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THE 


STREET  RAILWAY 


REVIEW 


INDEX  TO  VOLUME  XI:E   :; 


1902 


CHICAG(  ) 
WINDSOR  &   KENFIELD   PUBLISHING  COMPANY 

,---,-    PLYMOI    III   PLACE 


II 


STREET  RAILWAY  REVIEW. 


PAGING  BY  MONTHS 


Ni 

V 

N 

Ni 

Accident,     Allege  United      _ 

M< 

\i. 

;'' 
191 

•» 

i  mil    ra 

..ii...    .,i 

Adams.    Alton    I  ■  II" 

R  illways.  iv. 

s  i  •  ■  400 

- 

l.ii.  I 
Aik< 

Air    Brake    Conti        -  IN' 

.•245 



Con  Motor    I  irlvei 

Akron,  '  >.,   North'et  n  0 

.  "66 
Al  irm.  Automatic  Low  Wati 
Alberger.    I.    R  ■••    & 

All   V  Irlll)  ...'293 

Altera  System, 

Ni  v- 

H5 

nil    Filter 

s  ror  Egypt   

Power  Brail  -  ■•■•  866 

- 
Steel  &  Wire  m 

\\  ater  T ■   Boiler 

Ammi  t.iry   Plows 

Anderson,   Alben    A.   (poi  1 1 
Anderson,    Ind., 
Vndrews,    U     Iport) 

Permanent,  for  Labor 
I  ilsputi 
Ar.l:    i  nprey    Protei  tivi 

[idling 
Armstrong,    A.    II     (Heating   of   Hallway 

'469 

Am. .  ph   (port) 

i  with 

*410 

m  >.i   Electric 

Rallv.  ictlon  399 

System 

312 

■  ii   (Quick) 

A    s    R.   A    Assignment  of  Papers el91 

Coi  170.  336 

485 

...  138 

e315 

Ful  713.   e"46 

I  II! i  54 

17,  S81 

S 

in, -ni 
Informatloi 

ioklj  ii    Bmplo;  es'    Beni  I  I 

i  leal.   Annual    Meeting 

X.  ■■■.  .He.    Ala       916 

N  1 1 i  at 

W..I 

N. ■«■    Y.  ■  571 

lial   A, Mr.   • 

nnual 

Prop  .  -  ipply- 

M.  n 


ectrlc    l.iKhi    >v 
u  i.i.    \  ,\..k.    It.  lief,    .1    \.  »    Bedford, 

1 1 7 

I.  n.. 
Audit   Companj    ..i    llllnoli  ii" 

Liken    Interurban    Opem 

N'.'rlli  I     Ini|.|..\  •  mi 

Roofti  Mi. I 

lurorn,   Elgin  A  i  hlcago  lt\     Thi  *iii 

Austin  A  Co.;  Vt     B 

Mi  Kinli  .   .,i 
Letter  Pi  on 
Australian   Ralli  i 
Automobiles  In   Street    Rail* 
Vutomatlc   Low    ■  no 

Signal  for  Block  System  "i  r;n  B 
imk    Devlci  "413 

Auton  Phi 


Bal k    A     Wilcox     Boilers    In    Marine 

Sen  I  i>; 

Badger,   C.    E    (Brisbane   Tramways    it«- 

itlon   Club)    "■•! 

Balrd,  S.   P.   (Analysing  Conductor's  Be- 

'402 

Baltimore,   Md.,    Interurban,    ]  i%'. 

Low   Pare     Legislation  In 17a 

United  Railways  A   El Ic  Co    ..f....«331 

Bancroft,   William  A.  (Employing,  Traln- 
i  .i   Dlsclplli  Set 

ployes    of    the    Boston    Elevi I     By.) 



i :.ui. i u  ister.  Fa... 

of  i  'Inn.  r   Car  1  lii 

Ballast   I'n  :  tlble 

i  S.   (Most 
Management   i »t'   the    Repair   Shop)...       587 
* '     i:     (Accidents     on    Elect  rlc 

579 

Barrow,    Self-Dumping   Coal *87 

'  o  .    X. tI'i. Ik.    V&...HK 

Devli        .  .i    Boring    Motor  "  1 « -T 

r..  i.i.  n.    D.    A 

i  ,ost    in   Tr  nisli 196 

Benefit  Asso  .  Ilwa)    Mu- 

i  loot  i    847 

Benson,    Ch  rroll    (port)...  919 

Streel    Railw  ij    Co 

High  Tension,    Installation  of e808 

Power   House  ol    the "813 

lerll                             ...  ground   Rail- 
way (Perkins)   '216 

Power   Hot)  H 

"762 

Zossen  Experiments  e253 

in,    NT.    v..   Notes   From 23 

Birmingham,  Ala  .  Brown  System  "f  Dis- 
cipline al  as 

Notes  16    69,    171,    101 

Kni...  mploj  es.     847 

•i'h.  ii   of  Wire  al 8S4 

Blizzard,  New  York  State  121 

Block    :  a  i'.h  Spacing  Device.  ...•804 

Automat  or 183 

Blue    <:•;--    Consolidated    Traction    Co., 
The  128,    "'i 

Blueprints  from   Electric   Light •808 

i  Arbitration,  '  i  rmanent,  for  La- 
in, r  I  Hsputes  el,    58 

ze-Fllled    Ins    latora       "217 



ial  for  Employes  In 851 

HS 

Charleston   Statl 
Rallwaj .     Vddltlon    to 

i  Pi  .ii..  . .  l'io 

Ing  ol 

i  I'.. in-  - "809      "875 

der    Installation   "f 

.•498 
,.  n.i 
-i'i .,\  i.i.  i  rban.    Proposed. 

Transit  Commission  *H9 

Tunnels    119 

Emergency,    for    Streel    Railway 

Improvements  In  PI l  Etnergi 

chet,    Ernes  I  »48 

Shoe  Companies  Consolidate 

The   Flood   Emergency *74 

Grennan    K-    Nelson  184 

Briber)    Charges  al   si     Louis  69 

Drainage   Water  Wrecks   U 

ry    "878 

lanapoll  102 

Folding    Rallwaj        ....  "--' 

hi    Buff  ilo.   Spring)  llle  ."■•   Catta- 

is    Railway    "828 

For  Utlca  ft   Mohawk   Valley   Rallwaj 
Co.   at    Herkimer.    N.    Y.    (Phillip 

pairs   En  loined   al    I  tayton 598 

81  oi  i.      Rapid         848 

\.  «    i  :.i  - 1    i;n  -i         ii 

Brill    .  or  i  "loi.nl. i    Springs  "426 

Puna 

Wesl  ralla    "234 

Plant    of     Amei 



Seml-Coi  •■"i'." 

'I'i  imws  I  ii"ii       I'lnli 

894 
Broken   Axles,   A   Remedy   for "71 


llrl.lK.'.    Moving    i 

Club  Ho 

Com]  .\i 

Emplu 

N.  u     Ii...  k    W  ■     . 
No 

Rapid 
i. in  ..i 
Information    About    Emplo 

New    Rolling  Stock  i"i 
\\  ater  Front   I '  .144 

Brooks,     P.     W.     (port  l 

The  It  ■! 
Brownell  I'.ir   PI 

Brown,  Harold  1  slon  of.  121 

nam, 
Ala. 
II     u 
Education  ••(   the   electrical  Kimn 
Buffalo 

HIgh-TensI able   Dlstrlbutioi 

i.  m    (Buck) 
.M.nlng  Small  Krnlis  b)    Electric  Itall- 

•>h 
Premiums  i "i   Ti  b  i 
RaJlwaj    Co.   Employes    ■  luting 

Bndoi  -  d 
Sprlngvll 
Sprlngvllle    A    i  attai  way 

New  Brldgi    •! 

Uniforms  al 
Wages    I  n't-  ased   at    

DCk    A  hlioiiii.  .  ri,  nt    

Bundles  on  Cars,  No  Large 17.: 

Burdlck,    E.   J     (Speed,    Power   and    Ktlt- 



i  ir.ls.    National 

the  Wa>  Siii. 


Clip,  The   Boston.. 

in   Edinburgh,   The    

California    and   Combination   ''ms   (Part- 
el  *17.  el 

I      i        Klifflish    

Cheap    Power    In    

Power    Co.,    Northern 

Callery,  Jamee    D    (port) m 

• '  iiiiii-n  i  N.  J. '   Inl 

oi    the   

18*5 

Ity   in   *841 

Su i   Railway  Activity    In 89 

Canadian  i';n  Shops,   New 

Notes 13.   in.   182,   - 

Canal,    Electric    Power  on   German.... 
Cannonsburg-Washlngton    iPa.i    Interur- 
ban 

Canton-Akron  Line,  Sale  of :.. 

Card    Inil.-x    e315 

for  Cable    Railroads "TV:* 

Ledger  System,  Brooklyn  Rapid  Tran- 
sit   Co  160 

i  Jar  l  llspatcntng  *Wl 

on    Inli-rnrban    Lines    (Mitten) 574 

Elevator    and    Transfer    Table    Com- 
bined       mm; 

lions,-  al   Worcester,  Mass 

St.    Louis,    for    Kansas   I'ity "17 

Sign    Suggestions   and    Criticisms  v*v 

s  ib-sl  itlon  e807 

-Type   Circuit    Breal 

Washing    va    I    tr    Palntl    b  820 

Ceco      Blectrl    tl   Machinery  *794 

Cedar  '  i 

urban    

Change  ..f  Name  of  A.  S.  R.  A 

Charleston,  S.  C,  Handling  Traffic  at  the 

Exposition    "317 

Chase-Shawmul     Factory 124 

Chattanooga,    Increased    Power   Facilities 

761 



Alleged  Bribery  In  313 

i  :itj     Ralln  i      ....    New    Cat     H 
for  '-■  7,    ■500.    *879 

Collision    In    

Elgin    &    Aurora 

Fire  in   433 

Frani  hlses.  el,    I    • 

Fra  -        369 

Streel  Ele\  ated,  Expn 

on    864 

Extension    

New  Power  riant  for 

South  Sli  I    Extension  of....  S6I 

Strei  

New  Power  llnus.    

Taxation  of   "L"    Roads vi 

Track    Removal    

Till.  ■  The 184 

Tunnel,   Controversy  In 803 

Union    i  loop,  To   Relieve 246 

Union  Trai  I  Ion  Co 

ii    Meeting    of 

Car  Ham   Burned 27 

Trim  t    *^*: 

.    N,   A  .  Milwaukee 799 

.  Employes 47 

i  Cincinnati    

Consolldatl t  the  [nterurban  Rail- 
ways   ol      y-'-' 

Electric   Wire  Conduits  In 590 

inchlse  extension  Void 591 


cles  iiiarkt-d  with  an  asterisk  .ii.-  accompanied  by  maps  ,.r  ,.iin-r  lllastratlons;  <-.  editorial. 


STREET  RAILWAY   REVIEW. 


Ill 


-Indianapolis  Route   to  be  Onened SS 

Interurban   Terminal   at 

Interurbans  t<>  Enter 132 

-Louisville    Interurban    . 

New  Terminal  Company  In ME 

Circuit    Breaker,    Tell-Tale.    Attachment 

98 

'"hiim  Department   Detroit  United  Ry 
(Marks.. n  Memorial  School  "f  Technology.  109 

ire   173. 

Gro  r  for  "«1 

land-Detroit.   First  Through  Car..        <^ 

Electric  Co.,  Sale  of 175 

Observation  Car  In 569 

-Toledo   Line,   Speed   on  

Thr Cenl   Far.    Roads 171 

ited    SM 

Outings   in    

Club,    "  Street  R  illwa .  51 

Annual  M<  102 

Brisbane  Tram1* 

ger       "" 

ms  for  Street  Rallwaj    Men. 

Coal  Bell   Electric   Hi  „  The IE 

Fields,    Indian  Territory 27s 

42 

Collection  and   Registration  of   Fares  on 

« .  .'n."'.' 

'  'ologne,    Municipal   I  m  210 

i  Colorado    Springs       '  1 1      Type 

of  C  

Trolley  Sprinkler  at 58 

<\.l..r  Line  In  Virgin!  i 

instruction  Co.,  New  w..rk  of  828 

Colvli  too 

''ar     Elevator    and    Trans 

Tabh  "486 

•r  Truer   ,*607 

Turning   oi  Com  ert- 

Weeks)   *484 

» tomparative     Ai  Teal  a     for 

itlve   ami    Electric    Motor 

Cars  (Arnold  and    Potter) '11" 

Compensation  for  Franchises 

Siting   Trolley 850 

m    ami    Elect  I  .--.".I 

Complaint   Clerk  al    Memphis,   Tenn.. 
i"om|,r  BSed    Air   '  'ars 

nl    R.  W.  (Notes  on  Motor  and  Bond 
- 
Mns  Instrument  !-'.  '''-■> 

ater    Interurban    '  Ipeni 

Mayn  ml  £  n  idson  Street   R: '112 

U   In  Cincinnati 

•.'it 
nterui  ban  Rallwa 

■  >r  C  

Consi 



"l'3i 

_  ilation,    a    Successful   De- 
■  it 
Convention  "f   Railroad  Commissioners 

163 

Copper.  Production  <<f 

Corn  39,    7".    353.   — 

A     Letter    fr..m    Australia    

Motive   Power  (Adams).  117 
..f    Power    M"  771 

Portabli 

,  iM 

''17 

Tr.,11. ■>    Trough                         id. 16$ 
Tramway    S\  stem 7.1 

<'\llml«r    Lubricator,    National    Automat- 

D 

,*1K 
j..,r,  men!     "f 

Danfo  iMechanlcal  Methods  for 

I:,  n 

-,r   Bnglm 

.,!<.    Method  '.( 
1 1.  rr  .t     I:    H    (Fi  - . f t i  'h.    I.  ,!<■    Ri  glor 

iilntm 

l"l 


System   from  an  Operating   Stand- 
point, Ret  iew  of  d"   (Stanlej  i      .•612 

Track   Department   of  the ■642 

u  •  ekly   

Ypsilanti,  Ann  Arbor  A  Jackson  R 
Th.'  System  "i"  (Merrill).. 

Device  ror  Boring   Motoi    Bearings *107 

I  '■  wey,  F.  H    (port) 

'   for  Cleaning  Grooved  Ralls..  291 

Direct  Connected  Units,   Remodeled.  904 

Discipline     e868 

BfBcient,    (Mitten)    911 

i  Fairchil.Ii      B76 

for    Street    Railway    Employes    (.Har- 
rington >     '. 592 

of   Bmpioyes   '*'• 

by  the  Merit  System  (Saterla  i  ...  7'.'l 

on    Louisville    Ry 120 

Disciplining,    Employing  and    I 
Car-Service    Bmpioyes    "1     the     Boston 
Elevated   Rallwa)    (Bancroft)  809,  "87! 

1    Affair,    A B01 

Dispatching,    Car *847 

Cars  and   Safety   Precautions  in    Detroll     563 

.in    [nterurban   Lines  (Mitten) 574 

Distribution  of  Transfers   (Mei iy).  648 

System,     Buffalo     High-Tension     able 

ki     *21 

Doors,  New  Vestibule  Folding *:171 

Double  i k  Stephenson  Car ....•864 

Drainage  al   Crossings 210 

Drill,  Gore  Tr  ick 


Bads  Bridge,  Through  Cars  Over mm 

Eastman,  A.   (port) 27 

The    Electric    Rallwaj    Traveling    Ex- 
press Agent  

River  Bridgi  .  The  Nev.  n 

Edinburgh,   Sun. lav   Cars   in e68 

•I'll.-   cable    in  89 

Editorial    l.    63,    12:..    191,  177,    139, 

'  ,.     MIT 

Education    of      ih.'     Electrical     Engineer 

i  Buck)    ISO 

Efficiency,    Power  a-   Speed  Curves   (Bui 

dick)    

Elections    116,    IT.'. 

Electrically     Welded      Rail     Joints     ami 

Bonds    ..' »827 

Electric    Freight    Locomotive, 

Lighting   in    Street    i: ni»  ij    s.  stems 

(Ad  litis)     

Railways    and    the   St.    I is    Exposi- 
tion  (Goldsborough)    *747 

Rail  Welding        124 

Storage  Batterj   ''...  Convention  B61 

Si  '  urea  I n Junction   IE 

Sub  irban  Railways  (Evans)  :'' 

Traction  in  Great    Brit  mi 308 

olysis  i  :asi    ,.i    i  Li  i  ton 

Chare,    in  St    r. rii 2CC 

Electro-Pneumatic     Sj    El 

Railway   Construction    (Arnold) 

.I    i ,'"  .1-     \ re   Ball] oads 

Taxation  of,   in  I  hli  i     i 
Ing,   Training   and   I  Hsclpllnlng  of 
I'u    Servlci     i  imploj  es  ->i    i  in     i : 
i    .       -    .'    r        .i:      croft)  ■  ■•    *876 

—  i  in-  s.i is.  Notes  from 

Engine    for    Larg  Ing     SI  ■' Ions, 

Th.   Correct  Tyi f  (Day) 

English    Notes 

Ernest     I ii.i !        i,         ' 

Evans,    !•:.    A.    .  Electric    Suburbs       Rail 

w  lys) 

Bvansvllle  &  T(  rn    Hauti      Electrlcll 

Parade  ..i    R t 

Everett-Moore   S\  ndlcate,  69,   821,  i-'7 

Assignment  oi 

Fin. i.  il 

Excursions    Across    Ma     B    :      etls,    Trol 

BIO 

Exhibit    al    I  Ion,  Cr)    la]   P 71 

Kxiilnslnn  In  Rapid    rranslt  Subwa       New 

V.iik  .'llf, 

Express    Agent      Phi      Electrii  till    . 

Trs    '      ■      M       'i P 

.:  i:  in      i    \.l.,in  -i  Bf  I 

I  ..I     nl 

Prot  nn  I"  I 

Deliver)   <  Park*  i . 

Service  at  Utlca,  N.  Y.,  1 

in   ii.  troll 

i  IV, Ik.    II 


' 
Fake    Ac  i  Idenl    In    I'ln  311 

Wort    ■ 

i.-r.  The  New 

'.    I  ""II- 'i    ami 

Real  mpi 

i , 

I"  ....  .     si   ,1  I'.n      ..I     I  h. 
|i.  -  |-       , 

i',  .i.i.  .1,  8    i:    (Steam  Turbl II 

...i.i    Puriflei     Vutom  itli 

(I    fol     I'l    .     nl 

Modi  i  n 

New     Modi  II 

Tin     Can 

i!. mi,. I  Trolli  |    \\  ii' 

I  ilium  a.. 
■ 

I.,, i 
ill.     in 

■    

I'roivi  lion  (Worman) 


Fires  ami   Their    Prevc i 182 

I  '.i:isns    nl     i  \\  "I  in  nil  .83 

Fiscal  Agents  for  i 

Flatti  tied    FI  ing.  -  

Flint.  Mich.,    fi ollej    Excursion  i". 

FI Is   ami   SI S  176 

Folding  Gat'    tot   i    irs 

Fond  'in  Lai    ■>-   ■  ishkosh  Eli  ctric  i: 

Foot   Plunger  tor  Ringing  '  I  mg 

i'i     Was  ii".    I  >.i.  i.m   .v    '  'iii.ii    latl    i 

ii.ni    Railroad   Co  46,    '95 

Fox   Lake,    Electrli    i  lm    for 1  ' 

Franchises,  I  lompi  nsal  Ion  fo)  H 

i;n  ..is    i"i      Maryland         

Franchise  Situation  i ..el 

Question,  '  Ihlcago  

Franklin   Water    i  ubi    Boil,  i  I 

Freight   and    Expi    ss    I  Sudanis)  .  8S4 

lm,  I.  hang Betwei  n    Sti  a  a 

Electric    Roads      eS7S,    419 

French,    Arnold    A.    (System     In     Ri  pall 

Shops)     ■ 

Fuel   Oil 2s7 

Fuller ii  B  in.    (port  i 102 

Fumigating   Streel    Cars s2i; 

Funeral  Cars  in  Springfield,  Mass.  No...  17.". 


G 

<;  ilveston  si     Rj     Co  .   Ni  n    Lighting  and 

Power    Plant    of   the *8C9 

i ;  mi.    i'u  set  \  es  oi   1 he  Norl  h  \\  esl 491 

Gas     Engine,     Koertlng 925 

i  ;,i\  lord,   Truman    l' M 

,  .    n       Trollej     i'u  I.    i   p  ..*124 

i  [ene\  a,     s»  itzerland,      Strei  i      Rallwaj 

Strike   ai    

i  ,  Rallwaj    Gas  <S   Eli  ctrlc  Co       ...  H7 

intown-Frankford    [nterurban 217 

Germany,    High    Rallwas    Speed    In    (Ma- 
son)      -'" 

Glasgow,     Scotland,     Power     Distribution 

near    *:t-1 

.  [old  Cat    i  [eating  i  !o  .  Enl  trgemenl  of. ..  :!7f. 

Goldsborough,   u     Blwell  116 

,  Electric    Rallvt  as  a  Bund   the  si     Louis 

Exposition    '41 

Gore  Track    Drill  109 

Gosling    Duplex    Track    Drill "606 

i  'i i  i  :;|1 

i  ii .ill.     i  "  nun;    the    News  16 

.  irand    Rapids,    Excursions   Around 

Holland  &    Lak    Michigan   Rai tj     '127 

GratU  .in"     i"'  ii  ' t,     A 162 

i  in ,  Lew  Is  i  \  arnlsh  i i ; 

Grease  and   '  nl    Records .*284 

Greal    Britain,    Electric   Traction    In. .!  87,    124 

ii "■  . .    J.     I.,     (poi  1  I 

i  li Baj     K.iuk  iiiiii     I riil'lian 1122 

Gi ■     'i    the    Powet    i  louse     For    i  " 

""*772 

H 

Mali    Fare  69,   108,   is."..  312 

1 1  imllton,    '  Hendale    .v-    Cincinnati    Trac- 

' '..  .    \n«    i  'ins   lm    "286 

i   i    .i    nsit  Co    New 

Trail.-  I.i      s    at.  in  ■342 

1 1  impl livei     Bridge,    Trolli  i     Rouse 

O     i  

I  I   mi       i  roll,   i      '    .ili'li.T    

Hand    Cars 860 

1 1. n  ii.ii. i    &    Springlli  Id    Streel     Rallw  ay 
Co 

I  I. ni',    la ,ed    Tl  -ii'  *586 

ngton.    *A      i ■ .  'ni lm    Streel 

il  nl.'.  .i  ■.     I  ii ) '  ■  '  '  '92 

1 1. ii  iiii.n.   i  'in  nil    i  :i  eal  .1  i '" 

nights,  ci ■  171 

i  lerktmer,    N      S  .    ' ' Tete     Bridge    ror 

i   1 1,  .,    s     Mi.iia  vi  1.    Vallej     Rallwa)     I  !o 
(PI is)  S9 

llnl'l'lli     I  III    I      Johni it!      Intel  ml. :in  I  . 

Ilinh    Speed    Electric    Rallwayi  i  i  HI 

Opi  i .'  i  Ins     Notei     on  144 

\      \.    ii 

Illrsi  I.     ' 101  ii 

Lm  .    .  i  .  .   i    i  on   n  ■" i    Sal. 

mi  i ... 1 1     and     tntei  irban     Elecl rlc     Rail 
wa  \    ■ 

1 1" a    a  roll'        c  '  ■      Thi  ■" 

Hollow 

'  i..i    "i         vi  i    ...    Monnti 'ai'l     •    

.  »79 

I I  ... K    Painting    Muehlne,    The 

Ni  ■■'.    i. lm  311 

ll ■  i         I:    ni    .  IJ.  i     Co  li 

II, ,u: ,      i  ...       ii,  .in.     Rallwa       I'll 

Hudson     '.   illi        R  illv   i  i'1 

New    Planl    fi ■  i"; 

Btrlki     '  Ion i  " 

Strlko   Ended 

I ill"  I  I  -    DOI    II  ill 

! 

I'nrk    Lighting)  IC9 

if. 


I 

Illinois  Valli       i " 

i 'i 

ni Mi.  in 

■  "  rankt'orl     i Cn 

■    

outlierti        :   ■  ' '        i    ni 
Right  nl         '       ' 

la  li),  e   Falls  al 

Hwltcl         i  ■  in        i 

■    I"". i '  Ipi  in  a  :  ' 


1  l!iO?0 


IV 


STREET  RAILWAY  REVIEW. 


Shclli]  i  Ilk'    .\     B 

in.li.  In 

Indli  uitni    hisii  urn.  nis 

1 11  jut 

Insulittlns  n" 

mid  119 

tin. .  i  • 

:    Fruits   l»\ 

•818 

Tramways  .v    Llghl    Railways   Kvlilbl- 
lion 

I'll!..., 

Weal     ln.it  in     Exposition, 
lllng  Tr.ilti.       i  ri: 

Interurban   Cars,    the    i 

Jlreet  B 
Rallw  lya   (Descriptions  of  I 

Aurora,    Elgin  &   Chii  ago   Rj  .  .'Ill 

in  ..    <  Irass    Coi  cl  Ion 

Co  .  Til.  ...  ia 

in"  &   Indiana  Air  Line  '  !o  19 

''hi.  ago  .v  Jollel    I  Klbbel  •! 

Bell    Ele.  i  IS 

•  'oncord,  Ma;  n.u-.l  A-  Hu.i 

Rj  ..IIS 

Detri  i      ■    1 1 u i ..it  Shore   Line 

Rj 

>  pslluntl,     Ann     At  I1..1     fi     .1 

iii.    System   ..i 
(Merrill) 
Fori    \\  .ii  ne,    l>  .\  ton   S   I  Cincinnati 

Ti n    Railroad   Co  16    •96 

I '■<  .'i.i     R  iplds,     1 1. .ii.in. i     ,\      i ,  ,k. 
Mi.  i  Id     Rj  127 

rtford  .*.-  Springfield  Streel  Rall- 
«...   . 

-••n    Vallej     Rallwaj 
Illinois    Valley    Traction    Co 
Lansing,    St.    Johns    &    Si      Louis 

Rs  •n„ 

Levis    i  ounty    I;  ill-n  .  . 
I ."s  Aim.  i.s   Llni  a 
Milfunl  &  Uzbrldge  9  .  ij 

I 
New   I  lampshln     Fraction  Co  ;i 

Newcastle    &    Lowell    Ralli 

north     August  rlc    &     Im- 

provement   I'"  si 

Northern  •  Ihio  Tractli 
Northern   Texas  Traction   I 
Central   Traction   <'.. 

'       Igan  I.. 

Philadelphia    .v-    Langhorn    Passen- 

1:   Mlf.  i.l      l  ■,,  ];; 

Plttsfield,    Mass,    Power   House   "i" 

'I.,    ii.  rkshlre  Si     Rj     .  ■,,  «g]j 

Roi  I  .    i.  ,       syi  u  'I-      &      E  ist.ru 

Railroad    ('" 

Trl-i  i        .  ,,   ,,ks 

"f  .,„.. 

lur.-s    of    i  Pi  II. 
.v    IT.. i  i.l.  ■ 
Intran  R        World's   Fall 

Oiler 
Italian    Electric    R.-iflw  i 

Ithaca.    Disaster   at    ...  »4-i 

l,,w  '     !:.u.i.ls    Pi ..-   .j    liiti 

urban.... 


J 

Jacksonville,    PI  i  .   New   C pans    al 

Jenkins,    !•:.    II L,7 

Jlmcrow  «'ars  in   Virginia..! 
John   Davis  Co  .  New   Plant  •■>   thi 

Johns  Co..  « changes  in  u 

Johnson    Trollej     Retractor  ..'.'. 

Jollel    Brldgi     S    Iron    Co         -i> 

-  I  -a      Salle      I  Hi.  I  ml.  ,  n  ]■.-; 

Joint,   A   Solid    R 

F      A    (Sell  .  n. ...    ..I    Stn  el     i: 

wa>    Motor   Equipments)  290 

K 

Kansas   i  'ity 

Improvements  in  m 

-Leavenworth     Interui 

I  he    '  Perrj  i  ...  .*;;i 

Mi 

New    Fr  inchlses  182 

Notes  113,  ISX  86]     ■  ■    j    900 

1     r  for  . .  m: 

■  peka    I ni.t  irban 
Kennlcotl    Wati  r  Sol  '■  nil  ■-;   Sj  Bti  m... 

I  rcky,    •  ''-ns'.'  .   123 

Keokuk,    In  i   at 

Keystone   Car    Wheel    Co 
Klbbe,   a    a  m 

Klngsley     Boilers  *373 

Ki.it..    Electric   Traction   Co 

Klttannlne      A      i  towanshannock      Valley 

Stn  Co  124 

Knell    Air   Brake  Co..    X-  w    I  60S 

Knox.   Geo.    W.    (porl  ■ 
Koertlng  <;;is    Engine,   Thi  *'.«:*. 


Labor    Qui  bI  Ion    in    Providence 

i.aitin.    R     T     (port) 

Lake  County,   111..   Electric   I. in.'   fa 


n    t..    the    Ail. ii.'. 

Ill      ■!'■  ii. il.. 
Stn  !    Nt  «    PI .1'  i'-i 

Lam  me,  Q     B    (Washington,    Baltimore  A 
Single    Phase    Kallwa) 

I  ,  lllll-l  ■  J      l'i  Ol«  ll\.       \t ■.   h     l'i  i  '■ 

Annual    \-  inquei    it 
R<  no     Vimoi  latlon 
(..mi:.    Albion    i-:.   (port) 
Langdon,   W,   (Electric  Traction  on   Rail- 

Bom er ton   Interui  ban 
.   M.   II.  (port) 

mo 

■  ii.',    Ill  .    Fin    al 
r.  .  .    i  in.      Sah    ol  IT" 

■ 
tbuttei    m        i  Building  of   El- 

evated Trestle   inin   He   is  Compen- 
sated 
Mas    Enjoin   Unauthorised    Laying 
..I      Ti.i,  k     Right       to      Question 

■ 
t  inns    ..i     Powei     Indh  Iduals    Not 

■  ■  icl  S tree I    : 
ways    Whal     Statute     Means    by 

Sir-  .1     R  lllwaj  P6I 

irnment    With. mm    Formal    I 
p.. n.  in.  nt     of    Action    on     Franchise 
Necessitates    ;■     New    Notice    Sto 
I,.. tii>  i  Board     <  ■■      ting     Fran- 

,■.,,,  ...477 

tdmlsstblllty  In  Evidence  <•[  Conduct- 
or's   I 
Against    injunction   on    Pending   Ltltl- 

Ovei    I  Road 

Allegations    Required    In    Appeal    From 
i;.  Lpprovi     Rout<     '  tontrol 

Ovei     Highways  ..479 

\n   Intersections  ol   Streets  are  Cross- 
ings    Under     i  trdlnance     Requiting 

ling   ol   Gong  ...    IS 

ill   of   Inspector  on   Passi  ngi  i 
Cause  for   Award  of   Punitive   Dam- 
ages      Ri  Rule 
Agalnsl    Anyone    In   Company's    Unl- 
.,   Sitting  on    Fronl   Si  al   ol    ■  i 
Payment   ol    F  ire    n  ls   No    I 

i.  cl   "ii    Rule     -  

Asslgnabllitj    ol   i  tontrai  t   with  Street 
Etallws  ■    i  '"iii, mi,-,    roi    Co 

n  .1  Opi  ration  ol   Road '■" 

Vttemptlng     to     Cross     Tracks    When 
Cars    R  in   i  iosi    Togethi  i  ...28 

to  (Toss  Tracks  w  Ith  <  !ar  on   Far- 
ther   Track    Closer    than    one    on 
Nearer   Track 
i..  Drive  Across  Track  with  Car  IB 
ii    Away    Duty     of     Motorman 
tt      Crossing,      Especially      with 
View  Obstructed  by  Another  Car  776 
Authority   Required   to  i  lecupy   Public 
ro  i.i   in  i  lounti  v  ...  4Ti 

i,,   i  -.riMit    Franchise    to    Indh  Idual 
Assignment     to    Compans     May 
i  ,i„      i'i  i\  &te     Propi  1 1  j     Cannol 
be     Enjoined     Until     Damage    is 
Paid— Nor    ;is    ;i     Nuisance— Nor 
w  here  Chartei    is  as   R  Lilroad 
B  Lcklne    i "  H>  erj    ^^  agon   up  to  r 
w  Ith  Team  on  Track    i  mtj    ol    Em- 
ployes i"  Notice  i  Jondltlons  Prei  ail 
D  itj   ol  Motorman 
Approaching    Wagon 

j    to    Look   and    Listen 
Before     I  'rosslng     Track    I  tominant 

Rlghl    of    i  ' p  i  "■■■     I  '■'  l llir-     ""    ,,r 

i  ;,,i  h   i ,.  3or  and   I  *ssee  Comp  inles  Li- 

ibli     tor    Injuries  ■"'■'■ 

off   Mot  Ing   Cai  ■     ■    223 

Kicked    «  my    Car    bs     Motoi 
Killed  Going  on  I  Hhei   Ti  ick. ,   .   -        153 
i     i  ired   foi    Proti  i  tlon  of  Per- 

il  Return  sr  itlons  in  Parks 
in    Appro  ■■  I  Streel    Cross 

Failure  i"  Give  Warning— Injury 
to   B03    -ii  Truck  20  Feel    B 
*  Crossing    Unreasonable   or    Dan- 
ti     of    Speed    Duty    u< 
g  Children  -Responslblllt 
i  !hlld  "i  Six  "i  s.  ■■  en    Extra  Care 
Required  a  i  i  Crossing  Nes  r  Scho 
in  Selection  ol   Place  for  Passengi  i 

i"  AUghl   282 

Persons  Crossing  Tracks— Whi  n 
Must  "Stop,   Look  and  Listen".       ,(; 
of  Streel   Rallwaj  as  Common  Car- 
rier of  Passengers   To  give  Warn- 
ing If  Stoj  Plai  •■  is   Unsafe      9   ■ 
to   Prevent    Injun    to    Employes  In 
i                              oi    Electric    Road. 
?    Aiding  In  Car- 
rying   rail    •  !omlng    Into    <  !ont  icl 
with    iron     Poll 
Catching  Hose  to  Which  Men  are  Har- 

■  i    i        ■  Pai  ement \->\ 

( Challenge    of  Coi 
by   Stock! 

< '..ni|.;i ii1.     Made    Thi ise    of     l .-s-   ■ 
Power  to  Lease  Property   and  Fran- 
chises    Who    to                         1  '"\v.-r     (.► 
i   •    .  IV" 

i  ban    Ing  System  ol   Sa  ndlng  Tracks 

i  ',.-,.:  ■,!  s        ,i,  I  i    Lcks 

Fellow  Servants      343 

Collision  with  Patrol  Wagon  ;it  Cross- 
ing      ...IBB 

Company    N<>t    Insured    Agalnsl    i-i;i- 
i.iiii  v  r«>r  i                   ]  telng  i nstantly 
Killed                                                           ...  219 
Condemnation   as    Vgalnsl    Abutter  In 
New  Ynrk   77r. 


\  .1.  *  !ommlsslonera     foi 

t  '.Hi   be   i  '**  'i   but   <  " 

i  union    nnd    <  'i"  i 
Under  Authorised  Ordinance  win  not 
IY.  other  « 'om|i 

Extension       I  •   :■  ■  -i    ■  "onsl  i  n  Hon 
«.f    Indcpendi  nl    Ral 
slon 

id  with  Cui 
Sa 

Negligence 
Running    l 
ol    Front   Platform  01 

i  ..nt rat  i   it»  Ordli 
Effect    "i    si  itute   Giving    M  inlclpal 
Authoiitli  Ion 

i'ii\      \i..i..     Cannot    Chani 
What   A.t   for   Reform  ■  om- 

panli 

i'im  'ml  Life  "f  <  *ompanj 

Posi  •  i     ol     '  'it  >      l  'nder     Resen  ■  <l 

liik'in    '■»   Make    Rules   and    Regula- 

.1    as   i"   the  Tim 

M.i  v 

I  mu  Ditches  on  Right  ol  w  aj  to 
Raisi  Power     ' 

*  ton  Ri«hi   <-f   Way    Not 

gllgence    In    '  Crossing 

i         .       , 

1  «i  with  .st.-;iiii  Rail- 

ways   Motorman  Not  t"  Expect  r-  i 
sons 
Crossing    Diagonally    In    Front   •>(  <";ir 
to   Take   Same    Car   Not    Stopping 
Hearing  humbling  and  Not   Looking 

S.  ...nil    'I  im. 

Defense  Under  Nea  Fork  Law  f<>r 
Exaction  "i  Excessive  Fare  from 
rransfer    P  ;   i.    !;• 

c-ivc  Transfer  Ticket   from   Pan 
ger    Nol    Noticed    Until    Blocks 

i      nsfei     i ' i    Tender    Back 

b)  Conductor  ol  Excessive  Fa  i  ■     ....  IT:* 

Derailment  at  Polnl  Where  Tracks 
run  from  Main  I 

Dutj  i"  See  thai  i !ars  are  Properly 
Managed  a  nd  thai  Tracks  ai  e  Re  i- 
sun  .hi>    Baf< 

DllTgei                   red  In  Equip] 
with    Fendei  a     w  hi  n    M  ust    i  e    Ap- 
proved  by   '  tommi  m   *  'ouncll ISO 

t.ii  p«   from  Trolley 

Wire  -Notice    t"    Motorman    and 

[due tor    T7r. 

Driving    on  >ss    Tracks    At- 

tempting   !•»  Cross   Tracks   at    Night 
\m,  r  Set  Ing   He  tdllgbl 
1  nay  as  to  Selection  of  £  ■    for 

Passengers  t->  Alight 405 

of    Di  ■  ountn    '"   Look   for 

Car  i  mil  Ti  acs   is  Reached      ...  tT^ 
of  Vel  :  lachtng  Tracks 

...    177 
i"    I  ."'.]■.    foi    I  '"    I  'ntil   Track 

Is  Reached 477 

of    Emploj  es     to    R<  >ung 

Children  from  Platform     Ways  t<> 
Do     n     Former     Language     Ex- 
plained ifiB 
of   Motoi  n                  g   Child   ai  ■ 

on  i  Opposite  Tra-k  219 

w  hi  n  Anlma  Is  on  Highw  ij    Ete- 
i  ome   i  taeasj     Taking  I  Certain 
Horses  i»m  Street   Car  sn,    . 
of  Traveler  on   High  Conl  lin- 

ing Tr.nk  as  to   Looking  for  Car 
Assumi     Motorman    will 
Make    Some    Effort     t..    Pi 

i  ■..Misi.ii,     

'  iwed    i"    Emploj  i  a    In    Furnishing 

Appliances    1  >efectlve  Brookllne — 

i  per  foi   I  ii  - 

specl  i"'  156 

to    Keep    l 'ia 1 1"!  ms 
•  !ars    in    Safe    Condition    in    All 
Weal  tii  i  879 

to    l .<">k   and    i  listen    foi    i 
i  Ipon    « Ilrcumsl  i 
■    1 1 1  >.    wii h    Streets   of    I 'er- 

I  i  ians        Not 

Always  to  be  Deemed  in  Peril i"i 

to    Passenger   t"   Sound   Gong   and 

to   Tr\    to    Avoid    Collision    with 

v.  Well 
to   Personi  !  Right    of 

Way   when  Thrown  i  -pen  ti 

Public 
t..     i                   Speed     Approaching 


tO   Stop  '  I  ml 

ri  tn  Back  Up  i"  Same 

I  "I       I  ".i-:"    ii-  .    l  s      156 

When    i    Horse  Is   Frightened  ;M   ;< 

ging  of  Bell  BSC 

Whi      '  ■  >   \\  here  <  ine 

on    <  -pposlte    Tra.k    is   Stopped 
Unreasonable   Speed    Evidence  "i 
Negltg  0    Look    for 

Approai  ii : ■      i  

Effect  "ii  Liability   for  )  'efeel  in  Pave- 
■■  r  by  '  'ity  t..  Paving 
(  tompanj   of  Dui  or  S  ime    106 

■  nger  Holding  Wrong 
i  toupons   Through   Misl  Lki    ol    Pi 
Conductor    Measun    of    Damages..      564 
Electric   Railway   In  Street  an   Added 
Burden       177 


STREET  R  \1I.\Y  VY  REVIEW. 


V 


Extent  of  Duty  with  Regard  to  K 
ins    '  in     Projecting    Above 

Surface   of  street s35 

Fall  of  Person  int..  Fender  not  Conclu- 
Evidence  <>f  his  Position  When 

-  .     .-< 

Failure    i<.    Apprehend    in-"    Roy    will 
Jump  from  Back  of  Wagon  and  R 
L'nder  Car.   Duty  in  Passing  Loaded 
Wagon    — 

To    I k    for  Car,  Care  Required  of 

Motorman.     What    Mas    ''.     y~- 
of    Vehicles    Moving    Towards    th< 

Trade  15U 

Stop  the   Car   When    First    Re- 
■  ^1    ii"    Excuse    for    Getting 

off  While  it  is  in  Motion _•]:■ 

Franchise  Conditions  Enforceable  by 
Mandamus  Against  Purchasing  Com- 
pany      5(3 

Part  "i   Real  Estate  and  Not  Tax- 

able  Separately  U3 

Frightening   of    li..rs,    bj    Noise   and 

Smoke   rrom   Brush   Holder  Ground- 

tmptlon    from    N.iis.-    and 

Smoke  Not  Incident  to  *  ip- 

eration  of  i  'ars 

Implied  Duty  as  to  Removal  of  s 

from  Street    280 

Inability  t..  Stop  a  <•  ir  on  Steep  Grade 
Between   fmss   Streets-  Rights   and 

51,       .    . 

Injuring  Child  of   Pool    Far.  Ills 
Injury  by  Jerk  ol  r  Going  on 

to    Alight    Without    Know  Ii 

inductor  153 

from   Electric  Shock   to   Pedestrian 
Ing  on  Rail    Presumpl 
Negllgeni  •  --  By  Idence  of  Employe  776 

■  ■I  Boy  Attempt  i.i  Car  at 

Fr'.nt    End   with    Vestibuli     I 
d— Duty  of  Motorman 
Backwards  Without  <"•. 
Ing   Headlight  or   Fender, 
of   Deaf-Mute    Walking   on   Ti 
•  ■n   Privatl 
"f   Motorman    Declaration 

Evidence  

"f    Bmpli 
After  Inspect! .r  Electrical  Ap- 
paratus   Inspector  a   Fi  Hon 

1   "f  i  Conductor 

of  P 
El  Id                -             il   Negligence      92 
■  ngers    In    Loosening    Fool 
>n  St<  p  in  Alighting 177 

■  .r  Pedestrian  "ii  Fallen  Fender  on 

It'-ar  "f  i  'ar 

"f    Person    Attempting    t..    Hoard 
When    it    First     Reai  I 

Stn  el  X"r- 
mal  Stopping  Place  M"i..rman 
and      Negligence       Increase       of 

93 

Workman     in     Trench     Along 
Track    from    Putting    His    Hand 

I  "nil.-r    Car If*:'. 

to  Conductor  fr-.m  Overexertion  on 
Turntable  out  "i   Repair 
Rightfully    mi     Inside    1:  inning 
Board    where  Tracks   ar.-   i".. 
Togi  i  h-  i        No  Contrlb 
iin.rv   Negllgeni  •    ..r  Assump- 
tion "(   Risk. 

nger   by   Fall  "f   Fin-    I 
ting  ilshi  ' 

from  Handholds  While  At- 
tempting i"  Board  Car  and 
Being  Dragged  Along  by  Its 
of 
Comp 

ami    i"    Avoid    Collli 
pablll 
from  Catching   Fool   In  King  in 

ilng   Aftei    Ai  i  Idi  nl 

m  <-     K.p- 

■ 

Be- 
hrown    i  pon    ll>  r    bj    Car 

to  ting    to    Alight 

friim    i';ir    In    Mot 

Inten  -.g.-r 

Hold 

Jumping    fi  -,.!.-r    Apparent 

to    F'lriit 

Inf.  r  \.lri,l--ll,ll 

un 

■•1 
I., 
ii- 

f..r 

I 

lint 


mployes  i  mlj  of  No  No 

1  3truc is  to  Jury 

—Escape  of  Electricity  After  Ex- 
ercise "■    Proper  Care S38 

Atter  Carrying  Vehicle  -."•  to  40 
Feet    Prool  Necessari   In  P 
BOnal    Injury    Case  -Contribu- 
tors ce    Which    Will 
Not     liar     Action    Proximate 

Causi   oj    Icdd 'est 777 

1  ger   by    Another. 

Especially     After    the    Latter 

lias     I  in.-.      I:,  en     I'm     .  nf    lin- 
ear       2S 

"t    Passenger   Under  Operating 
Arrangement     Between     TWO 

Companies  880 

i"  Passenger  K  nocked  I  Iff  Plat- 

i"i-iii     of     ci-i.w.ie.l     Car     anil 

Trampled   i  In   by     i  Hassengers 

-  .I  by  Flash— Duty  of 

Compan:     Can      Re red     o! 

Passi  ogi  i     Proo     -     Defect  in 
Car  or    Appliances  Connected 

Therewith  777 

for  New  Paving :«n 

for  I'.ivm      Pi  te   to  Spat  e 

1  locupled     ie.      Roadbed    Roadbed 
Defined    injury    to    Pavemenl    In 

SI  rengl  hi  nine    Track    904 

for  -  1  ,ii..ii  Platform 220 

for  «  in  ui  Misconduct  or  Negll- 
geni  I  Employes 168 

"f  Consolidated  for  1  lebts  of  1  n.i 
Company— Illegality  of  Consolida- 
tion ii"  1  lefense 47s 

i"  Assessment  for  Street   Improve- 

111.11  or  Paving  Nol  Imposed 219 

Malicious    Assault    of    C luctor    on 

Passenger  Held  to  Justify    Exempla- 
ry Damages  155 

May   Refuse  i"   v.-, .  ,,1   1 ..   .,,  i,,  ,i  cou- 
pons- Passenger     Gets     No     Rights 
from    Ringing    1  p  ol    Unpaid   Fare 
1  ibligatlons  to  Pay  Fan     1  lemand  of 

Pare   N Bsary    Before    Expulsion 

Si  cond    Di  mand    of    Fare    Not    Re- 
quired      346 

Motorman  Injured  bj  1  u  fault  of  Driv- 
ti  er  Wagon  Entitled  i"  Dam- 
ages from  Latter's  Employer 477 

Movement    of    Car    Backwards    from 

Slipping  of  Trollej    Wheel 220 

'-'  I  P -  1  Against  In- 
jury from  Wilful  Misconduct  of  Em- 

Pl s    f.C3 

No  implied  C lition  ol  Road  Be- 
ing Ami,.  Town— 
I  oluntarj   1  leposll  of  Mones  '  lontra- 

-  Public  Policy  nol   Rei 1I1     90 

No  tnjunr-tion  Against   Disposal  "I    Ma- 
terial liy  (Vinilui-lor  for  Kmul  ..    .  908 
No   inter.-si    in    Soil   "i    Highway    tor 
Taxa  1  Ion   a     Ri  al   Estate    Franchise 

Taxable    :i : 

Nol    Assessable  for   Paving   b     Ov 

of  Lot  or  Parcel  ol   Land       90-1 

i-i-  a  fter  Completion  of 
Road  1  -'-  isonable  Time  for  i  lomple- 
ii"ii  Prerequisite  of  Reclsslon  of 
'  "ui racl     1  ise     "f    1  ither    Track     a 

Ktii.it  1  Ustance    Slngli    n...  1 1 

ner  for  Double  Track  Road 407 

I  lid     Sj.-e.  I     I  Irililiailees     N "  I      Apple 

i"  Elect  ii--   Lines         836 

3i  ■  Ing    1   -M n    ■  ■--  - ; 

i"    Respect     n  is    Rights     i"     i'i-,,ss 
■   i  "    1   \i  ,  1  Nol  Take  I  lhances  177 

Operatic     of  1  During  Strlki       91 

'    "f    Track    Nol     Liable    foi 
Qsei       Pass'  tiger    Being    Struct    b 

220 

Park    ■  -  -     ;  1  ..    1 1      I 

fur  Damages  for  Removal  of  I-:   t< 

sl.in  164 

Powi  r  0  ■  '  ■  1 

"f    ''.' I     R  '  '  'en 

stnn-.l      "  Pi     in.  I  ',  tine. I    31 

rtlngCat  ...  77". 

mptl r  Ti  1  'nli- 

11.   street    Rights  of  Covered  Wagon 

, 
dded   to  Plai      I  1  'n- 

dei    1  1  . .  77n 

n  ni.-iiis     for     1  t     In 

.-.  nh 
City    Val  il  ..   i     .  1  ,  - 

I 

Streets    Requlslti    ol    Eli  ■  tlon  1 

cupy  Si  reels    ....  770 

Hi. ling  "ii  Rear  Bumper    Warning  and 

I  -  -  Co ...    92 

Right  of  Abutter 

11  ueii.,1,   .a    Road  ...  219 

Dlstoi  ted    Evi- 
dence   Directing    Verdict       I 
nlng  ..f  ci.ll.l  Acrom  Street     1  lul 
lid   Clinging    1  Ipon   Btej     to 

I"       S.HIM'I 

1  long  When  Turning  Into  Street       04 
of   1  Vimlui  lorn    t"    It-  in!. 1  Ii     Mo 
D 
1  ting     '"     Boa  "i 
Slowly   Moving.  Cai 

"f     1  Pi  .MH- 

Ing    Winn    Hlopi 
"f      Vohlcli 

I..  Cro««   I  mi 

of    Ho  1 

ItlKht   Of  III IH   l.i;  .     2» 

I"  I 
Railway  Trneka 

loin  '  'running  or  I 
lion  Validity  "i  '  11. ip ::n 


Rights    anil     l.intiilities    of    Town    ami 
fraction       Company       Respect! 
win-re   a   Traveler   is    Injured    by   a 
1  i.-feei  in  the   Highway,   1  lue  i"  the 

Company's    Negligence 31 

of    Passengers   at    w  hose    R 

Car  Has  Ci.inni.-iiee.l   (..  Sl..\\    I    p     106 

Risks  Assumed  by  Employe  Going  in 
Severe  Weather  Into  Open  Country 
i"  Remove  Snow  From  Tracks — 
When  Comnany  Liable  for  Injuries 
Therefrom    Transportation    of    Em- 

ploj .-    382 

Assume. 1  by  Experienced  Conductor 
Learning  Duties  on  Another  Road  -7n 
Assumed  i.\   Passenger  in  Attempt- 
ing   p.    Board    Car    al    Terminus 

1  lefore   it   is   Ready :;n 

..I  Jerk  Assumed  by  Passenger 
Preparing  liming  Stopping  of 
car  p.  Alight  is.-  of  Approved 
Pattern  or  Step 844 

Separate  Taxation  of  Franchise S30 

Silence  n..es  Not  Render  Company 
Liable  for  Paving  Between  Tracks..  775 

Slowing  Down  S] .1  345 

Slip  -May  l: lire  Additional  Safe- 
guards ai  Crossing,  with  Steam 
Railroad,  w  hen  Needed,  Imposing 
the   Expense  on   Both    Roads 28 

Standing  on  Platform  or  Hi, ling  on 
Siile   Step  ..I"  an   Open   Summer  Car..  343 

Starting  Car  Before  Infirm  or  Other 
Passenger   is   Seated :ini 

Sufficiency   of  Combined   Consents   of 

Companies    thai    Merge    N i t 

Consents    Effect   of   Sales   ..r   Pron- 
ertj    ~.  i5G 

Sufficiency   of  Indlctmenl  [or  Obstrue- 

tl i  Street   bj    Rails  High  and 

Not    Pr i-iy     Filled    Between    city 

"sj i     Authorize     Destruction     of 

Reasonable  Usefulness  of  Street 886 

Supervisory  Power  ..t  Court  That  Ap- 
points    Commissioners 30 

Turning  Back  of  Pedestrian  Attempt- 
ing t..  Cross  in  Front  of  Car  .\',.t  to 
I..-  Anticipated  Care  Required  in 
Crossing  Stri  •  -!  In  Middle  of  Block     848 

Unconstitutionality  ..t  Statute  Requir- 
ing Policemen  and  Firemen  to  be 
<  'ai-i-i.-.i    Free  771; 

1  m  xplained    Fall    1  rom    Street    1  'ar  - 

Doctrine   "'    Res    ipsa    1 ultur   not 

Applicable   908 

Use  ..i  Countrj    Highways 280 

Valldlt)  an. 1  Application  of  a.-i  Giv- 
ing  1 ' ilsstoner   Supen  Islon   1  <\  er 

Crossings    His     Powers       Requiring 
Overhead      Bridge    Tip-      Expense— 

What    COUrl     .May      Key  I,  yy ail 

and  Effecl  of  1  irdlnance  Requiring 
Repair  of  Pavement  Evidence  "f 
Negligence    Notice     Immaterial 

Injury    of    Passenger    Passing     I :. 
1 1    Car 222 

•  a    License  Tax 281 

Walking  mi  Track  al   Night   1..  Avoid 

Mn. 1    is  Contributors    Neel nee 819 

Watering  ..i  Street  Compelled  by  In- 
junction         28 

When  1  mii  y  as  I  lommon  I  iarrler  Ends 
Risks  Assumed  by  Persons  Walking 
Ba<  1.    ..ii    Railroad    After    Alighting 

from  Car  906 

when  Interurban  Railroad  an  Addl 
tlon ..i  Burden  t"  Public  Highway! 
and  Electric  Light  Planl  Planl  An 
other    Additional    Burden    I'lgln    of 

Abutters    i"    [njunot wi 

Where    Duti     is    t..    Keep    in    Repair 

Surface  ol  Street  Along  Tracks 220 

Legli  1 in   Massachusetts 430 

Legislative    v.-iiy  i  <  %    in   N'.-yv   fork 7s 

Leonard  11    Ward  (Multiple  Unil   \'..iiag.- 
Spe.-.i  Control  tor  Trunk  1. in.-  Service)    *91S 

Levis  County   Railway 

1  in.  -.in.  Neb.,  Franchise,  No  Tin.-  i" 861 

Power  Station  of  the  Boa Elevated.*498 

in,.   .  '.,1  ,,i    Atlanta,  I  la  •886 

Construction,  The  Artistic  Treatment 
of   Electric   Rallwaj    (Qui.  1  - 

Liver] 1   Corporation   Tramways 294 

Tin I   Accident    in 

i:-  t  ..ii  118 

1 .....  1  '  "iiiniit  tees   \    s    1;     \    '  !on  - 1  .ai II 1 

I k.-,   i  -iiai -i.-.-.  c     (porl '     880 

1 omotlve,   Electric   Freight "684 

LOB   'I       I  Pi|il"\  elm  lit:.    ,1  1  3311 

sir. .  ii:-      1  Implo;  .       1 111111:1 1  Ball, ...  178 
London      11  '..p.i-ia  1        y .  ima  1      ft      North 
SI1..1.    Electrli     Rj 

London,    Eng  

Ami  ii.-.ii.    Exhibition    In 71 

Electric   Tractl n  916 

p.  11,  ,  .».      ■      1  16,  670, 

I'      "I      ■  I' I     I      -  ail! 

1  ■  .  pit  1  1 Problem  In  (Spr  igue]       11. 

...   1   11  1 is  In mn 

Tranall   Problem         460 

Tni.e...  Trama  ami  Trait  is '  ".. 

1  11. 1.  1 11 1   1, lues.   Electrli  a   Ei 

'    ...  .... 

Steam  'I'm  1-"..    Planl    foi  I"" 

■  '....pi.  ,,-      p., 
1 '  1 1 1 p  .  1 . .      .1     1 ,  ,  1 . 1 .  .  1 1 

1 

L01      1  Hi  -ii  I.-  Rallwfl  .  .i-.'i7n 

1 1  -  .  1       1       1 1  -  - 1  1 1-  -  1 

thl  P I I         AM,  ,  1,  .1.., 

Vll  V,-  -I     P        II,-      I    -       ||         I      ..I.I.  ,  , 

....  i.  .11    Lines  1 . 

.    -IK1 

...      '  ,  ,  , ,  RKi, 


VI 


SI  \<\  I    I     K  AII.WAY    KIA  JEW. 


•  '.  Un- 
it 


M 

iv.ik   - 
Miicku)      ii     i '     i  port  I 

In    i 

latlor 

Me.  ling,    Exhibits    LI    tbe 
Maltby-Hon 
Lun 

Mil  -.'Ii, 

Mann  Lttan    Rallw ay,  i     Bqulp- 

in-  ni   ol 

trlcltj    •ni  54 

wsol- 
Idati  .  103 

Marking    Railway   Tl 
Maps: 

In  &  Chlcag  in 

1,11 
Charli  si. 'ii   (S.   C.)  Co 

Co  819 

Chicago    Inten  I 

ord,    Maynard    A    fin,' 
Ry.  i\: 

L'l  I 

Deti  521 

i:  illwaj  512 

Ft      \\  a  i  ii.       i  las  i  >n     a     i  ilncln 

Traction    Railroad    Co 

Qrai  lolland  .v   Lake  Mich- 

Rapid    Rj 

Powei     Dlsti 

Jollel  and  Vicinity 1 

l ' 

Mli  ■  Road 

Mllford.      Holllston      A      Fi 

lis 

Ni  «  ronton  Sir.  ■  ■ 

Portland  (Ore.)   Rallwaj    Co.'s  Exten- 

■ 
United  Railways  &  Electric  Co.,  Bal- 

tl i,  332 

Wl  ! 

Engineering    Features   of 

Worcester    Consolidated    Street    Rail- 
way   ..  33 

Marj  land    Fran.  hise.  ] 

M  won,   Frank   H.,  I  High   Rallwa      Sp.  i  a 

in    i  lermany, » 

Massachusetts,  Legislate 

Legislature    

No  tes  

Obll 

Report    .  298 

Street    Rallw  .elation 

s'"  779 
910 

.71'. 

I  '■  m.it  Meeting  of....  681 

.\    Englund   Co  ..    495'  6S5 

'es  In  Alb 
McGuIn      Snow      PI.  >  ireepei 

Mi  Klnley  at   Austin,  'I'.  -. 

M.  .hi.  rranean.   1  tgj 

Men.  .-!>-.  C    I.  .  |. 

Menominee  and  ...n_ 

uati 
»'  ill  S3  st<  m  ■•.:    Emplo  .".'.'.'.'.' 



Merrill,    P.    F.  . 

m. 11    Ypsllantl,   Ann   Arbor  &  Jackson 

Railroad) .-;- 

Mersi 

Sawing  Machl  «598 

•  ..  .   New  York  •;-, 

a,  New  Terminal  for 

Ni  w   Plant   for. 

t:i.  \  ated  Road,   Proposed 

New  Pow 

330 
M'n!  in  Expo- 

186 

.  674 
ini 
Mobile,  Ala..  X.  v. 

874 
Montgomery,    Als  .    Im 

Montreal.  Cos!  of  Removing  Snow  in 210 

Morris  Troll.  \    \\  1..  ■  »373 

Motor  and  Bond  1  ,    ico- 

823 


01 

Rall- 

M..\  Ing  si. .11  \v. 

Multiple   1  mi    Voltagi  mtt  >.i   foi 

Trunk    LI 

Cltj    ,v    Ft    \\  ;■  - 

ne  at  Rich 
in. .n. 1 
1  iwnershlp  alii 

an.)  1  Iperatlon  >.i  Btreel   Rallw 
(Sloan) 

1 

Murph)     John    (porl  1  ill 

ii Davenporl    Interurban. 


N 

Nantes,  Tramways  In. 

v,  pies  Romi    1 

Naslu  in,  .    New    Interurban  .11  

Prop  149 

National   Bui 1   Standards 

x.  al,   James   11     1  poi  I  ■  10! 

x.  w   Bedford,   Wlde-Awake   1:.  II.  1    A 

Ion     :1 

Newcastle  .v   Lowell  Road  Opened 146 

New  Castle-Sharon  Interui 

Newcomb,    in 

New   England  Street   Rallwa)   Club 

51.   102,  591    B81 

New  Harm  iolldatton  In 71 

New     '  ni.-.i its 

&    Carrollton    Foldei  Slfl 

Railroad,    1  .ikM  A   Power  Co.,   Ac 

com  ting  Depai 
Rallro  id    1  Ighl  &  Power  Co 

•v  Boutbv  llroad 

Improvem  

Pru|...s.  ,1   1  m| 1 $40 

Strike    Averted  L'ni 

Sim'  ci    .11 

New   Publications 

171  I'.;.,  s.  pi  .  S6 

Ri  p  in  Shops  .11   i'i 1  ,  ■     1:    I 

Shops  ni   Los  Angeles im 

News  ..I    the   Month 503.  599.   7:....   8S9,   925 

Newspapers    Btreel    Railway 

weekly    

Newl  Powei   PI 

. .  1    the »497 

New    w..rk   In    1902 161 

New    York 

Accident  In  N.   V.  C.   H.  R.  Tunnel...,  e64 
Central   Railroad  Terminal,   Electrical 
Experiments  and    Estimates   for 

Elevated,   Electricity  on 54 

Legislative    Activity    in 

Manhattan  Rallv                   leal  Equip- 
in.  in     ,,l <9S 

,1   889 

Metropolitan   Express  Co "75 

New  Jersey  Trolley   Tunnel  .'.1 

Pension  S3  stem   In 111 

Proposed  Tunm  is   for 

pld  Transit  1  imclals,  Tour  of 243 

Remoi  al  .,1  Si  ow   and   lei    in  thi 
1  i    Manhattan   I  Ret  d) 

State  Btreel   Railway  Association 

.  139   57] 

Subway,   Brooklyn   Extension  of 176 

Difficult    1  in T,l 

Explosion  111 

New  1  tompan)   to  '  iperate  . 

Thin  

ills  Frontier  Lines,  Mi  rgei  ol    1- 1 
Nlchois-I. Intern    Tr.uk    s    ml,  ,  :;. 

Nlles  Car   \\,,iks ^20   246 

N Ik,  Va     Ba)   Short   Ti  rmlnal  Co    .  !«475 

Northern  1  lallfornla   Power  Co 892 

0  Railway  &   Light   1  !o 
Traction  Co  ,  Ret 

il"  845 

Texas  Tr«  127 

Ni  w  1  Car  for 

North  Jersey  sir, ,  t  Rail'  Bxtt  n- 

slon     20G 

New    Cars    foi 

Northwestern  Donates  Park  to  Children.     191 
Norwich   El,  ::  was  s  Co 

Nuttall  Co.,  The  1:    D 


Oakland,  Cal.,  Wages   Increased  al 277 

Oakman,   Robl  1    Department 

'    ii,.    1  letroil    United   it*  1   (port). . 
.  ibltuary 

14,  116,  1,  496,  606    BOS,  857 

Obligations  to  Can    foi  Streets  In  Massa? 

,  hnsi-tls  !; 

'  ibsei 

Ogden.  John  \v m 

.  tlon  Co a 

•  lommunlt  1    ol    Inti  n  -is  in :H7 

Interurban    1  ipi  ned 240 

Notes   from  41    i;i    979    914 



Co.,  1 

I'i]    us    Fuel •■^    4^4 

Clt]  rk  at .._'.'..... '•686 

Filter,    Tl...    American 

Tl  91  

.it, ..it   Beach 328 

Old    Colony    System,     Improvem 

:.i7 

0  Traction  Co's  Extension 586 


Opening  ..f  the  First  Trolley   Road,   Inci- 
dents .11   II".  340 
.  Iregon     Trolli  >      Lines,     N<  »     1  '•■,• 

431 

1  ..linn,  r.  I.il    M  11. ■    ,11, 

1  lahknsh  .v  Fond  du  I. ..    Electrli    1 
Oskaloosa  (la  1  Traction  a-   Light  I 

'  ivf..r.l    Las 


KI..I.  IT] 

•   Painting  1  i:-  -luir.  .1  foi 

1  Jar    w  ashing    va 

Mai  1 Hi.    Hook 

Palmer    Jr.,   Q     \\     (Signals   for    1  rban 
and 

i    Rolling    Stock    hi    Bvansivllle, 
in. 1 

illellng  "i  aii.  in. ii-, rs.   Requlremi 
for    is   vlewi  .1  b)    tbe   Engl 
1  Longwell) 
Parker,  n     w  '(port) 

1 1.  trolt). 
d   Packagt    1 ' 
ery) 

Park  1  leveloi m.  sir.  •  1   Rallw 

I  htlng,  MulUpli    Series  for  ■  1 

Parks,     Descriptl il 

1  '.,1k,    I'll  tsl.urn     Pa  "419 

Casino  I'. irk.   Blngbamlon,  N.   Y     MM 
Clyffi  sldi    r,i  k,  Ashland,   K)  lis 

Easl  Lake,  Birmingham,  Ala       157.M15 
Blecl  rlc  Park,  Yi  O  1 1 7 

Willi. im   Henri    Park 
Hud 

[dot  ,  ■  117 

K.,\  derosi    1 ' ,  1  k  M98 

ECenn)  w 1  Park,  1  It  tsburg,  Pa.,    MM 

l.ii In    I'lik,    X.  «     I:,  dford,    \l 

Mountain  Park  Casino  at  Holyoke, 

Mas. 

Oakwood  Park,  Pittsburg,  Pa  116 

Oil  City.   Pa.    Railway   Park  al 

ich 

1  Indawa    Park  

Ross   Park    Blnghampton,  N.   Y.... 

•! 

South,  rn  Avenue  Park,  PiitsburK. 

Ill 
faprini;  Grove  I'nrk.  Bpringfii  Id, 

Suburban  Gardi  n,  SI    Louis "1B7 

Tri-Cltj     Rallwa]    Co.,    System    ..f 

I  ':,  Iks       >■!  «:t|J 

Operation  ..1   Bti 1    Railway 167 

s..iii,     S11,  ■  1     Rallwa] -iir. 

Partridge,  W.  F. .  (California  and  Combin- 
ation   I      '     .  *l7t  «141 

1 1  'onvertlble   . '.. is 

Pasadena,  Wrecking  ''..1  and  Pit  Hoist  In  "72 
Patents,  Street   Rallwa) 
Jan..  OH,  190,  -'Is.  SIS,  874,  July,  506    s.  ,.1 
i  . 

-■."    x   .1    Fire  .11 

Paving  of  Cltj  Streets.  Ri  lal 

1:  illway  Tracks  to  ilm 

I'.',  ne.  II.  C.  (poi  1  '  41 

Pi  II,   D,   W.  '  Engineering   Fi  atun     ■ 

\\  astern    I  ihlo    Railway  »907 

Pennsylvanl       1  Idatlon   in 

Rail]  hlses  in  New  Vi.rk 798 

Pension  Bj  sti  m 

Tunnel       10 

Sir,, 1    Rallwa]     Association    Conven- 
tion    

Trolley  Lines,  Growth  of 

Pension  and  Insurance  System  In  Provi- 
dence         14 

Plan   in  Germany 

Bystem   In    New    Y..rk 414 

1.  in.   Penns]  Ivanls    Railroad  2:17 

1 '.  1,. n, us   for   Emplo) es aS,    70 

'i.  '  1, .ci. in. in.  New  York 183 

Pensl D.,  1.   A  W 

.v    Pekin  Terminal  Ry 74 

tlon    Rallbond,   The "ii 

Perkins,   F.  C.   (Berlin  Elevated  and   Un- 
derground   Railway)  •jn, 
Perry.  X    B    (Improvements  on  the  Kan- 

!  nworth  Interurban) "771 

1  'ersonal 

52,    111. 

174,   2S2,   302,  366,    128,    194,   604,   802, 

Pi  -1,  II,  \Y    (port)        

Petei    Smith    1  :  694 

Philadelphia      S       Langhorn      Passenger 

Railroad   Co 12 

Co.,  The 44.  421 

Consolidation   In 177 

mon     11     B    (Tram  C  tr  Dili  It 
Phillips,  F.  C.  (1  it   ll.rkl- 

■   Utlca  *  Mohawk  Valley 

R       i-o.)    

Photograph 

1  'Ii  i. ki  1       Union  217 

1  i.  ■      ','..  01 1    1     Repair  Shops 

I'n    Holat    :in,i    wrecking   Car  in   Pasn- 

*72 

Pittsburg  &  Wheeling  United  by  Tr.,11. 

,,f 111 

McKeesporl  A  Connellsvllle  Ry 

New  furs  for -im 

Railways   Extensions 77n 

Pittsfleld,     Miss,     New     Installation    of 
Berkshire  Street    Rallwa)   Co  "r.. 

Power  House  .,1  the  Berksbln   SI    R; 

Co • 

1; I.    Bj  124 

Mo  1 830 

Presl  1   at >r,';7 

I'll,..     Threading     and     i'utting-Off 

cnlnes    •M] 

Plows,  Ammeters  on  Rotary inn 


-STREET  RAILWAY  REVIEW. 


VII 


Porter  &  Berg  238 

Portland,  Ore.,  New  Franchise  at 

Extensions 'T.vj 

Post  Check  i  8W 

Posting    5  -   "ii    Interurban    i 

by    \  Diagrams *I4G 

Potter,  W.  B,  (Comparative  Acceleration 
with  Steam  Locomotive  and  Blec- 

rs) **10 

Power  i  irtment 

a,  ~~- 

ISO    "SSI,  t::: 

of    the    Berkshire    Street     Kailwas 



!    and     Efficiency    Curves    tBur- 

dlck)     *334 

Station  Helps  (Ray) 

Dally     Reports TS2 

t..  Reduce   rare.   No 

Powers,  J.  A.  (port)  200 

Premiums  for  Train  Men  at   Buffalo 78 

Premium  System  for  Employes e63 

lent's  Accident  at  Pittsiield.  Mass.. '567 
New,    for    Northern   Texas 

Traction    Co *S55 

Progress  Club  of  T  xas 

Protection  for  Single  Ti  Roads  ..•2M 

Providence,    R.    I  

Additions  to  Rallwas    Power  Plan! 
and   Vicinity,   Street    Railway    System 

"f    ' 

-Boston    [nterurban    Proposed 

Changes  at 

Demands  of   Union  at 

Express  ami  Freight  Matter  at *341 

Labor  Question  in 

Pension  and  [nsuranc    Svsi.m  in it 

Rhode    !-:  :_•!.  

New    Repair    Shops    at 

3L'l 

Transfer   System    at 

-Worcester    Interurban    

Pueblo  &  Suburban  Traction  &   Lighting 

Co.  .  m 


Quick,  H.  P.  (Artistic  Ti                      Elec- 
tric  Railway    I. me  Construction) "680 


Rail  Bonds.   "All   Wire' -1X1 

The  General  Electric 

The  p.-rte,  lion -_; 1 1 

Railroad  Commuu  onvention.. 

Commission,  Jurisdiction  of,  in  Illinois    eJ 

Jurisdiction  Of,   In   Illinois ".I 

Railroads,   Electrical   K-iuipment  of e64 

Wear  ol  Streel   Hallway B46 

Railways,    Electric    Traction    on    (Lang- 
don) 
HlKh  Speed.   Operating  Notes    , 

r._      NeW  *  tl'T 

IfOtOrB,       i     StUd)      .rf     tile     Healing    of 

(Armf  ,.*46B 

,. 
'riie  (Brooks) 
II   Problem  In   London  (Bprae 
Frederick  I.   (Power  Station  Helps) 
\V  170 

w.,\   Men    8pe<  I 
n.  Jr..  II    i'.  rporl  - 

i 
I '  ro ' 

...     88 
. . .  861 
- 
Km 

Ren  i!     Ol     Snow 

and    I  .1,  ,,f  Mann 

New    Vork 
Re-li  ■  Nine,  tie    Detroit    IV 

.  en   Axles.    A  .    '71 

I 

omlcal 
Methods   for   'i 

Hh. 

of    II 

'    ilk-llMK    of 

l:  ,11.1 

l 

l  ill.. ii 

ir. 

••ii 

II* 


n 

•IM 


l;,,.>nis     i-.r     Kmployes lM 

Root    Ti  "i-    Si  raper  872 

jr.,     Orel        Sti  Rallwaj     Mutual 

:i     Association  I      •'!■ 

Ross   Park,   Blnghampton,  In   Lltig 
Kuies  for  He    Government  and   Informa- 
tion   "i    Car    Service    Department    Em- 
ployes, a    s    R.  a.  Report *780 

sire.i  Railway  Employes U'i 

Rulins  of  Board  Absolute      80S 

s 

Sate,   ' ' luctors     Fireproof '1-2 

Si    Louis,  Mo 

Brlbi  Conviction  in 

Charges    at 69 

in.  a   New  Type  of »3u4 

[Ol      a I   ClCO  •421 

Sheds    Pain 95 

Exposition,     Electric     Railways    and 

(Goldsborough)     *747 

Streei  Car   lull   Defeated 4« 

Suburban    Reorganization tx:: 

Through  Cars  Ovei    Ea< I  sin 

Traction    Co.    Provides    lor    Aee.I    Km- 

ployes    836 

Water   H<rt<   Kailwa\ '100 

si    Paul  Branch,  Electrical  Conversion  of  404 

Electrolysis    Charge    in 260 

St.    'I'le on. is    (Can.  i    Si  i  e<  I     Railway    i  lo. 

Forfeits    II     Franchise      99) 

Salt  Lake  &  (jtah  Valli  i    i:  illroad  Co         S40 
Sampson,   Win    ''    (Collection  and   Regls- 
m  of   Fares  on  Cit\    and  Suburban 

Lines)     659 

s  i  n    Vl lo  'ii !o    27 

San  Bernardino  Traction  Co*s,   Extension 

oi    Redlands       850 

Sand   B  Ren  I     Int  b        845 

Saterlee,    w     A.   (Discipline  of   Employei 

by  the  Merit  System) 721 

Savannah    Electric    Co.,    The 90 

s.h. .  1 1 1 1 .    Making  lor  sin  ill  Roads  ...  342 

Schedules  on    [nterurban   Roads,    Posting 

by   Means  of  Diagrams *146 

Schoepf,  W.  Kesiev.  Tribute  to 41 

Uleged    Fraudulent 823 

Tickets,    Misuse  of urn 

S<  i    i  mioii.    Pa.,    SI  like    ;il 241} 

Track  i  Construct  Ion  al ■ 

*404 

Si  'ill..   Rallwaj    Extension  In 230 

Tacoms     [nterurban 235 

Selection  ol  Streel  Rallwaj   Motor  Equip- 

' Jones)    290 

s.n   i  lumping  '  loal  Barrow    '97 

Semi-Convertlbli    Cars  '363 

Seoul   Ele  trli    Co  u: 

239 

Sh  i inn  New   Castle   Intel  irbi iened.,  591 

Shops  ei   ill.    ii.. Ry.,  New        .  ..*897 

Shurtz,  .1    it.  (The  Stationer]   Storei n  i  86 

Sidney   (Australia)  Tramwaj    S .  788 

Signs  I  Di     i.  .    i.ii    Subui  ban    i  ,1m 
lo  Btopplng    [nterurban  Cars 

Signaling   Car  with    Lighted    Match  '60 

Interut  ban  i  lara  al   Night     "70 

Signal     in    i  1 1,  in  and    [nterurban    Rail- 
ways   i  Palmer) 

Sign  Suggestions  and  Criticism     '    n  xsx 

Sills-Eddj    Mi.  ,  Co..  i-'i 

Simpler  Electric  Heating  <  lo..  .....   122 

sioan,    n     M     (Municipal   Ownership  ami 

•  ipera  tl si  rei  I   Railways) HI 

si., ii.-, i  Field  Magnel  Construction  10! 

Slow    Speed    Generating    Units   at    I is- 

Kj  .-Ml 

lb  m  |     \\  in le  I.I    (porl ' 
ii    Edw    n    (The  Sti  am  Turbine;  its 

.i.i.i    .    ,,,  .  i , 

Snow    and    I   i      i  .....  , i    Method     for 

■   tiforth)  *575 

Borough    "I     Manila  I  I  i  II.     N. 

\  P.      ,,,..  ,1        el         I     R|     ■     ■!, 

Blockadi      In      i  us 42 

i      ii.     in'   In   Montreal  HO 

Plow..       | I        II  illl  \         Ii 

i  ton.  M  *71 

at  Worcester  H 

Hies 

•88 

..287 

I  .  Ral 

As  13,  881 

.Spall,     Pro 

i.i    Rallwaj     New 
Sp.e.i,      Power     and  Curves 

(Burdlck) 
Bplli  Ing    Armature    Shaft 

Sprai 

Con 
Spring     Edward    I 

Hprhik'llol.l,   O..   New  i 

Hprlni  Brill   Plnnl  »661 

Sprinkler.    Kit  •  trie   Sir..  I    Car 

ilorado   spi  lints    58 

Si, 1 1, da  1 ,1    Pl.i  nks  and    A.  count 

Supplies,  S     It      \      \      IP  i I 

Form  Irli      Rail 

S    It     \     A     l: i 

Villi! 

1/1 

. 

,,      (Hi     lew     ..i     il,.      I  ■ 

.      ■ 
Si. irk     l.l.     i 

Statcn    Island,    Reorganization   on 


si  i  nil.-     ,  'in..  Trolley 16 

steam  and    Electric    Parallels   in   Massa- 

,  has,  us      160 

Service  '  Combined  -  ;. , 

Road,    i.ouisv  ,ii,  ,   i  'on\  erted    to    Elec- 
tricity      s-- 

Turbine,  Thi       1 1  -  i  lommerclal  Asp,., a 

,  s en)  '723 

plain     for     London     Underground 

Lines     100 

in    London 801 

Stephenson   cars   for   the   Toledo    Ry.    & 

Light   Co 

i ',, .,   Larger   Power  Plant   tor n  i 

Sterlon  Copper  '  '.isi  ings +:mx 

Sterling-Meaker   Co.,    at    Newark 231 

No.  :,  Register  586 

Stewart,   W.    !•',    Pay   (port) 194 

Hartshorn    i ',-     Removal    Xoli.e 926 

Stokers,  Machanlcal,  Tests  "i  (Roney)  ...    39 

StLip.     Look    ami     I. isle, 1 lull 

Stopping  Cars  at  Near  Side  ol  Corners       .... 

Si. o  ,,-■,■    I :.,  n.  r\    Cars    Prohibited   In  '  lei  - 

many    e815, 

in  Milwauki .    Rallwaj   Plant 162 

i  ii  lunction    i 

instaiiaiioiis.  Recent :i"l- 

I'ateiil     I  lorisioii 189 

801 

Storeroom,   The   Stationer}    (Shurtz)  663 

Storms   ami   Floods [75 

Stott,   ii.  G.   (Locating   Faults  in   Undi  - 

ground  Systems)   87 

Street   Railways  ami  State  Highways 77" 

Railwaj     Construction *7*i7 

in  City,  Interurban   Line  Becomes.  820 
investments  ami  Earnlngs(Adams)  hm 

Management    in  Texas 289 

M  a  niifael  liters      Vssoeiation el92 

Parks  .mix 

W    e.     I.lle.  ,.| 

Sprinkling  by  Streel    Railway  Con 

riles     »489 

Sink.    ;,t   Seranloii.    Pa 240 

Averted  ai    n,av  Orleans 20] 

Cosl    .a    Ra  llway '::: 

Ended  on   I  [udson   V  allej    Ry. 

One  Way  of  Averting  ,, 166 

Violence   al    New    i  h.  ans 

si  iik.  is  Maj    be  lb-id  Res) slble 

Strikes  of   the   Month 

In-,  -17.  811,  867,    126,  606 

Stuai  i   1 1"«  land  i  !ata  log,  New in:: 

i'ii,  N,w  Quarters  tor 868 

si  ml,  ni   of  .Me,  p.,  nlcal    Arts    in    Ippren 

n.  .       The 771 

si  udj   .a  ii,,.  i  [eating  ol   Rallwaj   Motors, 
\   (Armstrong)    169 

Si, I.   Station,      Movable osll7.    "861 

suit  f,,r  Alleged  False  Arrest 112 

Siimi.,  \    Operatl '  1 1  e  eC8 

Sunnj ,   i:    E.   B83 

Supplj mens  Organization   e5E 

Surface  Contact  System  al   Wolverhamp- 
ton .       .  21.", 

Rallwaj  s,  Watei   Power  toi 27:1 

Syracuse,   Employes'    Benefit  al 373 


t.i  1,..',  ni  1.1 1  Ti  action   60 

i.ii      and  Tow  .is.   Water    864 

Ti s    and    \\  1  bblngs 10 

Taping    \i  mature  1  loll  .*286 

t ,  Mai       , :,  11.  1  ,   ,   , ,  and 

Snow    Plows  al *7I 

t.i,  Pi is,    Street    Car 90 

Railway '121 

lent,  Coll  1 

Tennessee      I  I ,  I  ,  •  r  ,  I  I  I »: ,  , ,      I  ....    SZ'. 

1.1  Ing,    Notes  01,    m,,i..i    ,,  n.i    1 :,.,,, 1   ,•  lo 
n  1  ni  ,  

1 .    1       i.,,      1  ...I.  , .  1 .ii.i..     Faults 

(Stott) 

■0    Texas  illl 

Texas,    N'ev  in  I  ' 

1  h,  n    ,,1    Vi  in     H    i:n  mlngham  .     . .      854 

Tie    I  in..'    I. II         '  ' I,.|..,.|i  *IN^ 

Third    Rail   Rallwayi  0488 

Bysti  a,  a,   Ni  w    ITork  

1 Cent  Fi "  el91 

,1    1  '|.  1 ,  1. 11,. I,    '■:,. 
Roads.  <            "  .1 
Thomson,    1 »  60 

Electrical  ■ '•• 80 

rickel   1. 1.,,,, i'    01  p 1.  iphla  189 

Ties.   Marklnc    1:  tllwaj 

Tin,.     Ki ,  ping     Standard  :,! 

i:.   mired  i..  1:.  ; IP 1  166 

'i  .,1.1.    1 Ml. 1 ii  .    1 'lis 

1  ...1.1     i:..i I  ".1 

1  ..1.  a..  Clevi  1. .10.  ,  s , ,  1:111, 

Rallwa v   .x    Light    Co.,    New    Can    '." 

He 

Ml    II        Bl Ol 

l.l'  I   I 

1  •    ■  1  id  8      i.  ...    i.. 1     

.  .  ni, an    Electric    Ralln  ij                     ...  788 
...  ima     Improved  

1 '..,.   1 ,  ,1   1 1   :'• Pa  1  • 

trccl       ',1...    1     II 
of  Sol,, 11  b  in  and    Ini.  r,,i  bun    1  lc, 
trie  Ral      .        .1 1.  .11 1 

Depot  H I  of  thi    1 '       .1 

In  ill    •  :..    ipli   ■  

Psrfscl  " 

Hi, ,  HI 



0|       1   . 

1  .  .  .      1  ..       .....     1... ....     1  11 

....  .  1.  . n     [3   lion     Ii 

1 
■ 

1 
•    i  1 


VIII 


SI  REE1    R All. WAV  RE\  [EW. 


u.ivs  Exhibition 
Hamll Llndenwald 

..f   II,.  •    in.. i,  Ti.i.  i 

i.. i  i  Combined, 

Trt-CIt)    Rs    Co  .  Systi  m  ol   Pnrks 
Trollej    Freight  8<  pvlce  In  I  into 

Harp,    Improved 

R<  it  ,,  1..1      Johnson 

Trips  Through  New  England  i'-'i 

Wheel,    Norw  ilk.    Hollow 

Ml  n     A|.|  III) 

Trnui  *1*8 

Troll'  >untry    Merchants 

Timi    Franchise  I 

\  ew    Truck    Company 
Truck  Company.  New.  for  Troj  60 

Dorner    High    S 'd  •!>'• 

Handling     Armatures  tU 

New     Electric     Rallwas     

Trucks  f..i 

Tunnel   Accident   in    1  j 

Controversj    In  i  'in.  igo 

New    Torh-New  Jeraej   Trollej  SO 

Pennsylvania    i  10 

propulsion  in  aM 

Pi  oposi  'I     for   New    \  ork  118 

Turbines.  Steam  (Fodden) 
Twin  Cltj    Company   Refunds  Deposits        81 

Lines  to  PI    s>n.  Illng 

Rapid  Transit  c.  .  i  trganlzation 
K  Controller,  tli«'  Repair  and  Maln- 

Tj  pewrltei  Rallw  u  \\  "rk        120 


U 

Uniforms     1}  Slim, I. ii. 1 

i on  C h   !i    na,  Improve- 
ments  liv  

int  of 306 

"Universal"    Safety    Tread  *I7 

in      Moving 

218 

Union      Internationale      Permanent' 

Tramwaj  s  131 

Upson,  U.  I.,  (port)  330 


i 

.  Phillips) 

illwuj    Expri 
rililtv  Car  and  Snow    P  nton, 

Mas*  -71 


•  llin  i,    I-: i  —  ■  i 
,  ..I 

.  ,  i 

.   117 
Verona       a        wllklnsburg       tnterurhan 
,,.,.i 

i  ,  *VH 

virgin!  i,   ill,-  i  lolor  Line  In  -~~ 

\'i- i  :olo  ind  M'  arlna 

\'.in  I  lorn-Elltoll  Announce  n..  nl 
1 1    n     (port ' 
(A.  s    it     \     iddresa) 


W 

Wabs  fraction  Co 

Wages  Advanced  In  Canada 

Increased    hi    Atlanta  M 

it- ''-nl    Advances   In 

1 1     •■  .     \i,  a  ii„, 1 1,    s     \n 
V.i  •:'|7 

Imore   &    Annapolis   Blngle    PI 
Rallv.  '  "789 

Anti-Smoke    Law 
Traction    I. in-  b    I 'omblne  ii" 

oi     (Pa.)        i  inti-r- 

■  i  i,  i  ii 
Washing   vs    Car   Painting 
Water  i  'ow  er  fot  Sw  iss  Rallws  ys.. 

Trollej    Poles  "240 

Softening    System,     lutomatii 

s  tmples  of IS! 

Waukegan,    Electric    i  »Ini    for 

Waupaca     Wis.,   i  Li  

Wear  ol    Street    Railway    Kails  ......  M6 

Weeklies,   Si  ay   el 

Weeks,    A.    B.,    (Commutator  Turning  on 
Generators  and    Rotary  Converters)   ...*48S 
(Notes  "ii   the  Care  of  the   Power 

II"  is.,  i •!."" 

i  Power  i  louse  Noti  b)  ... 
Welded    Rail  Joints    ind  ->-:'7 

Welding,    Electric    Rail  

Westchester,   Pa.,   New  I  are  fot  ■922 


w  estern    Noti  - 
.  ihl 

Englm 

-.  Ill 

Works,    Furl li'i 
w  eston    in  New 

Whalom    Lake   A    Citk  ..•365 

\\  hi  ellng,    \\     \ 

i  i, ii.. i   b)   Trolli 
i 
improvements    In 
l>.w    Pares    in 

From  110 

Whitney.    William  III 

Wlgan  (Eni 

Wluclnsburg-Verona     Interurban    Oponri 
Wlllans  Engines  In  Ami  rli  i 
Winding    Ai 

Wlnl.  I        i 

u  Inters,    E     E    (porl  I 
Wiring,   Mod 

i  •■.lit, i.  i 
tern    at 

u w     ii  .   (port) 

Worcester   A    Pi 
Car   House  al 

ling 
■  ml   i  Hstrlb  me    .i 

S 1 1  - 1  \s      PlOWa     "' 

World      '  Idtng 

Emblem     Prlii 
Intra 
National    Blectrlc    Llghl    Assoi 

ii"ii    at    

i       at 

Department 
Worman,   W    S    (Ca  isea  ol   Fires) 

i  Kir-,    Protection  I  -17 

Worn  Nlckc  Is  Held  to  i"    <: I  IW 

Wrecking   Car   and    Pit    ii"isi    in    i 

ll.-IKI  IS 

Y 

Viik.s     London    Rallwa)    Projects  — 

i:  ii,!,.  ,.i  '  ,.    Sign  tit 
fork  ' '"  mtv  Traction  Co  ii7.  i!7, 

York.  Pa.,  Hydraulic  Plant  Near. 

Notes  846 

■ii i  rei 

r.   C.    (port) 

ill   In  .•as- 


STREET    RAILWAY    REVIEW. 


PUBLISHED   ON    THE    15tm    OF    EACH    MONTH. 

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CORRESPONDENCF. 

\\v  cordially  invite  correspondence  on  all  subjects  of  Interest  to  those 

enpaifed  m  any  branch  of  street  railway  irork,  and  will  grateful!}   ap] iate 

any  marked  copies  of  papers  or  news  items  our  street  railway   i  rlends  may  send 
as,  pertaining  iritht-r  to  compaoies  or  officei  -. 


DOES    THE    MANAGER    WANT    ANYTHING? 
If  you  contemplate  the  purchase  nf  anv  supplies  or  material,  we  can  save 

yon  much  time  and  trouble.  Drop  a  line  to Thb Review,  stating  trhat  yon  are 
in  the  market  for,  and  you  will  promptly  receive  bills  and  estimates  i  nun  :iii  the 
best  dealers  in  that  lin.-.  \\v  make  no  charge  tor  publishing  such  notices  iu  our 
Bulletin  of  Advance  News  which  is  sent  i«>all  manufacturers. 

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


VOL.  XII. 


JANUARY  16,  1902. 


NO.  1 


The  street  railway  franchise  situation  in  Chicago  remains  prai 
tically  unchanged.     The  mayor  has  submitted  one  message  on  this 
subject  to  the  council  and  promises  another  oae  at  an  early  date. 
Though  every  business  man  appreciates  the  absurdity  o 
the  street  railway  companies  to  make  any  large  investments  until 
the  question  of  franchise  extension  is  settled,  the  mayor  demands 
improved   service  at  once  and  yet   would  postpone  ncg 
to  the  franchises  until  the  Legislature  passes  an  act  authorizing  the 
city  to  own  and  operate  street  railways. 


Some  time  ago  in  discussing  the  laws  passed  by  various  states  for 

the  protection   of  grade  crossings   of  steam  and  electric   railways 

we  pointed  out  that  while  [Hi  no  laws  relating  to  th< 

ing  rights  of  electric  railways,  it  was  probable  that  the  general  laws 

would  apply  to  tl  interurbanj  which  were  in- 

inder    the   general    railroad   law.     The    Illinois   Railroad 

and  Warehouse  Commi  tly  taken  the  position  that  it 

has  juri 

General    Eh  I   build   a    railway    act- 

Chicago,  Milwaiil  hould  erecl 

An  appi-al  has  been  taken  from  this  ruling  and  the  point  will 

be  adjudi' 


effertir  .  Tl   of  laboi  ind    will    I 

■ 

•stly  to  th 
which  ;■  omoting  Ihe 

harmor 

lit'  in  their 
•  Idi  and  all   have   rights   M  ted       It 


is  hoped  that  the  new  board  will  prove  a  sort  of  industrial  clearing 
house  where  the  grievances  of  both  sides  can  be  carefully  discussed 
and  thoroughly  weighed;  and  with  the  weight  of  public  opinion 
upon  the  side  that  is  right,  there  is  no  reason  why  an  amicable  ad- 
justment of  disputes  should  not  be  readily  reached.  In  the  street 
railway  field  there  have  been  within  the  last  few  years  but  few 
strikes  which  could  fairly  be  settled  by  arbitration.  The  strikes 
have  been  in  general  the  result  of  ill  advised  agitation  and  demands 
upon  street  railway  companies  which  could  not  be  reasonably 
granted.  The  street  railway  companies  look  well  after  the  interest 
and  comfort  of  their  employes,  knowing  that  efficient  service  can 
only  be  secured  by  a  satisfied  and  contented  class  of  men. 

Disputes  must  arise  at  times  between  employers  and  employes, 
and  the  only  rational  way  to  effect  settlements  is  by  means  of 
amicable  argument,  which  will  result  in  showing  which  side  is  right. 
It  is  in  the  prevention  rather  than  the  settlement  of  strikes  that 
the  permanent  hoard  of  arbitration  should  prove  of  great  value  to 
the  laborer  and  capitalist  alike. 


January  2d  it  was  announced  that  the  Everett-Moore  syndicate 
found  itself  unable  to  meet  the  liabilities  about  to  become  due  and 
had  placed  its  affairs  in  the  hands  of  a  committee  of  Cleveland 
bankers  who,  in  connection  with  the  members  of  the  syndicate, 
would  administer  the  properties  for  the  best  interests  of  all  con- 
cerned.     The    statement    issued    by    the    committee    of    hankers    will 

be  found  on  another  page. 

["here  cannol  bul  be  general  regret  that  the  syndicate  has  been 
even  temporarily  embarrassed  in  carrying  out  its  plans.  In  the 
absence  of  detailed  information  from  those  in  charge  of  the  prop- 
erties little  can  be  said  on  their  present  condition,  but  the  belief 
is  general  thai  the  telephone  rather  than  the  traction  interests  are 
responsible  for  the  difficulties. 

The  Everett-Moore  syndicate  controls  about  1.300  miles  of  elec- 
tric railways  now  in  operation.  Reports  of  operation  for  9  or  10 
months  of  1001  for  companies  representing  800  miles  out  of  the 
total  of  1,300  are  at  hand.  It  appears  that  last  year  during  the 
months  covered  by  the  reports,  these  companies  showed  gross 
earnings  of  $6,100,000  as  compared  with  $5,310,000  during  the  cor- 
responding period  of  1900.  The  amount  available  for  dividends  was 
$1,560,000  last  year  as  against  $1,190,000  in  1900.  Expressed  in 
percentages,  the  gross  earnings  were  14.7  per  cent  greater  and 
the  amount  available   for  dividends  31.3   per  cent  greater   for   that 

' ""i  °f  1901  covered  by  the  report  than  during  the  corresponding 

months  of  the  preceding  yen 

Concerning  the  other  railways  we  have  the  Statement  of  Mr. 
Newcomb,  chairman  of  the  bankers'  1 mittee,  under  date  of  Janu- 
ary 6th,  He  says:  "The  trial  balance  reports  for  November  indi- 
cate thai  practically  all  the  urban  and  interurban  electric  railways 
of  the  syndicate  are  money-makers." 


The  Union  Traction  Co.  of  Indiana  is  about  to   ■minnenee  the  pub 

on  of  a  weekly  magazine  to  he  devoted  to  the  interests  of  that 

company,  and  we  consider  this  to  be  one  of  the  hesi  possible  methods 

by  which*  railway  company  can  keep  in  touch  with  its  patrons  and 

■  nation  on  matters  of  interest  which  everj    ttreel 

railway  company  desires  from  time  to  time  to  addn        to  H 

lie      In    the    "Review"    for    April,    ,899,    we    published    an    editorial 

companies  to  Jo  1  little  printing  of  theii  own,  This' 
■  1     called   forth  by  the  hostile  attitude   frequently  if  not 

'""'1  by  the  daily  pr<  b  in   regard  to  street  railway 

companies,  and  the  necessity  hi  d  fending  tl 1  1     at  times  from 

li  ly  unwai  n 1    1  icka. 

gratifying  to  note  that  our  advice  in     borne  fruit   In  the 

weekly   street    railway    new   papers        \ B| 

d  the  New  Orleans  &  Carrollton  Railroad  \ 

publl  hed   by   thi    Ra  hi  ti  1    R  lilway   I  0  .  and 

1  Breeze,  publi  hed  by    the    Fitchburg    &    1  eot ti  1 

Street  Railway  Co,    At  the  time  ol  previou    edl al  on  this 

1 1 ion  foi   thi    publii  1 s 

1  ■ 1 i.t sracl    the 

pn  judiers  (ottered  by  ai  1    .   .    ,,  ,1 

irried  on  by  such 

a  publication  in  which  tl  or!    th |  should 

forth  without   I  bul  in  thi     ami    gi  m  1  il  tenoi 


STREET  RAILWAY  REVIEW. 


I  XII,  No.  i. 


thai  the  daily  papcn  trett  the  local  institutions  which  they  desire 

to  commend. 

With  the  growth  .. I  the  present  extensive  interurban  railway  sys- 
tems there  have  arisen  further  n  the  usefulness  of  such 
a  publication.  On  s  large  majority  ol  tilway  parks 
are  now  maintained  bj  and  at  mo  parks 
theatrical  and  othei  forms  of  entertainments  are  given  which  can 
-  Ilently  advertised  through  the  medium  of  the  .street  railway 
paper.  Must  of  the  long  roads  now  update  under  regular  time 
schedules,  and  the  distribution  on  the  can  "t  a  paper  containing 
complete  information  as  to  the  running  of  cats  would  prove  most 
useful  and  would  be  generally  appreciated  by  passengi 

We  have  been  advised  that  in  all  cases  where  these  publications 
have  been  undertaken  that  they  have  met  with  the  ready  apprecia- 
tion of  the  public,  and  especially  where  the  papers  have  been  made 
interesting  by  the  additicm_  of  bright,  readable  articles  each  new 
issue  is  eagerly  looked  for  by  the  company's  patrons. 

A   paper  of  this   kind   if  i  lUCCessfully   will    s ."in 

nrand    sufficient    outside    advi  Si    least    pay    the    I 

of  publication  and  distribution  which,  of  course,  must  he  gratuitous. 
and  we  know  of  no  better  means  by  which  a  railway  company  can 
keep  itself  well  and  favorably  known  to  the  travelling  public. 


Pensions  for  Employes. 


On  another  page  we  publish  a  full  exposition   of  the  plan  for 
pensioning    superannuated    employes,    ami    providing   insurance    in 
case  of  sickness  or  death,  which  has  been  adopted  by  the  United 
Traction  &  Electric  Co.,  of  Providence,  R.  I.,  and  which  will  we 
believe    prove    very    interesting,   especially    to   those   concen 
the    management    of    street    railway    companies    that    have    already 
been  in  business  for  a  long  term,  or  that  succeed  to  the  bu 
of  such   a   company.     The   adoption    of  such   a  policy   by    p 
corporations  is  a  comparatively  new  thing  in  this  country  and  the 
United  company  of  Providence  is  the  first  street  railway  here  to 
inaugurate  it.     The  question  of  what  to  do  with  faithful  employes 
who  have  outgrown  their  period  of  activity  is  one  which  we  know- 
has   already   presented   itself   to  a   number   of    our   readers,  and   it 
will  occur  to  others  each  year. 

There  is  no  question  but  that  a  man  who  has  labored  faithfully 
during  the  years  when  work  was  a  physical  possibility  has  earned 
his  living;  society  will  care  for  him  but  at  the  alms  house,  which 
cannot  but  be  viewed  with  terror  by  a  man  having  any  self-re- 
spect. It  may  be  argued  that  the  employer  in  whose  service  a 
man's  working  life  has  been  spent  should  bear  the  cost  of  sup- 
porting him  when  he  bi  abled  or  superannuated,  and  pay 
him  as  a  matter  of  right,  instead  ol  letting  him  become  a  public 
charge.  This  is  often  impracticable  because  the  employer  is 
financially  unable  to  bear  the  burden  of  paying  the  pension.  The 
close  competition  of  the  present  day  'would  often  seriously  handi- 
cap an  employer  who  might  feel  a  moral  obligation  to  pension 
his  men,  when  others  in  the  same  field  had  different  ideas. 

The  practical  side  is,  will  it  pay  an  employer  to  provide  a  pen- 
sion fund  in  order  to  retain  in  his  service  experienced  and  reliable 
men?     There  are  now  several  of  our  great  steam  railroad  S) 
which  have  answered  this  question  in   the  affirmative,   to  the   ex- 
tent of  from  $100,000  to  $300,000  per  annum. 

It  is  not  out  of  place  to  briefly  review  what  the  railroads  have 
done  in  this  direction.  About  two  years  ago  Mr.  W,  H.  Bald- 
win, president  of  the  Long  Island  K.  K.,  read  a  paper  before  the 
American  Economic  Association  in  which  was  given  a  history  of 
the  relief  and  pension  funds  established  by  various  steam  railroads 
in  the  United  States.  The  first  road  to  arrange  for  a  relief  Fund 
was  the  Baltimore  &  Ohio  in  1880,  followed  by  the  Pennsylvania 
R.  R.  in  1886,  the  Chicago,  Burlington  &  Quincy  in  1889  and 
later  by  others,  in  1900  there  being  about  15  per  cent  of  the  rail- 
road mileage  and  20  per  cent  of  the  employes  so  provided 

In  1889  the  Baltimore  &  Ohio  established  a  pension  system,  the 
cost  being  borne  entirely  by  the  company.  The  pensions  arc 
based  on  the  salary  the  employe  receives  at  the  time  of  his  retire- 
ment; if  the  salary  is  over  $100  per  month  the  pension  is  $1.25 
per  day;  between  $75  and  $100,  $1  per  day;  between  $50  and  $75, 
75  cents  per  day.  and  between  $35  and  $50,  50  cents  per  day. 

In   addition   to   the   Pennsylvania   Voluntary   Reliet   Department 
tied  as  being  established  in  1886,  the  Pennsylvania  Railroad 


1     1,   1900,  organized  a  pension  department   to   relievi 
duty   employes   01  is   of   age,  and   those   between   05   and 

ft  ho    have    been    30    years    Hi    tilt  -..]    pay 

1 1n  in  monthly  pen  lal  to  i  pei  age  month 

or  the  10  years  next  .  retirement,  multiplied 

by  the  DUmbi  I  Ol  this  is  paid  by  the 

company  and  in  event  the  outlay  at  this  nr- 

annum,  the  pensions  will  be  ratably  red!  '   with- 

in  that  figure. 

Just  a  year  later,  at  the  beginning  of  1901,  the  Penusylvai 
by    joint    agreement    with    the    seven    other    companies    concerned 
bed    the    Pension    Department    ui    the    Pennsylvania    Lines 
1    1'ittsburg,   on  practically  the  same  conditions  but   limit- 
ing  the  total  annual  cost   to  $150,000,   and   making   the   maximum 
■1  charge  for  the  entire   Pennsylvania  system  $450,000. 
The   Pennsylvania   Railroad  on  Jan.    1,    1901,  had  about   2; 

,   and  it   is  that   in    1905   the   number   will   be  800 

and   in   1909,  2,250. 

Jan.  1,  1901,  the  Chicago  iV  Northwestern  Railway  Co.  put  in 
effect  the  following  rules:  All  employes  who  have  attained  the 
age  of  70  years,  and  who  have  been  30  years  in  the  service,  shall 
be  retired  and  pensioned;  provided,  however,  that  this  clause  shall 
not  be  mandatory  in  its  application  to  executive  officers  appointed 
by   the  board  of  directors. 

"All  employes  65  to  69  years  of  age,   inclusive  of  both  yen-., 
who  have  been  30  or  more  years  in  the  service,  and  who  have  bc- 
incapacitated,  may  be  retired  and  pensioned. 
"The    monthly   allowance   paid   each    person   granted   a   pension 
shall   be   upon  the   following   basis:     For  each  year   of  service   1 
nt    of    the   average    regular    monthly    pay    for    the    10    years 
next    preceding    retirement;    provided,    however,    that    the    annual 
pension   disbursement   of  the   company   shall   not  exceed   $200,000. 
Should  the  aggregate  pension  allowances  exceed  this  amount,  in 
the  absence  of  action  by  the  board  of  directors  increasing  the  year- 
ly  amount   usable    for   pensions,    a   new    rate   shall    be   established 
proportionately   reducing  all  allowances.     Noticejof  any  change  of 
rate  shall  be  given    retired  employes  before  the  beginning  o(  the 
fiscal  year  in  which   the  change  shall  become  effective." 

July  I,  1901.  the  Illinois  Central  Railroad  Co.  put  in  effect  a 
comprehensive  pension  system.  The  company  made  a  cash  gift 
to  the  fund  of  $-'50,000  and  agreed  to  pay  any  amount  needed  for 
us  up  to  $100,000  annually;  if  the  annual  burden  exceeds 
tin-  figure  the  $250,000  will  be  drawn  upon  until  it  is  gone,  but 
should  this  reserve  be  exhausted  the  company  reserves  the  right 
to  make  changes  in  the  rates  ol  the  pension  payments.  The  re- 
tiring age  is  70  years,  but  there  are  exceptions,  certain  classes 
of  employes  retiring  at  the  age  of  65,  and  others  being  retired 
ii  the  ages  of  61  and  70  in  case  of  disability.  At  least  10 
e  is  required  to  make  a  man  eligible  to  the  pension 
list,  and  the  monthly  pension  is  I  per  cent  of  the  average  month- 
ly wages  during  the  term  of  service  multiplied  by  the  number  of 
years  of  service  No  inexperienced  men  over  35  years  of  age  or 
experienced  men  over  45  years  of  age  are  to  be  hereafter  perma- 
nently employed. 

In  September,  1001.  the  Chicago.  Milwaukee  &  St.  Paul  Rail- 
way Co.  established  a  pension  and  relief  fund  for  employes.  The 
employes  contribute  to  the  fund  ami  their  pensions  are  based  on 
payments  and  on  their  wage.-.  The  contributions  are  based 
on  a  sliding  scale  so  that  those  receiving  the  larger  incomes  pay 
more  in  proportion  than  the  men  with  small  salaries.  In  case 
of  accident  or  sickness  the  men  who  contribute  more  to  the  fund 
will  receive  benefits  accordingly.  The  employe  must  become  a 
member  of  the  relict  association  in  ord  ome  entitled  to  a 

las  been   10  years   in   the  service  the  pension   right 
it    the   time  of   joining  the   relit  1  on,   otherwise  only 

the  benefit  rights  are  in  force  until  the  10  year  term  is  completed. 
It   is   estimated   that    under   this    scheme   the   average    pension    will 
nt  one-third  of  the  salary  received  at  the  time  of  retirement. 
It  has  just  been  announced  that  the  American  Steel  &  Wire  Co. 
intends  to  pension  old   employes;  this   company   has   not.   however. 
fixed  upon   any  definite  retiring  age  or  rate   of  pension,   each  case 
standing  on  its  merits. 
Midway   between    the    policy    of   pensioning    superannuated    em- 
by   the   company   ami   that   of   doing   nothing   for   them    is 
a  third    which    has  been   extensively   adopted  abroad  and  also  by 
a  number  of  institutions  here.    This  plan  is  to  withhold  a  portion 


Jan.  15.  1902.] 


STREET  RAILWAY  REVIEW. 


of  the  salary  of  each  employe  to  create  a  fund,  from  which  can 
be  paid  pensions  based  on  term  of  sen  ice  and  salary  received, 
the  employer  perhaps  paying  an  equal  sum.  In  some  cases  on 
leaving  the  service  the  employe  receives  his  contributions  to  the 
pension  fund  with  accrued  interest,  so  that  the  scheme  is  merely 
one  to  compel  the  participants  to  be  provident.  The  financial 
i  such  a  fund  is  sound  because  the  number  contributing 
never  decreases;  when  a  vacancy  occurs  in  the  service  by  death 
or  retirement  which  creates  a  charge  on  the  fund,  a  new  employe 
must  be  secured  to  do  the  work  and  he  in  turn  becomes  a  con- 
tributor. 

This  plan  was  adopted  by  the  Grand  Trunk  Ry.  in  1874  and 
within  two  or  three  years  by  at  least  two   Chicago  banks. 

On  the  State   Railroads  oi   France  employes   may   be   retired  at 

age  aiter  24  years'  service  and  must  retire  at  04;  they 

receive  pensions  from  a  fund  provided  by  retaining  5  per  cent  of 

the   regular   wages   and   the   administration   paying   an   equal   sum. 

In  1809  there  was  presented  to  the  German  Street  Railway  and 
Light  Railway  Association  a  report  upon  the  desirability  of  estab- 
lishing a  Pension  Fund  for  German  Street  Railways  but  the  com- 
mittee did  not  consider  it  expedient  for  the  association  to  institute 
such  a  fund  at  that  time,  one  reason  being  that  a  number  of  the 
street  railways  were  affiliated  with  other  funds  or  had  pension 
systems  of  their  own.  The  plans  considered  by  this  association 
provided  for  contributions  on  the  part  of  both  employer  and  em- 
ploye. 

In  1900  the  British  Electrical  Superannuation  Fund  was  con- 
stituted and  placed  under  the  management  of  trustees.  The  staff 
of  the  British  Electric  Traction  Co.  has  given  this  fund  satisfactory 
support  and  the  other  companies  associated  with  the  Traction 
company  were  invited  to  join.  Mr.  Emilc  Garcke,  of  this  com- 
pany, thus  explained  the  general  scheme  in  a  letter  to  Engineering 
Jan.  25,  1001 :  "Speaking  generally,  each  contributing  company 
must  make  monthly  a  contribution  equal  to  3  per  cent  of  the 
monthly  salary  of  each  contributing  member  on  its  staff,  and  the 
member  himself  must  make  monthly  a  contribution  equal  to  2}4 
per  cent  of  his  monthly  salary,  plus,  in  the  case  of  those  ovi 
a  certain  extra  percentage,  varying  with  age.  The  retiring  age'  is 
60,  and  a  member  must  be  of  at  least  10  years'  standing  before  he 
is  entitled  to  a  pension.  Upon  retirement  a  member  will  receive 
for  every  year  of  service  one-fiftieth  of  the  average  annual  salary 
received  by  him  during  the  seven  years  preceding  retirement,  the 
maximum  scale  of  pen -ion  being  two-thirds  of  salary.  It  is  im- 
portant here  that  service  with  any  and  every  contributing  com- 
pany counts  towards  pension,  so  that  an  officer  can  pass  from 
the  service  of  one  such  company  to  that  of  another  without  in- 
jury to  his  pension  prospects.  This  scheme,  I  should  add,  is  in- 
tended to  apply  only  to  those  members  of  the  staff  of  a  contribut- 
ing  company   who   arc   on    the   monthly  salary   list,    and    wh 

a   the   ages    of    jX   and   45.     The   trust   deed   and    ruli 
tain   pr  n   regard  to   members   who   wish   to   1 

back  years  of  scr  details,     Tin      ■  ■■  n 

the  fund  is   Mr.   W.   <i.  Bond." 

While  such  a  plan  as  that  adopted  at   Providence  is  a  novelty 

here  employi                  tnd   mutual  are  no  new 

thins?  among  itreet  railway  1  the  firsl  in  tin-  country 

tin-    Washington    ll).    '  n    Railroad 

Emplo  1 1  ion    was   0 

Mr    Henry  Hurt,  then  president  of  the  company,  and  a 
given  in  a  paper  read  before  the 

\r.   Hurt  in  IK*;  ami  published   il 
of    th.  >.i    for   that    year    011    page    44.     In    the    "Review" 

7.  14'  and  230  we  gave  brii  15  sim- 

numer- 

tual  beni  fil  ild 

•oil. 

thai   iln 

III     point    on 

railway*.     The 

I  paii  inde 

hich   run   for 
d  arc  an  exception  '  ral  rule  and  ha 


petual  franchises  and  a  contract  with  the  state  that  the  require- 
ments of  municipalities  in  the  way  of  special  services  shall  not  be 
increased  without  the  consent  of  the  companies,  nor  shall  "loca- 
tions" be  revoked  without  other  equally  good  "locations"  being 
granted.  Thus  the  United  Traction  &  Electric  Co.  is  in  an  espe- 
cially  favorable   position   for   inaugurating  a  pension   system,   that 

■  oi, ..inies  in  other  cities,  Chicago  for  instance,  could  not  at- 
tempt. 

Many  pi  the  interurban  electric  roads  are  organized  under  gen- 
eral railroad  laws  and  own  their  private  rights  of  way,  and  are 
in  a  different  position  from  the  strictly  urban  companies;  these 
roads  are  yet  too  young  to  feel  the  desirability  of  pensioning  em- 
ployes. ,  1        JLj| 

The  results  of  the  experiment  at  Providence  will  be  closely 
watched  and  we  believe  that  other  urban  companies  will  follow 
thai  example,  though  doubtless  those  less  happily  situated  as  re- 
gards franchises  may  incline  rather  to  the  "middle  ground"  of 
assisting  the  men  to  be  provident  than  to  a  pension  system  proper. 


CHICAGO  FRANCHISE  QUESTION. 


The  Chicago  Council  committee  on  local  transportation  made 
its  report  to  the  council  on  Dec.  16,  1901.  The  ordinance  sub- 
muted  as  embodying  the  recommendations  of  the  committee  is  in 
substantial  accord  with  the  report  prepared  by  Mr.  Geo.  C.  Sikes, 
secretary  of  the  committee,  which  was  published  in  the  "Review" 
for  November,  1901,  page  853.  A  few  minor  changes  may  he 
noted.  Concerning  the  construction  of  new  lines  the  ordinance 
provides  that  the  company  shall  construct  and  operate  any  new 
line  ordered  by  the  city  council,  and  the  clause  permitting  this 
question  to  be  arbitrated  in  case  of  objection  on  the  part  of  the 
company  to  the  building  of  the  line  is  omitted.  The  area  in  which 
the  overhead  trolley  is  prohibited  is  changed  to  read  "North  Ave. 
on  the  north,  Ashland  Ave.  on  the  west  and  22d  St.  on  the  south." 
The  underground  trolley  system  is  specially  named  to  substitute 
all  the  cable  railway  now  in  use. 

The  section  regulating  the  hours  of  labor  of  employes,  fixing 
the  rate  of  compensation  for  them  and  dealing  with  labor  questions 
in  general  has  been  omitted  in  the  proposed  ordinance;  city  de- 
tectives bearing  cards  signed  by  the  Superintendent  of  Police  arc 
added  to  the  list  of  those  permitted  to  ride  free. 

The  maximum  rate  of  fare  is  fixed  at  5  cents  except  in  the 
case  of  ticket-  which  are  to  be  sold  at  the  rate  of  6  for  25  cents. 
As  compensation  for  the  grant  the  railway  company  will  be  re- 
quired   lo    pay   monthly    into   the    city    treasury    a    percentage   of   its 

gros<  receipts 

January    (nh    Mayor    Harrison    pn    cnlcd    his    special    message    to 
the  council  explaining  his  attitude  on  the  question  of  franchise  ex 
tension.    Briefly  the  thingi    he  demands  arc:    Better  service;    com- 
11    [0   the   public;    a    waiver  of  the  companies'    rights   under 

the  "00    ■  ti     icl    ;    provi  ion   for  the  acquirement  by  the  city  of 

the    lines   at    the    expiration    of   the    grant;     the    use    of    the    under 

ground  trolley  within  certain  boundary  lines  and  the  rearrange- 
ment of  terminals;  prohibition  of  the  transfer  of  franchises  lo  for- 
eign corporations;  a  general  system  of  transfers;  the  publicity  of 
accounts;  the  use  of  grooved  rails  on  all  paved  streets;  the  refer- 
ence  of  all  extension  ordinances  to  a  popular  roti 
The  mayor  insists  on  waiting  till  the  Legislature  shall  have  had 
unity  i"  pas-  an  acl  authorizing  the  city  to  acquire  the  street 
railways.  In  the  meantime  he  urges  thai  the  council  pass  inanda 
tory  ordinances  with  a  view  to  improving  the  service, 

♦  •  » 

PROPOSED   MILWAUKEE  ELEVATED  ROAD. 


h  i,  itated  thai  ■■  companj  propo  ei  to  build  an  elevated  railroad 
[il  mnei  1  with  the  Metropolitan  Elevated,  of  Chi 

ml   will   begin   work  on  tin-  grading  and  construction  as  soon 

injunction  suit,  which  ii  now  1 ling,  ha    1 settled     The 

foi   thi     lini    havi    b Ii     and   Mi     Pi  tei   J.  Somei  , 

101  ii pan) .    tati  ■  that  thi  1 .1pn.1i  i    in  hand  i"  pro 

cute  this  work.    The  time  from  the  limiti  "f  Chii  limits 

"f  Mil  ed    •■  '"   01  1   hour,  ami  the  company  1 

on  having  train     running  betwen   Mil'.',  tul I   I  fiicago   within 

two  years,  which  will  make  bettei  time  than  tl»   steam  road 


STREET  RAILWAY  REVIEW. 


[Vol.  XII,  No.  i. 


Chicago  &  Joliet  Interurban  Railway. 


BY  A.  s.  hiiiiu.    ENGINEER,  THE  amikh  an  kaii.WA', 


Notwithstanding  the  rapid  growth  which  has  characterized  the 
ia  .ci.pment  of  suburban  and  interurban  electric  transportation 
mrougnout  the  neighboring  states  of  Indiana  and  Ohio,  compara- 
tively little  has  hitherto  been  accomplished  in  this  direction  in  the 
state  of  Illinois.  While  Chicago  has  for  ten  years  been  well  pro- 
vided with  means  of  suburban  transportation,  almost  no  effort  has 
been  made  to  compete  with,  or  to  supplement,  the  service  afforded 
by  the  many  steam  roads  radiating  in  all  directions  from  the 
down-town  districts  of  the  city  to  every  considerable  center  of 
population  in  the  surrounding  and  neighboring  counties.  Some 
few  of  these  roads  have  brought  their  local  service  to  a  high  de- 
gree of  excellence;  others  have  responded  only  moderately  to  re- 
quirements of  this  kind,  and  many  have  almost  entirely  ignored 
them.  In  spite  of  frequent  and  large  accessions  to  the  city's  terri- 
tory, the  business  district  remains  and  apparently  must  remain  con- 
stricted. It  is  difficult  to  understand  how  the  steadily  increasing 
railroad  traffic  can  be  accommodated  without  radical  revision  at  an 
early  date.  Track  elevation  makes  a  road  higher  but  not  wider, 
and  delays  caused  by  frequent  street  crossings  at  grade  constitute 
only  a  part  of  the  difficulties.  With  possibly  one  exception,  the 
writer  believes  that  the  steam  roads  entering  Chicago  would  profit 
by  the  withdrawal  of  their  so-called  suburban  trains,  granted,  of 
course,  that  acceptable  facilities  for  this  business  were  provided 
in  another  way.  In  localities  like  the  one  under  discussion,  the 
competition  between  electric  and  steam  roads  is  more  apparent  than 
real.  A  well-operated  electric  road  will  develop  a  given  district 
far  more  quickly  than  the  best  known  steam  suburban  service,  and 
the  inevitable  co-ordinate  growth  in  the  through  passenger  and 
freight   traffic   of  the  parallel   steam   road   is   handled    by   it   with 


FIG.  1— INTERURBAN  ELECTRIC  RAILWAYS  NEAR  CHICAGO. 

greater  ease  and  at  less  expense  than  the  carriage  of  short  riders 
into  and  out  of  crowded  and  inadequate  terminals. 

Be  this  as  it  may,  the  Chicago  city  limits  were  first  reached  by 
an  interurban  line  on  Sept.  25,  1901,  when  the  Chicago  &  Joliet 
Electric  Railway  Co.  opened  its  service  between  the  two  cities 
named  in  its  title,  as  indicated  on  the  accompanying  map,  Fig.  I. 
The  Chicago  &  Milwaukee  Electric  Railway  runs  fiom  Waukegan 
to  Evanston,  connecting  with  the  Chicago  Union  Traction  lines  at 
that  point.     These  are  the  only   interurban   electric   systems  now 


operating  toward  Chicago  in  this  district,  if  we  except  the  Su- 
burban Railroad,  running  between  the  city  limits  and  the  village 
of  La  Grange,  in  the  western  part  of  Cook  County,  about  four 
miles  south  of  Harlem.  The  lines  between  Carpentersville  and 
Aurora  have  been  brought  under  one  management  and  extended 
to  Yorkville.     The  Aurora,   Elgin  &  Chicago  Railway  is   now  in 


FIG.  2-JOLIET  AND  VICINITY,  SHOWING  LINES  OF   CHICAGO  & 
JOLIET  ELECTRIC  RY. 

course  of  construction  to  connect  the  towns  mentioned  in  its  title, 
with  branches  to  Wheaton  and  to  Batavia. 

The  Chicago  &  Joliet  system  is  organized  under  two  distinct 
charters:  The  Chicago  &  Joliet  Electric  Railway  comprises  the 
entire  street  railway  system  in  and  about  Joliet  and  that  portion 
of  the  Chicago  line  located  in  Will  County;  the  Chicago  &  Des- 
plaines  Valley  Electric  Railway  comprises  the  lines  in  Cook  County. 
All  lines  are  operated  by  the  Chicago  &  Joliet  Electric  Railway  Co. 

Routes. — The  lines  of  the  Joliet  Division,  as  shown  on  accom- 
panying map,  Fig.  2,  cover  the  built  up  portions  of  the  city  very 
thoroughly,  with  extensions  to  all  important  points  in  the  im- 
mediate vicinity,  notably  to  Ingalls  Park  race  track,  the  Swedish 
Orphans'  Home,  the  village  of  Rockdale,  the  suburb  of  Boule- 
vard Heights,  Theiler's  Park  and  the  Silver  Cross  Hospital  and 
cemeteries. 

The  Chicago  Division  parallels  the  Desplaines  River,  the  Illinois 
and  Michigan  Canal,  the  Chicago  Drainage  Canal  and  the  Chicago 
&  Alton  and  Santa  Fe  railroads.  The  route  is  indicated  by  the  fol- 
lowing table,  excepting  the  branch  from  Summit  northerly  to 
Lyons,  a  distance  of  about  2  2-3  miles. 


Station. 

Distance  in 
mtlea. 

From 
joliet. 

Bet. 
Points. 

Joliet  Co.  House. 
Penitentiary.! 

LoC.kpnrt.9tl.  St. 

Romeoville 

Lt-mont  Sub  eta- 

.0 
1.9 
5.1 

8.7 

12.3 

13.6 
lb. 2 

20  2 

21  0 

22.7 

24  2 
26.0 

29.7 

1.9 
3.2 
3.6 
3.6 

1.3 
2,6 
4.0 
0.8 
1.7 

1.5 

1.8 

3.7 

Chicago— Cass— Collins  Sis. 
Collins  St.— Lockjporl  Road. 
Lockport  Road— Private  right  of  way. 
Private  right  of  way— New  Ave. 

Main  St. 

Saff  and  Lemon  t  Road— Private  right  of  way. 
Private  right  of  way— Archer  Road. 
Archer  Road. 

Willow  Springs 

Mt.  Forest 

lt.ib.uiia    Ceme 

Summit  Sotv-sta- 

.. 

Chicago    Citj 

Cor.  Archer  and  48th  Aves. 

Tan-     15.   1902.] 


STREET  RAILWAY  REVIEW. 


The  Chicago  Division  operates  is'A  miles  of  single  and  16'A 
miles  of  double  track,  and  the  Joliet  Division  operates  20j  i  miles 
of  single  and  '/:  mile  of  double  track,  making  the  totals.  36  miles 
of  single  and  17  miles  of  double,  or  70  miles,  single  track  measure- 
ment, of  which  The  Chicago  &  Joliet  Electric  Railway  Co.  owns  20 
miles  of  single  and  12  miles  of  double  track,  and  the  Chicago  &  Des- 
plaines  Valley  Electric  Railway  Co.,  16  miles  of  single  and  5  miles 
of  double  track. 

Shortly  after  leaving  the  penitentiary,  the  top  of  the  ridge  is 
reached  by  a  few  stations  of  a  5  per  cent  grade,  attaining  an  eleva- 
tion of  40  ft.  above  the  Sanitary  District  datum.  The  highest  point 
on  the  line  is  at  Shea's  Hill  22  miles  from  Joliet  and  65  ft.  above 
datum.  With  the  further  exception  of  a  few  stations  of  4  per  cent 
grade  at  this  point,  the  grades  of  the  entire  line  are  extremely 
light  and  nowhere  exceed  2  per  cent. 

ule  of  Joliet.  Lockport.  Lemont  and  Summit,  the  curves 
are  elevated  for,  and  may  be  taken  at.  a  speed  of  40  miles  per 
hour.  In  many  places,  roads  have  been  widened,  or  private  prop- 
erty acquired,  to  accomplish  this  end. 


recall,  several  acres  of  absolutely  unique  materials  of  enormous 
value,   for   which   a   suffering  public   will   now   yearn   in  vain. 

The  Sag  "Short  Cut"  of  8.000  ft,  effected  a  saving  of  3,300  ft. 
in  the  length  of  the  road,  and  of  190°  in  curvature.  The  section 
of  highway  thus  avoided  is  furthermore  narrow  and  at  one  point 
makes  a  sharp  turn  of  about  1350  and  a  7  to  9  per  cent  grade. 
Notwithstanding  the  large  amount  of  filling  required,  the  cost 
of  construction,  inclusive  of  land  damages,  was  no  greater  than 
would  have  been  involved  in  following  the  highway. 

The  typical  section  on  single  track  grading  is  14  ft.  in  width  at 
sub-grade  on  fills  and  25  ft.  in  cuts. 

For  double  track,  with  span  construction,  the  fills  are  25  ft., 
and  the  cuts  31  ft.  wide  at  sub-grade,  the  tracks  being  laid  on  li- 
ft,  centers. 

For  double  track  with  center  pole  construction,  the  fills  are 
30  ft.  and  the  cuts  36  ft.  wide  at  sub-grade,  with  tracks  on  16- 
ft.  centers. 

The  Chicago  Division  is  ballasted  throughout  with  crushed 
limestone  between  ties,  and  not  less  than  6  in.  in  depth  under  them. 


M'.  BIG    KIN     FOUR  34-FOOT  SCANS. 

KG.  5— FRACTION    BUM— 30-TOOT   SPAN. 


FIG.  4— FIDDTMENT  CRF.K.K     TWO  26FOOT  SPANS. 
in.    t    CALUMET  FEEDER    ONE  50-FOOT  AND  TWO  JO-FOOT  SPANS 


Roadway. 

The  road  in  general  follows  the  highways.  Where  required  by 
municipal  authorities  along  built  up  portions  of  villages,  the  tracks 
have  been  laid  in  the  center  of  the  street  but  elsewhere  every 
effort  ha»  been  made  to  separate  the  paths  of  cars  and  other 
vehicles.  Wherever  possible,  the  idea  has  been  to  lay  tracks  on 
each  side  of  the  road  leaving  a  drive-way  of  20  to  30  ft.  between 
inside  rails.  Where  the  highway  lies  adjacent  to  the  Alton  rail- 
road, and  the  residences  are  consequently  on  one  side  only,  both 
tracks  have  been  laid  on  the  opposite  side  of  the  road. 

For  the  purpose  of  avoiding  heavy  grades  and  curves,   private 

rights  of  way  have  been  acquired  to  the  extent  of  four  mil 

tween    Lockport   and    I-emont   and  of  8,000   ft.   near   Sag   Bridge. 

In  only  two  instances  did  it  become  necessary  to  exercise  the  power 

rjemmtioa  and  in  each  of  these  the  jury  awarded  less  than 

one-half   the    amount    offered   to   the    property   owner   by    the    rail 

mpany.  prior  to  the  (rial.     Scientists   have   fondly   imagined 

in  that  the  Sag  Valley  is  formed  from  a  very  mitceUaneotU 

mixture  of  silt,  peat  and  glacial  drift,  overlying  the  rorV-  to  various 

depths,  but  a  portion   1  f  the  evidence  in   one  of  these  suits   would 

seem  to  show  that  the  electric  railway  has  ruthlessly  buried  beyond 


This  stone  was  in  part  crushed  by  the  construction  company,  and 
in  part  purchased  from  crushing  plants  in  the  vicinity.  It  was 
distributed  along  the  track  in  5-yard  side  dump  cars  hauled  by 
electric  car  between  Joliet  and  Lockport,  and  by  steam  locomotive 
over  the  remainder  of  the  road,  at  costs  varying  from  50  cents  to 
$1.10  per  cu.  yd  in  place. 

Bridges  and   Culverts. 

Tin-; mpanying  viewi   will  givi    in  excellent  idea  of  the  chat 

acter  of  bridge  construction.     The  Joliet   Bridge  &  Iron  Co.   fur- 
nished  and    erected    the   4   single   track   and   21    double   track   steel 
spans  required  between  Joliet  and  Chicago,  which    varied   from   14 
6    ft.    in   length. 
In   the    Big    Run   and    Fraction    Run   bridges    rolled    I"    ins   were 
used.    2.)    in     deep    and    weighing    too   lb.    per    ft.      For    Kiddyment 
is  were  20  in.   deep  and   weighed  So  lb,   per   ft. 
Fraction   Run  Opening  is  an  extension  of  the  old  highway  bridgi 

'iii  circular  arch   of   30  ft.  span.     The  foundations  extend 

10    ft     below    ground    and   the    new   masonry    mcasurci     over    1,200 
.d.     This  structure  was  erected   at    I  wist  of  $7,000. 
Bridges   with   steel    spans   are   all    within   easy   reach   of  quarries 


STREET    RAILWAY    REVIEW. 


XII.  No    . 


and  die  abutments  were  thus  economically  l>uilt  of  courted  rabble 
masonry  laid  in  "Star"  or  "Atlas"  portland  cement 

The  future  of  the  old  Calumel    tor  S.i«  i    Feeder  being 
what   uncertain,  and  the  depth   to  food   foundation   considerable, 
steel  tubular  purs  wore  employed,  centered  on  piles  and  lined  with 
concrete,      I  his  bridge  cost,  complete  a-  shown  ready   for  traffic. 

I    I 

In    extending   culverts,   already    in    existence,    the    usual    course 

0  continue  the  same  form  of  construction,   where   such    was 

adequate      [o   a    number   of   instances   pipes    built    of   sheet   steel 


In  carbarns  the  40  lb  T  was  used,  except  on  open  pit  construc- 
tion, where  1,100  track  feet  of  o  in..  1  •  ter  bearing  girder 
rails  of  Lorain  section   1 06  364  were  laid. 

The  subject   of   rail  pecial  attention.      I  li. 

patty's   standard   drilling   f,,r  rails   up  to  7  in    in  depth   i-    1    1J  |6   X 

in.  for  joint  bolts  with  one  27  33  in.  bob-  for  bonds  4  7-16 
in.   from  the   end   of  the    rail   and   in    the   line   of  the   joint    boles 
The  angle  bar   section  recommended  by  the    torn 
Civil  Engineers  Bhows  a  bulb  on  top  which  would  interfere  with 

a   hond  of  the  necessary   size.* 


1 

33 

"-3 

J^h^^*'*"* 

r 

^^^^■^^■Ls«si«».v  ~~m 

- 

1 

NORTH  END  JOLIET  CAR  BARN,  UNDER  CONSTRUCTION. 

from  'i  in.  to  •}&  in.  thick  were  used.  For  the  smaller  sizes  double 
strength  terra  cotta  pipe  was  used  where  the  tills  were  of  sonic 
depth.  In  very  shallow  tills  and  where  exceptional  strength  was 
requisite  the  pipe  was  of  cast  iron.  All  culverts  are  provided  with 
substantial  head  walls,  of  rubble  masonry  in  portland  cement  be- 
low Sag,  and  principally  of  portland  cement  concrete  between  Sag 
and  Chicago. 

Tracks. 
Within  the  limits  of  Joliet  all  tracks  are  laid  with  6-in.  T- 
rails.  The  outlying  lines  of  the  Joliet  Division  are  constructed 
of  standard  T-rails  of  weight  proportioned  to  the  prospective 
business.  One  extension  I'A  miles,  was  laid  with  40-Ib.  T;  another, 
1   mile,   with  55-lb.   T;  another  with  70-lb.   T;  and  all  others   with 


FIO.  7— DECK  CONSTRUCTION  <>F  BRIDGES. 
(Between  Lockport  and  K 

For  the  70-lb.  T-rails,  a  special  joint  was  rolled  by  the  Illinois 
Steel  Co.,  conforming  in  every  respect  with  the  A.  S.  C.  E.  sec- 
tion, save  that  the  upper  face  on  inside  is  straight  like  the  lower 
one,  and  affording  ample  room  for  a  No.  0000  "Protected"  bond 
as  long  as_tbe  angle  bar  is  serviceable.  This  modification  has 
since  been  made  by  a  number  of  rail  users;  it  is  very  slight  and 
hardly  affects  the  weight  or  value  of  the  angle  bar  as  a  joint; 
and  will  doubtless  become  standard  for  electric  railways  using 
such  joints. 

The  Lorain  Steel  Co  also  altered  it*  then  standard  joint  plate. 
for  (1  in.  T-rails  to  provide  such  room  a*  would  permit  a  -mall 
or  worn  plate  to  be  tightened  without  pressing  on  a  No.  0000  bond. 


c  a  -  C/x-cut  r  Bx-cxxiR 
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Dt/PAQC    7~IV£>     **L£rtO#r-m-i'/tj.mG£arL£*airr*- 
1  I'.    9—  OVERHEAD  DIAGRAM. 


6-in.    I,   to   provide  against  the  contingency  of  paving  in   the  near 
future. 

The  Chicago  Division  outside  of  Joliet,  is  laid  with  70-lb.  T-rail 
of  the  A.  S.  C.  E.  section,  with  the  exception  that  through  the 
villages  of  Lemont,  and  Spring  Forest.  7-in  girder  rails  have  been 
employed.  There  are  42  miles  laid  with  70-lb.  T,  A.  S.  C.  E.  sec- 
tion made  by  the  Illinois  Steel  and  Cambria  mills;  20^2  miles 
with  6o-Ib.,  6-in.  Lorain  60-263  and  5  miles  with  73-lb.  7-in.  girder 
rails  Lorain  73-291. 


As  indicated  the  entire  system  is  bonded  with  one  "Protected" 
bond  at  each  rail  joint;  these  bonds  are  Q  in.  between  the  centers 
of  the  terminals  and  have  24  strands  with  a  cross  section  equivalent 
to  a  No.  0000  wire.    Cross  bonds  are  of  the  "Crown"  type  No.  00, 


Instances  have  besn  numerous  in  electric  railway  construction,  where  the 
bonds  so  interfered  with  the  joint  plates  at  to  absolutely  prevent  a  hearing  on 
the  rail,  to  the  serious  detriment  of  the  bond  and  the  ruination  of  the  rails.  The 
writer  is  aware  of  a  large  amount  of  'l-in.  girder  rail  laid  on  one  of  the  largest 
systems  under  precisely  these  circumstances  and  lie  believes  that  hundreds  of 
miles  of  track  are  now  being  operated  under  similar  circumstances. 


Jan.    is   1002.] 


STREET  RAILWAY  REVIEW. 


and   are   placed   between   the   rails   of   each   track   and   across   from 
track  to  track  at  intervals  of  300  ft. 

Ties  are  spaced  2  ft.  between  center*  and  with  the  exception  of 
20.000  white  cedars  from  northern  Michigan,  and  of  a  few  thous- 
and white  oaks,  the  ties  on  the  Chicago  Division  arc  of  hewn- 
chestnut  from  southern  Ohio.  On  open  work  they  are  6  in.  x 
8  in.  x  8  ft.  6  in.,  but  in  Joliet  use  was  made  largely  of 
white  oak  ties.  6  in.  x  S  in.  x  7  ft.  6  in. 


FIG.  8-ALONG  THE  SAG  SHORT  CUT. 

The  deck  construction  of  bridges  is  shown  in  Fig.  7.  Bridge  tics 
are  7  in.  x  9  in.  white  oak,  dapped  for  flanges  of  beams  or  girders 
and  laid  on  16-in.  centers.  Every  alternate  1 1 « -  i^  bolted  1  ■  >  beams. 
Inner  guards  of  60-lb.  T-rails  arc  laid  with  7-in.  throat  and  brought 
to  a  point  in  the  center  of  the  track,  60  ft.  from  the  end 
bridge  in  the  direction  of  approaching  traffic.  Outer  guards  arc 
of  6  in.  x  6  in.  yellow  pine  dapped  one  inch  for  each  ti.-  and  bolted 
ry  alternate 

1  '11  lines  where  traffic  is  not  heavy,  use  is  made  of  bolted 


■Mils  in  steam  tracks.  Crossing  compromises  to  6-in.  T  are 
made  by  cast  welding  a  section  of  the  high  T-rail  to  the  crossing 
arm. 

Sharp  curves  on  the  Chicago  Division  are  guarded  with  rail  of 
the  same  section  as  the  running  rail,  with  cast  iron  separators  and 
bolts  spaced  3  ft.  apart. 

All  girder  and  high  T-rails  are  laid  with  two  brace  tie  plates 
every    10  ft.,   the   braces   coming  up   close   under   heads   of   rails. 

All  tracks  thus  far  laid  in  paved  streets  are  of  6-in.  T-rails.  The 
spaces  between  ties  have  been  filled  with  concrete.  Along  the 
outer  sides  of  the  rails  were  run  two  stretcher  courses  of  bricks. 
Along  the  gage  side  of  the  rails  were  laid  special  stretcher  bricks, 
filling  the  space  between  flanges  and  heads  of  the  rails  and  afford- 
ing a  shoulder  for  paving  between  rails  and  a  proper  flangeway 
for  the  wheels. 

Overhead  Lines. 

The  overhead  system  in  Joliel  is  all  of  .span  construction.  Bracket 
construction  is  largely  used  elsewhere  on  single  track  lines  and  span 
construction  along  double  tracks,  with  the  exception  of  the  Sag 
Short  Cut  above  referred  to.  Here  a  fill  was  made  several  thous- 
and feet  in  length,  and  of  a  depth  varying  from  6  to  12  ft.  The 
nature  of  die  foundation  would  have  necessitated  the  widening 
of  the  fill  to  such  an  extent  for  the  proper  support  of  span  poles, 
that  is  was  deemed  advisable  to  employ  center  bracket  construc- 
tion  as   shown    in    Fig.   8. 

The  accompanying  overhead  diagram.  Fig.  9.  exhibits  the  various 
circuits  installed  on  the  (  hicago  Division,  with  taps  and  connec- 
tions. 

Efforts  I"  obtain  suitable  chestnut  poles  within  a  reasonable 
time,  were  unavailing.  The  entire  overhead  system  of  the  old 
lines  has  been  rebuilt  and  that  of  the  new  lines  built  with  cedar 
poles,  the  standard  being  35  ft.  long  with  7-in.  top. 

The  pole  layout  on  single  track  bracket  lines  of  the  Chicago 
Division  is  shown  in  Fig.  10.  F..lcs  are  set  not  less  than  7  ft. 
in   the  ground,    with    face  not  less  than   5    ft.   from  the  nearest   rail. 

Cross  arms  are  all  long  leaf  Georgia  pine.  4'f  x  ,Vi  in.  The 
two  uppei  arms  in  the  figure  are  devoted  to  the  duplicate  high  ten- 
sion circuits.  They  are  furnished  with  t'j  x  It  in.  locust  pins  boiled 
in  paraffine,  and  s. .  spaced  as  lo  form  two  deltas  with  20-in. 
idi  ["he  third  arm  i^  reserved  for  direct  current  feeders,  anil 
tin-  lower  arm   fin-   lib  pi 1    and   signal    wires,  the  pins  on   both 


.....,., 


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ft 


.   ill.   AGO  1    IOI.II  1  KUAN   HV. 


ill  with  rolled  guard,  furni 

Ipring 

'     nid  7  111    g 
rail,   with   n  I    frog 

switch 
oid  in  .  i|  tonguei 

• 

Railr  id    70  lb  'li    full 

th    tracks    and    with    caw  ding    iH   in. 


ited       All   cross   aims   ;n< 

\Vi  in.  deep  pole  with  one     ■  in    through  bolt, 

indicated  with   1  x  ■'«  In.  bolts,  through  the 

mil  v.  ill,    1            mi  Into  Hi.    p.  1I1 

b  tckel    -  "i  1     1     cted   and   shows 

1 ...  1. 1   of  poll     ■  tnployi  .1     1  in     !■  .1 11 

hi   log    7.  the  high  1    '     1  led  on  the 

Ij    bi"    of  pol  1.  mi     11  py    the 


B 


STREET    RAILWAY    REVIEW. 


[Vol.   XII.   No    I. 


The   brackets   arc  of   the   typo   shown,   exceptionally    long   and 
The  pipes  are  2  in.  in  diameter,  of  structural  steel  tubing, 
made  from  high  carbon  steel  8   Polk.  Danville 

an-  all  of  malleable 

The   trolley    insulating   details    in   general   are   of   the    M 
make,    furnished   by    the    Mayer   &    Englund   Co.      The   hangers   arc 
of  round  top,  extra  heavy  pattern  with    '  i  in.  studs.      Three-screw 
ble  ii"[i  clips  arc  used  on  straight  line  work,  and  deep  groove 
IJ  in  irs  on  curves. 

Feed  spans  are  of  No.  ooo  copper  cable,  clamped  into  and  sol 
to  a  bronze  feed  yoke  into  which  a   14-in.  stud  ha*  been  cast,  for 
connection    with    trolley    ears.      Feed  tap    terminals    arc    connected 
to  feeders  with  aluminum  clamps. 

Line   lightning   arresters   arc   the   General   Electric    M     1'    type, 
installed  as  shown  in  Fig.  9. 

The  trolley  wire  is  of  grooved  section  of   No.  000  drawn 

by  the  Roeblihg  company. 

feeder  wires  of  the  Chicag  of  aluminum 

cable,  furnished  by  the  Pittsburg  Reduction  Co.,  with  the  exi 
of  a  short  piece  of  150.000-  c.  m.  copper  cable  on  the  Jolie 
The  following  table  shows  quantity  of  the  feeders: 


Miles. 

No 
■trends 

Insula* 
lion. 

Copper 
equivalent 

mil*. 

Voll 

a«e 

Use. 

n 

«o 
20 

19 

7 
7 

:-- 

TBWP 

t..i  re 

Tl.u  P 

168,000 
«.7« 
26,2/0 

400,000 

2.3*1 
15,000 
15,000 

600 
600 

Economy  Sta.  to  Jollel  Sob- 

"               "       Lemont        " 
Lemont  Snb-ata.  to  Sammll  Sob  sta. 
Out  nf  town  feeders. 
Feeders  in  city  and  villages. 

Joints  in  aluminum  cable  have  been  made  altogether  by  splicing 
somewhat  after  the  fashion  of  a  span  wire  wrap,  giving  each  strand 
in  each  piece  several  wraps  about  the  other  piece  and  cutting  it 
off  after  hooking  it  under  the  succeeding  strand.  In  this  manner 
a  tapered  joint  is  obtained,  (about  3  ft.  in  length  in  the  case  of 
the   larger   cables)    having   more   strength   than    the    original    cable 


e         1  ££    — - —  tc ~  * 

ft  f^l 


FIG.  10-POLE  LAYOUT. 

and  with  conductivity  about  one  quarter  greater.    No  solder  what- 
ever was  used  in  connection  with  this  metal. 

For    the   high    tension    lines    5-in.    triple    petticoat    porcelain    in- 
sulators of  "Imperial"  manufacture,  have  been  used.     In  the  hope 


of    rendering    then  targets    they    are    glazed    in 

lor.     The  cables  are  fastened  with  aluminum  tic  wire 

the  instil  ii  if  malleable 

by    the    Albert    &•   J.    M.    Anderson   Co. 
taken  to  keep  the  saddles  and  th  and  fre.-  from 

any    pi  which    might    abrade  the  hare   wires. 

The  tilty     experienced  with   the  aluminum    wires  has 

had  its  source  in  the  comparatively  large  co-efficient  of  expansion 
of  that  metal.  Men  accustomed  only  to  copper  feeders,  will  string 
aluminum  too  loose  in  wint  light  in  summer.     The  latter 

is  perhaps  the  more  serious  error  and  particularly  where  the  num- 


-f-  --  '  —  -daHSlS 

Fl<;.  u    ECONOMY  POWER  PLANT,  joliet. 

her  of  wires  turning  a  corner  is  large,  the  pole  line  will 
tested  during  ensuing  cold  spells. 

The    telephi  m    has   a    No.    10  hard   drawn   copper   circuit 

between  Joliet  and  Chicago,  with  wall  instruments  in  offices  and 
powei  stations.  Compact  and  heavy  malleable  iron  plug  boxes 
are  installed  along  the  line  at  turnouts  and  at  intervals  of  one- 
half  mile.  The  wires  are  hung  on  deep  groove,  double  petticoat 
insulators,  and  are  transposed  at  every  fourth  pole.  Notwith- 
standing the  proximity  of  the  telephone  wires  to  the  high  tension 
circuits  for  a  distance  of  over  15  miles,  the  system  works  very 
well    when    kept    free  from  grounds. 

United  States  Electric  Signals  have  been  installed  along  single 
track  portions  of  the  Chicago  Division,  as  indicated  in  Fig.  9. 
using  No.  9    I      B     W.    P.    iron    wire   for  the  circuits. 

Power  Generation. 

The  power  required  for  the  operation  of  the  road  is  derived 
from  the  water  of  the  Di  plaines  River,  as  re-enforced  by  the 
(low  in  the  great  Chicago  Drainage  Canal.  This  enormous  arti- 
ficial channel,  extending  a  distance  of  30  miles  from  Chicago  to 
I-ockport.  is  fed  from  the  waters  of  Lake  Michigan  and  discharges 
into  the  Desplaines  River  at  the  latter  place.  Up  to  the  p 
lime,  no  attempt  has  been  made  to  utilize  the  power  thus  afforded, 
until  the  arrival  of  the  waters  at  Joliet,  where  the  Economy  Light 
&  Power  Co's.  plant  has  been  erected,  as  indicated  in  Fig.  2  and 
illustrated  in  Fig.  II,  with  a  proposed  ultimate  capacity  equal  to 
the  flow  for  which  the  drainage  channel  has  been  designed.  While 
at  the  present  time  the  old  lighting  apparatus  is  being  utilized  tem- 
porarily, it  is  intended  to  install  six  or  seven  units  identical  with 
the  one  shown  in  Fig.  12,  which  gives  an  excellent  interior  view 
of  the  new  plant. 

The  portion  here  represented  consists  of  two  alternators  (one 
in  the  foreground  and  on  in  the  far  end  of  room),  and  twelve 
water  wheels  for  driving  them.  The  six  wheels  have  their  shafts 
vertical  and  each  is  connected  to  the  generator  shaft  by  bevel 
gears.  The  alternators  are  of  the  General  Electric  make ;  of  750 
kw.  capacity  each  with  a  frequency  of  60  cycles  at  2.300  volts. 
The  exciters  and  switchboard  are  also  located  at  the  far  end  of 
this  room  where  current  of  this  character  is  furnished  to  the  Rail- 
way company  by  the  Light  &  Power  company. 

Transmission. 

The  Railway  company  has  established  sub-stations  in  Joliet,  in 
Lemont  and  near  Summit. 

Current  is  conveyed  to  the  Joliet  sub-station  direct  from  the 
Economy  switchboard  at  the  generator  voltage  as  indicated  on 
Fig.  0.  the  distance  being  but  a  trifle  in  excess  of  one  mile. 

For   transmission   to   Lemont    (12  miles)    and   to   Summit    (24 


Jan.  is.  1902.] 


STREET  RAILWAY  REVIEW. 


miles),  the  current  from  the  Economy  switchboard  is  brought 
into  the  little  apartment  pictured  in  Fig.  13,  where  it  is  stepped 
up,   through  air   blast   transformers   from  2.300  to   15.000  volts. 

These  transformers  are  four  in  number  (three  active  and  one  in 
reserve),  and  stand  upon  a  concrete  air  chamber  into  which  air 
is  driven  by  blowers  barely  visible  in  the  picture. 

Conversion. 

Led  by  the  determination  of  the  Economy  Light  &  Power  Co. 
to  generate  nothing  but  60-cycle  cunent.  and  in  view  of  the  annoy- 
ing lack  of  stability  in  60-cycle  rotaries  running  in  multiple  on 
railway  circuits  under  different  conditions  the  Railway  company 
has  adopted  induction  motor-generators  for  the  conversion  of  the 
alternating  into  direct  current.  Figs.  14.  16  and  18  illustrate  the 
interior  of  the  Joliet  sub-station.  Fig.  14  shows  one  of  the  motor- 
generators  in  the  foreground.  Fig.  16  shows  the  switchboard  of 
which  the  first  six  panels  are  for  the  direct  current  feeders;  the 
next  panel  is  equipped  with  clock,  recording  ammeter  and  recording 
wattmeter;  the  next  two  panels  control  the  battery  and  booster; 
the  next  three,  the  direct  current  generators;  the  next  is  blank 
and  the  last  three  control  the  induction  motors. 

Three    units   are   installed    in   this    station,   each    composed   of   a 
six-pole,   250  kw.   600-volt   railway  generator,   mounted   on  a   com- 
ise  and  shait  with,  and  driven  by  a   14-pole  350-h.  p.,  2,300- 
volt  induction  motor,  running  at  514  r.  p.  m. 

In  the  upper  sub-stations,  the  current  is  received  at  15,000  volts 
and  is  stepped  down  through  oil  cooled  transformers  to  550  volts. 
In  Lemont  there  are  installed  three  110-kw.  transformers;  in 
Summit,  six. 

The  motor-generators  in  these  stations  (one  in  Lemont  and  two 
in  Summit),  are  identical  with  those  in  Joliet,  save  for  the  induc- 
tion motor  fields  which  arc  accommodated  to  550  volts  instead  of 
2.300. 

In  all  three  stations  are  installed  compensators  designed  I 
the  induction  motors  without  the  consumptii  rgy  in  excess 


dam  an.l  be  wasted,  rendered  it  absolutely  essential  that  the  de- 
mands by  the  railway  upon  the  Economy  station  should  be  regu- 
lated as  much  as  possible. 

To  attain  this  end  storage  batteries  have  been  installed  by  the 
Electric  Storage  Battery  Co.  at  each  of  the  three  sub-stations, 
and  Fig.  17  shows  the  Joliet  battery  room. 

Each  battery  consists  of  288  cells  with  room  therein  for  one- 
half  as  many  more  plates  as  have  been  furnished.  The  rated  ca- 
pacity of  the  Joliet   battery  is  640  amperes,   and  of  the  upper  bat- 


he A 1 1.  \v  A  y  T  R  ANSF 


't'AKATl' 


ECONOMY  NT  A 


TION,  JOLIET. 


* 

1 

rata 

J?    J\*            "a* ,. 

LaaaaaiBllcr-cV 

m  ill   _W                ■  ; 

-«* 

17U  !»».■«* 

-**&'      VJBj 

^^^ 

HO.  U    75.1-K.  w      ILTKRKATOH  i.MY  STATION,  JOLIE1 


teries  480  amperes  each,  but  all  have  been  momentarily  discharged 
at  double  these  rates. 

The  effect  of  the  batterii  s  is  not  only  to  regulate  the  demand  for 
current  on  the  Economy  Station,  but  to  reduce  the  numbei  of 
motor-generators  necessary  to  take  care  of  the  railway  business. 
The  generator  sets  arc  running  with  fluctuations  of  only  about 
10  per  cent  of  their  average  output,  instead  of  100  to  150  per  cent 
as  usual  in  an  unregulated  plant.  Two  units  now  handle  the  work 
of  the  Joliet  sub-station  where  four  would  be  required  without  a 
battery. 

The  charging  and  discharging  of  the  batteries  is  regulated  in 
•  ich     tation  by  a  motor  driven  booster  with  compound   winding. 

Buildings. 

\ll  car  barn  and  sub-station  buildings  are  as  nearly  fireproof 
1     stone)   brick,  concrete,  steel  and  tile  will   make  them. 

The  Joliet  station  is  475  ft.  long  by  90  ft.  wide.  The  southerly 
75  ft.  is  devoted  to  generator  and  battery  room  and  paint  shop, 
tie    latter  having  a   further  addition  of  30  ft.,  as  shown    in    Fig.   15. 

lie  northerly  400  ft.  is  divided  u  shown  in  Fig.  19,  by  a  longitu- 
dinal tile  wall,  stiffened  by  Bteel  colli al   intervals  of  20  ft.     The 

two  halves  of  the  trusses  are  independenl  of  each  other,  and  one- 
half  the  roof  load  is  borne  by  the  columns.     The   north   end,   Fig. 

framed  with  steel  columns  and  thi  sable  i    to  be  closed  with 

:     1  il.      lie     -1  :■    'if   the    K   nil.  .11    Milling    paid  1  11 

Sparc  in  this  building  is  apportioned  as  follows 


of  the  rated  the  sets.    Connections  and  switches  arc  like- 

wise provided  OB  all   switchboards  to  enable  the  operators  to  start 
the   machines   by  operating   the   generator   as   a   motor   until    speed 
it  attained,   whereupon  current   is  admitted  on   tin-  alternating  end 
d  into  the  line. 
All  electrical   machinery   including  generators,   i 
formers  was  furnish'  Co. 

Regulation. 

The  fact  that  the  railway  was  fa  ttd  with  rented  power, 

I    from  a    nation   run   by   v.  if   the   water 

were  not  used  when   it  reached  the  station,  it  would  flow  over  the 


S|u.r 


torafa 

.11  p|  1 

W.i.li  ti.n  k> 

bop  

Pi  ml   ftllOp 

dooi, 

Bollci  1  u«niith 

A 1  ni.iiiir..  repair*, 

*.■"»■'  .'■■'••  

1 


Itlnir-i    Ion 

ft 


45  «  (Jl 

4',  <  Mil 

■  10 

90  1  10 

IS    <  It 

I  . 

I 


Art-. 1, 


16,100 

hi  .  0 

1,700 

50 

[0 

1,800 

. 

11 


4J.H7J 


Tra<  u. 


1.4411 

no 

140 
IOI 


2,H» 


10 


STREET  RAILWAY  REVIEW. 


[Vol.  XII,  No.  I. 


All  floors  ire  "f     concrete  with  the   exception   of 

:  with  brick  taken  from  old  walls,  when  the 

dismantled. 

Itn,  r  101    pai  til  south    wall   of    i-'  in., 

hollow  hard  burned  tile  made  by  the  Pioneer  Firq  rhe 

other  walls  are  of  brick  and  stone    The  root  trusses  and  interior 

frame  of  Bteel  were  furnished  by  the  Joliet  Bridge  X  Iron  I 


PIG.  1*    JOLIET  SUB-STATION. 

The  roof  is  covered  with  the  Ludowici  interlocking  tile  laid  on 
sheathing    over    generator,    battery    aiul   paint    moms    and    directly 
m  all  other  portions    if  the  building.    Skylights  are 
formed   with   glass  tile  of  identical   shape,  placed  at    will   and  read- 
ily changed  if  alterations  are  desired. 

The   details   of   pit   construction   are  shown   in   Figs,    10  and   21. 

Piers   of   American   portland   cement   concrete   were   built    as   indi- 

on  u-ft.  centers,  with  n-ft.  clear  spans  between  them     To 


Boor  between  track-,  is  ,.f  Roebling  flat  construction,  finished  level 

with    the   outer   trams    of    rails,    the    heads    of    which    thus    form    a 
slight   rim   foi    I 

In  the  boiler  room  are  installed  a  horizontal  tubular  !>oilcr  with 
pumps,  heating  all   portions  of  the  building  except   the 

barn.     For  this  purpose  the  Webster     system     ha 
adopted,  by  reason  "f  numerous  obstacles  to  a  gravity  return.    The 
pits    will    be   luated    by   radii  rallcl   with   pieis,   the  steam 

line  running  in  open  spaces  above  piers  and  the  return  line  through 
openings  shown  at  floor  level. 

The  upper  sub  Stations  are  identical  in  plan  with  the  exception 
that  the  one  at  Lemonl  is  provided  with  a  waiting  room  for  pas- 
sengers. Fig  22  illustrates  this  station  during  construction,  and 
before  the  completion  of  the  roofs  and  indicates  the  general  char- 
acter of  con  nid  the  arrangements   f,,r  bringing  the 

to  the  building  ("hi  high  tension  wires  are  anchored  outside 
and  inside,  and  pass  through  the  walls  in  6-in  glazed  tiles  with 
X -iii.  gla/ed  tile  hoods  on  outside  as  shown.  The  ground  plan  of 
Lemonl  station  is  shown  in  Fig.  a.v  The  Summit  station  lacks 
waiting  room  and  porch.  The  wire  towers  are  located  at  the  cor- 
ners of  the  generator  rooms  over  the  switchboard,  and  the  only 
interior  openings  in  the  towers  are  through  the  ceilings  of  genera- 
tor ro. 

I  Ik  second  story  of  each  sub-station,  over  the  generator  room, 
i-  divided  into  living  quarters  for  the  operator  and  his  family, 
consisting  of  two  chambers,  living  room,  kitchen  and  bath  room, 
with  all  conveniences.  There  arc  also  provided  two  chambers  for 
other  employes  who  may  be  compelled  to  pass  the  night  here  in 
case  of  emergency. 

I  in  sub-stations  arc  heated  by  low  pressure  steam  apparatus, 
with   gravity  return. 

Two  hundred  feet  of  track  space  is  provided  in  each  building 
Eot  construction  cars,  snow  plows,  etc..  and  for  cars  which  may  be 
required  for  early  or  late  runs  on  the  upper  end  of  the  line. 


JOLIET  StB-NTATION  AND  CAR   BARN. 


Fik'.   IS     Soulh  End. 
Pig.  16    Switchboard. 


the  upper  surfaces  of  piers  are  anchored  'j  x  12-in.  plates  fur- 
nished with  clips  to  hold  the  rails  in  place.  The  tracks  arc 
formed  with  9-in.  center  bearing  girder  rails,  Lorain  section  106- 
364  (Kansas  City  standard,  weighing  106  lb.  per  yd.  1.  held  to  gage 
across  the  dummy  tracks  with  tie  rods  spaced  5  ft.  apart.     The 


Fi(*.  17— Battery  Room. 
Fitf.  18— Booster. 


In  all  stations  the  machine  foundations  and  pits  are  built  of 
concrete,  the  space  under  generators,  back  of  switchboard  and  un- 
der transformers  being  arched  over. 

All  low  tension  wiring  is  done  with  lead  covered  cable  laid  in 
ducts  running  under  the  floors  between  pits.     High  tension  wires 


Jan.  is.  1902.] 


STREET  RAILWAY  REVIEW 


II 


are  insulated  with  oiled  cambric  tape  and  carried  on  porcelain 
insulators  on  brackets  back  of  switchboard  and  over  transformers. 
High  tension  lightning  arresters  are  installed  on  walls  of  wire 
tower,  with  stone  barriers  between  adjacent  sets. 

The  roof  construction  at  sub-stations  is  the  same  as  that  em- 
ployed in  Joliet.  with  Ludowici  interlocking  tile  covering,  of  glass 
where  skylights  are  required  and  elsewhere  of  buff  clay. 

The  Lemont  and  Summit  buildings  were  constructed  by  the  firm 


In  view  of  the  extent  of  city  and  village  streets  traversed,  it  was 
deemed  advisable  to  keep  the  body  low  enough  for  one  platform 
step. 

The  bodies  are  36  ft.  long  with  13  windows  on  a  side  in  straight 
passenger  cars,  smoking  compartments  having  five  and  the  other 
portion  eight.  Fig.  24  illustrates  combination  passenger  and  bag- 
gage cars  which  are  of  same  size  as  straight  passenger  cars.  Other 
specifications  of  general   interest  are  as  follows:     Length  over  all, 


/WA    A   A   A   A   A 


•sec  r/OM 
ril..  1>    JOLIET  CAR   BARN. 

of   Delfosse  &   ('Ken.   under  plans   prepared   in  the  office  of   Mr 
F.    R.   Schock,   architect. 

Cars  and  Motors, 

For  service  in  and  about  Joliet,  the  standard  equipment  consists 
of  20-ft.  closed  bodies  with  >ix  windows  and  longitudinal  seats, 
built  by  the  J.  G.  Brill  and  Pullman  companies,  and  mounted  on 
Pcckham  "Cincinnati  special"  trucks  These  cars  are  equipped  with 
two  Wcstinghouse  No.  49  motors. 

For  suburban  service,  cars  with  30-ft.  bodies.  40  ft  over  all. 
with  cross  scats  and   smoking  compartments,  have  been  found  very 


•V0»r~  C~o  orC*»  B**~ 


!••  I < ; .  20    JOLIET  CAR   BARN. 


4.x  ft.;  width  over  sills,  8  ft.  8  in.;  width  over  all,  9  ft.  '  J  in.;  top 
of  rail  to  under  side  of  sill,  3354  in.;  under  side  of  sill  to  top  of 

trolley  hoard.  9  ft  6  in.;  top  of  rail  to  Step,  17'.-  >". ;  step  to  plat- 
form, 14'  '•  in.;  plat  form  to  floor,  8  in.;  side  sills,  yellow  pine. 
5  in.  x  8  in.;  side  sills,  plated,  1  in.  x  8  in.;  end  -.ills,  white  oak,  5 
in.  x  7  in.;  end  sills,  plated,  }i  in,  x  6  in.;  two  5-in.,  6J4-11).  channel 
stringers  full  length  of  body;  platform  knees  re-enforced  with 
angle  irons, 

The  exterior  is  painted  in  aurora  red  glazed  with  light  No. 
40  carmine,  with  cream  trimmings  and  lettered  and  Griped  in  gold; 
the  interior  finish   is  quartered   oak. 


Ov  ra  10  c:  (*£  3  r)  Val.  /. 


-J— ,      r 

.J  i__ 

/  ,  r  \s*  r/OA/  Cno  V/eii/v 

riO.  21     I'KTAII.      01     f-     PI  '    I  I0K    AM.   IMPAIR    PITS. 


/VSIOC  7}/.  C  Mt*t.  L 


.   wrr.-  built  by  tl  "I  »« 

■,  tru. ki  and  equipped  with 
inghotue   12A    I 
the  interurl 

exit   at  '    w:|y 


iii..    ,  •     tn   Whcelei  No.  42  "Walkover,"  In  rattan,  with  ofl  ■' 
.ud  corner  hand!  d  No,  93  S  hi  il the 

full  length   0  plank,      [nl 

.  (I 

Dm  1  'ii.    Brill  No.  27,  with    olid  forg 

and   weigh  6,500   lb    (ten.     The   wheel   hi  e   II  6   ft     and   the  gage 


12 


STREET  RAILWAY  REVIEW. 


[Vol.  XII,  No.  i. 


FIG.  32    LEMONT  SI  r.-STATIO.W 

standard.  The  wheels  are  mh^i,  plate,  weighing  490  lb.;  diametet 
33  in  ;  flanges  I  in.  deep,  i'.|  in.  thick  ;  tread  3  in.;  axles  454  in.; 
brakes    arc    inside   hung   with    Christensen    air   equipment. 

The  1  quipment  consists  of  four  G.  E.  67  motors, 

1..  411  miles  per  hour,  K-6  controllers  and  I  Immpson  recording  watt- 
meters. Under  service  conditions,  the  car  weighing  about  50.000  lb. 
loaded,  they  make  the  30-mile  run  including  between  twenty  and 
thirty  stops,  in  80  minutes,  with  a  current  consumption  of  about 
75-90  kw.   hours. 

These  cars  and  trucks  were  made  by  the  J.  G.  Brill  Co.  and  they 
have  answered  the  requirements  of  the  service  admirably.     Frequent 


The  cars  of  this  company  arc  all  equipped  with  the  Crousc-IIinds 
ible  headlight,   in  which  an  ordinary   16  c.  p.  lamp  has  given 
faction  on  city  lines. 
The    so-called  lamp    made    by    the 

General  Electric  Co.  hat  ■  filament  in  the  form  of  a  compact  coni- 
cal iK'lix  with  a  maximum  diameter  of  perhaps  '1  inch,  making  it 
lie  to  focus  the-  lamp  in  a  headlight  with  nearly  the  same  ac- 
as  is  attainable  with  an  arc.     The  question  is  then  reduced 
to  one  of  intensity  desirable  for  the  purpose. 

Repeated  trials  showed  that  a  32  c.  p.  stcreopticon  lamp  properly 
I  in  a  headlight  would  SO  illuminate  the  track  as  to  render 
objects  visible  at  a  distance  of  600  ft.  on  a  clear,  dark  night,  and 
Fig.  25  shows  the  method  of  wiring  the  intcrurban  cars  for  lights, 
whereby  the  32  c.  p.  lamps  might  be  used  in  the  headlights  i> 
with  16  c.  p.  lamps  in  the  car.  The  ordinary  Crouse-Hinds  re- 
ceptacle might  have  been  used,  but  in  event  of  the  burning 
one  of  the  end  pair  of  lamps,  while  the  headlight  was  on  ether  end 
of  car,  the  current  through  other  of  the  pair  would  be  nearly  doubled 
with  resulting  violent  deterioration  or  burning  out. 

The  new  contact   noted  on  the  diagram  is    connected    with    the 

upper     iii    when  the  headlight  stem  is  inserted  into  receptacle  and 

of  lamps  nn  that  end  is  therefore  cut  out.     With  the  hcad- 

each  of  the  four  series  of  lamps  is  independent  of  the 

When  the  headlight  is  in  use  the  burning  out  of  any  inside 

lamp  will  merely  dim  the  headlight  until  the  lamp  is  replaced. 

The   Chicago  &   Joliet    Electric    Railway   Co.    was   organized  as  a 

lidation  of  the  former  Joliet   Railroad  Co.    (operating  in  and 

about    Joliet    with   a   hranch   toward   Chicago   as    far   as    Lockport) 

with  the  Chicago  &  Joint   Rapid  Transit  Co.  under  which  charter 

the    road     was    constructed    between    this   terminus   of  the   Joliet 

i'l  and  the  point  where  tin   Chicago   Division  crosses  the  line 

1  00k  ami  Will  Counties,  near  the  village  of  I.emont.      The 

new  line  was   opened  as    far  as    Lemont,  on    Sept.    10.    1900,  and   for- 

one  year  was  operated  under  a  rather  slow  schedule,  with  medium 

speed  cars,  in  order  to  permit  hauling  ballast  and  oilier  materials 

of  construction  without   disarrangement   of   passenger  traffic.     Un- 

der  these  circumstances  there  was  no  objection  to  stopping  cars  at 

any   point   and  this  was  done. 

The  through   line   to   Chicago  was  formally  opened  and   a    regu- 


favorable  comments  upon  their  riding  qualities  have  been  a  source 
of  much  gratification  to  those  responsible  for  their  design. 

Careful  investigation  seemed  to  establish  the  fact  that  the  arc 
headlight  is  in  a  state  either  of  transition  or  of  hopelessly  arrested 
development.  Its  failure  at  critical  moments  and  the  travel  of  the 
arc  while  burning  render  its  use  extremely  precarious. 

The  incandescent  headlight  is  reliable,  steady  and  is  readily  made 
portable. 


riG.  23-FIRST  FLOOR  PLAN,  LEMONT  SUB-STATION. 

lar  schedule  established  on  Sept.  26,  1001.  For  a  period  of  one 
month  the  schedule  time  for  the  30-mile  run  was  two  hours,  the 
comparatively  slow  speed  being  adopted  for  the  purpose  of  famil- 
iarizing those  living  along,  and  using,  the  highway  with  the  new 
order  of  things. 

On  Nov.  4.  1001,  the  present  schedule  was  put  into  force,  allow- 
ing one  hour  and  a  half  for  the  run.  To  make  this  time,  it  be- 
came necessary  to  establish   regular   stopping  places  and  to  limit 


Jaw.  15.  1002.] 


STREET  RAILWAY  REVIEW. 


13 


their  number,  particularly  in  the  city  and  villages.  Seven  stops 
are  made  (if  desired)  in  the  first  two  miles,  in  Joliet ;  lour  in  one 
mile  through  Lockport;  four  in  a  mile  in  Lemont,  and  lour  in 
two  miles  in  Spring  Forest,  and  at  suitable  intervals  elsewhere. 
The  necessity  lor  this  might  be  expected  to  appeal  to  the  ordinary 
intellect,  where  anything  like  competition  with  steam  railroad  serv- 
ice was  demanded  by  the  traveling  public,  and  the  great  bulk  of 
riders  promptly  acquiesced.  Some  extraordinarily  constituted  in- 
dividuals in  Lemont,  however,  pondered  over  this  invasion  of  their 
sacred  prerogatives.  They  took  a  trip  one  d;:y  to  111  intermediate 
point  near  Lemont  and  when  they  were  carried  a  short  distance 
past  their  chosen  destination,  advised  the  conductor  of  their  purpose 
to  amend  the  rules  prior  to  his  return.  Their  amend- 
ment went  into  force  immediately  upon  the  pav 
of  some  ties,  under  their  able  guidance,  from  the  side 
of  the  road  to  the  track,  in  the  path  of  an  approach- 
ing car.  The  general  manager  could  not  have 
changed  the  rules  as  quickly  and  the  car  did  stop. 
Luckily  it  was  in  the  day  time,  and  no  damage  en- 
sued, but  the  prospect  of  holding  the  next  commit- 
tee meeting  in  the  penitentiary  has  placed  matters  in 
a  new  light  to  the  reformers  and  the  prompt  action 
taken  in  their  case  will  doubtless  have  a  salutary  ef- 
fect upon  similar  geniuses. 

One-half  the  Chicago  line  is  double  tracked  and 
along  the  other  half  are  located  turnouts  1,000  ft. 
long  and  two  miles  apart.  The  private  right  of  way 
is  all  double  tracked,  affording  an  excellent  oppor- 
tunity for  making  up  time,  in  case  of  delay. 

The  line  is  divided  into  eight  5-cent  fare  sections, 
strip  tickets  being  sold,  six  for  25  cents  or  50  for  $2. 
By  the  use  of  the  latter,  the  fare  is  reduced  to  32 
cents  from  Joliet  Court  House  to  the  Chicago  city 
line,  where  a  5-cent  fare  is  collected  by  the  Chicago 
City  Railway  Co.,  by  which  a  passenger  may  reach 
the  Chicago  City  Hall  or  any  point  on  the  South  Side 
division  of  Chicago.  There  will  be  placed  on  sale  at  Joliet,  Lockport, 
Lemont,  Sag,  Willow  Springs,  Summit  and  City  Line,  single  and 
round-trip  tickets  for  the  convenience  of  those  not  provided  with 
communtation  tickets  above  referred  to.  Conductors  are  also  pro- 
vided with  the  ordinary  form  of  duplex  ticket. 

As  indicated,  connection  is  now  made  with  the  cars  of  the  Chi- 
cago City  Ry.  at  the  intersection  of  Archer  Ave.  with  the  city 
line  at  48th  Ave.  With  the  completion  in  the  spring  of  the  branch 
from  Summit  northerly,  connection  will  be  established  with  the 
Chicago  Union  Traction  Co's.  lines,  giving  direct  access  to  all 
parts  of  the  township  of  Cicero  and  the  North  Side  of  Chicago. 
From  fifty  minutes  to  one  hour  is  now  consumed  in  the  trip  from 
the  city  line  to  the  Chicago  City  Hall 

The  work  of  construction  has  been  carried  on  by  the  DuPage 
Construction   Co.,   under     the   immediate   charge   of     Frederic   E. 


The  railway  and  construction  companies  are,  through  ownership 
of  stock,  controlled  by  The  American  Railways  Co..  of  Philadelphia, 
Samuel   EC   De  Coursey,  president;  William  F.  Harriiy.  vice  presi 
dent;   C.   L.   S.   Tingley,  secretary   and  treasurer;   Silas  W.   Pettit, 
general  counsel;  H.  J.  Crowley,  general  manager,  and  A.  S.  Kibbc, 

engineer. 

*  ■  » 

SOUTHWESTERN   ASSOCIATION. 


The  fourth  annual  meeting  of  the  Southwestern  Gas,  Electric 
Light  &  Street  Railway  Association,  will  he  held  in  San  Antonio, 
Tex..   Apr.    18-21,    1902.     The   meeting  promises   to   be   the  largest 


X 

1    B^^^^v^ 

j^HHRflk 

S^VB^I      I  i 

■H 

JIT1 

giiil 

IIIIEI 

H1M1  IfciS 

'  il  BpCi 

HH^HmUI 

FIG.  24    COMBINATION  INTER1  RBAN  van. 

one    in    the   association's   history   and   there   will    not   be   less   than 
100  delegates  present,  coming  from  all  parts  of  Texas. 

The  directors  of  the  association  have  arranged  for  the  reading 
of  a  number  of  papers  on  engineering  subjects  among  which  may 
be  mentioned:  "Fuel  Oil,"  "Flat  Rate  Evil,"  "Best  Management 
of  Street  Railways,"  "Inspection  of  Inside  Wiling,"  Personal  In- 
jury and  Damage  Cases." 

Mi.    officers  of  the  association  arc  F.  H.  McGregor,  president; 
K.  II.  Jenkins,  vice-president;  F.  H.  Stuart,  secretary;  J.  D.   Miller, 

treasurer. 

■»  »  » 

LANGHOKN-SOMERTON  INTERURBAN. 


flans  arc  now  being  prepared  showing  the  route  of  the  Phila- 
delphia  &   Langhorne   Passenger    Railroad     Co.,     winch     has    been 


*fr  CO*  r*c  r 


c*ouar   *t*os 


#/*rCo*rAcr 


tic.     ■       IN  I  I. HI    KUAN    I. loll  I    WIRING    Ill  A'.K  \M    FOR     I]  C.  P.  III'.  A  III.  I  o  1 1  IS 


Fisher,  general   manager;  Joseph   L,   Brccn,  and   II.   G    Hinl 
perintendents  of  construction;  John   l<     Blackhall  nupcr- 

intendent,  and  Gordon   S.   Si  '■•'   mat- 

ters ha  charge  ol  n  E.  Craft 

and  Frank  W.  Welch,     'I  he  «fas  in- 

stalled by  Frederic   W    Hild  ■  nig  engine  <  .cncral 

Electr:- 
The 

D  lines  and  those  of  tl 

manager,  with  W    II     ' 

of  powi  ,    William    I 

!<•»  N.  Snyder,  maintenance  of  track  and  line. 


red  to  operate  a  six-mile  interurban  between   Langhorn  and 

i 1 1  ton      litis  road       ■■<      nied  I nnect  with  the  1 ■  oi  1  he 

Union    I'ractlon  <o    in  future  when  thai  company  has  decided  to 
Somerton.     I'he  1  oi  For  the  new  road  ai  e  all 

in  hand,  and  Mr,  Um    fan      pi  1    denl   "i  iii.    1 panj .  lis 

'i  thai  1  ontrai  ts  foi  tl trucl 1  thi    1  oad  will  be  lei 

within  a  sIioh  time.     He  di  ilri     to  have  all  the  prelii 

10  that  there  will  be  no  di  lay  In  itai  ting  thi    woi  1    nexl 
sen    up,     1  lie  road  will  i»-  ready  for 
■  .11  by  Jul)  m    t,  and  it  i    1    pecti  d  thai  thi    1  anghoi  ni   E  li  1 
mi   Light,  Heat  flt  ■    •■■■  111  1 ih  the  mum nl  foi  << 

way. 


14 


STREET    RAILWAY    REVIEW. 


[Vol.  XII,  No. 


PENSION  AND  INSURANCE  SYSTEM  ADOPTED 
IN   PROVIDENCE. 


In  November  last  the  United   Tract &  Electric  Co.  of  Provi 

dence,  K.  I  .  placed  in  effect  a  comprehensive  scheme  for  providing 

employes  with  pensions,  sick  benefits  and  insurance,  which  we 

believe   will   be  of  the  gi  to  oilier   street   railways. 

I  In-  pi. 111  was  proposed  by  Mr,  A.    I.  Potter,  general  managei  of 

company,  and  embraces  the  following  benefits: 

A  week!)  pension,  beginning  :it  age  70  and  continuing  until  death, 
hi  the  following  percentages  ol  the  average  weekly  ived 

by  the  employe  during  the  to  years  previous  to  attaining  agi 

1. — If  his  employment  has  continued  for  3s  years  "r  more,  then 
-■  per  cent  of  such  average  weekly  wages  for  each  year  of  such 
employment,  the  total,  however,  not  to  exceed  100  per  cent. 

2. — If  the  employment  has  been  for  30  years,  but  not  so  long  as 

35  years,  then  I  :t j  per  cent  of  such  average  weekly  wages  for  each 
year   of  such   employment. 

3. — If  the  employment  has  been  for  25  years,  but  not  so  long  as 
30  years,  then  1 '  .•  per  cent  of  such  average  weekly  wages  for  each 
year   of   such   employment. 

4. — If  the  employment  has  been  for  20  years,  but  not  so  long  as 
25  years,  then   i'.t   per  cent  of  such  average  weekly  wages   for  each 

year  of  such  employment. 

5. — If  the  employment  has  been  for  less  than  20  years,  then  I  per 
cent  of  such  average  weekly  wages  for  each  year  of  such  employ- 
ment. 

Thus,  if  an  employe  has  been  employed  35  years  and  his  average 
weekly  wages  for  10  years  has  been  $15.  his  pension  is  70  per  cent 
thereof,  or  $10.50  per  week,  equivalent  to  $54(1  per  annum. 

The  entire  cost  of  pensioning  old  employes  is  home  by  the  rail- 
way company. 

As  a  result  of  the  adoption  of  this  system  several  of  the  employes 
of  the  United  Traction  &  Electric  Co.  will  go  on  the  pension  list 
at  once  and  a  large  number  will  receive  its  benefits  within  the  next 
few  years.  The  cost  of  carrying  the  old  employes  under  these  pro- 
visions will  become  practically  a  fixed  charge  against  the  company's 
earnings. 

The  scheme  for  providing  sick  and  accident  benefits  and  life  in- 
surance is  on  the  mutual  plan.  That  is,  regular  weekly  premiums 
will  he  paid  by  all  employes,  but  the  Traction  company  also  agrees 
to  make  certain   contributions  to  the  insurance   fund. 

The  plan  lor  benefits  and  insurance  is  as  follows: 

I. — In  the  cases  of  all  employes  receiving  less  than  $9  per  week, 
an  insurance  of  $500,  in  case  of  death,  and  $4  per  week  during 
total  disablement  by  accident  or  sickness,  and  if  the  employe  is 
rendered  incapable  by  accident  or  sickness  of  following  any  gain- 
ful occupation,  then  this  payment  of  $4  per  week  will  he  continued 
until  the  age  of  70  years,  at  which  time  the  employe  will  he  put 
on  the  pension  list  until  death.  The  life  insurance  may  1"  11 
tinucd  at  the  option  of  the  employe,  if  he  has  a  wife  dependent  upon 
him,  his  weekly  contribution  of  to  cents  to  the  insurance  fund,  as 
explained  later,  heing  deducted   from  the  weekly  pension  payment. 

2. — In  the  cases  of  all  employes  whose  wages  are  $9,  hut  less  than 
$12  per  week,  the  insurance  is  $750  in  case  of  death,  and  $6  per 
week  during  total  disablement.  The  weekly  payment  for  con- 
tinuation of  life  insurance  is  15  cents. 

3. — In  the  cases  of  all  employes  whose  wages  are  $1-'  or  more 
per  week,  the  insurance  is  $1,000  in  case  of  death,  and  $8  per  week 
during  total  disablement  The  weekly  payment  for  continuation 
of  life  insurance  is  20  cents. 

Thus  the  disablement  benefits  run  to  age  70.  ii  disablement  con- 
tinue so  long,  instead  of  for  only  26  weeks,  as  is  customary  in 
companies  and  1  lien   the  pension   benefits   begin. 

Time  during  which  an  employe  is  receiving  pay  for  disablement 
is  counted  in  the  term  of  service  entitling  him  to  pension 

The  company  contributes  toward  the  insurance  fund  as   follows: 

1. — $100  of  each  $500  payable  at  death.  $150  of  each  $750  payable 
at  death,  and  $200  of  each  $1,000  payable  at  death. 

2. — In  addition  to  this,  one-fourth  as  much  as  the  total  contribu- 
tions of  the  employes.  Therefore,  under  this  provision,  almost  as 
much  more  is  contributed  by  the  company  toward  payments  at 
death. 

3. — All  the  expenses  of  operation. 

4. — Any  additional  deficiency  in  the  funds. 


The   total   contributions  of  the  company,   including   for  pensions, 
tinialed  to  more  than  equal  the  total  contributions  of  employes 
on  the  average. 

I  he  contributions  of  the  employes  will  lie  as  follows: 
Employes  receiving  wages  of  less  than  $9  pet  week,  10  cents  per 

week. 

Mini  iving  $0  and  less  than  $12,   15  cents  pet    week. 

ing  $12  or  more.  20  cents  per  week. 

The  company  guarantees  to  pay  all  expenses  "i  operation  ami 

makes   the   liberal  contributions   as     tated,   becau  1    the   payments 

>i   the  employes  are  insufficient  in  themselves  to  meet  the  death 

and  beneficial  payments,  ami  it   is  the  desire  ol  the  company  to 

avoid  making  the  weekly  premiums  a  burden  on  any  of  the  men. 

In  conversation  with  a  "Review"  representative,  Mr.  Potter  made 
the  following  comparisons  between  the  cost  and  advantages  of  the 
benefits  undo  the  company's  scheme,  and  the  cost  of  similar  bene- 
fits in  insurance  companies  or  societies: 

"In  the  company's  beneficial  department,  20  cents  per  week  se- 
cures insurance  as  follows:  Against  death,  $1,000;  against  disabil- 
ity, $8  per   week. 

"  I  lie  disability  benefit  is  payable  during  the  continuance  of  the 
disability  up  to  age  70,  when  the  pension  begins. 

e  benefits   would,   if  purchased   from  a   reliable  stock  com 
pany  on  an  annual  premium  basis,  cost:    Life  insurance  for  $1,000, 
aKe  37.  Pcr  week,  50  cents;   accident  insurance,  $8  a  week,  per  week. 
9  cents;    sickness  insurance,  $8  a  week,  per  week,  10  cents.     Total 
cost   per    week,   75   cents. 

"The  accident  benefits  would  be  for  52  weeks  only  and  the  sick- 
ness benefits  for  26  weeks  only.  The  cost  as  quoted  above  is  i-52d 
part  of  the  lowest  annual  rates  for  such  insurance.  Weekly  pay- 
ment rates  are  always  much  higher  because  of  the  additional  ex- 
pense. 

"Thus  the  lowest  cost  on  weekly  payments  in  reliable  stock 
companies  would  be  as  follows:  Life  insurance  for  $1,000,  age  37, 
per  week,  95  cents ;  accident  insurance,  $8  a  week,  pcr  week,  9 
cents;  sickness  insurance,  $8  a  week,  pcr  week,  16  cents.  Total 
cost  per  week,  $1.20. 

"In  this,  figures  of  accident  and  sickness  insurance  premiums 
are  given  as  i-52d  part  of  annual  rates  because  such  insurance  in 
reliable  stock  companies  cannot  be  had  on  weekly  payments  at  all. 
"The  cost  of  these  benefits  in  mutual  societies  is  variable,  and 
such  insurance  is  also  frequently  unreliable.  The  cost  might  aver- 
age about  as  follows:  Life  insurance  for  $1,000,  age  37,  30  cents; 
accident  and  sickness  insurance,  $8  a  week,  20  cents;  total  cost  pcr 
week,  50  cents. 

"This  is  on  the  basis  of  payments  being  made  monthly  as  in  the 
lodges;  weekly  payments  would  surely  come  higher.  The  accident 
and  sickness  benefits  are  usually  for  52  weeks  only,  or  else  continue 
for  reduced  amounts. 

"The  foregoing  pension  and  insurance  benefits  are  under  this 
plan  to  be  given  to  the  present  employes  of  the  company,  without 
regard  to  age  or  physical  condition,  the  company  accepting  responsi- 
bility for  the  additional  hazard.  Hereafter,  however,  all  new  ap- 
plicants for  employment  will  be  required  to  pass  a  physical  exam- 
ination, and  none  will  be  accepted  who  arc  more  than  35  years 
of  age." 

Mr.  Potter  was  asked  what  might  be  the  legal  complications  tinder 
In  scheme,  as.  for  instance,  would  the  company  be  compelled  to 
pay  a  judgment  secured  by  an  employe  for  personal  injuries,  in 
addition  to  the  benefits  he  would  be  entitled  to  as  the  result  of 
having  paid  premiums  to  the  company's  insurance  department.  Mi 
roller  replied  that  this  was  provided  for  in  a  clause  of  the  mem- 
bership agreement.  In  the  event  of  accident  the  employe  has  the 
privilege,  either  of  taking  the  benefits  to  which  he  is  entitled  under 
the  insurance  plan,  and  signing  a  release,  relieving  the  company  of 
all  further  responsibility,  or  else  he  may  bring  suit  against  the 
company  for  damages,  in  which  case  it  is  stipulated  he  forfeits 
all  claim  to  the  insurance  fund.  The  company  is  liberal  in  this 
matter,  and  even  though  an  injured  employe,  acting  under  bad  legal 
advice,  commences  suit,  the  company  will  permit  him  to  retake  his 
privileges  under  the  insurance  if  he  withdraws  the  suit  before  it 
goes  to  the  jury. 

I  lie-,  provisions  are  certainly  generous  and  liberal  and  the  re- 
sults will  be  watched  with  interest.  Mr.  Potter  states  that  the  men 
themselves  have  unanimously  endorsed  the  entire  scheme,  which 
became  operative  last  November. 


Tan.   IS,   1902.] 


STREET    RAILWAY    REVIEW. 


IS 


THE   RAPID  TRANSIT  PROBLEM  IN   LONDON. 


The  advent  of  American  capitalists  in  the  field  ol  electric  ti 
in  the  city  of  London  has  recently  called  attention  to  the  rapid 
transit  facilities  of  that  city,  and  a  timely  article  upon  this  .subject 
by  Mr.  Frank  J.  Sprague  has  been  recently  published  in  the  En- 
gineering .Magazine,  from  which  we  make  an  abstract.  Mr.  Sprague 
has  nude  an  extended  study  of  the  problem  of  rapid  transit  in 
London  and  his  well-known  ability  and  experience  111  this  field 
gives  his  conclusions  special  weight.  \\  it li in  12  or  15  miles  of 
Charing  Cross  lies  an  area  of  090  square  miles  with  a  resident  popu 
latum  of  nearly  6,000,000  of  people,  but  a  little  over  one-sixth  of 
this  area  contains  three-fourths  of  this  population.  1  he  number 
ot  people  who  daily  enter  and  leave  London  is  indicated  by  the  fact 
that  there  are  no  less  than  17  main  railroad  stations  within  a  radius 
of  two  miles  and  over  300  local  and  suburban  station.. 

the  movement  of  the  trathc  in  the  city  ot  London  is  suggestive. 
Although  but  a  square  mile  111  area,  with  a  day  population  of  300,000 
and  a  night  population  ot  but  a  tenth  of  this,  111  a  single  day  over 
a  million  and  a  quarter  people  and  100,000  vehicles  cuter  and  leave 
its  limits.  1  he  street  traffic  is  carried  on  by  about  200  miles  of 
tramways,  nearly  150  lines  of  omnibuses  and  12,000  cabs.  There  are 
also  two  lines  of  underground  railways  with  suburban  connections 
and  three  deep-level  roads  operated  electrically.  Two  lines  are 
under  construction,  two  more  authorized,  and  parliamentary  rights 
are  sought  for  13  railways  or  modifications  or  extensions  thereof. 
All  new  applications  were  recently  referred  to  a  general  parlia- 
mentary committee,  which,  after  three  months  of  inquiry,  has  re- 
ferred most  of  the  schemes  to  select  committees  with  a  report 
containing  certain  advisory  and  mandatory  restrictions.  I  his  re- 
port is  not  considered  by  Mr.  Sprague  entirely  satisfying,  in 
ured  by  the  needs  of  London.  It  recognizes  the  necessity  of  rapid 
transit;  recommends  underground  roads  which  can  conned  with 
surface  tramways  in  outlying  districts;  suggests  that  they  run 
from  centers  of  traffic  to  other  like  enters  and  to  suburban  dis- 
tricts; advises  shuttle  working  at  the  city  ends  of  loads  instead  oi 
loops,  while  permitting  them  at  the  outer  ends;  opposes  confluent 
conjunctions  and  congested  stations;  endorses  the  multiple  unit  sys- 
tem. 1  he  most  important  question  is  left  without  action— that  is, 
the  placing  of  the  whole  rapid  transit  problem  under  a  permanent 
board  with  full  power  to  deal  with  it  in  all  its  aspects,  without 
which  no  satisfactory  solution  of  the  general  problem  is  po-   ml. 

1  he    most    important    ol    the    existing    roads    tor    internal    tl  iffii 
and  admitting  ot  the  greatest  possibilities,  are  the  Metropolitan  and 
the  District  railways  with  their  extensions,  as  they  hold  the  ke; 
an  immediate  improvement  in  the  rapid  transit  n    London, 

these  two  railways  now    presei  ol 

railway  operation,  for  while  each  ov.  p    <dcntly  a  part  oi  the 

circle,   and  jointly   the  connecting  link,   each   runs   circle   trains   111 
one  direction  only  on  one  track,  tram     from  01 
both  tracks,  and  each  must  provide  way   for  trains   ol   Other   1 
panics.       1  he    eventual    natural    solution    Ol    the    problem,    so    far   as 
these  roads  are  concerned,  is  thru  operation  under  one  management, 
the  abandonment  ol  running  rights  ol  other  n  th    circle 

tracks   and    their   equipment    with   a   system    which   permits   oi    the 
highest    practical    schedule,   and    trams    varying    111    length    and    in 
quency   according   to   the   service   requirements.       1  he   circle    si 
..     highway,    not    an 
tally    unless   the   latter   are    similarly    equipped.      the    need      ol 
the  traveling  public  as  a  whole  will  be  much  belter  served  by  high 

■1,   tWO-minutC  service  on   the  circle   with   exchange  of   train 
junction  points  than  mixed  with  a  di 

irdinated  to  the 

exigencies  of   local   fi 

Water- 
loo .-.  ral   London  ill  to  r<  in 

tubular  type      I  ! 
standard  gage,  but  the  tunnels  vary  from  I0J4  to  16  ft.  in  dian 
the  :  A" 

of  ■: 
lion,  and  the  general    features  of  tin    Central    London   in 

have  been  worked  out  with  remarkable  care,     [Tie  quip 

.  •  r,  is  in  accord   with 

traction,   which  are  contrary  to  lot 

tivc  traction   and  fixed   make-up  of  11 

An  at   present   p  ads  arc   limited   routes 


between  centers  or  along  routes  of  congested  traffic  and  means  for 
interchange  of  traffic  between  the  great  railways.  Having  but  two 
tracks,  however,  tiny  must  always  be  excluded  from  express  service. 
On  account  of  vested  interests,  however,  tubular  railways  arc 
probably  the  only  ones  which  will  be  constructed  in  London,  but 
no  new  roads  should  be  authorized  except  as  a  part  of  a  well  planned 
general  scheme  of  traffic  under  the  supervision  of  a  central  authority 
fully  alive  to  London  needs.  The  requirements  of  London  rapid 
transit  are  the  concentrating  of  masses  ol  people  in  the  morning 
and  distributing  them  at  night  as  well  as  providing  quick  inter 
communication.  An  idea  prevails  that  London  conditions  imply 
require  transportation  between  certain  centers  of  activity.  This 
view  must  be  discarded,  isolation  of  districts  destroyed  and  London 
made  a  city  whose  people  have  a  common  interest  instead  of  an  ag- 

gt  1  ::n ion  of  parishes. 

Multiplicity  of  roads,  independently  run,  on  limited  and  com- 
petitive routes,  forming  no  part  of  a  well  ordered  plan  and  oper- 
ated under  separate  management,  will  add  to,  not  solve,  the  diffi- 
culties  of  the   rapid  transit  problem. 

livery  underground  railway  in  Loudon  should  be  operated  by  a 
single  local  corporation  with  concentration  of  management  and 
undivided  responsibility,  aided  by  the  most  advanced  methods  of 
equipment  and  transportation.  They  should  form  a  net  work,  grid- 
ironing  Loudon,  connecting  all  the  important  centers  at  different 
levels,  having  common  stations  except  in  the  city,  and  111  close  con- 
tact with  the  stations  of  existing  suburban  railroads.  Such  a  sys- 
tem can,  by  proper  parliamentary  action,  be  created  by  the  absorp 
tion  and  harmonizing  of  the  best  parts  of  authorized  roads,  and  the 
addition  of  such  others  as  will  accomplish  the  required  object  with- 
out unnecessary  duplication  of  routes.  The  general  plan  having 
been  determined  upon,  as  was  done  in  Paris,  construction  could 
proceed  upon  the  most  important  lines,  and  the  less  important  sec- 
tions be  added  later.     With  well-chosen  routes,  perpetual  franchises 

and     'I e    of  competition,    capital    would   be    readily    forthcoming 

for  such  a  system,  but  it  would  b.  preferable  to  have  the  construc- 
tion authorized  under  some  plan  of  municipal  help  similar  to  that 
given  the  new  rapid  transit  road  in  New  York.  The  operation  of 
such  a  system  should  lie  accompanied  by  radical  departures  from 
English    steam   railroad  methods.      linn    should    be   an   abolition   of 

classes  and  differential  fares  as  well  as  of  the  present  type  oi  cars, 

No  roads  operating  for  internal  and  short  local  traffic  are  justified 
in  having  class  distinctions;  they  might  as  well  be  made  in  the 
waning    stations    and     platforms,   or     ill     the    lifts.      Oil     almost     all 

branches  there  should  bi    Eree  1  icchange  at  common  stations  except 

1   might  1"'  nr,,      ,m   lo  divert  or  restrict  travel,  as  is  done  on 
Metropolitan  Ky.  of  New  York  and  on  the  elevated  and  surface 
1  mi     in  boston. 

iii partment  car  is  unsuited  to  traffic  of  ihis  character,  and 

while  easy  to  unload,  it  is  not  as  quickly  loaded  ill  practice  as  the 
lor    type   with    free  access    from   one   car   lo   another.      If  train 

nit  the  traffic  the  lattei  cai    load  and  unload 

quickly    and    run    more    evenly    filled    than    the    compartment     type. 

Gradi    cro    ings   should,  of  course,  be    prohibited,    and    jun • 

nih.i    ih. -I 11.     should  be  made  only   where   i"a  are  re 

.  1  - 1 1  .  "i  >••>  hi  1 '  trains  can  i«    afi  lj 

1         ranch      hi  mid  I"  opi  rated  on  the  .shuttle  pi  im  iple 

and  loops  avoided  unit      thej    u liderable  size  and  take  in 

new  territorj   with    everal  stations     Where  common  statiom 

impr.-n  .  .  .'ild  be  1  onnet  ted    by    sub- 

,  .  .  11  .i.  .in    .1  Hi.   ,  H .,  1  mis  oi  ii:    pi .  1  in  ii.  ep  level 

1 id  be  the  moth t  power  needs  no  argu- 

hi    undi  rgi I  1  1 1  id     pi  <  il  i\  1    *  ith    m  fai  t  Eacili- 

...|  thai  ti    ■■  ill  '  <  1. mi. 11, .1  1 1 si  pa  .  1  ngei     «  hit  h  car 

offer  thi  co       the  greatest  vi  niem  1    and  comfort,  the 

fart     and  1  impl  ti    and  1  ipid    ervict       1  he  latti  1 

1     iplication  of  electricit] 

I  and  the  otl axed 

1  he  lal  '1  to  fill  iin  I  lighl  hi iui    and  1 

ippeal  t"  iln    .  1.1      ni  pa    «  ngi  1 

protnpl  iced  1  he  ideal  service,    0  1 hi 

■  1  in.  d,  would  hi   bj     1 I   high    peed 

ami    following  each  other  at   iii  po    ibli al  .   bul 

pi  ohibil      thi      idea!    1  ondil 

pansion  of  the  1  at    into  a   train  varying  in 
11   of  day  ami  lengl  1 g  ol  intt  rval    to 


STREET    RAILWAY    REVIEW. 


[Voi    Nil.  Mo    i 


meet  the  requirements  of  operation  at  high  speed.  These  require- 
ments have  led  to  a  natural  and  logical  development  in  modern 
electric  traction  generally  known  as  the  multiple  unit  system.  In 
this  system  every  motor  car  is  a  unit,  and  any  combination  of  motor 
cars  or  trail  cars  may  also  be  considered  a  unit,  which  can  be  oper- 
ated from  either  end  and  can  be  joined  with  other  units.  Such  a 
system  r,  F  to  every  condition  of  congested  service. 

Similarity  of  equipment  insures  flexibility  of  train  opcraiinn  and 
provides  a  motive  power  proportioned  to  the  requirements.  Loco- 
motive switching  Operations  arc  abolished,  trains  can  be  revel 
at  any  cross-over  and  traffic  concentrated  on  any  section  of  the 
road.  With  high  powered  equipments  any  required  schedule  up  to 
the  maximum  becomes  possible,  and  with  any  given  mileage  the 
number  of  cars  in  service  can  be  made  a  minimum.  Where  a 
crowded  system  has  main  tracks  with  branches,  units  for  the  differ- 
ent   branches    can    be   combined    on    the    main    line   and    split    up   at 

junctions,  and  vice  versa.  The  operation  oi  the  multiple  unit  sys- 
tem is  the  simplest  since  every  ur.it  is  self-contained,  as  is  every 
aggregation  of  such  units.  In  case  of  failure  of  brakes  or  on  slip- 
pery rails  the  machines  throughout  the  entire  train  can  be  speedily 

reversed. 

The  current  in-put  to  the  machines  is  automatically  limited  on 
one  to  its  safe  capacity.  In  practice  train  lengths  vary  from 
two  t'>  nine  cars  and  equipments  from  an  average  of  100  to  300  h.  p. 
per  car.  Tubular  roads  having  13  t't.  diameter  permit  of  the  ap- 
plication of  the  multiple  unit  system  to  any  extent.  Where  the 
diameter  is  only  II  ft.  6  in.,  however,  as  on  some  of  the  roads  built 
or  projected,  then  there  can  be  but  limited  equipments.  These 
roads  are  built  with  accelerating  and  braking  gradients  so  that 
good  schedules  require  but  two  motors  on  half  the  cars.  By  having 
trains  made  up  of  two  three-car  or  two  four-car  units,  the  first 
and  last  car  of  each  unit  being  equipped  with  two  motors,  a  special 
construction  of  car  in  even  these  limited  dimensions  becomes  pos- 
sible. On  such  equipments  it  is  the  best  practice  to  cut  the  trains 
in  two  for  the  lighter  hours  of  service  and  to  maintain  a  high  fre- 
quency, alternate  trains  being  sent  unbroken   into  the  yards. 

At  certain  hours  of  the  day  some  of  the  suburban  steam  lines 
have  already  nearly  reached  the  limit  of  expansion  by  steam  opera- 
tion on  existing  tracks  and  are  seriously  considering  adding  to 
their  facilities  by  construction  of  tunnels  for  their  suburban  lines. 
Such  construction  is  utterly  unnecessary,  and  if  these  roads  should 
operate  their  suburban  traffic  electrically  their  capacity  could  be 
very  largely,  increased.  On  many  of  them  there  are  from  11  to  13 
cars  in  a  train  even  at  times  of  light  traffic,  when  the  trains  are 
often  an  hour  apart.  With  station  distances  averaging  iJ4  miles  the 
schedule  speed  is  sometimes  as  low  as  13  miles  per  hour.  On  such 
roads  the  train  movements  could  not  only  be  greatly  increased  in 
busy  hours,  but  traffic  can  be  created  at  other  hours  by  offering 
superior  facilities  in  higher  speeds,  more  frequent  trains  and  prompt 
connections  with  local  feeders  which,  quite  apart  from  any  econo- 
mies of  operation,  would  insure  a  large  return  on  the  cost  of  an 
electrical  equipment. 

Briefly  summarizing,  then,  rapid  transit  in  London  depends  upon 
a  widespread  and  radical  application  of  electricity,  and  this  is  of 
even  more  importance  than  the  creation  of  new  tunnels.  The  latter 
should  be  built  according  to  well  matured  plans  under  a  central 
authority.  The  roads  should  form  part  of  a  general  system  under 
a  single  management.  Classes  should  be  abolished,  one  regular  rate 
of  fare  should  be  established  with  workmen's  fares  in  limited  hours, 
and  free  exchange  except  on  limited  routes  or  within  two  zones. 
Locomotive  practice  should  be  abolished  and  trains  operated  in 
small  units  which  could  be  combined  at  will.  Electrical  trains  should 
be  provided  in  place  of  many  of  the  buss  lines  on  crowded  streets. 
Every  steam  railway  should  equip  its  suburban  service  at  once  with 
electricity.  It  needs  but  a  practical  survey  of  all  that  has  been 
accomplished  in  the  United  States  to  realize  the  immense  benefits 
possible  by  an  intelligent  adoption  of  electrical  populsion. 

■»■  » 

The  new  electric  railway  between  Lancaster,  Pa.,  and  Man 
has  been  partly  completed,  and  cars  are  running  between   Manhcim 
and  Petersburg. 


BIRMINGHAM.   1ALA.1   NOTES. 


Since  the  Birmingham  Railway,  Light  &  Power  Co.  has  decided 
to  convert  the  steam  line  bctv.  Ogham  and  Bessemer  into 

an  electric  line  the  question  of  securing  good  current  all  the  way 
to  Bessemer,  and  especially  at  the  Bessemer  end,  has  been  a  very 
important  one.  Several  plans  have  been  proposed  and  abandoned. 
The  engineers  finally  decided  that  to  operate  the  road  successfully 
it  would  be  necessary  to  have  a  power  station  in  Bessemer  and 
the  management  accordingly  opened  negotiations  with  the  Besse- 
mer Electric  Co.  for  the  sale  of  its  plant  and  the  result  was  the 
purchasing  of  the  same  at  $24,000.  The  plant  will  be  overhauled  and 
enlarged,  and  will  not  only  furnish  current  for  the  Bessemer  end 
of  the  electric  road,  but  will  furnish  current  for  the  lights  in  Bes- 
semer and  the  adjacent  furnaces.  This  acquisition  of  the  Birming- 
ham company  now  makes  it  owner  of  one  of  the  largest  lighting 
properties  in  the  south. 

This  company  has  recently  purchased  two  blocks  of  land  lying 
between  Third  and  Fifth  Aves.  and  10th  and  nth  Sts.  in  Birm- 
ingham and  will  erect  thereon  a  first-class  barn  and  machine  shop 
at  a  cost  of  $100,000.  The  plans  are  now  being  prepared  by  Ford, 
Bacon  &  Davis,  engineers,  and  the  barn  will  be  modeled  somc- 
« hat  after  that  of  the  new  Orleans  &  Carrollton  R.  R.  in  New 
t  irlcans.  only  on  a  larger  and  more  extensive  scale.  It  will  be  of 
brick,  with  a  cement  floor  and  iron  roof  and  doors,  making  it  prac- 
tically fireproof.  The  capacity  of  the  machine  shop  will  be  such 
that  50  cars  may  be  worked  on  at  once.  It  is  the  desire  of  the 
company  to  keep  all  the  cars  of  the  system  at  this  barn  and 
abandon  the  other  small  barns.  The  purchase  price  of  this  site 
was  $25,000. 

As  a  token  of  the  company's  appreciation  for  efficient  and  loyal 
service  all  employes  who  worked  on  Christmas  day  received  an 
envelope  containing  one  day's  wages  with  the  compliments  of  the 
season  from  the  company.  This  in  addition  to  their  regular  wages. 
All  manifested  the  sincerest  appreciation  of  this  gift  on  the  part 
of  the  company  and  it  is  hoped  that  the  custom  will  be  maintained. 
The  laying  of  70-lb.  high  T-rail  on  21st  St.  from  First  to  Sixth 
Ave.  has  begun  and  when  completed  the  paving  of  this  street  with 
vitrified  brick  by  the  city  will  closely  follow.  The  overhead  con- 
struction on  this  street  has  already  been  changed  from  center  to 
side  pole. 

Mention  was  made  in  the  December  issue  of  the  "Review"  of 
the  form  of  examination  all  applicants  for  position  of  motormen 
and  conductors  were  subjected  to.  The  forms  mentioned  have 
been  supplemented  by  two  books  of  questions,  one  for  motormen 
and  one  for  conductors,  consisting  of  143  questions  each,  and  cov- 
ering all  the  principal  rules  and  bulletin  orders.  These  books  are 
all  printed  with  blank  lines  under  each  question  on  which  the 
applicant  writes  the  answers.  These  examinations  are  conducted 
under  the  direction  of  the  chief  clerk  to  the  manager,  who  exama- 
ines  the  answers  and  marks  the  men  accordingly.  On  the  mark  an 
applicant  makes  to  these  questions  depends  whether  or  not  he  is 
taken  into  the  service. 

To  facilitate  the  inspection  of  the  trolley  lines  the  line  inspector 
has  been  provided  with  a  special  car,  a  vehicle  with  four  rubber 
tired  wheels  on  which  is  set  the  propelling  gear  of  a  bicycle.  With 
this  the  inspector  can  cover  quite  a  good  deal  more  ground  in  a 
day  than  otherwise.  The  car  is  light  and  easily  removed  from  the 
track  on  the  approach  of  a  car. 

A  folding  aerial  tower  wagon  has  been  added  to  the  "trouble 
department"  of  the  railway  and  is  operated  very  much  like  a  hook 
and  ladder  of  a  fire  department. 

The  freight  traffic  on  the  Bessemer  and  Birmingham  line  has 
increased  to  such  a  marked  degree  that  it  has  been  found  necessary 
to  purchase  a  light  Baldwin  locomotive  for  this  service  alone.  At 
the  present  time  mixed  trains  are  run  on  this  line. 


The  Berlin  &  Bridgeport  Electric  Street  Railway  Co.,  of  Berlin, 
Out.,  has  been  granted  a  charter. 


The  New  York  &  Queen's  County  Railway  Co's.  new  line  be- 
tween Long  Island  City  and  Flushing  was  opened  for  traffic  Decem- 
ber 15th.  The  new  route  reduces  the  running  time  between  these 
points  by  20  minutes. 


The  United  Railways  &  Electric  Co.,  of  Baltimore,  has  erected 
a  new  building  at  the  park  terminal  station,  to  replace  that  which 
was  burned  last  spring.  The  structure  is  divided  into  three  com- 
partments to  be  used  severally  as  a  waiting  room,  car  dispatcher's 
office,  and  lunch  room  for  employes. 


Jan      15.    1902.) 


STREET    RAILWAY    REVIEW. 


17 


The  "California"  or  Combination  Car. — I. 


i:v   W.  E.  l'ARTRIDi.i:. 


The  "California"  car  has  been  for  years  the  principal  style  of 
street  car  used  on  the  Pacific  Coast.  It  might  almost  be  termed 
the   only    street    car   of   that    region.      During   the   last    half   dozen 


they  embody  the  leading  characteristic  of  the  type,  that  of  both 
open  and  closed  portions.  So  far  as  the  comfort  and  convenience 
of  the  passenger  go  the  two  styles  are  nearly  the  same,   and  with 


1    ORIGINAL  OF  THE  "I  ai.i|"KNia     TYPE  OF  STREET  CAR. 


years  the  type  has  been  steadily  working  its  way  eastward    Whet 

ever  it  has  been  introduced  it  has  encountered  strong  oppo 

The  climates   of   the   middle   and    Atlantic   states   were   said   to   be 


1.  if il  ii a 


lie    j      ■   kLIFORNIA"  CAR  ON  4-WBEEL  TRUCK. 

•   «     / 

unsuitable   for   it.      But    in   spite  of  thi s   and  many  otl 

and  prejudices  it  has  won   its  way.  and   is  in   use   in  considerabl 

numbers  as  tar  1  ork.     In  the  milder 

climates  of  the  middli  

of  the  popular  types      In   England  tl  ob 

tained  a  considerable  popularity.     I' 

well  with  the  double  deck  car  and  would  probably 

take  the  place  of  that  fori  in  both  in 

England  and  on  the  continent  but  for  the   fact  that 

the   streets   arc   both   narrow   and   cr 

double  deck   car   gives   a   maximum   capacity    ior  si 

given    length.      As    t|  the 

■  the  doub 
qii'-nce. 

Strictly  speaking  the  California  cat  hich 

has    1 

n  which  tl 
open  '    form  in  wlif  li 

built     It   mighl   be  di   1  ribed 
as  a 
<.f  an 
>.r     fa  -  The 

cars   havl 
end  at  dosed  1  11 

joined.     'I  hese  are  riot   strictly  ip 


the  advantage  in  favor  of  the  California  type.  As  their  useful 
md  characteristics  are  so  nearly  the  same,  we  may  properly 
consider  them  together  provided  we  bear  in  mind  the  fact  that 
they  are  by  no  mean  identical.  In  the  East  nearly  everything 
thai  runs  on  wheels  and  has  3  combination  of  open  and  closed 
portions  is  called  a  "California"  car. 

["he  t'n -1  California  car  which,  so  Cat  a  we  can  learn,  was  the 
first  combination  open  and  closed  ear  of  any  kind,  for  a  street 
railway,  was  built  by  the  firm  of  J.  Hammond  &  Co.,  of  San 
Francisco,  Cal.,  in  1889,  The  idea  and  design  originated  with  Mr. 
John  Hammond  who  was  the  founder  of  the  firm.  The  car  went 
into  actual   service  on  the   California   St.  cable  road  in   San    Fran 

■ 11   Nov.  '"'•   1889,     It   ran  continuously  all  winter  and  after- 
wards  the  firm   built  a   full   equipment   of  these  cars   for  the   road 

\   patent    for  the  invention   was  issued  to  Mr.   Hammond  in  1892. 
rpe  made  a  decided  hit.     The  public  approved  of  it.     The  cs 

in.!  cumbei  ome  turntable    al  the  ends  of  tin-  cable  roads 

no  longer  necessary  and  a  remarkable  step  had  been  made 

Fig.    1   shows  a  view   of  this   first  car. 

A  little  study  of  11  develop    several  verj   interesting  points,    The 

tl]  ii    details  from  (!"■  firsl      ["here  were  no 


MFTIRNtA     CAR,  MARKE1       111  11    1.      SAN  FRANCISCO, 


crudities    to    be  •  Ine    Impot  tanl    pom 

did    1   ."I    "1 1  1    - 

no  1  "I 


18 


STREET    RAILWAY    REVIEW. 


IVol.  XII.  N      i. 


trucks   and    mi    furnished    with    track   brakes      These   are 

I   upon   the  steep  grade*  of  the   cable   roads  of 

San   Ft  l  ho  gripman  in  these  cars  is  placed  between  the 

seats   where  he  is  out   of  the  way  of  the  passenger  and   is  at   the 

same  rime   I  annoyed  by   them.     It   will   he   noticed 

that  this  arrangement  of  longitudinal  seats  with  the  grip  or  motor 

man   between   them    is   used  on   all   the   Pacific    Slope   cars   of   the 

'ttia   type 

In  a  lettei  Mr    F    P    Vining,  general  manager  of 

•  m  Francisco,  throws  some 
light  upon  the  conditions  prevailing  on  his  lines  and  their  bearing 
the  development  of  the  type  The  first  cable  line  began  op 
oration  in  t8,-o  "The  ears  used  consisted  of  a  closed  car  much 
like  the  horse  ear  previously  in  use  and  an  open  dummy  containing 
the   grip." 

"When  tl  ics  commenced  their  operati 

1R83  the  <tyle  of  combination  car  still  used  was  adopted      1 
tically  he    closed    car    and    open    dummy,    formerly 


I'H..  4-  SHORT  'CALIFORNIA"  CAR.  MARKKT  STREET  RV.,  SAN 
FRANCIS.  I  I 

used,  but  consolidated  into  a  single  car  instead  of  constituting 
two  separate  cars  as  formerly "  The  Eastern  reader  will  under- 
stand that  the  dummy  was  a  small  open  car  with  longitudinal 
seats  between  which  the  gripman  was  placed  with  the  levers, 
brakes,   handles,  etc. 

When  the  electric  cars  were  introduced  in  the  city  of  San 
Francisco  in  1893  the  electric  cars  were  naturally  modelled  upon 
the  same  pattern  as  that  which  had  previously  given  so  great 
satisfaction.  In  speaking  of  the  combination  of  open  and  closed 
car,  Mr.  Vining  says:  "This  style  of  car  is  peculiarly  adapted  to  the 
climate  of  our  city.  You  are  aware  it  is  never  cold  enough  here 
to  freeze,  and  is  never  oppressively  warm,  while  during  a  large 
part  of  the  year  we  have  strong  cold  winds  from  the  Pacific 
Ocean.  The  result  is  that  at  all  seasons  of  the  year  about  half 
of  our  passengers  wish  to  ride  in  the  open  section  and  ahout  half 
in  the  closed  section,  and  our  style  of  car  seems  precisely  to  meet 
the  wants  and  wishes  of  the  public." 

Of  course  this   style  of  construction  is  not  quite  so  well   suited 

eastern   climates   as    to  the   mild,    regular   conditions   of   the 

Pacific   Coast       But    we   have   lone   summers   and   cold,    raw   winds 


FIG.  5— "CALIFORNIA"  CAR   I  OR  SEATTLE  CITY  RY. 

are  common.  Open  cars  are  called  for  late  in  the  autumn  and 
early  in  the  spring  when  only  a  few  of  the  passengers  really  care 
for  them.  In  some  of  our  cities,  notably  New  York,  the  boards  of 
health  order  that  at  least  one  car  in  every  four  shall  be  closed. 
This  is  readily  complied  with  by  using  a  combination  or  California 
car  in  connection  with  the  ordinary  open  cars. 


In  the  cold,  chilly  summer  evenings  common  to  the  Atlantic 
states  a  closed  car  is  more  comfortable  for  most  people  than  an 
open  one.  With  the  open  types  now  in  uses  here  there  is  no  pro- 
tection for  the  passenger,  who  shivers,  takes  cold  and  makes  his 
complaints,  without  hope  of  relief.  Many  of  our  eastern  car 
builders  have  announced  that  they  saw  little  use  for  the  California 
type  elsewhere  than  on  the  Pacific  slope.  Passengers,  h 
would   welcome   such    a   typo  on    the   cold   evenings   and    on    those 


CALIFORNIA"  IN  1  I  RIRHAN   WITH  STRAH.IIT  SIDES. 


raw  days  which  make  our  climate  a  terror.  It  is  true  combination 
cars  do  not  answer  very  well  even  in  New  York  for  a  winter 
service,  but  they  are  all  right  during  the  season  when  open  cars 
are  used. 

Fig.  1,  as  has  been  said,  is  a  view  of  the  first  California  car 
ever  built.  It  had  most  of  the  modern  features  except  the  bulk 
hen is  at  the  ends.  These  have  been  added  in  cars  built  more 
ly.  Fig.  2  shows  a  late  pattern,  also  built  by  J.  Hammond 
&  Co.  The  car  is  much  smaller  and  is  mounted  on  four  wheels. 
It  is  for  electric  instead  of  cable  propulsion.  Each  end  of  the  car 
is  fitted  with  a  bulkhead  and  drop  sash,  and  there  are  two  steps 
instead  of  one.  In  other  respects  the  car  externally  closely  re- 
sembles its  larger  predecessor  of  the  cable  road.  The  closed  body. 
however,  is  fitted  with  cross  seats  instead  of  those  running 
tudinally.  A  projecting  buffer  and  drawhead  protects  the  dasher. 
Figures  are  not  at  hand  in  regard  to  its  length,  but  it  is  probably 
but  little  more  than  half  as  long  as  the  earlier  car. 

Figs.  3  and  4  show  two  recent  cars  built  by  J.  Hammond  &  Co 
for   the  Market   St.   line  in   San   Francisco.     Both   are   for   electric 


FIG.  7     SHORT  •CALIFORNIA"  WITH  STRAIGHT  SIDES. 

traction.  Fig.  3  shows  an  8-wheel  car  apparently  of  about  the 
same  length  as  that  shown  in  Fig.  2,  say  40  ft  It  has  the  curved 
panels  of  the  regular  street  car  pattern.  Aside  from  the  different 
method  of  propulsion,  the  cars  arc  much  alike.  Bulkheads  with 
sash  have  been  added  at  the  ends  and  the  two  cross  seats  with  the 
dasher  have  been  omitted.  The  closed  body  is  one  window  longer 
There  are  twtj  steps,  a  feature  found  in  most  of  the  later  cars 
built  by  the  firm.  When  a  body  is  of  necessity  carried  high  two 
steps  are  a  great  advantage.  The  passenger  easily  and  quickly 
gains  a  footing  on  the  lower  step  and  if  this  is  made  of  sufficient 
width  the  car  may  be  safely  started,  leaving  him  to  mount  to  the 
floor  at  leisure.  Two  steps  are  much  safer  than  the  single  16-in. 
of  ordinary  four-wheel  open  cars  and  very  much  better  than  the 
higher  steps  found  on  most  open  cars  mounted  on  double  trucks. 


Jan     15.    1902.] 


STREET    RAILWAY    REVIEW. 


19 


Fig.  4  is  a  shorter  four-wheel  car  with  the  details  as  in  the  pre- 
vious figure.  In  these  two  Market  St.  cars  the  eastern  railway 
man  will  note  with  interest  the  elaborate  protection  given  at  the 
space   between   the   wheels.     It    would   he   nearly   impossible   for   a 


«-KOOT  "CALIFORNIA- 


CAR,  BUILT   BY   MARKET  STREET  RV ..  SAN 
FRANCISCO. 


person  to  fall,  or  be  thrown  under  the  car.  Wire  netting,  or  slats 
carried  by  bars,  completely  closed  the  space  between  the  steps.  Fig. 
5  shows  another  form  of  California  car  built  by  the  same  firm  for 
Seattle.  As  it  is  to  be  mounted  on  a  single  truck  and  is  carried 
very  low  only  one  step  is  needed.  The  space  between  the  steps 
in  this  case  is  guarded  by  a  wire  netting. 

One  position  in  connection  with  all  these  cars  is  worthy  of  imita- 
tion by  street  railway  men  in  other  parts  of  the  country.  All  the 
cars  have  fenders,  but  they  are  all  placed  so  that  they  are  not 
likely  to  trip  up  the  pedestrian.  They  do  not  project  five  or  six 
feet   in    front  of  the   bumper,   taking   up   room   and   causing   more 


build  a  California  car  with  a  steam  car  side  and  a  long  body.  A 
car  of  this  style  is  shown  in  Fig.  6.  It  has  seven  windows  upon 
each  side  of  the  closed  body.  The  car  is  mounted  upon  double 
trucks,  has  the  space  between  them  protected  with  slats  and  has 
double  steps.  The  body  has  a  pair  of  truss  rods 
under  the  sills  and  the  usual  needle  beams.  This 
is  a  high  speed  suburban  and  intevurban  car  and  is 
tilted  with  a  trolley  pole  at  each  end.  A  shorter 
car  of  the  same  kind  is  shown  in  Fig.  7.  It  will 
be  noticed  that  the  posts  used  in  the  open  portions 
of  these  cars  arc  of  a  type  quite  different  from  any- 
thing of  the  same  sort  made  in  the  F.ast.  One  in- 
vention at  least  seems  to  be  anticipated  in  the  ar- 
rangement to  carry  the  drip  from  the  roof  gutters 
down  through  one  of  the  grab  handles. 

Fig.  8  is  a  40-ft.  cable  car  built  by  the  Market 
Street  Railway  Co.  of  San  Francisco.  It  is  es- 
pecially interest  nil;  as  showing  how  little  change 
has  been  made  in  the  type.  It  has  more  elaborate 
life  guards  which  appear  to  be  most  sensibly  ar- 
ranged. The  guards  at  the  sides  are  hinged  in 
order  to  give  easy  access  to  the  trucks.  The  latter 
are  each  of  them  furnished  with  powerful  track 
brakes  operated  by  levers.  The  body  of  the  I  ai 
Has  five  windows  and  is  14  ft.  5  in.  long  over  the 
end  panels.  The  total  seating  capacity  is  46  In 
this  ear  a  regular  buffer  beam  is  introduced  having 
a  projection  of  9  in.  in  front  of  the  dasher. 

The    construction    shows    some    peculiar    and    in- 
teresting   features.      The    letter    board    proper   does 
not  extend  beyond  the  closed  body.    The  bow  of  the 
hood  and  the  sign  board  are  separate  and  are  merely  roof  mem- 
bers and  not  a  portion  of  the  car  framing.     Longitudinal  strength 
and  stiffness  at  the  posts  is  secured  by  large  ornamental  brackets, 
Cross  brackets  are  also  provided  as  will  be  seen  by  reference  to 
1    which   shows  both  the  plan   and  elevation   of  the   Market 
line. 
The  posts   arc   inserted    merely   as    supports    for    the    root    and   to 
furnish  suitable   sup]. oris  for  grab  handles.     They  are  not  intended 
to   strengthen    the    roof    materially    against    longitudinal    or    trans- 
verse strains.    As  the  seal     an    longitudinal  in  the  open  part  there 
is  no  way  of  anchoring  them  to  the  sill  at  the  bottom.     For  this 


~v  '  t '  '  r 


1 


1- 


"    if" 


FIG    ■    DETAILS  "I    "1  AMI  ornia     i  ar.  in  M.I    IIY   MARKET  HTREE'I    RY  ,  SAN  FRANCISCO 


ntl  than  thi 

b  ndei 
from    i  t   and    4   the   slat 

iard 

In  addition  to  the  strictly  street   car  type  the  Messrs.    Hammond 


arc   propi  light     1  i .   the   whole    a  1  u<  1  no 

h  covet     the  opi  n  1 

1 1  ength  ii  1  1     oil 

and    t*  111  I'e      lidl        'II       an-  of    wood    in    Iwo    pail 

with  a  j}^  •  ■  n  them      lie    eenti         !     b.a< 1 

an  I  beam  sandv  1  en  two  lib'  rs  ol   wood      1 


20 


STREET  RAILWAY  REVIEW. 


[Voi    Xil.  No    i 


arc  jf  flat  li.ir  Iron  trussed.     There  are  also  truss  rods  under  the 
side  fills  extending  from  bolster  to  bolster.     Numerous 
or  I  ansverse  timl>ers  are  used  with  tie  holts  holding  the  mIIs  to 
geth   r  hy  pairs.     AM  of  the  four  sills  pass  from  end  to  end 
car    without    interruption,    thus    making   a    very    strong   floor.      By 
carrying   the   body   high   there   is   no   intcrferance   with    the 
and    the   framing   design    is   not   sacrificed   to  obtain   space   t 
whe  N  and  trucks.     The  car  is  about  6  ft.  8  in.  wide  over  the  sills 
and  nearly  7  ft    wide  over  the  widest  part  of  the  body.     The 
step   has   a  projection  of  about    16  in.     The   monitor   is   built   with 
the   Klass   in    two   sections,    making   the   monitor   side    IS   in.   high. 
In  all  the  cars  illustrated  the  gong  is  placed  on  the  roof.     This  is 
the  natural   position  and   with   the  cable  cars  the  most   convenient, 
since  the  gripman  always  had  a  hand  at  liberty      With   the  advent 
of   electricity    the    motor    man    has   both    hands   occupied    and    the 
foot   has  been  called  into  use  to  sound  the  gong,  often  very  much 
to  the  discomfort   of  the  passengers.     Heavy   "kicking"   is   one  of 
the  nuisances   which   passengers  in   New  York  and  Jersey   ( 
least    can    often    complain.      The    overhead    position    has    the    ad- 
vantage of  being  out   of  the  dirt   and  of  giving  the   sound  clearly 
without  obstruction. 

These  cars  are  of  especial  interest  as  showing  the  California 
type  in  its  original  form.  Other  huilders  while  retaining  the 
leading  features,  have  made  wide  departures  from  the  forms  shown 
These  we  shall  speak  of  at  another  time. 


ANNUAL   BANQUET  AT  LANCASTER,   PA. 


NEW  YORK-NEW  JERSEY  TROLLEY  TUNNEL. 


Plans  were  made  public  last  month  for  the  completion  of  the 
old  Hudson  River  tunnel  connecting  15th  St..  Jersey  City,  with 
Morton  St.,  New  York.  Mr.  David  Young,  general  manager  of  the 
North  Jersey  Street  Railway  Co.,  has  stated  that  his  company  has 
made  arrangements  to  run  its  cars  to  a  point  near  the  mouth 
of  the  tunnel  where  passengers  will  be  transferred  to  the  tunnel 
cars.  Similar  connections  will  be  made  with  the  cars  of  the  Met- 
ropolitan Street  Railway  Co.  on  the  New  York  side.  The  tunnel 
company  will  run  its  own  trolley  lines  through  the  tunnel  and 
these  cars,  owing  to  the  size  of  the  tunnel,  will  be  smaller  than 
the   usual   trolley  cars. 

Considerable  work  was  done  on  this  tunnel  several  years  ago. 
The  old  plans  contemplated  a  two-tube  tunnel  and  enough  work 
is  finished,  according  to  the  statement  of  the  engineers  in  charge. 
to  prove  that  it  is  unnecessary  to  sink  supports  to  the  bed  rock 
as  it  is  planned  to  do  in  the  case  of  the  Pennsylvania  Railroad 
tunnel.  On  the  north  tube.  4,000  ft.  on  the  Jersey  side  and  200  ft. 
on  the  New  York  side  were  completed  8  years  ago  and  on  the 
south  tube,  600  ft  on  the  Jersey  side  were  finished  at  the  same 
time.  Of  this  work,  1,500  ft.  on  the  Jersey  end  of  the  north  tunnel 
are  of  modern  construction,  that  is,  cast  iron  tubing,  the  rest,  which 
was  put  in  many  years  previously,  is  constructed  of  brick  and 
thin   steel.     The  tubes  are  18  ft.  in  diameter. 

The  Jersey  City  terminus  of  the  tunnel  is  covered  by  a  large 
temporary  building  in  which  machinery  is  installed  for  building 
the  tubes,  and  includes  the  air  pumps,  water  pumps,  etc.  For  sev- 
eral years  an  engineer  and  a  fireman  have  been  stationed  at  this 
building  and  the  tunnel  has  been  kept  free  from  water  and  the  air 
in  it  has  been  constantly  renewed.  There  has  been  no  work  done 
on  the  approach  to  the  tunnel  which  is  entered  at  present  by  n 
perpendicular   shaft. 

The  new  company  which  is  to  finance  the  tunnel  project  has 
among  its  incorporators.  F.  B.  Jennings,  of  New  York,  and  John 
Young  and  Horace  C.  Holding,  of  London.  The  company  is  cap- 
italized at  $5,000,000  common  and  $3,500,000  6  per  cent  cumulative 
preferred  stock,  and  $7,000,000  first  mortgage  5  per  cent  bonds. 
Neither  of  the  trolley  companies  in  Jersey  City  or  New  York  will 
assume  any  financial  obligations  in  regard  to  the  tunnel,  their  only 
connection  with  it  being  an  agreement  for  the  transfer  of  pas- 
sengers between  New  Jersey  and  New  York.  Tt  is  also  stated  that 
the  Jersey  City.  Hoboken  &  Patterson  Street  Railway  To  will 
carry  passengers  to  the  mouth  of  the  tunnel 
♦*-» 

The  Market  Street  Railway  Co.  of  San  Francisco,  has  selected 
a  site  on  which  to  erect  new  machine  shope.  The  company  pro- 
poses hereafter  to  construct  its  own  rolling  stock,  and  will  give 
employment  to  a   large   force  of  mechanics. 


Nearly  400  employes  of  the  Lancaster  County  Railway  &  Light 
Co.  were  tendered  a  complimentary  dinner  on  the  evening  of  Jan- 
nary  2d,  which  was  1  f  the  company's  appre- 
of  the  faithful  work  of  (he  employes  during  the  year.  Nearly 
every  one  of  the  employes  of  the  I  fraction  Co.,  the  Edi- 
son Electric  Illuminating  Co.,  the  Lam  Light  &  Fuel  Co. 
and   the   Columbia   Electric  Light   Co.   was   present.      I 

trated   the   cordial   relations   existing  between   the   er 
and   the  company.     The  dinner  followed  close  upon  the  announce 
menl   that   the  wages  of  the  conductors  and   motormeo   would  be 
increased   10  per  cent   after   January    15th.   and   both   were  greatly 
appreciated  by   the   men. 

A  year  ago  Mr.  W.  B.  Given,  president  "f  the  company,  inaugu- 
rated the  custom  of  giving  a  dinner  to  the  I  1  The  success 
of  the  first  banquet  led  him  to  promise  at  that  time  that  the  dinner 
would  be   repeated  annually.     Since  last   year   several   new   1 
lions    were   merged    under   the   management   of    the    traction    com 
party,  but  the  company's  hospitality  was  extended  to  all  the  em 
til  the  consolidated  companies. 

The  operation  of  the  entire  street  car  system  was  suspended  from 
9  to  12  o'clock  in  the  evening  and  substitutes  were  engaged  to  take 
charge  of  the  power  house,  gas  plant,  etc..  in  order  that  every 
employe  might  attend. 

At  the  close  of  the  dinner  a  number  of  speeches  were  made.  Presi- 
dent Given  first  addressing  the  men.  After  complimenting  them 
on  their  efficient,  competent  service  of  the  past  year,  he  stated  that 
as  long  as  they  served  the  company  with  fidelity  and  the  public 
with  courtesy,  their  positions  were  as  sure  as  the  rock  of  Gibraltar; 
no  political  or  other  influence  could  affect  them.  The  benefit  asso- 
ciation organized  by  the  men  was  commended  and  Mr.  Given,  on 
behalf  of  the  directors  of  the  company,  presented  it  with  a  purse 
of  $100. 

Mr.  F.  S.  Given,  general  manager  of  the  company,  next  ad 
dressed  the  men.  He  is  very  popular  among  the  employes  and  was 
extended  an  ovation.  The  other  speakers  were  C.  Edgar  Titzel. 
superintendent  of  the  lighting  department ;  Oscar  M.  Hoffman, 
treasurer:  Thomas  P.  McManus,  one  of  the  oldest  conductors  on 
the  road :  W.  W.  Hensel.  general  counsel :  B.  F.  Zook.  foreman 
of  the  carpenters;  Edward  A.  Rcist.  manager  of  the  Conestoga 
Park  theater:  Major  B.  Frank  Breneman.  who  presented  the  benefit 
association  with  a  $100  bond  of  the  first  street  railway  line  in  the 
city,  worth  ahout  $110.  and  W.  M.  Franklin.  The  banquet  came  to 
a  close  at  12  o'clock,  at  which  time  President  Given  extended  an 
invitation   to  the  men  to  a  similar  dinner  the  following  year. 


THEY  WERE  SHORT. 


The  Washington  correspondent  of  the  St.  Louis  Globe-Demo- 
crat tells  the  following  story  on  Senators  Hanna  and  Lodge:  "They 
got  on  the  car  together  the  second  day  of  the  session.  The  two 
chatted  about  the  events  of  the  day.  and  seemed  oblivious  of  the 
fact  that  the  conductor  of  the  car  was  standing  patiently  in  front 
of  them  waiting  for  his  fare.  Lodge  was  first  to  realize  it.  He 
started  to  feel  first  in  one  pocket,  then  in  another.  Senator  Hanna 
pulled  back  the  capacious  skirts  of  his  Prince  Albert  and  began 
a  search  of  himself.  Hanna  found  a  rough  looking  jack-knife  and 
four  rubber  bands.  Lodge  brought  out  a  gold  match  safe  and  a 
nail  file.  Then  Hanna  looked  at  Lodge.  Lodge  looked  at  Hanna, 
and  both  continued  the  search.  Eventually  they  produced  7  cents 
between  them. 

"The  conductor,  noting  their  silk  tiles  and  the  distinguished  ap- 
pearance of  Lodge,  hesitated,  but  finally  reached  for  the  7  cents. 
with  the  comment.  Til  remember  you.  Judge,  and  you  can  pay 
me  the  other  three  the  next  time  vou  ride '  " 


The  Fond  du  Lac  &•  Oshkosh  (Wis.)  Electric  Railway  Co.  was 
incorporated  December  13th,  with  a  capital  stcck  of  $100,000  and 
projects  an  interurban  electric  line  between  the  cities  named  in 
the  title.     Passengers,   mail  and  express  will  be  carried. 


The  Catawissa  (Pa.)  &  Bloomingsburg  Electric  Railway  Co. 
has  been  granted  a  franchise  for  the  construction  of  a  line  through 
the  borough  of  Catawissa. 


Ian- 


street   RAILWAY   REVIEW. 


21 


THE  BUFFALO   HIGH-TENSION   CABLE   DIS- 
TRIBUTION SYSTEM. 


BY    HAROLD  W.  BI   I   K 


In  the  development  oi  the  electrical  transmission  of  power  many 
propositions  are  being  presented  oi  a  water  power  or  coal  mine 
situated  within  such  a  distance  of  a  city  that  it  is  cheaper  to  trans- 
mit power  from  the  mine  or  waterfall  than  to  generate  it  by  steam 
in  the  city  itself.  In  such  systems  three  engineering  elements 
must  be  considered:  first,  the  generating  plant;  second,  the  trans- 
mission line,  and  third,  the  method  for  distributing  the  power  at 
the  end  of  the  transmission  line.  Electrical  generating  plants  and 
transmission  lines  have  been  the  subject  of  many  discussions,  but 
the  terminal  arrangements  for  transmission  lines  are  newer  in  their 
development,  and  it  is  the  object  of  this  paper  to  bring  the  mat- 
ter before  the  members  of  the  Institute  for  discussion,  the  problem 
presented  being  the  best  method  of  distributing  the  power 
throughout  a  city  after  a  point  has  been  reached  in  the  transmis- 
sion line  where  it  is  no  longer  safe  to  carry  the  power  overhead 
at  the  transmission  voltage.  Such  limitations  exist  on  the  out- 
skirts of  all  cities. 

In   order  10    serw   a  ior   discussion   and   to   point   out 

the  varous  considerations  which  enter,  a  brief  description  will  be 
given  of  the  method  which  has  been  adopted  for  the  distribu 
tion  of  Niagara  power  at  Buffalo. 

Fig.  i  shows  a  map  of  the  Niagara-Buffalo  transmission  line 
indicating  the  relations  between  the  overhead  circuits  and  the 
circuits  of  distribution  within  the  Buffalo  city  limits,  the  numeral 
3  on  the  map  indicating  the  terminus  of  the  22,000-volt  overhead 
three-phase  lines.  At  this  point  the  thru  overhead  circuits,  each 
having  a  capacity  of  10,000  h.  p.  at  7  per  cent  line  loss,  enter  a 
terminal  house,  «nd  are  connected,  as  shown  in  Fig.  2,  through 
circuit  breakers,  selector  switches,  bus  bars,  etc.,  to  the  22,000-volt 
primaries  of  the  step-down  transformers.  These  transformers 
have  a  Icapaci  y  oi  3,000  h.  p.  each,  and  arc  of  the  oil-water  cooled 
type.  The  secondaries  of  the  transformers  are  wound  for  11,000 
volts,  making  the  ratio  of  reduction  of  voltage  2:1.  The  second- 
aries of  the  transformers  are  connected  through  selector  switches 
and  two  sets  of  bus  bars  to  the  underground  cables,  each  of  which 
is  connected  through  an  air-break  circuit-breaker.  With  the  ar- 
rangement shown,  the  Buffalo  system  can  be  operated  in  two  sec- 
tions if  desired,  and  an  overhead  circuit  or  any  cable  connected 


plied  from  I 

drawn  through  till  ier,  and 

•  airy  the  power  • 

Buffalo.     A  ■ 

9-32-in.  nil/'  ;2  in    rubb 

n    paper 

city,   with   the    various    method',    wlii.  ! 


from  one  to  another  and  for  cutting  out  damaged  sections  of  a 
cable  by  means  of  section  switches,  so  that  the  entire  length  of 
cable  from  the  terminal  house  will  not  have  to  be  cut  out  of  ser- 
vice. Special  attention  is  called  to  these  section  switches,  which 
are  shown  in  Fig.  4.  They  are  of  the  triple-pole,  single-throw  type 
of  oil-break  switch,  with  a  waterproof  hood  of  iron  bolted  to  the 
top  of  the  switch  frame  for  the  protection  of  the  cable  heads  and 
leads.  These  switches  are  installed  in  vaults  under  the  city  streets, 
placed  al  convenient  intervals.  Some  of  the  vaults  are  as  large  as 
10x12  ft.  The  switches  are  absolutely  waterproof  and  could  be  sub- 
.iry  without  danger,  and  will  open  the  circuits 
under  heavy  loads  without  difficulty.  They  have  proved  of  great 
convenience  at  times  when  repairs  have  been  made  necessary  on 
sections  of  cables,  and  for  locating  faults  without  the  necessity  of 
cutting  the  cable.  I  believe  that  underground  section  switches  of 
this   kind   would   prove  of  great  service  to   all  high-tension   cable 


2J0OO 

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TRANftFORMI  M 


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It.  hi  lii  mf? 


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CABLE  CIRCUIT  BREAKERS 


CABLE  CIRCUIT  BREAKERS 


PIG    J    CONNECTIONS,  BUFFALO  TERMINAL  HOUSE. 

systems,  and  believe  that  the  design  shown  is  entirely  safe  for  ser- 
vice at  11,000  volts. 

In  all,  seven  sub-stations  are  supplied  with  power  at  11,000  volts, 
three-phase,  distributed  as  follows  with  reference  to  Fig.  3: 

ion  No.  4 — 2,000  h.  p.,  for  railway  purposes,  transformed  from 
11,000  volts  to  300  volts  and  fed  to  (our  500  h.  p.  rotary  coin,  rters 

1,000  h.  p.,  for  general  pow  1    1 button  on  a  tertiary  system   al 

2,200  volts,  three-phase,  the  voltage  being  lowered  from  11,000  volts 
by  three  250  kw.  transformers.  This  2,200-volt  distribution  is 
partly  overhead  and  partly  underground. 

Station    No.    5 — 1,500  h.  p.,   for    railway   purposes,  transformed 
|6o  volts  and  fed  to  three  300  h.  p.   rotary 
converters. 

Station   No.  6-  1,000  h.  p.,   lor  railway  service,  as    in    Station 

Station    No.   7 — 5,000  h.   p.   is   transformed   from    11,000  volts   li 
ml  ol  the  Buffalo  1  lighting  Co.  in  an 

adjacent   building.      1,000   li.    p.,    n  in    formed    to   2,200  volts,   tin.. 

l/ution  on  the  tertiary  system. 
Station  No.  8 — 2,000  h.  p.,  transformed  from  11,000  volts  to  2,200 
ei    distribution   on   the   tertiary   system. 

on  No.  0—1,500  h.  p.,  tned  from  11,000  volts  to   160 

for  supplying  power  to  three  500  h.  p.  rotary  converters  for 
railway  purposes. 

Stat.  11    railway  purposes,  as  in   Station 

No.  o. 
It  might  be  asked  why  the  power  is  not  transmitted  from  Niag 

ills  al  11)000  ributed  through  the  underg nd 

cables  mat it  will  be  found,  however,  thai  thi 

laving  1   lines  by  the  u 

lie  Iransfoi installation  In  tl 

.   and    thai    the     Svinj    in    line   loss   is  greater  than   llir 

loss  In-  a  1 '         rmei        [*hi    [1  nger  the 

lini  let   would  l>r  the  prop.  iving 

It  may  also  be  asked  why,  il  the  overhead  lines  are  to  I"-  "1 

■'X>  volts,  the  transmission  ontinue  at  this  voltage 


22 


STREET    RAILWAY    REVIEW. 


[Voi    Xil. 


throughout  the  cable  system  in  order  to  avoid  the  use  of  step- 
down  transformer*.     It  is  true  that  there  have  been  examples  of 
:nl  operation  of  underground  cables  at  voltages  even  higher 
ill. hi   -•-'.i«>i   .  uismission   from   the  plant   of  the 

St.   Croix    I  but '  obviously,   what  can    be    done    on   a 

through  trunk  line  cannot  be  safely  done  on  a  network,  and  the 
Buffalo  underground  system  ly  .[  network.     It  lias  many 

lateral  connections,  frequent  joints,  section  switches,  cable  heads 
and  switchboard  connections,  and  under  these  conditions,  which 
are  probably  no  different  from  the   i  .of  other 

I  believe  that  11,000  volts  is,  in  the  present  state  of  the  art  at  least, 
the  highest  voltage  that  should  be  considered.  The  success  of  the 
Buffalo  power  distribution  at  11,000  volts,  -which  has  cover.. 1  a 
period  of  about  four  years,  has,  however,  demonstrated  the  safety 
and  feasibility  of  using  a  potential  as  high  as  this,  provided  the 
greatest  precautions  arc  taken  in  the  selection  and  installation  of 
cables,  and  in  the  insulation  of  all  terminal  appliances.  It  seems 
to  show  that  there  is  no  longer  any  reason  for  fixing  the  prevailing 
voltage  of  6,600  volts  as  the  safe  limit  for  underground  work  and 
[or  paying  for  the  extra  copper  and  ducts  required  by  the  lower 
voltage. 

In  cases  of  short-circuit  in  the  cables,  practically  no  damage  is 
done  at  11,000  volts  on  account  of  the  small  current.  Short-cir- 
cuits have  occurred  on  these  cables,  which  have  had  the  whole  of 
Niagara  power  back  of  them,  and  it  has  been  found,  after  locating 
the  fault,  that  the  lead  was  barely  melted  off  around  the  fault.  At 
6,600  volts  such  a  short-circuit  would  undoubtedly  blow  the  cables 
to  pieces,  on  account  of  the  greater  current,  the  heat  energy  at  the 
fault  being  nearly  four  times  as  great.  This  is  a  practical  advan- 
tage, for  it  reduces  the  risk  of  damage  to  adjacent  cables  and 
ducts.  , 

In  the  city  of  Buffalo,  then,  we  find  a  distributing  company 
called  The  Cataract  Power  &  Conduit  Co.,  purchasing  power  from 
the  Niagara  Falls  Power  Co.  at  the  Buffalo  city  line,  at  the  trans- 


which  const!  1    is  supplied  from  the  tertiary  system  men 

tioncd   at    2.200   '•  111    sub-stations   own. 

operated  by  the  Catai  &  Conduit  Co. 

Prom  a  business  as  well  g  standpoint  it  ia  l» 

licved  that  the  methods  used  in  Buffal  •  ry  sat- 


I.S.  —  itCTIOs  M.ITCH 

c.  a.  —  cmcurr  •hcakia 

PIG.  3— BtlFPAM)  11,000-VOI/r  CAHI.E  SYSTEM. 

isfactory  anJ  economical.  The  primary  company,  viz..  the  Xiag 
ara  Falls  Power  Co.,  confines  its  attention  to  the  generating  plant 
and  transmission  line,  the  distributing  company  to  the  delivery  of 
three-phase  25-cycle  alternating  current  power,  and  the  railway 
and  lighting  companies  to  the  interests  of  their  own  circuits.  This 
separation  of  responsibilities  is  entirely  logical  and  most  conven- 


FIG,  a  -UNDERGROUND  SWIT<  H 


mission  voltage,  lowering  it  to  11,000  volts,  three-phase,  25-cycles. 
and  distributing  it  as  raw  material  in  this  form  as  dealers  in  power. 
To  the  railway  company  it  is  delivered  for  transformation  an 
version  for  use  on  their  own  direct  current  circuits,  to  the  lighting 
company  for  conversion  into  the  various  forms  in  which  they  re- 
distribute it  to  small  consumers,  and  it  is  also  delivered  to  various 
factories  using  power  in  quantities  from  75  h.  p.  and  upwards,  to 


ient.  It  would  be  still  better  if  the  Cataract  Power  &  Conduit  Co. 
could  confine  itself  to  the  delivery  of  power  at  a  single  voltage, 
viz.,  11.000  volts,  but  the  tertiary  distributing  system  at  2,200  volts 
is  necessary,  for  the  reason  that  it  is  obviously  not  safe  to  supph 
small  consumers  of  power,  such  as  small  factories,  with  connec- 
tions at  so  high  a  voltage.  By  transformation  to  2,200  volts  the 
numerous  "grounds"  which   occur  on  these  circuits  are  made   in- 


Ja\.   15.   1902] 


STREET  RAILWAY  REVIEW. 


23 


dependent  of  the  main  cable  system,  and  the  introduction  of  the 
transformers  adds  to  the  self-induction  oi  these  circuits  and  limits 
the  violence  01  short-circuits  which  occur  upon  them. 

The  transformation  01  voltage  at  the  city  line  irom  22,000  volts 
to  11,000  volts,  beside  being  necessary,  is  also  a  positive  cl- 
ing advantage,  lor  the  reason  that  it  renders  the  ti.ooo-volt  cable 
system  independent  oi  "grounds,"  and  high  voltage  disturbances 
from  lightning,  resonance,  etc..  which  occur  at  times  on  the  trans- 
mission line,  since  there  is  no  electrical  connection  between  the 
two.  Although  there  have  been  several  instances  of  rises  of  poten- 
tials on  the  overhead  line  iar  above  the  normal,  resulting  probably 
irom  resonance,  no  rises  oi  voltage  have  been  noted  as  having 
been  transmitted  to  the  cables  by  induction  through  the  cores  of 
the  step-down  transformers. 

It   is   believed   that   the   methods   here  described   are   practicable 
and  convenient,  and  can  be  saicly  iollowed  in  principle   by   tli.  - 
who  are  planning  similar  systems  of  distribution. 


NOTES   FROM   BINGHAMTON,   N.   Y. 


MILFORD  &   UXBRIDGE   ROAD  OPENED. 


December  20th  the  Miliord  &  Uxbridge  Street  Railway  Co.  opened 
its  line  to  the  public  and  the  initial  trip  over  the  road  was  made 
by  a  large  party  in  charge  oi  Mr.  W.  E.  Goss,  general  manager  oi 
the  company.  The  car  was  decorated  with  flags  and  was  greeted 
with  the  greatest  enthusiasm  by  the  residents  all  along  the  line. 
The  road  passes  through  Mendon,  which  has  heretofore  been  with- 
out street  railway  facilities.  At  Lake  Mendon,  which  is  a  short 
distance  from  the  latter  city,  a  rustic  waiting  room  has  been  built. 
The  storage  battery  station  of  the  road  is  also  situated  on  the  banks 
of  this  lake.  At  Uxbridge  where  the  road  terminates  the  party 
disembarked  and  spent  a  short  time  in  examining  the  handsome 
new  public  library  which  was  recently  presented  to  the  town. 

The  return  trip  to  Milford  occupied  nearly  an  hour,  as  no  at- 
tempt at  fast  time  was  made,  and  the  officers  of  the  company  were 
heartily  congratulated  by  the  party  on  the  opening  of  the  road.  The 
line  passes  through  a  region  of  beautiful  scenery  and  bids  fair  to 
be  well  patronized.  Since  the  opening,  regular  hourly  trips  have 
been  made. 

About  15  acres  of  beautiful  wooded  territory  on  the  line  of  the 
road  has  been  purchased  and  is  to  be  fitted  up  as  a  summer  park, 
which  has  been  named  by  the  company  Lake  Mendon  I'ark.  It  is 
designed  to  make  this  a  popular  place  for  pleasure  seekers  next 
summer  as  a  boat  house  has  been  erected  and  other  buildings 
planned,  including  a  large  pavilion,  several  small  ones  and  a  theater. 
These  will  be  constructed  in  time  for  the  early  opening  of  Lake 
Mendon  Park  in  the  spring.  A  number  of  boats  and  launches  will 
be  placed  in  commission  on  the  lake  which  is  a  beautiful  sheet  of 
water  covering  about  100  acres. 

Waushacum  Park,  at  South  Framington,  is  another  pleasure 
ground  supported  by  this  company.  These  two  parks  are  about 
16  miles  apart  and  it  is  not  believed  that  the  attractions  of  either 
one  will  detract  from  the  public  interest  in  the  other.  No  admis- 
sion is  charged  to  the  park  for  either  trolley  riders  or  those  who 
come  in  carriages. 

The  company  has  already  a  number  of  open  cars,  but  the  addi- 
tional business  expected  on  the  opening  of  the  summer  parks  has 
resulted  in  the  placing  of  orders  for  a  number  of  new  ones.  Five 
new  cars  are  now  building  at  Worcester,  and  several  more  have 

I  he    large    double    truck 
closed  cars   of  which   the  company  owns  several,   have  a   seating 
capacity  of  50  passengers.    The  company  also  owns  five  1  trgi 
plows  and  two  more  have  been  contracted  for.     All   the  large  cars 
of  the  company  are  euipped  with  air  brakes  with  axle 
pressors.     Whistles  arc  used  gongs  who 

n  available. 

I  he  officTs  of  tli'-  company  arc:  Join  1   president;  Ar- 

thur   R.   Taft,    vice-president;    E.    W.   Goes,   treasurer    and    gi 
manager ;    M.ixham  E.  Nash,  superintendent. 

»  •» 

The  vling  Green  &  Find 

lay,  O.,  is  building  an  addition  to  its  car  DO 

The   «'•  long,    with   a   capacity    for    storing    10 

It   will   be   >n«-d   for   housing  the   new    rolling    Mo.  V    ■: 

Pindlay  il 


Announcement  was  made  last  month  of  the  consolidation  of  the 
Binghamton  Railroad  Co.  and  Biuglianiton,  Lestershire  &  Union 
Railroad  Co.  with  an  authorized  capital  of  $1,500,000.  The  new  cor- 
poration will  be  known  as  the  Binghamton  Railway  Co. 
The  new  company  plans  to  construct  .1  system  of  suburban 
roads  which  will  embrace  many  miles  of  new  track  and  connect 
that  city  with  Main,  Little  Meadows,  Pa.j  OwegO,  llalstead,  Great 
Bend,  Pa.,  and  other  suburban  towns.  Financial  provisions  have 
been  made  for  a  complete  power  house  equipment  necessary  to  the 
efficient  operation  of  the  prospective  system. 

Mr.  G.  T.  Rogers,  president  of  the  Binghamton  Railroad  Co.,  re- 
ports that  the  consolidation  is  by  no  means  a  new  idea,  but  has 
been  effected  after  carefully  considering  the  plan  for  several  years. 
The  city  system  and  the  Union  extension  are  now  both  upon  a 
sound  financial  basis  and  their  full  earning  capacity  has  been  de- 
termined. 

An  additional  power  plant  with  a  substation  at  Union  and  a  new 
car  house  will  be  built  as  soon  as  possible.  All  the  extensions  will 
be  constructed  for  both  freight  and  passenger  traffic,  and  it  will 
be  the  aim  of  the  company  to  furnish  Binghamton  and  its  vicinity 
with  a  first-class  system  of  interurban  roads  and  to  provide  them 
as  soon  as  they  can  be  built. 

The  issue  of  $1,500,000  of  bonds  is  to  be  secured  by  a  mortgage 
of  $2,500,000,  the  remaining  $1,000,000  of  bonds  to  remain  unsigned 
and  unexecuted  until  the  issue  thereof  is  duly  authorized  by  the 
Board  of  Railroad  Commissioners.  The  latter  sum  can  only  be 
issued  in  any  case  for  certain  purposes  prescribed  in  the  mortgage. 
The  sum  of  $1,150,000  is  to  be  held  in  escrow  to  redeem  the  under- 
lying bonds  of  the  two  parties  to  the  consolidation,  I  lie  remainder 
of  the  $1,500,000  issued  is  to  be  applied  to  improvements  and  exten- 
sions. 

A  suit  brought  against  the  city  of  Binghamton  and  the  Biugliani- 
ton Railroad  Co.  to  compel  the  city  to  collect  from  the  company 
the  expense  of  paving  between  the  tracks  and  2  ft.  outside  ha 
dismissed.  The  suit  was  brought  two  years  ago  by  an  abutting 
property  owner  and  the  railroad  company  became  a  party  to  the 
case,  its  defence  being  that  it  had  a  contract  with  the  city  under 
which  the  railroad  company  was  only  required  to  pay  one-fifth  of 
the  expense  of  paving  between  the  tracks.  A  decision  on  this  case 
1  ink-red  in  favor  of  the  company  two  years  ago  and  an  appeal 
was  taken  to  the  Appellate  Court,  which  ordered  a  new  trial,  ["he 
railroad  company  has  already  paid  the  one-fifth  which  it  claim 
was  due  the  city,  and  it  was  accepted  by  the  city.  The  court  holds 
that  it  would  be  an  absurdity  to  claim  that  the  common  council 
oi  the  city  of  Binghamton  had  done  an  illegal  act  in  this  case  when 
under  the  statute  the  council  could,  by  resolution,  authorizi  the 
particular  a.  1  complained  of. 

The  tracks  of  the  company1     Eto      Park   line  are  t"  li<-  moved 

from  the  south  side  of  Park  Ave.  to  the  center  of  the  street.      I  In 
is  the   result  of  an  amicable  settlement  between  the   railroad   com- 
nil  committee  of  common  council,     Il   has  been   agreed  thai 

1  i mpanj    will  raal  requested  the  city  will 

grant  it  a  franchise  foi   a  doubli    trad    OVO    P   rl     Vve.,  if  the  prop 
erty  owners   will   consent  to  tins  ind   if   the   company   is 

given  .a  hast  a  40-it.  roadway  for  these  trad        1  i uncil  com 

which  investigated  the  tnattei  befon  compelling  the  company 

11    change  claimed  thai   thi    trad  or   thi    publii 

1    the  company  1  laimed  a  p 

right  of  way  mi  the  strip  occupied  by  its  trad     and,  therefore, 

1l1.1t    11   could   ii"l    be   forced   oil       There   an    111,   papers   or   records 

found  10  establish  01  disprove  this  claim,  ami  .1    both 

d  0.  keep  thi   matti  1  oul  ol  thi  1  out  1    thi    1] 

mi  11I  was  reached. 

»»  » 

COST  OF   RAILWAY  STRIKE. 

Albany    County    has    closed  nil    with    the    Albeit)      liui 

Co.,  whir  ii  advanced  tin-  money  to  del                              rowing 
■  ■in  of  the  strike  >■>  the  1  mpli  Co  in  tin- 
spring  oi   ir,,i       1 1,,-  that  the  1  ailing  oul   ol   Ihi 
1.  quin  'i   to  n  1  del    in   the  city, 
■1.   mainteni 
I  luting  the  strike  tl  000  ched      li      n  on  the  Al 


24 


STREET  RAILWAY  REVIEW. 


XII.   N,i 


Express  Service  in  Detroit. 


The  electrii  tervicc  lias  developed  rapidly  and  grows  in 

popularity  ■  ibilittel  in  the  way  of  frequent  communica- 

tion, quick  deliver]  of  express  and  light  freight  between  citi 
the  suburban   towns   in   the  adjacent  territory  become   better   ap- 
preciati  tuple   of   what   can    be 

this  line.     I  here  are  now  IS  electric  •  h  from 

!5  to  4"  it    long,  on  the  electric  railways  which  center  in  Detroit 

rve  the  territory   within   a    radius  of  (xi  mill  dl   the 

various    towns    in    that    territory    from   one    to    three    deliverii 
day.     Were   the  express  handled  by  the  steam   roads  the   shipments 
would  be  one  or  two  days   later,  and   naturally   the   trolley   service 
with  delivery  assured  the  day  of  shipment,  is  appreciated  by  patron.. 
illy   as   the  charges   are  almost  at    freight    i 

As  before  Mated,  some  of  these  towns  have  two  and  three  deliv- 
l  day  I  he  number  of  deliveries  is  in  accordance  with  the 
amount  of  traffic  to  go  forward.  For  instance,  shipments  out  of 
Detroit  lor  Ml.  Clemens,  a  point  located  on  the  Rapid  Railway,  are 
forwarded  three  times  a  day — at  10  a.  in.  .(  p.  in.  and  7  p.  in.; 
freight   for  New    Baltimore,   St.   (.'lair  and   Port    Huron. 

but  once  a  day.  at  .!  p.  m. ;  for  Royal  Oak,  Birmingham,  Circle  and 
Pontiac,  twice  a  day.  at  1  p.  m.  and  8  p.  m. ;  for  Delray,  Wyan- 
dotte and  Trenton,  twice  a  day,  at  8:20  a.  m.  and  2:20  p.  111.  and 
for  Rochester.  Washington  and  Romeo,  once  a  day,  at  1  p.  m. 

These  departures  being  so  arranged,  so  as  to  cover  points  en 
route  oftener  than  the  steam  roads,  still  further  give  perishable 
goods,  if  any,  immediate  despatch,  thus  avoiding  loss  through 
delays. 

On   the   several   divisions  of  the    Detl  lies,   agents   have 

been  placed  at  principal  points.  Some  on  a  salary,  others  on  com- 
mission, this  depending  in  a  measure  on  the  size  of  the  town  and 
prospective  business  in  sight.  Still  further,  experience  has  demon- 
strated, better  results  can  be  obtained  on  the  salary  basis.  Where 
it  has  been  found  necessary  to  establish  agents,  they  have  been 
started  on  commission,  the  change  to  salary  being  made  when  the 
agency  has  been  developed  to  a  certain  standard.  Where  no  agents 
are  located,  such  as  prepaid  stations,  small  combination  express  and 
waiting  room  shelters  have  been  erected,  where  the  expre 
freight  can  be  placed  under  cover  until  such  a  time  as  own. 


The  milk  buiini  grown  rapidly,  and  in  order  to  prop- 

erly handle  it,  it  has  been  found  necessary  to  operate  special  milk 
cars  on  the  several  divisions,  which  cars  leave  the  outer  terminal 
of  the  line  the  first  thing  in  the  morning,  and  pick  up  milk  all  the 
way  into  Detroit. 

In  the  beginning  the  company  had  much  difficulty  in  the  handling 
of  express  ami  Ugh)   freight  'f  the  careless  handling  by 


TEAM  TR.U  K     DETROIT  FREH.M1    DEPOT. 

car  crews  and  incompetent  agents;  but  this  has  been  remedied  and 
now  no  agent  or  conductor  is  appointed  unless  he  has  had  some 
preliminary  training  along  this  line.  Express  must  be  handled  by 
experienced  men ;  otherwise  the  earnings  will  be  depleted  through 
the  payment  of  claims  resulting  from  overs,  shorts  and  loss  and 
damages,  due  to  nothing  but  careless  checking  and  handling. 
\i    Detroit    the  most   important   thing  to  contend   with   has  been 


EXPRESS  SERVICE  IN   tiETRi'iT     TRACKS  FOR  CARS  ON   EAST  SIDE  OF   I  •  I   POT, 


for  it.  All  shipments  for  these  prepaid  stations  are  accepted  en- 
tirely at  owner's  risk  of  delivery,  and  so  receipted  for.  The  idea  is 
to  relieve  the  electric  road  of  all  responsibility  for  delivery  after 
freight  has  reached  its  destination. 


the  expense  of  handling,  which  prior  to  the  consolidation  of  the 
electric  lines  by  the  Everett-Moore  syndicate  was  cared  for  through 
three  separate  depots.  For  instance,  express  from  the  Rapid  Rail- 
way  was   handled   through   one   depot ;   that   from    the    Detroit    & 


Jan     is,    1902.] 


STREET    RAILWAY    REVIEW. 


2S 


Pontiac,  Detroit  &  Wyandotte,  Detroit  &  Northwestern  and  the 
Detroit,  Rochester,  Romeo  &  Lake  Orion  roads  through  another 
depot,  and  that  express  for  the  Detroit.  Ypsilanti,  Ann  Arbor  & 
Jackson  Railway  through  yet  another.  This  entailed  an  expense 
for  each  depot  of  an  agent  and  staff,  which  since  last   September 


16  in.  This  way-bill  is  the  same  as  express  and  railroad  way-hills. 
forwarding  point,  destination,  date  of  shipment  and  way-bill  num- 
owing  in  proper  places.  I  lie  way  bill  numbers  are  arrived 
at  by  commencing  with  number  one  the  first  of  each  month  and 
numbering  them  consecutively   until   the  end  of  the  month.     This 


INTERIOR  OF  ELECTRIC   EXPRESS   DEPOT,  DETROIT. 


has  been  changed  and  the  stations  consolidated  in  one  large,  joint 
located  on  the  corner  of  Fifth  and  Congress  Sts.,  in  close 
proximity  to  depots  of  steam  roads,  also  navigation  companies,  thus 
also  decreasing  cartage  expense  where  interchange  is  neces- 
sary. Still  further,  the  location  eJ  this  depot  is  such  that  it  is  easy 
of  access  by  all  important  wholesale  and  retail  stores  and  commis- 
sion houses  in  case  any  of  them  desire  to  take  advantage  of  quick 
service. 

The  building  is  45  ft.  by  105  ft.    On  one  side  is  the  team  track  or 
driveway  where  freight  is  received  and  delivered.    Our  illusti 
give  a   fair   idea   of  the   traffic   handled.     On  the  east   side  of  the 
shed  there  are  double  tracks  with  accommodations  for  four  ca 
each  track,  with  ample  room  for  switching. 

The  interior  of  the  shed  is  clear  of  all   posts,  thus  giving  ample 
try  for  the  prompt  receiving,  sorting  and  loading 
the    express    and    freight.      Comfortable    offices    for    the    agent    and 
staff  arc  at  one  end       I  agi    foi    tl 

rishable  g' 
lor  use  in  connection   with  this  service  the   company   has   a    full 
lich   have   been   designed   with   care, 
tills  in  the  receipt  showing  the  date,  from  wh  I.  to  whom 

ition  and  a  complete  list  of  all  ai  ug  up 

made  in  duplii  1  being 

taken. 

the  back  hereof,"  which  are  in  thi    form  11  ually 

milai  t"  tfi 

m  the 

When  express  in  on  ibis 

■   ibis  form  marked  "Duplicate."      If  the 

I  it ti  the  shipping  bill,  the  origin  ited   by 

K  agent's  name   with  I  hit 

company    and    the    ihtpmenl  rig    tin- 

company   a  ■ 
■hipment  being  In  bad  order  ipping  bills, 

irded 

After  goodl  ha  . 
are  then   billed  out   on  .1   way  bill,  thil    form  ted   In   three 

being  iz'/x 


II  number  is  used  as  reference  in  all  correspondence  relating 
to  any  matter  coming  up  in  regard  to  any  shipment  covered  by  this 
particular  way-hill.  The  facts  shown  on  the  way-bill  are  designated 
by  the  headings  of  the  various  columns,  which  include  consignor, 
consignee,    number   of    p  leseription.    weight.    1:1 

advances,  amount  prepaid  and  total  to  collect. 

The  rate  is  taken  from  the  company1    regular  express  tariff,  winch 
is  governed  by  the  rub  Offii        Cla    ifii  ttion      I  he  rati    on 


INTERIOR  vii.u 

'i"    difl  nndli  d   an     a ling    to    thi 

ipli      hipmi 
in .  furniture  01  li     liable  to  damage  from   bn  il 

mm  h  highi 

,1   and 
which  will  weigh  mon  than  thi  icntioned 

Afler    Ibis    way  hill    ||   I  orupb ■!■  ill 


STREET    RAILWAY    REVIEW. 


[Voi    Nil 


one   extra   rj  :    taken.     These  extra   tissue  copies  are   for- 

d  t,.  the  .in. lit. it  daily,  who  checks  the  weights,  ra 

■  ence. 
he  Bhipmeni  at  us  destination  thi  g  agent 

checks  tin'  various  shipments  billed  to  Ins  station  from  the  original 
way-bill,  noting  exceptions,  if  there  be  any,  as  to  condition  of  ex- 


\i\l:oil  GltniUb  ^iciil'iiciij 


— ..    ■ —    .Ti-  — ti_ 


..f   Way-Bill,"  etc.,  must  agree  with  the  corresponding  columns  of 

the  "Abstract  of  Way  Hills   Received."      This   font  name 

an  abstract  or  summary  of  tin-  totals  of  all  way  bills 

.1,  and  is  made  up  for  periods  ending  7th,  14th,  2ISI  and  last 

h   in.. ntli,  and  a  like  abstract  of  "Way-Bills   Forwarded"  is 

made  up  on  a   similar   form. 

ICtS  of  waybills  forwarded  is  compiled  from  the 
■pics  and  shows   Date,   Way-Bill   No.,  Weight,   Freight,   Ad- 
vance, Prepaid. 

Vfter  the  particulars  have  been  entered  in  the  Express  Received 
book  an  "Expense  Bill,"  shown  reduced  in  big.  3  (original  size 
oso  in.  1   is  made  out,  a  carbon  copy  being  taken.     When  the  sbip- 


•MterfcAWw 


.OaWIHOlNU  AOCNT  1N1N«  rOLlOWIWO  AMOTIONS 


P,  *  U.  Cv  ' 

r<*  »h*l  attM  Wlilin    oU  ,  •  Iml  w 

■  klAu<nflhriUiil*JM... 


®e*toi*  ^Hitei  aflaitwaq. 

'. , -Wlw, 


Dmmmstm 

For  Charge*  on  ttprttt 

V* 

U    *J\                                                 >Hd.(*UatJ    SV 

UTieiii  ub  ■»»■  • 

WU—1 

■*»• 

0..0. 

fnm 

Delivered  the  above  property 

Received  payment  for  the  Company,          - 

sanr  nwi?. 

""•«» 

»    u 

PIG.  I. 


press  when  received  from  car.  In  case  of  there  being  any  articles 
damaged,  over  or  short,  the  receiving  agent  makes  report  of  the 
fact  on  a  special  form,  filling  in  the  information  called  for  in  the 
various  blank  spaces.  This  form  is  made  out  in  duplicate,  the 
original  being  sent  to  the  forwarding  agent  for  his  report,  on  that 
ited  "Forwarding  agent  answer  follow- 
ing questions."  This  enables  the  forwarding  agent  to  advise  the 
receiving  agent   to  correct,   in   case*  of   error   in   billing,   and    what 


111.  111  is  delivered,  the  consignee's  receipt  is  taken  on  the  duplicate 
and  the  agent  receipts  for  charges  on  the  original.  Collections  are 
made  on  delivery  unless  the  consignee  has  a  regularly  authorized 
ledger  account. 

When  money  has  been  collected  by  the  receiving  agent,  he  makes 
an  entry  of  it  in  his  cash  book.  Agents  make  daily  remittances  of 
money  collected,  holding  in  the  cash  drawer  only  a  small  amount  for 
change. 


Express  Received  Account 


Detroit  TUnfteb  IRaUwa^. 

Station, 


Week  of 


190 


I  AN 
NO. 


PREPAID  EXPRESS 
D.  U.  iDueO.  R.I     Ret. 


D.  O.  Ry. 
CHARGES 


I       I       I 


Advanck 
Chabobs 


WAY-BILL       Dr. 


Coi«BCTioNs|coNSir.NBRE  Pro.  Total  of  each 


I  nit. alt)     I  No.     Expense  BUI 


Referenc 
Folio 


recollected  I  Rbwark* 


course  to  pursue  in  case  of  overs  and  shorts.     This  form  is  9x8^4 
in.  and  is  shown  reduced  in  Fig.  1. 

The  duplicate  of  this  form  is  sent  to  the  general  express  and  pas- 
senger agents'  office,  where  it  is  recorded  in  what  is  known  as 
"The  Over,  Short  and  Damaged  Register."  These  records  remain 
open  until  the  matter  has  been  finally  settled,  thereby  making  it 
impossible   for  cither   the   forwarding  or   receiving  agent   to   allow 


At  designated  times  a  balance  sheet,  form  No.  166,  is  made  out 
by  the  agent ;  tbe  particulars  of  the  debits  and  credits  are  shown 
opposite  the  various  numbers  on  this  sheet,  and  arc  arrived  at 
from  the  totals  of  the  different  forms  and  books  already  described. 

Form  No.  166  is  a  double  sheet  li'A'X.ZVi  in.  when  folded  once. 
Tbe  balance  sheet  is  on  tile  first  page.  The  second  and  third  pages 
show  statements  of  express  on  hand,  forwardeJ  and  received,  ar- 


Statement  of  Express  on  Hand  at  Station, 


190 


Ml,.  11 

tTiT-BUI  mi 

li.ct-ttf.i 


ii.it.  or 

Hi, -Hill 


Station  from 

ntiifh  Rxprai 

mi  Hilled 


I    "'    .1  I  \,l,     IIM.il 

rharut'H       Clmritt-A 


TOTAL 


1'r.i.Blcl       Collect 


Iron.  Whom  Hue 


lies.  ri|. Hon  i.n.oo.ls  Wli)  I  no. I  lot. J 


the  matter  to  drag  along  without  receiving  the  prompt  attention  due 
such  matters. 

The  way-bill  is  then  entered  by  receiving  agent  in  his  "Express 
Received"  book.  The  pages  of  this  book  are  [6'4x22  in.,  and  the 
column  headings  are  shown  in  Fig.  2. 

Tbe  keeping  of  this  book  correctly  is  tbe  key  to  what  is  known 
as  a  Station  Balance,  as  the  various  amounts  shown  under  the 
headings  of  "Weight,  Pre-Paid,  Express,  Advance  Charges,  Total 


ranged  under  the  heads  in  Figs.  4  and  5.     On  the  fourth  page  is  a 
statement   of  tbe  remittances  for  the  month. 

The  milk  traffic  is  handled  on  regular  milk-tickets,  which  are  all 
consecutively  numbered  and  taken  into  account  through  the 
cashier's  office.  These  tickets  resemble  an  ordinary  shipping-tag; 
they  are  perforated  in  the  middle,  the  lower  portion  being  de- 
tached by  the  conductor  carrying  the  cans  when  filled,  and  the 
other  portion  being  left  on  to  pass  the  empty  cans  on  return  trip. 


Jah.   15.  1902.) 


STREET  RAILWAY  REVIEW. 


27 


This  ticket  is  printed,   showing  the  point  of  shipment,   destination, 
shipper  and   to   whom  I,    this    information   being   on   both 

portions  of  ticket,  eliminating  the  possibility  of  errors  in  delivery 
of  cans  when  either  filled  or  empty.      1  bese  tickets  are  charged  for 
at  so  much  per  ticket,  according  to  the  distance  the  milk   is 
hauled. 

This  system  for  the  express  service  on  electric  lines  radiating 
from  Detroit  was  adopted  with  a  view  to  handling  express,  and  ill 
accounts  relating  thereto  in  as  simple,  practical  and  systematic  man 


SAN  ANTONIO  TRACTION  CO. 


The   present   system   of   the   San    Antonio    (Tex.)    Traction   Co. 
-    of   a    consolidation    of   all    the    separate    lines    formerly   op- 
erating in  that  city.     These  companies  arc   the  San  Antonio   Street 

Railway  Co.,  the  Edison  Electric  Co.,  the  Alamo  Heights  Railway 
Co.  and  the  W  esi  Side  Electric  Railway  Co.  The  latter  company 
had  previously  absolved  the  old  West  End  Street  Railway  Co.,  and 
the  Edison  company  hail  absorbed  the  Citizens  Electric  Co. 


Report  of  Express  Forwarded  and  Received  at 


EXPRESS  RECEIVED 


I  \l'lil« 
(IUIU.KS 


ADVANCE 

1  III  ltl.lv 


Station  for  Month  of 


EXPRESS   FORWARDED 


190 


EXPRESS 

(llllll.l  s 

ADVANC1 

1'IIAItlls 

IMU  i'vii> 
VHAB6B8 

1, 

I 

1 

ner  as  possible.  Being  handicapped  in  various  ways,  it  is  impos 
sible  to  put  into  successful  operation  a  more  intricate  system;  hence 
the  adoption  of  the  foregoing  simple,  yet  practical  methods,  which, 
nevertheless,  are  working  to  the  satisfaction  of  all  concerned. 

The  express  department,  except  for  the  Detroit.  Ypsilanti,  Ann 
Arbor  &  Jackson  Railway  Co.  is  under  charge  of  Mr.  George  \Y 
Parker,  lately  connected   with  the  Grand  Trunk   Railway    system  al 


I'AKKKK. 


I'M  AN. 


Pittsburg,    who    is    general    1  1    passenger   agent,    and    Mr, 

Albert    Eastman,    who    has    had   considerable    experience    with    the 
Grand  Trunk  and    Michigan   Central   roads   and   who   has   recently 
been  appointed  travelling  express  agent.     The  electric  e 
at  Detroit  has  been  placed  under  the  supervision  of  Mr.  A.   R     Pal 

as  joint  express  agent.     Mr.  Patterson  has  had 
perience  in  local  office  work  with  the  Michigan  Central  and 
qucntly  he  is  well  fitted   for  the  Diana) 


CHICAGO  CAR   BARN   BURNED. 


December   15th,  fire  destroyed   near]  in   the   ha 

the    Chicago   Union    Traction    Co.    al    Lini 
Aves.     The  fire  was  di  aboul  five  o'clock  in  I 

and  it  was  noon  before  it  was  subdued       I  I  mpany 

$125,000  and   $1  all    "i    the 

cars    used   on   the   Lincoln    Ave.   line 
great    difficulty    in    handling    the    fire,    owing    '■,    the    ■ 
weather,  as  all  the  hydrants  in  the  neighborl 
found  tea   when   the   fin 

them. 

It  is  supposed  that   the  fin 

trs    in    the    barn        I  partly 

I   by   insui  building 

the  north   wall   adjoining   tie 
ihr   fire  wa*   finally  extingui 

.  -  » 

which  will  iw  added  10  iti  sen 


I  he   beginning   of  street   railway   operations   in    San   Antonio   was 

in  1875.  when  the  S.m  Intonlo  Streel  Railway  Co.  was  organized. 
["he  late  Augustus  Belknap  was  chiefly  instrumental  in  the  or- 
ganization and  construction  of  the  first  road.  This  was  a  3- ft. 
gage  road  operated  by  mules  and  was  less  than  J  miles  in  length. 

I'he  first  electric  street  railway  line  ill  this  city  was  known  as 
the  Citizens'  Electric  Street  Railway.  This  was  succeeded  in  1895 
by  the  Edison  Electric  Co..  which  buill  an  opposition  line  and 
eventually  absorbed  the  Citizens'  company.  The  original  San  \n 
tonio  Street  Railway  Co.  discarded  its  mule  service  in  1S01  and  was 
converted  into  electric  operation,  and  the  other  companies  have 
consolidated  from  time  to  time  until  the  present  system  of  45  miles 
is  operated  by  a  single  company. 

The  equipment  of  the  present  company  includes  00  electric  motor 
ol  which  40  are  in  regulai  daily  service,  On  all  divisions  ol 
tem  cars  are  run  from  6  o'clock  a.  m.  to  midnight,  on  sched 
ules  varying  from  10  to  20  minutes.  Much  of  the  improvement  in 
thi  53  i' hi  1  due  i"  the  management  ol  Mi  E.  II.  Jenkins,  presi 
d<  nt  "i  the  s.m  Antonio  Traction  Co.,  who  took  charge  of  the  serv- 
iii  hi  1  Son.  At  that  tiinriih  lition  of  most  of  the  roads  was  ex- 
treme!)   | r  and   the  service   was  entirely   inadequate   to  public   de 

tnands,     A  large  part  of  the   roadbed  has  since  been  rebuilt   with 
as  much   rapidity  as  possible  and  the  Dumber  of  cars  operated   wa 
considerably    increased.      Mr.   Jenkins   erected    a    ear    shop    at    Sail 
Pedro    Park    station    in   which    for   the   past    18   months    the   build 
ing   of   new   cars   has   been   carried   on   continuously.      During   this 
time  t8  closed  and  rs  open  cars  have  been  buill  and  then   an   al 

"I    6    Cat       al I    C pleted        I  he    new    ears    have   all    been    built 

to  replace  lliosc  formerly  in  service.     An  electrical    repair  shop  has 
also  been  erected  neai   the  cai   shops  in  which  all  electrical  repairs 

foi  the  cai  equipment  and  power  hous 1  made. 

A  commodious  building  near  ibis  shop  ha    been  erected  E01   th< 

use  of  thi    motorrnen  and  conductoi     .1    well  ai    passengers.    One 

11  ■<!  as  a  waiting  room   foi   passengers  and  the  othei 

is,    a    reading   room    foi    nmi n    and    conductors    when    oil    dutj 

n  i    [8       1 atlj   no  in  in, 1  and  tain    an  abun 

ng    mattet       1  be   building    also   contains   a 
ihowei    bath   room  paved  with  asphaltum  foi   thi    use  of  the  em 
plo]  1  mch  appi  ■  1  lated, 

A  univei  al   Iran  fei     1  tem  ha     been  inaugurated  by  thi 

h  is  very  complete,    It  is  arranged  so  thai  pa    en 

gers  can  tran  fei    fron Iin<    to  an)   othei    running  in  tl 

on,  and  dining  thi    firtl   v.  n    thi    trai    I  ra  h  1     b<  1  n 

0  enlai  iov   1  mbi  aci      1  1  an  fi  1   poinl    In  thi   1  it) 

'I  he  ol ol  the  nam   an       E    11     !•  nl  in  .  pn  lidi  nl  .    I 

J.  Kim md  ■  ■  1     D    D    'i  nil     -.mill     upei  inti  n 

:■  mi  ol  tram  poi  tal  li  in 


1  Ittumwa   1  1        1  1  11 1 iv   Ligl  con  id g  build 

inti  rurban  n  I  Ittumwa  and  1 1  1  aloo  ia 


All  bin  two  of  the  conductoi     and  1 in  employed  by  the 

Rail    1     Co         triki     1 

-    "in   il  ol   tl np  in)         ii  ials  to 

■  tiding   the    •  ttl<  He  in   ol    1 
cars  wi  educed  si  I   dule  and  wli houl 


STREET  RAILWAY  REVIEW. 

RECENT  STREET  RAILWAY  DECISIONS. 

EDITED  B\    i    C.  ROSBNBERGER,  ATTORNEY    IT  UW,  CHICA 


XII.    N.i     I 


A  I  I  EMPTING    I"  CROSS   I  RA<  KS  \\  HERE  (  ARS  RUN 
CLOSE  TOGETHER 


Dion  Railway  ('..,  of  New  York  City  (X.  Y.  Sup  I,  70 
X.  'i  Supp.  718.  May  17.  1001. 
The  lire  appellate  division  uf  tin-  supreme  court  of  New  York 
v.i> 5  ih.it  whether  or  no)  I  person  crossing  a  streel  in  the  city  oi 
Xew  York,  occupied,  as  must  of  them  are.  by  ears  propelled  by  elec- 
tricity or  cable,  and  often  running  at  a  high  rate  of  speed,  is  K 1 1  >  1 1  > 
"t  contributory  negligence,  when-  1  idence  which  would  jus 

liiy  a  finding  that  the  company  was  negligent,  must  usually  be  foi 
the  jury;  for,  i"  .1  case  when  a  car  can  be  co 

running  down  a  person  crossing  the  track,  it  cannot  1>j  said  that  it 
gligence  as  a  matter  of  law  for  the  person  to  attempt  to  cross 

the  track.    In  many  of  the  streets,  during  the  busy  portion 

day.  these  cars  are  running  constantly,  within  a  few  feet  of  each 
and  if  a  person  about  to  cross  the  track  is  to  wait  until  no 
car  1^  in  sight  the  track  would  be  impassable,  except  at  the  risk  of 
the  pedestrian's  being  guilty  of  contributor)  negligence.  The  right 
of  a  railroad  company  to  use  the  publu  d  upon 

■lit  of  the  public  to  also  USB  them  in  the  ordinary  way,  and  no 
railroad  company  has  the  right  to  so  block  the  streets  that  the  public- 
are  excluded  from  crossing  them,  except  at  the  ri~k  of  being  rtn 
over.  It  cannot,  therefore,  be  contributory  negligence  as  a  nutter 
of  law  for  a  person  to  start  to  cross  a  track  when  the  car  is  at  such 
a  distance  that  the  motorman  can  prevent  it  running  down  a  person 
crossing  the  track,  if  attending  to  his  business,  and  operating  the  car 
in  a  careful  and  prudent  manner.  Here,  two  boys  started  to  cross  a 
track  and  the  court  holds  that  they  had  a  righl  to  suppose, 
car  75  feet  away,  and  crossing  in  plain  view  of  the  motorman,  that 
he  would  hold  the  car  in  control  so  as  not  to  run  them  down.  They 
certainly  had  a  right,  it  says,  to  assume  that  he  would  not  put  01 
power  to  increase  the  speed  of  the  car.  But  there  was  evidence  that 
•when  the  car  was  about  15  feel  from  the  boys  he  put  on  additional 
current,  and  also  evidence  that  would  justify  a  finding  that,  if  he  had 
checked  the  car  when  the  boys  started  to  cross,  they  could  have  both 
crossed  in  safety,  wdiereas  one  was  fatally  injured.  Wherefore,  the 
court  affirms  a  judgment  for  dam  I  the  company,  holding 

that,  on  the  whole  case,  the  question  of  negligence  and  contribllto  • 
negligence,  was  for  the  jury 


\\  MIKlXi,  OF  STREET  COMPELLED  BY  INjrNCTlON. 


Newcomb  et  al.,  Selectmen,  v.  Norfolk  Western  Street  Railway  Co 

(Mass.),  ''i  N.  E  Rep.  42     Sept.  3,  iyot. 

This  suit  was  brought  to  compel  the  street  railway  company  to 
water  a  street  through  which  its  track  ran.  and  the  supreme  judicial 
court  of  Massachusetts  has  ordered  an  injunction  therefor.  It  holds 
that  the  requirement  in  the  grant  of  location  to  the  company  that  it 
should  water    the  portion   of  the  wa  cerain 

lawful  restriction  within  the  provision  of  the  statutes 
allowing   selectmen   to  grant  "ui  der   such  restrictions  as 

they  deem  the  interests  of  the  public  may  require."  I  he  will-known 
effect  of  running  cars  is  to  raise  a  dust,  and  the  requirement,  al- 
though affirmative  in  form,  in  sub  restricts  the  com 
pany  to  running  cars  in  such  a  way  as  not  to  raise  a  dust.  And  it 
holds  that  the  r,  on  inch  it  is  given  power 
to  enb  lowering  it  to  compel  the  ob- 
servance by  street  railway  companies  of  all  laws  applying  to  them 
and  the  regulations  of  the  selectmen.  It  is  true,  it  says,  that  the 
statute  staled  in  one  place  that  the  power  was  given  "according  to 
the  usual  course  of  chancery  proceedings."  and  that  it  might  be  ar- 
gued that  this  restriction  should  not  be  enforced  because  it  is  not 
iln  usual  course  of  chancery  proceedings  to  compel  the  specific  per- 
formance of  continuous  acts  or  duties  for  an  indefinite  time.  But 
the  court  is  of  the  opinion  that,  in  view  of  the  obvious  purpos'  of 
the  statute  that  such  regulations  should  be  enforced  specifically,  it 
ought  to  go  further  than  ordinary  practice  might  lead  it  to  go  in  the 
absence  of  legislation,  and  to  do  all  that  it  can  to  sec  that  the  re 
quirement  is  performed.  And  it  thinks  that  some  confirmation  of 
this  view  is  derived  from  the  fact  that  regulations  concerning  the 


snow  and  ice  were  before  the  mind   of  the  legislature 
when  it  gave  the  conn  I  mentioned  it  says  that, 

practically,  there  will  be  no  difficulty  in  the  specific  performance  of 
the  street  watering      When  it  is  decided  that  the  company  is  bound, 
ily  there  will  be  no  further  trouble,  especially  as  the  location 
ic  tribunal  by  requiring  the  work  to  be  done  to  the 
satisfaction  of  the  superintendent  of  st: 


Si  \  1  !■:   MAY    REQl  IRE  ADDITIONAL  SAFEGUARDS    \i 
CROSSING,   Willi    STEAM    RAILROAD,    WHEN 
DED,  IMPOSING    1  HE  EXPENSE  ON 

BOTH   ROADS. 


i       Wayne  8    Belle   Isle  Railway  v.  Coran  1   Rail 

roads  (Mich  1.  86  X  W.  Rep.  842.  July  2,  1901. 
When  the  joint  use  of  a  crossing  is  obtained,  is  the  position  ten- 
able that,  because  one  road  is  older  than  another,  the  junior  road 
must  not  only  compensate  the  senior  road  for  its  present  damige 
before  it  can  cross,  but  for  all  time  it  must  bear  any  additional 
future  cost  which  may  be  made  necessary  by  the  erection  and  main 

tenance  oi  appli ir  the  safety  of  the  public,  resulting  from  the 

increased  use  of  the  crossing?  The  supreme  court  of  Michigan 
thinks  that  this  question  must  be  answered  in  the  negative.  It 
holds  that  when  the  right  to  use  the  crossing  is  once  acquired,  the 
everal  corporations  to  this  use  is  reciprocal,  so  far  as  is 
consistent  with  the  kind  of  use  made  of  the  crossing  by  them 
Again,  it  say  that  new  dangers  upon  the  public  streets  require  new 
safeguards  in  the  interest  of  the  safety  of  the  public.  It  is  a  matter 
I   common  knowledge  that    .  iric  cars  run  at   frequent   in 

across  a  railroad  over  which  trains  are  frequently  run,  it  is 
a  place  of  unusual  danger,  not  only  to  the  passengers  in  the  steam 
cars,  but  also  to  the  passengers  in  the  electric  cars.  This  danger  is 
occasioned,  not  by  the  steam  road  alone,  nor  by  the  electric  road 
alone,  but  by  both  of  them.  And  the  court  declares  that  it  has  no 
doubt  that  under  such  circumstances  the  state,  in  the  exercise  of 
i.t  power,  can  take  such  steps  as  will  minimize  the  danger, 
and  can  impose  the  expense  of  so  doing  upon  the  corporations  caus- 
ing the  danger;  has  no  doubt  of  the  right  of  the  legislature  to  au- 
thorize the  railroad  commissioner  to  order  the  construction  of  addi 
tional  safeguards  at  crossings  and  apportion  the  expense  incident 
between  the  companies  affected  I  Ir.  in  the  language  of  Mr. 
Justice  Grant,  who  di-sents.  the  court,  holds  that  when  .1 
railroad  company  has  condemned  a  right  of  way.  and  extended  its 
tracks  across       trei    01  highway,  on  which  is  an  existing  str< 

<1  .1!    the   tune  the  public  trawl   upon  the  street  or  highway 
ol  such  ;'s  to  require  the  erection  of  gates,  etc..  for  the  protec- 
1  In  public,  but  subsequently,  owing  to  the  increase  oi  popula- 
tion, the  increase  ui  tuck-  and  trains  by  the  railroad  company,  and 
the  increase  of  travel  upon  the  -inn  or  tin-  highway,  the  erection 
lainter.ance  of  such  safeguards  become:        ential  for  the  pro- 
I .  1  nun  of  the  public,  the  streel  railway  camp  ny  can  be  require  I  ti 
pay  a  portion  of  the  expen 


LIABILITY    FOR    INJURE    OF   ONE    PASSENGER    BY    AN- 
1  H  III  K.  ESPECI  \l  I  Y    VF  1  EF    1  HE  LA  1  TER  HAS 

ONI  1     1:1  1  \  PUT  OF!       in    1    \R. 


Co.  of  Baltim  ( Md. ) ,  49 

Atl.  Rep.  Qj.i.    June  13,  1901. 
It  i>   not   because  a  particular  passenger  is  known  by  the  carrier's 
servants  to  be  in  peril  of  injury  at  the  hands  of  a  fellow  passenger 
or  stranger  that  a  failure  to  use  the  means  at  command  to  protect 
him  will  be  actionable  negligence;  but,  the  court  of  appeals  of  Mary- 
ays,  it  is  because  there  is  a  known  or  discoverable  danger  that 
an  injury  may  be  done  to  sonic  passenger,  and  because  no  effort  is 
to  avert  that  injury   from  all   the   passengers,  that  the  carrier 
is  liable  if  an  injury  is  inflicted  on  one  of  the  passengers  when  it 
could  have  been   prevented.      It    is  just  as  incumbent  on  the  carrier 
to   protect   all   his   passengers   from  assault   by  a   fellow   riassenger. 
when  his  servants  have  knowledge  or  the  means  of  knowing  that  an 
assault  on  some  one  is  imminent,  and  when  they  have  time  and  the 


Jan.   15,  1902.) 


STREET  RAILWAY  REVIEW. 


29 


means  to  avert  it,  as  it  is  to  protect  all  his  passengers  from  injurie- 
likcly  to  result  from  defective  means  or  methods  of  transportation 

Consequently  it  will  not  do  to  say.  after  an  assault  has  been  made. 
that  the  sen-ants  of  the  carrier  did  not  know  or  could  not  have 
foreseen  that  the  particular  individual  who  was  assaulted  would  b? 
injured  by  an  assault,  if  they  were  apprised,  or  with  proper  care 
could  have  known,  of  circumstances  which  indicated  that  some  one 
would  be  injured  unless  the  disorderly  passenger  or  stranger  were 
ejected  or  controlled.  In  short,  if  there  is  danger  of  any  one  being 
injured,  and  the  employes  fail  to  remove,  suhdue.  or  overpower  the 
turbulent  individual,  after  knowing  that  there  is  danger,  or  after 
they  ought  to  have  known  that  there  was  danger,  if  they  had  ex- 
ercised proper  care,  that  failure  is  negligence,  for  the  consequences 
of  which  the  company  is  answerable. 

Moreover,  the  court  holds  here  that  if  a  certain  passenger,  who 
had  assaulted  another  passenger  before  he  was  ejected  from  the  car, 
and  who  was  drunk,  disorderly,  and  turbulent,  was  properl]  put  off 
the  car  because  his  presence  was  a  menace  to  other  passengers,  the:: 
it  was  the  plain  duty  of  the  employes  who  put  him  off.  to  have  kept 
him  off.  They  demonstrated  their  ability  to  keep  him  off  by  having 
put  him  off.  and  there  being  equally  sufficient  reason  for  keeping  him 
off  that  there  was  for  putting  him  off  the  car.  the  failure  to  keep 
him  off  was  an  act  of  negligence.  Tf.  on  the  other  hand,  every  effori 
was  made  by  the  employes  to  avert  the  injury,  hut  was  made  with- 
out success,  then  the  company  would  not  he  liable  It  was  a  ques 
tion  of  fact  for  the  jury,  and  the  jury  having  returned  a  verdict 
against  the  company,  the  court  affirms  a  judgment  for  damages  for 
the  injury  caused  by  the  passenger  just  referred  to  after  his  return 
to  the  car.  assaulting  another  passenger,  without  the  slightest  provo 
cation,  striking  him  a  vicious  blow  in  the  eye.  which  caused  the 
rupture  of  a  cerebral  blood  vessel,  and  thereby  produced  paralysis 
and  ultimately  death 


RIGHT  TO  CROSS   RAILROAD   TRACKS    \T   POINT   OF 

SOME    D  WGER— COMPARED    TO    RIGHT 

OF    BUS    LINE. 


iville    &    Nashville   Railroad   Co.   v,    Rowling   Green    Railway 

Co.  (Ky.),  63  S.  W.  Rep.  4.     May  7,  1001. 
The  weight  of  authority,  the  court  of  appeals  of  Kentucky  says, 
is  to  the  effect  that  there  is  no  jurisdiction   in  equity  to  enjoin  .1 
street  railway  from   crossing  a  steam  railroad's  track  at  grade   in 
a   public   street   unless   such   jurisdiction   has   been    conferred    bj 
statute  or  some  constitutional  provision.     The  court,  however     ! 
clares    itself   unable   to   find   anything   in    the   constitution    of   thai 
state  to  exclude  street  railroads  from  the  operation  of  section  21ft 
thereof,    which    provides:      "All    railway,    transfer,    belt    lines    and 
railway  bridge  companies  shall   allow  the   tracks  of  each   othei 
unite,  intersect  and  cross  at  any  point  where  such  union,  intersec- 
tion and  crossing  is  reasonable  or  '<      bli         Tt  says  that  the  Ian 
guagc  of  the  section   is  broad  enough   to  rover  all   railways.     The 
provision    that    crossings    shall    be    allowed    when      reasonable     or 
feasible    is    necessarily   a    restriction    of    the   right    to   such    as   are 

mable   or   feasible      To   hold   that   the   section  only  applii 
crossings  of  the  right  of  way.  and  not  to  crossings  in  streets,  w 
be  to  add  to  the  section   an  exception  which   the  general   wi 
do   not   justify. 
Then    the   court   takes   up   the   question    of  whether    the   cro 

•ntest   was  reasonable  or  feasible      It   wai 
'   company  that  trolley   wi-  d   would   be   a 

danger  in   the  operation  of  its  trains;  also  that  electric  1 
liable   to    stop   from    failure   of  light 

T    on    the 

on    the    railroad    would    delay    the    itrcet     cars        P.nt      the      rour' 
ant- 
ing, and   if  th.  rould   follow  that   then    could 

If)   in 

•ion.  it  say<  that  the  number  '■' 
number  of  trains  pa 

.ii|, I 

ing  wa<  ill  tt  the  railroad  eompany'i  I 

■' 


a  right  to  the  use  of  the  street,  as  well  as  the  railroad  company. 
It  had  no  right  to  make  an  unreasonable  use  of  the  street.  A 
part  of  the  testimony  as  to  the  dangerousness  of  the  crossing  and 
the  length  of  time  it  was  obstructed  by  the  trains  might,  to  some 
extent,  grow  out  of  the  use  by  the  railroad  company  of  its  tracks 
at  this  point  in  switching  and  making  up  its  trains.  While  it  was 
entitled  to  a  reasonable  use  of  the  street  for  the  passage  of  its 
trains,  it  had  no  right  to  make  an  unreasonable  use  of  it. 

\ml  as  tin-  public  had  the  right  to  cross,  subject  to  the  reason- 
able use  nf  its  tracks  by  the  railroad  company,  the  court  says  that 
it  is  unable  to  see  that  the  addition  of  the  street  car  line  would  so 
materially  change  the  situation  that  the  crossing  should  be  de 
dared  unreasonable  or  not  feasible.  To  illustrate:  If  the  streel 
railway  company  had  undertaken  to  run  a  bus  line  from  the  land 
ing  on  the  river  to  the  central  part  of  the  city,  crossing  the  rail 
road  at  this  point  at  regular  intervals,  just  as  the  street  cars 
would  do.  clearly  the  railroad  company  could  not  have  enjoined  its 
operation.  Again,  it  was  shown  that  the  street  was  a  narrow  one. 
and  that  when  the  gates  were  down  it  frequently  became  con- 
gested with  vehicles.  But  a  street  car  in  addition,  the  court  says, 
would  add  little  more  to  the  congestion  than  a  bus  would.  A 
flagman  was  maintained  at  the  crossing.  Tt  appeared  from  the 
that  an  approaching  train  could  he  seen  for  some  distance 
on  cither  side.  and.  if  this  space  were  built  up.  the  flagman,  with 
h:^  gate,  would  give  warning  of  danger.  Tt  was  true.  Ihe  flagman 
might  be  negligent;  but  this  might  occur  anywhere,  and  the  dan- 
gcr  to  the  car  was  no  greater   than  to  other  vehicles  on  the  street. 


\UTIIORITY    TO    GRANT     FRANCHISE— TO     INDIVID- 
UAL- \SSTGNMENT     TO     COMPANY— MAY       TAKE 
PRIVATE    PROPERTY— CANNOT   BE    ENTOTNED 
UNTIL    DAMAGE    IS    PUD— NOR    AS    A    NUI- 
SANCE-  NOR    WHERE    CHARTER    TS    AS 
RAILROAD 


Watson  v.  Fairmont  &  Suburban  Railway  Co.  (W.  Va.1,  .10  S.  E. 
Rep.  ro.T  June  18.  loot. 
When  the  legislative  act  incorporating  a  city  provides  that  "the 
council  of  said  city  shall  have  power  to  grant  and  regulate  all 
franchises  in,  over  and  under  the  streets,  alleys  and  public  ways  of 
the  said  city,  under  such  restrictions  as  shall  be  provided  by  ordi 
nance,  but  no  exclusive  franchise  shall  be  granted  to  any  individual 
or  corporation."  the  supreme  court  of  appeals  ,.f  West  Virginia 
holds  that  the  legislature  thereby  delegates  t..  the  council  of  such 
city  authority  to  pass  an  ordinance  granting  to  an  individual  or  a 
corporation  the  right  to  construct  and  operate  a  street  railwav 
in  the  streets  of  such  city.  And.  although  such  franchise  is  usually 
conferred  upon  a  private  corporation,  it  may  be  granted,  the  court 
holds,  to  an   individual,   and.  with  the  consent  of  the  council,   h.iv 

ing  such  delegated  power  over  the  subject,  he  may  make  a  valid 

assignment    of   the    same    to    a    private    corporation    organized    foi 

the  purpose  of  constructing  and  operating  Bueh  Btreel  railwaj 

The    holder    of    such    franchise,    although    privately    interested    in 
the    enterprise    thereby    provided    fur.    lb,     >  ,  mi  t    further    holds,    is 

less   an    agency   or   instrumentality   in   the   hands   of   thi 

publii    authoritie    foi   th.   1 mpli  hmenl  of  public  purposes  and 

1    ubj<  et  to  'i"  ii  '  ontrol   and  prr  ite  property  may  law 

full-  :    .!  tged   i"   the  exei  ution  of  the  ordinal  1 

b  ,!  titution    and    1  tatutei    thai 

I  ill   I.,    paid   to   the  owner  of  the   property 

so   taken    and  But    an    abutting   property    ..wnii    who  ' 

perty  is  not  to  be  taken  or  di   troyed    and  thui   virtually  take" 

in  the  construction  and  operation  of  the  road    bul  only  injured  and 
dam  ihe  laws   of  the   state,  the   court    holdi 

In  its  eomii  m  |  on  until  h     d  ti rl  tlni  d  and  paid 

Ihe  execul  he  work   having  In  .11  .Milium  ..I   bj    the 

lature,  as  al tated    can  an   individual  enjoin  it   upon  the 

nd  thai  it  is  a  |  1 nd    1 Ily  Injurioui    to  hi 

in  which  hi    mighl  do    0  had  1  ui  h  au 
1    en    given. 

0  poratlon  of  ,1   1  tilway  1  om 

1 

certain   1 erm Mi. 

tO      Mill      Hi!  OUgl  t]  Hid 

hi      ■ mii 1  operati 


STREET  RAILWAY  REVII-.W 


[Voi    XII.  No.  i. 


i    railway  nance  of  the  ordinance 

granting   th<  eding   to   build   its   track   in  one 

of  th,  il  estate  adjoinin) 

the  company  from  so  doing. 
whether  tlic  charter  of  the  company  authorizes  it  to  construct 
and  ..per. it.  .1  mi  the  ordinary  prin- 

ciples of  equity  jurisprudent  for  equitable  relief 

•    the   company.     If   it    he   true    that    the   corporation    is   cx- 
ihat  fact  is  not  alone  sufficient  ground 
for  equitable  interference  at  the  suit  not  a 

member  oi  the  com]' 


SUPERVISORY    POWER    OF    COURT   THAT    APPOINTS 
I  MISSIONERS 


:    i    ectl       Railroad  Co.   (N.   Y.),  6o  N.   E     Rep 
Apr    30,    1901. 

The  "determination"  referred  to  in  section  04  of  the  New  York 
railroad  law,  which  closely  follows  the  language  of  the  state  con- 
stitution  where   it   provides  that  the  "determination"   of  the  com- 

tiers  appointed  when  property  owners  do  not  consent  to  the 
construction  of  a  street  surface  railroad,  "confirmed  by  the 
may  be  taken   in  lieu  of  the  of  the  property  owners."  the 

court  of  appeals  of  New  Y  means  a  determinatioi 

only  that  is  in  favor  of  the  road,  and  hence  there  is  no  1 
authority  for  action  by  the  appellate  division  of  the  supreme  court 
Cthe  appointing  court1)  when  the  report  is  unfavorable.  However. 
it  does  not  follow  from  this,  it  goes  on  to  say.  that  the  supreme 
court  has  no  authority  to  set  aside  such  a  report  for  fraud,  mis- 
take, or  gross  irregularity:  for  the  Statute  does  not  prohibit  such 
action.  The  power  of  the  court  to  appoint  commissioners  implies 
power  to  supervise  the  conduct  of  the  persons  appointed, — at  least. 
to  the  extent  of  seeing  whether  they  disobeyed  the  statute  which 
called  them  or  acted  corruptly,  or  failed  to  comply 

with  the  order  appointing  them,  by  publishing  and  serving  the 
notices  specified  therein.  The  commissioners  are  not  appointees 
of  the  legislature,  but  of  the  court,  pursuant  to  the  provisions  of 
the  constitution,  to  decide  a  certain  question  "after  a  hearing  of 
all  parties  interested."  They  are  not  .1  distinct  tribunal,  for  they 
arc  appointed  by  the  court,  and  report  to  the  court.  If  they  refuse 
to  hear  the  parties  in  interest,  the  court  can  set  aside  their  deter- 
mination and  appoint  new  commissioners  to  do  what  the  law  re- 
quires, in  the  manner  specified,  after  due  notice  and  an  oppor- 
tunity to  be  heard.  While  not  bound  to  strict  compliance  -with 
common-law  evidence,  or  to  any  particular  method  of  procedure. 
except  as  specified  by  statute,  their  action  is  judicial  in  character. 
and  must,  to  a  reasonable  extent,  conform  to  judicial  methods: 
for.  by  command  of  the  constitution,  a  "hearing"  is  to  be  bad. 
and  a  "determination"  made  \  substantial  departure  from  what 
is  fairly  to  be  implied  from  the  use  of  the  words  "hearing"  an  1 

ruination"  in  the  fundamental  law  authorizes  the  court  which 

appointed  the  commissioners  to  set   aside  their  action   and  pi I 

anew.  If,  for  instance,  they  state  in  their  report  that  their  only 
reason  for  deciding  that  the  road  ought  not  to  be  built  was  some 
fact  utterly  immaterial,  or  if  they  show  conclusively  that  they 
exercised  powers  they  did  not  possess,  or  failed  to  exercise 
the  powers  they  did  possess,  because  they  thought  the  law 
withheld  them,  it  is  clear  that  their  decision  would  not  be  a 
determination,  within  the  intent  of  the  law.  If.  through  m 
duct,  palpable  error,  or  accident,  they  fail  to  make  such  a  report 
law  contemplates,  it  is  the  duty  of  the  appellate  division. 
upon  proper  application,  to  set  their  report  aside  and  appoint 
other  commissioners,  or  remit  the  matter  to  the  same  commission- 
ers with  proper  instructions.  Unless  the  appointees  of  the  court 
keep  within  the  law.  as  well  as  its  own  order,  it  necessarily  has 
power  to  interfere,  not  by  way  of  review  as  upon  appeal  or  cer- 
tiorari, but  in  the  exercise  of  original  jurisdiction  flowing  from  the 
power  to  appoint,  as  otherwise  the  obiert  of  the  appointment  would 
be   defeated  by   the  misconduct   of  th>  commissioners.     When   the 

;;sioners  make  a  favorable  report,  their  judgment  and  that 
of  the  appellate  division  must  concur,  before  the  report  can  be- 
come final  and  effective:  for  confirmation  is  expressly  required 
When  they  make  an  unfavorable  report,  no  confirmation  is  ncc- 
hut  the  commissioners  are  not  a  law  unto  themselves,  and 
their  determination,  when  made  in  violation  of  law,  is  not  such  a 


determination  as  the  court  is  obliged  to  accept  from  its  own  ap- 
pointees. So  the  court  holds  that  in  this  case,  where  an  unfavor- 
able report  was  made,  that  it  was  the  duly  of  the  appellate  divi- 
sion cither  I  .11.  and  refuse  to  bear  the  appli- 
ide  the  report  and  appoint  new  commissioners 
because  no  grounds  or  reasons  for  intcrefcrcncc  were  specified  in 
the  notice  Oi  motion  therefor,  or  to  examine  the  record  and  decide 
whether  the  methods  pursued  bj  tl»  commi  ere  substan- 
tially within  the  law. 


Y  M.IMTY   AND  APP1  [CATION  GIVING 

SIONER  SUPERVISION  0V1  R  CR<  ISSINGS    HIS 

P(  )\\  I  RS    Rl  QUIRING  I IVERH1  \l> 

BRIDGE    THE  EXPENSE— 

Wli  \T  COURT  MAY 

REVIEW 


St   Suburban  Tract!  imissioner  of  Railroads 

I  Mich  I.  87  N.  W.  Rep.  133,     July  19,  1901. 

The  supreme  court  of  Michigan  holds  constitutional  the  act  of 
[893  entitled  "An  act  to  regulate  the  ci  in  of  the  tracks  of 

railroads  and  street  railroads  across  each  other,  and  the  stringing 
of  wire,  electric  or  other,  over  railroad  tracks,  and  relative  to  the 
maintenance    of   such   tracks   herctoforr  1    and   wires 

rung,"   which   was,   in   1R0",  made  a   part  of  Act 
1867.  by  an  amendment  which  provided  that 
all   street   railway  corporations  organized  or  doing  business  under 
this   act   shall   be   subject  to  the   supervisory   control   of  the  com- 
missioner of  railroads  as  provided  by  the  above  act  of  1893,  etc. 

The   court   does   no:   decide  whether   the  act   can   be   applied   to 
rights  which   vested  previous  to  il  Rut   it  holds  that  a 

y  which  has  acquired  it-  rights  since  the  passage  of  these 
laws  takes  its  rights  subject  to  a  condition  that  at  crossings  of 
Steam  roads  it  shall  comply  with  the  requirements  of  the  state. 
to  be  determined  by  the  railway  commissioner,  as  to  the  method  f 
crossing,  and  the  expense  of  the  same.  It  was  competent,  it  says, 
for  the  state  to  forbid  any  crossing  at  grade,  and  the  law  indicates 
an  intention  to  do  so  in  all  cases  where  it  is  reasonably  practicable 
to  avoid  grade  crossings.  A  railroad  company  is  not  in  a  position 
to  say  to  the  state:  "It  is  true  you  have  imposed  conditions  that 
we  cannot  or  will  not  comply  with;  therefore  we  propose  to  build 
a  road  in  a  place  and  in  a  way  that  you  have  not  authorized."  The 
state  is  not  obliged  to  authorize  the  building  of  railways  in  the 
streets:  hence,  if  it  chooses  to  do  so,  it  may  impose  conditions. 

Continuing,  the  court  says,  with  regard  to  this  case,  where  the 
commissioner  of  railroads  determined  that  the  crossing  by  the 
traction  company  of  a  steam  railroad  should  he  by  overhead 
bridge  to  be  at  least  22  feet  above  the  surface  rails  of  the  tracks 
i  after  those  tracks  had  been  lowered  at  least  3  feet,  that  if 
there  was  authority  for  the  claim  that  the  exercise  of  the  right  of 
eminent  domain  was  necessary  before  the  traction  company  could 
construct  the  road  wdiich  it  was  authorized  to  construct,  mani- 
festly it  would  have  to  wait  until  provision  could  be  made  for  it. 
It  could  not  do  an  unauthorized  thing,  merely  because  the  author- 
ized one  was  not  feasible.  So.  if  it  was  true  that  it  could  not  build 
an  overhead  crossing  until  it  had  secured  rights  from  abutting 
proprietors,  which  it  had  no  power  to  condemn,  it  would  have 
to  acquire  them  in  some  other  way,  or  not  build  the  road  where 
contemplated. 

Again,  the  court  says,  the  character  of  the  crossing  req 
or  its  cost,  might  not  meet  the  traction  company's  approval,  but 
the  determination  by  the  railroad  commissioner  was  one  of  th" 
conditions  imposed.  If  by  the  fact  that  the  act  gave  it  the  right 
to  except  to  the  ruling  of  the  commissioner  it  was  meant  (which 
the  court  does  not  say)  that  th:s  court  would  review  his  discretion 
upon  the  facts,  it  could,  at  the  most,  the  court  says,  he  in  a  case 
where  there  was  a  clear  abuse  of  discretion,  and  it  would  lie  nec- 
essary for  the  court  to  have  the  facts  clearly  before  it  to 
But  in  this  case  no  evidence  was  returned,  and  there  might  not 
have  been  any  taken,  for  the  commissioner  returned  that  he  viewed 
the  premises,  and  satisfied  himself,  in  -ways  not  formally  judicial 
(as  he  might  lawfully  do.  the  court  says'),  of  the  circumstances  and 
"ns  upon  which  his  action  was  predicated.  No  issue  was 
made  in  this  court,  and.  it  says,  it  must  take  his  return  as  true. 
But  the  court  does  not  understand  it  to  be  the  duty  of  the  com- 


Jan.  15,  1902.] 


STREET    RAILWAY    REVIEW. 


31 


missioner  to  order  overhead  crossings  in  all  cases,  or  to  impose  all 
burdens  arising  from  the  separation  of  grades  upon  the  applicant 
in  all  cases.  In  this  case  he  did  it.  so  tar  as  the  bridge  was  con- 
cerned, but  not  as  to  the  lowering  of  the  steam  roads.  He  deter- 
mined the  height  to  which  the  traction  company  must  construct 
its  bridge,  but  it  did  not  devolve  upon  it  to  lower  the  steam-road 
tracks.  They  would  omit  obedience  at  their  peril,  and  the  traction 
company  need  not  be  concerned  about  it. 

Last  of  all,  the  court  says  that  whether  or  not  it  is  reasonably 
practicable  to  separate  grades  is  a  question  of  judgment.  The 
law  does  not  mean  that  it  shall  be  done  in  all  cases  where  it  is 
physically  possible.  Any  reason  that  shows  the  unfitness  of  a  sep- 
aration of  grades  is  sufficient  to  warrant  a  grade  crossing.  Nor 
is  the  court  prepared  to  say  that  the  expense  might  not  be  taken 
into  consideration,  as  well  as  the  effect  upon  abutting  property. 


RIGHTS  AND  LIABILITIES  OF  TOWN   AM)  TKUTInN 

COMPANY   RESPECTIVELY   WHERE   A   TRAVELER 

IS  INJURED  BY  A   DEFECT  IN  THE 

HIGHWAY  DUE  TO  THE  COM 

PANVS   NEGLIGENCE. 


of  Waterbury  v.  Waterbtiry  Traction  Co.  (Conn.),  50  Atl 
Rep  3.  Sept.  27,  igoi. 
A  traveler  on  a  raised  highway  fell  down  a  bank  on  the  side 
thereof  where  there  was  no  railing,  and  was  injured  He  sued  the 
town  for  damages,  and.  after  he  had  recovered  a  judgment  against 
it.  the  town  sought  to  'recover  over  against  the  traction  company 
•hat  used  the  highway,  charging  that  the  latter  had  taken  down  the 
railing  and   had    negligently   suffered    it   to   remain   down. 

A  notice  was  given  by  the  town  to  the  traction  company  almost 
immediately  after  the  action  was  brought  against  the  town,  and 
long  before  the  trial  of  that  case,  which  informed  the  traction  com 
pany  of  the  pendency  and  character  of  the  action,  of  the  reason 
why  it  was  claimed  to  be  ultimately  liable,  and  in  effect  requested 
it  to  take  part  in  the  defense.  This  notice  the  supreme  court  of 
errors  of  Connecticut  holds,  was  not  insufficient  because  in  it 
the  town  did  not  offer  to  surrender  the  entire  defense  of  the  case 
to  the  traction  company.  The  traction  company  was  not  entitled 
to  assume  the  defense  to  the  cxcluson  of  the  town  from  the  case. 
To  render  the  judgment  binding  upon  the  company,  it  was  only 
necessary  to  show  that  it  had  received  fair  notice  and  information 
of  the  pendency  of  the  suit  and  of  its  claimed  liability,  and  been 
offered  such  an  opportunity  to  participate  in  the  defense  for  the 
protection  of  its  interests  as  it  would  have  had  if  it  had  been  a 
party  of  record.  Had  it  desired,  it  could  have  been  made  a  party 
upon  its  own  application  to  the  court.  Had  it  chosen  to  take 
a  more  active  part  in  the  defense,  cither  as  a  party  or  otherwise. 
the  town  would  still  have  been  enitlcd  to  remain  in  the  case,  both 
for  the  purpose  of  showing  that  it  was  not  liable  in  the  action 
and  for  the  protection  of  its  claim,  which  was  adverse  to  that 
of  the  traction  conmpany,  that,  if  liable,  it  was  upon  a  ground 
which  gave  it  a  right  of  action  over  against  that  company. 

Then  the   court  holds   that   if  the  evidence   showed   that  the  in- 
jury was  produced   by   the  alleged   wrongful   act    of    the   traction 
t    that  the  town   (ailed  to  perform   its  duty   in   not 
that   the  traction   company   put    up    the    railing  again, 
and  that  by  such   negligence  on   its  part   it  became  liable   for   tin- 
injury  to  the  traveler,  did  m  the  town  of  its  remedy  over 
on   company      The    town    and   company    wi 

tl  in  equal  fault,  and  the  principle  that 
an  be  no  COntributioi  joint  tort   feasors  or  wrong- 

did    not   apply.      As   between    it   and    the    public    it    •■ 
dly  the  duty  of  the   I  li  h  case  to   properly   ; 

which  'he  traction  company  h: 
• 
one  in  •   the  primary   cause  of  thi  the  a<t 

and  fault  of  the  '  tnpany  in  taking  down  the  rail 

failing  I 

'  and  the  company,  there  was  no 

:      '  did   not 

permit  the  company  to  ■    railing  down.     If  the  company 

• 

a  way  ind  to  put  it  up  again      If  it 

failed    •  it    promise,    it 


with  negligence  either  in  having  relied  upon  such  promise  or  in 
having  failed  to  compel  its  performance.  If  the  traction  company 
removed  the  railing,  and  left  it  down,  as  alleged,  the  fact  that  the 
town  had  knowledge  of  the  defect,  and  neglected  to  repair  it.  al- 
though it  had  a  fair  opportunity  to  do  so,  would  not  prevent  a 
i\   bj   the  town  against  the  company  in  this  action. 


POWER    OF    CITY    TO    REQUIRE    SUBSTIT1    fTOfc 
GROOVED   KAILS-  ORDINANCE   CONSTRUED 
"FIXTURES"   DEFINED. 


Of 


1  00  \     Michigan    fraction   Co,   (Mich.),  85  N    \V 

Rep,   1067,     May  ;.  1901. 
The   supreme   court    of   Michigan   says   that    it    is   essential   that 
municipalities  retain  that  control  over  the  public  streets  and  high 
which  is  necessary  for  the  protection  and  proper  use  of  the 
public.     Courts  will   jealously  guard  the  right  of  such  control.     It 
must  be  a  irerj   plain  provision,  indeed,  in  a  contract,  which  will 
justify  the  conns  in   holding  thai   this  power  lias  been   conveyed 
away.      Where    doubt    exists,    such    contracts     will     be     construed 
against   the   surrender  of  such   power      Again,   it   says   that   it   is 
ti  0  late  now  to  question  thi    rule  thai  street   railway  corporations 
I'tain  contractual  rights  in  streets  and  public  highways   which 
the   municipality  cannot  repudiate  or  annul,   when    such   rights   are 
not   inconsistent   with   the  ordinary    uses  of    streets  and   highwaj 
That   rule  is  settled.     The  authorities  do  not,  however,  go  so  far 
as  to  hold  that   the  grant  of  a  right   to  use  a   certain    kind   of  rail 
is   irrevocable.     On   the  contrary,  the  conclusion,  seems  to  he   that, 
when  the  use  of  another  kind  of  rail  becomes   necessary   for   the 
Mid  safety  of  the  public,  the  right  to  use  the  specified 
musl   give  way  tu  the  necessities  and   requirements  of  the 
Such   contracts   must   he  liberally   construed   in  favor   of 
tiunicipalities. 
Here,   a  city  ordinance  granting  authority   for  the  construction 
and    operation    of  an    electric   street    railway   provided:      "All    trail, 
hereafter  laid,  cither  for  extensions  or  for  the  purpose  of  relaying 
present  track,  may  be  "f  thi   style  known  as  'T  rail.'  or  'girder  rail.' 
at  the  option  of  said  grantee,  its  successors  or  assigns;  hut.  what 
ever  style  of  rail  is  used,  the     imi     hall  m  1  weigh  less  than  [ortj 
pounds   to   the   yard    if   'T.'   and    not    less   than    fifty-two   pounds   In 

the  yard  if  girder,  rail"    Tt  a!    1  provided:   "The  city  council  may 

from  time  to  time  require  the  said  grantee,  its  successors  and 
0  use  such  fixture-  and  appliances  upon  it  aid  road 
plant,  and  cars  as  may  he  deemed  necessary  i"  the  public  safety 
in  the  operation  of  -aid  road,"  ami  it  11  erved  the  right  "to  make 
juch  further  rules,  orders,  and  requirement  as  may  from  inn.  to 
be   deemed   necessary  to  protect    the  interests,    Safety,   welfare, 

and  accommodation  of  the  public  in  relation  i"    aid  railway,  not 

i i-  '-'Hi   with  the  in"-.  1  ii mi    of  thi    ordinam  e,"  excep  ng   to 

repeal     retaining  the 

grant   of  authority. 

Now.  thi1-  -  fairly  construed,  the  court  declares,  could 

in. 1  In-  ii.-i.i  1-  -  in-  .m  thai  th  in  ih.-  •  in   ti  a.  1  inn  id  its 

11  <l  in  accordance  with  the  proi    ion    ol   tl rdinanci    ob 

tained  the  right,  during  the  1.1  maintain 

lition  as  -when  laid      Tin    ord 
nance  contemplated  Imp  which  experience  might   show   to 

ii' ill,  in  the  growth  of  ihe  city,  for  the  convenience,  welfan 

am!      al.  'v  ,n,d    tin-     1  hdil     I .    I 

•ui  he  1  1  -      irords  "fi   .-mi  appli 

as    used   must   he   given    some    force.      The   right    to   compel 

11      1        fixtures"  -1 1  refet 

things:    it    refer,   ).,  thin:-      that   an     fj     -d       Trollej    poll 

I'.nl     what     tin      1  mil  1 

'-  Id  -  id   powi  '   in  requit  -    thi 

liinir  .1  grooved  rail  For  a  T  rail  when  it  di  -  idi  rl 

the    paving   of   th.  1  .1,1    woodl  11    bloi  1   ■    In    1, 11.  1 

the  stipulated  fai  I  1  brick  pavi  mi I  the  T  rail 

could   not    1                    ethei    without   Ii  1  -  Ing   thi      urfaci    of  the 
only  rough,  uneven   and  In©  


Tin-  McKeetpi  -     mi  II     llli     1  rai  tion    Co     ha 

-.     ,.,,1    ,    hatj 

BUgh    trip 


32 


STREET  RAILWAY  REVIEW. 


[Vot    Xil.  No 


EDWIN   REYNOLDS. 

Mr    Ed« ill  Ri  ( nold  of  the 

American  Society  of  Mechanical  Engiri  minentl>  fitted  for 

lition  l>y  n  well  known  and  excellent  work  in  the 

field  of  engineering,  and  ion  to  this  only  fittingly 

Mr.  Reynolds!  but  will  al  n  honor  to  the  - 

Mr.  Reynolds  was  bom  in  Mansfield,  Conn.,  March  23,  1S31.  On 
his  father's  side  he  is  descended  in  din  m  William  Rey 

nolds,  who  came  to    Vmerica  froi 

tied  in  Providence.  R.  I.  in  1637.     His  mother  w  Hunt- 

ington, whose  family  was  among  the  first  to   -  lorwich, 

Conn.  He  lived  with  his  parents,  doing  farm  work  and  attending 
district  school  until  h<  trs  old,  at  which  age  he  went  to 

work  as  a  farm  hand,  under  a  sis  months'  .I    $it    per 

month.  Before  the  expiration  of  the  six  months  he  had  an  offer 
of  an  apprenticeship  with  Anson  P.  Kinney,  of  Mansfield,  for  three 

in  a  general  mail  This  he  accepted  after  an 

with  his  former  employer  to  shorten  the  time  of  his  contract.  l>ur- 
ing  his  apprenticeship  his  wages  were  $30  and  board  for  the  first 
year.  $45  and  board  for  the  second  year  and  $60  and  hoard  the  third 
year.  After  completing  his  apprenticeship  he  worked  for  one  year 
as  journeyman  with  Smith.  Winchester  &  Co.,  South  Windham, 
Conn.,  manufacturers  of  paper  machinery.  He  then  went  as  jour- 
neyman with  the  Woodruff  &  Beach  Iron  Works,  at  Hartford,  and 
during  his  connection  with  this  firm  Mr.  Wright  became  chief  en- 
gineer of  the  works.  It  was  here  that  the  first  Wright  engine  was 
built  This  company  also  manufactured  machines  for  dressing 
stone,   and   in   these    Mr.    Ri  came   particularly    interested. 

For   six  or  took   charge  of  the  building  of  these 

machines  as  well  as  their  setting  up  and  outside  operation. 

In  1858  he  accepted  an  offer  from  Steadman  &  Co  .  of  Aurora,  as 
superintendent  of  the  company's  shops.  This  concern  was  engaged 
in  building  plain  slide-valve  engines,  farming  machinery,  'aw  nulls. 
etc.  During  his  connection  with  this  concern  Mr.  Reynolds  di 
pumps  for  drainage  and  irrigation  purposes  and  made  a  number  of 
experiments  in  this  field  in  which  no  thoroughly  satisfactory  ma- 
chinery' had  previously  been  built. 

The  outbreak  of  the  Civil  War  seriously   interfered   with    Sti  id 
man   &   Co's.    business,    and    Mr.    Reynolds    returned    cast,    going    to 
Boston,  which  he  made  T  several  years.     While 

here  he  took  charge  of  a  mai  p   for  George  T.  McLaughlin. 

of  Boston,  and  at  the  same  time  became  interested  in  the  develop- 
ment of  a  number  of  special  machines.  He  spent  about  six  years 
in  Boston  and  in  New  York,  during  which  time  be  was  constantly 
employed  as  an  expert  in  perfecting  all  manner  of  mechanical  de- 
vices. His  sound  judgment  on  all  engineering  matters  became  well 
recognized  and  be  was  thus  connected  with  the  early  development 
of  a  number  of  industries  which  have  since  grown  to  large  propor- 
tions. 

In  1867  Mr.  Reynolds  was  employed  by  the  Corliss  Steam  Engine 
Co.  of  Providence.  R.  I.,  as  a  general  engineer  and  salesman,  the 
company  having  always  made  a  practice  of  selecting  good  "sii'ieers 
for  salesmen.  After  4'A  years  in  this  position  he  was  promoted 
to  general  superintendent  of  the  company,  a  position  which  be  re- 
tained until  1877.  In  that  year  be  associated  himself  with  the  late 
Edward  P.  Allis  and  began  the  development  of  his  own  inventions. 
His  reason  for  making  this  change  is  somewhat  obscure.  1  his 
position  with  the  Corliss  company  was 

prominent    in   the   engineering   field   at   that   time,   and   he   bad   not 
been   without   numerous   offers   from   other   prominent   concerns   of 
ons  which  si  be  far  more  eligible  than  that  of  superin- 

tendent of  the  Allis  works  which  had  failed  th(    year  previous.    The 
attitude  of  Mr.  Corliss  probably  had  much  to  do  villi  Mr.  Ri 
leaving  that  company :   Mr.  Corliss  thought  that  the  Corliss  engine 
was  practically  perfect  and  that  no  chance  existed  for  further  im- 
provement.    Mr.  Reynolds,  however,  believed  that  the  engim 
be   greatly   simplified  and   improved,   and   his    future   work   wi 
I7    P.  Allis  Co,  proves  thai  his  well  founded. 

When  he  entered  the  Allis  company,  Milwaukee  was  considered 
the  far  west  as  a  manufacture  if  the  works 

for   manufacturing  engines   were   extremely   limited.     The   foundry 
was  fitted   up   for  a   pipe   foundry  and  the  machine   shop   contained 
a    rather    meagre    number    of    machines    which    were    suited    to    the 
manufacture  of  saw   mill  and  flour  mill  machinery.     Mr.  R> 
succeeded  in  putting  the  business  on  a  paying  basis  almost  at  once 


by  the  production  of  his  first  Reynolds-Corliss  engine,  which  he 
designed  on  the  back  of  an  envelope  during  a  three  hours'  railway 
journey  from  Milwaukee  to  Chicago.  This  engine  w 
not  as  he  would  have  done  had  he  been  free  to  attack  the  problem 
purely  from  the  standpoint  of  machine  design.  Instead  of  this  he 
produced  an  engine  which  could  he  t.inlt  in  the  Allis  shops  exactly 
as  they  then  stood.  The  frame  of  the  engine  was  cast  in  two  parts 
because  the  foundry  could  not  handle  it  in  one,  and  it  contained 
only  one  core  and  that  of  the  simplest  form  possible.  In  a  short 
time  the  demand  for  large  engines  grew  faster  than  the  facilities 
of  the  shop,  and  to  meet  the  crowded  condition  of  the  foundry  Mr 
Reynolds  brought  out  the  wrought  iron  frame  engine,  a  type  which 
was  built  in  si/es  that  it  would  have  been  impossible  for  the 
foundry  of  the  Allis  -.hops  to  produce.  Finally  the  time  came  when 
Mr.  Reynold-  could  design  an  engine  as  he  wished  it.  unfi 
by  any  considerations  of  thi  lipment,  and  he  brought  out 

engine,   which   has  been  accepted  as  perfectly 

1  to  this  work  and  largely  copied  by  engine  builders  1 
this  country  and  abroad. 

The  distinctive    1  dl    Mr.   Reynolds'  engineering  work   is 

the  deep  study  of  the  fundamental  engineering  features  of  the 
work  he  has  in  hand  and  his  rigid  adherence  to  the  lines  indicated 
by  this  study.     This  has  often  led  to  a  wide  departure  from  current 

1  ring  practice  of  the  period,  and  the  success  of  Mr.  Reynolds' 
methods  have  usually  led  to  the  revolution  "f  methods  in  the  lines 
ni  '  ring   on  which  he  worked  and  gave  the  F..   P.  Allis  Co.  a 
world-wide   reputation 

\n   example  of    Mr,    Reynolds'  originality  of   design   is   shown   in 

1    I        in       Mowing  engine  built   for  the  Jolict   Steel  Co. 

The   president   of  that   company   had  designs  prepared  by  his  own 

engineers  and    also    had   competitive   designs   submitted   by   experts 

in  this  line  of  work  both  from  this  country  and  abroad.     Mr.  Rcy- 

submitted  a  design  which  was  a  radical  departure  from  cur- 
rent practice,  but  which  was  s, ,  clearly  an  advance  over  the  methods 
in  general  use  that  he  was  granted  the  contract.     Before  this  engine 
had    been    running   a    month    Mr.    Carnegie    saw    that    its   effect   was 
itionary  and  ordered  one  like  it.     This  order  wed  by 

upwards  of  $5,000,000  worth  of  business  for  the  company,  and  after 
jo  years  of  effort  to  improve  on  this  machine  its  t-seiilial  features 
remain   unchanged  today  and   it   is  slill   (he  standard  type  of  blowing 

engine.    A  similar  of  Mr.  Reyno 

His  rigid  adherence  to  the  fundamental   principles,  in  the  face  of 

tireat  opposition,  resulted  in  increasing  the  capacity  of  the  original 
stamp  mill  by  ?o  per  cent. 

Mr    Reynolds   ;Vas  a   poineer   in   the   development    of   the  11 
pumping  engine,  and  practically  all  of  the  recent  high  duty  engines 
in  this  country  closely  follow    the  lines  of  the  machines  built  by  the 
Allis  Company      The  huge  screw  and  centrifugal  pumping  engines 
il  by   Mr.   Reynolds   for  draining  land  and  handling  sewage 
are  amplifications  of  the  designs  produced  by  him  during  his  con- 
nection with  Steadman  &  Co.     Mr    Reynolds  has  also  been  a  leader 
in    the    introduction    of  compound    and   triple   expansion    engines  of 
low    spe.d    for    direct    connection    to    electrical    generators.      These 
,v    manufactured    in    units   of    I0.OO0  h.    p.   and   upwards  and 
iximately    i.coo  tons.     The   case  of  the  Manhattan   Ele- 
vated   road    illustrates    the   confidence    with    which    engineers    regard 
Mr    Reynolds'  work  in  steam  engine  design.     Thi  Si    engines  are  of  a 
new    type,    yet    an    order    for   them     involving    $3,000,000    has    been 
■nli  1I1.    company  before  the  engines  had  ever  been  tested. 

On  the  death  of  Mr.  Allis.  Mr.  Reynolds  became,  through  his  will. 
one  of  the  trustees  of  his  estate,  and  when  the  business  was  re- 
organized Mr.  Reynolds  entered  his  present  position  as  second 
vice-president  and  superintendent  of  the  company.  In  addition 
to  the  duties  of  this  position.  Mr.  Reynolds  has  taken  an  active 
1  in  the  business  life  of  Milwaukee.  lie  is  a  stockholder  and 
director  in  several  manufacturing  companies,  is  president  of  the 
German-American  Bank,  the  Milwaukee  Boiler  Co.,  the  Central 
Improvement    I  the   Badger   State   Long   Distance   Til 

Co  He  his  received  the  honorary  degree  of  LI..  D.  from  the 
University  ..f  Wisconsin,  which  has  recently  further  honored  him 
by  placing  his  name  in  the  frieze  of  its  new  engineering  building 
Mr.  Reynolds  is  a  modest  man  of  charming  personality  and  is  most 
approachable  in  his  manner.  He  is  very  considerate  of  the  feelings 
and  welfare  of  those  under  him.  which  is  manifested  in  the  respect 
and  affection  shown  him  by  the  workmen,  with  many  of  whom 
he  has  come  in   direct   contact   for  a  quarter  of  a    century. 


linuarv   IS,   WM 


Jak.  15,  1902.] 


STREET    RAILWAY    REVIEW. 


33 


Rearrangement  of  Power  Generating  and  Distributing  Scheme  at 

Worcester,  Mass. 


Questions  Involving  the  Relative  Economy  of  Alternating  and  Direct  Current  Transmission — Utilizing  Present 
Power  House  Equipments     Output,   Capacity  and  Car  Miles  Run. 


A  street  railway  operating  expert  ol  wide  experience  when 
■deed  recently  what  in  his  opinion  was  the  most  serious  question 
confronting  the  Street  railway  fraternity  today,  replied.  "The  proh 
lem  of  economically  and  properly  distributing  power  over  street 
railway  systems  formed  during  tlic  past  two  or  three  years  l>y  the 
evolutionary  power  of  consolidation  is  bothering  more  street  rail- 
way managers  at  this  time  than  any  other  one  difficulty."  lie  then 
went  on  to  explain  that  if  the  problem  were  merely  one  of  distrib- 
uting a  given  current  ut  .<  designated  territory  without 
regard    to    investments    previously    made    in    power    house   property. 


7  6  s*  ft.) 


equipment   and  copper  line-,  tin    obstacles   could   lx 
surmounted  hy  thi  theoret- 

ledge  would  probably  dictate 
high  tension  alternating  current     listribution   from  I    powi  r 

house  with    transforming    and   converting    sub-stationa     near   the 
centers  of  the  outlying  loads 

in  the 
■    not  i»-  disregarded,     In 
the  lau  the  art  h  ible  hy 

installing  alternating  apparatus   throughout,   to   ofl  on   the 

and   in  A   tin    old   d 

pped       But    ii  which   the   traffic   will   warrant   the 

into  finding  a   solution  for 

ith   what   wi 

thr  tuaii.o 
of    the    Wot 

d   with   inti 

[It     found    || 

of    the    V.                     •                                                which  had     j  1 1  —  t 

>  g  an  aggrr- 
railway  ti 

foil  ■    '  '  •      <  BMMCtioil 

ipanying  m 


The  Fitchburg  &  Suburban  Street  Ry.,  with  one  power  station 
located  at  Fitchburg  and  about  7  miles  of  track  from  Fitchburg 
to  Leominster. 

The  Leominster  &  Clinton  Street  Ry.,  with  one  power  station 
at  Leominster  and  about  12  miles  of  track  from  Leominster  to 
Clinton. 

The  Clinton  &  Hudson  Street  Ry..  and  the  Worcester  &  Clinton 
Street  Ry..  both  operated  from  one  power  house  located  at  West 
Berlin,  and  comprising  jointly  about  23  miles  of  track  running 
from  Clinton  to  Hudson,  and  from  Clinton  to  Worcester.  A  por- 
tion of  the  Worcester  &  Clinton  road  was  supplied  with  power 
from  the  Worcester  station  of  the  old  Worcester  Consolidated 
Street   Ry. 

The  Worcester  &  Marlboro  Street  Ry.,  with  one  power  house  at 
Marlboro,  and  about  iS  miles  of  track  from  Marlboro  to  Worcester, 
with  a  branch  from  Northboro  to  Westboro. 

The  Worcester  &  Suburban  Street  Ry.,  with  two  power  houses, 
one  at  Leicester,  and  one  at  Millbury,  also  a  450-ampere  hour 
itorage  battery  at  Leicester  and  a  240-ampere  hour  storage  battery 
sub-station  at  the  junction  of  the  two  lines  in  Worcester.  This 
company  operated  about  11)  miles  of  track  from  Spencer  through 
Worcester  to  Millbury. 

The  old  Worcester  Consolidated  Street  Ry..  operated  from  one 
central  direct  current  power  station  in  Worcester  and  owning  about 
50  miles  of  track   in  the  city  of  Worcester  and  its  suburbs. 

When    the   plans    for    re  arranging   the   power   scheme   to   suit    the 

,01  mIiiioik  of  the  united  property  came  up  for  discussion,  the 

situation  al   first   glance   seemed  to  be  an   ideal   one  for  high  tension 

alternating    current    generation    and    distribution.      The    preliminary 

calculations  seemed  to  bear  out  this  conclusion  but  after  carefully 
analyzing  the  figures,  differentiating  the  costs  and  savings  incident 
to  and  resulting  from  both  the  alternating  and  direct  current 
chemes  involved,  it  was  found  the  conditions  were  such  that  by 
making  certain  changes,  and  with  a  comparatively  small  outlay 
in  additional  direct  current  machinery  and  copper  feeders  ('most  of 
this   new   copper   would   have   been   required  with    the   high   tension 


m  1  BR  A  HEAVY  SNOW  AT  WOKCKS'I  KK 

1    to    inn  down  iii 1  id,     team  gen 

II         ng  thi    "i"     al  whii  ii 

rht    1 ■     regai  di  d  alternating 

■  ■  ,1   .1  elf  into  the  question  of  the 

relative    cost     of    operating,    including    fi        I    chai 1     more 

n     place 

of   the    foui  ng  direct  cut  rent  The 

•  ompan  ompute  any 

with  alternating  apparatus.  1 


34 


STREET  RAILWAY  REVIEW 


xtr.  No.  i. 


coming  winter  and  a  more  accurate  knowledge  ol  the 
load  conditii  "•  >■  of  tl  i 

i  idenced. 

wer  houses 
itting  down  of  tl  battery  in 

the  «-ii v  of  Worcester.      I  his  battery  was  in  the  the  old 

.mil  when  the  office  was  abandoned  it 
ither  shut  the  battery  down  or  maintain  mi 
mi.    Inasmuch  as  the  station  was  near  the  main  Wi 
house  ii  was  ""t  deemed  essential  to  keep  the  bat) 
this  p. .im   anil  recently  this  entire  battery  plant   lias  been  moved 
hburgi  ">ar  the  terminal  of  the   Fitchburg  line  and  at  the 
;  a  i  ?  per  -  miles  from  the  generating  station. 

The  next   move  was  to  shut   down  the  Leicester  station  of  tlic 
bin-ban  Co.     As  this  plant   adjoined  a  ear  barn 
and  sufficient  copper  was  erected,  it  simply  meant  a  proper  arrange- 


1IAKRINGTON  CORNER.  OPPOM1  E  el  I  V    BALL,  WORCESTER. 

ment  of  the  feeders  and  making  connection  with  the  large  Station 
at  Worcester.  By  reason  of  the  high  speeds  required  on  this  line. 
it  was  decided  to  maintain  the  storage  battery  formerly  at  this 
station  in  place  of  the  abandoned  generating  station.  One  No.  oooo 
wire  was  provided  joining  the  battery  station  and  the  Worcester 
power  house,  and  the  battery  is  charged  from  an  ordinary  booster 
at  the  last  named  plant. 

Owing  to  an  existing  contract  the  company  is  obliged  to  furnish 
current  for  street  lighting  and  house  service  in  Leicester  and  the 
adjoining  towns.  To  take  care  if  this  lighting  one  of  the  M  1' 
oo  generators  formerly  at  this  station  is  utilized  as  a  motor,  and 
taking  current  from  the  line  through  the  battery  drives  by  belt  one 
of  the  old  generators  removed.  This  improvised  lighting  set  works 
very  well  when  the  load  is  not  too  great  for  it. 

The  next  move  was  to  shut  down  the  Millbury  power  bouse 
which  meant  simply  the  erection  of  additional  copper  and  some 
rearrangement  of   the  old   feeder  lines. 

These  changes  have  practically  wiped  out  the  generating  plants 
of  the  old  Worcester  &  Suburban  road. 

In   the  meantime  the  company   had   decided   to   install    addi 
equipment    al    the    Leominster  power   house,   move  the    storage   bat- 
tery   from    Worcester    to    Fitchburg   and    shut    down    the    Fitchburg 
plant.     Accordingly   one   of   the   generators    and   a   condenser   have 
been  moved  from  the  Fitchburg  the  Leominster  power 

house,  and  the  Fitchburg  station  has  been  abandoned.  The  Leo- 
minster  power  house  is  operated  by  water  power  and  additional 
water  wheels  have  been  put  in  to  run  thl  added  apparatus.  This 
change  also  involved  an  increase  in  copper  feeders  on  this  line  Tt 
might  be  remarked  here  that  in  making  the  changes  and  additions 
in  the  feeder  lines  at  this  and  other  places  on  the  system,  the 
management  has  kept  in  view  the  possibility  that  future  develop- 
ments may  bring  about  a  substitution  of  alternating  apparatus  for 
the  present  direct  current  distribution,  and  the  new  copper  has  been 
so  placed  as  to  be  best  utilized  if  the  changes  to  alternating  trans- 


mission i-  1m  tlie  particular  instance  of  this  I.eomin 

fad  that   it   is   run  by  water  p.. wer  would  probably   insure 
thai    tin-    station    equipmen  tically    its    present    form, 

even  if  a  central  alternating  station   were  erected  at   Wore 

V-  ili.    I.,  i   -i.  p  ii  pany  has  purchi 

cue  new  .reeled  in  the  main 

p.. wer  In. us,-  :,i   Worcester.     This  will  be  direct  connected  to  a  D 
2,O0O-kw.    General    Electric    direct    current    generator       The    steam 
equipment  of  the  Worcester  plant  has  also  been  increased  by  i,8oo 
Ii.  p.   in  the  new    water  tube  boilers,  and  a  5.000-h.  p.  twin   vertical 
user. 

1'niil   this   new    unit    is  completed  the  abandon  will  be 

kept   in  r.  1  emergency   service,  as  the  present  capacity  of 

the    Worci  m    is   hardly   sufficient    to   depend   upon   in    1 

now   storm  or  breakdown.     It   is  anticipated  the  new  machinery 
will   be   running  by    Inly.    igo2. 

It    sh  Mill    that    the    several    st.-itimis   are  all   tied   to 

I.,  del  so  that  they  can  help  each  other  to  the 
best  advantage  Near  the  midway  points  in  the  feeders,  where  the 
loads  i.f  any  two  stations  merge,  fuse  switches  arc  placed  to  avoid 
damage  to  either  oni  should   a   short   circuit   in  the 

territory  of  one   plant    throw  all   the  load   suddenly  onto  the  other. 

For  additional  detail  reference  we  append  a  summary  of  the  ap- 
paratus at   each  of  tin-   several    stations  on  the  system: 

QU1PMENT   OF   POWFR    STATIONS 
Main    IV. wer    House   at    V  Fremont    St) 

Engines  and  Generators  -One  1.000-h.  p.  vertical  cross  com- 
pound  Green  V.  ngine,   with   cylinders   .10  and  64   in.   by 

48-in.  stroke,  direct  connected  to  a  1/100-kw.  General  Electric 
generator  turning  100  r.  p.  m.  One  1.200-b.  p.  vertical  cross  com- 
pound  Like  Krir  engine,  with  cylinders  25  and  50  in.  by  36-in. 
stroke,  direct  connected  to  one  850-kw.  General  Electric  genera- 
tor, iniiiing  10S  r.  p.  111.  Four  450-h,  p.  vertical  cross  compound 
Lake  Erie  engines,  with  cylinders  14  and  28'  '•  in.  by  24-in.  stroke 
and  running  156  r.  p.  m..  each  belted  to  a  300-kw.  General  Electric 
generator,  running  at  400  r.  p.  m. 

Boilers.— Three  150-h.  p.  horizontal  tubular  boilers.  Nine  125- 
h.  p.  horizontal  tubular  boilers.  Boilers  are  operated  at  125  lb.  per 
sq.  in.  Station  is  equipped  with  full  complement  of  condensers. 
feed  pumps,  etc. 

Booster-Motor,  M.  P.  4.  118-h.  p.  750  r.  p.  m.  Generator.  M.  P. 
4.  So  kiv.,  750  r.  p.  m.  Rated  at  200  amperes,  voltage  from  0  to  400. 
There  is  now  being  added  to  this  station  one  new  3.000-h.  p. 
Allis  vertical  engine,  direct  connected  to  a  new  2.000-kw.  General 
Electric  generator.  Also  1.S00  h.  p.  in  new  water  tube  boilers,  and 
a  5.000-h.  p    twin  vertical  condenser. 

Northboro   Power    Station. 
Engines   and    Generators. — Two   450-h.   p.    simple   Green   engines, 
with    cylinders    20x42    in.      One    350-h.    p.    simple    Green    engines. 
18x42  in.     One  225-kw.   General  Electric   generator.     Two  325-kw. 
General  Electric  generators. 

Boilers. — Five  150-h  p.  horizontal  tubular  boilers.  Condensers. 
pumps,   heaters,   etc. 

West    Berlin   Power   Station. 
Engines  and  Generators. — Two  400-h.  p.  Filer  &  Stowell  engines, 
with  cylinders  20x42  in.     Two  225-kw.  Walker  generators. 

Boilers. — Three  125-h.  p.  horizontal  tubular  boilers.  Condensers, 
pumps,  heaters,  etc. 

Leominster  Power  Station,  f Combined  Steam  and  Water  Power. 1 
Engines,  Turbines  and  Generators. — One  450-h.  p.  Slater  twin 
engine  with  cylinders  tSx.?6  in.  Two  pairs  27-in.  McCormick 
turbines,  each  pair  rated  at  too  h.  p.  One  oo-kw.  General  Electric 
eratOI  which  is  run  as  a  booster.  Two  ISO-lew.  General  Electric 
generators. 

Boilers, — Two  200-h.  p.   Manning  type  vertical  boilers. 
The  height   of  water  fall   is   10  ft.  2  in. 

There  is  being  added  to  this  station  one  200-kw.  Westinghouse 
generator  t..  be  coupled  to  one  pair  of  new  Hercules  turbines 
rated  at  260  h.  p.;  also  a  condenser.  This  additional  equipment 
was  originally  at  the  Fitchburg  station  which  has  been  abandoned. 

Abandoned    Stations. 
The  Fitchburg  station  contained  two  250-h.  p.  high  speed  engines, 
two  200-kw.  Westinghouse  generators,  and  four  125-h.  p.  Phoenix 


Jam.  is.  1002.] 


STREET  RAILWAY  REVIEW. 


35 


boilers.  As  stated,  one  of  the  generators  has  been  removed  to 
the  Leominster  station  and  the  remaining  apparatus  will  be 

The  Millbury  station  contained  two  250-h.p.  Annington  &  Sims 
engines,  tour  M  P.  90  generators,  and  five  125-h.  p.  horizontal 
tubular  boilers.     All  this  apparatus  will  be  sold. 

The  Leicester  station  contained  two  450-h.  p  Cooper  engines 
driving  one  500-kw.  generator,  one  M.  P.  Co  generator  and  three 
M.  P.  90  generators.  There  is  alfo  a  150-h.  p.  Ball  engine  direct 
connected  to  a  ijo-kw.  Wood  generator  made  by  the  Fort  Wayne 
Electrical   Corporation.  This   equipment   will   be   sold. 

This   station   also   contains   a   450-ampere-hour    storage    battery 


STANDARD  1"  'i  BLE  TKt'<  E. 

of  x<\  "Chloride"  accumulator  cells  which  will  bi  retained.  As 
before  stated  this  battery  is  charged  from  the  main  Wore  tei 
power  house. 

In  addition  the  company  owns  a  240-ampere-hour  storage  bat- 
tery which  has  been  previously  mentioned.  This  has  been  moved 
to  a  point  near  the  Fitchburg  terminal. 

OUTPUT  CAPACITY  OF  STATIONS. 

As  an  indication  of  the  work  done  by  the  power  houses  on  the 
Consolidated  system,  we  append  a  table  showing  the  resuli-  for 
the  month  of  August,  root.  Owing  to  the  transitory  conditions 
reliable  data  for  a  later  period  are  not  available,  and  it  will  also 
be  noted  that  the  capacity  figures  will  be  materially  changed  when 
the  additions  and  alterations  as  outlined  in  this  article  have  been 
made. 

Capacity 

Location  ..t  Station.  II-  I'.  II    P.        Ew.Getl     I  n  M Toi 

Bolters.    Engines,    orators.     Rim.       Consomod. 

ter     1.575  4-900  .1,650 

N..  rthlx.ro  750  1.250  875  .,0.708 

I'.'-rlin  .,75  800  450  30,790    nj.oij 

11. ter  400  300  26,588    31, 183 

mrg  500  500  275  10.7.(8 

■I    b6oo      8.050      5.550   438,268    [,465,118 

01  HER   IMP1  ER 

Iti  addition  to  the  erection  of  m  new  ear  barn  and  thi 

in  in   various   power   I  I    naolidated 

Raitw.i  banging   and    improving   its 

track  :,;                  d  work,  iti  rollr                          Intenancc  and  re 

pair  mi  or  the  property. 

In    track    work 
■' 

85  11,    raiU  with  ■  Pennsylvania   Steel  Co 

■ 

of  whi  by  thr  Wliniion  company,     Thou 

of  dollars  led  in  n™  feeder!  and  In   rebonding 

and   improving  tlir   return  dl 

In  thi  girder  rail  has  been  laid  on 

Rach   joint   ha«  In  led"   r :•  i I   bondl   and   1!  -I   both 

track*  arc 


cars  connect  with  the  city  cars,  the  circle  around  the  Commons 
has   been   double   tracked,  with   curves   in   both   directions. 

On  the  30-mile  line  to  Fitchburg  the  roadbed  has  been  filled 
with   gravel   and   small   stone  and   practically   rebuilt. 

The  company  has  bought  sixteen  14-bench  open  cars  and  four- 
teen  25  fl  closed  cars  of  the  Bradley  Car  Works,  of  Worcester. 
These  have  a  special  seating  arrangement  and  were  fully  described 
in  the  last  issue  of  the  "Review."  They  are  mounted  on  Laconia 
\  8-B  high  speed  double  trucks  with  patented  swing  bolster 
1  1I1,  I  H-onia  Car  Co..  of  50  State  St.,  Boston,  and  La- 
conia, N.  H. 

This  is  a  pivotal  double  truck  and  is  especially  designed  to  be 
:  r.l  hi  road  win  n  diort  radius  curves  are  unavoidable,  the  wheel 
base  being  4  ft  4  in.  Tin-  design  provides  for  center  bearing  ellip- 
tic springs:  outside  motor  suspension,  allowing  for  either  two  or 
four  motors  to  car;  inside  bung  brakes,  with  cither  adjustable  or 
solid  hrakehcad.  a  brake  mechanism  that  is  very  powerful  and  at 
ime  time  simple  in  construction.  All  parts  of  the  truck  are 
exceptionally  simple  and  strong,  and  when  worn  out  can  easily 
be  replaced  Either  electric  or  steam  car  journal  bearings  are  used. 
llie  main    feature  of  the  truck   is  the  patented  "Perfectly  Cushioned 

Swing  Bolster."  wliicdi  is  designed  to  prevent  the  car  from  receh 
ing    any    shock    while    rounding    curves    at    a    high    rate    of    speed 

This  type  of  truck  is  made  with  any  length  wheel  base  required, 
and  although  it  has  been  on  the  market  but  two  years,  it  has  met 
with  great  success,  and  is  used  on  many  of  the  large  street  railway 
systems  of  the   United    States. 

The  company  uses  three  types  of  lie. iters  made  by  the  Simplex 
Electric  Co.,  the  Consolidated  Car  Heating  Co.  and  the  Gold  Street 
Car  Heating  Co. 

Ml  the  interurban  lines  of  the  Worcester  Consolidated  Street  Rail- 
way Co.  arc  to  be  protected  with  the  United  States  Electric  Signal 
Co's.   signal  system. 

era  of  the  Worcester  Consolidated  Street  Railway  Co. 
are:  President,  F.  IT.  Dewey:  vice  president,  A.  G.  Bullock: 
try  and  treasurer.  J.  W.  Lester;  general  manager.  R.  T. 
I.afTin;  superintendent  of  motive  power  and  machinery,  William 
Pestell;  divi  ion  superintendents,  II  E.  Bradford.  .1  B.  Gorman 
and  G.  IT  Burgess;  superintendent  of  car  shops,  J.  11  McMulKn; 
pit  Foreman,  R.  P.  Tisch:  superintendent  of  line  and  tracks.  Geo. 
B.  Shapley 

Mr    R.  T.  T.afnn.  general  manager  of  the  Worcester  Consolidated 

Street    Railway  C d  most  of  his  railway  training  with   the 

1  Elevated  Ry  He  held  the  position  of  superintendent  of 
division  No  6  of  thi  Bo  ton  "L"  for  18  or  IO  years,  this  division 
Constituting   oni     of   the   busii  ions    of   the    system,    and    being 


1      II    Dl 


1     1    i.AiriN. 


illv  iii  ir  ■  II  reet  railwa;     rstem      Mi     Laffin 

wnt  1  1  in  [901  and  at  .■  assumed  charge  of  the  new 

;  propi  11  v     I  as  1  iutlined  in  this 

ed  In  the  dlt  1 1  tlon  ol  I  rin 

proving  ding  the  road  .  con  olidating  the  difl 1  depart 

..:  m  of  the  properl 

'  oil.  ,1111.      ll      |r,|      1 

Mr   I'    1 1    1  tewi  e.  pre  id<  nl  ol  thi   W  ter  I  lid  ited 

let  of  prominent  e  in  easl  n 
He  I  I  industrial  enti  1  pi  i  ici 

1  numbei  ol  itiom 


36 


STREET    RAILWAY    REVIEW. 


[Vol.  XII,  No.  i. 


EVERETT-MOORE  SYNDICATE. 


January  2d  tin-  affairs  of  the  Everetl  Moon  syndicate  were 
placed  in  charge  of  a  committee  of  Cleveland  bankers  which  issued 
tin-  fallowing  statement   explaining  1 1 1 i ~-  action: 

"It  l'n'. mi.  apparent  some  time  ago  to  some  of  the  members  of 
the   Everett  Called,  that  on  account  of  tin-  tight 

money  situation  in  the  different  centers  where  they  wen-  in 
some  of   th.ir   enterprises,   that,   although   in   their   opinion   they 

owned   several    million    dollars'    worth   of    property    over   anil    above 

their  liabilities,  that  they  would  he  unable  without  temporary  as- 
sistance  to  meet  their  obligations  which  were  about  to  become  due, 

and  the  obligations  of  some  of  th.  ontrolled  by  them 

"Many  of  these  obligations  arose  from  the  fact  that  thi 
was  engaged   i"   the  construction  of  a  number  of  enterprises   which 
were   not   yet   fully  completed,   requiring  large  amounts  of  money 
to  pay  for  labor  anil  materials  in  the  construction. 

"The  syndicate  were  also  recently  disappointed  in  being  unable 
to  complete  the  negotiations  for  the  raising  of  a  large  sum  of 
money  upon  certain  bonds  and  stocks  belonging  to  them  which 
would  have  furnished  them  with  ready  funds,  and  winch  negotia- 
tions they  had  reason  to  believe,  until  ten  days  ago.  would  result 
favorably. 

"Some  of  the  members  of  the  syndicate,  when  it  became  apparent 
to  them  that  many  of  their  liabilities,  which  were  coming  due  about 
Jan.   i,  could   not   be  met,   called  together    some   of  their  pi 
advisers  to  advise  with  them  as  to  what  was  best  to  be  done. 

"These  men  examined  fully  into  all  of  the  affairs  of  those  com- 
posing the  syndicate,  and  were  furnished  with  full  and  complete 
information, 

"They  found  further  from  their  investigations  that  in  the  tele- 
phone situation,  while  among  its  different  elements  it  had  many 
companies  that  had  fully  completed  their  equipment,  and  were  on 
a  paying  basis,  that  there  were  others  that  needed  material  assist- 
ance. 

"They  also  found  that  so  far  as  the  personal  affairs  of  the  mem- 
bers of  the  syndicate  were  concerned  that  their  equities  were  in 
their  opinion  largely  in  excess  of  their  liabilities,  and  that  in  their 
judgment  all  of  the  personal  creditors  could  lie  paid  without  doubt 
from  the  assets,  and  several  hundred  thousand  dollars  put  into 
the  completion  of  the  properties. 

"They  found  that  there  were  in  Cleveland  upwards  of  thirty 
banks  that  were  their  creditors,  and  that  these  banks  held  the 
choicest  of  the  securities  and  the  most   ecptities. 

"Messrs.  Everett  and  Moore  stated  that  they  were  perfectly 
willing  to  turn  all  of  their  matters  and   properties   over  to  a    com 

mittce  that  should  be  appointed  to  handle  them  in  connection  with 
themselves  to  preserve  the  most  equities,  with  the  belief  that  when 
their  properties  were  developed  and  creditors  paid  there  would  be 
a  substantial  amount  to  return  to  them. 

"The  personnel  of  the  committee  is  as  follows:  H.  R.  Newcomb, 
Myron  T.  Herrick.  J.  J.  Sullivan.  Calvary  Morris,  Kaufman  Hays. 
E.  C.  Tillotson.  and  W.  C.  Mather.  These  gentlemen  were  selected. 
not  especially  on  account  of  any  interest  directly  involved,  but 
because  of  their  well-known  ability  and. integrity. 

"At  the  meeting  held,  at  which  Messrs.  Everett  and  Moore  were 
present,  mote  than  five-sixths  of  all  of  the  Cleveland  indebtedness 
was  represented.  The  parties  attending  the  meeting  expn 
themselves  unanimously  in  recommending  to  their  institution  that 
they  should  extend  the  indebtedness  of  the  Everett-Moore  syndi- 
cate and  its  allied  interests  for  a  period  of  not  exceeding  eighteen 
months,  conditioned  upon  the  committee  named  having  entire  charge 
of  all  of  the  affairs  connected  with  the  syndicate  and  their 
interests. 

"Papers  have  been  drawn  looking  toward  such  extension  and  the 
empowering  of  the  committee  to  act.  and  they  have  been  exi 
by  the  members  of  the  Everett  Moore  syndicate  and  are  now  being 
executed  by  the  Cleveland  banks  as  rapidly  as  possible.  All  other 
creditors  are  to  he  asked  to  unite  with  the  Cleveland  creditors  in 
granting  the  extension." 

The  "Everett-Moore  interests"  include  about  J.300  miles  of  elec- 
tric railways  in  operation,  some  500  miles  more  of  roads  under 
construction  or  projected,  and  telephone  properties  included  in 
the  Federal  and  the  United  States  telephone  companies  operating 
in  Ohio,   Pennsylvania,  West  Virginia,  Kentucky  and  Michigan. 


January  6th  William  B.  Strang,  of  N'ew  York,  Bled   1  ben  against 
the    Erie    Construction    Co.    for    materials    and    labor    furnished    for 
troil    &     Toledo    Shot  K.    and    the    Ohio    Savings 

Hank  X-    Trust  Co.,  and  David  I!    Cunningham,  of   Detroit,  w.- 

pointed  receivers  for  the  Detroit  ft    loledo  company. 

January    loth  the  Euclid   Avenue    Trust  &•   Savings   Co.   of  Cleve- 
land, made  an  assignment     It  was  announced  that  the  troubles  of 
-    syndicate  were  not  responsible  for  the  bank  fail- 
ure, though  the  condition  of  the  local  security  market  brought  about 
by  tin    former  had  added  to  the  difficulties  of  the  bank. 

The  1'ainesville  Savings  Rank,  of  Painesville.  also  made  an  as- 
signment on  January   nth. 

January  10th  Albion  E.  Lang,  president  of  the  Toledo  Railway 
&  Light  Co.,  was  appointed  receiver  for  the  Lake  Shore  Electric 
Railway    Co..    this    step   being    deemed    best    for    tin-    interest    of   all 

parties. 

<  »  » 

TO  RELIEVE  CONGESTION  ON  BROOKLYN 
BRIDGE. 


On  January  7th.  as  a  result  of  a  conference  between  Bridge  Com- 
missioner I.indenthal.  Chief  Engineer  Martin,  of  the  Brooklyn 
.  and  President  (ireatsinger.  of  the  Brooklyn  Rapid  Transit 
Co.,  means  were  decided  upon  which  it  is  believed  will 
the  crush  at  the  Bridge  entrances.  A  new  schedule  will  go  into 
effect  at  onci  111  which  the  number  of  hours  recognized  as  the 
"rush  hours"  will  be  increased  and  the  "rush"  schedule  will  be 
extended  so  that  persons  will  find  \  cry  frequent  trains  both  earlier 
and  later  than  the  present  schedule  calls  for.  It  was  sue 
that  many  people  would  arrange  to  make  their  daily  trip  to  ami 
from  Brooklyn  a  little  earlier  or  a  little  later  if  they  could  be 
if  catching  good  trains,  ami  s,,  the  volume  of  travel  during 
the  morning  and  evening  rushes  would  be  distributed  over  a 
period  of  time,  avoiding  much  of  the  present  congestion 
and  confusion.  The  idea  seems  plausible  and  will  be  tried  for  two 
months. 

The  new  schedule  provides  that  between  6:30  and  7:10  a.  m. 
trains  will  run  over  the  Bridge  on  1  > j  minute  headway:  between 
7:10  and  8:55  a.  m.,  55  seconds  headway:  between  8:5?  and  9:10  a. 
m.  1  minute  headway;  and  between  9:10  and  9:40  a.  m.  1%  minute 
headway.  In  the  late  afternoon  the  intervals  between  trains  will 
be:  4:30  to  6:45.  55  seconds;  6:45  to  6:50.  2  minutes:  6:50  to  8:30 
2}/2  minutes. 

In  addition  to  this  service  through  trains  on  the  Filth  Avenue. 
Bath  Beach  and  Brighton  Beach  lines  will  be  run  between  10 
a.  m.  and  4  p.  m,  and  between  7  p.  m.  and  1  a.  m.  It  was  also 
decided  to  do  away  with  the  railings  on  the  Manhattan  end  ol 
the  Bridge  dividing  the  local  from  the  through  passengers. 


PECULIAR  DERAILING  ACCIDENT. 


On  December  20th  last  an  electric  car  at  Northampton.  Mass.. 
suddenly  left  the  track  apparently  without  cause.  The  several  pas- 
were  badly  shaken  up  but  no  serious  injuries  resulted. 
Excavation  was  made  for  tin  inspection  of  a  culvert  at  the  place 
where  the  car  left  the  rail,  and  a  small  cavity  was  found  immedi- 
ately below  the  track.  It  is  now  supposed  the  ground  over  the 
culvert  settled,  allowing  the  crust  t,.  yield  sufficiently  when  the  car 
passetl    to   throw   it    from    the  rails. 


The  Cincinnati  Traction  Co.  has  completed  arrangements  for 
instruction  of  a  handsome  new  office  building  at  the  corner 
of  Fifth  and  Walnut  Sis..  Cincinnati,  at  an  early  date.  The  demo- 
lition of  thi-  old  buildings  on  this  site  will  commence  February 
1st  and  1I1.  present  tenants  have  been  notified  to  vacate  on  or  be- 
fore that    .late 


Merchants  of  Huntington.  I  ml.,  reaped  large  profits  from  the 
Christmas  trade  by  the  judicious  use  of  tickets  over  the  Fort 
Wayne  &  Southwestern  Traction  Co's.  new  line  between  Fort 
Wayne  and  Huntington.  Several  hundred  dollars'  worth  of  the 
tickets  were  distributed  along  the  line  ..f  the  interurban.  and  the 
plan  was  successful  in  attracting  a  holiday  trade  which  well  repaid 
the   investment. 


Tax.   15.  1902.] 


STREET    RAILWAY    REVIEW. 


37 


THE  STANDARDIZATION   OF  ENGINES  AND 
DYNAMOS. 


The  committee  of  the  American  Society  of  Mechanical  Engineers 
on  standardization  of  engines  and  dynamos  lias  completed  its  labors 
and  submitted  a  report  of  which  the  following  comprise  the  prin- 
cipal points: 

1.  Standard  size  of  units   recommended. 

2.  Corresponding  revolutions  per  minute  for  these  units. 

3.  The  size  of  shafts  for  the  two  classes  of  center  crank  and 
side  crank  engines. 

4.  The  entire  length  of  shaft  required  for  the  generator. 

5.  The  height  of  axis  or  shaft  over  top  of  sub-base. 


a  permissible  variation  of  speed  of  5  per  cent  either  way  from  the 
figures  recommended.  It  is  believed  that  these  speeds  are  practically 
the  -.mie  as  those  of  all  machines  which  may  be  considered  as 
standard  makes  at  the  present  time.  The  shaft  diameters  were 
also  determined  after  careful  examination  of  existing  practice.  The 
permissible  deflection  was  the  determining  factor  in  regard  to  di- 
ameters. 

The  question  of  the  length  of  the  generator  along  the  shaft  could 
not  be  reduced  to  a  single  dimension  .ming  to  the  large  variation 
in  the  length  of  generators  of  the  same  output,  and  for  this  reason 
it  was  necessary  to  make  provision  for  two  classes  which  have 
been  called  "long"  and  "short"  generators.  For  these  varying 
lengths  of   generator   and   shaft   the  engine  builder   has  to  provide 


SIZES.  SPEEDS  AND  STANDARDIZED  DIMENSIONS  OF  DIRECT  CONNECTED  GENERATING  SETS. 


Cap»c. 

Revolu- 
tions 
per 
Minate. 

armatcre 
Bore. 

Diameter  or  Engine 

SUAFT    AT    AKMATl'RE    FlT. 

Si-  u  i  1  '< <  rriED 

on  Shaft 
between  the 
Limit  List- 

Jl. 
Length 

Extcll 
-ion 

en-.  1  [ 
Inches. 

a 

Height 
of 

Axis 
of 

Shaft 

above 
Top  of 

Bast), 
IncbM 

It. 

Inches. 

I). 

Width 
of  Top 

of  Sub- 
Base. 
Indies. 

Key  (a  Feather) 

HoLlrtNC-DoWN 

Holts. 

I'nit. 
Kilo- 
watte. 

Centre 
Crank 

En 
el  nee. 
Inches. 

Side 
Crank 

Kn 
einen. 
Inches. 

Centre  Crank 

Engine-. 
Inches. 

Bide  I'rank 
:  i  nes. 

Long 
('lata 

A. 
Inches. 

Short 

Class 

.t  . 

Inches. 

Width, 
Inches. 

Thick- 
ness, 
Inches. 

Depth 
in 

Shaft 

at 
Edge, 
Inches. 

Projec- 
tion 
above 

Shaft  at 
Edge, 
Indies. 

Diam- 
eter, 
Inches. 

Num. 
ber. 

25 
35 

so 

75 
100 
150 
200 

310 

300 
290 
275 
260 
225 
200 

4 
4 

4, 
5) 
6 

7 
8 

4* 

5i 
6i 
7i 
8J 

10 

11 

4      +    T.'.O 

4    +  Tmrs 
4i  +  nfai 
5i  +  rAo 

6  + 

7  +  TbVt 

8  +  nfcju 

41  + 

"I  ~t~  "i  nuTi 

6*-t 

7i+   .     . 
8i  +  timIj 

10      4 

1!       +    Ti?03 

30 
83 
87 
ii 
48 
51 
54 

25 

28 
31 
37 
42 
45 
48 

5 
5 
B 
0 
6 
6 
0 

28i 
35 

28 

31 

34 

87J 

42J 

Flat. 

Flat. 

Flat. 

Flat. 

Flat. 
44 
47} 

48 
54 
60 
00 
72 
84 
90 

1 
1 
14 

n 
u 
m 
2 

i 
s 
I 

1 
1 

u 
u 

i 
i 
1 

i 

4 

1 
i 

* 
i 
I 

1 
1 
1 

u 
li 
lj 
u 

4 
4 

4 
4 
4 
4 
4 

Note  I.— Five  per  cent,  variation  of  speed  permissible  above  and  below  apeedfl  in  table. 

Hon  .'     Mi-lance  from  centre  of  shaft  to  top  or  base  of  outboard  bearing  may  be  less  than  C  (to  suit  engine  builder),  though  not  less  than  possible  outside 
r&dlDfl  of  armature. 


6.  The  width  of  top  of  sub-base. 

7.  Armature  fit. 

8.  Overload  capacity  of  engines  and  generators. 

9.  Brush   holders. 

10.  Holding-down   bolts,   keys  ami   outboard   bearings. 

The  committee  endeavored  to  reduce  the  number  of  standard 
units  to  the  fewest  sizes.  This  will  commend  it-elf  to  a  large  inim- 
ber   of   manufacturers   a-    it    reduces   the   great    number    of    pattern- 


<S, 


different  lengths  of  sub-base,  but  patterns  for  the  latter  can  be 
made  so  that  one  end  can  be  made  adjustable  with  a  standard 
addition    for   each    unit. 

In    regard    to    the    armature    lit    the    committee    Obtained    opinions 

from  manufacturers   in   respect   to   the  allowance   to  be   made  for 
pressed    til    and    found    that    .001    in.    for   shafts  of    from    4   to  6  in. 
and  .002  in.  for  shafts  <"  _;   to   11    in.  repre-euts  the  best   practice. 
A-  it   i-  evident   to  every  engine  builder  that  to  provide  an  engine 


ii 


fr 


Stools  to  1*  mid1*  »nd  U.ftrA  lo  10ft  t—t 
of  boritnatallr  ptrUd  fftO'rator*.  Uu.I4.tm 
of   Utt'f  not*  that    r*diut  of  ouUlda  ol  ft* Id 


']! 


t^ 


!. 


■  B  H 


Aa  arr»»*W  f«v  UriMaulla  p*ru4  f*»tralOT. 


Avarrsnrod  for  vi-rHrally  partol  f  n<Mat<ir». 

Jt*cUoKuUr  MMlfalgl  I"  1st  maile  ami   l-n-m.  <r  In   mil 

bate*  of  varlliallj  parted  u«n<rrotorl. 


niAl.RAM  simwiM.   DIMENSIONS  KKh  I  KKH.h  TO  IN  TAIIMC. 


oid.'ild    din  '    due.  1 

mm  tided  by  tl  ■ 

ill  the 
provide   for 


large  enough  to  drive  a  > irator  with   from  go  to   too  1 

.in   unreasonably  large  engine   for   the   rated  load 
led  to  recommend  thai   thi     tandard  overload 
rating  of  the  dm.  t  connected  unit  should  not  in    in;    cs 

1  .-lit   of  tl 1  '  ", -        I    ■  .1     also  recoi led  thai 

the  bru  h  holdei    rigging  fot    dyni hould  bi     upported  upon 

electrical  part  oi  the  unit  enl  it  ely 


S'1'1<£E'J     RAILWAY    REVIEW. 


(Vol.   X!l.   Mo    I 


self  contain*  were  taken  so  that  standard  rolled 

.,,,  i„.  cmpl  are  to  be  nude  straight  and  used 

iicr.v 

In  tbi  :  the  committees'  investigation  a  number  of  points 

was  brought  i"  its  attention  which,  while  not  exactly  within  the 

i   embodied  in  the  report  under  the  b 
suggestions.    Among  these  was  the  question  oi  pressing  armatures 
.hi  shafts.     Usuallj   the  con  whom  this  is  to  be 

done,  but  it  is  suggested  that  if  there  is  no  such 
be  understood  thai   the  engine  and  generator  builders  shall  agree 
who  is  to  do  this  work  so  as  t"  avoid  any  dispute  when  the  separate 

portions  of  the  unit  are  delivered 

For  convenience  m  operation  and  for  the  information  of  engine 

and  generator  builders  it    is  suggested  that    for  units   up  to  75  kw  . 
inclusive,    the    floor    hue    should    come    at    the    bottom    of    the    sub 
base  and    for   units  of    IOO  kw.   to  200  kw.    inclusive   the   floo 
should  be  1   in.  below  the  rough  top  of  the  sub-base. 

A-  in  some  cases  the  distance  between  bearing  and  commutator 
is    very    small    it   is    suggested   that   engine   builders   providi 

to  prevent  oil  from  the  bearing  getting  on  the  commutator. 


AUTOMATIC  WATER  SOFTENING  SYSTEM. 

The  accompanying   illustrations  show  an   interesting  water   puri- 
fying apparatus    which   has   been    used   with   much    success   by    rail 
roads,  companies   manufacturing  artificial   ice.   and  others   who  ap- 
preciate the  importance  of  having  a  good  boiler  supply. 

The  water  is  treated  by  adding  a  solution  of  lime  to  act  upo 
soluble  bicarbonates  and  form  the  monocarbonates  which  are  in- 
soluble, and  a  solution  of  soda  ash  to  react  with  the  sulphates  ["o 
be  successful,  the  lime  and  soda  reagents  must  be  introduced  in  the 
quantity,  the  amounts  being  determined  after  an  analysis 
of  the  water  to  be  treated. 

For  large  plants  the  advantages  of  having  a  continuous  p 
of  water  purification  are  quite  apparent,  and  this  apparatu 
been  perfected  to  give  both  continuous  and  automatic  action.  I  here 
are  a  number  of  ingenious  features  in  the  design  which  will  be 
seen  on  examining  the  accompanying  engravings,  among  these  may 
be  noted  the  use  of  a  conical  partition  in  the  cylindrical  lank  thus 
insuring  a  constantly  increasing  section  (with  correspondingly  di- 
minished velocity)  as  the  water  progresses  through  the  settling 
tank;  also  that  the  outlet  is  but  little  below  the  level  of  the  inlel 
and  thus  renders  it  unnecessary  to  repump  the  treated  water;  and 
also  the  use  of  soft  water  for  making  the  lime  solution,  which 
effects  a  considerable  saving  of  lime. 

The  water  to  be  treated  is  brought  to  the  center  of  the  vertical 
cylinder,  where  it  discharges  into  the  hard  water  box.  From  tins 
box  the  water,  on  its  way  to  the  purifier,  turns  a  water  wheel 
which  drives  the  stirrer  in  the  lime  water  saturator.  After  leaving 
the  wheel  it  passes  to  the  top  of  the  settling  cone.  At  this  point 
it  is  mixed  with  the  treating  solutions.  Upon  mixing  with  the 
chemicals  lime,  magnesia,  iron  alumina,  and  a  portion  of  the  silica 
if  the  water  contains  it,  all  substances  which  form  scale  in  a  boiler, 
begin  to  settle  out,  and  the  process  continues. 

From  the  bottom  of  the  settling  cone  the  water  passes  up  through 
the  outer  space,  where  the  settling  is  continued  and  aided  by  bailie 
plates.  Before  passing  to  the  outlets  the  treated  water  finally 
passes  through  a  filter  of  wood  fiber.  The  water  passes  through 
the  apparatus  without  loss  of  head,  and  on  its  way  automatically 
es  the  supply  of  chemicals. 

The  lime  and  soda  solutions  are  prepared  separately;   the    1 
in  a  smaller  and   sometimes  shorter  cylinder,  which   is   secured  at 
one  side  of  the  main  cylinder.     This  smaller  cylinder  is  open  at  the 
top  and  an  agitator  at  the  bottom  of  the  vertical  shaft  stirs  up  the 
contents.     From  the  top  of  the  lime  water  saturator  a  trough  takes 
the  lime  water  to  the  top  of  the  settling  cone.     A  lift  v. 
by  the   water   wheel,   raises  some  of  the  treated  water  into    1    I 
From  here  it  passes  by  gravity  to  the  lime   saturator  through   the 
orifice  marked   "soft    water   inlet." 

On  the  other  side  of  the  water  wheel  is  the  soda  box,  which  is 
kept  full  from  the  soda  tanks  by  a  ball  valve.     There  are  tw 
tanks    for  use   alternately.      I  he   relative  amounts  of  soda  and   lime 
solutions  are  determined  by  the  sizes  of  the  orifices  through  which 
out  of  the  small   tan]  if  the  water 

wheel.     These  openings  are  slits  in  the  ends  of  pipes.     The  pipes 


7?-\ 


1'I.AN  AND  SECTION  OF  APPARATUS. 


.Ian-.    15.   1902] 


STREET    RAILWAY  REVIEW. 


39 


have  swing  joints  at  their  fixed  ends,  and  by  raising  the  free  ends 
the  flow  is  reduced  by  reducing  the  "head."  These  lift  pipes  arc 
controlled  by  a  float  in  the  hard  water  box,  so  that  the  chemicals 
will  he  governed  by  the  amount  of  raw  water  entering.  A  valve 
in  the  main  supply  pipe  is  controlled  by  :'-  float  in  the  top  of  the 
tank,  resting  upon  the  treated  water,  this  serves  to  regulate  the 
inflow   of   hard   water  according  to   the  amount   of   softened   water 


CORRESPONDENCE 


KKNNI    "IT  WATER  SOFTENER. 

being  used.     At  the  bottom  of  the  settling  cone  and  tin-  limi 
rator  •  opening  into  a  drain. 

While  the  apparatus  f'>r  the   it' 

of  cold  water,  tip  1  using  hoi 

This  apparatus  is  leni  Kennicotl  and  is 

made  by  the  ;  (  liicag". 

It  is  the  practice  of  the  company  to  make  an  anal  I       1    water 

to   be   treated   and    then   offer   a    definil  tiling   a 

lecifyiog   that    in    this    water    the    scale    forming    ingre 

dients  shall  be  red  certain  nui 

not  exceeding  a  fixed  sum  per  thousand  gallons,  and  guaran- 
teeing the  results. 

«  » » 

The  Steubenvilli 

■ 
:ng.  \V    Va  .  and  it  i,  tin-  ,   Bril 

liant  1  [artin'l 

wth   the   V 

and    - 


tion  A  ..,,..», 


TESTS    OF    MECHANICAL    STOKERS    AT    THE 

GENERAL  ELECTRIC  WORKS, 

SCHENECTADY,   N.  Y. 


Editor  "Review":  There  appeared  in  the  Engineering  -News  for 
Nov.  7,  1901,  an  article,  which  consisted  of  extracts  from  the  re- 
port of  a  series  of  tests  made  by  l'rof.  J.  E.  Denton  and  Mr. 
George  H.  Barrus,  representing  the  American  Stoker  Co.,  and 
Messrs.  Deane  ami  Main.  Boston,  representing  the  General  Elec- 

0.  Owing  to  the  manner  in  which  these  extracts  were  pre- 
sented by  the  Engineering  News  and  the  absence  of  reference  to 
several  important  facts  connected  with  the  tests,  the  article  in 
question  does  not  proem  the  case  111  a  maimer  equally  fair  to  all 
parties   concerned. 

Mini   in  the  report,  these  tests  were  conducted   for  the  pur- 

'  determining  whether  the  American  Stokei   I  0,  had  fulfilled 

certain  es  in   its  contract   with   the   General    Electric   Co. 

On  account   of  a  clause  in   the  contract,   in   which  the  American 
Stoker  Co.  guaranteed  to  "generate  a  net  horse  power  of  steam  as 

economically  as  thi     B stoker,"  the  engineers  decided   i"  tesl 

one  of  the   Babcock   &   Wilcox   boilers   equipped   with   the   Roney 
M'lU-r,    which    had    been    installed   in    1898   and    which    had    been    in 
lously,   day  and   night,    for  over   two  and   .1    hall 
years. 

ij  the  engineers,  that  as  the  tests  were 
to  be  conducted  for  the  purpose  of  determining  whether  the 
American  Sinker  Co.  hail  fulfilled  11-  guarantees,  the  manufac- 
turers of  the  Rone}  stoker  had  no  interest  >»■  part  in  the  matter, 
their  stokers  having  been  accepted  and  paid  for  several  years  be- 
fore. Under  this  ruling  the  Roney  stoker  was  brought  into  a  com- 
petitive test  in  which  the  makers  were  not  permitted  to  direct 
us  operation  and  were  nol  I  except  bj  an  erecting  su- 
perintendent who  was  allowed  to  witness  the  ■final  lest  but  not  to 
give  directions.  One  of  the  results  of  this  ruling  is  shown  in 
that  part  oi  th<  report  1  garding  "Labot  required  for  operating 
the  stokers,"   where  the  report   states  that— "in   the    Rone]    stokers. 

according  to  the  1       1  the  fireman  during  the  test,  there  was 

continual   attention  and  e   I,"  etc.     ["his  method  of 

handling  the  stoker  was  contrary  to  the  instructions   for  operation 
which  are  furnished  with  the   Roney   stoker  and   was   the   result 

Of   inexperience.    I  n    having   never    fit a    1    test    before. 

If  the  manufacturers  had  been  permitted  to  direct  thi   operation  of 

oker,  this  unnecessary  labor   would  Invt raided 

1  'ndei    thi  ih   " pai  atit  1    Ei  01 13    oi   the  American 

■""l    ''  is  costs  of  operation   are   summed   up 

Hows 

smi  i.'i.   \n  BTOKERS. 
Repair!  1  lug  Repalra 

cord       1 'in  k -v 

1   i.u  pti  h.  p..  |.rr  year.  .mi  log  net. 

"ll    $34-g  $34-!  $35-7° 

airs  0  0.1a  0.48 

1  1 1  1  1 1  1  1 1 
Interest    and  di                                  0.38 

$37    1  $36.80  $38.06 

In  this  table,  it  1  from  an  engineering 

point  to  credit  the   American    tokei  repait  account  with 

•  in  which  the  maker  undi  umed  for  a 

period  -•(  two  •■■  11        Phi   qui  Hon  oi  financial  liability  will  nol  be 

1  ration  ol  tin     ti 
'  11     that    thi     tabli    di  thai   "the 

with  the   American   stoker  than   with   the 

bui   fail   i"  call  1 tion  to 

brought  out   in  the  report   which  beai  of  the 

prim  Ipal  item  in  the  tabli         ■  d"  pi  1  1 power 

dividing  the  at nl  of  wat 

.  by  ih'-  net 


40 


STREET    RAILWAY    REVIEW. 


[Vol.  XII,  No.   i. 


evaporation   from  and  at  212  degree)   F,   pel  I  hil 

method  oi  determining  the  efficiency  of  the  stoker  bj 
t In-  boiler  performance  is  manifestlj   an  impi  ["he  condi 

tion  of  the  boiler  or  the  arrangement  of  the  beating  surface  may 
In-  such  thai  its  inability  rlj  absorb  heal  will  neutralize  the 

most  perfect  combustion  obtainable  in  the  furnace.  If  in  the  ^i- 
tests  the  boiler  evaporation  was  to  be  .i--uiu.,i  as  the  standard 
nf  stokt-r  efficiency,  the  boilers  should  have  been  of  the  same  type 
ami  the  heating  surface  and  Betting!   in  the  same  condition.    The 

'.  »\   Wilcox  boiler  and  Roney  stoker  had  been  in  us 
two   and    one-half    years   and    had    never    had    the    tire    -i,|es   of    the 
tube)   cleaned   except  by  blowing   from   the   outside  and   the 
was  more  Or  less  cracked,   while  the  Stirling  boiler   with   Ai 
stoker   was   new   and  recently   put    in   service.      A    contract    lest    was 
made    some    six    months   after    this    Babcock    &    Wilcox    boili 
Roney  stoker  were  put  in  service,  at   which  an  evaporation  of   12.66 
from  and  at  212  degrees  1".  per  pound  of  combustible  was  obtained, 
exceeding  any  of  the  results  obtained  by  either  stoker  in  the 
of  tests  under  consideration.    Substituting  this  evaporation  for  that 
Obtained  on  June  [8,  toot,  when  the  Imiler  was  old  and  duly,  would 
make  the  cost  required  per  b.  p.  per  hour  $3400  instead  of  $.55,70. 
.is  given  in  the  above  table.    If  the  table  he  corrected  to  make  the 
"Cost  of  coal"  correspond  with   what   it   was   when  the   boiler   was 
new  and  clean  the  "Cost  per  h.  p.  per  year"  01  operating  the   Rone] 
stoker  would  he  $30.40  per   h.  p.  instead   of  $38.06,  as  given   in   the 
table  and  less   than   either  of  the  amounts  given   as   "cost    .,1"  opei 
ating"   the   American   stoker. 

The  "Cost  of  repairs."  namely.  .48  cent-,  per  h.  p.  per  year,  is 
excessive  on  account  of  the  fact  that  the  draft  of  the  Babcock  & 
Wilcox  boiler  was  only  .15  to  .16  of  an  inch  in  the  furnace,  due  to 
insufficient  chimney.  These  boilers  and  stokers  are  operated  with 
natural  draft  and  the  poor  draft  caused  high  temperature  in  the 
ashpit  and  excessive  repairs.  The  records  of  many  large  plants 
show  that  the  cost  of  grate  bar  repairs  for  the  Roney  stoker  with 
proper  draft  conditions  should  not  exceed  12  cents  per  h.  p.  pet 
year. 

A  stoker  does  not  evaporate  water;  its  function  is  to  burn  coal, 
and  the  measure  of  its  efficiency  is  the  ability  to  produce  good 
combustion  as  shown  by  the  analysis  of  the  flue  gases  and  not 
the  amount  of  water  evaporated  per  pound  of  coal  by  the  boiler 
to  which  it  is  attached.  The  record  of  the  analysis  of  tine  gases 
from  the  Roney  stoker  shows  an  average  of  14.2  per  cent  CO?. 
4.67  per  cent  O.  0.29  per  centCO.  This  is  as  good  combustion  as 
has  ever  been  obtained,  and  the  fact  that  the  evaporation  from 
and  at  212°  F.  per  pound  of  coal  by  the  Babcock  &  Wilcox  boiler 
and  Roney  stoker  was  11. 169  instead  of  11.7  as  obtained  when  the 
same  boiler  was  new  and  clean,  simply  shows  that  the  difference 
is  due  to  the  fact  that  the  boiler  was  not  in  condition  to  absorb 
the  heat  generated  by  the  stoker.  The  heat  balance  given  in  the 
report  shows  that  the  Stirling  boiler  absorbed  77.1  per  cent  and 
the  Babcock  &  Wilcox  boiler  72  per  cent  of  the  heat  of  combus- 
tion. Or,  in  other  words,  judged  by  the  ability  of  the  boilers  to 
absorb  heat,  the  Roney  stoker  was  handicapped  by  a  difference 
in  boiler  efficiency  of  7  per  cent.  This  is  more  than  double  the 
amount  given  in  the  table  quoted  above  as  the  difference  between 
the  two  stokers  in  "Cost  of  steam  per  h.  p.  per  year."  and  com- 
pletely reverses  the  statement  in  the  report  that — "In  point  of  rela- 
tive economy  the  guarantee  of  the  American  Stoker  Co.  is  ful- 
filled." It  is  most  important  in  comparing  these  lests.  to  remember 
that  the  boiler  to  which  the  Roney  stoker  was  attached  was  old  and 
dirty  and  that  the  combustion  was  of  the  best.  In  comparing  the 
my  of  the  two  stokers  the  operation  of  the  boilers  should  have 
been  eliminated  and  the  efficiency  of  the  stokers  determined  by 
their  ability  to  produce  good  combustion.  To  be  consistent,  the 
experts   should   have   considered   the   results  of  tin  in    this 

standpoint.  Hail  they  done  so  their  conclusions  would  obviously 
have   been    different. 

New  York,  Dec.   18.  1901.  William   R    Roney. 


PENNSYLVANIA   RAILROAD  TUNNEL  PLAN. 


I  he  plan  of  lb,  ania   Railroad  Co    for  an  underground 

line   from    New    1  oss   Manhattan    Island   to   Long    Island. 

which  was  mentioned  in  the  "Review"  for  December,  1*  estimated 
to  cost  in  the  neighborhood  of  $40,000,000,  and  it  is  thought  that, 
barring  accidents,  the  work  will  be  completed  in  about  three  years. 
Soine  official  statements  of  the  details  of  this  work  have  been  re- 
cently  given  out  ami  plans  and  maps  of  the  underground 

filed  m  New  York  together  with  articles  oi  incorpora- 
tion of  the  Pennsylvania  New  York  Extension  Railroad  Co.,  which 
is  to  build  and  operate  the  tunnel      rhese  plans  include  two  sin 

gle  track   steel   lul  lupported   Upon  piers   which   will    reach 

down     1.1     hei  I      tubes     will     extend     from     the      I 

1-  1.1  Eighth  \w  and  ,(2d  St.,  Manhattan.  At  tin-  latter 
point  there  will  be  built  an  extensive  underground  passengei 
OU  ol  "1"  li  will  run  1:  block  apart  to  the  Mast 
Unci  anil  beneath  it  to  Long  Island  City.  The  tunnels  will  con- 
verge 11  .1  point  1  ap and  I'urves  Avi  1  quar- 
tet ol  a  mill  from  the  river,  where  the  Long  Island  Railroad  owns 
1  of  land. 

One  "f  the  principal  features  of  this  underground  construction 
will  be  the  large  station  ill  Manhattan  at  Eighth  Ave.  from  31st 
10  33d  Sts  I  lie  plans  show  25  tracks  in  these  blocks  which  will 
run  from  lenth  Ave.  to  Seventh  Ave.  Across  these  tracks  a 
bridge  iix)  ft.  wide  will  run  from  33d  to  31st  Sts.,  from  which  stair- 
s  ill  reach  to  the  platforms  between  the  tracks.  Midway, 
stairways  and  elevators  will  be  erected  to  take  pedestrians  down 
10  the  bridge.  Vnother  station  is  to  be  erected  at  Fourth  Ave. 
where  the  three  tunnels  will  cross  the  line  of  the  rapid  transit 
subway.  The  two  stations  will  be  connected  by  stairways  and 
elevators, 

A  new  feature  in  engineering  is  said  to  be  included  in  the  en- 
terprise of  tunnelling  the  North  River,  the  bed  of  which  is  com- 
posed of  mud  and  clay  for  IOO  ft.  below  the  river  bottom.  This 
is  the  erection  ,,f  piers  from  the  tubes  down  to  the  bed  rock  un- 
der the  river  in  order  to  support  the  tunnel  and  make  it  suffi- 
ciently strong  to  stand  the  weight  of  the  hundreds  of  heavy  cars 
which   will   operate   through  it. 

Mr,    A.   J.    CaSSatt,    president    of   the    Pennsylvania,    is    reported   to 

have  stated  that  after  years  of  exhaustive  study  the  conclusion  has 

been  reached  that  a  tunnel  line  operated  by  electricity  is  in  every 
way  the  most  practical  economical  and  the  best  both  for  the  in- 
terestS  of  the  railroad  companj  and  of  the  city.  As  the  railroad 
will  be  wholly  underground  and  operated  electrically,  in  tin-  same 
manner  a-  the  recently  constructed  Oreans  Railroad  Extension  in 
Paris,  it  will  not  be  objectionable  in  any  way.  There  will  not  be 
any  smoke,  dm  or  noise,  and  as  all  the  surface  property  may  be 
built  upon  after  being  utilized  underneath  for  railroad  purposes, 
the  neighborhood  of  the  station  will  be  improved  instead  of  marred. 

immediately  upon  the  necessary  authority  being  granted  the 
work  of  construction  will  be  commenced  and  the  whole  line  be 
put  ill  operation  as  soon  as  possible.  Both  the  Long  Island  Rail- 
road and  the  Pennsylvania  Railroad  express  trains  will  all  pass 
through  the  central  underground  station  in  Manhattan.  Officials 
of  both  the  Pennsylvania  and  Long  Island  roads  are  interested  in 
the   Pennsylvania-New  York   Extension  Railroad  I 

The  directors  of  this  company  are  A.  .1.  Cassatt,  Thomas  Fie 
Witt  Cuyler,  (lenient  A.  Griscom,  John  P.  Green,  Charles  E.  Pugh. 
Sutherland  M  Prevost,  W.  H.  Barnes,  Samuel  Rea  and  William 
H.   Baldwin 

Mi  Alfred  Noble,  "f  Chicago,  who  was  a  member  of  the 
Isthmian  Canal  Commission,  his  been  appointed  chief  engi- 
neer. 


The  Cortland  County  Traction  Co..  Cortland.  \".  Y..  was  robbed 
of  1.000  lb.  of  copper  wire  from  its  interurban  line  between  Cort- 
land and  Homer  011  the  night  of  December  10th.  A  reward  of 
$50  has  been  offered   '"i    the  conviction  of  the  thieves. 


Mr.  T.  Fitzgerald,  superintendent  of  construction  of  the  Fair- 
mont fW.  Va.)  &  Clarksburg  Street  Railway  Co., 
purchased  a  large  consignment  of  material  in  Pittsburg,  Cars  are 
now  running  at  both  ends  of  the  line:  30  miles  of  the  road  have 
bun  completed,  and  the  entire  route  will  be  opened  in  the  early 
spring. 


Ilie  Indiana  Railway  Co.,  of  South  Rind,  an  December  24th 
increased  the  wages  of  its  conductors  and  motormen  by  21  i  cents 
an  hour.  This  is  equivalent  to  an  advance  of  25  cents  per  day 
in  the  wages  "t  employes  on  ill  branches  of  the  company's  43-mile 
system. 


Jan      14    1902.] 


STREET    RAILWAY    REVIEW. 


41 


HENRY   C.   PAYNE. 


The  appointment  by  President  Roosevelt  of  Mr.  Henry  C.  Payne 
of  Milwaukee  as  postmaster-general  to  succeed  Mr.  Charles  Em- 
ory  Smith,    resigned,    has    been    received    with    general    satisfaction, 

and  is  most  warmly  approved  by  those  who  have  been  assi 
with  him.  Mr.  Payne  is  widely  known  as  one  of  the  ablest  and 
most  successful  street  railway  men  in  this  country.  He  has  been 
vice-president  of  the  Milwaukee  Electric  Railway  &  Light  Co. 
since  that  company  succeeded  the  Milwaukee  Street  Railway  Co  . 
the  old  company  was  organized  under  his  supervision  and  the  Sys- 
tem  equipped    for   electric    traction.      Mr.    Payne    was    president    ol 


HKNRY  C.  PAYNE. 

the  American  Street  Railway  Association  in  [893-94  when  the  an- 
nual meeting  of  the  association  was  held  in  Milwaukee  and  was 
receiver  for  the  Northern  Pacific  R.  R.  during  1893  and  1804.  Hi 
istmaster  of  Milwaukee  I  11  10  years  and  has  bun  a  membei 
of  the  Republican  National  Committee  since  1880. 

Mr.  Payne  was  bom  at  Ashfield,  Jla«..  Nov.  23,  1843,  and  his 
early  education  was  gained  at  the  school  of  that  village  and  in  the 
Shelburnc  Falls  Academy.  After  graduating  (rum  the  latter  he 
went  into  business  in  Northampton,  Mass..  at  the  age  of  16  years. 
In  October.  1863.  he  moved  to  Milwaukee,  where  be  has  since  re- 
sided. He  organized  the  Young  Men's  Republican  Club  of  Md 
waukee.  in  1872,  and  later  this  became  thi  Republican  1 
Committee  of  Milwaukee  County. 


TRIBUTE  TO   W.   KESLEY  SCHOEPF. 


A  unique  demonstration  in  honor  of  Mr.  W,  ECesley 
given  l>y  the  employes  of  the  <  onsolidated  Traction  Co.,  of  PitU 
burg,  on  the  nigh'  ber  30th.    A  procession  of  1,500  motor 

md  office  employes  left  the  Oakland 

and    marched    to   tin-    Hotel    Sehenley.    where    it    tOi 

the  big  banquet  ball     The  line  of  march  was  marked  < 

liiinin.ilp.il.  ami  burning  of  red  lights.     A  committee  was  appi 
10  bring  Mr    Schoepf  into  the  banquet  ball  at   .■  in  the 

morning  and  when  the  retiring  manager  made  In    appearance  the 
hand  pi  hief." 

omptroller  of  the  company,  acted  1 

rg>-  w.  Wilson,  in  a  brief  speech  pre 
rith  a  handsome  clock,  for  the  purch 
whirl.  .  mtributed      In  accepting  the  gift   Mr. 

iiim  by  iIh 
employi  '  that  dun-  .  be  had  been  in 

,,f  the  1  '  done  all  in  hi 

to  bnpi 
to  add  to  iheii  comfort  and  it  li  P 

'    rd.    had    bl  tried    to    bf 

ju«t  and  could  bear  v.  during  his  incut 

men  for  the  gift 


and  the  sentiment  it  disclosed,  in  the  most  cordial  terms.  Al  the 
conclusion  of  his  remarks  he  was  banded  a  book  by  Major  Moon 
containing  the  autograph  of  every  one  of  the  employes  of  the 
t'.nsolidated  company. 

On  the  same  day  be  received  a  surprise  from  the  Consolidated 
Company  Employes'  Relief  Association,  who  presented  him  with 
a  handsomely  engrossed  set  of- resolutions  adopted  by  the  associa- 
tion,  expressing   regret  at   the  retirement   of   Mi.  Schoepf. 

Another  gift  received  by  Mr.  Schoepf  was  from  Mr.  Joshua 
Rhodes,  president  of  the  Consolidated  Traction  Co.,  and  consisted 
of  a  loving  cup  of  solid  silver  bearjng  the  date  Dec.  25,  1901,  and 
the  names  of  the  donor  and  recipient.  Mr.  Schoepf  may  well  feel 
proud  of  the  ovation  received  from  all  of  the  nun  in  the  com- 
pany's employ,  as  it  was  a  spontaneous  token  of  the  hearty  respect 
and  general  good   feeling  in  which  he  is  held  by  them. 

During  his  short  career  in  Pittsburg  he  has  introduced  many 
needful  improvements  in  the  service  of  the  traction  company,  and 
has  won  the  admiration  and  confidence  of  his  business  associates 
as   well   as  the  cordial  esteem   .if  the  entire   community. 


OHIO  NOTES. 


The  merging  of  the  Canal  Dover  ci  New  Philadelphia  Sin,, 
Ry.  and  the  Xew  Philadelphia  &  Urichsville  company  under  the 
name  of  the  Tuscarawas  County  Traction  Co.,  was  one  of  the 
recent  eastern  (duo  traction  deals  of  importance,  and  is  considered 
an  important  step  towards  a  Cleveland-Wheeling  line.  These  prop- 
erties passed  under  the  control  ol  the  Mandclbaum-Pomcroy  syn- 
dicate of  Cleveland.    The  new  company  was  capitalized  at  $350,000. 

1  are  now  run  hourly  between    Bucyrus  and  Crestline  by  way 

of   Gallon    over   the   line  of  the   Central   Ohio  Traction   Co..    which 
thus  becomes  a  rival   of   the    Pennsylvania   and    Big    Four   railroad 
between  those  points. 

A  bill  will  be  introduced  in  the  legislature  to  abandon  the  Miami 
&  Erie  canal  as  a  waterway,  sell  the  water  for  power  and  lease 
the  banks  for  a  double  track  electric  railway  from  Cincinnati  to 
Toledo.  It  is  estimated  that  the  canal  COStS  the  state  $15,000 
annually  over  and  above  the  receipts  and  it  gets  $45,000  per  year 
for  water  power.  If  the  boats  were  taken  off  the  canal  this  could 
be  raised  to  $135,000  per  year. 

The  Columbus,  London  X-  Springfield  Ry.  opened  Us  new  line 
to  Morgan  Station,  iS  miles  southwest  ol  Columbus,  on  January 
8th.  Cars  will  leave  the  city  every  75  minutes  until  7  p.  m.  The 
company    has    also    ordered    two    new    (ij-ft.    parlor    cars    for    the 

spring  traffic;  these  are  to  I"-  furnished  with  an  observation  plal 
form  that  will  accommodate  20  people. 

Another  electric  line  is  projected  into  Columbus  from  the  south, 
It  is  known  as  the  Ripley,  Georgetown,  Eiillsboro  cv  Columbus 
Railway  Co.  and  has  just  been  incorporated  with  a  capital  itock  of 
$10,000.  The  incorporators  are  M.  McKeehan,  <l  Baumbach, 
\  M  Kantz.  W  .1  Marshall,  11  h  Bare  and  J.  R.  Moore.  The 
proposed  lini  extends  through  the  counties  ol  Brown,  Highland, 
Picl        y,   Madison  and   Franklin. 

nbu      Bui  1  eyi    Lake  &  Newark  Traction  (  0    ha    at 

I    for    a    bond    issue    of   $1,500,000.      The    bonds   are    to    run    JO 

and  bear  5  per  cenl  interest     The  officers  of  the  company 
1  en   as   S.    Reed    Anthony,   pre  ident;    Chauncey    Eldridge, 
Fred  Gon    King     ecretary,  and  1  red  1  -    Eldi  idge,  in  1 
pr<   ident,  all  ol    ' 

A  new  lne    1    1 ol  11 Springfield  i<>  Sidnej   by  way  of 

Piqua,  by  tin    Springfield,  Piqua  &  Sidney  Tract Rights 

of  way  have  been  secun  1    pari  ol  thi   waj      li  is  intended 

lo   build   a    line   al   o    110111    Piqua   lo   Troy. 

Mi    :ew  hue  between  I  olumbu    ami  Delaware  is  nearing  coin 
pli  lion    mui  b  of  the  work  bi  idj  inn  lied      li  is  the  inten 

Hon    at    pre   '  ill    lo   h,,\ [,i  1   iiioii    by     \pt  ll    I  -I 


An  .no  mpl  to    ■      :    l  car  on  tin-  line    ol  the    1  0I1  do,  Bowling 

1  in-,  n   &    Southern    ii.ni Co     neat    Bowl 1 0.,   ws 

In    'I"     1 ning    of    I  I I                           Me.    o  1  onion 

n  nning  at    full    ipeed    when    il  1  ollidi  d 

with  <ii  of  board    aero      the  track,  al   1  point   where 

tie    trad              tlong   a  deep  gully.     Fortunately,  thi    cai  did  not 

the    rails,    and    no  "    ultl  d. 


42 


STREET  RAILWAY  REVIEW. 


(Vol.  XII,  No.  i. 


BROOKLYN  BRIDGE  TERMINAL  PROBLEM. 


The   recommendations  of  the  commitl  appointed 

to  formulate  p1.uk  f..r  the  relief  of  the  congestion  of  traffic  on  the 
Brooklyn  bridge,  an  outline  "f  which  was  given  in  tin-  "Review" 
ember,  havi   been  reported  upon  by  Mr   C   C  Martin 
i   of  the  bridge,   who  endorses  the  greater  part  of  tl 
ommendations.     The  proposal  to  build 

along   Park   lv.>u   crossing   Broadway  .mil  through   Vesej    St.,   to 
t tic-   North   River  is  nol   end  neei   Martin.     In  con- 

demning this  extension  hi-  report   states  as  follows: 

"I  would  recommend  that  tin-  Vesey  St  line  be  omitted,  If  it 
were  constructed  and  tram-  wan-  run  on  a  headway  that  would  be 
at  all  -n  thai   line  an. I  on  the  Center   St.  line  at  the 

same  time,  there  would  he  a  scric-  of  grade  crossings  with  loaded 
trains  where  the  two  lines  came  together,  which  in  mj   jud 
10I  I"-  permitted  if  thi      ifei     ol  passengers  wen 
■  ri|. 

"If  ill.-  Center  St.  ami  Vesey  St.  lines  were  built,  the 
at  the  bridge  terminal   would  be  so  complicated  that   it  would  be 
impossible  t..  retain  the  present    tail    switching  tracks,  and  this   I 
consider   vitally   important     It    is   proposed  I"   run   through  trains 
un  45  seconds  headway;  I  .1"  not  think  thi-  i-  practicable 
sihle.    and    hence    I    d<  lin    the    tail    switching    Systi 

that    if  at   any    time   through    trains  cannot    he   run   on    i 
headway  tin  j  i  in  bi     upplemented  b]   lot  J  l. ridge  train-  as  Is  now 
done   during  the   evening    rush,   and    in   case   of  an    entire    1.1 
of  through  trains  on  i!  I  roads  connecting  with  the  bridge 

the  entire  traffic  could  he  taken  car.    ..I'  by   local  bridge  train-" 

The  report  favors  the  system  of  ele  ited  railroads  .1  signed  to 
eventually  form  an  endless  track  over  which  trains  will  pa- 
all  of  the  new  bridges  now  proposed  south  of  Delancej  St.  ["he 
principal  involved  in  this  system  is  practically  t.>  distribute  the 
taking-on  places  for  passengers  over  a  wide  area  rather  than  per- 
mit passenger-  to  jam  and  crowd  in  BOl  as  is  now  the 
i   the  bridge  entrance. 

Subject  to  the  sanction  of  the  Board  of  Estimate  and  Apportion- 
ment an  elevated  road  will  he  built  at  an  early  due  from  tin- 
Park  Row  end  of  the  bridge  to  run  up  Center.  Marion,  Spring  and 
Delancey  Sts.  to  tin-  Manhattan  end  of  the  new  East  River  bridge 
which  already  spans  the  ri\rr.  Where  the  new  bridge-  al  thi  fool 
of  Canal  St.  has  been  completed  it  is  further  recommended  that  a 
branch  he  built  running  from  a  station  on  Canal  St.  of  the  pro- 
down  Canal  St.  to  connect  with  bridge  No.  .? 
which  has  not  yet  begun.  Mr  Martin  also  recommends  that  tin- 
new  road  mn  through  Grand  St.  hey. .ml  tin-  Second  Vve.  trains 
so  that  connection-  can  he  made  with  the  stall- i'"th  tin- 
Second  and  Third  Ave.  roads  Mr  Martin's  rei  immendations, 
with  the  exception  <>f  the  cross  town  elevated  road  suggested,  are 
identical   with  the  report    of  the  expert    engineers 


CHANGES  AT  ROCHESTER. 


In   reply   to   an   inquiry,    Mr.   T.   J.    Nicholl,   vice-president   and 

.!   manager  of  tin  el    (N.   Y.l    Railwa      I  ends  lis 

rning  the  improvements  In-  ci 

has  been  carryin  feet: 

About  1/  miles  of  track  have  hcen  electrically  welded  and 
bonded,  and  about  an  equal  amount  of  new  rail  has  been  laid. 
The  Lorain  Steel  Co.  i-  doing  the  electric  welding,  ami  not  only 
are  the  rails  welded  at  the  joint-  hut  the  company  i-  also  SU 
fully  welding  the  copper  bonds  to  iln  Steel  mil-,  enabling  tin- 
return  current  to  be  carried  undei  ill  special  work  or  where  the 
need  of  replacing  won.  _■  ma  -  and  wil  i-  ■  makes  it  unde- 
sirable to  wel.l  i!  Mr.  Nicho  md  this 
welding  process  eminently  satisfactory.  Nearly  $50,000  h:  -  been 
spent  in  new  special  •work. 

\l.out  50  per  cent  of  the  cars  owned  by  tin  Rochester  Railway 
Co.  have  been  rebuilt  and  lengthened  to  28  ft.  and  supplied  with 
new  equipment-.     New  -hop  mmodate  1 

rolling   stock    have    been   built   and   are   now   bi  pied. 

At    the   power    house  the    CO  a    new     II  lOven 

Owens  &  Renschler,  Hamilton-Co  I 

a    1,050-kw.   General    Electric  generator.      This   new   unit   will    mike 
possible  improved  service  on  all  the  lines. 

The  work  of  renewing  and  bettering  the  property  will   be  con- 


tinued  during    the   first   hall    of   the   pi-  About    17    miles 

-  .  ial       work 

put    in,   and   the   company   expects    to   lay    from      to   to      15    miles 

with  the  completion  "I  the  rebuilding 

and   lengthening    -  .    will   put  R.J     property 

m    vi  1  nape. 

Early  thi-  month  lour  of  the  i"  hcitc- 

power   hou  nit-  unknovi  burst  out   at    .11 

time,    giung    rise    to    several    sensational    newspaper    stories.      Mr. 

Nicholl  advises  us  that  these  reports  were  greatly  exaggerated,  the 

damage  amounting    to  just   the    loss     .1    the    armatures  and   a    lem- 

v    -tl-pell  iil  the    line-. 


TO  LOCATE  INSULATION   FAULTS. 


1  ine  of  tin-  most  troub  aults  i..r  tin-  street  railways  cngi- 

the  deterioi  illation  on  ■ 

Hi-     111. .|..r.       Winn    such    dei- 
cUher   from   the   W  ag   overworked   or  otherwise,   the 

ble  manifests  itself  by  "bucking"  or  fuse  blowing,  or  ii  the  trouble- 
is  not  as  far  along  as  this  there  i-  an  increase  of  power  consumed 
expensive  aside  from  the  damage  it  will  eventually  cause  by 
baking  the  insulation  01  all  the  - 

Tin    1  1    testing   instrument,   which    is    the   invention    of 

Mr.  R.  W.  Conant.  28  William  St.,  Cambridge.  Ml  -  these 

ring    the    magneti  th   of   the   winding,   this 

until... I    being    far    superior    to    measuring   the    resistance,    as    it    i- 
not  affected  by  the  temperature  of  the  motor-,  and  the  cor 
appear  perfect  if  tested  cold. 

The  method  is  so  simple-  that  the  carhouse  foreman  has  no  diffi- 
culty in  applying  it.  and  the  instrument  i-  especially  designed  to 
11    -I   ii  use  that  it  receives  in  thi-  class  .  It  has 

lopted  by  somi  ■  -  -ads  in  the  coun 

tie    after  thorough  tests,  a  complete  record  of  which  will  1.. 
furnished  on  application  t..  Mr.  Com  . 

•-•-• 

MALTBY-HORNADAY   CO. 


The    Maltby-llonia.l  1      I  -       S     Maltby,    formerly 

of  the  Stamtn   Machine  Works,  of    Aurora,    Ind.   and  J.   P.   Horna- 

day  who  lor  several  years  has  been  connected   with  large  southern 

itions,   has   organized   a   new   banking   and   brokerage   lm-i 

in--,   with  headquarters  in  the  Union  Trust  Building.  Cincinnati. 

Iln    purpose   is   to   incorporate  and   finance   corporations;    buy   and 

-ell    municipal   and   industrial  reorganize   "Id 

aid  to  act  uring  the  mosl   favorable  lo- 

for  pro-pective  in. hi 
So   many   applications   hayc  been    received   by   tin-   Malthy-1  lorn- 
cturin  hments  asking   i..i   desirable 

n  which  to  locate,  thai   a  special  department  has  be 
d   to   take  care  of   this  branch   of  tin  The   clien- 

tele of- the  new  concern  at  present  includes  principally   street    rail- 
mining,   oil,   timber  .md   telephone   companies.     One  of  the 
street   railway  Kentucky   will  be   financed  by 

Messrs,  Maltby  and  Hornaday,  and  from  tin-  present  outlook  prom- 
1  successful  issue. 
\li     Maltbj  i-  secretary  and  treasurer  of  the  company,  while  the 
legal     department   is   in   charge   of     Mr.   Hornaday,   a   corp 
lawyer  of  ability  and  experience.     Correspondence  is   solicit, 
circular  matter  anil  rate-  will   be  furnished   upon  application. 


SNOW   BLOCKADES  IN   MASSACHUSETTS. 


The  severe  snow  storms  which  prei  tiled  in  ea  tern  Massachusetts 

for  several  days  early  in  Decembei  caused  an  almost  total  sus- 
pension of  the  trolley  service  ..f  several  Massachusetts  cities.  1  he 
town  of  Millbury  was  entirely  isolated  from  Worcester  and  the 
other  points  reached  by  the  cars  of  tin-  Consolidated  company,  and 

for  one  or  two  days  all  efforts  to  clear  tin    road  by   mean-  of   -11. .v. 
plows  were  unavailing.     The   Blackstom    Valley   line   was  also  prac- 
tically  tied    up    for  a   number  of  hour-       Snow    plows    were   put    lo 
cat      which  wei.  1    Millbury  and  the 

opening  up  ..f  tin-  lin.-  for  a  distanct  ..f  six  mile-  wa-  .mly  ac- 
complished after   10  hours  work  with   the  plows. 


Jan.    15.    1902.] 


STREET    RAILWAY    REVIEW. 


43 


CANADIAN   NOTES. 


Mr.  Holman,  manager  of  the  Chaudiere  Electric  Co.,  <>n  behalf 
of  a  company  composed  of  himself  and  sunn-  oilier  well  known 
gentlemen,  has  made  a  proposition  to  the  town  of  Levis  ior  the 
construction  of  an  electric  railway  at  thai  place  The  company 
wants  certain  conditions  granted,  including  exemption  from  taxes 
for  a  period  of  25  years. 

Mr.  R.  M.  Home-Payne,  managing  director  of  the  British  Co- 
lumbia Electric  Ry.  Co..  makes  the  statement  that  it  is  the  in 
tention  to  double  the  present  capacity  of  the  power  house  at  Van- 
couver and  to  put  in  one  of  the  most  complel  plants 
on  the  coast.  Altogether  they  propose  spending  .1  large  amount 
of  money  in  improvements. 

The   Toronto    Suburban    Electric    Railway    is    now    pushinf 
survey  ior  the  extension  of  its  lines  from  Lambton   Mills  to   Ham- 
ilton. 

The  St.  Thomas   Electric   Railway   Co    has   given   notice  of  an 
application  to  the  Legislature   for   permission   to   extend   its  line- 
south  to   Port   Stanley  and   eastwardly   through   the   townships    of 
Malahide  and   Yarmouth  to  the  town  of  Aylmer  and  north 
London. 

Mr.  H.  J.  Cloran,  of  Hawkesbury,  (int..  has  patented  a  device 
for  improving  navigation,  which  he  says  will  <lo  away  with  the 
necessity  of  buoys,  lighthouses  and  pilots  along  the  St.  Lawrence 
River.  His  idea  is  to  lay  a  cable  at  the  bottom  of  a  navigable 
channel  and  raise  from  it  attached  wires  with  floats  bearing  lights. 

The  earnings  of  the  Toronto  Street  Ry  .Co.  for  1901  havi 
given  out,  and  they  show  an  "increase  of  $152,263  over  nioo,  the 
total  being  $1,636,861.  The  greatest  monthly  earnings  were  those 
of  September,  but  the  greatest  increase  in  any  one  month  wi 
October.  $25,973,  which  is  attributed  to  the  visit  of  the  royal 
couple.  The  company  will  haw  a  surplus  of  $150,000  after  paying 
fixed  charges  and  the  5  per  cent  dividend. 

Paris.  Ont.,  has  granted  a  ranchise  for  an  electric  rail 

way    to    Dr.    Ickcs    and    J.    C.    Wallace,    who    represent    the    Von 
Echa  Co. 

Mr.  G.  G.  McPherson.  K.  C.  representing  a  syndicate,  is  apply- 
ing to  the  council  of  Stratford.  Ont.,  for  a  franchise  for  an  electric 
railway  from  here  to   Mitchell. 

The  following  names  appear  on  a  notice  of  application  for  letters 
patent  to  incorporate  the   Manitoba   Water   Powei    I  al   Co.: 

Henry  Burkholder.  of  Chicago,  and   \  1  Georgeson, 

W.  W.  McMillan,  I.  M.  Ross  and  II.  Cooper,  of  Winnip 

E.   C.   Hawkins,  who  recently   resigned  as   general   manai 
the   White    Pass   &    Yukon   Railway,  will  al    tl 
when   he   vacates   his   position   with   the   company,   begin    thi 
struction   of  a   radial   system  of  to  the   principal 

surrounding  mini  ,  following  the  new  go  wagon 

roads  along  Bonanza  Creek  to  tin-  Dome     Mr.   Hawkins,  who    , 
an  experienced  railroad  man.   is   confident   that  ai  railway 

11  along  the  ridge  between  tin-  Klondike-  and  Bonanza 
and  the  Dome  will  pr  ile     This  line  will  also 

be   utilized   for    freight    and    will   thus    supplant    a    1110. 1    inadequate 
team  service. 

A   case   affecting    the    rig!  lilways 

;   at  the   Court   0  ■  ntly.      Win 

impany  for  $200  dam. 
one  of   its   conductors    would    not    ad  epl    ■ 

1.    hut    aln.-' 
Si      He  1 
remained  tl  returning 

I  he 
condu  ffi  p  d   trai  ting    thai    it 

was  good  only  a1 

\  shoulder  with  an  intim 
get  off  th<-  •'  undei   protest,  and 

him  damat 

P  hich  i< 

tiled  by  thi 

1h<-  compan)  Ir.  J.  G.  G 

1    build   a    line    from    Hum 
•    will   run   • 
railway    compan 


made.  The  proposed  cost  01  the  road  will  he  about  $300,000,  of 
which    a  derable   amount    has    been    subscribed,   ami    the    pro- 

want  the  city  to  tal  i  lock  to  the  extent  of  $_'j,ooo. 
It  seems  that  there  is  still  a  demand  in  Paris  lor  Canadians 
who  have  a  practical  knowledge  of  the  street  railway  business. 
The  latest  appointment  is  that  oi  Mi  V  .1.  Gsdoua,  formerly  chief 
of  the  St.  Denis  St.  station  for  the  Montreal  Street  Ry.  to  a  re- 
sponsible  position  with  the  Easl   Paris  Tramway. 

Ipplii  been  made  to  Parliament  for  an  Act  to  incor- 

hi    Morrisburgh  (Ont.)   Electric  Railway  Co.,  with  power 

to    construct    and    operate   a    system    of   electric    railways   beginning 

1 il    1    near  the  village  of   Morrisburgh,  ami  con 

tinning  through  the  Townships  of  Williamsburgh  and  Winchester, 
to  the  village  of  Winchester,  and  a  branch  line  to  the  villages  of 
Chesterville  and  Morewood  in  the  Township  of  Dundas,  with 
power  to  construct  and  operate  telegraph  and  telephone  lines  and 
electric  lighting  and  power  stations  along  ami  ill  connection  with 
said  line-  and  for  all  other  power  necessary  for  the  purpose  afore- 
said. 

!  in  the  development  of  power  at  Lac  de  Bonnet. 
1  1    building  an   electric   railway    from   Winnipeg  to   thai 

place,  a  distance  of  62  mile-.    -I   .1   proposed  cost  of  $1,000,000. 

Large  pulp  and  carbide  mills,  to  be  run  by  electric  power,  are.  it 
is  expected,  to  be  built  at  Lac  de  Bonnet,  and  the  road  will  be 
utilized  for  both  freight  and  passengers.  Mr.  Wm.  Burkholder,  oi 
Chic..'    1  rgelj    intere. ted. 

The  construction  ol  the  road  for  which  the  Provincial  Legis- 
lature granted  a  charter  to  the  South  Essex  Electric  Kaihv.u  Co., 
will  be  commenced  without  delay,  the  city  of  Windsor  having 
granted  permission  for  the  use  oi  the  city  Streets.  I'he  City  1  I'll- 
Windsor,  will  furnish  all  desired  information  concerning  proposed 
work  upon  inquiry. 

An  unusual  number  uf  bills  affecting  electrii    railways,  showing 
a  remarkable  Bent  in  this  direction,  are  before  the  Legis- 

lature,  and    troin    present    indications   there    will    he    .pule    a    boom 
in  electric   railway  construction   during  the  pnsent   season.     The 
last   issue  "i   ili'    Official   Gazetti    contains    notice   ol   applications 
en  charters,  the  mosl   extensive  "i    which   is  by 

ili.    ' 1       trie  Co.     This  company  seeks  incorporation  an. I 

1 1  .,11,1  opet  .He-  .'i  raili  oad  opei  .11.  d  bj  1  lectricity, 

compressed  air  or  any  motive  power  other  than  sleam.  from  a 
point   al   or  near   the  city   of   Cornwall,    t'i   a   point   at    or   near    the 

city  01    I a   distance  e.f  some  .'50  miles,  ami  also   from 

point  al  or  near  the  city  of  Ottawa   to  a  point  ai  or  near  the  city 
I  ville,     .1  "  build  branches  from  these  main   lines 

1  miles   in   each   case.     The  applicants   in   this   case- 
are  Sir  Richard  Cartwrighth,  Ottawa;    Vlberl   I..  Jewell,    Bo  ton; 
B  1       ■  ion,  tint.;  Horaci    M    Smith,  Salem,  Mass.; 

Roben   J.    Carson,    Kingston,   Out.;    George   Smith.    P.eeste.n,   ami 

John    Carson,    Kingston,     Other   applicants   are   the   St.    Th a 

0    [or  power  I id  il    lines  to  Porl  Stanley . 

Aylmer  and  Lond  m  <Che  Sandwich,  Windsor  e\  Vmherstburgh 
Ry.,   power    in    1    'i.    bond     and    eh-he-iitui e-.    io    ihe-    extent    of 

1,000  and    to   extend   their   lines   1.1    II. n    and   Tecumseh, 

Mi.  Pon  Dalhousie,  St.  Catherini  &  .Choroid  Electric  Street 
Ry.  see-1     power  to  amalgamate  with  any  other  electrii    compan] 

ivn       1  In     Rapid    El 1     Rj      .1      I 

powi  ii".  onatrucl   and  operati     1   lim    between 
I  lamilton   and    Port  D  ing    through     1    eral    town        fn 

additii  •  e  then  proji hi  tded  by  I  tenry 

T.  Thurber,  of  Detroit,  whi  mi 

I  I, mill 

ton  in  Ha i. .... ..  ■  1 1 fait  to  I  !ui  Iph,  and 

I  lamilton  t..  1  luelph,    This  would  d  1 

I     '  Int. 11  io      and     w    .nl. I     w  llhollt     eli  mill 

handle.  ,1  largi  1   .ii.!  ii..    inn     i„    inn]'       1  h.      1  ndicate 

.    Oi         1  Li  .        orporation   undei 

the  Hamilton  Suburban  Railwa     Co      t*hi    Porl  Stan 

i.  ml  io  1  oii'loii,  and  i"  1" 

;     11 .  .1 

M.  J.  uperinti  ndcnl   of  the    Montreal   !  

■I  ih.    Mo"  .  1      1   ;   1         nd  •■-.  ill  h.i'  -    cl 

\u   ordei    pl.i  [ontreal    Stn        1  nd 

ral    hi 


44 


STREKT  RAILWAY   REVIEW 


[Vol.  XII.   N..    I. 


and  the  creation 

ii  i    w  nil    "tin  i  nd    promotii 

follows:     I  >  t  to  tin-  general  man 

inn  ..in  such  dunes  ;i-  may  be  from  time  to  time  to  him. 

\\     Punl  iuperintendent  under  Mr    K.nn. 

UK    l  ...  kli.iti.  superintendent  ..i  power  stations  and  overl 
work  ..ii  both  lines. 

.1    S    Vindin,  engineer  in  charge  of  permanent   ways,  buildings 
and  bridges  .."  both  systems. 

II     G  mechanical  superintendent   .>i  both   systems  and 

.11  full  charge  ..(  -ill  shops  at  Hochelaga 


OFFICERS  OF  THE   PHILADELPHIA  CO. 


rding    t..    the    plans    of   il  i   outlined    i 

a"  for  December,  the  Philadelpl  January  tst   took 

charge  of  all  the  traction  lines  in   Pittsburg  and  its  vicinit)      Mi 
Callery,   who  was   formerly   president 
and  the   Allegheny  County   Light   Co.,  has   I 
of  all  the  lines  of  the  Philadelphia  Co.     The  list  of  other  i 
who  have  been  chosen  up  to  the  present  time  is  as  follows: 

James  II.  Reed,  vice-president:  S.  LaRue  Tone,  assistant  to  the 
president;  J..lm   Murphy,  general  superintendent;  Charles  Fitzger- 
ald, superintendent  of  the  Union    Traction  Co.  lines  in   All. 
and  tlic  Birmingham  and  Southern  systems;  P.  J.  Callihan,  super 
iniendent   of   the     Consolidated,    Monongahela   and     Second    Ave. 
lines:    R.    G.    Clark,    superintendent    of    motive    power    and 
mechanic:    \V.    B.    Carson,    secretary:    C.    J.    Brown,    jr..    tr. 
and   C.    S.    Mitchell,   auditor.       The  various    lines    will   have   di 
superintendents  as   formerly  and  the  present   officers  in   charge    will 
be  retained.     There  will  also  be  n  i  in   the  power    house  and 

ing    forces 


LUMEN   BEARING  CO. 


In  December  last  the  Bierbaurn  &  Merrick  Metal  Co.,  of  Buffalo, 
X.  Y.,  announced  to  the  trade  that  the  company  would  on  and  after 
Jan.  i.  iyo-'.  transact  all  business  under  the  name  Lumen 
ing  Co.  The  new  name  was  considered  more  comprehet 
to  the  fact  that  the  company's  principal  business  consists  of  the 
manufacture  of  "Lumen"  bronze  bearings.  At  the  ame  time  a 
took  place  in  the  personnel  of  the  company.  Mi--i-.  Bier- 
baurn and  Merrick  giving  up  all  interest  in  the  mi  uagemcut.  which 
is  now  conducted  by  William  II.  Barr,  general  manager,  ami   Ed 

ward    P.    Sharp,   manager  of  tin-  street    railway   department 

Past    April    this   company  owing  to   its   in.  i  mess    found 

it   necessary   to  move    from   the  old   plant   to  one  of  a   much 
capacity   which    is   now   being  taxed   t..   its   utmost    to  keep    up    with 
their    increasing    business.     "Lumen"    bronze    hearings    havi 

used    by    the    I.  ders    of    street    railway    trucks,    and 

by  a  number  of  the  ho  companies  throughout  the 

United  States      ["he  General   Electric  Co    is  using  Lumen   for  the 

hearings  of  the   new   equipment    which    it    is   making   for   the    Man 
hattan  Elevated  of  New  York. 

I  In     I  ring  Co.  also  makes  "Ideal"  trolley   wheels  which 

are  rapidly  working  their  way  into  favor  with  the  street  railway 
trade.  The  wearing  contact  rings  of  these  wheels  arc  made  of  pure 
lake    e  and    hammered,    giving    them    thi  ■  ncy    of 

dropped    forged    copper.      This   construction    i,    possible    only    in    a 
ite  wheel,  and  iis  wearing  qualities  an-  demonstrated  by  the 
high   mileage   records   these   wheels  are   making 


CHANGES  IN  JOHNS  CO. 


The   II    W.  Johns   Manufacturing   Co.,  of   Ne«    Yorl      ind   the 
Mannville  Covering  I        □    Vlilwaukei    eacl  having  here- 

tofore handled  the  goods  manufactured  by  the  other,  ha   e 

idation  to.  lanuar    l si 

The  new  company,  whose  captial  stock  will  be  $.1,000,000.  will  be 
known  as  the  H    W.  Johns-Manvilli    Co      '  <  ers  of  the  new- 

company  are:     President,   T.   F.   Manville;    vice-presidents, 
Manvilli  (      irge  \Y    Gladwin;  treasurer,  F.   R 

retary.  H.   E.  Manville.     James  G.  Cannon  will  be  chairman  of  the 
board  of  >lr  I      R.   Manville  will  be  manager  oi  the   West 


ern  department,  and  hi  B    Manville  will  remain  in  Mil- 

waukee     I     1     Manville  and  II     I     Manville  will  remove  I 

I'll.-  n.w  compan)  i-  rapidly  completing  a  plant  at  Milwaul  ■ 

id  mineral  wool.  When 

this  plant   is  completed,  the  C pany   will  be   prepared   to  iurni-h   a 

omplete  hue  of  all  grade-  of  steam  pipe  and  boiler  coverings 

ill  descriptions 


THE   NEW   EAST  RIVER   BRIDGE. 


Work  on  the  n.w  bridge  over  the  er  which  is  to  relieve 

the  old  Ww   York   and   Brooklyn  bridge  of  much  of  the  enormous 

daily   Ii  'i. I    X'  w     York    i.    pro 

greasing  rapidly.  The  approaches  are  nearing  completion  and  the 
four    in  Ipport    the    central    span    wall    soon    be 

for  the  preliminary  work  of  the  Bui  -Structure 

\-    i-    generally    known    the    contract    for   all    the   steel    cables. 

wires    and    ropes    that    enter    int..    the    construction    of    the    bridge. 

involving  about  5.000  tons  ,,i  steel  wire,  was  let  to  the  John   A. 

■     New  York  and  Trenton,  which  we  believe 

to  he  the  largest   mal  I    wire  and  cables  in  the  world. 

The  new  East  Kivcr  bridge  differs  from  the  old  Brooklyn  bridge 
in  that  onlj  the  central  or  main  span  is  suspended  from  the  four 
cables,  the  shore  spans  being  carried  on  trusses  independent  of  the 
cables.  In  the  Brooklyn  bridge  the  shore  spans  are  supported 
from  tin  same  cables  that  carry  the  center  span.  In  the  old  bridge 
the  towers  and  approaches  were  masonr)  work,  but  in  the  case  of 
net  tire  they  are  made  up  of  steel   girders  and  trn 

The  four  main  cables  are  not  strung  in  their  completed  form, 
but  are  built  up  or  practically  made  after  the  first  ..r  foundation 
wire  has  been  swung  into  place.  Each  cabli  consists  of  37  strands 
bound  together,  each  strand  being  composed  of  282  separat 
wires.  0.16  in.  in  diameter,  making  10.434  wires  in  each  of  the  four 
main  cables.  The  work  ..f  assembling  the  strands  and  binding 
ili.  strands  together  1-  conducted  From  a  temporary  wooden  foot 
bridge  suspended  in  1I11  vertical  plane  of  each  cable  for  its  full 
length. 

The  contract  [or  the  steel  approaches  was  awarded  to  the  Penn- 
sylvania Steel  Co.  There  will  be  about  12.000  tons  of  steel  in  the 
Manhattan  approach,  and  fi.ooo  tons  of  steel  in  the  Brooklyn  ap- 
proach. 

The  bridge  is  7,200  it  in  extreme  length:  1  iS  ft.  extreme  width: 
and  the  roadway  is  135  ft.  above  mean  high  water  at  the  center. 
The  lowers  are  335  it.  above  the  water.  It  has  accommodations 
lor   tour  surface  railway  tracks,   two  tracks  for  elevated   trains,   tw  1 

os  i,,i-   vehicles,  two  footways   for  pedestrians  and  two  bi- 
cycle paths.  +^+ 

ACCIDENTS  OF  THE   MONTH. 


Six   persons    were   killed    and    several    injured    on    December    23  1 
on  the  trolley  line  between   Allentown,  Pa.,  and  Coopersburg,  by 

"i  an  electric  car  jumping  the  track  at  a  sharp  curve  at  the 
a  steep  grade.  The  accident  was  due  to  wet  rails  and  snow 
The  motorman  was  unable  to  check  the  speed  of  the  car  on  the 
.le.p  -ra.l.  and  as  11  struck  the  curve  it  swung  against  a  guy 
pole  which  tore  off  ..n.  side  of  the  car  and  the  car  roof.  The 
Coopersburg  line  on  which  this  accident  occurred  was  opened  to 
the  public  only  a  few   days   previous  to  the  accident. 

\  he.,.1  on  collision  occurred  December  23d  on  the  Hast  Lake 
line  of  the  Chattanooga  Electric  Ry.  in  which  the  two  cars  which 
came  together  were  badly  wrecked  and  a  number  of  passengers 
none  ..f  which,  however,  proved  fatal.  One 
of  the  cars  was  heavily  loaded  with  passengers  and  the  other  was 
running  I  mptj  ["here  was  a  dense  fog  at  the  time  of  the  collision 
and  the  accident  occurred  on  a  heavy  grade  while  one  of  the 
mot. , mien  \v,i-  running  his  car  rapidly  in  order  to  make  a  switch 
ahead  of  tli.  I.  car.  Ys  neither  motorman  was  able  to  see 
the  headlight  of  the  approaching  car  they  crashed  together  without 
warning. 


The  Si.  Joseph   (Mich  1  &   Benton   Harbor   Electric  Railway  & 
Light   I  t..  the  scarcity  of  coal,  was  lor  a  few  days  last 

month  put  to  tin  of  using  old  ties  for  fuel. 


Tan.   15.   1902.] 


STREET    RAILWAY    REVIEW. 


45 


TRACK   CONSTRUCTION   AT  SCRANTON.  PA. 


The  Engineering  News  for  December  26th  contains  a  description 
of  sired  railway  track  construction  at  Scranton,  l'a..  which  has 
been  carried  out  in  a  very  substantial  manner  with  the  object  of 
securing  economy  both  in  the  maintenance  of  the  n'.ick  and 
adjacent  pavements.  This  construction  includes  a  concrete  base, 
T-rails.  steel  ties  and  reinforced  joints,  with  brick  and 
paving. 

This    work    was    fully   described   and   illustrated    in    the    "Review" 
ember.  1809,  page  744.  but  the  present  ai 
following  data  on   cost    which   may   I k.    of   interest    to   our    readers. 
The   statement   was   prepared  by    Mr    E.    I  >.    Reed,   the   engineer  on 

the   work,   and    represents   the   actual    cost    in   one  of   ib 

th   track   laid   with   65-lb.    rails   on   :1   i.-n,.   concrete   base   anil  paved 
with   vitrified   brick. 

OF  STREET  RAILWAY  TRACK  CONSTRUCTION    \l 
SCRANTON,   PA. 

Material  : 

I   ft.  track  rails  (4.1  1-3  lb.)  at  $42.10  per  gross  ton $0.8147 

Joint    platen.    $1.97    per    .toft.,    per    ft.    track 0660 

Joint    rail.    $1.73    per    .loft.,    per    ft.    track 1570 

Tie    rods.   .t4    rts.    per    10-ft..   per    ft.    track .0340 

Iron    rivets.   2   rts.   per  lb.,   per    ft.   track 0071 

Copper    rivet'.    18   cts.   per   lb.,   per    ft.    track 0060 

Total    $0.0854 

Labor: 

of  tearing   out   old    single   track,   hauling    same   away. 
hauling  new  material,  drilling  and  punching  all  tie  rods 
and  rivet  holes,  cutting  and  drilling  steel  tics,  assetnb 
work  ready  for  concrete  and  bonding  with  copper  rivets. 

complete,  per  ft.  of  track 0 

Paving: 
Cost   of    I    ft.    of   track    graded,    rolled,   concreted. 

and  paved  with  brick,  at  $1.97  per  sq.   ft $1 .0933 

Extra  concrete  at   joints  and  ties,  at   72  cts.   per 
sq.    yd 0740       j. 1679 

Total     $2.6403 

Add  1.5  cts.  per  ft.  of  track  for  fuel,  tools,  etc 0150 

Total    $2.1.55.1 

rage  haul  of  material,  2  mil 
Brick  next  to  rail  i~  hape. 

Measurements   for  pavement  is  taken  from  outside  to  oul  idi    of 

head  of  rail. 
These   figures   include   the   installing   of  one   tun 

2  ft.  x  5  ft    x  6  ins.  under  joints. 
I   ft.  x  6  ft.  x  (>  ins.  under 
The     '  made  of  old  4-ft    girder  rails,  and   no  value  is 

d  on  them  in  tie 
The  cost  of  grading  and  rolling  is  included  in  cost  of  pavi 

A   NEW  COAL  BELT   RY. 


Hen  ml 
Clrterville,  Carbondalc  and    '  'v.   in   Southern    lllite 

for  about   four  months   t  mce  of  eight 

■    I  I.  rr  it.         I  hu      I  o    ■ 
• 
carried  l>ring  coal  miners,  bill   it   1  to  inaugurate  a   freight 

nation   of 

lem'lle,  and  ■  arr  undi  which  will 

give  tl  •  ilbling 

nd  the 
Illinois  Central  H 

I  lu  ban    Ry.    which    was   described    in 

through  the  coal  bell  to  a  point 

within   eight    mill 

.   will  eventually  be  >  Loult  A   Mlinoil 


Suburban  and  the  Coal   Bell   Electric  Rys.,  which  will  undoubtedly 

result  to  their  mutual  advantage  \s  yet,  however,  no  steps  have 
been   taken  toward   the  accomplishment  of  such  an   arrangement. 

The    Coal    Belt    Electric    Ry.    lias    its    headquarters   nominally    at 
I  let  rill,    its   officers,    however,    being    residents    ,.i    Chicago.       Mr.    F. 

P,  Read,  of  the  Peabodj  Coal  Co.,  215  Dearborn  St..  is  president, 
and  Mr  Arthur  W.  Underwood,  Marquette  Building,  secretary. 
Mr.    Frank    Peabody  is  also  interested. 


ELECTRIC    STORAGE   BATTERY  CO.  SECURES 
INJUNCTION. 


In   a    suit    recently   brought    by   the    Electric    Storage    Battery   Co. 

1  \\       Belknap,    the    American    Bicycle    Co.    and    the 

1     Batterj     Co.,    .1    decision    was    rendered    by    Judge    Coxe, 

of  the  United  States  Circuit   Conn,  sustaining  the  validity  of  the 

Brush  storage  battery  patent,  owned  by  the  plaintiff,  and  granting 
an  injunction  against  the  manufacture  and  sale  by  the  defendants 
of  the  battery  manufactured  under  a  patent  granted  to  Elmer  A. 
Sperry.  The  Electric  Storage  Battery  Co,  is  the  owner  of  a  patent 
granted  to  Charles  F  Brush  in  188(1  for  improvements  in  secondary 
batteries  and  the  question  before  the  court  was  solely  one  of 
infringement.  At  the  argument  it  was  conceded  that  if  the  com- 
plainant's affidavits  correctly  described  the  defendants'  electrodes, 
infringement  was  established.  The  defendants,  however,  produced 
a  number  of  affidavits  contradicting  those  of  the  complainant, 
tending  to  show  that  their  electrodes  were  made  by  the  forming 
described  in  an  Italian  patent  granted  to  Brush,  which  has 
expired. 

I  lie  decision  States  that  the  concessions  at  the  argument  limited 
ib.  controversy  to  a  single  proposition,  namely  "Is  the  defend- 
ants' electrode  the  one  described  in  the  expired  Italian  patent?" 
I  1m  Brush  invention  covered  by  the  patent  in  suit  includes  the 
supporting  plate  or  grid  the  active  material  mechanically  applied 
thereto,  active  material  held  to  the  plate  by  pressure  or  by  sheets 
of  porous  Hon  conducting  material. 

The  combination  of  these  elements  in  the  formation  of  the 
secondary   batteries  is  the  means  by  which   Brush  produced  bis  tirst 

commercial   storagi    I ["he  claim  of  the  defendants  is  that 

their  plates  after  leaving  the  molds  are  put  through  a  long  pre- 
liminary forming  process  where  tin'  plates  are  formed  similar  to 
the    Plante    process,    after    the    manner    described      in    the    Italian 

patent  The  court  hold  however,  that  this  electrode  has  each  of 
ib.  features  described  in  the  complainant1  patenl  and  that  the 
forming  process  .,f  the  defendants  is  simply  an  unnecessarily  pro- 
longed charging  1 I  lie  defendants'  electrode  was  declared 

plainer  infringement  than  other  types  which  have  heretofore 

held  in  th 'i    1.    bi    infringements.    A 'der  restraining 

the   manufacture   and   Bale  of  the  infringing 


AUTOMOBILES  IN  STREET  RAILWAY  SERVICE 


An  ini'iii.  0..11     mm    b.i      be,  m   1 Iii    i..     top   ib.'   .  I" ■ration  of  the 

i ( !o   through  thi    cil  |   oi   i  [amilton,  and 

Mr    V  th  thai   if  the    in 

inted  '  hat   prepai  al  ion     hai  i    bi  en  made  to  opi  rati 

through   i  [amilton  to  connect  with  thi   

citj   limits,     ii   i    .    pected  thai  the 

Court  will  hand  down  il    d n  in  this  cat  e  within  a  short 

nd  if  the  decision  is  in  fat f  the  company  it  will  al  once 

I  to  build  il     trad     and  o|  ■  an  through   I  [amilton. 

in  ord< l  largi    numbei   of  auto 

mobiles  will  al  oi  id  the  line  will  be  pul  in  operation 

within  a  vi         inrt  I  ime 

< « » 

The  Elgin   (III).    Aurora  A  Southern  Traction  Co    ha     d 
to  manufai  Ii  V  40-1 1  for  a 


liati  ibuti  'i  Chri  .tune-, 

cond  ictoi  1, 
1  he  women  clerk     in  the  offii  c  of  the  comp 

■  ■  1 V    t  ■  1 1 


46 


STREET    RAILWAY    REVIEW. 


[Voi    Xll.  No.  i. 


NEW    HIGH   SPEED  TRUCK. 


illustration  shows  the  imp 
tenon  Mo.  18,"  which  1-  offered  bj  the  Dorner  Truck  &   Foundry 

msport,  In.l .  as  the  result   of   1 
this  business.    The  truck  is  heavy  and  strong,  is  designed  for  high 
spec. 1  ami  is  built  as  near  the  M.  C  B.  specif  m  rail- 

-  ii  is  possible  to  make  a  motor  tnu-k.    The  top  fi 
mad.-  01  a.  *  '  in.  iron  and  is  continuous,  having  no  splice.    The 

ends  of  the  frame  are  half  turned  making  them  vertical,  thi 
being  patented.  The  transom  of  the  trucks  is  formed  by  two 

8  in.  steel  plates  reinforced  by  .V.'   X   -'  0.  angle  irons  ex- 

tended   across    the   truck    and   attached    to    the    truck    frame    propel 

through  the  combined  transom  end  and  swing  hanger  pivot.     This 

in  turn  is  secured  to  the  frame  and  arch  liar  by  means  of   1 
bolts  passing  through  il      I  1 1<    transom  is  further  braced  by  gussel 


GROUND   BROKEN   FOR   FT.   WAYNE-DAYTON 
INTERURBAN. 


It.  Wayne.  Dayton  &  Cincinnati  Traction  Co.  whose  plans 
'iiilincd  in  the  December  issue  of  the  "Review,"  started  on 
i-truclion  of  its  lines  December  151I1  when  ground  was  f..r 
malty  broken  at  Wesl  Elkton.  The  ceremonies  were  witnessed  by 
about  2,000  people  on  which  occasion  I  >r  S.  1".  George,  president 
of  the  company,  delivered  an  address  in  which  he  outlined  the  work 
undertaken  by  the  company. 

previously  described,  the  company's  system  cmhraccs  400 
miles  through  a  section  not  reached  at  present  by  railways.  The 
entire  private  right  of  way  has  been  secured  by  this  road  from 
It  Wayni  to  Brighton,  near  Cincinnati.  The  company  has  recently 
secured  the  right  of  way  for  a  new  branch  from  Greenville  to 
(  hattai ga,   where  it    will  connect   with  the  main  line. 


•CRITERION  No.  is '•  INTERORIIAN  TRICK. 


plates  which  are  riveted  to  the  frame  and  to  the  reinforcing  angles 
of  the  transom.  The  lower  swing  hanger  pivot  rests  under  and 
is  attached  to  the  swing  plank.  Elliptic  springs  rest  upon  the  bot- 
tom spring  seat  which  is  secured  to  the  spring  plank,  and  the  top 
spring  seat  is  attached  to  the  iron  truck  holster.  The  truck  bolster 
supports  the  center  plate  and  side  bearings,  the  top  spring  seat 
forming  a  chafing  plate  to  wear  against  the  'i  x8  in.  plate  which 
forms  a  part  of  the  transom.  The  swing  bolster  and  the  brake 
rigging  arc  secured  by  safety  hangers  to  eliminate  the  possibility 
of  accident. 

The  spring  base  of  the  truck  is  increased  by  hanging  the  equal- 
iser  bar  underneath  the  box.  thus  enabling  it  to  have  double  heli- 
cal springs  on  each  side,  four  more  than  are  generally  used.  With 
a  6-ft.  wheel  base,  brakes  on  the  outside  of  the  wheels  and  tin- 
swing  hanger  in  front  of  the  wheels,  a  large  amount  of  space  for 
the  motors  is  secured.  The  brake  head  and  shoe  are  attached  by  a 
key.  making  it  a  simple  operation  to  remove  the  worn  shoe.  The 
brake  leverage  can  be  altered  as  desired,  according  to  the  power 
required.  By  removing  the  pedestal  tic  bar  bolts  the  truck  can  be 
lifted  away  from  the  journal  box.  thus  leaving  the  latter  with  the 
equalizer  and  equalizer  springs  in  their  normal  position.  The 
journal  boxes  are  of  large  size,  giving  ample  room  for  oil  and 
packing,  and  will  take  a  4M-i".  journal.  The  axles  are  5  in.  in 
diameter.      The  total   weight    of  the  truck    is  8.700  lb. 

The  company  has  lately  made  three  large  shipments  of  this  type 
of  truck  and  has  several  other  orders  under  way  at  its  works 
which  have  recently  been  built  with  special  reference  to  this  line 
of  manufacture.  Because  of  iis  substantial  construction,  its  easy 
riding  and  the  nominal  cost  of  repairs  required,  this  truck  is  par- 
ticularly   recommended   by   the   makers    for  heavy    interurban   work. 


Owing  to  the  low  water  in  the  Mississippi  River,  the  Twin  City 
Rapid  Transit  Co.  was  unable  during  the  first  week  in  December 
to  secure  sufficient  power  from  this  source  to  operate  i t  -. 
between  Minneapolis  and  St.  Paul.  The  steam  power  houses  were 
resorted  to,  and  the  interurban  service  between  the  cities  was  tem- 
porarily cut  down. 


OHIO  TROLLEY  STATISTICS. 


The  annual  report  of  the  commissioner  of  railroads  and  telegraphs, 
of  Ohio,  states  that  on  May  1,  1901,  there  were  68  companies 
operating  electric  railroads  in  Ohio.  The  number  of  miles  oper- 
ated by  these  companies  aggregated  1,818.  which  is  about  one-fifth 
if  the  main  track  mileage  of  all  the  steam  roads  in  the  state. 
Electric  lines  are  being  promoted  with  great  rapidity  in  Ohio.  As 
an  evidence  of  this  the  commissioner  shows  that  during  the  fiscal 
year  ending  Nov.  15.  1901,  96  electric  railroad  companies  were 
rated  in  that  state  with  a  total  capital  stock  of  $24,361,000. 
The  gross  earnings  of  the  trolley  lines  of  the  state  for  1901  were 
$13,5813,651,  or  more  than  20  per  cent  greater  than  those  of  the 
year  previous. 

+-— 

BANQUET  OF  THE  OHMER  CAR  REGISTER  CO. 


An  elaborate  dinner  was  given  by  the  Ohmer  Car  Register  Co. 
on  December  28th  to  the  managers  of  the  various  departments  of 
1I1.  works  and  the  company's  traveling  representatives.  The  occa- 
sion was  also  marked  by  the  awarding  of  prizes  to  the  employes  for 
meritorious  suggestions  in  regard  to  improvements  in  the  manu- 
1,1111.  .,f  registers,  a  custom  uhich  has  been  practiced  annually 
bj  the  Ohmer  company.  Ten  pri/cs  were  awarded  ranging  from  $2 
to  $25  in  value  and  the  prize  committee  had  in  all  61  stige. 
from  the  men  to  consider  Speeches  were  made  by  the  heads  of  a 
number  of  the  departments  and  after  drinking  a  toast  to  the  absent 
officers  and  traveling  representatives.  Mr.  Ohmer  concluded  the 
ceremony  with  a  few  well  chosen  remarks.  Most  of  the  speeches 
w.re  in  the  line  of  criticisms  and  suggestions  in  regard  to  the 
work  of  the  company,  many  of  which  will,  when  adopted,  prove  of 
much  practical  beni  iii 


The  Everett-Moore  syndicate  it  is  said,  will  shortly  acquire  the 
St.  Thomas  (Ont.1  Street  Ry..  and  extend  it  to  London,  Aylmer 
and  Port  Stanley.  A  grant  for  the  proposed  extensions  is  now 
pending  before  the  Ontario  legislature. 


Jan     IS    1902.) 


STREET  RAILWAY  REVIEW. 


47 


NEW  ST.   LOUIS  CAR. 


The  accompanying  illustration  gives  a  general  view  of  one  of 
the  new  car*  which  is  being  luiilt  for  the  Metropolian  S 
Railway  Co.,  of  Kansas  City,  Mo.,  by  the  St.  Louis  Car  Co.;  Un- 
order was  [1  •  s.  The  details  of  the  car  are  as 
•  :  The  length  over  the  corner  posts  is  21  it.,  and  the  ex- 
treme length  of  the  platform.  4   ft.  6  in.     The  width   of  car  over 


ST.  l.nl   In,    \k   POS  KANSAS  city. 

7    ft.    10   in.,    while   its    width   over   the    widest    part    is 
8  it:  ,t  in.    The  platforms  are  buill  with  pen  ti  iuli      hai 

ing  five  drop  sash.     I  tered  oak   1 ''4  in.  thick 

with  di  :  two  lights;  thi  paneled  with  No.  16 

rength  A  gia-s  is  used  in  the  sash  and  is  fasti 
with  bead  n  rewed  to  place.     There  are  seven   ventilat  ir 

sash  on  each  side  of  the  car.  and  four  guide  pipes  which  run  on 
the  outside  of  the  car.  outside  of  the  sash,  the  full  length  of  the 
body.    These  win  ds  are  of  '•  J  in.  seamless  brass  tubing; 

the  curtains  arc  hung  on  spring  rollers.  Seats  arc  of  the  Hale  & 
Kilburn  spring  cushion  type  with  canvas  back  rattan  covered  with 
the  best  quality  of  Wilton  carpet.  The  interior  finish  is  in  even 
color  of  quartered   oak.     There   are   two   '  1        plate    glass 

mirrors  set  in  each  end  of  the  ar.  and  it  is  also  provided  with  a 
Hunter  illuminated  sign,  and  du  Pont  trucks  and  fenders.  The 
material  and  workmanship  thro  be  finest. 


A   "UNIVERSAL     SAFETY  TREAD. 


The  "Universal"   safety  tread,  as  its  name  implies,  is  a    , 

!re    an    ah  trians,    on    stair- 

and  in  other  places  where  there 
is  a  tendency   for  the   footway  to  become   slippery  and   thi 
dang<  ■■ 

The   "I'm 
there  are  no  continuou  nd  counter- 

act  in  whole  or   in  part   the  clingi 
is  held  in  an  ingi  rix,   which   i 


UMlVERSAIl   SAI   ETV    THI. All 

•lipping,  and  which,  when  filled  with  ! 
bill 

fn   il 

edge  v. 

by  doubling 

of  45    Broadway.    Nev. 


numBer  of  street  railway  companies,  and  the  makers  are  able  to 
guarantee  that  the  tread  will  last  practically  as  long  as  the  car 
step. 


VISITS  FROM  SANTA  CLAUS. 


The  Syracuse  Rapid  Transit  Railway  Co.  distributed  among  its 
employes,  Christmas  presents  which  amounted  to  $1,750  in  cash. 
The  following  notice  signed  by  Mr.  E  ti.  Con- 
nette,  vie  president  and  general  manager,  was 
posted  at  midnight  in  the  waiting  room  of  the  em- 
ployes: "In  recognition  of  the  valuable  and  efficient 
service  during  the  past  year  the  company  will  give 
each  of  its  employes  a  cash  present.  The  foreman 
of  each  department  will  distribute  the  gifts  on 
Christmas  morning." 

No  one  of  the  force  was  lost  sight  ,,f  in  the  dis- 
tribution of  the  presents  and  from  the  office  boy 
to  the  oldest  man  in  the  service  each  received  a 
present    of    from   $.?  to  $5. 

Employes  of  the  Schuylkill  Traction  Co.,  who 
number  about  too.  were  presented  with  cash  pres- 
ents, appregating  about  $Joo  on  Christmas.  Mr 
Clark  Merchant,  president  of  the  company,  an- 
nounced that  to  per  cent  of  the  gross  earnings  of 
the  road  lor  the  week  previous  to  Christmas  would 
be  presented  to  the  men  as  a  Christmas  gift.  The 
paj  roll  "for  the  week  was  made  the  basis  for  the  distribution  of 
the   Christmas   money,    each   man's   share  being     based     upon  the 

am,  nun    p.    1 ,  ,  ,   v,  ,|   .0    his   last    pay    day. 


EXTRA  TROLLEY  FARES  LEGAL. 


\  decision   was  rendered  last  month  in  the  case  of  a  suit  brought 
in,    Brooklyn   Heights  Railroad  Co.  to  restrict  it  from  col- 
lecting more  than  one  fare  for  a  continuous  ride  over  its  road  and 
1I1,'   roads  operated  by  it.     The  decision  pointed  out  that  a  street 
surface    railroad    incorporated   under  the   street   surface   railroad  act 
,,f    iSS_(   is   prohibited    by    statute   from   charging  a   passenger   more 
than  5  cents  for  one  continuous  ride  from  any  point  on  its  road,  or 
any  road  under  il-  control,  to  any  other  point  on  such  roads  within 
the  limits  of  an  incorporated  village  or  city.    It  is  pointed  out  that 
the  fact  ih.it  a  railroad  company  extends  its  road  by  acquiring  the 
nother  railroad  company  having  the  right  to  charge  a 
fn,    of    10  cents,    for   example,    would    not    give   the   lattei    company 
iii  io  charge  to  cents,     In  the  case  of  the  Brooklyn  Heights 
Railroad  Co.,  however,  this  law  doei    nol   apply,  as  the  Appellate 
Courl  lii     iin. uli  decided,  thai  the  statute  provision  does  nol  affect 
11  ed  from    1, Mm  1  .lib,,. id  companies. 


TROY   FRANCHISE  IN    DISPUTE. 


Mi,    United    fraction  Co.,  "f    Vlbany,  N.  Y.,   recently  filed  with 
the  sei  1  --I  il,, lion  ol    its  tracks  in 

what    was    formerly    the    village    "f    Lansingsburg    which    has    since 
A   ■  uli  ili,   ,  li |f  ,,f  Troy,     J ' 1 1 . ■  cerl ificate  filed  shows 
that  the  con  enl    of  the  villag  ind  of  property  owners 

along  tin-  line  was  secured  in  December,  torjo,  bul  the  city  authori 

H'  ,1  by  the  former  village  of  Lan - 

irg  is  valid  lidation  n  ith    I  roy     Engim  ei     ol 

11  Co    ha  ■    1 1 ' '  "i    commenced  Rial  ing    iui  vey  i 

pi '  'i 1  extet bul  the;    I  i  i   i nol  ified  by  the  police 

of   the   city   nol    to  break   ground   "i    teal    up   the   road    in   any    way 

without    a    pi  iii    lb,     e, ,1111111     1 1     "f    public    works.      The 

engineer!   will  be  allowed  to  maki    the    urvey,  bul  may  nol  do  con 

4 «  > 

i '  Co.,  of  B       1  Mich., 

In   in  Mo  1,  ipal  building  during 
the  w , 


Tin-   P  tai     Building  at  the  P  in  Exposi 

tion   h  lb  owns     i' i.i"  1  mi 

point  reached  bj    thi    Maui  h  I  !hun!     i  i 
,  ft  Statin  ■  ■  I    r        lie    buil  ling  will  be  plai  ed  on 

top  of  the  mountain  and 


48 


STREET    RAILWAY     REVIEW. 


[Vol.  XII,  No.  i. 


THE   FIRST  CLEVELAND-DETROIT  THROUGH 

CAR. 


'111.  lir^t  trolley  car  of  the  Everetl  Moore  syndicate  to  make  a 
through  trip  between  Qeveland  and  Detroit  was  run  on  Decembei 
23d   .mil  carried   sevei  ol   ill.-    Everetl  Moore   syndicate 

and  tin-   representatives  oi   several   eastern   banking  houses,      t"he 
trip  was  made  with  the  object  of  giving  the  eastern  capitali 
opportunity   of   inspecting   tin-   system   and   also   for   getting   data 
upon  which  1.'  base  a  through  running  and  traffic  schedule. 

It  was  expected  that  through  cars  between  Qeveland  ami  Toledo 
and  probably  Detroil  would  be  in  operation  tliis  month.  The  party 
made  t lie  trip  from  Qeveland  to  Toledo  in  less  than  six  hours, 

which    is   excellent    time    considering   the    fact    thai    the   lino    is   new 
ind   lias   not    yet    lieen   properly   ballasted  at   all    points. 

»  ■  » 

THE  BOSTON  CABLE  CLIP. 


The  Chase-Shawmut  Co.,  of  300  Atlantic  Ave.,  Boston,  is  mak- 
ing a  specialty  of  a  novel  clip  for  supporting  aerial  feeder  and 
other  cables,  wherever  the  cable  is  suspended  from  a  guy  wire. 
The  device  consists  of  two  piece;  of  steel  wire  and  a  strap  of 
sheet  metal.  There  are  no  rivets,  pins,  or  buttons,  and  it  can  be 
adjusted  entirely  by  hand. 

The  clip  can  be  quickly  and  easily  adjusted  to  any  cable  that 
the  strap  will  go  around,  and  can  be  placed  over  a  splice  as  well 
as  on   the  regular  cable.     The   metal  strap  is   simply   pulled   tight 


"BOSTON"  CABLE  CLIP 

around  the  cable  before  it  is  passed  through  the  hanger  piece. 
Upon  turning  over  the  hanger  the  metal  strap  is  bent  down  and 
locked  in  place,  the  lever  action  taking  up  all  slack  and  binding 
the  strap  tight.  The  steps  in  the  process  of  fitting  the  clip  to 
the  cable  are  set  forth  in  the  illustrations.  Special  consideration 
is  directed  to  the  firm  gripping  power  of  the  clip,  which  will  cause 
it  to  stay  where  it  is  placed  and  -will  not  permit  the  cable  to  slip 
or  sag  on  long  spans  where  the  dip  is  great,  or  where  one  end  of 
the  stretch  is  lower  than  the  other. 

*  ■  » 

ELECTRICAL  INDUSTRIAL  RAILWAYS. 


Electric  railways  have  long  been  recognized  as  an  important 
time  and  labor  saving  device  in  and  about  manufacturing  plants, 
for  use  in  mines  and  by  contractors,  and  naturally  the  makers  of 
railroad  materials  have  given  a  great  deal  of  attention  to  this  field. 
Among  those  who  have  realized  very  good  results  in  equipping 
roads  of  this  type,  as  well  as  running  them  economically,  is  the 
well  known  firm  of  Arthur  Koppel,  of  New  York.  This  firm  has 
built  many  electric  roads  for  industrial  purposes  and  has  also  de- 
veloped portable  electric  railways,  thus  making  electric  railroads 
available  for  such  as  have  to  use  them  at  different  places,  and  at 
each  place  for  a  comparatively  short  time.  All  the  parts  composing 
these  equipments  are  light  and  easily  handled,  and  the  roads  can 
be  rapidly  laid  down.  Every  detail  is  thoroughly  worked  out  and 
even  specially  constructed  and  patented  cars  for  stringing  the  trolley 
wire  enter  into  the  equipment. 

Electric  railways  have  been  built  by  Arthur  Koppel  in  many  dif- 
ferent  countries,  and  for  many   different   purposes,  as  for  instance 


factory    roads    bringing    the    raw    material    into   the    plant,    carrying 
the    different     materials     around,    and    finally    taking     the    fit 
product   to  the  station,   for  mines,  for  contractors,   for  plantations, 
and  even  for  er  traffic. 

In    ,11,1,1    to   KiM-    ill  hi    opportunity    to  get   ac- 

quainted with  thesi  industrial  roads,  their  working  and  their  equip- 
ment, the  firm  has  erected  in  its  New  York  office  at  60  Broad  St. 
an  exact  model  of  such  an  electric  railroad  in  I-IO  actual  size, 
equipped  on  the  overhead  system,  with  electric  locomotive  and 
coal.  Rat,  plantation,  contractors,  and  passenger  cars.  The  firm  also 
publishes  a  special  catalog  on  this  subject. 


GROWTH   OF  TROLLEY  LINES    IN    PENNSYL- 
VANIA. 


\  striking  feature  of  the  annual  report  oi  the  Pennsylvania 
Slate  Bureau  of  Railways  is  the  growth  of  the  street  railways  in 
that  state  during  the  past  14  years.  In  iW;  the  capital  stock  out- 
standing of  the  street  railways  of  the  state  was  $17,211,680.  The 
figure  for  1901  is  $108,676,774.  In  1887  the  length  of  all  roads  was 
519.3  miles,  during  the  pas)  year  the  total  length  of  all  tracks  op- 
erated has  reached  2,167.01  miles.  The  increase  during  the  past 
year  was  somewhat  over  100  miles.  The  total  number  of  cars 
owned  in  1900  was  6.395  and  in  igor.  6,618.  The  number  of  pas- 
sengers carried  during  the  former  year  was  538,106,532,  and  dur- 
ing  tile   past    year    it    v.. is    560,654,629, 

■»  •  » 

NEW   BRAKE    RATCHET. 

A  new  foot  ratchet  for  holding  the  brake  staff  of  an  electric 
car  in  any  desired  position  when  the  brakes  are  set  has  been  in- 
vented by  John  C.  Ernest,  of  fjog  Tcficr  St..  Ilarrisburg,  Pa.,  and 
has  been  used  with  satisfaction  for  over  a  year  by  the  Ilarrisburg 
Traction  Co. 

To  the  brake  staff  is  secured  in  any  desired  manner,  a  crown- 
wheel, the  face  of  which  stands  just  above  the  surface  of  the  plat- 
form, so  that  it  may  readily  turn  with  the  staff.  In  a  mortised 
recess  formed  in  the  platform  is  a  metal  box.  which  contains  a 
dog,  mounted  on  a  pivot,  as  shown  in  the  cut.  and  having  its  front 
end  curved  and  tapered  to  form  a  broad  tooth  adapted  to  engage 
the  teeth  on  the  under  ride  of  the  crown-wheel.  Bearing  against  the 


>////////////////// 


ERXEST  BRAKE  RATCHET. 

other  end  of  the  dog  is  a  foot   pin  having  an  enlarged  head  at  its 
lower  extremity,  and  a   foot  piece  or  cap  at  its  upper  end. 

The  weight  of  the  dog  serves  to  raise  the  put  and  its  cap.  and 
normally  the  engaging  tooth  is  held  away  from  the  crown-wheel. 
When  the  brake  is  to  be  applied,  the  foot  of  the  operator  is  pressed 
down  on  the  cap.  forcing  down  the  pill,  and  raising  the  free  end 
of  the  dog  against  the  crown-wheel.  To  release  the  brake,  the 
given  a  slight  turn  letting  the  dog  drop  and  permitting  the 
staff  to  revolve  and  release  the  brake. 

The  top  plate  of  the  box  at  one  end  is  elongated  and  a  corner 
thereof  is  cut  out  on  the  arc  of  a  circle,  so  that  the  periphery  of 
the  crown-wheel  may  be  fitted  nicely  I"  it.  thus  excluding  all  dirt, 
snow,  water  and  ice  from  the  box. 

♦*-• 

The  Union  Traction  Co.  of  Philadelphia  has  increased  the  wages 
of  its  5.000  motormen  and  conductors  from  18  to  19  cents  an  hour, 
the  new  scale  becoming  effective  on  January  1st.  Eighteen  months 
ago.  the  company  voluntarily  granted  an  increase  in  wages  of  ifi 
cents  an  hour. 


Jam.  15.  1902.] 


STREET  RAILWAY  REVIEW. 


49 


DISASTER  AT  ITHACA. 


A  hard  rain  which  occurred  December  14th  and  15th  in  the 
neighborhood  of  Ithaca.  X.  V  .  raised  Six  Mile  Creek  so  rapidly 
that  thousands  of  dollars  worth  of  property  along  this  stream  were 
swept  away  in  a  tew  hours.  One  of  the  heaviest  losers  was  the 
Ithaca  Street  Railway  Co.,  a  large  part  of  whose  plant  was  situ- 
n  the  banks  of  this  creek.  All  street  car  traffic  was  entirely 
suspended,  as  the  railway  power  plant  and  lighting  plant  ot"  the  city 
were  destroyed.     The  wreckage   which   blocked  the  channel   of  the 


riG 


creek  turned  the   stream   from  iis  course  s.i  that   the   whole   lower 
f  the  city  was  overflowed. 
A   sub-station    which   has   recently    been   built    by   the    street    rail 
way  company   is   the   only    one   of   its   buildings   left    intact.     This 
1  contains  a  storage  battery  plant  which  is  capable  of  operat- 
ing part  of  the  line-,  but  nearly  all  the  the  company's  build- 
■    well    as    two    cars,    were    entirely    Inst    in    the    flood.      One 
entire  side  of  the  car  barn  was  torn  out  and  the  steel   roof  twisted 
and   left   hanging   with   but    slight    support.       The    dynamos,    engines 
ami   boilers   of  the   old   power   plant    are   in   the   bottom   of   the    new 
channel    formed    by    the    creek.      The    blacksmith    shop,    painl 
oil    house,    and    the    house    in    which    the    foreman    of    tin-    n 
-hop  I;                             I3    washed  away,      ["here  was  no  loss  of  life 
i.   although    Mr.   Graton,    foreman   of   (In-   painl    -Hop,   was 

rowned      He    wa 
at    the    shop   a   short   tin  il    wa-   washed   away    ami    1 

■    building,  however,  !»■ 
fore  tbi  it  the  company's  li 

will    reach    1  addition   to   the   ruined   buildings 

and  machinery.   1  uyahoga   I-akc  di- 

n    undermined  by  the  fli 
The  part   of  the   valley   in    which    [thai  ted   is   a    mile   and 

a  half  wide  and  although  the  city  is  about  two  mile-   from  the  lake. 

that  Ithaca,  which  is  somc- 

nunda 

The    hard    rain    which    commenced    on    December    I|th    was 

alarm  and  the  rlim.  >  ■  |    the  break 

•  the  dam  at  the  outlet  of  Dryden  Lake  about    10 

• .    .  ■  pitated   this  large 

Ij    full. 

The  •  are  Indebl 

Mr    I-  f  iln-  damage  to  ti" 

building 

north  indi 

k    flow 
" 
right    I.  led   '" 

bridge 

■.11  standing 

in    fro.  •     60  fi 

1    there    it   a    wall    whii 


west  of  the  wooden  docking.  This  has  been  brought  to  view  for 
the  first  time  since  1S57.  at  which  time  another  devastating  Hood 
occurred.  At  point  2  stood  an  almost  new  house  that  was  occu- 
pied by  the  foreman  of  the  machine  shop  and  it  was  surrounded 
by  a  number  of  large  trees,  some  of  them  being  not  less  than  15 
in.  in  diameter.  As  already  stated,  ibis  house  was  entirely  washed 
away,  as  well  as  all  the  trees  surrounding  it.  The  fallen  roof 
near  the  derrick  covered  the  building  that  contained  the  engine 
and  dynamos  The  engine  is  in  sight,  but  the  dynamos  are  under 
the  roof.  \t  point  .<  is  the  north  roof  of  the  car  barn.  The  long 
cupola  ..f  the  sub-station  receives  the  wires  from  the  power  house 
which  is  2';  miles  distant. 

The  other  illustration  gives  a  south  view  of  the  car  barn  with 
its  south  wall  nearly  all  washed  away.  The  ruined  boiler  and  slack 
are  also  shown  at   the  end  of  the  frame  building. 

It  is  the  intention  of  the  company  to  refill  and  again  occupy  the 
pl.ee  which  was  washed  away  by  the  flood.  A  contract  has  al- 
ready been  lei  lor  piling  which  will  make  a  more  effectual  break 
water  than  the  former  one.  Tt  is  hoped  (hat  Ibis  prompt  and 
courageous  action  by  the  management  of  the  company  in  the  face  ol 
such     1    disaster   will    he   rewarded   by   the    success    it    deserves. 

It  is  estimated  that  the  total  loss  to  property  holders  in  Ithaca 
nearly  $500,000.  and  the  loss  to  the  city  in  ruined  and 
damaged  pavements  alone  will  approach  $135,000  While  the  loss 
in  Ithaca  caused  by  the  flood  reached  the  largest  figures,  a  number 
of  other  central  New  York  cities  received  considerable  damage 
at  the  same  time  At  Utica  •'"id  throughout  the  Mohawk  Valley 
tli.  .1. image  to  railroads  was  serious.  The  Rome.  Walerlown  & 
Ogdensburg  and  the  Mohawk  division  of  the  New  York  Central 
were  entirely  tied  up  for  several  days.  Near  Rome,  the  latter  road 
had  three  distinct  washouts,  all  four  tracks  being  swept  away  for 
a  considerable  distance.  At  Kltnira  about  $100,000  damage  was 
loin  10  houses  and  stores.  A  number  of  railroad  budges  in  this 
neighborhood  were  completely  washed  aw  av  and  for  40  hours  no 
mail   from  the  east  wis  able  to  reach   the  city. 

Middb  town.  N  Y.  was  in  a  similar  condition  owing  to  land 
-liiles    and    washouts    which    occurred    at    a    number   of   points.      At 


1  it;,  j. 

U  tiki  ,l,.n  I.-  and  Scranton,  P  lioul     and  land    ilides  were 

■  1  hi  off  iln-  1  nli o  ,i  co ii" tirelj    foi     

d         befon  if.    1 1  1. 1      wen      uflii  iently  re- 
in pei inn  I               m   New  York  to  n  91  ii  1  in    [01  mi  1   plai  1 


THE  CHICAGO  &   INDIANA   AIK    LINE. 


r  Line  Co     which  propoai     to  build  an 
line  from  S tl    :  '  egotial 

"  1.1I.   of    the    Indian. 1    Railw  I       I 1         to    ■  no  1     South 

Bend  :  ihe  Ii 11  ban 

.  M" 1  "i 

pun  h  •  I  i  .i    tin     Mm    aloni     [hi    Chii    ■    1  Mil  hi 

pan  'i    tin     rati     ol 

.  mile  for  ■   soft    righl  "f  waj     ind  1 ureil  a  large 

uiiuii"  1   .i  option!  along  the  n 


50 


>  I  Kl.l.  I     RAILWAY    REVIEW. 


[V,„     XII,    N. 


ELECTRICAL  EQUIPMENT  OF  THE   LONDON 
UNDERGROUND. 


The  decision  of  the  I Ion   Board  in  regard  to  the 

and  the  Metropolitan 
District  railways  was  based  on  the  arbitrators'  report  to  that  body, 
which  was  as  follows 

. \klti  I  RATORS'  REPOH  IE  BOARD  OF   i  R  \l>K 

"The  Metropolitan  Railway   i  ine  miles  and  the 

District   Railway  Co.   is  owner  ..f   t'niir  miles  m  length  of  that  por- 
i    the    Underground    Railway    in    London    which    is   known    as 
the    Inner   Circle,   and   arc   joint   owners  of  the  City   Line   and    Ex 
tension    Railways.      Both    companies    have    foi  lie   concurred 

in    the  of    working    those    railways    by    electrical    power. 

hut  have  been  unable  to  agree  to  adopt  the  same  system,  tie 
n.politan  company  advocating  what  may  he  descrihed  as  the  "alter- 
nating" current  system,  the  District  company  preferring  the  "con- 
tinuous" current  system  of  electrical  traction.  Under  these  cir- 
cumstances in  the  summer  of  ojoi  all  necessary  steps  were  taken 
by  the  companies  to  procure  the  appointment  of  a  special  tribunal 
under  the  Metropolitan  District  Railway  Act.  iooi,  sec.  o,  to  hear 
evidence  and  to  report  to  the  Board  of  Trade  with  the  object  of 
deciding  which  of  the  two  above-named  systems  should  be  a 
A  special  tribunal  was  accordingly  appointed,  consisting  of  myself, 
as  arbitrator.  Mr.  Thomas  Park,  engineer,  of  Wolverhampton, 
nominated  by  the  Metropolitan  Railway  Co..  and  Mr.  H.  F.  Par- 
shall,  engineer,  of  8  Prince  St..  London,  E.  C,  nominated  by 
the  District  company,  which  heard  the  evidence  of  the  two  parties 
and  the  arguments  and  speeches  of  counsel  on  their  behalf  on  the 
7th  October  and  eleven  subsequent  days. 

"The  position  under  consideration  is  novel,  for  Parliament  has 
for  the  first  time  thrown  on  the  Board  of  Trade  the  task  of  im- 
posing on  a  railway  company  a  system  of  working  to  which  that 
company  is  opposed.  The  system  to  be  adopted  on  the  Inner  Cir- 
cle will  have  to  operate  on  a  circular  railroad,  in  tunnel,  through 
which  a  dense  traffic  is  carried  by  trains  frequently  stopping,  and 
rapidly  succeeding  each  other,  and  where  a  large  number  of  trains 
of  foreign  companies  are  at  frequent  intervals  interjected.  On 
such  a  road  it  is  of  vital  moment  that  a  service  of  precise  and 
imperturbable  regularity  should  be  maintained.  It  is  further 
requisite  that  the  trains  should  be  handy,  i.  e„  should,  without 
discomfort  to  passengers,  quickly  start,  accelerate,  retard  and  stop. 
It  is  above  all  essential  that  the  system  adopted  should  be  safe  to 
the  public  and  the  employes  of  the  railway  companies  concerned. 
The  "continuous"  system,  whereby  an  alternating  current  of  high 
tension  is  first  transformed,  and  then  converted  into  a  direct  cur- 
rent of  500  volts,  and  collected  from  a  third  rail  into  the  train 
motors,  is  very  well  known,  and  it  was  not  seriously  questioned 
by  the  Metropolitan  company  that  it  had  been  proved  to  satisfy 
the  requisites  above  enumerated  by  long  and  well-tried  experience 
on  similar  railroads,  carrying  similar  traffic  under  similar  conditions 
both  in  America  and  England. 

The  "alternating"  system  as  carried  out  by  Ganz  &  Co.  of  Buda 
Pcsth.  proposed  by  the  Metropolitan  company,  abolishes  the  rotary 
converters  employed  in  the  "continuous"  system  and  introduces 
into  the  tunnels  where  the  trains  run  a  current  of  3,000  volts  car- 
ried on  overhead  conductors  and  collected  thence  into  the  train 
motors  by  trolleys. 

"It  was  admitted  that  no  fully  equipped  railway  in  actual  work- 
ing used  a  current  in  the  traffic  exceeding  a  pressure  of  750  volts, 
nor  have  any  experiments  been  made  of  Messrs.  Ganz's  proposed 
system  on  railways  presenting  the  peculiar  features  of  the  Inner 
Circle.  It  is  true  that  certain  experiments  of  this  method  of  trac- 
tion have  been  made  in  the  yards  of  Messrs.  Ganz  &  Co.,  and  on 
the  Sondrio  &  T.ecco  Ry.  in  Italy  Cnot  yet  opened  for  trafficl  of 
a  very  interesting  and  important  character,  but  those  experiments 
have  not  resulted  in  the  proposal  by  the  Metropolitan  company  for 
the  Tnncr  Circle  system  of  the  plant  there  tested.  The  motors, 
the  trollies,  the  controlling  gear,  the  conductors,  the  safety  devices 
descrihed  by  Messrs.  Ganz  before  us  as  those  proposed  to  be  used 
on  the  Inner  Circle  differ  materially  from  those  tested  as  before 
mentioned,  and  the  maximum  of  acceleration  for  the  motors  was 
changed  from  1-8  ft.  to  2-6  ft  per  sec.  while  the  system  originally 
a  15  cycle  system  was  changed  to  a  25  cycle  system. 

"It  is  therefore  accurate  to  say  that  the  system  tested  at  Sondrio 


and  at   Messrs.  Ganz's  yards  is  still  in  the  experimental  stage,  and 
that   important  departures   from  and  amendments  of  that 
were  avowed  at  before  us  for  the  Inner  Circle. 

"It  will  thus  be  seen  that  the  Metropolitan  company,  who  alleged 
■  rity    in    economy    only    for    the    "alternating" 
system,   seeks,  against   the  will  of  its  partner   in   ownership,   to  dis- 
place a  well-tried  and  widely  successful  system,  and  to  make 
periment  under  perhaps  the  most  expensivi    and  complicated  con 

which  could  be  found  in  Europe     Such  an  experiment   may 
very  possibly  be  made  on  a  railway  of  a  scale  where  considerations 

of   safety   arc   less   vital — where   if  any   loss   ensues   it   will   nol    he 
and   will    be   borne   by  those  only   who  arc   responsible    i"i 
miking  it  ;    hut  it   is  impossible  to  recommend  its  trial  against   the 
will   of  the   District   company  on  the  Inner  Circle. 

"Many  controversial  matters  of  great  interest   from  the  point   of 
view  of  electrical   science  were  discussed  before   us.     Upon  these 
questions  it  is  not  necessary — and  would  probably  be  premature 
to  express   an  opinion. 

"It  is  for  the  broad  reasons  already  set  forth  in  this  report  that 
I  advise  the  "continuous"  system  should  be  adopted  on  the  Inner 
Circle   and   on   the   City   Lines    and    Extension   Railways       In   this 
advice  Mr.  Parshall  concurs.  Mr.  Parker  does  not  dissent,  an 
not  desire  to  send  in  any  separate  report. 

"I  think  it  right  to  add  that  the  manner  in  which  the  District 
company  conducted  the  preliminary  negotiations  which  took  place 
between  the  two  companies  to  determine  the  system  of  electrical 
traction  was  most  embarrassing  to  the  Metropolitan  company,  and 
fully  justified  that  company  in  clearing  the  matter  up  by  arbitration 

(Signed)         "Alfred   Lyttleton." 

Immediately  following  the  decision  of  the  Board  of  Trade.  Mi 
Yerkes  awarded  the  contract  for  the  electrical  equipment  of  the 
Inner  Circle  to  the  British  Westinghouse  Electric  &  Manufacturing 
Co.,  whose  new  works  at  Manchester,  Eng.,  will  be  in  operation 
within  a  few  weeks  A  portion  of  the  installation,  however,  will  he 
built  in  the  Westinghouse  works,  at  Pittsburg,  in  order  to  hasten 
the  construction   of  the  road. 

The  generators  will  be  of  6,660  h.  p.  each  and  will  be  driven 
by  steam  turbines  which  will  be  several  times  larger  than  any  oth- 
ers heretofore  built.  The  work  will  begin  immediately  and  it  is 
expected  that  within  two  years  from  January  1st.  the  Inner  Circle 
will  be  operated  with  an  up-to-date  system  of  electric  traction. 


WORLDS  FAIR   EMBLEM   PRIZE. 


A  competition  has  been  inaugurated  by  the  Louisiana  Purchase 
Exposition  for  the  design  of  a  symbol  or  emblem  to  be  used  for 
the  seal,  the  stationery  and  for  the  publicity  material  of  every  de- 
scription for  the  exposition.  An  appropriation  of  $5,000  has  been 
made  to  meet  the  competition  charges,  divided  as  follows 

For  the  prize  design,  $2,500.  Honorarium  of  $250  to  each  of 
eight  selected  sculptors.  For  the  expense  of  the  jury  of  selec- 
tion. $500.  The  jury  is  to  he  composed  of  two  artists,  two  archi- 
tects, two  sculptors,  and  one  historian.  This  jury  is  to  choose 
eight  sculptors  or  medalists  which  will  be  commissioned  for  the 
honorarium  to  design  an  emblem.  But  in  addition  to  these  eight. 
the  competition  is  open  to  the  entire  world  and  all  designs  sub- 
mitted, whether  from  outsiders  or  from  the  eight  selected,  are  to 
be  considered  on  a  par  in  awarding  the  prize  of  $2,500.  No  re- 
strictions arc  laid  down  as  to  lettering,  sentiment  or  style  of  the  de- 
sign, the  only  stipulation  being  that  it  shall  by  symbolic  of  the  his- 
torical event  which  the  fair  is  to  commemorate. 

The   men   who   serve  on   the   jury  of  selection   are  to  be  of   na- 
tional  reputation,  and  an   invitation  will  be  sent  to  representatives 
of  foreign  governments  at  Washington  requesting  that  they  submit 
the  plan  of  competition  to  interested  parties  in  their  respective 
tries.     A  period  of  six  months  will  be  allowed  for  the  competition 


FIRE  AT  LA  SALLE,  ILL. 


the  power  house  and  car  shed  of  the  City  Electric  Ry.,  of 
I, a  Salle,  111.,  were  destroyed  by  fire  on  January  15th.  It  is  re- 
ported that  only  two  cars  of  the  entire  equipment  are  still  service- 
able. The  loss  is  estimated  at  ?60,000.  insurance  S5,00O.  J.  R. 
Burrows,  of  La  Salle,  is  receiver  and  superintendent. 


Jam    15,   1002] 


STREET  RAILWAY  REVIEW. 


51 


DIFFICULT   ENGINEERING  IN   NEW   YORK 
SUBWAY. 


In  the  "Review"  for  last  November,  page  S34.  reference  was  made 
to  a  unique  feat  of  engineering  in  connection  with  the  New  York 
rapid  transit  subway  work. 

At  135th  St.  and  Broadway,  where  the  viaduct,  which  is  to  cany 
the  rapid  transit  road  over  the  Manhattan  Valley  connects  with 
the  underground  subway  portion,  it  was  found  imperative  to 
change  the  plans  so  as  to  give  three  tracks  at  thi*  point  instead  of 


hack  in  the  same  manner  as  were  the  walls  on  the  first  block. 
\l  pieced  out  with  a  new  set  of  girders  riveted 
to  the  ends  of  the  old  roof  girders,  in  the  manner  indicated  in  one 
of  the  illustrations.  As  far  a<  can  be  determined  the  new  three- 
track  subway  is  in  as  good  condition  as  was  the  old  two-track 
tunnel. 

The    actual    work    of    building    the    entire    rapid    transit    subway 
has  now  been  in  progress  aboul    [6  months,  just  one-third  of  the 
time  allowance  of  four  years  stipulated  in  the  contract,  but  in  that 
one-third    of    the    time   almost    58   per   cent    of    the    earth    excava- 
tion and  a  little  more  than  35  per  cent  of    the  rock 
tunnelling  have  been  completed. 

Including  the  estimate  for  December  the  eon 
tractor's  requisition  for  pay  for  work  done  amounts 
to  $12,000,000,  a  little  more  than  a  third  of  the 
total  contract  price.  If  the  present  rate  is  kept  up 
the  subway  will  he  practically  completed  by  Au- 
gust,   1903,  "i    about  seven  months  ahead  of  time. 


NEW  ENGLAND  STREET  RAILWAY 
CLUB. 


CHANGE  1 


1  K  A.   K     I  '  I      TKAi   K 

Photo  by  1'-  P.  Pullla. 


two   as  called   for   in   the  original   design.     These    alterations    in 
trolved  the  shifting  of  two  heavy  retaining  wall-  widening 

of  a  long  section  of  the  completed  subway,  so  as  to  give  room  for 
the  additional  track. 

The  first  block  of  this  length  of  the  subway,  which  comprises 
the  inclined  approach  to  the  tunnel,  involved  the  moving  of  two 
walls  composed  of  concrete,  heavy  blocks  of  stone  and  pressed 
brick,  each  weighing  about  200  tons.  In  the  work  of  moving. 
D  wedges  were  first  placed  at  frequent  intervals  under  the 
walls  On  the  bottom  of  the  wall,  thin  strips  of  metal  were  in 
serted,  the  lower  strip  being  fastened  to  the  wedge 
and    the    U|  on    which    it    was    inti 

snips    and    by 

hand  jack-screws   applied   simultaneously 

■  rt    intervals    along    the    base    of    the    wall,    the 

entire   wall   was   shift"  d  to  a   new    foundation,  a  dis- 

'1   ft. 

I  he  second  block  compri  111 

which    was    shifted 
erly  wall. 
:ie  actual    ■•  could   I"-   un 

ken  the  subway  had  roughly  bra 

in  the  wall   or   n  h   of  the 

I    upright    1 

the   tunnel  forming   practically 

floor   framing. 
•   timbrri   I  up 

t*,rti 

timl«  •  lly    from    '; 

Virtually  all  the  load   Wl 

work       Heavy  til  undei 

vay« 
n  all  was 

I  n  from  1 1  .  n  winch 

the  gil  .    wall  ; 

tly  wall  wrtr  nit  Ihn 
re  wa»  thei  'he  n<-w  (0 

•  lditiou.il  width  the  wr«terly  wall  *r 


I  he   second  annual   meeting  and   banquet   oi    the 
New    England   Street  Railway  Club  will  lie  held  at 
Hotel    Brunswick,    Boston,    on    Thursday,    Jan.    23. 
'     /    .  1002.     An  informal  reception  will  be  held  from  5  to 

6  p.  m.,  followed  by  the  banquet  at  6  o'clock  sharp.. 
At  the  conclusion  of  the  dinner  the  regular  meeting 

- ***»-  will  be  called  to  order 

It    is   the  aim   of  the  entertainment   committee  to 
make    this   gathering   of    unusual    interest    and    im- 
portance.    The  governors  of  the  several   New  Eng- 
land  Stalls,  the  chairman  of   tin    railway  commission   and  many   of 
the  prominent  street   railway  men  of  New  England  have  hem   in 
is  guests.     Music  will  be  furnished  by  the  Hyde   Park  Glee 
Club  of  23  male  voices,  accompanied  by  a  full  orchestra.      The  an- 
nual election  of  officers  will  take  place  at  this  meeting. 

rickets    for  the  banquet   will   be  ifj  each,   and   owing  to  the  clab 

its  and  expenses  attending  the  gathering,  it  is  re- 

1  thai  members  apply  at  onci    foi   tickets,  as  the  supply  will 

he   limn. 'I       I'  honhl   be   made   to   the   secretary.    Mr.   J.    II. 

01    Milk  st  .   Boston,  m 


1  1  1  1   ■ 


'■•  1    1      1  n  1  Bl       miwav.  SHOWING  BRACING 

Paoto  1..  r  iv  Put 


in  charge  is 

I  1  idem  Newton 

rtonville,  Man  ;  \    II.  Neal,  1    •  i 

L.  Hem  ill  way   Co.,   Weal 

lerintendent  1  lid  I  olony 
1  |.    1 

Boston 


52 


STREET   RAILWAY  RFVIHW 


|Vn>..   XII,   No.   I. 


PERSONAL. 

MR    r    i      R(  H  ii  RICK,   i •  •  t in.  rlj    ol   Indian  been 

elected  superintendent  "i  the  Owensboro  (Ky  i  City   Railroad  Co., 

;      i     I      ;    -  1. 111  wlii i  recently  resigned. 


MR    [RA    \    M'CORMACK  and   MR    C    W    WASON,  of  the 

.  Cleveland   December 

17th  niter  an  extended  tour  ol    inspection 


MR     WILLIAM    PESTELL,   superintendent   ol   motive 
ami  machinery  ol  tin-  V,  msolidated  Street  Rail 

way  <'"  .  has  li.nl  a  long  and  val- 
uable 1  peril  in  electrical  en- 
gineering » "i  1.  I'ii  11  i'  1  1800  hi 
was  engaged  with  a  numbi  1  >l 
ical  enterprises,  in  which  he 
ailed  upon  to  do  considi  r 
able  designing,  building  and  re- 
pairing ol  motors  and  generators 
In  [800  he  went  with  the  Sprague 

pany  in   Boston.     In   1893  Ii  ■ 

went  to  Salem  to  taki  chat  ge  ol 
armature  winding  for  the  "1*1 
Naumkeag  Street  Ry.,  and  re- 
mained in  tliis  position  until  the 
Naumki  ag  road  was  absorbi  d  bj 
the  Lynn  &  Boston.  Alter  the 
consolidation  he  was  given 
charge  ol  the  electrical  and  me- 
chanical departments  of  the  new  company.  He  subsequently  moved 
i"  Lynn  and  after  the  Lynn  &•  Boston  road  had  been  purchased  by 
the  Massachusetts  Electric  Companies  he  continual  to  serve  as 
electrical  engineer.  He  went  to  Worcester  in  the  spring  of  1001 
and  in  the  few  months  since  assuming  his  new  duties  has  made 
important  suggestions  regarding  changes  in  the  power  house,  track 
and  repair  departments,  which  have  resulted  in  the  introduction  of 
a  number  of  improvements  and  economies.  Under  Mr.  I-aftin,  the 
general  manager,  he  has  general  oversight  of  power  houses,  reform 
work,  and   all   electrical   matters. 


W.  PESTELL. 


MR.  GODFREY  MORGAN,  formerly  superintendent  of  the 
Niagara  Gorge  Railroad  Co.,  Niagara  Falls,  X.  Y..  has  been  ap- 
pointed general  superintendent  of  the  YoungStOwn  Mil  &  Sharon 
Railway  &  Light  Co. 


MR.  C.  F.  MOORE,  of  Akron,  secretarj  of  the  Northern  Ohio 
Traction  Co.,  has  assumed  the  management  ol  the  Canton-Massil- 
lon  lines  of  the  1  indicate.     Mr    Moore  may  deter- 

mine to  reside  in  Canton. 


MR.  EDWIN'  W.  OLDS,  superintendent  ol  rolling  stock  of  the 
Milwaukee  Electric  Railway  &  Light  Co.,  was  presented  with  a 
pair  of  otter  dri\in  umbrella  by  the  emplo 

his  department,  on  Christmas  eve. 


MR.    HAYES    QUI  MA     TROWBRIDGE,   on    December    loth. 
lected  a  director  ol  the  Fairhaven  &  Westville  Railroad  Co., 
of  New  Haven,  Conn.,  to  fill  the  vacancy  in  board  occa  ioned  by 
the  death  of  his  father.   E    Hayes  Trowbrid 


MR     GUV    MORRISON    WALKER    has   removed    his    office 

from    the    Electric    Building.    Cleveland,    to    No.    1017    Broad    Ex 
change  Building.  New  York,  where  he  will  represent  the  Everett- 
Moore  interests  as  New  York  attorney  and  financial  agent. 


MR.  F.  F.  BODLER  who  takes  the  place  of  master  mechanic 

01    the  North  Jersey  Street    Railway    Co.,   vice   Mr.    II.    II.    Adams. 

resigned,  was  formerly  with  the  Jersey  City.  Hoboken  &  Paterson 

Me  is  a  grad  I   niversity  and  has  worked  his 

way  up  through  the  various  branches  ol  electric  railway  service. 


bet    1  iiii  at  h I  •  hat  gi    of  th  1  lectric 

Railwa                Canton,  O  irer,  and 

•rth  will  -Ii  systemi  which  1  imprise 
about  1 10  1                  .id 


MR     II.    II.    VDAMS,  master  mechanic  ol   the   North 
Street    Railway    '  esigned    t'  luperintendent   of 

motive    power    (or   the    United    Railways   S:    Electric    Co.,   of    Haiti 

\ld      Mr.    Ml. mi-   ig  a  gra  I  nstitute  and 

litis  been  with  the  North  Jersey  road  for  six  or  seven  years,     He 
is  succeeded  b)    Mr    F.  I-'.  Bodlcr. 


MR     I     W.    HANCOCK    was   ell  president   and    general 

r  of  the   Roanoke  (Va.)   Railway  &   Electric  Co,  at  a   meet- 
ing of  the  direct.  D  cember  20th.     Mr.   Hancock  ha 
connected  with  the   Roanoke  company  for  several  year-,  an  I   for 
some  tune  pa-t  ht^  bei  eral  manager  in  which 
r.v   his   efficient    service  quickly   won   recognition   from    thi 
pany  and  it~  patrons. 


MR.  M.  P.  CONNETTE  has  been  recently  appointed  roadmas- 
ter  ol  th,  Syracuse  Rapid  rransit  Railwa]  Co.  and  has  chat 
the  overhead  construction.  Mr.  Connette  formerly  resided  at 
Nashville,  Tenn.,  where  he  had  charge  of  the  East  Nashville  di- 
vision of  the  Nashville  Street  Ry  H  d  to  Syracuse  in 
April.  [900,  and  prior  to  lus  present  appointment  has  been  super- 
intendent of  the  Tallman  St  car  house                  racuse  comp 


MR.   THOMAS   C.    BARR,   ol  inge,    N.   J.   ha 

!    president    of    the    Elizabeth,    Plainfield   &   Central    1 
Railwa]  Co.,  to  succeed  Mr,  David  Young,    Mr.  Barr  was  former- 
ident  of  the   Es  P  Iger   Ry.  and   had  previously   been 

identified  with  street  railway  interests  in  Philadelphia.  Mr.  John 
Ackerman  was  elected  general  manager,  and  Col.  Edwin  E.  Hine, 
treasurer,  of  the  Elizabeth,   Plainfield  &   Central  Ji  '  ompany. 


MR.  BURT  VAN   HORN,  who  in  December  resigned  as  general 
manager  ol  the  International  Traction  1  o's    properties,  will  spend 

the  winter  on  the  Pacific  Coast,  taking  ti  much  needed  rest.  Mr. 
Van  Horn  became  associated  with  Mr.  W.  Caryl  Ely  in  the 
building  of  the  Buffalo  &  Niagara  Falls  road,  securing  the  fran- 
chise and  serving  as  vice-president  and  general  manager:  after 
the  organization  ol  the  International  Traction  Co.  he  became 
general  manager  of  all  the  operating  Ci       ; 


MR     THOMAS    SMITH,    who    is    about    to    leave    his    position 
with  the  Westinghouse  company  at  Pitt-ln, 1  ime  assistant 

superintendent  ol  the  British  Westinghouse  Works  near  Man- 
chester, England,  was  tendered  a  banquet  an  December  24th  by 
all  the  subjects  of  King  Edward  employed  in  the  Pittsburg  man- 
ufactory. The  banquet  was  a  most  enjoyable  one  and  at  the  end 
of  it  the  company  presented  Mr.  Smith  with  a  purs.e  of  money 
and  a  valuable  watch  was  presented  him  bj  the  British  ho 
the  evening. 


MR.  FRANK  11  NEWCOMB  has  been  appointed  to  succeed 
W.  .1.  Taylor  as  assistant  to  George  11.  Roberts,  jr..  Postmaster, 
Brooklyn.  Mr.  Newcomb  is  well  known  to  street  railway  men  as 
the  manufacturer  of  motormen's  and  conductors'  caps.  He  was 
born  at   I  Mass  .  j\t  years  ago  and  came  to  Brooklyn  in  1868. 

1  oi     o  years  he  has  bei  in  thai  1  ity,  hit  place  ol  b 

adjoining  the  Flatbush  Ave.  postal  sub  of  which  latter  he 

lias  had  charge  through  three  administrations,  covering  a  period  of 
12  years.  Mr  Newcomb  is  thoroughly  familiar  with  the  practical 
workings  of  the  1  ice.  and  his   appointment   as  assistant 

postmaster  is  highly  satisfactory  to  the  officials  at  Washington. 
Mr.  Newcomb  assumed  the  responsibilities  of  his  new  position  on 
January  1st. 


MR.    CHARLES    CURRIE,    second  lent    and    general 

manager  of   the   Northern    Ohio   Traction   Co.,   of   Akron.   O.,   on 


MR.  THOMAS   E.  MITTEN  on   Dec.   18,   [901,  succeeded  Mr 

Burt   Yan   Horn  as  general  manager  ol   the  properties   controlled 

bj    the   International   Traction   1  >■      of    Buffalo,   and    Niagara    Falls. 

Mr.    Mitten    entered    the    electric    railway    field    when    in    Denver    in 

rly  oo's,  being  then  with  the  Denver  &    Rio  Grande   R.   R. 

i    equipping  a   steam  line  near   Denver  for  electric  traction.      In 


Jan    IS,   1902.] 


STREET  RAILWAY  REVIEW. 


53 


e   removed   to   Wisconsin   and  Eterwards    bi 

general  superintendent  01  tile  Milwaukee  Electric  Railway  \ 

gned  in  March,  1901,  to  become  general 
superintendent  of  the  Buffalo  road-  Mr.  Mitten  went  to  Buffalo 
-  the  company  was  making  preparations  for  handling  the 
Pan-American  traffic,  and  during  his  superintendence  made  in 
enviable  record,  of  which  his  promotion  to  general  manager  is  an 
appropriate  recognition.  The  office  of  general  superintendent  has 
been  abolished 


MR.    ROBERT   ANDREWS,   hereto  president   of  the 

Car    Heating    &    lighting    Co.,    of    New    York,    has 

elected    president    of   the  com- 
pany,   vice    Wtlr.ir   W.    Si 
deceased.     Colonel  Andrew,  is 
a  native  of   Wilmington.    Del., 
and    is    an    expert    on    railroad 
operating      and      engineering 
matters.     He  graduated    from 
the     Polytechnic     Colli  gi 
Philadelphia   in    1854   and 
came  assistant   engineer  of  the 
State   canals   of   Pennsylvania, 
in    which   capacity   he    51 
from  1854  to  (857,  In-  next  ap- 
irinci- 
pal   assistant    engineer    of   the 
Sunbury  &   Erie     R    R.     II 
served     that     o 
1857   to   i860.  61   to 

1864  he  was  staff  officer  in  the 
army  during  the  civil  war. 
1:1  1864  to  1865  he  was  chief 
engineer  oi  the  Saratoga  & 
Hudson  River  R.  R.,  and  for  the  20  years  from  1865  I 
he  served  the  Wabash  R.  R.  as  division  superintendent,  chief  en- 
gineer and  general  superintendent.  From  1885  to  1888  lie  w] 
eral  superintendent  and  engineer  of  the  Virginia  Midland  R.  R 
•1  he  went  with  the  Safety  Car  Heating  &  Lighting  Co.  and 
has  taken  an  active  interest  in  this  company-  affair-  evei  -in  • 
that  date 


Ki'KKKT   .XNHREWS. 


MR.  C.  E.  PLYNN,  general  managei  /heeling  (W.  Va  1 

.  was  1  caller  on  the  "Review"   when   in   Chii 
centlv 


MR     ROYAL    HOLBROOK,    managei    of   the   Ottumwa    (la.) 
•11  &  l-igh'  tiled  with  a  Christmas  gifl   of  a 

valuable  ring  by  tin  and  motormen  in  his  employ 


MR    CHARLES    FITZGERALD,  former!  uperintend 

oil  of  ihe  1  1   Pittsburg,  hat   decided  i >■  •> 

icnntendenl  offered  him  after 
Philadelphi 


MR     W    If    BROWN,   formerly   of   Philadelphia,   1 

(I  1  li.it    Mi     Brown  will  have 

and     will     l>e    virtually     general     111.11. 


MR 

'ng.ill     Rapid     Rv 

llg     Mi. 

M    )    ^  d  1i1.1t   Mi 


1  II  \RI.I 

■ 


MR.  FRANK  J  DUFFY,  formerly  paymastei  tor  the  Si  Louis 
Transil  Co.,  has  been  appointed  assistant  superintendent  of  the 
Richmond  1  \ ..  I  fraction  Co  Mr.  Duffj  1-  a  brothei  oi  Mr.  C. 
X    Duffy,  auditoi    of  the  Chicago  City   Ry. 


MR    \\     \      1  I  1  1  1  R     as  n  signed  as  manager  of  the  Muskegon 
(Mich.)    fraction  &  Lighting  Co.,  and  has  removed  to  Cumberland, 
Md.    On  the -evening  of  his  departure  from   Muskegon,   Decembei 
Mr,  Heller  was  given  a  banquet  at  Lake  Michigan  Park  pavil 
ion  by  the  employe-  of  the  traction  company,  and  was  pri 
by  them  with  a  diamond  studded  watch  charm. 


MR.  H.  N.  RANSOM,  purchasing  agent  for  Ihe  Internationa! 
fraction  Co.,  of  Buffalo,  has  associated  himself  with  Mr,  F.  C. 
Randolph,  of  New  York,  Eastern  manager  of  the  Christensen  En 
gineering  Co.,  and  will  hereafter  devote  all  his  time  to  the  interests 
of  the  Christensen  air  braki  Mr.  Ransom  was  for  man]  years 
with  the  Consolidated  Car  II...  ing  1    1    prioi  to  his  going  to  Buffalo 


MR     F    J     BOWDEN,   of   Hancock,   Mich.,   president     of     the 

ton    County    Siren    Railwaj    Co.,   will    soon   sail    for   Cuba, 

hi     purpo  .      to   inspect    th<    street    railway   systems    under 

construction  bj   Stone  8   Webster,  of   Boston.     Mr.  Bowden  is  un- 

■1    to   be    indirectly    interested   in   the   project.     The    I  uban 

lines  are  being  buill  under  the  supervision  of  Mr,  George  C,  Towle, 

formerly   superintendent   of  the  Houghton   County   Street   Railway 

Co. 


MR.   GEORGE   S.    DAVISON,  secretary    and   general    manager 

of  the  Pittsburg  8    Birmingham    fraction   Co     gavi    .1   banquel   on 

December  .loth,  to  the  J5  members  of  the  board  of  trustees  of  the 

Pittsburg  &  Birmingham  and   Monongahela   Streel   Railway    Relief 

Associations,    representing      the    employes    of      the    two    companies 

tions  were  elaborate,  a  strikingly  appropriate  fea- 

I   the   latter   being  a   floral   trolley,    car  in   the  center  of  the 

illuminated  bj    dimintttii  e  eli  cl  1  ii    lights. 


MR.  D     \     BELDEN,  wh r  ten  yeai     wa     gi  m  ral  managi  1 

trie   railway   systems   in  and   around   Aurora,    III,   last 

month  succeeded    Mr,    Ernesl    \\ Iru  idenl  and 

manager  of  the  Atlanta  (Ga  1  Railwaj  &  Powei  Co.  Mr.  Belden 
entered  el  railway  work  in  1891;  hi     ecured  tin    [1  inchi  1 

and  right-  of  way  and  binli  the  \. n. .1.1  8  Geneva  interurban  and 
latei  1I1.  Aurora,  Vorkvilh  8  >lorri  line,  both  ol  which  were 
controlled  by  the  Aurora  Streel   Railway   Co      [n  on  with 

the  building  of  the    Aurora   8   Geneva   line  thei b   contro 

ii    railwaj  1 idemn  a  1  iglu  of 

way  through  privati  1    llu    put  1 ling 

to  the 

■    ■  Final  d n  being  in   ia\ 01    ol   the 

iai  y,      Mr     Bi  Idi  n    1 1    igm  da 

the   Vuroi  1001,  when  ih id 

... .  1 .  I  interesl 


MR    L(  H'lS  R    \l  BI  R(  .1  R,  who      1  nm    ti  d  with 

l<    Wortbinglon,  N'i  «   V*orl  eai  liai  gi 

mi. 1. 1   thai 

....  nd      1    conden  ing  ap 

•nm  pumpin  mbi  idj  in  • 

md  import  1  1  .      house  is  pre] 

build  I-  1  in  and 

tion   with   ■  and   1  ailw  

oi   \ii     Mbi  1  gi  1  in  the  • 

■    1    h      

: 

ird  1 1  ."i  Wot  1      whii  h 

I  hinerj 

1 


54 


STREET    RAILWAY    REVIEW. 


[Vol.  XII,  No.  i. 


OBITUARY. 


ELECTRICITY  ON    NEW   YORK  ELEVATED. 


.1.  A.  BOWLES,  roadmaster  ol  the  Seatl 
trie  Co.,  met  with  a  fatal  accident  >>n  December  41I1  in  th 

Madison  St.  powei  house  from  which  the  cable  lint 
crated.     Mr.  Bowl'  on  with  a  (riciiil  when  he  at- 

tempted to   step  across  the   cable,   and   became   caught   in    it.      lie- 
was  dragged  against  the  flywheel  and  instantly   crushed   to   death 
ed  leaves  a  widow  and  live  children. 


MR.  BENJAMIN  REECE,  who  foi  1      been  con- 

with   the   Diamond   State  Steel   Co.,  died   December   [8th   at 
Wilmington,   Del.     Mr.   Recce   was   recognized   as  an   expi 
railway    track    maintenance    in    this    country    and    has.    at    different 
times,  published  a  number  of  articles  on  this  subject. 


MR    F,    B.    BROWNELL   died   on   January  8th   at    the    Battle 
Creek,    Mich.,    sanitarium,    where    he    went    last    September    after    a 
grip  which  left  him  in  a  weakened  condition       Ml 
Browndl    was    born    in    Troy.    X.    Y..    Dec.    20,    185I1    his   ancestors 
having   been  quakers   descended    i'  ell,   oi    Darby 

shire,  England,  who  lived  in  Rhode  Island  in  i<>47.     Mr.  Brownell 

came   to   St.    Louis    in    18(17    with    his 
"i   became  asso- 
^^— ,_  ciated  with   the   Brownell   Cat    I  0 

f  which  was  incorporated  in  1S75  with 

Mr.  Brownell  as  president  and  Mr, 
M.  B.  Richardson,  secretary.  Bi 
being  one  of  St.  Louis'  most  prom- 
inent business  men,  Mr.  Brownell 
was  a  member  of  the  Merchants' 
League  Club  of  that  city  and  an 
^|  ^^  active   worker     in     the     Republican 

^^^^^^^^  party,      having     been    vice-chairman 

F.  B.  BROWNELL.  an(j  treasurer  of  the   State  Commit- 

tee.  His  services  to  the  party  have 
always  been  most  valuable  but  he  always  steadfastly  refused  to 
be  a  candidate  for  any  position,  either  elective  or  appointive,  and 
never  yielded  but  twice:  once  for  school  director  and  once  for 
presidential  elector.  Mr.  Brownell  was  highly  respected  both  as  a 
business  man  and  a  public  worker,  and  his  loss  will  also  be 
mourned  by  a  large  circle  of  friends. 


A.  S.    R.   A.   OFFICIAL  REPORT. 


Secretary  renington's  official  report  of  the  20th  annual  meeting 
of  the  American  Street  Railway  Association,  held  in  New  York  in 

r   last,   was    received    December    i;th,   just   too    late    for   ac- 

'  dgment   in  our  December  issue.     The  secretary  has   shown 

great  energy  in  issuing  his  report  so  promptly  in  view  of  the  fact 

that  it  contains  340  pages  and  numerous  drawings,   being   nearlj 

twice  as  voluminous  as  the  report  of  any  previous  meeting  of  the 

'ion.  The  New  York  convention  papers  were  of  practical 
value  and  Mr.  Pcnington's  report  is  in  a  form  most  convenient  for 
reference ;  besides,  it  is  the  only  report  published  which  contains 
all  of  the  diagrams  submitted  to  illustrate  Mr.  Harrington's  report 
on  storage  batteries  located  in  power  stations.  This  is  also  the 
only  complete   report  of  the  banquet  proceedings  published. 


New  York  promoters  project  an  electric  street  railway  system 
in  Grand  Forks,  N.  D.  The  line  as  planned  will  connect  the  stale 
university,  the  suburban  cast  side  and  the  business  and  residence 
districts  of  the  city,  aggregating  about  15  miles  in  length 


Devitt,  Tremble  &  Co.,  who  were  prominent  in  financing  the 
Youngstown- Sharon  Railway  &  Light  Co.,  report  that  the  earnings 
of  this  property  for  December  were  largely  in  excess  of  any  esti- 
mates previously  made.  The  traffic  of  the  Sharon  and  Wheatland 
line  has  grown  to  such  an  extent  as  to  require  the  immediate  double 
tracking  of  the  road  for  its  entire  length,  and  cars  arc  now  operated 
through  between  Youngstown  and  Sharon.  Prior  to  January  8th. 
passengers  were  required  to  leave  the  cars  at  McGuffy  St.,  nearly 
two  miles  from  the  business  center  of  Youngstown,  owing  to  the 
delay  in  completion  of  the  viaduct  over  the  railroad  yard  at  that 
point. 


I  lie   Manhattan   Railway    Co.  of   New    Yorl     I  .illy   stalled 

the  electrical  operation  of  its  Second  Ave,  division  on  January  9th. 
at  which  time  the  Bral  train  ran  from  South  Ferry  to  120th  St.,  car- 
rying nearly  a  lull  load  of  tin-  company's  guests.  The  return  trip 
was  made  as  far  as  80th  St,  at  which  point  the  guests  were  taken 
111  automobiles  to  visit  the  new  power  house  at  74th  St.  and  East 
River.  Among  the  officers  and  guests  of  the  company  to  make  the 
initial  trip  were  Howard  Gould,  Edwin  Gould,  A.  Skitt.  John  1> 
Rockefeller,  jr.,  Joseph  C.  Hendrix,  Samuel  Sloan,  G.  P.  Morosini, 
II  II  Vreeland  and  J.  Arbucklc.  A  number  of  stops  were  made  in 
the  lower  part  of  the  city,  after  which  the  train  made  a  quick  run 
to  Harlem.  I  he  whole  run  was  made  in  less  than  half  an  hour,  in- 
cluding stops,  although  no  attempt  at  a  record  run  was  made  At 
nt  the  train  made  a  half  mile  in  45  seconds,  which  is  equal 
to  40  miles  an  hour,  the  time  which  the  electric  trains  are  scheduled 
to  make  At  present  both  steam  and  electric  trains  are  bcim. 
ated  on  this  division,  but  the  latter  will  be  constantly  increased  in 
until  the  steam  trains  are  entirely  displaced.  .  It  is  planned 
to  run  three-car  trains  of  two  motor  cars  and  a  trailer  during  the 
light  hours  of  traffic  and  six-car  trains  with  four  motor  cars  and 
two  trailers  during  the  rush  hours.  The  station  platforms  along 
the  road  are  now  being  lengthened  to  enable  the  operation  of  sin 
car  trains. 

The  party  was  shown  one  of  the  new  summer  cars  which  the  com- 
pany is  going  to  put  into  commission  next  season.  These  are  a  lit- 
tle longer  and  wider  than  the  old  cars  and  each  of  the  windows 
extends  across  two  seats. 

*  ■  » 

JURISDICTION  OF  RAILROAD  COMMISSION 
OVER  TROLLEY  LINES. 


The  railroad  and  warehouse  commission  of  Illinois  in  an  opinion 
filed  December  12th  assumes  control  over  the  crossings  of  electric 
with  steam  roads,  and  it  may  later  claim  the  powei  to  fix  electric 
railway  rates.  The  act  empowering  the  board  to  prescribe  the  man- 
ner of  crossing  of  two  roads  was  passed  when  the  first  electric  rail- 
roads made  their  appearance  in  this  state  and  the  companies  oper- 
ating electric  lines  have  contended  that  the  law  was  not  intended 
to  apply  to  them.  The  present  decision  was  rendered  in  the  case 
of  the  Chicago,  Milwaukee  &  St.  Paul  Railway  Co.  vs.  the  Freeport 
General  Electric  Co.  The  latter  company  obtained  a  franchise  for 
the  extension  of  its  line  which  carried  it  across  the  main  track  of 
the  steam  road.  The  latter  objected  to  a  grade  crossing  and  asked 
the  railroad  commission  to  prescribe  the  manner  of  crossing.  The 
electric  railway  company  moved  to  dismiss  the  case  for  want  of 
jurisdiction,  but  the  commission  overruled  this  motion  and  ordered 
the  construction  of  an  overhead  crossing.  The  decision  states  that 
a  railroad  company  organized  for  the  purpose  of  transporting 
passenger  and  freight  is  most  certainly  in  the  same  line  of  business 
(that  of  common  carrier)  as  any  railroad  company  operated  by 
steam  power,  and  such  a  road  within  the  meaning  of  the  statute 
is  a  railroad.  This  opinion  is  construed  as  a  declaration  by  the 
commission  that  electric  railways  as  now  commonly  operated  are 
railroads  within  the  meaning  of  the  statute  creating  the  commis- 
sion. If  this  view  is  sustained  in  the  courts  the  commission  will 
exercise  the  same  general  control  over  them  as  it  docs  over  steam 
roads. 

The   Freeport   General   Electric   Co.   will   appeal   the   case  so  that 
ultimately  the  exact  scope  of  the  jurisdiction  of  the  comi 
electric  railways  will  be  defined  by  the  Supreme  Court. 


The    Ballston   Terminal    R.   R.,   of   Ballston   Spa,    N.    Y.,   is   said 
to   have   under   consideration   the  construction   of  an   electric   line 
from  Gloversville  to  Little  Falls,  where  connections  will   bi 
with   the   Utica  &  Mohawk  Valley  lines. 


The  Brooklyn  Rapid  Transit  Co.,  after  a  two-months'  trial  has 
discontinued  its  theater  car  service.  Three  parlor  cars  had  been 
in  commission  to  handle  the  crowds  bound  to  and  from  Brooklyn 
theaters,  a  charge  of  25  cents  for  a  scat  in  the  cars  being  made. 
The  cars  could  not  well  be  operated  on  schedule  time,  and  as 
they  were  of  course  out  of  commission  while  performances  were 
going  on,  the  plan  was  abandoned  as  impracticable. 


Jam.  15,  1902.] 


STREET    RAILWAY    REVIEW. 


55 


OPENING  OF  THE  AKRON-RAVENNA  LINE. 


HYDRAULIC   PLANT   NEAR  YORK,  PA. 


An  extension  of  the  lines  of  the  Northern  Ohio  Traction  Co.  of 
Akron.  O..  to  Ravenna  which  was  commenced  early  last  spring  was 
completed  on  November  15th  on  which  date  the  opening  of  the 
new  line  took  place.  The  extension  is  about  eight  miles  in  length 
and  connects  Ravenna,  a  town  of  some  5,000  people,  with  Akron,  and 
on  the  occasion  of  the  opening  of  the  road  much  enthusiasm  was 
displayed  by  the  citizens  of  the  smaller  town.  A  long  car  filled 
with  the  officials  of  the  Northern  Ohio  Traction  Co.,  and  guests 
from  Akron.  Cuyahoga  Falls  and  Ravenna  glided  into  the  latter 
town  on  the  afternoon  of  Nov.  15th,  accompanied  by  the  roar  of 
cannon  and  waving  of  flags.  The  car  proceeded  to  the  court  house 
followed  by  a  large  part  of  the  population  of  Ravenna  where  the 
Mayor  and  other  citizens  of  that  town  received  the  Northern  Ohio 
Traction  Co.  representatives  and  expressed  their  appreciation  of 
the  new  line  in  a  number  of  speeches.  The  accompanying  illustra- 
tion is  from  a  photograph  taken  of  the  car  and  visiting  party  in 


\n  extensive  hydraulic  plant  is  now  in  course  of  construction  at 
York  Haven,  on  the  Susquehanna  River,  about  11  miles  from  York 
and  16  miles  from  Harrisburg,  The  object  of  this  enterprise  is 
to  supply  current  to  operate  the  street  railway  systems  of  York, 
Lancaster,  Steelton  and  Harrisburg,  all  of  which  places  are  within 
a  radius  of  16  miles  from  the  new  plant.  A  new  line,  it  is  said,  will 
be  constructed  from  Cumberland  to  York,  which  will  probably  be 
the  first  portion  of  the  system  to  be  supplied  with  current  from 
the  new  plant. 

The  York  Haven  Power  &  Water  Co.,  which  is  building  the 
hydraulic  plant,  will  also  furnish  power  for  operating  various  indus- 
trial plants  in  the  nearby  towns  as  well  as  supplying  them  with 
current  for  lighting  purposes.  Mai.  George  B.  Burbank.  consulting 
engineer  of  the  company,  estimates  that  the  falls  will  generate  25,000 
h.  p.  The  power  bouse  for  this  plant  will  be  478x51  ft.  and  will 
contain  40  turbine  wheels  of  600  h.  p.  capacity,  20  750-kw.  alternating 


GUI  STS  AT  THK  OPENING  OF   Till.   A KKoN  R A VKNN A  LINE. 


front  of  the  Ravenna  court  house.  Mr.  Christy,  vice-president  of 
the  railway  company,  and  Mr.  Curric,  general  manager,  were  among 
those  who  made  addresses  at  the  reception.  They  explained  that 
the  company  would  give  a  first  class  service  between  Akron  and 
Ravenna  and  that  15  new  cars  had  been  ordered  for  this  road  I  hi 
service  will  be  half-hourly  throughout  the  greater  part  of  the  day. 


TUNNEL  ACCIDENT  IN   LIVERPOOL. 


An  unusual  accident  occurred  in  Liverpool,  December  23rd.  in 
which  seven  lives  were  lost  on  the  overhead  electric  railway  neat 
Dingle  station.  A  fuse  which  burned  out  set  fire  to  a  car  just  be- 
fore the  train  entered  the  tunnel  in  which  were  stored  stacks  of 
cresoted  railroad  tics.  These  tics  caught  fire  from  the  train  and 
the  tunnel  was  soon  enveloped  in  flames,  which  were  extinguished 
with  the  greatest  difficulty.  The  accident  occurred  at  six  o'clock  in 
the  evening  and  the  train  had  been  crowded,  but  the  majority  of  the 
passengers  had  alighted  at  the  previous  station. 

Owing  to   the   volun:  e   smoke  which   issued   from    the 

tunnel   it   was   several   hours  before  an   entrance  1 
Many  passengers   jumped   from   the  burning  train   and   ran   out   of 
the  tunnel,  while  a  great  many  w< ■:  ry  the  smoke 

and  were  dragged  out  by  their  fellow  passengers. 


:'.    Forakrt  ■  innati 

•    two   days   in   ( 
plans  for  the  new  building  which  the  company   will  erect   at   Fifth 
and    Walnut    Stt.,   in   Cincinnati. 


I 
on  at  its  shops.     One  uner  scrvi' 

will  IV  imistion  on  the  north  and  we  •  The 

remaining  05   arc  to   replace   tl 
Ave.  car  h' 


current   gnu  1. in      md   2   turbines   of  250   h.   p.   each   will   operate 
the  exciters. 

From  this  building  to  the  falls  there  will  extend  a  granite  wall 
3,500  ft.  long  and  from  28  to  38  ft.  high  1  in.  will  enclose  a  race 
of  375  ft.  in  width  and  tcj  fl  in  depth  connecting  with  the  dam 
at  the  head  of  the  falls.  The  foundations  "f  the  power  house  have 
been  excavated  i  1    and  the  masonry  work-  is  well  under 

way.     The  entire  electrical  equipment  of  this  plant  will  be  furnished 
lectric  Co.  and  tin-  turbines  by  Robert  Poole  Sons, 
Baltimore,  Md.     Mr    H.  B.  Moa 

new  plant. 
The  1  i.ixx),00O  and  has  i'-suid  $1,500,000 

of  bonds.    "I  1,      I'm  idi  nt,  Henry  1    I  Jartei  1  i/ii  1  pre  1 

'hnt.  w,  F.  Bay  Stews  Hen      '  ■    !  Itol  1      We«    x'orl 

William   M    on    Philadi  Iphia, 


W.    B.   AUSTIN  &  CO. 


The  firm  of   W.   B.  Austin  &  Co..  one  of  the  leading  electrical 
supply  I  go  will  enter  the  street   railway  held,  making 

ind  1  iblt        ■  'i  mi  &  (',,  are  1 
Booth  &  1 1 .'  dei     Co    md  the  Safety  In 
1  b,  which    1  h    largest  wire  1 

i'  !  "■ '  1  ibli     1    clusively  havi    1 

v    Ihr    North    and    West    Chicago    systems    and    thl     I  I 

■■  I"  en   mi   ■  '   iser. 

W.   B.  Austin    !  ni  ill  electrii  tl 

bminr  1 1  e  partii  itlai  attention  will 

Rrm  may  be  ■  1  he,-,, me  an 

I  t   railway  field.      Mr,    An  tin,   lh, 

foi    10  years. 
♦•♦ 

The  Mich  1  Suburban  eceived  s 

"in  the  Mt    Morris  village  council. 


56 


STREET  RAILWAY  REVIEW. 


[Vol.    XII.    No.    i. 


FINANCIAL. 

NORTHWESTERN   ELEVATED  RAILWAY 
I  in-   Northwestern   Elevated   Railroad   Co.,   Chicago,   ihows  p 
senger   receipts  '''■'"   '"'    ''"' 

sponding  month  ol    1900      rh(  '  '   '    wm 

tail  17.594  in    ,lu 

n   months  during  which  the  road  wa     opi  100.      ITw 

ing  table  gives  the  monthlj  traffii    foi   the  ■ 

Whole  No  Daily 

igei  -  Avera 

January    .  [,612,677  52.02a 

February  t.547,2t8  55.25° 

March  '■"-  ' 

April 1.758.70a  58.623 

May ;"' 

June    t.607,767  5.1.57  1 

July    ....  I.505.316  359 

1.542,880  19.; 

Scpe  mbi  [,621,950  54.0 

[.83  5".  'II 

November t.795.7io 

Decembei    1,964611  63,375 

Year    20,326  55J 

The  comparison    for   the   seven   months   during   which   the   road 

was  in  operation  in  1900  shows  the  followii 

l'lOl. WOO. tncrej 

Whole  luilv-  Whole  P.iilv  Daily     Per 

Mo.  Av.  No.  A>.  Av.       II. 

June  [,607,707    53.574       1    : i''~-'      "-60-'    -'"■" 

Inlv   1,605.316    48,559      [,265,296    40,816        7.743     '8.9 

--.I     r.542,889     49.770       1,363.752     4A-'X>Jr         5,778      1;' 

September  ..  950    54.065      1,412.760    17.092       6,973    '4-8 

0      Lit    ...  59.014        1,575.017     50.807         8.237     16.2 

November i,79  1.875      1.602,330    53.345       6,512    12.2 

ember    ..    ..   [,964.611     63,375      t.667,742    53798       9.577    17.8 

,    mos    ..11.968,549    55.928    10,196,645     17,648       8.279    17.3 
It  is  estimated  thai  it-  traffic  for  the  yeai   will  give  about  $1,050,- 
000  gross  earnings.     Operating  expenses,  rental  and  taxes  amount 
pmhi  ing   ¥475,000  for  bonds  and   Muck.     Ap- 

plications for  the  company's  new  $4,000.0004  per  cent  bonds  offered 
l,r,,  r-,ia  to  thi  stockholders  at  96  flat  closed  December  28th.  The 
5  per  cent  bonds  are  being  paid  off  as  rapidly  as  possible  but  a 
se  are  reinvesting  in  the  4  per  cent  bonds 
which  has  made  the  demand  for  the  latter  strong.  The  original 
subscribers  to  the  5  per  cent  bonds  bought  them  in  February,  1900. 
at  00.  They  are  now  redeemed  at  [05,  giving  6  per  cent  profit  in 
two  years,  in  addition  to  the  5  per  cent  interest,  and  the  original 
holders   have  been   abli  the  ten-year  4   per   cent   bo 

at  96.  

SOI' ill    SIDE  M  !  RAILROAD  CO. 

South    Sid  1    Railroad   Co.,   of   Chicago,   shows   a 

i    for  the  month  of  December  oyer  the  corre- 
mding  month   of   [900.     With   the  single  exception   of   Aug 
every  month  of   o»oi    showed  an   ini  1  r  the  corresponding 

month  in   1900     The  following   tabli     hows  the  traffic  by  months 
with  a  comparison  with  that  of  the  previous  year: 

1901. I901P. Increase. 

Whole         Daili  Whole         Daily        Daily    Per 

No.  Av.  No.  Av.  Av.      Ct. 

January    2,205,247  71,137  2,154.625  69,504  [,633  2.3 

February    2.086.700  74.525  [.961,400  70.050  4-475  6.4 

March    2.364,339  76,269  2,240,184  72,264  4.005  5.5 

\pril    2,333,160  77-77-'  2.149.950  71.658  6,114  8.5 

May   2,300.355  74.205  2.H7.I71  5-9O0  8.6 

June 2,089,350  69,64  o  67.892  1,753  ' 

July    [.976,653  63,763  [,890,132  60.978  2.785  |-S 

gust    1.895.433  61,143  [,908.267  61,557  *4'4  •• 

September  2,038,!  1,951,860  65,062  2,565  3.9 

October    2.264.022  73.062  2.1  821  4.241  6.2 

November   2,303,280  76,776  2,161,710  72057  4. ;m  6.5 

December 2. 481.8111  80,061  2,285.351  73.722  6,339  8.6 

26,330,189    72.157    24,990.989    68,468      3,669    5.4 

♦Decrease. 


The  gross  pa  wars  are  U   follow* : 

1  11    ' 

[901  tgoo  1899.  1898  [897 

$1,316,510         $1,240,544         $i.Ut|"l  $011,875 

Ibis   -hows  an  increase  ..f  $66,966  OVCI   the  receipts  {or    [QCO. 


METROPOLITAN  Wl-.si    SIDE  III ■  \  VTED  RAILWAY   CO 

opolitan   Elevated  of  Chicago  made  the  largest   gam  in 

passenger   traffic   in    December   of  any  month     in    tool,  and     aK.i 

shewed    the    largest    business   i.f    any    month    in    the    history    "f    the 
mad.       The    average    number 

100,000.      The    following    table    gives    the    iraffic    by    months    with    a 
comparison  of   loot   and    1000: 


moi. 

Whole         

No.  a>. 


1900. —  In-  I 

Whole         Dallj         Daitv    Pel 
N...  Av.  Av.       n. 


January    2,780/169  89,699  2.756,136  88,585  1,114  '  -' 

February    2.734.445  97.659  2.593.304  5.036  5  4 

March    3,048,500  98.338  2,929,748  94,508  3,830  4' 

April    2,900,551  97,018  2,712,900  00430  ''.588  7.3 

May       2,869,732  02.572  2,074.1,28  86,288  6,284  7.3 

June    2585.370  86,179  2.4(16.180  82.200  5.075  4.8 

July    2.458.548  70.308  2.287,400  73-790  5.518  7.5 

August    2518.030  81,256  2,452.0-7  78,457  2,799  5'' 

September   2,646,780  88.220  2,460,000  82.000  0.220  7.6 

October    2.976,620  96,020  2.01)0.507  86,786  0.254  10.0 

November    2020.110  07.557  2,694,660  S0.822  7,515  8.3 

December    5125.870  100,770  2. 703.100  00.100  [0,670  11.8 


Year  55574131 

1900. 

$1,678,706   $1,572,548 


[1,400,976  86,277 

1809.      1898. 
$1,427,512   $1,194,383 


5.707 

[897. 

$804,27; 


6.6 


EVERETT-MOORE   RAILWAY   HOLDINGS. 

The  following  Statements  were  recently  issued  by  the  Evcrctt- 
Vfoore  syndicate  showing  the  results  of  tb-  operation  of  the  com- 
pany's roads  for  11  months  ol  1901. 

Tile  Cleveland  Electric  Railway  Co.  has  $15,000,000  capital  stock. 
operates  [36  miles  of  track  and  show,  gross  earnings  of  $2,088,012, 
leaving  a  surplus  for  stock  of  $716,501. 

The  Cleveland,  Painesville  &  Eastern  Railway  Co.  has  a  capital 
.stock  of  $1,500,000.  operates  41  miles  of  track  and  shows  gross 
earnings  of  $155,051.  and  a  surplus  for  stock  of  $0,172. 

The  Cleveland  &  Eastern  Railway  Co.  has  a  capital  stock  of 
$1,200,000.  operates  45  miles  of  track  and  show-  gross  earnings  of 
916 

The  Cleveland  &  Chagrin  Falls  Electric  Railway  Co.  has  a  capital 
stock  of  $300,000.  operates  15  miles  of  track  and  shows  gross  earn- 
1  $43,670,  with  surplus  for  stock  of  $1,445. 

The  Detroit  United  Ry.  has  a  capital  stock  of  $12,500,000.  and 
operate,  550  miles  of  track.  Its  gross  earnings  were  $2,647,750  and 
its  sui  pin-    [or  -lock  $613,873 

The  Detroit  Port  Huron  Shore  Line  Ry.  ha-  a  capital  stock  of 
$2,000,000  and  89  miles  of  track.  Its  gross  earnings  were  $555,105 
and  surplus  for  stock.  $42,080. 

The  London  (Ont.)  Street  Railway  Co.  has  a  capital  stock  of 
$400,000.  operates  28  miles  of  track  and  had  gross  earnings  of  $128,- 
S<>8.  and  surplus  for  stock  of  $28,645. 

The  Northern  Ohio  Traction  Co.  is  a  consolidation  oi  the  street 
railway  lines  in  Akron  with  suburban  lines  to  Ravenna.  Kent.  Bar- 
berton,  Cuyahoga  Falls,  Bedford  and  Cleveland.  It  is  capitalized 
at  $3,500,000.  operates  80  miles  of  track  and  showed  gross  earnings 
of  $565,625.  and  surplus   for  stock  of  $74,014. 

The  Toledo  Railways  &  Eight  Co.  has  a  capital  stock  of  $12,000.- 
000.  110  miles  of  track  and  gross  earnings  of  $1,184,706  with  a  sur- 
plus for  stock  of  $294,575. 

In   the   reports    mentioned  above  the   Cleveland   &   Eastern   Rail- 

1     Co.   1-   thi  only  one  which  showed  no  surplus  for  stock.     The 

nine  0  ■   nbrao     1   I miles  of  track  with  $46,- 

400.000  of  capital  stock. 


MASSACHUSETTS  ELECTRIC  COMPANIES 

The  second  annual  report  of  the  Massachusetts  Electric  Companies 

1.    for   the   year   ending    Sept.   30,    1901,    lias 

bei  n   publ    bed      The  organization  of  this  corporation,  which  con- 


Jan     15.   1902.] 


STREET    RAILWAY    REVIEW. 


57 


trols  ten  companies  operating  street  railways  in  the  vicinitj  of  Bos 
ton,  was  fully  described  in  the  "Review"  for  May.  toot,  pace  267. 
The  corporation  controls  Siu;_.  miles  of  track  in  -'-'  cities  and  66 
towns,  having  an  aggregate  population  of  1.000.000  people  outside 
of  Boston.  The  total  stock  of  the  underlying  companies  amounts 
to  134.622  shares  and  of  this  number  134,077  arc  in  the  1 — ession 
of  the  trustees.  The  gross  earnings  ironi  operation  for  the  year 
amounted  to  $5,778,134  and  the  operating  expenses  were  $3,015,485. 
leaving  net  earnings  of  J1.Stij.647.  The  fixed  charges  were  $937.- 
206  and  dividends  $770.462,.  leaving  a  surplus  for  the  year  of  $145. 
The  companies'  total  surplus  is  $466,286.  The  organization 
has  $15,857,400  preferred  and  $12,203,100  common  stock. 

During  the  year  the  trustees  were  authorized  to  issue  4'A  per 
cent  notes  for  five  years,  amounting  to  $3,500,000.  the  proceeds  of 
which  were  used  for  the  acquisition  of  more  stock:  $2,700,000  of 
this  amount  was  issued.  The  sum  of  $1,330,436  has  been  expended 
for  improvements  and  reconstruction  during  the  last  year.  A 
large  amount  of  construction  work  has  bem  in  progress  during 
the  last  two  years,  but  this  is  now  practically  completed  and  its 
cost  has  been  charged  against  the  surplus  account.  The  incomes 
of  the  operating  companies  show  an  increase  of  nearly  5  per  cent 
in  the  gross  earnings  and  nearly  7  per  cent  in  the  net  divisible  in 
come  for  the  year. 


SYRACUSE  RAPID  TRANSIT  RAILWAY  CO. 
The   increase   in   the  amount   oi  done   by    the   Syracuse 

Rapid  Transit  Railway  Co.  in  1901  over  that  of  the  previous  year 
has  been  crcditale.  The  gross  earnings  for  the  year  1001  were 
S662.868.  and  for  the  year  1000  they  were  $500,032,  making  an  in- 
crease of  $72,836.  The  following  table  shows  comparative  figures 
of  the  number  of  people  carried  for  the  last  four  fiscal  years. 

1898.  1899.  1900.  1901. 
Revenue  passengers  car- 
ried   9.220.1 10     10,226,125     11,253,876    12.608.372 

Transfer  passengers  car- 
ried        1.076.386      2.448.207      2.735.278 

Car  miles   run 2.042.242       2.756.023       3.303.126      3.400.41 1 


M\RKF.T  STREET  RAILWAY  CO 
The  purchase  of  the  Market  Street  Railway  Co  by  an  eastern 
syndicate  concludes  negotiations  which  have  been  in  progress  for 
year.  The  first  road  to  be  absorbed  by  this  syndicate  was 
the  San  Francisco  &  San  Mateo  line,  which  was  purchased  early 
in  the  year  for  approximately  $1,300,000.  The  Sutter  Street  and 
the  Sutro  lines  were  next  purchased  foi  about  $2,000,000.  The 
mo«t  important  step  in  the  'lie  purchase 

of  the  Market  Street  system  with  II  branches  running  all  through 
the  heart  of  San  Francisco  ami  n  outskirts  in  all 

t:r,ns.  Thin  toad  is  capitalized  at  $18,617,000  and  the  syndicate  has 
purchased  three  quarters  of  the  stork  for  which  it  paid  $14,000,000 
at  par. 

Improvements  are  to  be  made  which   will  cost  in  the  neighhor- 
'  1  'oo.ooo.    «o    that    the    syndicate's    entire   investment    in 
California  will  reach  the  sum  of  $21,000,000      The  total  mileage  of 
the  railroads  acquired  is  238 

\mong  the   improvements  contemplated   by   the   company   is   the 

Mateo  line  as  f.-n  |  ne     Electricity  is 

Market  Si    i  abli   if  lh<  •  onsent 

red  from  the  city  authorities.     On  the  lines  whrre  «teep 

lipped  for  both  electrical  an 

propulsion 


'.S  STREET  RMI.ROAn  CO 
ment  was  '    '1    Pearson    of  the 

that  50.00 

•  d    that    a    lease    of    l'! 

would  l»-  taken  by  January  15th      \ 

forme.'  '  of  1R91 

with  full  ■  Itfl  the 

I  '  ' 

...1.1     be 
'      IS     follows'      $2  '"til      J"ly      t        IOO-       the      fit     t 


semi-annual  payment  to  be  July  1st.  1902,  for  the  period  beginning 
Apr.  1.  1002.  and  thereafter  semi-annually  on  January  1st  and  July 
1st;  $2.50  per  share  from  July  1.  1005.  to  July  t.  1007:  $3.00  per  share 
from  July  I,  1907.  until  the  expiration  of  the  existing  charter  of  the 
My;  the  person  ...  persons  SO  guaranteeing,  to  have  the  right 
of  purchase  of  the  stock  at   any  nine  al  $35  per  share. 

While  no  details  01  the  lease  have  been  made  public,  it  was  prob- 
ably based  upon  the  lines  laid  down  by  the  committee  of  stock- 
holders. 


CONSOLIDATED  TRACTION  CO. 

The  following  comparative  statement  for  the  months  ending 
Nov.  30.  1900-01.  has  been  issued  by  the  Consolidated  Traction 
Co.  of   I'. 1;  burg.   Pa.: 

1001.  1900. 

Gross    earnings    from    operations        .  .$206.83000  $235,545.40 

Operating    expenses    126.214. 87  106,588.47 

N'et   earnings    from    operations    140.62422  128,956.93 

Total   net  earning-  and   oilier  income,    170.372.49  156,951.81 

Total    deductions    62.648.79  63,049.55 

Total     income     107,732.70  93,902.26 

Fixed   charges    86,143.33  86,475.82 

Net    income    21,580.37  7.426.44 


MILWAUKEE  ELECTRIC  RAILWAY   &  LTGHT   CO. 

The  statement  of  the  business  done  by  the  Milwaukee  Electric 
Railway  &  Light  Co.  and  the  Milwaukee  Light.  Heat  &  Traction 
Co.,  which  is  controlled  by  the  former  for  the  year  ending  Decem- 
ber 6th  shows  the  gross  cash  receipts  of  the  Milwaukee  Electric 
Railway  &  Light  Co.  to  be  $2,388,524  and  the  gross  cash  receipts 
of  the  Milwaukee  Light.  Heat  &  Traction  Co.  to  be  $321,335.  The 
increase  in  the  earnings  of  the  two  companies  over  the  previous 
year    amounts    to    $226,681. 


FOND  DIT  LAC  F.LECTRTC  LIGHT  &  RAILWAY  CO. 

The   report    of  the    Fond   du    Lac    Electric    Light    &   Railway   Co. 

for  the  yeai    1  >-s  earnings  of  $60,285.  of  which  $31,627 

ire  for  the  street  railway.  The  company  operates  about  five 
miles  of  railroad  i"  the  city  of  Fond  du  Lac  and  the  license  fee 
paid  to  the  city  is  2  per  cent  or  $602. 


WINNEBAGO  TRACTION  CO. 
The   Winnebago   Traction   1  0     of  Oshkosh,   Wis.  has   filed   its 
innual  report  ..f  nn.^   receipt     foi    the   i<:.r  ending  Dec.  5.  1001. 
rhi     total    red    pi      for    that    year   are   $03,357.    and    show   a    marked 

rain  ovei  those  of  the  yi  11  previou  the  amount  foi  the  year  1000 
$88.1  g  1  in  ,■  figures  Include  the  receipts  on  both  the 
and  interurban   lines     Tin-  Hcen  e   Fee  to  b.    paid  by  the 

II    in    lieu   of  the   taxes   is  $1,876  as  against  $1,777 
paid   for   1800. 


ST     LOUTS    TRANSIT   CO 
The   gross  earnings   of   the   St.    Louis   Transit    Co    for   month   of 
ibi  '     tOjDI,  and  for  the   11    months  of  the  year,  taken  in  com 

parison  with  the  corresponding  periodi   of  last  year,  show  a  Bteadj 

increase  and  an  estimated  total  of  over  $1,500,000  for  the  past  year 
is    Indicated.     The    first    n    months    of   last    year   show    earnings    of 

$5,322,703  a  ,  I'he  earnings   for   No,. 

1.390     1      against    $11670      I,        year,       Comparisons 

of  the  differ.  l   10 1  [got   ihow  ..  stead]   inct 

'igs   throughout   the   vear 


rh.   United  Traction  r"    of  Mbany,  N    V*.,  f...  the  foui         1 
Di   embei  28th    report    tin-  following'    Receipti  from  opi 
ration,  $109,080:  'or  the  corresponding   period   ;n    tooo,   $104 
This  shows  a   gain  of  $1717  for   that   period      li   mad. 

1 .     on  the  Troy  dlvli  i.... 


Si  huylkill    1              Co    re] ninga  for  Novem 

Im  1  of  $11  |8  ■    'i rease  of  $3,660  For  the 

|o    1000   to  N 

$1 11.677  1901    the 


58 


-1  III   I    RAILWAY   REVIEW 


XII,  No 


gross  receipts  showed   an   ill  I    over   tin 

ing  period  of  igoo. 


PERMANENT  ARBITRATION    BOARD  rUk 
LABOR  DISPUTES. 


on,  Wis.,   reports 

.  -,-'  ,!  '|'|lr 

receipts   (or  the   p  ire  $60,780  and   for   1899  $53,657, 

>w  an  annual  increase  in  receipts  of  about  $8,000 
per  year  for  the  last   three  years. 


The    '  'Id   Point    Railway   &   Electric   Co.   re- 

ports   for   the   eight   months   from   March    1st   to  Oct.   31.    roj 
follow  -170.034;   operating  expenses,   $308,131; 

fixed  charges.  $108,228;   surplus.  $52,674. 


The   Boston   Elevated   Railway   Co..  according  to  its  last  annual 
Carried  during  the  year  toot.  213.703.083  passengers,  which 
was  an  increase  over  the  year  1000  of  12,570.273. 


TROLLEY  SPRINKLER  AT  COLORADO 
SPRINGS. 


The  Colorado  Springs  &  Suburban  Railway  Co.  on  December  1st 
began  using  a  new  sprinkling  car  in  Colorado  Springs.  In  general 
appearance  it  is  similar  to  the  usual  street  car.  the  exterior  being 
finished  in  the  company's  standard  colors,  and  when  not  sprinkling 
it  is  not  particularly  noticeable  except  that  shutter  windows  are 
used  instead  of  glass.  There  is  a  full  glass  vestibule  at  each  end 
of  the  car  in  which  the  motorman  operates.  The  car  body  is 
mounted  on  a  single  truck  which  is  equipped  with  two  G.  E.  motors 
of  Co  h.  p.  capacity  each.  A  steel  tank  of  2.600  gallons  capacity  is 
enclosed  in  the  car.  leaving  a  passageway  on  each  side  between 
the  tank  and  the  car  side.  The  spray  is  delivered  from  two  sprink- 
ling heads  located  on  either  side  of  the  car  in  the  center  of  its 
length.  The  water  is  forced  from  these  heads  by  two  force  pumps 
run  bv  a  30  h.  p.  motor  located  at  one  end  of  the  car.  The  amount 
of  water  thrown  as  well  ns  the  width  of  the  spray  is  regulated  by 
levers  at  either  end  of  the  car.  An  emergency  brake  is  also  sup- 
plied for  quick  work  in  passing  a  moving  vehicle  or  running  at 
high  speed.  The  sprinkling  apparatus  as  well  as  the  car  can  be 
operated  from  either  end.  A  third  sprinkling  head  is  located  in 
front   of  the  truck  beneath  the  car  for  flushing  the  space  between 

the  tracks. 

«  •  » 

PRESIDENT  WINTER  AS  A  PHILANTHROPIST. 

The  Grand  Rapids.  Holland  &  T.ake  Michigan  Rapid  Railway 
has  for  some  time  had  considerable  trouble  in  the  city  of  Hol- 
land owing  having  a  hostile  council  to  deal  with.  The  council 
has  been  threatening  the  life  of  the  company  with  unnecessary 
restrictions  and  refusing  grants  which  were  essential  to  the  com- 
panv's  continuing  in  business.  Recently  Mr.  Winter,  president  of 
the  company,  appeared  before  the  council  and  offered  to  give  the 
City  of  Holland  the  street  railway  line  provided  the  city  would 
operate  it  for  two  years.  Just  as  the  aldermen  were  about  to 
the  gift.  Mr  Winter  stated  that  the  company  had  lost 
$40,000  in  operating  expenses  in  the  past  two  years.  The  gift  was 
immediately  declined  and  the  franchises  for  which  the  company 
asked  were  at  once  granted.  The  company  is  now  only  required 
to  pave  between  its  rails  and  has  the  privilege  of  hauling  freight 
over  the  city  almost  as  it  pleases.  President  Winter  is  now  con- 
sidered a  philanthropist  in  Holland. 
■»  ■  » 

Owing  to  the  scarcity  of  coal,  'lie  Dayton  ('O.I.  Springfield  &■ 
Urhana  Electric  Railway  Co.  was  put  to  the  necessity  ,,f  burning 
wood  in  its  Glen  Echoe  power  house:  and  on  the  night  of  Decem- 
ber 20th  the  interurban  service  was  temporarily  suspended. 


The    parties   interested    in    the   building   of   the    Columbus 
ware  &  Northern  Ry.  and  the  Columbus,  Delaware  et  Marion    Rj 
recently  held  a   meeting   at   which   the  two  projects  were   c 
dated,  thus  avoiding  the  building  of  two  rival  lines  between    Col- 
umbus  and   Delaware      The   new   company    which   is  to  he  formed 
to  operate   this   road  will   have   the  same  members  as  the  two  old 
companies  and  their  holdings  in  the  new  company  will  be  propor- 
tional to  the  investment  made  by  thein  in  the  two  old  roads. 


\  number  of  conferences  have  itly  held  between  rep 

apital    and    labor    under    the    auspices    of    the    Na- 
Fcderation  in  New  V  a   result  of  these 

a  permanent  committee  ha;  hen  appointed  consist- 
ing of  representatives  of  organized  labor,  of  the   general   public 

and  of  organized  capital.     The  motion    '  tenl   "f  this 

committee    was   made   by    Mr.    F    P     Sargent,   grand   master   of   the 
rhood  of  Locomotive  Firemen  and  was  seconded  by  Senator 
Marcus    A      I  fauna.       \    CCrmmittet     of    17    iiu  n    was    subsequently 
appointed    which  contains   the   following  names: 

ON  BEHALF  OF    I  HE   PUB1  IC 

I  leveland. 
Cornelius  N.  Bliss. 
Charles   Francis  Adams. 
Archbishop   John    Ireland 
Rishop    Henry    C.    Potter. 

Charles   \\:.   Fliot.    President    Harvard   University. 
Franklin    MacVeagh.  Chicago. 
James  H.   Eckels. 
John    T    McCook. 
John   G    Millmrn.  Buffalo. 
Charles   J,    Bonaparte.   BaltimO! 
Oscai    S    Straus. 
Ralph   M    Easley. 

REPRESENTATIVES  OF  ORGANIZED  LABOR 

Samuel  Gompers.  president  of  the  American  Federation  of  Labor, 

John   Mitchell,  president  of  the  United  Mine  Workers. 

F  P.  Sargent,  grand  master  of  the  Brotherhood  of  Locomotive 
Firemen. 

T    I    Shaffer,  pn  the  Amalgamated  Iron. 

Steel   and  Tin   Workers. 

loin-   Duncan,   secretary  of  the  Granite  Cutters'  Association. 

Daniel    J.    Keefe.   president    of   the   International    Association    of 
Longshoremen. 

Martin   Fox.  president  of  the  National  Iron   Moulders'  Union. 

James    E.    I.ynch.    president    of    the    International    Typographical 
Union. 

Edward    E.    Clarke,    grand    conductor.    Brotherhood    of    Railway 
Conductors. 

Henry  White,  secretary  of  the  Garment  Workers  of  America 

Walter   MacArthur.   editor  of  The  Coast  Seaman's  Journal,   San 
Francisco. 

James    O'Connell.    president    of   the    International    Association       ' 
Machinists. 

REPRESENTATIVE  EMPLOYERS. 

Senator   Marcus   A.   Hanna.   Cleveland. 

Charles   M.    Schwab,    president    United    States    Steel    Corporation 

S.  R.  Callaway.  American  Locomotive  Works. 

Charles  Moore,  president   National   Tool   Company. 

1    D.  Rockefeller,   ir 

LL    H.    Vreeland,    Metropolitan    Street    Railway   Co. 

Lewis  Nixon.   Crescent   Shipyard,   Elizabethport,   N.  J. 

James    A.    Chambers,    president    American    Glass    Co..    Pittsburg. 
Pa. 

William  H.  Pfahlcr.  president  National   Association   Stove  Mann- 
facturers,  Philadelphia,  Pa. 

E.  P.  Ripley,  president  Atchison.  Topcka  &  Santa  Fe  Ry. 
us    \l     Marks,    p 
Manufacturers. 

I.    Kruttschnitt.  president  of  Southern    Pacific   Railway   Co. 

The  general  sentiment  was  that  a  way  out  of  the  labor  difli 
cullies  coidd  be  found  by  amicable  discussions  of  the  questions  at 
issn,.  between  employers  and  employes.  It  was  also  thought  that 
[hesi  'ids  could  best  be  served  by  a  standing  committee  on  which 
both  sides  should  he  represented  A  number  of  speeches  by  rep- 
resentatives  of  labor  and  others  were  made  and  the  hope  was 
unanimouslj  expressed  thai  hereafter  labor  troubles  might 
tied  by  peaceable  means  and  without  resort  to  strikes  and  their 
attending  violence. 


1002. 


STREET    RAILWAY    REVIEW. 


M 


HALF  FARES. 


The  Pottsville  (.Pa.)  Union  Traction  Co.  has  notified  its  em- 
ployes that  hereafter  none  of  them  will  be  allowed  to  hold  munici- 
pal effiees. 


The  Indiana   Railway  Co.  has  financed  its  project  and  will  soon 
ae  construction  of  the  proposed  electric  railway  front  South 
ph,  Mich. 


W.   K.  Todd  &  Co.,  oi  Cincinnati,  are  organizing  a  company  of 
local  capitalists  ior  the  purpose  of  buying  the  Everett-Moore  hold- 
the   Detroit   United    Ry. 


It  was  announced  December  21st  that  the  Berlin  Electric  Ele- 
vated Ry..  the  first  of  its  kind  on  the  continent  of  Europe,  would 
soon  be  opened   for  general  traffic. 


Rapid  progress  is  being  made  in  the  construction  of  the  electric 
line  between  Augusta,  Ga.,  and  Aiken  \n  extensive  power  plant 
is  in  course  of  erection  at  Clearwater. 


An   attempt   to  boycott   the  interurban    line   between    St.    Joseph, 
Mich.,  and   Benton  Harbor  was  recently  made  by  employes  of  St. 
:.   factories  who  reside  in   Benton   Harbor. 


The  Union  Traction  Co.  of  Indiana  is  about  to  extend  its  freight 
service  on  interurban  lines.     A  number  of  cars  for  this 
service  are  being  built  and   will   soon  be  put   in  commission. 


The  Toledo,  Fostoria  &  Findlay  Electric  Railway  Co.  has  lea  1 
its  right  of  way  for  a  quarter  of  a  mile  through  the  richest  oil  ter- 
ritory in  Ohio  to  J.  W.  Kirkbride,  a  prominent  oil   producer. 


New  Year's  day  established  a  record  in  the  history  of  the   Mon 
treal    Street    Railway    Co.,    the    number    of    fares    collected    being 
than  125,000.     Seventy-one  special  cars  were  put  in  service. 


The  Northern  Texas  Traction  Co.,  which  has  nearly  completed 
iric  line  between  Fort  Worth  and  Dallas,  received  is  new 
;i  December  14th.  for  use  on  the  urban  lines  in  Fort  Worth 


A  third-rail  electric  line  has  been  pul  in  operation  in  Paris.    The 
■  nnccts  the  new   station   of   tin-   Invalich  s  and  the   Normandy 
1  hemin  de   Fer  de  l'(  luesl      Thi 
I  at   Issy. 


The  Compressed  Air  Co.,  of  New  York,  has  closed  a  contract 
lip  the  Minneapolis  it  \moka  Ky  with  compressed  air  cars. 
luipment  includes  a  compressing  plant  and  r  cars 

limilai  dway  Co. 


The   Cleveland    i  nlway  Co.   has   requested  a   number   of 

'eading  their  employes  in  blocks  of 

100  every  evening,  instead  of  letting   them  all   out   at 
in   order    to  obviate  the  over-crowdii ■■. 
hours. 


from   thi 
the  publii 


An  > 

■rhii  h  J  ■    inter- 

urban d  Nebraska  City,  and 

1 


ne  from  Gorham,   N 
-..  have  aw  on  10   II     I 

and  <-igli>  trill   b. 


Cars    ate   now   running   over   the   greater   pari    of  the   new    road 
between  Toledo,  I  I ..  and  Adrian,  Mich.,  and  11   is  expected  to  have 
rc  line  in  operation  ,n  the  spring     The  traffic,  both  pas- 
senger and  freight,  is   large.     Mr.   A.   P.   Southworth  is  superin- 
tendent  of  the  company. 


The  striking  employes  of  the  Sattley   Manufacturing  Co.,  Spring- 
field. III.,  on  the  evening  of  January  .id  attempted  to  wreck  .1  streel 
car  which  contained  3S  substitutes  from  the  Sattlej   works     Dyna- 
mite was  used  and  the  car  was  badh   damaged,  the  passengers,  how 
ever,   fortunately  escaping  injury. 


The  Lake  Shore  Electric  Railway  Co.   ran  the  first  car  over  the 

newly    completed    line    between    Lorain,    O.,    and    Vermilion,    on 

liber  9th.     The  party  making  the  initial   trip  included  F.  W. 

Coen,  R.   E.   Danforth,  G.  A.   Resek,  W.  H.   Stout,   E.  S.  Smith. 

Thomas  Mackall  and  Thomas  Wood. 


The  new  extension  of  the  Metropolitan  underground  road  at 
Paris  will  be  retarded  owing  to  a  difficulty  encountered  in  tunnel- 
ing under  the  catacombs  from  the  Etoile  to  the  Place  du  Rhone. 
The  tunnel  will  necessarily  be  built  much  lower  than  at  first  pro- 
jected, in  order  to  secure  a  firm  roofing. 


The  Hartford  (Conn.)  &  Springfield  Street  Railway  Co.cele- 
brated  the  official  opening  of  its  road  for  through  service  between 
Hartford  and  Springfield  with  appropriate  exercises  on  January 
i.uh.  Cards  of  invitation  were  issued,  and  special  cars  were  pro 
vided  for  the  accommodation  of  the  1 pany's  guests. 


Mi.  construction  ol  a  third  track  [or  the  Lake  Streel  Elevated, 
Chicago,  was  begun  December  2d.  The  third  track  constructoin 
1-  for  an  exprei  ervice  from  52d  \w  station  to  the  heart  of  the 
city.     There   will    be    scarcely   any    modification    of   the   structure 

.  ■>    .'■    the  Ibird  track   was  arranged   for  from   the   beginning. 


rhe  Citizens'  Land  Co.,  of  Pine  Bluff,    \tk.  has  been  incorpoi 
ated  by  members  of  the  local  street  railway  companj     and  proposi 
to  improve  a  tract  of  60  acres  near  the  city  as  a  suburban  park,  con- 
taining race  track  and  summer  theater.      \n  extension   of  the  street 

car  litu  11  u  site  u ill  i"   opened  foi    1  affii   before  F<  b 


\   Baltimon     yndicati   which  has  recentl)  purchased  the  Market 
Streel     Ry.,   ol    San    Francisco,   proposes    to    construct    a    large 

gymnasium   full)    equipped  with  every  fori lent   apparatus 

for  the  n  e  ol   its  employes      A   library,  billiard  hall  and  a  large 
and   lout  1    included   in   the  employes'   head 

quai  ti 


Lima  Center,  a  hamlet  in  Michigan  on  the  route  of  the  Hawks 
Angus  electric  line  from  Jackson  to  Ann  Arbor,  enjoys  the  dla 
tinction  of  having  been  moved,  church,  school  house  and  all,  to 
make  way   for  the  inlerurban.     Thi 

B    few   yardi   distant    from  their  former  sites  in  order  thai    th 

might    be  constructed  without  making  a  curve. 


The  Pittsburg,   '  llsville  Railwaj  ' 

to   have   its    entire    systl  tion    by     \pril    1st. 

Twenty  five  new  eais  will  soon  i,<   pul  m  commit  lion  on  thi   lines 

11    Fairchance,   Masontown  and  Duquesne      it   is   pa  ed 

number  of  pleasure  1  ne  tin    route,  and  t li<- 

principal  of  these  will  be  Olympia   Pari  tilli     borough, 


The  L'tiea  (N    Y.)  &  Mohawk  Valley   Railroad  Co.,  which  has 

/nl    with    a    capital    of  $3,500,000    1 11I1.1I    a 

1  ittle  Falls, 



B     ■  ndi ■  •■■  ■  president ;  John  1      mnl , ,,,, 

1 1     R  nl.  tipei  in 

■  nl 


itely  given 

1  biv.di  in    their   depot  1 

innei  tion  the  1  ppeal  to  the 


.,11 


STREET  RAILWAY  REVIEW. 


[Vol.  XII,  No.  i. 


county  coancil  to  establish  a  street  car  service  (or  women  only, 
n  London  is  funny,  as  tlic  applicants  claim  that,  during  rush 
hours,  i   woman   has   little  chance  of   getting   .1  London 

SIGNALING  CAR   WITH   LIGHTED   MATCH. 


Iht  Kansas   '  It)  Leavenworth   Railroad  Co.,  operating  an   inter- 
urban  cltctric  road  between  Kansas  City  and   Leavenworth,   Kan., 

time   received   numerous  complaints   from   it-   patron 
cars  <hil  not   stop  when  signalled,  especially  at  night.     Thi 
passes  through   many   lonely  and   sparsely   settled   districts   and   the 
cars  frequently  run  at  speeds  approaching  511  miles  an  hour.    Upon 
investigation    it    was   determined    that    the   complaints     were     well 
founded,  but  the  trouble  was  disc.  negli 

gence  of  the  motormen,  but  to  the  difficulty  ol  seeing  intending  pas- 
sengers in  time  to  Stop  the  ear  when  111111111114  .11    these  high 

As  a  solution  the  manager  bil  upon  the  Scheme  ing  the 

public  to  use  a  lighted  mate!                                           1  signal  at  night. 
At  first  thought  tl  eei bi    impi bli    owing  to 


the  winds  and  the  smallness  of  the  light,  but  the  manager,  Mr, 
Herbert  \\ .  Wolcott,  advises  us  that  the  scheme  is  working  to  the 
entire  satisfaction  of  the  public  and  the  company.  He  states  that 
while  riding  on  the  trout  platform  at  night  he  has  seen  a  lighted 
match  held  at  a  distance  of  1,500  ft.  in  front  of  the  car,  and  the 
light  from  a  match  or  small  piece  of  paper  is  frequently  visible  at 
a  distance  of  half  a  mile. 

On  all  its  folders  and  time  tables  the  company  now  shows  the 
cut  that  is  reproduced  herewith,  with  the  following  inscription  un- 
derneath: "Parties  desiring  to  take  a  car  are  requested  to  signal  the 
motorman  when  he  is  at  a  distance  of  5  or  10  pole  lengths  so  that 
the  car  can  be  easily  stopped.  At  night  a  lighted  match  should  be 
used.  When  the  signal  is  seen  the  motorman  will  indicate  the 
fact  by  two  short  blasts  of  the  whistle." 

*  ■  » 

THOMSON   ELECTRICAL  COMPANY. 


Mr.  D.  Thomson,  who  for  the  past  16  years  has  been  identified 
with  the  management  of  street  railways  in  the  western  states  and 
in  Canada,  has  organized  the  Thomson  Electrical  Co.  to  handle 
electrical  supplies  and  to  finance  and  build  complete  railway,  light 
and  power  plants.  General  offices  have  been  opened  in  suite  631- 
632  Manhattan  Building,  Chicago,  and  the  business  experience  ol 
the  new  company  thus   far  indicates  a  pronounced  SUO 

In    addition   to    the    business   of   promoting   street    railways,    the 


I  homson  company  will  make  a  specialty  of  handling  the    I  h 
incandescent  lamp  and  the  Thomson  friction  tape.     It  is  also  agent 
for  the  Piqua  trolley  ear,  the  Gore  track  drilling  machine,  the  Burn- 
ham   track   drill,    and   the   Lincoln    Electric   Co.    and   the   Tripartite 
Steel  Pole  Co. 
Mr.   Thomson,  president   and   manager  of  the  company,  is   a   na 
I   Philadelphia,  and  began  his  career  in  the  electrical  field  in 
mager   of   one   of    the   departments   of    the    Royal    Elec- 
tric Co.,  of  Montreal,  Que.     After  remaining  with  the   Royal  com- 
pany  for  nearly  seven   year.-.,    Mr.    I  Iimiiiv.ii    severed  his  connection 
■  in    manager  of  the  Hamilton  Light  &  Power  Co.,  of   Hun 
'lit.     Later,  he  was  assistant  manager  of  the  Ithaca  (N.  Y  1 
Streel    Railway   &   Light  Co.,  a  position   which   he   resigned   after 
three   years    to   become    president   and   manager   of     the    Hannibal 
(Mo.)    Railway  Co.     Before   removing  to  Chicago,   Mr.   Thomson 
was   for  one  year  manager   of   the   Dubuque    (la.)    Street    Railway 
Co.    He  is  a  brother  of  Prof.  Elihu  Thomson  of  the  old  Thomson- 
Houston    Company,    and    is    well    known     to    street      railway    men 
throughout  the  United  States  and  Canada 


NEW  TRUCK  COMPANY  FOR  TROY. 


It  has  just  been  announced  that  the  Powell  &  Turner  1  ruck 
Co.  is  to  establish  a  factory  at  Troy,  X.  Y.,  for  the  production  oi 
trucks  for  the  use  of  electric  street  railways.  The  truck  which  is 
to  be  made  by  this  company  has  been  tested  on  the  streel  railways 
ol  I'roy  and  was  pronounced  highly  satisfactory  by  a  number  of 
railroad  men  and  capitalists  who  watched  the  results  of  the  tests. 
I  he  company  has  recently  placed  a  sufficient  amount  of  its  stock 
to  warrant  the  immediate  commencement  of  manufacturing 
tions,  and  a  meeting  of  the  stockholders  is  to  be  called  in  a  few 
days  at  which  officers  will  be  elected  and  the  committee  on  site 
and  manufacture  will   make  its  report. 

■»  •  » 

TANGfc.NTJ.AE  TRACTION. 


A  translation  of  an  article  from  the  Madrid  Mining  Review  on 
a  so-called  new  and  ingenious  system  oi  electric  traction  has  been 
transmitted  by  Consul  Kidgely  of  Malaga.  The  translation  of  the 
lescription  01  this  system  credits  this  invention  to  Messrs.  Duiait, 
Rosenfeld  and  Zelenay  and  also  states  that  it  is  a  clear  and  precise 
resume  of  the  system.  As  tar  as  we  have  been  able  to  understand 
the  subject,  however,  the  scheme  seems  to  be  one  of  the  wildest 
ones  which  has  ever  been  foisted  upon  the  public.  Quoting  from 
tne  circular  we  find  that  "tangential  traction  is  based  upon  the 
.ippncation  of  polyphasic  alternating  currents  and  the  most  char- 
acteristic feature  lies  in  the  complete  absence  of  a  rotating  motor 
111  the  carriage  and  in  the  absence  oi  obstacles  to  currents  between 
the  vehicle  and  the  source  of  electric  energy." 

The  circular  then  goes  on  to  explain  that  in  a  polyphase  motor 
there    is   no    electrical    connection   between   the    rotor   and 
"If  we  develop  upon  a  plane  the  inductor  ot  such  a  motor  ana 
suspend  above  the  apparatus  inducted  by  it,  and  similarly 
oped,    the    rotary    movement    is    transformed    into    rectilinear    mo- 
tion."    The  invention  consists  therefore  in  fixing  between  the  rai.- 
the  developed  stator  and  suspending  beneath  the  vehicle  the  devel- 
oped rotor.    And  having  thus  expounded  the  principle  oi  the  nev, 
system   the   article   proceeds   to    meet   the    objections    which    it    is 
admitted   immediately   present   themselves   to   the   mind.     The   d:s 
tance  between  the  rotor  and  stator,  which  must  evidently  be  very 
largely  increased  in  this  system  above  that  usually  allowed  in  prac- 
tice, has   been  overcome  by  a  new  arrangement  which  is  not  de 
scribed  but  which  it  is  stated  makes   a  considerable   reduction   in 
the  copper  to  be  employed.    The  expense  of  laying  down  a 
:>ver  the  whole  length  of  the  road  is  also  considered  and  has  been 
overcome  by  another  invention  not  described.     It  is  called,  how- 
ever, a  discontinuous  stator  and  is  said  to  render  the  application 
of  the  system   economical.     The  description  states  that   it   will   he- 
sufficient  to  furnish  the  line   with   stators  "at  about  every  fifth  of 
its   length."     It  is  not  stated  whether  or  not  the  car   is  supposed 
to  coast  over  the  other  four-fifths  of  the  road. 

The  remainder  of  the  circular  is  devoted  to  a  number  of  other 
equally  lucid  explanations,  but  we  think  this  description  of  tan- 
gential traction  will  be  sufficient  to  give  a  fair  estimate  of  the  value 
of  this  invention. 


Jan.   15.  1902] 


STREET    RAILWAY    REVIEW 


trc^^^x^ 


THE  HAZARD  MANUF  KC  rURING  C(  >.,  of  New  York  City. 
!  an  order  last  month  (or  all  01  the  galvanized  steel  rigging 
to  be   used   on  the  German    Emperor   William's  yacht,   which   is 
being  rigged  by  Flynn  &  White,  of  New   York  City. 


THE  WHEEL  TRUING  BRAKE  SHOE  CO.,  of  Detroit, 
Mich.,  is  mailing  a  postal  advertisement  which  is  to  be  commend- 
ed tor  a  number  of  novel  and  striking  features.  The  whole  story 
oi  tlat  wheels  and  their  remedy  is  told  in  an  ingenious  illustration. 


THE  OHMER  CAR  REGISTER  CO.,  of  Dayton.  O .,  is  now  in- 
stalling its  equipment  upon   [35  cars  of  the  Union  Traction  Co.  of 
Indiana,  a  fact  which  will  undoubtedly  be  of  interest  to  mam 
panies.  which  might  have  had  the  idea  that  Ohmer  registers  are  not 
adaptable   for   large  systems. 


THE  HEIL  RAIL  JOINT  WELDING  CO.,  of  Milwaukee,  has 

recently  completed  an  addition  to  it-  plant  which  more  than  dou- 
bles the  capacity  of  the  works.  The  company  has  the  welding  of 
a  large  mileage  under  contract  and  designed  a  new  ioinl  particu- 
larly adapted   for  interurban  roads. 


THE   BURT  MANUFACTURING   CO.,  of    Vkron,  Ohio,  an- 
nounces recent   orders   for  very  large  "Cross"  oil   filters   from   the 
■  ment  Printing  Office  at  Washington,  from  Mcintosh,  Sey 
mour  &  Co.,  Auburn,  N.  Y  ,  and  from  the  D«  Beere  Consolidated 
Mining  Co.,  Ltd.,  Kimberley,  South  Africa. 


THE  JOHN  STEPHENSON  CO.,  Elizabeth,  N.  J  .  has  ,-, 
a  new  order  for  100  additional  car;  from  the  Brooklyn  Rapid  Tran- 
sit Co.    The  Stephenson  company  is  making  hanges  at  its 
and  is  putting  in  a  new  building  to  be  used   as  a   restaurant 
for  the  employes  and  officers  of  the  company. 


THE   ARNOLD   POWER    STATION   CO     ol    Chicago 

month    elected    the    following    officers:      President.    B.    J.    Arnold: 
vice-president,  W.   L.  Arnold;   secretary  and  treasurer.   R.  G     \r 
nold     The  board  of  directors  have  appointed  W    I.     Vrnold 
eral  manager  and  George  A    Damon  managing  engineer. 


THE     WEST JNGIIorSE     ELECTRIC  fit    MAN! 

til  ,r   Index    V.     (  gii  ing  a  list 
of  the  circm  e,  Circular  No.  1028  on  "Rotai 

Hon  ol  July,  tool,  and  Cir 
cular    Wo.  on  j6  Railway   Mol 


THE   IRONSIDES  CO     oi   Columbus,  0.,  p  A  wire 

Ivents  and  cylinder  and  en 
gine    oil  .-nting    its    patrOlU    and    friend-    with 

matchboi    of   appropri 

f  an   iron  clad   bark  on   the  port 


I  III-    I  l.l.<  Tl<l<    Sl<  >l<  V.I-    B  Mil  l<\    CO.,   ol    Ph 

th<    applical 

I  hloi 
ide"  accumulator  by  thr  Hamild  1  ighl   8 

I  with   hal 
'ugrami. 


THE   II''.  N  K  RID 

old    (or    the 
ol    till, 
if    filling    I 
qualities  of  thr  producti  which  it  hand 

ih<-  Ridton  company  and  described  in  the 

ling  lor 
which 


come  in  from  parts  of  the  country  as  far  away  as  Texas  and  Cali- 
fornia, and  although   the   machini       .       on   the   market  but   a 

few   months  several   companies   have  already   tiled   duplicate   orders 


THE  B.  E.  STURTEVANT  CO.,  of  Boston,  Mass.,  has  issued  a 
small  catalogue  describing  the  Sturtevant  forges  which  are  the 
natural  outgrowth  of  the  manufacture  of  the  well  known  Sturte- 
vant blowers.  The  company  is  prepared  to  take  contracts  for  the 
complete  equipments  of  blacksmith  shops  and  will  forward  its 
large  catalog  on  forges  upon  application. 


"GRAPHITE,"  the  monthly  publication  of  the  Joseph  Dixon 
Crucible  Co.,  Jersey  City,  N.  J.,  in  the  interest  of  Dixon's  graphite 
I  reductions,  contains  tor  January  four  pages  of  wit,  wisdom  and 
pictures.  The  company  announces  through  this  medium  that  it 
li:  begun  the  erection  of  extensions  of  its  factories.  The  new 
buildings  will  cover  an  area  of  100  x  200  ft. 


THE  CENTRAL  ELECTRIC  CO.,  of  Chicago,  is  distributing 
.1  new  bulletin  on  D.  &  W.  telephone  protectors.  This  protector 
which  embodies  all  the  necessary  elements  of  such  a  device  com 
bines  a  high  tension  fuse,,  a  zinc  cell,  and  a  lightning  arrester,  ill 
arranged  on  one  block,  making  an  instrument  of  neat  and  com 
pact  design  \  di  1  riptive  bulletin  of  the  material  will  be  sent  free 
to  anyone  upon  application. 


THE  G.  C.  KUHLMAN  CAR  CO.  is  dismantling  its  old  plant 
and  is  rapidly  completing  the  equipment  of  the  new  works.  By 
finishing  the  cars  now  in  hand  at  the  old  shops  and  commencing 
all  new  work  at  the  new  plant  the  company  will  be  able  i'1  makl 
the  change  with  practically  no  interruption,  I  he  company  is  to 
he  congratulated  on  the  rapid  progress  made  with  ii-  new  simps, 
which    were   only  commenced   in   September   last 


THE  GENERAL  II  E<  m;h  CO  has  issued:  Bulletin  No. 
)-'''7.  "Low  Energ)  \n-  lamps."  Bulletin  No  \a6&,  "Brush  Vrc 
Generator."  Bulletin  No.  4269,  "Direct  Driven  Revolving  Field 
Alternate!  Fol  Electrii  Lighting."  Bulletin  No.  4370,  "Typi  I 
R  Feeder  regulators."  Flyer  No.  20K;,  "Double  Push  Button 
Flush  Pocket  Switch."  Flyei  No  2088,  Inclosing  Globe  Break- 
age."    Flyer  N"    2089,  "Flexible  Insulating  Couplings." 


Illb.  KNl-.l  1.    \IK   BRAKE  <'<>.  oi   n.uti,    Creek,   Mich.,  is 
out  with   it     —  .1,   ,  1  ibing   its  Isrtesl    >   di  1     ol   axle 

brake  part       Con  id.  1  abli     pa<  1 
.1  e  di  iven  compn     or,  « hii  hi    a  n<  »  foi  m 

recently  plai  i  i       i to  the  demand  for  a 

light,  simple  and  efficient  aii  brat     foi   u  t  on  cat     mounted  on 

Irud         n pn     01    » a    desci  ibi  d  in  the 

For  Oct.  to,  1 pa  6 


1  Ml       rERLING-MEAKER   CO    report      1   1 bi  r  ol     ood 

ter,  which  1     1 tl    lool  ing 

nd  excellent  reputati ei 

ice.    1  which  has  long  been  used  bj      ime  of  the 

salt      iii    but  9  in     quan    tnd  the 

both  trip  n  '    an  inch  high .  a   new 

"back'  fittin  or  eitl I  or  cord 

ringing,  and  the  "in"  and  "out"    igni  ha  1   I put  into  thi 

both  change    being  con  idered  marked  improvement        ["he  Ster 

'  ■■  .1  .        1 1  1 ,        ;ii 

Sterling   tafet)  brake,  the  Sterling     ind  bo 


1  ill-    1  RE  AGHEAD   ENG1     BERING  CO     0 nnati,  <  > 

foi    n 
■  ting  and  extending  the  Camden   Inti  '  Co 

[ronton,   0.      I  be   extension    will 


62 


STREET    RAILWAY    REVIEW. 


[Vol.  XII,  No. 


nine  in  my  ia  also  :u  pn  acting 

mi  interurban  road  between  Parkersburg,  \\    \'.i .  and  Mariel 

I  13  miles.     (Tie  overhead  >i  of  this  line  in 

mnd  trolley  wire  and    lo-f(     flexible    Creaghead 
bracki 


B   F  STURTEVAN 
X".   n.j.  describing  Si  Iry  kiln-  and  steam  bol  blast  ap- 

with  van', mi-  attachments.    Thi  bj  the  Sun 

ince  1869  in  adapting  li<>t  bias)  drying  to  practically 
all  classes  of  material  and  the  perfection  and  enlargement  of  its 

ribed      The  catalog  r  |   j,  we|| 

illustrated. 


BUI  I-1  M  riilf  M  WUFACTURING  CO.,  of 

Cincinnati,  and  the  Vi  ectric   Manufacturing    1 

Louis,  on  January  isi  1  .,  foreign  sales  department  with 

-  at  Cincinnati.     Hereafter  all  foreign  business,  except 
in  Mexico  and  Canada,  for  the  two  companies  will  be  handled  by 
tins  new  department  which  will  be  under  the  managemei 
'■■  Boll  ol  the  advance  department  will  contir 

der  the  direction  of  Mr.    Holies,  under  whose  charge  it  has  been  lor 
the  past  three  years. 


THE  AMERICAN   BRAKE  SHOE  CO    has  issned  a  bronze 
medal   recording  the  Fact   that  the  company  has   received   Lhi 

est  awards  for  brake  shoes  made  under  its  patents  at  Chi, 
1884,  at  Chicago  in  1893  and  at  Paris  in  1000.    On  the 
reproduction-  of  the  three  medals   received  at   the  expositi- 
on the  reverse  arc  the  nanus  of  th nerican  Brake 

Shoe  Co..  the  Sargent  Co..  the  Ramapo  Foundry  Co..  the 

can  Stei  Meehan  Foundrj  Co.,  Parker  8    ["op 

[ling.  Eureka  Foundry  Co. 


THE  C.   W.    HUNT  CO..  of  West    New    Brighton,   New   York 

City,   is   sending   1  special   catalogs  covering  the   dis- 

tinctive   features    of   its   coal    and    a-h    handling    machinery    and    in- 
dustrial   railways.      The    subjects    treated      recently    include 
hoisting  engines,  electric  hoists,  electric  locomotives  and  coal 

Pamphlet  No.   in  i-  of  special  interest  to  street  railway 
it  describes  in  detail  the  apparatus  employed   at   the 
Lincoln  power  station  of  the  Boston  Elevated  Ry.,  for  handling  coal 
from   the   ship   to   the   furnace. 


THE  W,  T.  VAX  DORN  CO.  reports  190]  as  its  banner  year. 
During  the  year  tlie  company  received  an  order  for  equipping  1.450 
cars  of  the  Manhattan  Ry.,  New  York,  with  the  Van  Horn 
ir.atic  draw  bar  with  complete  draft  rigging  and  the  delivery  of  this 
order  is  almost  completed.  Other  orders  are  on  hand  which  will 
keep  the  company's  plant  running  at  its  full  capacity  for  the  next 
three  months.  This  work  includes  several  orders  from  i 
countries.  The  Van  Dom  coupler-  are  now  in  use  on  all  of  the 
elevated  roads  in  this  country. 


SHERBURNE  &  CO..  of  53  Oliver  St..   Boston,   Ma--. 

ellenl    bu<  >rd    for    igot.     Tins   company    handles 

construction  tool-,   rail   benders,  hand   cars,  track  drills  and  a  full 
line  of  supplies  needed   in  the   building  of   steam  and  electric    rail 
Mr.  Frank  0.   Nourse,  the  en,  ,  ntative 

of  Sherburne  &   Co  that   Sherburne  tool-  haw 

istructing   many   of   the  prominent    road-    of    X,  v.     I 
The    company's    i  .       .  ...     items 

which  can  be  supplied  at  short  notice. 


THE  CROCKEH  WHEELER  CO.,  of    Vmpere,  X.  J.,  reports 
that   the  past  year  ha-   been   a   most   prosperous  one;   the  company 
king   midwinter   business,   and   finds    it    diffi- 
cult to  keep  the  production  up  to  the  dem  ind       Imong   n    •  nt  ship 
nients  are:     Two  400  I  Vandergrift  Construc- 

tion Co.;  one  300-kw.  generator  to  Stetson  &  Co..   Philad' 
one  [50-kw.  generator  to  the  D'Olier  Kngineering  Co.,  West  Camp, 
X.    Y..    and    one   40-kv,  r    and    28   motors    to    the    Smith- 

-    Publishiti  'iiver.      The    United    Slates   Tube    Co., 

oi    Buffalo,    has    been    supplied    with    a    motor   equipment,    and    the 
electrical  equipment  of  the  Con.  P.  Curran   Printing  establishment 


in  St.   I. ,,111-,   Mo.,  which  takes  the  place  of  line  shafting,  ha 
completed      Orders  tor  a  large  number  01  motor-  have  been  re- 

from  Armour  &  Co.,  the  American  B  ind  the  Ma 

team  Shovel   Co.     An  order  F01   a  30  kw 

the  Sultan  of  I.inga       The  machine  is  to  be 
installed  in  the  royal  palace,  which  is  011  an  island  near  Singapore. 


Mil    LUDLOw   SUPPLY  CO.,  of  Cleveland,  adv.-,-  that  Mi 

\\      I      Ludlow,  who  ha-  been   manager  01   the  railroad  department 

ol     The    Chisliolm    &   I  Co  land,    severed    In- 

ny  on  January   1st.  and  will  be  actively 

udloW   Suppl      '  'ill    and   treasurer 

I  he   later   company,   however,  will  act  as   guicr.,  gents  for 

The  Chisholm  &  Moore  Mfg.  Co.  for  its  railroad  specialties,  which 

1    of  rail  joints,  rail  braces,  rail  chairs,   chs  cranes, 

etc.     Col.    Ludlow  will  ,  assist  materially   in   making  The 

.',    Supply  Co.  the  success  that  its  position  as  the  onh 

railway  supply  house  in  Cleveland  would   warrant.     This  company 

1    ured   the  agency   for   the    "Wilson"    trolley    catcher   from 

the    Frank    Ridlon   Co..    Boston,    .  ne   of   the   best   known 

-    of    its    kind    on    the   market,    and    it    ha-    also    secured    the 

for  the  Gore  track  drill,  which  is  one  oi  the  fastest  drills 

known,  having,  in  actual   construction   work,  been   known  to  drill 

24  holes  an  hour,  through  a  $a?-in.  web  in  steel  rails,  including  the 

moving  and  placing  of  the  drill. 


RAILROAD   COMMISSIONERS'  CONVENTION. 


At  the  San  Francisco  convention  of  the  National  Association 
of  Railroad  Commissioners,  held  in  June,  1901,  the  Street  Kailway 
Accountants'  Association  was  elected  to  honorary  membership  to 
b.'  represented  at  the  meeting  by  a  committee  of  the  members. 
The  next  meeting  of  the  Railroad  Commissioners'  Association 
will  be  held  at  Charleston,  S.  C,  Feb.  11,  1"02,  and  the  Street 
Railway  Accountants'  Association  will  be  represented  at  this 
meeting  by  Messrs.  H.  C.  Mackay,  W.  F.  Ham  and  C.  N.  Daffy 

The  Railroad  Commissioners  have  appointed  Judge  Lavant  M. 
Reed,  of  Bellows  Falls,  Vt.,  Ashley  YV.  Cole,  of  Albany.  N.  Y.. 
and  Ueorge  W.  Bishop,  of  Newtonville,  Mass.,  to  co-operate  witli 
H.  L.  Wilson,  Boston,  Elmer  M.  White,  Hartford,  and  W.  F.  Hani, 
Washington,  of  the  Accountants'  Association,  in  the  preparation 
o:  a  standard  form  of  report  for  electric  railways. 

A  meeting  of  this  joint  committee  was  held  in  New  York  on 
January  10th  and  it  will  report  at  the  convention. 


The  Eric  R.  R.  projects  equipping  its  line  between  Dunkirk 
and  Salamanca,  N.  Y.,  at  present  operand  by  -team,  for  electric 
traction. 


The   striking   employes   of  the   Scranton    (Pa.)    Railway   Co.   on 
r t>er  18th  attempted  to  demolish  four  of  the  company's  cars 
with   dynamite,  and  another  car  was  stoned.     The  passengers  es- 
caped  without    serious   injury. 


T.ie  T.  kyo  Tetsrdo  Kubushiki  Kvvaisha,  projecting  an  ex'en- 
1  ol  Uctric  railways  in  Tokyo,  has  arranged  through 
Mitsui  &  Co.,  of  New  York,  to  purchase  American  equipment  to 
the  amount  of  $800,000.  The  General  Electric  Co.  will  furnish 
three  1.200-kw.  generators;  Babcock  &  Wilcox,  eight  water  tube 
boilers  aggregating  4.400  h.  p. ;  the  Peckham  company.  250  car 
trucks,  and  the  Morgan  Engineering  Co.,  oi  Alliance,  O.,  will  buil  1 
1  electric  traveling  crane. 

<  ■  » 

PITTSBURG  SPECIAL  FOR  PITTSBURG 
TRAVELERS. 


leaves  Chicago  7:30  p.  m.  every  day,  arrives  Pittsburg  7:45  next 
morning.  In  addition  to  vestibule  coaches  this  train  carries  sleep- 
ing cars  from  Chicago  to  Pittsburg.  One  car  has  buffet  serving 
breakfast,  and  passengers  can  get  off  train  at  Pittsburg  refreshed 
and  ready  for  business.  Its  counterpart,  the  Chicago  Special,  leaves 
Pittsburg  6:30  p.  m.,  and  brings  passengers  to  Chicago  next  morn- 
ing. Arrange  with  H.  R.  Dering,  A.  G.  P.  Agt.,  248  South  Clark 
St.,  Chicago,  for  your  next  Pittsburg  trip  on  this  train. 


STREET  RAILWAY  REVIEW. 


63 


PUBLISHED   ON    THE    15th    OF    EACH    MONTH. 

WINDSOR  &  KENFIELD  PUBLISHING  CO., 

MONON    BUILDING.    CHICAGO. 

CABLE  ADDRESS:  "WINFIELD."  LONC    DISTANCE  TELEPHONE.  HARRISON   7S4 


BRANCH  OFFICES: 
No.  39  Cortlandt  St.,  New  York,  N.  Y. 
Electric  Building-,  Cleveland,  O. 


SUBSCRIPTION, 

Foreign  Subscription, 


THREE  DOLLARS. 

Four  Dollars  American  Money. 


Address  all  Communications  and  Remittances  to  Windsor  J  A'enfietd  Publishing  Co. 
Monon  Building,  Chicago. 


CORRESPONDENCE. 

We  cordially  invite  comspomtonoo  on  all  subjects  of  interest  to  those 
entrap  J  in  any  branch  of  street  railway  work,  ami  will  gratefully  appreciate 
any  marked  copies  ofl  papers  ot  news  items  onr  street  railway  friends  may  send 

us,  pertaining'  either  to  companies  or  officers. 


DOES  THE  MANAGER  WANT  ANYTHING? 

If  you  contemplate  the  purchase  <>f  any  supplies  oi   material,  we  can  save 

you  much  time  and  trouble.    Drop  a  line  to  TflBKEVtsw,  stating  what  yon  are 

in  the  market  for.  and  vmi  will  promptly  recelTe  bids  and  estimates  from  all  the 

ilers  m  i hut  line.    \\v  make  no  charge  for  publishing  such  notices  in  onx 

Bulletin  of  Advance  News,  which  is  *ent  to  all  manufacturers. 

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


VOL.  XII. 


FEBRUARY  15,  1902. 


NO.  2 


The   street   railway   manager   is   constantly   striving  to  increase 
the  efficiency  of  his  employes,  fully  realizing  that  as  the  di 
approaches  nearer  the  ideal,  the  company    \wll   d 
many  particulars.     Two  of  the  things  sure  to  follow  a  betterment 
of  the  personnel  are   reduced  expendim.  1   dam 

age  claims  which  is  a  direct  money  gain  thai  can  be  readily  appre 
ciatcd  and  more   cordial    relation  >any   and   the 

public,  this  latter  being  even  more  important,  though  nol   10  easily 
ii  on   the  balance   sh' 
In  the   past  we  havi  plans   which   companies 

have  adopted  with  tbc   idea  of  making  conductors  and   m rmen 

ireful  in   I  ge  of  their  dutii  [ing  the 

ind  marking  thi 
been   !■  lilway  con  tie   will 

by  the 
ind  liuflf.i! 
i  dopted  the    ' 

cipline.  well  known  among  I 
trainmen  are  given  marks  of  merit   01 
the  service  deserves.    On  the  record  thus  nude  depend 
'landing    with    the    ma  Uld    llie    il  ulting 

■  ,1        I  till  • 
quart  intervals  1  to   the 

acts  that  the  ma: 
and    thus     • 
At  Buffalo  the  I  ■  premium 

Hon  in  addition   I  plan,  dun 

number  oi  but   in   far   b 

in  protecting  the  company  fi 

in   cases   wl  •  nl»   trivial    iniury    result!,    ' 

with   the   report    of  tl 


or  a  signed   statement   that   the  company   was  not  negligent.      I  Ins 

result   is   due    in   a   large   measure   to   the   fact    that    when   patrons 

understand    that    the    loss    because    of    "fake"    accident    claims    will 

fall,  in  part   at   hast,   upon   the  employe,   instead   of  wholly  upon 

impany,  their  attitude   is   greatly  changed,  and   they   willingly 

gi\e  their  names  as  witnesses,  or.  if  the  victims  of  a  harmless  fall, 

will    sign    a    release,    when    otherwise    evil-minded    attorneys    might 

persuade  them  to  sue   for  damages. 

Managers  will  differ  as  to  the  efficacj  and  desirability  of  various 

such  as  these,  but,  entirely  aside  from  their  relative  merits, 

it   is  gratifying  to   know   that   so  many   different    ones   are   being 

given  practical  trial,  and  we  may  be  certain  that  good  to  the  whole 

industry    will    result. 


Apropos  of  accidents  and  accident  reports,  it  has  at  times  been 
suggested  that  the  practice  of  requiring  trainmen  to  make  reports 
on  all  accidents  out  of  the  ordinary  occurring  on  their  ears  might 
have  its  disadvantages.  It  is  argued  that  if  at  the  slightest  mishap, 
such  as  a  passenger  falling  in  the  car,  the  conductor  draws  out 
a  formidable  looking  note  hook,  asks  everybody  for  their  nanus  and 
addresses  and  anxiously  inquires  if  tbc  passenger  has  been  hurt, 
ii  is  probable  that  by  the  time  he  is  through  the  unlucky  person 
has  received  tbc  impression  that  the  company  considers  the  matter 
a  very  serious  one.  He  may  thus  be  led  to  believe  that  he  must 
have  good  grounds  for  a  claim,  whereas,  if  nothing  bad  been  said 
the  passenger  would  probably  forget  all  about  the  incident. 

A  case  in  point  occurred  in  New  York.  Two  women  boarded  a 
ear  and  before  one  of  them  could  get  to  a  seat  the  car  started  and 
she  fell  to  the  floor,  sinking  backward  as  easily  as  if  she  were 
lying  down  on  a  couch.  She  rose  and  took  her  seat,  chatting  with 
htei  companion  and  laughing  heartily  at  her  predicament.  It  was 
not  until  the  conductor  came  and  asked  her  name  and  the  name 
and  addresses  of  all  the  witnesses  that  the  expression  on  hei  fai  e 
changed  from  a  smile  to  one  of  intense  pain. 

"I'm   terribly   hurl  — on    the    side,"    she   said    in    answer   to    his   in 
quiry,  "and  it  was  all  the  raotorman's  fault.    I'll  see  my  doctor  and 

then  I'll  go  to  a  lawyer."    When  the  conductor  had  goni     I uld 

not    repress    a    smile    and.   turning   to  her   companion    remarked,    "I 

can't  feel   it.  but    I  pany   will   have  to  pay  me  a  couple 

of  hundred  dollars,  as  long  as  thej   think  it   is  so  seriou   "     If  the 
conductor  had  taken  no  notice  of  the  incident   after  assuring  him- 

elf  by  the  actions  of  thi    partie    cone I  thai  no  actual  i 

had  been  done,  the  case  would  never  have  been  heard  of  again 

rhi    manager  who  has  had  to  defend  a  suil   for  damages  where 

the  plaintiff  really   stumbled  against  the  street   curb  after  leaving 

LI     and    there    have    been    such    cases- will    undoubtedly    urge 

that  no  incident  that  may  pos  ibly  be  made  the  basis  of  a   damage 

suit   is   too  trivial   for  a   report, 

,,     the   COnductOI    entire   discretion    as  to    what    incidents   to 

t  ..iii. I  bi  dangi  bul  tl laj  bi  room  for  improvemi  nl 

;n  ,i,.  .  i  collecting  data      Lei   the  men  be  instructed  to 

avoid  all  excitemi  nl  and  di  plaj  of  anxii  tj   in  trivial  cai  ■ 


in  ili.    United   States  and  Canada   where  the  way 

of  progress  has  been  made  unusually  difficult  for  the  electric  rail 
way  b,  tion  to  operating  cars  on  Sunday     Those  well 

meaning  but    i    i  of  strict   Sunda}    observance 

will  probably  feel  thai  then  received  a    eriou 

,u,   thi    in  ■      from  Edinburgh,   when-   foi   centuries 
the  inhabitanti   hav<   doni   theii  daily  toil  on  sin  days  of  the  weel 

and   walked   to  church  on   thi 

i  hi    Edinburgh  I   i    i  tbli    tramways,  bul 

il foi  operation  to  a  ] iti| labli    tram     in 

ive  to  run.  and  the  •  omp  ition  to  America 

for  a  few  i"  ■  lj   matti  i  ■      ''  '  I    thi 

mi  'ii.    i  nib  'i  Stati 

in  on   Sunday.,   and   they   were   told   thi panii     derive 

con  Iderable   revenue   from   thai    source      Application   to   thi    cil 

council  ■  ■  'i ■"   i" to  i mi 

'  refused,  bul  tl 

pany  needi  d  Ihi    n  ind  in  the  si ei  menl 

ighl   to  handle  ii  n   way      I" 

I    lie     Ctrl     i  mining 

inday  morning,  and  they  were  well  partonized, 

■ . ..in.  ii  ha  igainst  thi 

pany  to  stop  furthei  operation  on  Sundays,  bul  the  public  al  large 


64 


STREET    RAILWAY    REVIEW. 


[Vol  XII.  No.  2. 


Iia<  pi  rnphatic  endorsement  of  the  innovation,  and 

it  is  probable  thai  old  fogyism  will  have  to  give  w  eptions 

and  ideas  better  suited  to  the  twentieth  century  times. 

Ilir  tramway  compaiq  compels  none  of  its  empli  "k  on 

Sundays,  bul  leaves  the  matter  to  theii  own  choice.     So  far  it  lias 
bad  more  applications  for  Sunday  runs  than  it  can  fill. 


ing  of  trains  arid  the  number  of  them  could  I"    doubled  if  the  time 
were  halved  without  increasing  the 


The  question  of  equipping  long  roai  cal  propulsii 

been  before  electrical  engineers  for  several  years,  and  whili 

in  tins  direction  has  been  made,  sudi  as  equipping 
branch  lines,  elevated  roads  and  a  few  experimental  lines  with  clec 
tricity.  the  management  of  our  leading  railroads  as  well  as  those  111 
foreign  countries  are  entirely  too  conservative  to  undertake  the  ex- 
pense of  electrically  equipping  main  lines  with  heavy  freight  and 
passenger  service  as  long  as  any  doubt  whatever  exists  as  to  us  being 
profitable.  This  subject,  however,  is  one  which 
more  and  more  strongly  upon  thi 

and  railroad  men,  and  we  believe  that  the  time  is  not  far  distant 
when  electric  traction  for  long  railroads  will  he  an  accomplished 
fact. 

The  greater  portion  of  the  inaugural  address  of  Mr.  William 
Langdon,  president  of  the  Institution  of  Electrical  Engineers,  deals 
with  this  subject,  and  it  is  a  significant  fact  that  Mr.  Langdon,  who 
is  himself  a  steam  railroad  man,  believes  thai  the  steam  locomotive 
has  seen  its  best  days  and  that  it  will  be  replaced  in  the  compara- 
tively near  future  by  the  electric  motor. 

It  can  readily  be  seen  that  the  building  and  consolidation  of  short 
electric  lines  in  different  parts  of  the  country  have  inaugurated  a 
competition  which  will  prove  more  and  more  disastrous  to  steam 
roads  as  the  growth  of  the  electric  systems  continues.  The  building 
of  high  speed  electric  railways  between  important  commercial  cm 
ters  is  bound  to  take  place,  and  unless  these  lines  are  undertaken 
by  the  steam  roads  themselves  they  must  prove  a  source  "I  consid- 
erable loss  to  older  roads  by  diverting  a  very  profitable  pan  of  their 
business.  An  example  of  this  is  pointed  out  by  Mr.  Langdon  in  the 
case  cf  the  Manchester  and  Liverpool  mono-rail  line,  which  has 
recently  been  sanctioned  by  Parliament.  Connection  between  these 
two  cities  is  already  made  by  three  lines  of  railroad-,  all  of  which 
provide  good  and  apparently  ample  service  At  leasl  •  p: 1  what- 
ever success  may  be  attained  by  competitive  electric  roads  musl  1" 
drawn  from  the  traffic  of  the  steam  systems:  although  to  some  ex- 
tent the  electric  lines  have  created  a  traffic  which  did  nol 
previous  to  their  operation.  The  conclusion  may  be  reached  that 
if  the  existing  systems  of  railroads  do  not  avail  themsel 
electrical  propulsion,  that  electrical  railways  of  c«  magni- 

tude will  be  built  independently  and  in  competition  with  the  1 
roads.     Mr.  Langdon  makes  the  suggestion  that   it  would  he  worth 
the  while  of  the  companies  threatened    with    competitive    electric 
roads  to  combine  to  carry  out  experiments  in  this  direction  at  their 
joint   expense.     If  electrical  distance 

did  not  offer  the  advantages  claimed  for  it  the  companies  could  then 
tell  where  they  stood.    There  is  very  little  question  in  the  minds 
of  electrical  engineers  that   electricity  is   particularly    will   qn 
for  this  work,  but  there  is  undoubtedly  much  experimental    work 
to  be  done  before  the  most  dc    irab  ance  working 

can  be  determined  upon.    Theoretically,  at  least,  the  a1t.rn.in 
rent  seems  best  adapted  to  this  work,  and  while  no  scheme  of  alter 
nating  current  propulsion  for  railways  has  thus  fai    been  perfected 
to  an  extent  which  would  warrant  on  on  a  line 

siderable  size,  we  believe  that  this  is  simply  because  there  h; 
no  demand  heretofore  for  such  a  system      When  the  demand  arises 
no  one  who  is  familiar  with  the  subject  of  electric  traction   doubts 
but  that  the  system  will  be  forthcoming.     Mr.  Langd 
for   the   electric   service  the   difference    in    speed    between   passenger 
and  freight  trains  which  now  exists   is  entirely  too  great;  hi 
cates   breaking   up   freight   trains   into   smaller   units    which   can   be 
operated  at  higher  speeds  and   which   can   alternate  between 
high  speed  passenger  trains.     At  any  rate  short  high   speei 
ger  trains  at  frequent  intervals  would  render  slow  freight  trains  an 

ibility.  and  on  a  road  having  only  two  tracks   it   is   in 
ble  for  the  full  benefits  of  electric  operation  to  be  secured  unli 
speed    of    the    freight   traffic     is     correspondingly     increased.      The 
capacity   of  a   road  working  under  such  conditions   would   unques- 
tionably be  very  largely  increased,  as  there  would  be  less  switch- 


I  he   lamentable   accident    which  -t    in. .nth   ill    tli> 

York  Central  tunnel,  and  which  resulted  in  the  death  of  17  pi 
and  th'  -.    emphasi 

e  ven- 
[uate  to   pi  ■  uring 

visual  signal-  In  the  tunnel  in  question  tin  signal  system  in- 
stalled is  probably  as  i 

with  steam  locomotive  in  addition  to  the  usual   -ignals 

rung    and    torpi  'Honiatically 

placed  on  the  track  in  case  a  train   runs  past   a   signal,  but  In   spit,' 

of    all    these   precautions   this    accident,     is    well   as    the   one   of   last 

year,  proves  that  the  use  of  steam  lot  idesiraMe,  at 

ihis  kind. 

The  public,  as  well  as  the  n  railway  engineers,  now  rec- 

the  superiority  .if  electric  propulsion  for  tunnel  work,  and 
ever  since  the  adoption  of  electric  locomotive-  by  the  Baltimore  & 
Ohio  in   i89Si  then  n  no  question  of  the  ability  of  an  dec- 

ern  to   ha  train  without  difficulty.    Apropos 

of  thi-  subject,  a  letter  from  Mr.  George  Westinghouse  which  was 
recently  published  in  the  daily  pies,  has  elicited  considerabli 
ment.  as  at  first  glance  the  reader  might  easily  assume  it  to  contain 
gainst  the  safety  of  electric  traction.  Mr.  Westing- 
hous,  state!  thai  as  a  matter  of  fact,  with  an  electrically  operated 
train  the  risk  of  accident  will,  judging  by  experience,  he  increased 
rather  than  diminished,  because  of  the  presence  of  the  heavy  elec- 
trical machinery  which  it  is  p  OSed  to  attach  to  every  car  of  each 
train.  He  cite-  several  accidents  where  cars  have  been  destroyed 
by  fire  resuii  derangement  of  the  electrical  apparatus, 

and  argues  that  the  electrical  energy  required  to  operate  a  heavy 
train  is  sufficient  to  melt  a  considerable  bar  of  iron  if  anything  goes 
wrong  upon  a  car  of  ordinary  combustible  construction.  Thi 
edy  suggested  in  his  letter  for  this  trouble  is  the  use  of  cars  built 
of  metallic  or  other  incombustible  material.  At  the  time  of  its 
publication  Mr.  Westinghouse's  letter  was  understood  generally  as 
an  argument  lectric  traction,  and  the  surprise  at   this   was 

i ighouse  company  has  been  one  of 

the  most  prominent  in  introducing  and  equipping  electrical  sys- 
tem- His  criticisms  called  forth  a  number  of  comments  from 
prominent  engineers  which  were  so  antagonistic  as  to  elicit  a  sec- 
ond letter  from  Me  Westi  describing  his  stand  on  this 
cplicitly  an,  ing  the  importance  of  the 
non-combustible  construction  of  car-  While  Mr.  Westinghouse. 
as  was  10  lie  expected,  explicitly  denies  any  antagonism  to  t! 
tern  of  electric  propulsion,  it   would  appear  that   in  his  desire  to  be 

caution      I -idcrahly    Overestimated    the    danger    of    electricity. 

which   certainly   in   tin    case   of  i i    accidents   which   can   be  men- 

has   been   due   to  fault  t mil    rather  than    to  any    in- 

herent shortcomings  in  the  system.  While  no  one  can  doubt  the 
wisdom  of  talcing  everj  p — ible  precaution  to  avert  railway  acci- 
dents, the  use  of  a  car  made  entirely  non-combustible  is  an  ex- 
treme which  will  r-cautious  to  most  railway  men.  While 
the  11-,  icity  can  be  made  dangerous  throi  ised  or 
faulty  construction,  there  is  no  agency  which  can  be  made  safer 
by  adopting  sound  engineering  princip 

While  heavy  currents  such  as  are  required  to  handle  heavy  trains 

nieiit  to  melt  bars  of  iron  and  set  fire  to  woodwork,  these 
currents  arc  so  easily  controlled,  and  may  be  automatically  limited 
to  the  working  capacity  of  the  conductors,  that  the  chance  of  such 
a  fire  occurring  is  practically  nil.  Electricity  also  lends  itself  with 
the  utmost  facility  to  automatic  regulation,  and  if  a  section  of  elec- 
tric road  I..'  divided  into  bl<  fement  can  easily  lie  11 
that  if  one  train  is  upon  the  block,  the  second  train  attempting  to 
enter  the  same  block  will  be  totally  cut  off  from  a  supply  of  cur- 
rent, making  collisions  practically  impossible.  The  discussion  on 
llbjecl  in  the  daily  press  may  have  proved  useful  as  a  warn 
ing  against   the  usi  trttcted   or   equipped   electric 

,  although  it  is  perhaps  unfortunate  that  the  public  should 
have  its  confidence  shaken  in  its  belief  in  the  safety  of  electricity 
through    its   misinterpretation    of    Mr.    Westinghouse's    letter   or   his 

ntiotisness. 


Ftr. 


1002.] 


STREET  RAILWAY  REVIEW. 


65 


New  High  Alternating  Current  Installation  of  the  Berkshire  Street 

Railway  Co,,  at  Pittsfield,  Mass, 


"Through  the  heart  of  the  Berkshires,"  aptly  describes  the  route 

over  which  the  Berkshire  Street  Railway  Co.  is  now  building  an 
eleetric  railway,  that  according  tn  the  prophesies  of  those  inter- 
ested, is  to  become  one  of  the  finest  int'erurban  properties  in  New 
England.  As  far  as  location  is  concerned  these  assurances  would 
scarcely  seem  to  be  exaggerated. 
Starting  in   the   town   of   Cheshire.    Mass.,   where   connection    is 


where  connection   will   be  had   with  the  line  of  the    Albany    &   Hud- 
son Railway  &    Power  Co.,  running  from  Albany  to  Hudson.  N.   V. 

\   connection   will   be  nude   with  the   Western    Massachusetts    Street 
I     Co.,    "Inch    is    to   build   a    line    from    I. re    lo    U  i     I  field     eon 

necting  with  a  line  running  to  Springfield,  Mass.    Franchises  have 

also    been    asked    and    partially    secured    for   locations    on    several 

tj    of   Pittsfield.   these   grants    forming  a   valuable 


IlUlIIfe 


i  S  i  rRitiK  i>F  POWKK  STATION,  PITTSFIELD,  mass. 


made    with    the    II  Ivy.    of    North    Adams,    the 

Berkshire    Street    Ky.    runs    south    through    the    towns    of    '  ' 

anil    Berkshire   to  Pittsfield,  a  city    rejoicing  in  thi 

of  the  "Haven  Amid  the  Hills."     From  Pittsfield  the  line 

south  again,  touching  the  !••  I 

Barrington  and    Sheffield  to   the   Connecticut    state  line,    forming   in 

its  entirety  practically   a  continuous  electric   railway   from  thi 

■    Vermonl  ite  line   ol  ng  the 

extremi  I       ichusetts      It    is   climated  that   in 

ire  in"''    magnificienl   hotels  and  fine 


LONG  CUT  AND  FILL    11    LANESBORO 

id        It 

utrival 

finding 

'■biioii  to  th< 
and  ne  iltitude  of  nd  boarding 

outing  ,r.   'I"' 


IS  they   will  enable  the  company  to  give  its  passengers  trans- 
fers to  points  in  and  near  Pittsfield. 
In  arranging  the  power  scheme  con  [deration  was  given  to  the 
1   territorial   layout   as   well   as   to  thi    pn   enl   and   probable 
future  demands  ..(  the  service.    Decision  was  finally  made  in  favoi 
central  generating  station  containing  generators  of  the  revoh 
ing  field  typi  phase  current  at  13,300  volts.    This  current 

is  transmitted  directlj  to  the  transmission  hue  without  the  use  of 
-op  up  transformers.  From  this  hue.  step-down  transformers  are 
ransforming  the  voltagi  from  [3,300  to  380  volts  for  u  1  al 
thi  rotarie  .  of  which  there  are  two  300-kw.  machines  in  the  main 
station  and  two  250-kw    machim  -  in  each  of  the  two  sub-stations 

I   , rti  1     chang    thi    alti  mating  current  of  380  volts 

rrenl   .1 irolt       Bj   u  it ra 1    1  I  |00  roll 

re  avoided,  thus,  it   is  claimed,  increasing  the 
B      th,     usi     ot    n  noh  ing    fields 
there  are  no  high   potential   revolving  pan 
thi  "'   '■>    ""  v"h 

Powet    Ho 

I  lie  central  gi  power  house  E01   the 

i,  Id     -.1.1  I  he   gem    il 

dimen  ions  ot  thi    building  an    to8  ft    wide 

no  n    long,  the  ■  ngim   room  bi  i  t  ft.. 

the   boili  i  95  ft-     A    '"'     ■'''" 

: "" 

loom 


I f- 


*#■  F  K  if  K  w  tf  &  ;„, 

■    ■ 


"frr 


1    ■  HOI      1  E  BI  1  l.l'i  ni..  I'll  a  BFIELD, 

MASS, 

I  In-    building         ol    bi  ii  I.    with    graniti    tt ig         1  hi 

framing  leel  truss.  [  eight  of  I 

in  and  .oiler  1 E  ich  ol  the  two 

.... on  ri  lonitoi    1   >■.  Ith    teel  fi ng      1  he  I 

■  .1  h ub  i]-p  1  he 

drained  by  four  in  ^ '         175  ft. 


06 


STREET    RAILWAY    REVIEW. 


[Vol.  XII,  No.  a. 


In  tin   engine  room  will  be  two  1200-I1.  p.  cross  compound  en- 
gine! with  cylinders  22  and  44x48  in.    These  are  «-;<cli  direct  con 
,   750  kw.  triphase  revolving  field  Weatinghouae  gener 
ator   wiili  independent    1 1"  cdter,     At 

stated  current    will   b 
i.l. .100  volts  and  passes  direct  to  the 
transmission  line  at  that  pressure. 

The  switchboard  will  comprise  five 
panels  f"t  1  dexciters 

and   four   panels   for  the   rotarics   at 
the    main    station    and    at    each 
station. 

Steam  will  he  generated  in  foui 
380-h  p.  water  tube  boilers  of  the 
B  &  W.  type.  The  auxiliary  ap- 
paratus will  include  2,000-h.  p.  and 
two  1,000-h.  p.  feed-water  heaters; 
two   separators,    two    vertical     twin 

12x30x18   in.  :     and   three 


outside  packed  plunger  pump 
[0x6x13  in. 

The  engine  room  floor  in  the 
power  station  is  constructed 
of  cinder  concrete  arches, 
resting  on  I  beams,  the  top 
surface  being  finished  with  a 
granolithic  surface  polish.  All 
the  foundations  of  the  build- 
ing, stack,  and  machinery,  are 
■I  1  om  rete  No  stone  ma 
sonry  1-  used  except  as  trim- 
ming and  for  the  w  indi  iv>  and 
sills.  This  concrete  is 
placed  in  position  by  mechan- 
ical mixers,  and  consists  of 
trap  rock,  coat  ■  ■  and.  and 
"Alpha"   cement. 

The    piping   plans    include    a 
main      and      auxiliary      steam 
header,   the   initial   steam  pres- 
sure  being    150    lb.      The   ex- 
haust steam  piping  is  arranged 
in  duplicate, the  two  exciter  en- 
gines, the  two  condensers,  and 
two  pumps  exhausting  into  the 
open   heater.     The  exhaust   steam   from  the  main   engines   can  he 
i^ed   in  either  condenser,  first  passing  through   closed  heat- 
ers.    The  water   supply  is  taken   from   the  Housatonic  River  or 
city  service  as  desired. 


As*ter  rtzi.3 


/t*3S*C?i 


MAP   OF  BERKSIIIKK    STREET 
RAILWAY  SYSTEM, 


All  live  piping  is  extra  strong  with  extra  heavy  wrought  iron 
1  ■•in  of  drips  1-  used,  as  1-  also  a  complete 

1    of  oiling   under   air    p 
air  is  in  it^c  for  blowing  "fT  the  electrii  rv  and  furnishing 

air  for  the  oiling  system 

Sub-Stations  and  Overhead  Construction. 

There  are  two  .  one  at   l.'<   and  one  at  Housatonic, 

and  in  addition  there  are  two.  too  kw.  n  at  the  main 

field    for    feeding    direct    current    to   the   terri- 


LOOKING  SOUTH  AT  LANESBORO. 

tory  immediately  adjoining  the  Station  and  I"  the   northern  end  of 
the  line. 

The  sub-station  at  Lee  is  ten  miles  from  the  Pittsfield  plant 
and  is  housed  in  a  frame  building,  which  is  virtually  a  two-story 
cottage,  having  rooms  and  chambers  for  the  sub-station  attendant 
and  his  family.  The  converters  and  transformers  are  in  a  one- 
story  addition  adjoining  the  cottage  at  the  rear.  The  equipment 
consists  of  two  250-kw.  rotary  converters  with  static  transformers 
of  600  kw.  capacity. 

The  sub-station  at  Housatonic  which  is  20  miles  from  the  Pitts- 
tit  lit  plant  is  located  in  the  rear  of  the  car  house  and  contains  iden- 
tically the  same  electrical  equipment  as  the  sub-station  at  T 

111.  alternating  current  circuits  from  the  main  station  in  Pitts- 
field  are  in  duplicate,  that  is.  there  is  one  circuit  from  Pittsfield 
to  the  Lei  sub  station,  and  one  circuit  from  Pittsfield  to  Housatonic 
sub-station       In    case   of  accident    to  cither  circuit    the  other   1 


TRESTLE  AT  CHESHIRE. 

cut  in.  By  this  method  the  liability  from  accident  is  reduced  to  a 
minimum.  The  transmission  line  does  not  follow  the  line  of  the 
street  railway  for  the  entire  distance,  the  town  of  Pittsfield  being 
cut  out  by  a  high  tension  line  around  the  city,  and-  the  town  of 
Lee  is  also  avoided  by  a  similar  line  running  over  the  turnpike. 
This  avoids  running  the  high  tension  currents  into  the  towns  and 
also  shortens  the  transmission  distance  considerably. 


Feb.  15,  1902.] 


STREET  RAILWAY  REVIEW. 


67 


The    over-head   construction    consists   of    two    N 
trolley  wires  for  the  entire  length  of  the  road.    The  wire  is  carried 
on  35-ft.  poles  with  Creaghead  flexible  brackets 

One  of  the  accompanying  diagrams  gives  the  distribution  of  feed- 
ers and  transmission  lines.     The  transmission  lines  which  are  bare 


The  insulators  for  the  high  tension  line  are  of  glass  purchased 
from  the  C.  S.  Knowlcs  Co.,  of  Boston.  They  have  J  in.  petti- 
coats and  .110  supported  on  steel  pins  with  glass  sleeves.  Light- 
ning protection  is  afforded  by  a  regular  4-joint  barb  win-  strung 
along  the  tops  of  the  poles  and  grounded  every  fifth  pole.    On  the 


.1 


<?JM°SS9  erAa*rs 


zseo/PTA  «-/i*»6= 


I   1 


/07-  4 


*S/i*/u:         Unit 


fo/nj 


.■^,- 


/3-<3 


Ns 


Z3-0- 


% 


.S*,A-*iotnS ';       JJfcfc.      fi^fe^T,  ', 


Z6-0  — 

I—  ~t/:o  ■  n 


4//msC< 


■iv  I  ■-r, 


■- 


PLAN   AXIi  i  ROSS  sK.i    I  ION  OK   l'OWI'.R   llol'SE.  1TTTSFIEU),  MASS. 


copper  wire  are  carried  on  two  cross  arms,  one  circuit  to   Lee  0:1 

ither  i"  Housatonic  on   thi    othi 
Each  circuit  is  arranged  in  the  form  of  an  equilateral  triangle  with 


tran  mi  ;ii  m  line  no  poles  ai  1  guj  ed  1  be  shai  p  tut  m  al  pi  ile 
are  braced  bj  tubs  el  on  the  inside  of  the  curve  The  direct 
current    feeders   are  carried   on   a   cross  arm   which   i>-   below   the 


IT.  \  B  Al 

ifl  in    lot>K       I  hi 

lllir    folio 

al»o  where  it  c»M  acrotl  country 


T> 


fir* 


f    IN    .  ^-*TV        \j.'/wJ«uiAoat3 

*^£ hi. 


IT        If  1  I  ,  iip^^T 


A. 


Parrr/*//w  6*jri 


4- 


AKKAM.i  Ml II'  II  I.  \  11   l.l     I 

the  direel  current   ft  1  di  1     bt  ing  tappi  d  lo  tl 
•  v  wired  every  mile. 


68 


STREET  RAILWAY  REVIEW. 


[Vol  XII,  No.  2. 


ncc  between   ["own«     Berkshire  Street  Ry. 

Miles 
Adams   to   Cheshire 

Cheshire    to   Berkshire  4.2 

Berkshin    to    Pittsfield    

Pittsfield  i"  Lenox   6.8 

3.6 

Lee  to   Stockbridge   5.7 

Stockbridge  to  Gi  ington 

Great  Barrington  to  Sheffield  6.0 

Sheffield  to  State  Line  4.5 

d    50J 


The  car*hotue  at  Houaatonic  is  1*0x32  ft  extreme  dimensions  on 
the  urumfl  line  The  front  portion  of  the  building  has  two  tracks 
with  pits  f..r  making  inspection  and  minor  repair  ["hi  rear  end 
of  the  building  is  partitioned  "IT  and  comprise 

mentioned  elsewhere  in  this  article     The  flooring  in 
1  house  is  concrete  3  in,  thick. 

Track   Construction 

lite   the   (act    that    the   road    traverses   an   exceedingly   hilly 
country  the  maximum  grade  is  but   5  per  cent,  locations  having 

obtained   partly   on   private   right   of   wa)    and   parti] 
public    highways.     The   road   is   laid   with   70  lb     I   1  ails   in   30-ft. 
lengths  on  ties  0x7  in.  x  8  ft  long,  spaced  2  ft.  c  to  c.     All  joints 


1'IAGRAM  OK  FEEDERS  AND  TROLLEY  LINES. 


Car  Houses. 

The  system  has  two  car  houses,  one  accommodating  24  cat 
Pittsfield,  and  one  accommodating  three  cars  at  Housatonic. 

The  Pittsfield  house  is  12IN274  ft.  on  the  ground  line,  and  as 
shown  on  tlu'  plan,  contains  at  one  side  the  general  executive 
officers'  and  employes'  rooms.  On  tin  opposite  side  are  wagon 
i" "in  and  stable  for  tin-  emergency  wagon  and  other  vehicles.  Back 
of  the  stables  are  the  sand  and  oil  rooms.  The  six  tracks  in  the 
barn  are  all  Straight-away  ami  are  all  pitted  for  making  repairs 
on  trucks  and  equipments.  Two  of  the  tracks  lead  directly  into 
r  shop  at  the  rear,  and  two  lead  into  the  paint  shop.  The 
building  itself  is  of  hrick  with  marble  trimmings  and  is  fully  pro- 
tected   by   an    automatic    sprinkler    system, 


are    the    "Continuous"    rail    joint    with    double    No,    oooo    flexible 
"Protected"  bonds  at  each  joint. 

The  rails  were  supplied  by  the  Pennsylvania  Steel  Co..  and  all 
special   work   by   Barbour- Stockwell   Co  nbridgeport, 

Rolling  Stock. 

For  tlie  present  the  company  will  have  12  closed  motor  cars 
measuring  45  ft.  6  in.  over  all.  Each  car  is  equipped  with  four 
Westinghouse  No.  56  motors  with   K-14  controllers. 

The  cars  were  built  by  the  Wason  Manufacturing  Co.,  of  Spring- 
field. Mass..  and  are  mounted  on  Wason  trucks.  Christeiisen  air 
brakes  with  independent  electric  compressor  are  provided  for  each 
car.  The  schedule,  as  at  first  arranged,  will  call  for  a  maximum 
-peed  of  40  miles  an  hour  with  schedule  speed  of  23  miles  per  hour 


PLAN  OK  CAR  BARN,  PITTSFIELD.  MASS. 


Feb.  15,  1902.] 


STREET    RAILWAY    REVIEW. 


69 


Organization. 

The  Berkshire  Street  Railway  Co.  was  incorporated  in  June, 
1901.  with  capital  stock  authorized  and  issued  of  $550,000.  The 
officers  of  the  company  are:  President,  K.  D.  Gillett,  of  Westfield, 
vice-president,  B.  D.  Rising,  of  Springfield,  Mass  :  treas 
urer.  A.  \V.  Eaton,  of  Pittsfield,  Mass.;  electrical  and  mechanical 
engineer.  Charles  K.  Stearns.  No.  u,5  Federal  Street.  Boston,  Ma-  : 
general  contractors.  Fred  T.  Ley  &  Co.,  of  Springfield,  Mass  :  at 
torney.  Charles  E.  Hibbard,  of  Pittsfield,  Ma—.:  consulting  en- 
gineer, Gilbert  Hodges,  of  Boston. 

The  specifications  for  the  engines,  boilers,  electrical  machinery 
and  auxiliary  apparatus,  the  plans  and  specifications  for  the  power 
iub-stations,  specifications  for  the  transmission  lines  and 
feeders  and  also  for  the  piping  were  drawn  up  in  the  office  of 
Charles  K.  Steams,  of  Boston,  and  all  the  work  with  the  1  cep 
Hon  of  the  track,  bridges,  and  main  car  bouse  is  being  carried 
out  under  his  direction. 


BRIBERY  CHARGES  AT  ST.   LOUIS. 


CHICAGO  SITUATION. 


The  street  railway  franchise  situation  in  Chicago  appears  to  be 

■    improving.      The   mayor  1m-   abandoned   his  plan    ol 
ing    mandatory    ordinances,   having   reached    the   conclusion    that 
ly   immediate  effect   would   be   litigation,      lie    1-    nov 
g    that   the  overhead   trolley   be   temporarily    admitted    to   the 
'  iwn    district    and    urges    that    the    City     Railway    anil    the 
Union  Traction   companies   rearrange   tin    down  town    loop 
use   them   jointly. 

•  »  > 

THE  EVERETT-MOORE  SYNDICATE. 


During   the    past   month    there   have    been   a    great   many    rumors 
in  circulation  to  the  effect  that  the  Evtrett-Moore  syndicate   was 
in    negotiation    with    various    parties,    among    them    the    \\ 
Elkins   syndicate,    for   the   sale   of   the   whole   or   portions   of   the 
re  properti'         It    can   1"'   stated,   however,   that   as  yet 
nothing    definite    has    been    determined    upon.      The      two      traction 
companies  most  embarrassed  are  the   Lake  Shore  Electric   R.    K 
and  the  Detroit  &  Toledo  Short    I  ine   R.   R.,  both  .>i  which  are 
of  construi 
in   E.   Lane  the  Lake  Shore  property.     Allan 

P.  Edwards,  general  manager  of  the  Detroit  &  Toledo  Shore 
Line,  is  now  receiver  for  that  company,  the  mil  of  W.  B.  Strang. 
at  whose  instance  D.  B.  Cunningham  and  tin  Ohio  Savings 
had  been  named  having  l«  el 

Mr     Strang   will 
Ther.  impetition   to  and 

urous  ol  keeping  tin 
gether,  favorable  offers  i.,r  the  Lake  Shore  and  I 

may  lead  to  thr  ir  sale  so  I  ited   to 

ither   propi 
Soni'  been   made    n  the   0 

Mr    \iiv  nd   Mr 

Mr     1 1 tit .  Inn  - 

iii   ol   a  $.25,000,- 
000   mi 

underl)  ing    lecur  tic     ol   tin-    I 

now    a 
...    and    (her.-    will    1 1 . 

•    •  •  ire  new  propertiei  or  build 

The  1     rail 

way  include  the  Detroit  &  Northwestern;  De'troil  it  P 

I 
.ear  than  it  in  any   otl 

of   ill    I  ■    that 

laid  by  thi  third  more 

h    it    pay*   $.1 

:    yd. 


January    27th    warrants    were    issued    for    tin     arrest    of    two    tat 
members  of  the  St.    Louis  city  council  and  one  ex  -member  of  the 
of  delegates,    wh  1    were   charged    with    being    implicated    in 
an   illegal   scheme  of  bribery   in   connection   with   a   franchise   ordi 
granting     the     St.     Louis     &    Suburban     Ivy.    an     extension 
.  h     Forest     Park.       The    allegations    are    that    the    company 
placed  $1,55.000  in   two   safety   deposit   vaults,   $75,000   for    members 
of  the  house  of  delegate-  and  $00,000  for  members  of  the  council. 
I!i.     house    of    delegates    was    enjoined    from    passing    the    ordi 
e,    which    h.nl    passed    the    council;    the    Case    being    appealed. 
the    Supreme    Court    held    that    the    municipal    assembly    could    not 
he   enjoined,   but   by    that    time    the    term    ol    (lie  assembly    lias    e\ 
pired.  and  the  ordinance  was  never  passed. 

The  grand  jury  has  since  examined  witnesses  and  returned 
indictments  against  several  other  members  or  c\  member-  of 
the  municipal  assembly  and   directors   of  the   Suburban   company. 

January  30th,  ex-Governor  Johnson,  attorney  for  Pres.  Charles 
II.  Turner  of  the  Suburban  company,  was  quoted  in  an  inter 
view  as  follows:  "Mr.  Turner  told  111c  that  it  was  almost  impos 
Sible  to  secure  the  pa-sage  of  any  kind  of  incisure  in  the  nmnici 
pal  assembly  without  putting  up  large  sinus  ,,i  money.  Mr. 
Turner  said  that  be  was  asked  for  a  certain  sum  of  money  and 
In  put  11  up  II  dees  not  deny  that  be  put  the  money  111  Un- 
safe deposit  boxes  tor  the  purpose  of  securing  the  passage  of  the 
bill.  He  thought  that  the  passage  of  the  lull  would  imi  only  be 
a   benefit   to   the    suburban   company,    but    to    the    people    of   St. 

I  "in-  a     well.      It  was  necessary.    Mr.  Tuner  told  me,  I"  paj    I  l 

to  secure  the  passage  ol  tin  lull.  There  was  no  other  waj  i" 
deal  in  the  matter  except  to  pay  the  money.  I  believe  every  large 
corporation  in  the  city  has  been  compelled  to  act  in  a  similar 
manner  whenever  it  has  want.  J  legislation  die  Si  1  outs  coi 
lie  been  given  to  understand,  have  become  acens 
nuned  t.i  being  held  up  by  the  municipal  assembly." 


BIRMINGHAM,  ALA.,   NOTES. 


1  he  relaying  of  the  I'.i-t   lake  Inn   of  the   Birmingham   Electric 

Railway.     Light     and     Lower     Co      with    70  lb.    rails    is     well     under 

a;    and  is  progressing  as  rapidly  as  practicable,  notwithstanding 
the  inclement    weather,      ["he   East   Lake  road   is  one  of  tin    tew 

double  track   eleclric   lines   of   its    length   in   the   south.      It    is    seven 
mill      in    length    and    much    frequented    in    the    summer    time    by 

in  1... hi  11 11.  in. n  of  the  Bessemer  and  Birmingham  hue  is 
also  being  pushed  and  the  new  I  rack,  laid  with  70-lh.  rails,  has 
been  carried  .1     fat   .1     the  Fail   Grounds,  almost   half  way      Each 

day    linn     pa     1       draws    nearer    to    a    close    tin'    era    of    the      team 
dummy,    which    has    been    operating    on    Ibis    line    for    many    years. 

With  Hi'   eoi  1  thi    lim    into  an  electric  road  the  dummy 

becomt     1  past  in  Birmingham 

\   ."iiii.ei    1     b<  me   closed    with   the   1  Hun,  1    i'ar    Register   Co. 
0.,   i'ir  the  equipment   of  nine  cars  eii  the   Bessemer 
and   Birmingham  Inn    with  il     111  •     tyli    "i    regi  tei        Six   da    1 
of  fart  d   "H   'in     road,  and  the   register  nol   only    -hows 

i"i"  1   "i   •  .1.  it  1  las,,  hut   pi  mi  ,  il,,    day  card   Eoi    il i 

ductor,      1  his   i-    il,.    ..iii'.     1.1.    1.  g leu    , .,,,   proper!)    take 

1  are   ,,f  a  i   nianv   ddi 1    i  ind     ..I    fart         lie.    registei      in 

■■  ■  '    ui d    11 1    old 

Several   mil hangea   in   thi    cro     town    roul ntem 

."•I  i"  tin    •  nd   i  p.  tu 1 ling  bt  fort    il ayoi  and 

aldermen   foi    fram  hi  ■        Should   the   bo  ird   reporl    favoi  ibl     on 
« 'u  on    ih.    .  Itan  follow   will    grt  atlj    I  tcilitate   the 

downtow  11  lines  in  handling  thi    crowd 

pn   ■  in  overhauling,  repainting 

.m.i  .  anvatsing  thi    rool     ol   thi     umi thai    w  hi 

warm  lei   pmt  nl  will  pn  i  nl    < 

and   jaunty  appt 


Rapid    rransit  Rail    i     Co.  i    insl 

In   il     in  v.  I)    pit  ted   p.. ■■■  ■  '    hou  1    on  1  a     Annua 

1  Rio  1  irandt      'i 1 

I'-inv  .,  ,,|       .,     || .      1     ol 

it*  itystcm. 


70 


STREET  RAILWAY  REVIEW. 


[Vol.  Xll,  No.  i. 


CORRESPONDENCE 


PENSION   FOR   EMPLOYES. 


SIGNALLING    INTERURBAN   CARS  AT   NIGHT. 


Editoi    "Review":     I   suppose  thai   the  Question   oi  the-   relative 
merits  hi  a  lighted  match  and  a  i  <  for  the  purpose 

of  signalling  interurban  cars  at   nigln  nder  the   head  ol 

in  u    bu  the   "Review"   is  always   first   iii   describing 

iIh-s,.  little  schemes  that  follow  in  the  wake  of  the  interurban  rail- 
way, 1  wish  t.i  explain  how  we  have  overcome  the  difficult; 

■  formerly  had  in  stopping 
in  the  country  after  dark. 

Our  friend   the   Kansas  City-]  R     road    Co.   advises 

its  patrons  to  strike  a  match  d  in  the 

a"   for  January,  page  60.     This  is  all   very  well   if  the  in- 
tended  passenger   is  of  the   masculine  pi  1  nit    in    a  casi 
a  woman,  how!    Oh!    how  can  she   strike  the  match?'        The   writer 
saw    this    difficulty    when    our   interurban    line    from    Mansfield    to 


SIGNAL  FOR   INTERI'RIIAN   I. INKS. 

Shelby   was   put   in   operation  last   summer,  ami  your  readers  will 

doubtless  he  interested  in  a  description  of  our  mode  of  signalling 

We  put  live  lamps  in  serie-       )  enclosed  in  a  m  at   iron 

ml   are  fed   from  the  trolley.      I  he  ground   wire   1-   brought 

down  the  pole  in  a  gas  pipe  into  another  small  contact   box  which 

is  supplied  with  a  neat  lever.     The  lamp  box  and  all  connected  with 

it  arc  waterproof  and   so  arranged   that   no  part    can 

with   or  get  out  of  order.     All  that  thi  to   do   is   to 

down    the    lever,    and    this    throws   on    the    liv.li!    that    can    he 

seen  any  distance  and  thi  nan  has  lots  of  time  to  stop  without 

skidding    wheels   01    straining  "i   his   car,   which   always 

.   with  very  quick  stops.     \\  In  n 
is   released  and   the   lights   are   out 

The  box  and  combination  therewith   will   I  11     and  the 

amount   of   current   consumed   is   one-half     ampen     for,    say,   one- 
fourth  minute,  and  this   is   50  tri  !   to  he  taken  int 

These  boxes  are  made  bj  Matin 

facturing  Co.,   Mansfield,  O.     Patents  on  the  combination   de 
are    pending.      Yours   truly. 

ARTHUR  J.  HAYCOX,  RY    SUPT., 
Mansfield.   O.  '  ns    Elec     Ry.,    l.t.   &    Power   Co. 


with   pleasure   1    read   \.,ur  article  in 
■11  ..in   pension  13  stt  m     1  (ur  1  mployi 
■'II  well  on.  ami  we  now  have  over  1,600 

members.     !■  has   been   organized,   about 

two    mi  the   members   have    drawn    as    much 

and    'i    will   take  irs.   at    20  cents   per   week,    to   pay    this 

amount.    We  have  four  members  on  the  pension  list  and  thi 
to   I"-    well  nil   their   situation.         Yours  truly, 

\     'I      P(  I 
1  Union    Railroad 


Editor    "Review":       Replying    to    your    inquiry    .1      to    the    11111-t 
satisfactory    scheme    for  caring   for   superannuated    employes,    I    be 
lieve   that    the   moral   obligation  of   the   company  to  are   for   such 
largely    upon    the    conditions   in    each    individual 
road   principle,    it    seems   to  me   that  any   effort   to 
1    employes  will    result   in  belter   service   I'mm 
If    the    company    has    a    sufficient    numl>er    of    empli 
that    a    mutual    benefit    society,    with   pension    provisi 
which    both    employer   and    the    employes   contribute,    would    be   a 
factor    in    keeping   the    employes    devoted   to    the    best    in- 
terests of  their  employer  and  themselves. 

At  tin  present  time  we  arc  about  to  erect  a  building  for  our 
motormen  and  conductors,  wherein  the  men  will  have  many  con- 
veniences, such  as  a  reading-room,  dining-room,  baths  and  a  large 
assembly  hall,  with  stage.  When  this  is  completed  we  hope  to 
organize   a  bene!  on   for  the  employes,  but   have   not   de- 

cided vet   the  details  of  operation  Yours    truly. 

J.   K     NEWMAN,   Prcs.. 
New   Orleans  &   Carrollton   Ry.,   Lt.   and    P 
New  <  Irleans,  T.a. 


Editor  "Review":  Replying  to  your  recent  letter  asking  my 
on  pensions  for  street  railway  employes.  1  will  say  that  it 
seems  In  me  there  is  a  moral  obligation  resting  on  employers  to 
rare  for  superannuated  employes  who  have  given  faithful  service 
for  25  years  or  more,  although  I  do  not  think  the  advantage  of 
making  the  personnel  more  permanent  is  sufficient  to  justify  the 
cost   of   a   pension   system. 

In  my  opinion  the  most  practical,  all  things  considered,  for  a 
street  railwaj  company  would  lie  a  pension  paid  wholly  by  the 
employer.  One  reason  for  thi-  would  be  that  an  employe  having 
Keen  in  the  company's  ir  a  number  of  years  may  be  able 

10  l.etier  himself  considerably,  in  which  case  it  seems  arrange- 
ment would  have  to  be  made  for  the  withdrawal  of  any  contrilm 
tions  he  had  111a. le  I.,  a  pen-i.ni  fund,  as  in  justice  he  would  be 
entitled  to  them,  Tn  case  an  employe  should  remain  the  allotted 
lime  with  the  company.  I  feel  thai  he  deserves  a  pension  without 
expense   on   his  part. 

I  have  always  favored  a  mutual  benefit  or  insurance  organiza- 
tion among  the  employes  of  a  street  railway  company,  and  we 
are  now  endeavoring  lo  form  such  an  organization,  so  that  in  case 
of   illin  ii    or   death   to   an    employe   a    fund    will    he   avail- 

able   I"    be    used    something   in    the   manner    set    forth    in    the    plan 
adopted  ml'  that  is,  we  have  offered  to  make  a  donation 

to  our  employes  with  the  understanding  that  they  contribute,  say 
j;  ..in-  a   month  each,  and  in  case  of  illness  or  injury  they  would 
$4.00  per  week  from  this  fund,  and  in  case  of  death  about 
$100    from    this    fund.      Yours    truly, 

C.   E.  FLYNN,   Gen    Mgr„ 

Wheeling,  W    \.  Wheeling  Traction   I 


GREETINGS   FROM   NEW  SOUTH   WALES. 


We  received  too  lab  to  acknowledge  last  month  a  card  artis- 
tically  printed  in  colors  from  the  New  South  Wales  Government 
I'tainv  tig    the    New    Year's    compliments    of    the    officers 

of  the  tramway  department.    The  New  South  Wales  tramways  now 
comprise    145   miles  of  track,  and    for  the  year   tool   carried  93,703, 
68j  passengers  and   ran  6,835,926  tram  miles. 


The   new   electric   railway  systei      in    El   Paso.  Tex  .  ha-   been    put 
eration,   and   is    reported  lo   bj   one  of  the  finest   in   the   state. 


Fun    IS,   IQ02.] 


STREET    RAILWAY    REVIEW. 


71 


A   REMEDY   FOR   BROKEN   AXLES. 

igo  the  Metropolitan  Elevated  oi  Chicago  ex- 
perienced considerable  trouble  fmm  the  cracking  of  car  axles  in  the 
key  seat.  These  axles  are  ?:j  in.  in  diameter  and  it  was  impossible 
to  increase  this  dimension,  as  with  the  present  size  axles  t lie  space 
for  the  motor  is  extremely  limited  and  one  end  of  the  motor  held  has 
to  be  hollowed  out  to  gi\c  sufficient  clearance  for  the  axle.  On  in 
Specting  the  axles  it  was  found  that  these  cracks  developed  after 
about  18  months  of  service,  ami  after  the  tirst  inspection  if  the 
crack  was  found  to  be  not  serious  the  axle  was  again  put  in  service 
for  a  limited  time,  after  which  it  was  called  in   for  another  inspec- 


METHOD  "i    MOUK  i  INQ  '.KAK  OM  WHEEL  II'  B 

l  his,  however,  neccusii  i  large  number  of  inspi 

as  to  make  this  work  a  source  of  considerable  expi 

Numerous  methods  were  tried  b  Ig,  bul  with 

out  avail      Axles  of  four  or  five  diff(  t   tit  Ipecial  materials  were  tried 
and  the  method  of  cutting  I  0  changed 

times     The  key  seats  were  originally  drill*  I  end  and  the 

space  between  cut  out   with  pan*  next   I 

milled  key  scat  cut  will,  ghl  key 

•eat  tapering  from  nothing  "'   depth   at 

nter,  none  of  wl  ll  '  ng  the 

iron1 

The  method  by  whirl  Ifried  OUl   il 

interesting.    The  axle  with 
car  and  suitably  «  hubi  of  th( 

iding  the   key   seat   was   then    thorough  d     with 

benzine  so  as  to  present  a  perfectly  bright  surface     A  Hi 
•  Id   against   the  end  of  the 


struck  a  sharp  blow  with  a  sledge  with  the  result  that  the  oil  and 
grease  which  had  worked  into  the  crack  were  forced  out  and  left 
a  thin  trace  of  nil  upon  the  line  of  the  crack,  which  was  easily 
noticeable  on  close  inspection  The  wooden  hlock  was  then  trans- 
ferred to  the  top  of  the  journal,  where  it  was  again  hit  by  the  sledge 
and  if  no  further  enlargement  of  the  crack  occurred,  and  if  the  crack 
extended  less  than  one  inch  away  from  the  key  seat  the  axle  was  put 
rvice  again  for  a  certain  length  of  time,  at  the  end  nf  which 
it  was  again  tested. 

Tin-  method  of  securing  the  gear  which  obviated  all  difficulty  from 
cracked  axles  is  shown  in  the  accompanying  illustration.  The  cat 
wheels  are  made  of  steel  with  cast  steel  centers  and  the  hubs  have 
been  elongated  to  provide  a  seat  for  the  gears,  thus  avoiding  the 
i  of  i  ki  \  seat  in  the  axles.  The  elongated  bub  is  turned  to 
gage  and  tlu  e.i  at  is  bored  o.ot  of  an  inch  smaller  in  diameter  and  is 
shrunk  on  this  seat  This  arrangement  has  proved  entirely  satis- 
factory on  the  Metropolitan  and  has  been  adopted  as  standard  prac- 
tice on  the  Manhattan  Elevated  in  New  York. 

I  bis  device  was  patented  by  Mr,  H.  M.  BrinckcrhofT.  general  man- 
ager of  the  Metropolitan,  ami  Mr.  James  T.  Dolye. 


GENERAL   UTILITY    CAR  AND  SNOW   PLOWS 
AT  TAUNTON     MASS. 


The  Taunton  division  of  the  Old  Colony  Street  Ry.,  now  con- 
trolled by  the  Massachusetts  Electric  Companies,  has  a  useful  con- 
struction car,  here  illustratetd. 

An  old  horse  car  body  was  taken  for  the  purpose  and  mounted  on 
new  6x8  in.  bottom  side  sills  extending  the  length  of  the  body  and 
under  both  platforms.     Doors  were  cut   in  tin    sides  and   at  each  of 


I    i  it. ll  r  CAD  AT  TAUNTON,  MABP. 

I.    door  |  1 1  ■  i  >  1   pint   dooi    po  Its   were  pin    ii 

ii  lining  and  i 

porting  ib.    platfo  run   from  il sin    III 

di   up  to  an  I i' 

thi   '"  ■■■-    Ide  door  post  ed  on  a  Mi '  luire  single 

truck 

op  of  the  i  ed  in  n 

io  thai   bul  portion  ol   (hi  n        dircctl)    upon  the 

!'■  ■ 

the  foul 


72 


STREET    RAILWAY    REVIEW. 


[Vol     Ml.  No.  a. 


top,  permitting  the  tower  to  .  lie  flat  upon  the 

roof  platform  mentioned  When  the  tower  is  in  it'-  upright  position 
it  is  held  securely  by  two  chains  attache!  to  upper  opposite  corners 
and  extending  diagonally  down  and  hooking  into  eye  bolts  in  the 
platform  as  indicated.  An  iron  ladder  at  one  end  gives  access  to  the 
roof. 
This  car  is  used  to  advantage  for  a  variety  of  purposes      It  par- 


WRECKING  CAR  AND   PIT   HOIST   IN    PASA- 
DENA. 


SNOW  PLOW  vi    TAUNTON,  MASS 

tially  fills  the  place  of  a  tower  wagon,  and  with  h  the  compan 
all  kinds  of  overhead   repair  work.     Salt   and  sand  bins   are   carried 
inside  the  car.  the  sand  being  fed  directly  to  the  rail  through   -I" ""  - 
The  car  is  also  provided   with  jacks  and   sundry  tools  likely  to  be 
required  in  breakdowns  and  other  emergency  cases 

In  winter  a  portable  sheet  metal  nose  is  fastened  to  one  end  and 
the  car  does  dut)  as  a  snow  plow  in  light  snows,  I  he  weight  of 
the  nose  in  this  case  is  supported  on  stanchions  from  the  platform 
The  car  is  equipped  with  two  G.  E.  800  motors 


The  accompanying  illustration,  f.,r  which  we  are  indebted  i 
W.  H.  Smith,  general  manager  of  the  Los    Angeles    &    Pasadena 
Electric   Ky..  shows   two  auxiliaries  of  the  mechanical   department. 
each  of  which  has  been  found  highly  useful  in  its  special  field.    Fig. 
i   repn  tents  a  wrecking  car  which  is  used  both  for  re- 
pair work  on  the  tracks  and  in  case  of  accident  to  any 
of  the  rolling  stock  when  in  service. 

The  car  is  arranged  for  only  one  man  in  the  cab  and 
has  but  one  controller.  It  is  equipped  with  both  hand 
brakes  and  independent  motor  compressor  air  brakes, 
Anderson  Smith  arc  head  lights  and  an  arrangement 
for  carrying  wrecking  materials  of  every  description  in 
a  small  space.  The  general  dimensions  of  the  car  are 
as  follows:  Length,  to  ft.;  width.  ;  ft.  6  in.;  height  of 
body,  9  ft  3  in.  It  is  mounted  on  a  McGuire  truck 
having  a  7-ft.  wheel  base  and  30-in.  wheels.  The  brake 
equipment  was  made  by  the  Cbristensen  Engineering  Co. 
Hunter  fenders  are  used,  one  under  each  end  of  the 
car,  and  the  power  is  supplied  by  two  Westinghouse  No. 
49  motors.  This  gives  the  car  a  working  capacity  of 
about  No  h.  p.,  and  it  has  handled  a  15-ton  car  heavily 
loaded  with  passengers  up  a  7}4  per  cent  grade. 

A  number  of  doors  will  be  noticed  in  the  side  of 
I  lie  cab  shown  in  the  illustration,  and  there  is  a  cor- 
responding  number  on  the  opposite  side.  These  are 
for  different  compartments  which  are  used  to  store  away 
wrecking  materials  such  as  frogs,  wedges,  jacks,  crow  bars, 
chains,  block  and  tackle,  blocking,  etc.  There  is  a  large  door 
at  each  end  of  the  cab  which  closes  two  large  compartments.  Just 
beneath  the  floor  of  the  cab  a  four-wheel  dolly  is  carried  to  be  used 
in  case  of  broken  axles  occurring  on  the  road.  It  is  arranged  that 
this  dolly  can  be  taken  out  from  either  end  of  the  cab  and  run  down 
on   skids  immediately  under  the  disabled  car. 

Fig.  _•  shows  a  general  view  of  a  new  hydraulic  and  compre^ed 


110    1      WRECKING  CAR     LOS  ANG     '  1  - 


For  work  in  heavy  snow   this  divisii  1  1  ireral  old   Ri 

plows  that  have  been  remodeled  and  strengthened      Mew  sills  have 
been  put  in,  extension  pieces  added  to  the  nos<~.  and  tn 
tending  from  the  ends  of  sills  up  over  the  side  door  posts  have  been 
provided  to  aid  in  carrying  the  weight  of  the  noses.     The  plows  are 
provided  with  two  G.  E.  1,000  motors. 


air  pit  jack  which  is  used  in  the  car  house  pits  for  numerous  pur- 
poses. The  general  dimensions  of  the  pit  jack  are :  gage,  2  ft.  2j4 
in. ;  wheel  base,  3  ft. ;  length  of  car,  4  ft.  6  in. ;  diameter  of  cylinder, 
7's  i"  ;  length  of  lift,  40  in.;  diameter  of  piston  rod,  3  in.;  width 
of  table,  2  ft.  0  in.;  length  of  table,  4  ft.  6  in.  This  is  operated  from 
8  in.  double  stroke  air  compressor  together  with  a  storage 


Feb.   15.  1902.] 


STREET    RAILWAY    REVIEW. 


73 


water  tank.  This  apparatus  has  been  found  almost  invaluable  in 
making  car  house  repairs  such  as  changing  wheels  under  the  cars, 
changing  motors  and  handling  any  heavy  pieces.  The  illustration 
here  shows  the  table  raised  to  its  full  height.  By  means  of  this 
device  a  pair  of  wheels  have  been  changed  tinder  a  car.  taking  one 


PIG.l     PIT  HOIST     LOS  ANGELES. 

pair  out  and  putting  another  pair  in,  in  14  minutes.  This,  however, 
was  done  merely  as  an  experiment  and  was  on  a  ear  equipped  with 
trucks  of  the  company's  own  pattern,  which  are  especially  adapted 
to  easy  handling  of  such  work. 


VARNISH. 


By   LOUIS  GRATOV. 


Varnish,  as  far  as  its  quality  is  concerned,  may  be  considered  an 
unknown  quantity  until  submitted  to  test  at  the  hands  of  an  ex- 
perienced manipulator.  The  varnishcr  is  by  no  means  a  cleanly 
looking  person  as  might  be  judged  from  the  neatness  of  the  work 
he  produces.  If  we  observe  him  in  a  carriage  or  sleigh  factory  he 
is  generally  smirched  from  head  to  foot  and  the  floor  of  his  work 
room  needs  to  be  occasionally  scraped  with  a  shovel,  but  it  is  often 
by  such  a  dirty  man  under  such  dirty  conditions  that  the  best  results 
with  varnish  are  obtained.  It  sometimes  seems  that  in  the  varnish 
room  the  longer  the  experience  the  more  there  is  to  learn. 

Varnish  comes  under  three  heads,  vi-  I  and  indifferent, 

the   former  being  the   rare  sort.     If  you    Hit  .ely,  as  you 

should,    to  the   friendly   chat   of  the   varnish    agent   you    will   easily 
conclude  that  there  is  but  one  mal  h      It  is  only 

when  you  try  to  apply  the  stuff  that  your  conclusion  is  spi 
modified.     Generally,  however,  these  varnish  agents  are  good,  gen- 
tlemanly fellows,  pos«'  nt   informa- 
tion which  they  seem  glad  to  im-                               '   nol    ill    v 
ers  are  glad  of  their  periodical  ca!  we  of  the 
brush   should  not  be  too  chary  of  any  valuable  experience  we  may 
possess.     Recently  one  of  the  representative                   of  our  best 
varnish  homes  told  me  the  following  incidenl  to  prove  the  super- 
iority of  his  goods  OVW                                                              iin  carriage 
daring  the  la»t   working  hour  of  the  day  and   found   that   the 
•     who  had    been    ind 
previous   call,   was   not    very   enthusiastic   over   them 
a^ked  him  then  and  there  to  varnish  a  l>ody  that  was  just  ready  for 
this  operation,  under  his  Insl 


through  force  of  habit  failed  to  put  on  as  much  varnish  as  the 
agent  desired.  So  he  told  the  painter  to  immediately  give  the  sur- 
face another  application.  The  painter  did  so  with  somewhat  of 
trepidation,  and  the  agent  confessed  to  me  that  he  had  some  anxiety 
in  regard  to  the  result.  On  the  following  morning  he  hastened  to 
the  shop,  where  it  was  found  that  the  varnish  had  leveled  itself  into 
a  perfect  mirror-like  surface,  the  only  evil  result  of  such  an  appli- 
cation being  a  row  of  beads  on  the  lower  edge  that  was  easily  re- 
moved with  a  putty  knife. 

I  put  this  lesson  in  practice  on  the  very  m ad  day  not,  however, 
with  his  varnish,  but  with  our  usual  goods  that  are  good  enough  for 
our  purpose.  Neither  did  I  apply  one  coat  after  another  but  I  did 
put  on  more  varnish  at  one  operation  than  I  ever  had  before,  and 
to  my  delight  it  proved  a  success.  I  give  this  instance  to  emphasize 
the  fact  that  a  progressive  man,  though  his  hair  be  turning  gray,  is 
always  willing  to  learn.  I  know  that  the  successful  varnisher  will 
smile  at  this  story,  but  I  also  know  that  to  many  faithful  fellow 
craftsmen  this  is  not  a  matter  for  laughter. 

Different  varnishes  require  different  manipulation,  and  a  change 
of  varnish  necessitates  getting  acquainted  with  the  new  article.  I 
once  rejected  a  very  heavy  rubbing  varnish  that  required  a  great 
deal  of  brushing  to  keep  it  in  place.  On  complaining  of  this  to 
the  agent  he  suggested  the  addition  of  turpentine  to  it.  This  should 
never  be  done  if  durability  is  desired.  If  the  varnish  maker  is  up 
to  the  demands  of  his  business  he  will  make  known  in  one  way  or 
another  the  requirements  of  his  goods,  such  as  length  of  time  re- 
quired to  dry,  etc.  But  the  one  thing  he  will  not  advise  is  the 
tinkering  of  his  varnish  especially  by  the  addition  of  turpentine. 

The  chief  virtue  of  a  good  varnish,  aside  from  brilliancy,  Is 
elasticity.  It  is  this  that  gives  it  tenacity  and  durability,  and  as 
durability  and  luster  are  paramount  requirements  it  is  apparent 
without  long  argument  that  the  addition  of  the  turpentine,  which 
renders  the  varnish  more  siccative,  hence  more  brittle,  will  defeat 
the  two-fold  object  of  longevity  and  brilliancy.  The  force  of  this 
argument  will  not  be  so  apparent,  if  it  applies  to  rubbing  varnish, 
which  is  supposed  to  be  covered  soon  by  an  elastic  and  slow  drying 
varnish.  Yet  it  is  well  known  by  men  of  the  craft  that  a  brittle 
varnish  in  conjunction  with  a  kind  that  is  clastic  is  likely  to  pro- 
duce disastrous  results,  such  as  checking  and  cracking.  Hence  two 
varnishes  used  on  a  surface  should  he  of  one  make  (from  one 
maker)  and  should  approximate  each  other  in  point  of  tenacity  and 
elasticity. 

The  elasticity  of  the  varnish  can  be  said  to  be  its  life,  and  the 
process  of  drying,  or  indurating,  may  take  months  and  even  years. 
Whenever  it  is  absolutely  dry  then  disintegration  and  decay  begin. 
This  drying  process  is  long  or  short  in  proportion  to  the  in- 
gredients that  have  been  employed  to  dissolve  the  gums  that  enter 
into  the  irnish.     It   is   true  that   a   comparatively 

quick  drying  varnish  may  be  preferable  for  architectural  work  or  for 
a  certain  class  of  furniture  hut  this  article  is  concerned  only  with 
carriage  or  car  varnish,  or  work  that  is  subjected  to  the  changes 
of  the  weather  It  is  also  .true  that  with  street  cars  which  are  ex- 
posed to  extremely  hard  <  1  middle  ground  might  he  ad- 

1  varnish  that  is  medium  in   its 
drying.     In  the  first  place  the  cars  to  be  repainted   or  revarni  ' 

:  reasons  that  arc  self-evident  be  held  Indefinitely  in  the 
paint    shop,    and    in    the   second   place,   as   the   mana-  ually 

look  tidy,  it   becomes  necessary  to  varnish  them 
at  le  ;  so  that  for  reasons  of  economy  (as  the  slow- 

drying  varnishes  are  usually  the  mi  t  pen  ivi  1  ■>  are  justified 
in  employing  a  medium  grade  of  varnish. 

As  I   have  stated  in   a   former  article,   varm  li    should   be  kepi    In 

a    warm   dry   plai  e,  peratl 

lid  be  about  70"   F.     Though  it  has  been   my  pi  i  i>ply 

varnl  tilroad   rout 

out,  big  d  ig  end  .  and  the  1 •■ 

ture  at   zero,  yet   the  residt    w  ! 

■'    only    with    the    very    I  d    ihould 

not    he   eXpl  thl  n 

And  I  will  again  emphasize  wb  the  form. 

reg.'n  luring  the  warm  I  isry 

Uling  which  it  would  doubtless 
■  in 
fine  granules  th 

with  the  durability  of  il" 
0 


74 


STRI  II     RAILWAY    REVIEW. 


[Vol.  XII,  No    a 


market  I  believe  i  d  varnish  can  now  be  boughl 

as  ever  was  made.  Not  long  ago  I  chanced  to  talk  on  this  subject 
wnli  a  wry  intelligent  man.  though  tie  was  a  little  pessimistic 
in  regard  to  varnish.  He  wondered  why  it  is  so  difficult,  if  not  alto- 
gether impossible,  t"  buy  good  varnish  these  days     lie  told  of  a 

that  bis  grandfather  once  bad.    This  bugg 
retouched  and   revarnished  at   intervals  of  five  or  -i\   years  only, 
and  yet   il   always  looked  well  and  bright. 

I  asked  him  if  be  did  not  think  that  the  carriages  and  cars  of  to- 
day,  would   give   similar    results   if   treated    similarly       Out    grand 
fathers  considered  it  a  sin  to  take  out  the  carriage  in  bad  weather 
or  on  muddy  roads,  and  often  tin-  carriage  was  only  oul   a  dozen 
indent  vehii  carefully  cleaned,  prop- 

erly sheltered  and  nearly  always  covered  with  a  generous  cloth.  But 
now  our  vehicles  are  in  almost  constant  use  in  all  kinds  of  weather, 
on  all  kinds  of  roads  and  often  with  no  care  worth  mentioning. 
Street  cars,  for  instance,  are  in  use  l6  or  20  hours  a  day  or  even 
longer  for  seven  days  of  each  week.  Is  it  any  wonder  that  they 
Mention  from  the  painter? 

While  it  must  In-  confessed,  thai  it  is  a  difficult  problem  to  select 
a  good  one  from  the  innumerable  mixtures  that  have  the  dignified 
name  of  varnish,  nevertheless  such  can  be  had.  And  my  parting 
advice  (o  the  user  is  patronize  a  reputable  maker  and.  when  you  do 
strike  the  right  stuff,  stick  to  it 


Amsterdam    (N    Y  1    Stn  Schenectady     (N.    Y.) 

Street    Ry  ;   Ithaca   I  N     ~i    1    Street    Rj      and  the  Troy  &   New   Eng- 
land   K     K 


THE  FLOOD  EMERGENCY  BRAKE. 


Patrick  Flood,  of  Albany,  N,  Y.,  is  the  inventor  of  an  emergency 
track  brake  that  has  been  in  service  since  1895  on  cars  of  tin- 
United  Traction  Co.  running  over  heavy  grades  in  Albany.  Troy 
and  Cohoes,  N.  V.  As  an  emergency  brake  it  can  he  applied  either 
from  the  front  or  rear  platform  for  bringing  the  car  to  a  stop, 
and  it  also  acts  as  a  holding  brake  when  necessary  to  stop  for  pas 
ng  up  grade  In  the  latter  case  the  motorman  re- 
the  brake,  turns  off  the  power,  and  when  the  car  lose,  its 
momentum  il  slides  hack  on  to  the  track  shoes  ami  makts  a  very 
easy    stop    without    the  application   of   the   wheel    brake      The   ad 


1  1. 001,  EMERGEN!  N    l:K\hl 

vantage  ol    nol    having  up  lull   with   the   wheel  hraki 
will   he  readily   seen 

The  details                   chanism  will  be  understood  from  the  draw- 
ings.     Normally    the    track    -  Tried    away     from  tile    wheel 

and  track.     When  the  motorman  or  conductor  releases       levei      1 
the    dash    the   shoes   are    forced    under    the    wheels    by    a    spring   at- 

ie  Ratted 
for  the  reason  thai  the  shoe  goes  under  the  wheel  and  prevents 
the   wheel    from    sliding  on  the    rail 

The   hrake  is   in   use  on   the  lines  of   the   United    r Taction    Ci 
Albany;   the   Lowell.    Lawrence   &   Haverhill   Street    K\  ,   Haverhill, 


CONSOLIDATION   IN    NEW    HAMPSHIRE. 


An  important  merger  of   street   railway   interests  in  SOUthen 

Hampshire  and  northern  Massachusetts  will  si ted, 

\  new  company  incorporated  as  the  New  Hampshire  Traction  Co. 
is  to  absorb  and  operate  .1-  one  system  the  following  street  railway 
properties:  The  Dover,  Somersworth  ci  Rochester  Street  Ry. ;  the 
Exeter,  Hampton  ,\  taiesbury  Street  Ry.;  the  Amesbury  &  Hamp- 
ton Street  Ry. ;  the  Seabrook  &  Hampton  Beach  Street  Ry. ;  the 
Haverhill.  PlaistOW  S:  Newbury  Street  Ry.;  the  Haverhill  &  Plais- 
tow   Street   Ry..   and   the    Portsmouth  &    Exeter   Street    Ry. 

The  new  company  will  control  in  all  about  86  nubs  of  track.    This 

will  all  be  operated  eventually  from  one  alternating  current  station 

now   being  built    by   the   Rockingham   County    Light    &     Powei 

Power  for  the  street   railway  lines   will   he  transmitted  at   high  volt- 

rter  and  transforming  Stations  located  at   various  points 

The  firm  of  Thompson,  Tenney  &  Crawford,  of  New  York,  hankers. 
is  managing  the  deal,  and  inform  us  that  all  details  will  he  arranged 
the  coming  summer. 


THE  AMERICAN   EXHIBITION   IN    LONDON. 


The   American  exhibition  at  the  Crystal   Pal  Ion,  in   1902, 

is  expected  to  be  the  largest  and  most  important  exhibition  of  ex- 
clusively American  products  ever  seen  in  the  United  Kingdom. 
Most  of  the  preliminary  work  in  regard  to  the  exhibition  has  now 
been  completed  and  the  allotment  of  space  for  the  various  classes 
of  exhibits  in   the  Crystal   Palace  has  been  determined. 

The  exhibits  have  been  divided  into  eleven  classes,  including  ma- 
chinery and  mechanical  industry;  natural  and  agricultural  products: 
prepared  fruit  products;  pharmaceutical  and  kindred  preparations; 
carriages,  vehicles,  harness,  etc.;  hygiene:  lighting,  heating  and 
ventilating  textiles;  fabrics,  clothing:  musical:  photographic  and 
optical  instruments;  education  and  science:  naval  and  military: 
his,  painting,  sculpture,  etc 

Mr.  F.rncst  Schcnk.  chairman  of  the  Crystal  Palace  Co..  recently 
visited  this  country  where  he  spent  five  weeks  in  connection  with 
the  business  of  the  exposition.  His  visit  was  with  a  view  of  ob- 
taining the  co-operation  of  the  United  Stal  nment  in  the 
if  making  government  exhibits  and  he  states  that  his  mission 
here  was  most  satisfactory  in  its  results.  A  number  of  represen- 
tative American   firms  have  already   applied    for   space. 

Perhaps  the  most  important  feature  in  connection  with  the  exhi- 
bition will  he  the  establishment  of  a  commercial  bureau  under  the 
direction  of  a  committee  of  representative  \nurican  and  British 
firms  This  committee  will  undertake  to  furnish  exhibitors  with 
all  necessary  information  in  regard  to  the  channels  of  trade  and 
the  placing  of  goods  on  the  British  and  continental  markets. 

The  commissioner  for  the  United  States  is  Mr  Mfred  II.  Post, 
Produce  Exchange,  New  York  City,  and  the  assistant  commis- 
sioner for  the  commercial  section  is  Mr.  W.  B  Bancroft.  20  Victoria 
St.,  London.  S  W  Applications  for  plans  and  particulars  of  space, 
etc..  should  he  forwarded  to  either  of  these  gentlemen  or  to  the 
general    manager.   Crystal    Palace.   London.    S.    K. 


IMPROVEMENTS  ON    PEORIA  &    PEKIN 
TERMINAL   RY. 


IIh-   Peoria   (III  1    &   Pekin  Terminal   Ry.,  operating   10  miles  ol 
electric  railways  and  a  21-mil  line,  held  its  annual   mi 
human    21st,  al   which  its  board   ol   officers  ami  director,  wa       > 
elected,  and  a  numb.  1   of  important  improvements  of  the  properties 
were  discussed      li    was   decided    to  add   to  the  passenger   equip- 
ment    an.l  10  purchase  two  1 , for  handling   freight   traffic. 

Yards    with     1    capacity   for    storing    500  and   150   cars   per   day   re- 
ely,    will    be   opened   iii    I'eoria   and   Pekin.  and   a  part  of  the 
railway   system,  u   is  expected,  will  be  double  tracked  this 
year.      The    company's    ,  receipts    up    to    the    date    of    the 

meeting   were   reported  as  .?R  per  cent   in   excess  of  the  rccc] 
ihe  corresponding  period  lasl  yeat 


Feb    15,  1902] 


STREET    RAILWAY    REVIEW. 


75 


HANDING 


EXPRESS     MATTER    IN 
CARS   IN   NEW   YORK. 


ELECTRIC 


In  the  'Review"  i.>r  July  15,  1901,  page  407.  extended  notice  was 
given  of  the  inauguration  of  an  express,  freight  and  haggage 
service  in  special  express  cars  to  he  operated  over  tin-  lines  of  the 
Metropolitan  Street  Ry  system,  of  New  York,  including  the  Union 
Ry.  lines  in  the  Bronx  The  idea  was  put  in  effect  last  June  and 
in  these  six  months  tin  business  has  developed  to  a  degree  almost 
hoyond  the  expectations  of  the  promotors. 

Through  the  courtesy  of  Mr.  George  W.  Slingerland,  general 
manager   of   the    Metropolitan    F.xpi  we  are  able   to  publish 

herewith  considerable  information  concerning  the  methods  adopted 
for  carrying  on  the  details  of  the  business.  In  view  of  the 
heavy  traffic  conditions  in  New  York  these  methods  tor  giving  a 
frequent  and  satisfactory  express  and  freight  transportation  service 
without  interfering  with  the  passenger  traffic  should  he  suggestive 
to  other  managers  having  or  contemplating  express  or  freight  car- 
rying facilities.  In  particular  attention  is  directed  to  the  com- 
pany's new  receipt  form  which  embodies  in  one  blank,  (or  rather 
an  original  and  duplicate  copy  of  one  blank)  consignor's  receipt, 
way-hill,  hill  of  lading,  tracer,  consignee-  receipt  auditor's  check. 
and  in  truth  is  the  only  hlank  used  in  the  entire  transaction  of  re- 
ceiving, forwarding,  transfering,  recording  and  delivering  express 
packa. 

The  express  business  is  handled  by  a  separate  company  known 
as  the  Metropolitan  Express  Co.,  which  uses  special  express  cars 
running  on  regular  schedules  and  at  frequent  intervals  over  the 
various  owned  and  controlled  lines  of  the  Metropolitan  Street  Ry 
from  the  Battery  on  the  lower  end  of  Manhattan  Island,  through 
the  wholesale  and  shopping  district,  to  the  east  and  west  uptown 
resident  districts  to  the  north,  including  the  entire  Bronx  district 
and  the  towns  of  Yonkers,  Mount  Vernon,  New  Rochelle,  etc. 

To  expedite  the  express  matter  the  territory  covered  1-  divided 
into  about  4.1  districts  with  numerous  main  central  distributing 
depots  from  which  deliveries  arc  made  and  where  tran-t 
attended  to.  Deliveries  and  collections  are  made  by  messenger 
boys,  by  horse  and  wagon  and  by  electric  automobili  this  branch 
of  the  business  heing  transferred  in  accordance  with  the  demands 
of   the  I  heavy    hauls    away    from 

reet    railway    lines    are    necessary    wagons    are    used.      In    the 
retail  dry  g*»ods  district  bo)  he  packages   from  the  stores 

and    markets       For    covering   a    thickly    settle. I  to 

distributing    depot    or    for    running    from    tin'    town    depots    to    ih, 
automohiles    have    proved    vcr 

In  many  instance-  also  the   street  railwaj  being   used 

if    intermediary    in    the    handling    of   large    quantil 
1        lor   instance  many   wholesali  and   brew 

■1   the  downtown  districts  bring  their  dailj   consignments  to 
their   own    wagi  goods   are   loade. 


BAG)    ■  METROPOLITAN   EXPRESS  CO 

inirhan 
ill   tin 

■11  the  long 
haul   tl  m 

I 

ork   f"t 

■o   this 


ling  of  theii  citj  and  northern  suburban  deliveries,  F01  tins  work 
the  express  company  maintains  a  large  force  of  collection  mes- 
sengers who  call  at  the  retail  stores  from  7  to  to  tunes  a  day  and 
make  collections  lh,  -,  hoys  lake  the  packages  to  certain  specified 
points  on  the  car  routes  where  the  packages  are  put  111  baskets 
and  transferred  to  the  first  express  car  that  passes.  I'he  ines 
,,11  the  ens  son  the  bundles  en  route  and  deliver  them  in 
baskets  at  the  distributing  depot  nearest  the  destination  10  which 
the  packages  are  addressed.  From  the  depots  the  bundles  are  im- 
mediately despatched  by  wagon,  automobile,  or  foot  messenget 
depending  upon  which  waj  will  secure  the  quickest  delivery.  The 
-tores  by  tin-  means  secure  nearly  a  dozen  deliveries  a  day  and  if 


MAIN  EXI'KESS  DEPOT  AT  liAYARD  ST.  AND  BOWERY. 

necessary  can  guarantee  the  delivery  of  packages  within  an  hour 
or  two,  and  this  without  the  risk  and  expense  of  maintaining  a 
large    force   of   hams,    wagons   and    employes 

\l  the  present  lime  the  express  company  has  26  cars  in  daily 
operation,  I  hese  run  on  regular  schedule  starting  from  the  bat- 
tery at  intervals  of  about  an  hour  during  the  day  on  two  of  the 
main  north  and  south  lines,  namely  3rd  \\eiiue  on  the  East  Side 
and  7th  Avenue  on  the  West  Side  In  dispatching  it  is  always 
arranged  to  have  an  express  cat  follow  a  regular  passenger  car 
and  tin  express  niolorman  is  instructed  to  make  the  -ame  time  as 
["here  is  no  delay  therefore  to  passenger  traffic  I'he 
collection  points  along  the  route  in  the  department  store  district 
are  locPled  at  points  when   all  cars  are  required  to  come  to  a  full 

stop        While    th ,11     cat     1        lopping    at     the    far    corner    for 

passengers   the  expri       cat     tops  at   the  near  corner  and   rcceivi 
whatcvei   bundli     and  packages  may  bi    waiting      When  necessary 

to    Iran    fcl    ■. '1      from    car   to   car  or    do   considerable    loading    the 

■  <pn       1     run   from   th.    main  line  int 1    ol  the  depot!       There 

i-   no  I h  am  e  to  the  1    gulai    pa     engei   tl  affii    01      dcwall    1  ravi  I 

in  am    way,      Ih'    depol     are  arrange. 1  to  permit   the  express  cars 

1 along      di    nl    11"    platform   whili    the   wagon     and  electric 

cehicles  drive  tip  to  tl Iiei     ide,  thu     reducing  to  .1   minimum 

the   ti •      "'  1 '  ■in  1 1 

When  tin-  expn         first  proposed  thi    ci  impanj    an 

ed  it  had  ii"  intention  nl  .mi.11 izing  (he  old  wagon  express 

c panii      and    tin    belief  1 1    thai    tin    old   •  <  imp; 

and   th-  ild    '  "ii    h igt  ih.  1    in  I1.11  n j    to  .1   grcal    ■ 

p and   in   facl   thi    United  Stati      1     pri 

1 '.,    ha  1   iii,    \i.  nop,, in  m    1     pn       Co    il      oli    carrj mg 

u   York  above  50th  Strccl 

rin  ici       n      tarted   with    10  cat     Ii    ovet    ft ■■ Id  mail 

■    ■  ■  1  n  ■     nd  i t  1 rv  to  Insi 

'     from  thi     I    I      Brill  Cn       \n 

fai  1   I  hat  1  hi  ■■.    an    1 t\  Ii  tl  «  ith 

■     "I id     1 1 1 . 1  with 

Ming  tl n  I..    11  ed  dttil    Inn 

■  ■  hi  ad   troll  n       ind  the  1 

on  the  croi     town  it  reel        I'he  cli  ingi    I nidi  1  a 1 

hi  -id   traction    in   mad.    by  di  p  thi    pli  iv    and    

ol    1 :i     <>i  th.- 

I  nd  hai  It ating  ol 

.'I    .mi- 


76 


STREET  RAILWAY  REVIEW. 


(Vol.   XII,  No.   2. 


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DUPLICATE.  RECEIPT. 


200  amperes.  On  a  recent  test  run  an  express  care  made  i6J/j 
miles  with  one  charging  of  the  batteries  at  an  average  speed  of  754 
miles  per  hour,  including  stops.  The  batteries  may  be  charged 
either  at  regular  stations  or  from  the  underground  trolley  circuit 
while  the  car  is  moving.  As  the  line  current  frequently  changes 
its  polarity  along  the  way  the  cells  are  charged  through  an  auto- 


matic pole  changing  switch,  operated  by  solenoids,  and  there  is 
also  an  underload  switch  to  protect  the  fuses  and  resistances  in 
case  an  unforseen  emergency  should  suddenly  lift  the  load  from 
the  battery. 

The   automobiles   are   run   by   batteries   of   one   of  the   Electric 
Storage   Battery   Co's.   older   types.     The   short    distance   vehicles 


Feb.   15,  1902.] 


STREET    RAILWAY    REVIEW. 


77 


have  batteries  rated  at  36  amperes  for  three  hours  and  the  long 
distance  wagons  have  batteries  capable  of  giving  37  amperes  for 
four  hours. 

To  facilitate  the  handling  of  all  classes  of  business  with  economy 
the  company  has  adopted  entirely  new  clerical  methods  eliminating 
a  considerable  amount  of  the  clerical  work  incident  to  way-bill- 
ing,  tracing,   etc. 

This  end  is  gained  by  a  new  form  of  receipt  which  the  company 
has  termed  a  "Transit  Record"  in  place  of  the  term  way-bill  or 
receipt 

The  transit  record  is  made  out  in  duplicate  by  means  of  carbon 
paper.  To  the  original  copy,  which  is  left  with  the  shipper,  are 
attached  two  coupons  which  are  detached  by  the  employe  signing 
them.  One  of  these  coupons  is  called  the  auditor's  check  and  is 
sent  at  once  to  the  auditor's  office.  The  other  is  the  forwarding 
office  coupon  showing  destination  and  other  important  information 
and  is  kept  on  file  at  the  forwarding  office. 

The  duplicate  of  the  original  receipt  is  also  taken  by  the  collect- 
ing employe  and  this  form  must  accompany  each  individual  ship- 
ment through  to  destination,  no  matter  how  many  hands  the  ship- 
ment passes  through,  but  each  employe  who  handles  the  goods 
en  route  must  endorse  his  name  and  check  number  on  the  back  of 
this  duplicate.  This  enables  forwarding  to  proceed  without  in- 
terruption and  the  shipment  is  not  stopped  at  any  point  to  be  way- 
billed,  or  for  the  receipt  to  be  re-written.  The  man  who  makes  the 
actual  delivery  of  the  goods  secures  the  consignee's  signature  on 
the  duplicate  receipt  and  this  form  is  then  returned  to  the  auditor's 
office  and  with  the  original  auditor's  check  already  on  file  consti- 
tutes a  complete  record  of  the  shipment  with  information  as  to  all 
charges  collected  or   prepaid. 

The  original,  the  duplicate,  the  auditor's  check  and  the  forward- 
ing office  coupon  are  all  stamped  in  one  corner  with  the  same 
number  and  much  of  the  recording  is  done  by  the  use  nf  this  num- 


TRANSIT  RECORD. 


Every  Messenger  and  Transfcrman  through  whose 
hands  this  Transit  Record  passes  must  stamp  his  Same 
and  Check-mark  in  regular  rotation,  hcrclln. 


Messenger  or  Traniftrmtn. 


Check-mark. 


1 

2 

3 

4 

5 

6 

BAI  k  •■!    DOPLN  \T\    » 1  1  1  n- 1 

ber.    For  instance  the  agent  in  charge  oi  .1  distributing 

not  have  to  enter  on  his  daily  distribul  1  long  description 

•  ly  enters  the  niiinlirr  of  tl 
turnn!  delivery.     Tracing  is  accomplished   l.y 

■imply   asking   th<  mployc    wli-  so   and    so. 

In  this  way  a  vast  am  'rk  is  avoided 

lias   charge    •■<   the    11  im.-nt 

and    by    means    of    the    original  -reives 

>il  the  duplicate  transit 


been  properly  carried  out.  The  auditor's  check  enables  the  audi- 
tor to  vise  the  entire  business  of  the  company  including  revenues 
and  disbursements  and  by  this  means  again  much  bookkeeping  and 
clerical   work  is  eliminated.     To  regular  shippers  books  containing 


AUTOMOBILE  DELIVER'?   WAGON. 

original  and  duplicate  receipts  or  transit  records  arc  furnished 
already  stamped  with  consecutive  numbers,  the  series  for  each  cus- 
tomer of  course  being  regulated  to  avoid  connection. 


MEETING  OF  SOUTHWESTERN  ASSOCIATION. 


The  fourth  annual  meeting  of  the  Southwestern  Gas,  Electric 
&  Street  Railway  Association  will  be  held  in  San  Antonio,  Tex., 
April  18-21,  1902.  The  programme  in  detail  will  be  announced 
later.  The  following  papers  will  be  prepared  and  read  before  the 
meeting: 

"Progress  Clubs  in  Texas,"  E.  II.  Jenkins,  San  Antonio,  Tex, 

"Fuel  Oil,"  H.  F.  MacGrcgor,  Houston,  Tex. 

"Flat   Rate  Evil,"  Thos.   D.  Miller,   Dallas,  Tex. 

"Office  Management  of  Street  Railways,"  T.  II.  Stuart,  Waco, 
Tex. 

11  ol   [nsidi    Wiring,"  Warren   B,   Reed,  New  Orleans, 

La. 

"How  to  1  1  -in   Busim  1     \\  i  ■     1  pier,  Tex. 

"Injury  and   Damage  Cases,"  Frank   E.  Scovill,   Austin,  Tex. 

Past  and  I  him.   ol   Eli    mi    Lighting,"  by  J.  !•".  Strickland, 
Waxaliaclnc,  Tex. 

A  very  successful  meeting  is  anticipated.     Hotel  ai 

tions  had  best  be  secured  in  advance,  and  the   secretary  will   take 

great  pleasure   in   answering        lor     u| this  or  any 

other  subject. 

Warn,    TeX.  T.     II      Sill  \kT,    S( 

*  I  » 

ELEVATED  LINES  ARE   RAILROADS. 

The  '  h         ■    ha\  m^    1 .  .1    (or 

taxation  and  by  thi 

of  equ  brought  by  the  South 

tl ■    l  ■ 

to  dct>  lini  railroad     01     treel 

railwav  ipit     in    1 1 cudered 

in  which  iii  8th,  thai    thi    1  li  trated 

lines   ■<■  1  ■   within    th  ng   oi   the  md 

are  subject  only  to  the  jurisdiction  ol  - 

••■  I  probably  bi  n  the  Mi|>r«  • 


I         1  urn 
(ilrird   an   .,.'  ,:,  |nT,    ||    ,.. 

(t.   in   'Iiiik-ii  nil   has  a  1 


78 


STREET  RAILWAY  REVIEW 


[Vol.   XII,  No.  2. 


PREMIUMS   FOR  TRAINMEN   AT  BUFFALO. 
N.    Y. 

VI       I     1     Mitten,  general  maiugei  •■<  the  Buffalo 

!    companies    controlled    b)    the    Inter- 

i    I  r.i.-M. .11  Co.,   we  have  been  etails  of 

;i    premium   system   recentlj    made  applicable   to   the   trainmen    on 

lines,  :n<il  which,  we  know,  has  never 

tried   in   just   the   --aim-  mannei 

Ry  stated,   the  plan   1-  to  fix   the   wages   of  all  trainm 
.i    fait    and    reasonable    rate  and    then,    at    the   end    of    every    six 
month-,  to  p  tiductoi   and  motorman  who  has  not   had 

■  lent   for  which  the  company  lias  been  required  to  pay  'lur 
mg  tin  .   p<  1111111111  .'i   one  • 

I  platform  time  during  the  whole  six  months. 
Prior  to  the  opi  lie  Pan   American   Exposition  the  train- 

men of  tin-  International  Traction  Co.  received   t6,  17  and  18  cents 
per  hour,  depending  upon  the  term  ol  ul  al   the  opening 

of   the  exposition   the    street    railway   company,   realizing   that   the 
«nrk   and   strain    upon   the  men   during  the   period   of   the    Pan 
American  trawl   would   be   unusually  heavy,   voluntarily   im 
the  scale  of  wages  two  cent-  an  hour,  making  the  maximum   rati 
20  cents  an  hour 
In  November  last,  after  (he  fair  was  over,  the  rate  was  > 

nt  an  hour.  fixing  the  scale  at  is  cents  per  hour,  platform 
tune,  for  the  first  year's  service,  anil  10  cent-  per  hour,  platform 
tun.',  thereafter,  this  rate  applying  onlj  to  city  lines.  On  inter- 
national lines  a  Hat  rate  of  20  cents  per  hour  was  put  in  force 
However,  with  the  bulletin  announcing  the  reduction,  notici 
given  that  on  Jan.  I.  1902,  and  on  the  first  day  of  each  succeeding 
July  and  January,  a  premium  "t  "in-  cent  per  hour  t"i  ill  tune 
actually  worked  would  he  paid  to  all  motormen  and  conductors 
wdn.  had  not  cosl  the  company  anything  m  accident  claims  Stipu 
lation  was  made  that  if  the  total  amount  paid  for  any  one  man's 
accidents  should  he  less  than  the  amount  of  his  possible  premium. 
he  should   receive   the   difference 

On  Jan     1.    1902,   the   company   paid   $3,500   in   these   premiums 
\-    the    plan    was    made   effective    on    Nov     23,    1901.    the   month    of 
December,  1001,  as  against  December,  1900,  presents  the  firsl  com 
parative  test,   but   for  that   month   the   results   show   .1    decrea  1    ol 
42  per  cent  in  the  number  of  accident-  occurring      Mr.  Mitten  in 
forms  us  thai   the  improvement  in  the  work  of  the  men   1-   nol   con 
fined  alone   to  the   decreased   number   of   accidents.      The   manner 
111   which   reports  are   made  out   and  witnesses    --cured   is   far  better 
than    ever   before,   conductors   taking    particular  pains   p.   give   tin 
location    of    witnesses    and    expressions    used    by    them    at    tune    of 
nt,  from   which  thi   companj    1-  able  '"   iudge  of  their  value 
as  witnesses.     Many  of  the  report-  of  minor  injuries  are  accom 
panied   by   slip,    signed   by   the   injured   person   to  the   effect    that 
neither    the    conductor   nor    the    company    was    to    blame       As    the 
men   almost   invariably  explain  at  the  time  of  the  mishap  that   they 
are  personally   interested  in  clearing  the  matter   up,  the   pas 
is   usually    much    more   inclined   to   he   reasonable   and   absolve   the 
employe    from    responsibility  for  the  accident      The   employes   are 
instructed  to  make  every  effort   when  an  unavoidable  accident   does 
occur  to  secure  witne!  'he  trainmen  were  not  to  blame. 

1  in   each   premium    day    the  general    manager   issues   to   each   man 
in   the   employ   of   the   company   a    personal    letter.      To    those    who 
have  gained  the  premium  through  freedom  of  accident  he  eni 
pay   check    for  the   amounts  of  extra    remiun  t  irion   and    llianks   the 
men   cordiall}    for   their   careful    service. 

I.,    thi    1     thai    have    failed    to  keep  a    clean    record    he    -end-    the 
following   letter 

ii-   Sir — T    sincerely   regret    that    it   has   been    found    neci 
to  deny  you  your  premium  on  account   of  the  accident,  concerning 
which  an  account   will  In    found  on  the  enclosed  card.     I  trust  that 
you  will   n. a   lose  heart,  hut.  on  the  contrary,  will  endeavor   during 
ming  -ix  months  to  use  such  care  in  the  performance  of  your 
duties  as    p.   insure   v. air   receiving  the  premium   check    in   July       I 
take  this  opportunity   of    saying  that    the  management  will   continu 
ally    -trive    to    better    the    condition    of    its    nun.    making    both    its 
and    remuneration    with    a    view    of   bringing    out    your    best 
efforts    and    most    careful    work;   the    undersigned    hcing    willing   to 
any    iust    cause    of   complaint,    expects    to    both    merit    and 
receive    your   loyal    support." 

With    the    letter    is    enclosed    a    card    giving    the    nature    of    the 
t    for    which   the    man   is   held    responsible,    the    date    it   oc- 


culted, and  a   statement  of  the  expenses  incurred  by  the  company 
in  defending  the  claim  nvenience  in  keeping  record-  and 

making    out    tin  the    following    classification    ha-    been 

pted 


OCCIDENTS 
A    1  ollision  with   veli 
!'.    1  ollision   w uli  persons 
llision   with  animals 

lll-lon    Willi    hie. 

1    1  lision    » ah 

le.n  ing    track 

1 .     Employes   injured   when  on 

duty. 
II     Centei    pole   accidents. 
lighting  or  boarding   mov 

ing 
K      flighting    "r    hoarding 

tionary   car. 
I .      Fell   in.  on  ..i  off  car 
M — Fi  on  1  urve. 

N — Trouble  on  account  'if  fare 
'  1     1  listurbance  on  car. 


P     Eji  ctment    from   1 
Q     Frightened  In 

R — Electric   -hock   to 

S — Electric  -hock  to  animals 

T — Electric  Heaters 

I       Mi  sec)  I  0 

EXPENSE 

1.     Witness   fees  and  cxpi 

pert   testimony 
.(.    Medical   expi 

4.      Special 

-  lnci  lentals,   office  expi 
etc 

6.     Sal 

-  S.  attorneys 

ourt    fee-     and     legal    ex 
penses. 


LEGISLATIVE  ACTIVITY   IN   NEW   YORK. 


Among   the   hills   that   have   been   introduced   in   the    New    i"ork 
stature  arc  the  following: 

\  im  -cat-no  fare  lull,  by  Senator  Sullivan  of  New  York  City. 
Concerning  this  hill  the  leading  New  York  papers  take  a  reasonable 
view,  the  Sun   saying: 

"On  the  Broadway  line  at  night  the  crowds  are  crushing:  but 
the  railroad  company  would  he  deserving  of  indictment  if  it  put 
011  any  mure  cars.  It  has  already  twice  a-  many  cars  as  ought  to 
be  on  the  tracks,  when  the  rights  of  general  traffic  are  considered. 
If  the  Sullivan  hill  ever  went  into  effect  ami  the  puhlic  found 
themselves  prevented  from  boarding  the  cars  to  the  limit  of  their 
capacity,   the   result   would  he  a   revolution." 

A  bill  with  several  good  features  permits  one  domestic  corpora- 
tion to  guarantee  the  bonds  of  another  domestic  corporation  in  the 
same  general  line  of  business.  This  bill  was  passed  and  will  make 
possible  a  closer  affiliation  of  street  railway  properties  controlled 
by   the   same  intet 

J.  11  Fit/patrick  has  a  bill  in  the  assembly  requiring  a  third 
employe  on  all  cars  in  New  York  City,  to  aid  the  conductor  in  the 
performance  of  his  duties. 

A    bill    introduced    by    Senator    Wagoner    makes    the    head    of    a 
railroad    corporation    directly    responsible    for   the    violation 
of  the   law   prohibiting  street   railway  employes  to  be   compelled  to 
work   more  than    to  consecutive  hours  in  one   day. 

Assemblyman  Kelsey  has  prepared  an  act  amending  the  New 
York  rapid  transit  law.  This  is  designed  10  remove  any  legal 
hindrance  to  the  subway  contractor.  Mr.  McDonald,  turning  over 
the  rapid  transit  road  when  completed  to  another  corporation 
already  formed  or  to  be  organized  to  operate  the  road.  Under  the 
present  law  the  contractor  is  not  only  to  build  the  subway,  but  to 
operate  the  mad.  The  statement  is  made  on  authority  that  a  new- 
company,  with  capital  stock  of  $25,000,000.  lias  already  been  or- 
ganized by  Mr  August  Belmont  to  take  over  the  underground  road 
.1-   -non   as  it   is  completed. 

Another  hill  just  introduced  is  in  the  interests  of  the  Pennsyl- 
vania in  its  plan  to  tunnel  under  tin  Hudson  and  East  Rivers,  in 
order  to  secure  terminals  on  Manhattan  and  Long  Island.  The  bill 
amends  section  73  of  the  New  York  city  charter,  which  limits  the 
term-  of  franchises  to  25  year-,  ami  authorizes  the  Board  of  \ldcr 
men  of  New  York  to  grant  in  perpetuity  a  tunnel  franchise  of  the 
desired  under  certain  restrictions  as  to  conditions  and  compensa- 
tion, 

Senator  Bedell  will  endeavor  to  pas-  a  measure  compelling  all 
street  surface  railway  cars  outside  of  the  boroughs  "f  Manhattan 
and   Brooklyn    to  be   vestibuled   in   the   winter   months 


The  Richmond  fVa.)  &  Petersburg  Electric  Railway  Co.  has 
been  obliged  to  delay  the  construction  of  its  line  between  Rich- 
mond and  Petersburg  on  account  of  a  pit  of  quicksand  directly 
in  its  right  of  way. 


Feb.   15,  1902.] 


STREET    RAILWAY    REVIEW. 


79 


MOUNTAIN   PARK  CASINO  AT  HOLYOKE. 
MASS. 


fore  embodies  the  latest  ideas  in  buildings  for  street  railway  park 
entertainments,  and  although  it  is   somewhat   more  elaborate  than 


Through  the  efforts  and  activity  of  the   Holyoke   Street   Railway 

Mt,   Tom   in   Central    Massachusetts   has   come  to  be   widely 

known  as  one  of  the  most  delightful  mountain  resorts  in  America. 

and   as  a   center   for   tourists  and   visitors     1  pillar  as   Mt 

Lome  in  California  or  Pike's  Peak  in  Colorado. 

escribed   in   previ.m-  the    "Review,"   the   summit 

of  Mt.  Tom  is  reached  by  an  incline  railway  the  balance 

system   with  two  cars  connected  by  a  ng  over  an  s  fl 

sheave  at  the  top.     On  the   summit,  over    1,200    ft.   above   sea  level, 
is  a  costly  pavilion  and  hotel  overlooking  a   wide  sweep  of  country 
for  50  miles  in  all  directions.     This  Summit    Hou 
in  the  "Review"   for  October    15th 

The   Holyoke   Street    Railu  is   400   acres    of   prop- 

erty located  at  the  foot  of  Mt,  loin,  about  four  miles  from  the  center 
of  Holyoke  and  -in  and  a  half  miles  from  Northampton,  Mass 
This  tract  is  known  as  Mountain  Park,  and  here  the  company  has 
established  a  spacious  and  finely  arranged  park  and  pleasure  ground, 
with    •!  ther     wild    animals.  i     merry-go-round, 

scenic    railway,    anil      c  vide    attractions.       The      park      is 

reached  by  cars  of  the  Holyoke  Street  Ry.  in  twenty-five  minutes 
from   Holyoke   and    thirty   minutes    from    Northampl 

Entertainments  were  first  given  in  Mountain  Park  in  1897.  when 
an  open  air  stage.  25x30  ft.,  was  utilized  for  the  performances. 
the  spectators  occupying  about  400  seats  in  the  open  air  arranged 
around  the  stage.  This  open  auditorium,  with  additions  and  in- 
crease in  seating  capacity  up  ■       remained  until  the  pasl  sum 


DROP  CURTAIN   IN  THEATER. 


many    roads    of    tile    same    si   e    could    afford,     the     plans     are     well 
worthy  of  study  on   the  part  of  other  managi 
Until   the  summer  of   [901   vaudeville  alone  bad  been  given,  but 


1   NT.WN  PARK 
Ca*ino  in  tomgroand  round  and  Scenic  Rallwaj   In  enter.    Bumin  1  RotiM  and  Pavilion  on  M'   Ton  In  dl  lance 


■.hen    the   new   casino   herewith  was   erect. 

•'  $10,000.     The  builditi.  lerts  in 

'he    final    ■!  in    ex 

amm.v 


/  ^Trrlfi 


*m 


lfflEJ&t£ 


this  last   summer  an  opera  company  of  twenty  five  people   wa     en 

nted   1  diffi  1 1  nl  opera  eai  h 
Vaudeville,  n  "l  troubadours  ■■  ■  en  Foui  weeks,  mak 

1  1  tainmenl   in   all      The   itn  el    1  ailway 
management  a   whole  wa    quit     ati  fa< 

t  th  1  $10,000  expended  in  building 

.,   ,      evei  md  i'"1" 

1      ceni    foi  othei 

l i" 10  and  5  1  ■  nl    foi 

ill  be  gh en  again  thi  ummei    E01 

\n  examination  ill  maki    cleai   tl 

10  on 

from  front  '     •      fl      ■  idth  o) 

building,  tin  ft.;  length  from  front  dooi     to  curtain  line    n.s  ft. 

\i  both  di I   in  .-.  idth,  on  whii  h 

en  1 

1  be  auditorium  propei   contain       1 1   which  arc 

.ton  f  e  back  for  reserving,  and 

de  the 
huildini  i  iking  a 

1  thi 
audit  1 '"''  (|"- 

iditorium  flooi   beginning  al  the  stage 

ti  h   "f   1    ft     In    too  ft  .   10  that   thi  I 


Si  I 


STREET    RAILWAY    REVIEW. 


[Vol.  XII,  No.  2. 


obstructed   vn»  it    in   tin-  hi 

le  grading  was  avoided  bj   locating  th                         natural 
slope 

["he  fl    « ide                              om  the  foot  lights  i" 

back  wall      I  from  Btage  Boot   to  Ih                          36  11 

giving  ampli  foi  scenery,  curtain,  etc    1                    rooms 


can  close  all  the  shutter^  in  fifteen  minutes  in  ca  n  arises 

Mm    switchboard    for   controlling  l>g'  '''I   i»   the   usual 

Boor  at    the  left  of  the  curtain,     h   is     fully 

equipped  with  switches,  dimi  to  regulate  all  house,  stage 

fool  lighl -  as  in  .ill  first  cla     theaters. 

The  lighting  of   Mountain  Park  and  the  casino,  and  also  of  the 


FLOOR   PLAN  OF  CASINO-MOUNTAIN  PARK. 


at  cither  side  of  the  stage  arc  20  fi  square  and  25  Ft  high  In  these 
rooms  are  placed  the  scenery  wings  and  paraphernalia  to  be  used 
in  the  different  acts  during  each  performance.  The  property  rooms 
on  the  stage  level  are  24x30  ft.  I  lieu  are  six  trap  doors  in  the 
stage  floor,  each  opening  being  2  ft.  6  in.  x  5  ft. 

Below  tin  high,  and  ha>  ing  Ihe    : 

and  breadth  as  the  stage  tl above      \i  either  side  of  this  lower 


I   LSINO    OPENINGS  CLOSED  BY  SHUTTERS. 

room,   and   beneath   the   property    rooms,   are   the   dressing    room; 
in  all,  ranging  in  1   1  ft.  10  in.  x  12  1  8  in.  x 

he  right  being  for  women  and  thosi   on  the  li 
men. 

As  shown  in  the  reproductions  from  i In  phs,  the  sides 

of  the   auditorium  arc   open,  but    these  openings  can   be  clo 

f  storm  or  wind  by   wooden  swinging  shutters.      fwo  men 


pavilion  and  hotel  at  the  top  "I  Mt.  ["om,  1-  accomplished  in  a 
somewhat  unusual  way.  Current  for  this  purpose  is  furnished  bj 
an  alternating  generator  sel  located  at  the  street  railway  power 
house  in  Holyoke,  five  miles  distant  from  the  foot  of  the  mountain. 
This  set  consists  of  one  tio-h,  p.  direct  current  motor,  one  [00-h.  p. 
alternating  currenl  generator  of  1.000  light  capacity,  and  a  small 
exciter  motor,  all  mounted  on  a   single  shaft,  and  running 

r.   p.  m.     The    IIO-h.   p.    m 1    lakes  current    direct    from    thi 

station  1ms  bar  at  550  v. .Its      From  the  generator  alternating  cur- 
rent   is  taken  at    3450  volts,  and  at   this  pressure   is  trail-null. 
a  pair  of    X'..    0   aerial   insulated   wires   to    Mountain    Park   at    the 
of  Mt.  Tom.     Here  the  current  passes  through  two  300-light 
ormers,   one    for   the   casino   and   one   for   the   park,   and    is 

changed   1 (-volt   alternating   current    for  the   incandescent    and 

enclosed  arc  lamps,  A  third  transformer  is  placed  at  the  sum- 
mit of  the  mountain   for  lighting  the  buildings  at   the  top. 

To  avoid  fluctuations  in  the  lighting  current,  due  t..  fluctuations 
in  the  load  at  the  main  station,  a  potential  regulator,  furnished  by 
the  Tirrell  Regulator  Co.,  of  1  oncord,  N.  H  .  is  connected  with  the 
generating  set.  This  instrument  by  regulating  the  fields  of  the 
lighting  machine  compensates  for  variations  in  the  main  station 
and  insures  stead]  lights  at  the  park  and  casino.  The 
lighting  set.  which  rests  on  one  foundation  bed,  covering 
space  less  than  0  ft.  wide  by  6  ft.  long,  was  furnished  by  thi  Gi 
era]  Electric  Co.,  and  is  said  to  be  the  first  set  eve.-  furnished  for 
service  of  this  nature. 

The  building  of  the  casino,  the  installation  of  the  lighting  set,  and 
the  management  of  the  opera  company  has  been  under  the  direc- 
tion of  William  R  Hill,  secretary  and  treasurer  if  the  Holyoke 
Si  reel   Railway  1  . 


Feb.  15.  1902.] 


STREET    RAILWAY    REVIEW 


81 


IMPROVEMENTS   IN   KANSAS  CITY. 


ickholdcrs   and   directors    of    the 
Metropolitan   Street    R  Kansas    City,    Mo.,    under- 

mstruct  t  large  part  •■{  it<  system  and  to  apply  electric 
I  number  of  the   roads  which  were  operated   by  cables. 
The  year  1901  was  a  busy  one  tor  the  company,  as  in  the  neighbor- 
million  and  a   hall'  dollar-  has  been   spent  for   improve- 
had  been  planned-      The  decision  to  change  the  motive 

on  its  lilies  to  electricity  meant  the  tearing    U] nstruc- 

tion  which  originally   cost  $  1 1  ,000,000  and  wa  d   for  several 

nt    nine    miles    of   new    track    has    beei 
and  a  new  power  plant  at   18th  and  Olive  Sts..  has  been  completed 
and    put    in    operation.      The    machinery    has 

lor  the  new  plant  which  1-  10  relieve  the  present  Kiverview  plant 
which  is  inadequate  to  meet  the  present  requirements.  The  new 
plant     •  tear  the  load  center  as  possible,   which 

will  be  in  the  heart  of  the  business  center  of  the  city,  and   il 
when  completed  will  be  about  a  million  and  a  halt  dollars      Work 
011    this  tienced    in    the    early   part    oi   this   year.      The 

huildit..  too  feet,   in  area  and   will  contain  machinery 

;5.ooo  h.  p.     The  companj  milding 

extens'  ips    at    19th    St.    and    Lister    \\c  .    which   cover    i.i 

g  >und  and  when  finished  will  give  employment  to  350 
men  The  paint  -hop  i,  already  finished  and  the  blacksmith  shop, 
electrii  d    a    -mall    steam    plant    are    nearly    tin 

to  build  all  its  own  cars,  and  repaint  and  repair 
them  at  it-  own  -hop-.  The  construction  both  of  the  new  shops 
and   pi  a-   well   a-    the   reconstruction    of  the   company's 

tinned   throughout    this    year   and    will    be    1 
lity. 
impany   has  ganized   in   conni 

railway    company    to    charter    special    car-   and    run    them    p.1-1    the 
different   line,   through  the   interesting 
\  party  can  charter  a  car  and  go  everywhere 
-.  itching    from    one   line    to   anothi 
town  will  be  electrically  equipped     These  excur- 

1 'leasing  and 
inexpi 

The  street   railway   company    for  tin    pasl    year  ha-   employi 
vOOO  men.  fore,-  ranging   from 

I.OOO  men  and  the  operating  •     mi  n       I  hi 

which    make    the 
•  -   day 


TAXATION   OF  CHICAGO   »L"   ROADS. 


.a   last 

month  oada   i"r   the   put 

■■in      bv     tli- 

ird   of 
thi 

lualiza 

'1    the    othl  irmly 

•  »  » 

OHIO  CENTRAL  TRACTION   CO. 


■ 


The  road  is  in  charge  of  Mr.  Will.  1''..  Ilavcox,  general  111,111c  , 
who  has  been  identified  with  the  street  railway  business  lor  many 
years.  An  Englishman  by  birth,  he  came  to  tins  countrj  in  [874 
in-  streel  railway  work  with  the  Euclid  Ave.  line  in 
Cleveland  as  a  conductor,  T11  1881  he  was  made  assistant  superin- 
1  leveland  line  where  he  remained  until  1888, 
when  he  was  made  general  manager  of  the  Utica  Bell  Line  of 
Utica,  X    Y      \fti  con  ad  to  electricity  the  company 

changed  hand-  and  Mr  Haycox  returned  Cleveland  where  hi  en- 
gaged in  manufacturing  business.  Seeing  the  possibilites  of  an 
line  between  (l.ilion  and  Btlcyrus  he  secured  a  franchise 
for  this  io,,,l  and  interested  the  eastern  capital  to  build  it.  This 
was  subsequently   bought  by  the  Pomeroy-Mandlebaum  syndicate. 

who  at    one    secured    Mi      HaycOX    a-    it-   general    manager,    and    it 
has  been  under  his  supervision  that  the  extensions  of  the  line  have 
!   .oil 

•  ■  » 

TWIN  CITY  COMPANY   REFUNDS  DEPOSITS. 


The    Twin    City    Rapid    Transit    Co.    has    decided    to    abolish    the 

requiring   a   $25   security   deposil   from   conductors  and 

motorrrten    in    its   employ,   and    during  the   month   of  January   each 

ho  'iid  in  1   had  it  refunded.     Since  the  days 

of  horse  car-  ill    Minneapolis  and  St.    Paul   when   devices  for  regis 

were  unknown  a  rule  has  been  in  force  requiring  cor 

d    driver-   lo   depo-ii    $23   a-   a   guarantee   against    loss  to 

ip    "v    through    carelessness    or    negligence       Some    of    the 

employes  who  received  this  monej    back  had  had  it  tied  up  in  this 

I  .H'S. 

1    the   growth   of  the   railway    system    it   has   been    found    tint 

eeping   ami  other  work   necessitated  by  the  de- 

II     trouble    than    the    system    warranted.      With 

.ar-  and  appliance:    and   the   excellent   das'!  of  employes 

.1   ii nip., (i.      p.,  1    roll   .1"    ' iffii  '  1     believe  thai   there  is 

little  reat |uire  a  deposil  and  with  this  understanding,  as 

w.n  a-  through  a  desire  to  avoid  much  trouble te  detail,  it  was 

■       ' '      Ii"   1        Mid    abolish   the   system       The    men 

are  much  pleased   11  the  dec    ion  .1    thej   feel  thai  thej  are  practi 

i1"  ■"!      V\  hili    ' in'  'l'  i" *  it  arwaj     re| ted    lomething 

coming,  noni    of  the  men  expected  to  real pt  through  Iea\ 

i  n  g  1 1 1  ,  ■  ■    1 1 : . 


TROLLEY  CARS  TO    MOUNT   SINAI. 


ii!    1 1 1 . 1   1  hicago   capitalists   have   been 

tiring    Cl  II for  I  lei  tl  ic    railway    line      Ii 

pt,     to     Mount     Sinai    and     thence     through     Syria     and 

\   brani  hi     1 n 1  lama  cue   « ith   the 

'  il   Sinai.     The  company   tecui  ng   the  1    pri 
ha    been  im  thi    nami  of  the'  Cleveland  I  lonstruc 

:  im  and  thai  Hi.   bu  in,        im  m:'    i     ingle  yeai 

of  tin  1I1  ihammi  'bin  pilgi  ii  1a Mecca,  to  -  h"  h  plai 

Mob  on im   i"  '.'•',  would   pa]    1   b I 

profit  on  the  cost  of  conatruction  of  l! td    1    thi   numbei 

of  pilgrim    1-  enormoui     Troll,  ,   aln  idj    running   I 

■  in  io  Galilee      It  ia  itated  thai  the  Sultan  ol    ["urke;    ha 

■  ■       '  lot  lb,-   1 1 


NORTH   AUGUSTA   ELECTRIC  &  IMPROVE- 
MENT CO. 


<  me  ..fib  "i    in  the  South  ol  an)  

1        .       belt      '-'nit  by  the   North    Vugui  ta    Electrii 

■     of    which     Mi      Wall.  1     M       I  1   I    on 

•  1  - 

Old    I  i' 

■    ni.l    Win   will   I. 

"  •  11      Inilll      .Hid      111  inn    ■      1  I, 

Il, 

•  1     Bath   1  on, 'i'  1     v  ".I   ' 


S2 


STREET  RAILWAY  REVIEW. 


[Vol.  XII,  No.  2. 


TRAMWAYS  IN    NANTES. 


A  brift  account  of  the  tramways  in  Nantes  was  recent)} 

warded  by  United  States  Consul  Bnttain.      I  he  street  railwa-, 

pany   1  ~nic  des  Tramwi 

main  offices  in    1  *.i r j -.     It  is  capitalized  for  $386,000       I  lie  tn 

of  the  system  was  constructed  In   1878-79  and  wa  j  miles 

long.    Subsequent  additions  have  brought  its  length  up  to  nearly  12 

I  present,  and  there  arc  under  construction  lines  which  will 
cover  four  miles  more. 

The  Nante  comprises  ?■!  train  cats  propelled  bj   means 

of  compressed  air,  knov  Mekarskj  method      L'he  cylinders 

under  tl  irry  an  air  pressure  of  60  kg.  to  the  ^\.  cm.     1  ti> 

■  si  $4,535,  and  the  operating  cosl  of  the  line. per  mile  is  s 
cents,  l'he  cars  with  full  equipment  weigh  to  tons  each.  1  Ik- 
motors  rest  upon  the  two  axles,  which  are  about  ?  ft.  11  in.  apart 
I  he  diameter  of  the   wheels  is  27.56  in 

There  are  nine  compressed  air   reservoirs,   which  arc  divided  into 
froups  of  unequal   volume,  and  the  reservoirs  of  each   group 

nnected  to  each  other  bj  means  of  tubes.  The  fir-t  group, 
called  "batterie,"  is  composed  of  seven   reservoirs   used  in  running 

nary  speeds.  The  other  two,  called  "reserve."  arc  used  for 
hill  climbing  or  extra  heavy  work.  The  air  coming  from  these  res- 
ervoirs passes  into  an  upright  cylinder  filled  with  water  heated  to  a 
temperature  of  ,156  degrees  K  The  air  enters  at  the  bottom,  passes 
through  the  hot  water  to  the  top  and  after  becoming  thoroughly 
heated,  enters  the  motor  cylinders  by  means  of  a  regulator  oper- 
ated by  a  motorman  who  stands  on  the  front  platform  of  the  car. 


WIDE-AWAKE   RELIEF  ASSOCIATION   AT 
NEW   BEDFORD,   MASS. 


NOVEL   RAILWAY  BRIDGE. 


The   following   illustration   shows   the   details   of   the   new 
railway   bridge   which   is   being  erected   on   the   Sea   Beach   line   of 
the    Brooklyn    Rapid    Tran>it    system   and    which    was    mentioned    in 
the  "Review"  for  September   15.     The  bridge  is  of  novel  construc- 


The  employes  of  the  Union  Street  Railway  Co.,  of  New  Bedford, 
have  a  relief  and  social  association  that  is  conspicuous  in  showing 
the  good  to  be  derived  by  both  employer  and  employes  from  an 
organization    of    this    kind    properly    managed    and    financed.      The 


INTERIOR  OF  CLUB  ROOM  NEW  BEDFORD. 

society   has  been   in   existence  about  ten  years  and   at   the   p 
time   has  a  balance  in  the  treasury  of  nearly  $5,000.     Each   mem- 
ber pays  dues   of  25  cents  per  month,  and  in  case  of  sickness  re- 
ceives the  attendance  of  a  nurse  and  $7.00  In   case  of 
death   $100  is   paid   to  the   man'-   family   for  burial    expenses. 
The    organization    confines    itself    strictly    to    benefit    and 


DIAGRAM  OF  FOLDING  BRIDGE. 


tion,  as  the  rails  arc  not  laid  upon  the  floor  system  as  usual,  but 
each  one  is  laid  upon  an  independent  girder  which  is  hinged  at  the 
gallows  frame  end  and  which  swings  in  a  horizontal  plane  with  the 
hinge  as  a  center  when  the  bridge  is  open.  As  shown  in  the  illus- 
tration these  longitudinal  girders  on  which  the  rails  are  laid  fold 
back  upon  each  other  practically  close  together.  The  bridge  may 
be  said  to  fold  like  a  fan,  and  there  can  therefore  be  no  rigid  lateral 
members.  The  cables  for  unlocking  the  bridge  pass  over  the  top 
of  the  gallows  frame  to  the  far  end  of  the  girders  and  are  led  down 
to  a  hand  lever  on  each  side.  When  the  bridge  is  to.  be  opened 
the  bridge  tender  pulls  down  these  levers,  which  raise  the  far  end 
of  the  girders  sufficiently  to  unlock  the  rails.  The  locking  of  the 
rails  is  effected  by  allowing  them  to  fall  into  socket  joints  when  the 
girders  corrfe  in  line.  There  is  a  circular  arc,  on  which  is  bolted 
a  casting  with  teeth,  which  leads  from  the  far  end  to  engage  a  gear 
wheel  on  a  motor  at  the  anchorage  side.  When  the  current  is  turned 
on  this  motor  the  revolution  of  the  armature  draws  the  toothed  arc 
towards  it  and  with  it  the  bridge. 


features  and  discussions  on  politics,  trade  unions  and  other  topics 
likely  to  cause  dissensions  are  not  permitted  nor  encouraged  by 
the  men  themselves.  The  street  railway  company  is  in  full  accord 
with  the  objects  as  declared  in  the  by-laws,  and  furnishes  free  a 
commodious  club  room,  light,  heat,  and  a  good  library,  including 
files  of  the  "Street  Railway  Review"  and  other  leading  trade  papers 
and  dailies.  The  club  provides  for  the  care  of  the  room  and  jani- 
tor duties.  The  furnishings  include  pool  and  billiard 
lablcs.  and  other  games. 

Once  a  year  the  members  give  a  theatrical  entertainment  in  the 
city  opera  house,  and  shortly  after  Easter  time  give  a  ball. 

In  speaking  of  the  advantages  of  an  employes'  association  from 
the  standpoint  of  the  company.  Mr.  E.  E.  Potter,  superintendent  of 
the  Union  Street  Railway  Co.,  emphasized  the  point  that  the  men 
have  an  attractive  place  to  spend  their  spare  hours  when  off  duty, 
and  the  street  railway  management  can  rely  on  being  able  to  find 
a  number  of  men  on  short  notice  should  an  emergency  of  any  kind 
arise. 


Feb.   15,  1902.] 


STREET  RAILWAY  REVIEW. 


83 


CAUSES  OF  FIRES. 


Fire  occurs  from  all  but  incredible  causes,  ihc  most  common 
to  railroad  properties  are :  Sparks  from  locomotives,  spontaneous 
combustion,  defective  chimneys,  faulty  electric  wiring,  carelessness, 
kerosene  oil  lamps,  gasoline,  fuel  oil,  sparrows  nests,  sawdust 
spittoons,  surreptitious  smoking,  improper  setting  of  stoves,  steam 
pipes,  air  pipes,  movable  gas  and  lamp  fixtures,  hot  bearings, 
matches,  accumulation  of  rubbish.  With  many  of  these  causes  the 
mention  of  them  suggests  methods  of  avoiding  the  effect.  Com- 
ment is  made  for  the  purpose  of  emphasis,  as  well  as  that  through 
a  fuller  knowledge  of  them  we  may  be  enabled  to  make  our  fire 
service   more  efficient. 

Spontaneous  Combustion — A  scientific  study  of  this  subject  can- 
not be  attempted  within  the  limits  of  this  paper.  We  will  consider 
it  as  it  commonly  affects  the  fire  risks  of  railroads.  That  vegetable 
oils  when  minutely  divided,  as  on  waste,  rags  or  sawdust,  ignites 
spontaneously  is  an  accepted  fact.  Car  oil,  kerosene,  gasoline, 
benzine,  or  any  mineral  oil  will  not  ignite  spontaneously.  The 
dangers  from  oily  waste,  carelessly  scattered  about  a  round-house 
or  shop,  is  not  only  that  it  assists  the  rapid  spread  of  fire,  but  you 
cannot  tell  when  there  may  be  mixed  with  it  waste  or  rags  sat- 
urated with  an  oil  that  will  ignite  spontaneously.  In  nearly  every 
shop  and  round-house  paint  materials  arc  used,  and  the  linseed 
oil  used  in  mixing  it  is  the  incendiary  material.  Special  precau- 
tions should  be  taken  in  paint  shops  to  avoid  accumulation  of  oily 
waste,  old  overalls  or  junk  of  any  description.  Discharge  a  fore- 
man who,  after  receiving  instructions  to  the  contrary,  permits  the 
practice.  It  is  not  necessary.  Do  not  permit  a  locked  cupboard  in 
your  paint  shop  or  painting  section  of  round-house.  Require  reg- 
ular inspection  of  the  cupboard  by  the  foreman.  Require  that 
overalls  and  jackets  be  hung  up  where  air  can  circulate  freely 
about  them.  Do  not  permit  oil  barrels  to  be. set  upon  boxes  or 
other  raised  support  that  is  boxed  in ;  the  arrangement  should  be 
such  that  inspection  can  be  readily  made  under  and  around  them, 
and  so  that  you  can  see  what  becomes  of  the  drippings.  The  fol- 
lowing are  within  my  own  experience :  Painter  had  been  rubbing 
up  engine  cab  with  oil ;  left  waste  which  he  had  used  in  his  jacket 
pocket.     Hung  jacket  up  against  nition  at  half-past  five. 

Fire  occurred  before  seven.  Linseed  oil  barrels  were  upon  support 
boxed  in.  Drip  pans  were  provided  for  oily  waste  and  emptied 
every  night.  Pails  of  sand  provided  for  fire  extinguishing.  Rats 
made  a  nest  from  clean  waste  within  the  concealed  space  under 
the  barrels.  Oil  dripped  from  the  waste.  The  miracle  in  this  case 
is  that  the  building  did  not  burn.  Bituminous  coal,  carrying  ex- 
cessive quantities  of  sulphide  of  iron,  will  ignite  spontan 
when  stored  away  wet.  The  best  way  to  handle  it  is  to  shovel  out 
the  heated  n.  t  if  it  can  be  avoided     II 

your  storage  sheds  well  ventilated.    Do  not  store  in  piles  over  seven 
height  without  providing  for  ventilation  through  center. 

Powdered  charcoal  will  ignite  spontaneously  when  in  large 
masses. 

Calcium  carbide,  while  it  will  not  ignite  spontaneously,  will. 
when  brought   in'  if   very   rapid!) 

very   inflammable  and  explosive  gas — acetylene.     It   should   have   a 
separate  building  for  its  storage  at  Mention   1 

of  this,  as   some   railroad  compai  etylene  gas 

for  headlights  and  in  carl      The  beating  of  uiulackcd  lime,  when 
wet,  is  well  known      Keep  it  in  a  dry  ; 

live  Chimneys 
a  year  poini   where 

the  chimney  passes  through  the  roof.     If  it  sets  over  onto  the  roof, 
as  is  sometimes  d  '   '"" 

bers  arc  set  into  tl  '■  """' 

of   the    bllil'l 

in   the 

from  p  ■  nings,  and  bring  to  I  flush   finish   with 

cement   or   0  •■   that   all   unuied   pipe   openings   are   closed 

with   a   metal   st-  luffed    with 

Require   brick   chimnc-.  safest 

and  eventually  cheapest      I'  may  «eem  in  tat  the  value 

of  the 
chimney;     ' 

WmUn 
D    flr»  m.|».  mi  1     *  N.  W.  By. 


to  ten  thousand  dollars  each,  and  that  they  are  greatly  discouraged 
by  having  even  a  worthless  house  burn  over  them,  Do  not  run  a 
stove  pipe  into  an  engine  jack,  as  is  sometimes  done  in  small  en 

gme  houses.  It  is  particularly  dangerous.  Do  not  have  youi  ItOVi 
pipe  enter  a  chimney  vertically;  always  use  an  elbow.  This  avoids 
the  danger  of  burning  soot  falling  from  the  chimney,  also  back 
drafts  from  blowing  fire  from  an  open  stove  door. 

Faulty  Electric  Wiring.  l"his  subject  cannot  be  here  treated  tx 
liaustively.  If  the  installation  is  over  five  years  old,  or  ii  you 
have  had  grounds  or  short  circuits  which  you  cannot  locate,  or  any 
other  trouble  tor  which  you  do  not  know  the  cause,  refer  the  in- 
spection to  an  expert.  He  may  make  you  more  trouble,  but  yon 
will  feel  safer.  Almost  all  causes  of  fires  from  electricity  are  short 
circuits  and  grounds;  but  the  number  of  causes  for  short  circuits 
and  grounds  are  many.  Insulation  and  fuses  are  extra  precautions, 
but  there  is  no  reason  why  the  installation  should  not  be  perfect 
without  them.  Because  a  boiler  has  a  safety  valve  is  no  reason 
why  it  should  not  be  otherwise  safely  built. 

In  making  your  inspections  consider  the  electric  current  as  a  heat 
producer.  1  he  heat  is  most  intense  where  the  current  encounters 
the  most  resistance.  It  is  the  resistance  of  the  carbon  filaments 
in  the  lamp  that  gives  you  the  light,  because  of  the  heating  powei 
of  the  current.  Next  treat  the  wires  as  bare;  the  insulation  is 
simply  an  additional  precaution.  A  great  deal  of  trouble — most  of 
it,  in  fact — is  caused  by  poor  workmanship.  Pay  especial  attention, 
therefore,  to  the  mechanical  execution  of  the  work — careful  and 
neat  running  "l"  wires,  connecting,  soldering  and  taping,  and  attach 
ing  of  fittings.  Do  not  call  upon  your  tinsmith  or  boilermaker  to 
install  your  electrical  equipment,  or  to  make  extensions  or  changes 
to  the  one  already  in.  Have  it  done  by  an  electrician  who  knows 
his  business.  Rules  have  been  formulated  for  safe  wiring,  and 
tests  made  of  materials  at  a  great  expense  by  the  National  Board 
of  Fire  Underwriters.  These  rules  and  reports  of  approved  ma- 
terials are  distributed  gratuitously,  and  are  obtainable  by  any  elec- 
trician. Do  not  assume  the  wiring  is  all  right  because  it  works 
well.  Look  it  over.  See  that  it  is  kept  clear  from  all  other  wires, 
pipes,  metal,  nails  and  injury.  That  it  is  tight  enough  to  prevent 
swaying.  That  it  is  supported  upon  porcelain  cleats  or  knobs. 
That  where  it  passes  through  floors,  joists,  partitions  or  sides  of 
buildings  it  is  protected  by  porcelain  lulu  Have  wires  looped 
downward  where  they  enter  buildings,  to  prevent  nil.;  entering 
along  the  wires.  Look  out  for  wet  places.  See  that  staples  are  not 
used  to  fasten    the   wires.      I  should   run   clear   in   the  air. 

K<ep  lamp  cords  clear  of  wires  or  metal.  He  particular  about  this 
in  your  shops.  Do  not  permit  tin  ornamentation  of  your  lamp 
cords  or  lamps  with  tissue  paper.  Keep  lamps  clear  of  woodwork 
or  other  combustible  material.  Within  my  own  experience  a  1(1 
candle  powei    Ian  1  to  a   varnished   partition   with   which    it 

was  in  contact.  All  cutouts  and  fuses  must  he  on  a  porcelain 
base  and  covered.  If  you  have  devices  of  this  kind  on  wood  I 
have  them  removed  at  once.  When  a  fuse  blows,  try  and  find  out 
what  caused  it.  Do  not  have  11  replaced  by  a  heavier  plug;  this 
is  serious,  as  it  destroys  the  safety  of  lite  fuse  Wooden  switch 
boards  are  dangerous.  If  you  cannot  have  it  replaced  by  a  slate 
""e,  yo  that  thi    ti  rangement  is  such  tii.it 

the  burning  ',f  tin    board  will  not  to  the  building      Keep 

your    machines   dean.      When   new    work    is    installed    by    COO 

Stipulate  that   it   shall   l,e  in  accord  with   thl    rules  and   leipiii,  

of  the  National  Board  "i   Fire  Underwrite!        ["hen  taki    thi 
precautions  to  see  that  the  work  is  up  to  contract. 

1  at Icssness. —  I  he  from     cat eli 

largely  a   matter   of  discipline.     Look  out    i,,i    n    in   youi    tin     hi  p 

to  my  mind  oi  reili "■"! 

ri,  ,t  propi  r  cart  ga  oline  and  1  ban  oal  in  1 

thai  they  are  sol  carelessly  set  a  hi 1 

Notice                                          of  their  ton  hi       pat  1  Ii 
round  not! 
I  have  noticed  many  wooden  cupboard     'i I-   oi  which  have 

been  charred  by  hot  torches.     Not,    what   ,li   p  made  "I  hot 

ashes.    Note  the  genera]  ordei  and  cleanlinei     "t  the  buildin 

fu]    in    the     ihopt     win  I 

for  thirty  year.  01  more     Von  may  he  thai  numh 

one     I  ong  Immunity  from  fin      eem    <■    havi  d ■ 

meat. 
Kerosene  Oil  Lamp!      Require  that  thi  1   i"   filled  ami  tri 
by   daylight  only      Providi  ind  rage  oi 


84 


STREET    RAILWAY    REVIEW. 


the.  oil  supply,  in  .1  separate  building  if  practicable.     Provide   drj 
sharp  sand  to  take  up  oil  dripping  lamps 

are  filled  .mil  trimmed  Bel  oui  ai  » I 

work.     Ii  is  the  usual  custom  ol 

lamps  to  leave  the  fonts  of  a  number  of  the  lamps  burning  "ii  the 

stand  while  he  is  ">n  distributing  the  others      Keep 

securely  corked.     Do  not  allow  accumulation  ■  •(  materials  01    rub 

bish  around  or  over  the  stand  where  lamps  are  cared  for     Provide 

an  iron  can  to  keen  the  oily,  waste  in.     lake  the  trouble  to  inform 

yourself  how   iln  u  •  'i   for.     Emptj 

at  and  gasoline  barn 
I'hey  are  nearrj  always  full  ol  an 
standing  in  the  sun. 

Gasoline. — Gasoline  gives  on"  an  explosive  Has  at  an  ordinary  tem- 
perature.   Great  care  musl  be  exercised  in  handling  it 
Require  separate,  well  ventilated  buildings   for  its   storagi       Build 

well  as  the  roof.  Ilu-  ga- 
is  heavier  than  air.  Be  careful  with  your  gasoline  tire  hi 
Place  a  check  valve  on  both  the  inlet  and  outlet  pipes.  Require 
entire  disconnection  from  air  when  not  in  actual  service. 
gasoline  gas  is  used,  as  in  car  shops,  set  thai  air  pressure  is  re- 
lieved every  night.  Have  cut-off  valve  in  gas  pipe  outside  of  but 
near  to  the  building.  Of  course,  have  a  cut-off  at  the  carburettoi 
also.  Ascertain  linw  much  gasoline  is  kept  in  cans  in  your  tin 
nd  benzine  in  your  painl  shop;  how  il  is  cared  for;  whether 
the  keep  supply'in  the  building  is  avoid- 

able. Von  will  probably  find  much  more  of  the  stuff  than  you  ex 
pected.  Ii  you  discover  anj  of  the  can-  uncorked,  or  gasoline  or 
benzine  in  open  vessels — for  washing  brushes  or  other  purpo  1 
give  tin-  foreman  the  benefit  of  your  professional  advice,  and  his 
shop  the  benefit  of  a  further  inspection,  because  of  having  a  care- 
less man  to  deal  with.  Gasoline  is  always  ready  tor  business,  and 
performs  it  promptly  when  the  conditions  are  right. 

Fuel  Oil. — Much  that  has  been  said  of  gasoline  applies  with  equal 
force  to  fuel  oil.  When  it  is  inside  the  building  you  have  a  very 
inflammable,  and  when  heal  :d,  explosive  agenl  to  help  yon  along 
the  wrong  road  in  the  event  of  lire  accident-  Arrange  your  ap- 
paratus to  avoid  the  possibility  of  flow  of  ,,il  into  the  building  ex- 
cept as  used.  Do  not  pin  your  faith  entirely  upon  one  valve,  1 
pecially  if  it  is  in  close  proximity  to  the  burnei  Do  not  feed  by 
gravity  pressure.  Do  not  feed  direct  from  a  mam  supply  tank  of 
large  capacity  under  air  pressun  Ilu.  a  supplemental  tank  out- 
side the  building,  hut  near  to  if  you  please,  where  oil  is  used;  thi 
supplemental  tank  to  be  filled  from  the  main  supply  tank.  Feed  the 
burners  from  the  supplemental  tank.  Laj  the  pipes  to  the  burners 
SO  they  will  drain  back  to  the  supplemental  tank.  Have  a  cul  ofl 
valve  outside.  Relieve  the  pressure  from  tin-  supplemental  tank 
every  night.  Be  particulai  aboul  this,  or  you  will  have  the  dan 
gers  of  a  gravity  lank.  Look  al  the  location  .if  your  mam  SUpplj 
tank,  and  consider  whether  in  case  ..f  accident  or  leakage  1 
danger  from  thi  ill   towards  your  buildings. 

Sawdust   Spittoons. — Do  not   permit  their  use  anywhere      Ii   you 
must   have  spittoons,  fill  the  boxes   with   sand. 

Smoking. — This  is  a  mattei    ol   disciplini       Bettei    prohibit    il    in 

your    shops   at   least       It    i-    probably    the    besl    you    can    do    anyway 

allow   lb.-  men  t..  "light  up"  m  the  building  before  starting 

f..r  home.      I  b.  e,  is  in  proportion  to  the  laxity  of 

noking  surreptitiously. 

Improper  Setting  of  Stoves.— .Stoves  should  be  fre<    from  cracks 

and  have  pi  over  the  ash  pit  as   well  as  the  fin    pot, 

Floors  should   bi  d   hy  zinc,  or  an   iron   pan   with   an   air 

under  it.    Brick  are  not  so  safe.    Should  nol  be  nearer  unpro- 

woodwork  than  two  feet.     Protect  exposed  w iwork  with 

bright   tin  or  zinc  whii  heat.     It   is   netter  than   iron.     It 

you   use  stoves   in   any  of  your   woodworking   shop-,   look   oul    foi 
the  dust  that  settle-  on  the  upper  surface  of  the  stove  pipe.     Pipes 
shuld   be   riveted  at  joints  and   well   supported.      See   that   there   is 
lodwork  within  six  in  em  where  I  through 

partitions.     Do  not  run  a   stove  i  ough  a  window,  the  roof, 

or  the  side  of  a  building.     Where  wood  is  used  foi   fuel,  the  pipes 
should  be  cleaned  at  least  once  in  three  months. 

Steam  Pipes. — There  is  considerable  skepticism  as  to  thi    d 
from  steam   pipes,  but  the   danger  i-   there  just   the   same.     While 
steam  pipes  will  not  always  set   fire  to  boards  or  clothes  can 
laid  upon   them,   they  will   heat   and   char   such   material,   and   it   is 
only  a  question  of  confining  the  heat  when   fire  will   ensue.     It    is 


an   erroneous   idea    that   a   high    degree  I  mulct 

all    conditions    to    ignite    ordinary    combustible    material-        The    in- 
spection  of   this   hazard   of  your    plant    you    will    find  laboriou 
thai   oi  be  dang,  i  The 

originating  iron, 
■  1  u..  argument  should 
vince  you  of  the  d  from  tin-  p  the  pipes 

from  n Iwork,  allowing  an  aii    pace  where  l  i  rough 

floors,  walls  and  partition-.  Do  not  permit  accumulation  ,,f  ma- 
terial or  dust  on  the  pip  ..r  behind  the  rs  Do  not 
permit   thi    pip 

pi] 
fortable  to  the  bare  hand,  il  i-  dangerous  to  have  combustible  ma- 
terial in  contact  with  it.  Steam  p  particularly  dangerous 
where  they  pass  between  floors  or  through  hollow  partitions  out 
of  sight.  Mice  and  rats  build  thi  i  waste  ami  rag 
them,  and  if  the  pipes  do  not  actually  fire  the  ma--,  they  are  an 
active  factor  in  promoting  tion,  I  lave  your 
pipes  in  plain  sight. 

Air    Pipes.-    Your    air    pipe-,    particularly    in    close    proximity    to 
or.    may    '  tl  am    pipi  -.       Kx 

amine  them  and  determine  whether  they  ar<  tnged.    Keep 

in  mind  they  havi  power  of  spreading  fin 

their  oiliness.  I  be  loll. .wing,  within  my  own  experience,  i-  a 
curious  instance  of  fire  from  this  cause.  A  battery  of  pipes  used 
for  distributing  air   for  opi  ration  ol  on  the 

inside  with  oil  from  the  cylinder  of  the  compressor.  The  pipe- 
became  sufficiently  hot  to  ignite  the  oil  inside  the  pipes,  although 
the  battery  was  over  one  hundred  feet  from  the  compressor.  As 
the  pipes  were  attached  to  the  exterior  of  a  brick  wall  in 
.or.  n..  damage  resulted  other  than  the  destruction  of  the  iron 
pipes  and  disablement  of  the  switching  apparatus.  In  another  case, 
however,  the  pipe  became  ted  hot  at  an  elbow  in  ib.se  proximity 
to  the  compressor,  and  set  lire  to  the  surrounding  woodwork. 

Movable  Gas  and   Lamp   Fixtures.—  I'1  -     with   stops,   to 

prevent   swinging   under   or  against   inflammable    m  i  his    is 

a  quite  common  cause  of  fires. 

Hot   Bearings. — While   these    may    not    be    entirely    avoided,   the 
bearings  can  al   least    be   kepi    free   from  oily  accumulations,  which 
spread  a  fire  rapidly.     Bearing-  in  your  woodworking   shop- 
be  examined  every  night  after   shutting  down. 

Matches. — The  old  "seven-day"  match.  ..r  those  that  light  only 
on  the  box,  are  the  safest.  It  i-  dangerous  to  permit  workmen  to 
keep  the  ordinary  parlor  matches  in  the  drawers  of  their  work 
benches,  the  sliding  motion  of  which,  in  opening  or  closing,  fre- 
quently igniting  them.  They  should  be  kept  in  metal  boxes  iii  your 
store  rooms. 

Accumulation    of    Rubbish. — Do    not    permit    it    in    any    ol 
buildings        Look    out    for    it,    particularly    in    your    freight    houses. 
It  has  a  bad  moral  effect.     If  you  must  preserve  your  junk,  build 
a  shed  for  it;    but  usually,  if  material  is  usable,  there  is  or  should 
be  a  proper  place  for  it:    if  il   i-  not,  it    should  go  to  the  scrap  pile. 
If  there  i-  anything  in  the  shop  .a  depot  building,  or  freight  house, 
thai   i-  nol   necessary  in  the  conduct  of  the  bu  iness  carried  on  in 
the  building,  gel   rid  of  it.     The  trouble  is,  if  you  allow  thi 
mutation,  although  it  may  ai  first  look  innocent,  the  corner  o 
of-the-way  place  in  which  the  pile  -tart-,  soon  becomes  the  dumping 

ground    for  anything  the   workmen   may  waul    to  gel    rid    ol    Iii'"]  Ij 

cannot    keep   the   locality    clean,   and.    - lei    or    later,   you    will 

have  conditions   ripe   f..r   spontaneous   combustion. 


LAKE  STREET  EXTENSION  PLANNED. 


The  Chicago   Lake  Street   Elevated  officials  are  considering   an 

extension  of  the  road  t..   \\  :  the  plan   i-  to  be  discussed 

at  the  meeting  of  the  director-  which  will  take  place  in  the  near 
future.     I'll.  i  est  to  allow  the  Lake 

pany  to  g,.  through  that   suburb  unless  a  5  cent   fare   to  1 

i-   -aid   I.,   have   kept   the  company  from  pushing  this 
plan    for   an    extension    in    tl  Hie    company,    however,    has 

possession  of  the  Chicago  &  Harlem  track-  running  from  the 
western  terminus  of  the  elevated  at  ^jm]  We  to  Oak  Park  and 
to  the  Harlem  race  track.  If  the  plan  for  the  line  to  Wheaton  is 
carried  out  it  will  be  an  extension  west  oi  the  present  Oak  Park 
surface  tracks. 


Feb.   is.  1902.] 


STREET  RAILWAY  REVIEW. 


85 


CAR   HOUSE  AT  WORCESTER,   MASS. 


In  tlic  accompanying  drawings  is  illustrated  a  car  house  now  in 

course  of  construction  for  the  Worcester  Consolidated  Sunt  Rail- 

.  at  Worcester,  Mass.    From  the  plan  and  sketch  it  will  be 

hat  the  designs  call  for  several  particulars  which  are  rather 
out  of  the  ordinary  but  are   believed  to   he  in   the   Inn-   of   ■- 
improvement 

This    car   house    covers    about    1  1  -.?    acres    and    has    capacity    for 


1  he   foreman's  office.     At   the  lower  end  of  the   inspection  pit   is  the 

car  body  hoist,  with  the  blacksmith  shop  just  beyond.     In  this  way 

a  car  b  ed  and  the  truck  or  wheels  rolled  direct    into 

tcksmith   shop   for  rep 

Ample  toilet   and  locker   rooms  are  provided  for  the  pit   men 

A   tin    proof  oil   room   is  partitioned  off  from  the  main   room   for 

the  storage  of  1  >i 

The    pit.    wash    room    and    lobby    building    are    heated    by    steam 
from   the   boiler   room,   located  011   one    side   near   the    center   of   the 


1 

Starter's    office. 

11. 

Salt     mom. 

_'- 

■  .1    pi  ,  el  i  ci 

12. 

Wash   room. 

: 

superintendent . 

r: 

ferwaj 

1. 

w  1  mux'    and    lunch    r i 

14. 

I'n    room. 

... 

Kit)  h.  11 

15. 

Boiler   room. 

'. 

*  onductoro    lobby. 

16. 

Working  space 

1 . 

ifotormen  a   1 

17. 

Foreman's  office 

V 

Lockers, 

lv 

Stock   room 

:>. 

Toilet. 

L9 

Storeroom. 

]<• 

Band    room. 

-    20. 

'  H I    p 

28, 


Blacksmith 
I'ump  house 

Whee 

Bod;  holer, 
Tram  h  nj  n< 
Motor  hoist 
Inspection  I 
Cranes. 


iross  pi's 

ml    wot  ttlQfl 


pit. 


1  he   lobby   building  at   the   front,   beside   having 
locker   accommodations    for    about    J50  men.    contains    an    offid 

superintendent,  clerk,  receiver  and  jtarter,  a  large  waiting 
and  lunch  room. 

tracks  at    the  entrance    1-    such    that    each   track    in 

the  house  has  virtually  an  individual  connection  t"  the  main  line. 

the    entering   tracks    being    SO    arranged    in    pair*    that    ear-    coming 

in  and  going  out  will  not   interfere  with  each  other.      I  hi- 

1   greatly   facilitate   running  car*   out    in   case   "I   lire 

A   large   sand   room   and  a   salt    bin   are  provided    for   in   tin    front 

with  a   long  wash  room  along  thl      idi 
\    transferway  1    the   house   maki 

lorn  in  mo 

I'l 

arranged   with  pil  1, 
try   loan  ordinal*)    pil 
onsidcrablj    expediti 
quipment, 
in  imports  n  and  working  pil   which  is 

de  of  the  1  •  lown  in 

ipped  .1  |itl  ■   thi    di  pth   ol  the  pil 

thoul  being  forced  into  a  cramped  po 

for  renewing  running  boards, 

1  he  arran| 

mum   amount    of   light    around   thi 
id    running 

in    from    nnc  '     foul 

platform  of  the 

■  I   pil 
and   HI  pped   ■■'•    tl 

end    '■' 

1  tools 


building      \s  will  be  seen,  thi    coal  pocket   is  arranged  so  that  the 

coal   car  can  run  in  over  anil  dump  its  load  diieeih    into  the  bins. 

The  main  watei  iuppl]  for  washing  and  plumbing  comes  from 
a  small  pond  or  the  premises,  ["he  water  is  to  be  pumped  to  a 
30,000-gallon  tank  on  the  i  '"t  and  distributed  by  pipes  to  all  parts 
it  the  building. 

ni,  1 1 1    the   house   is   well   lighted   by   monitors  on   the 

roof,  thi  which    ir    gla:  ed  with  ribbi  d  gla 


I'lAI.H  A  M    '  i|     I   A  \<    PITS, 

U  •   .in   indebted  for  tin   ..  <  to  Mr.  Frederii 

I  \l.i  Mi     1  ow   has 

orl    foi  the  Bosti 

■I'  I  car  housi     and 


1  in  lered   u 1  u    thi 

mpleted     G 

p  ...      ,' 


86 


STREET  RAILWAY  REVIEW. 


ELECTRIC  TRACTION   ON   RAILWAYS. 


Is  electric  traction,  which  is  being  10  rapidl] 
ic,  pi  eam  railro  as? 

With  tin  which  might  i«    fairly  anticipated,  wei 

main  hue*  oi  rail  ;  of  by 

numerous  steam  units  as  at  present,  I  have,  to  some  extent,  dealt 
previously.    The  i  a  oi  our  coal;  the  greater  purification 

oi  the  atmosphere;  the  increased  cleanli  II  things  forming 

part  oi  oi  I lering  upon  the  railway,  are  natural  advantagi 

tributing  to  the  welfare  of  the  community  at  large. 

If  such  a  change  could  be  effected  al  once,  very  many  improve- 
ments in  the  modi  ■  ■•  with  the  traffic  would  appi 
Thus  trains  might  be  despatched  at  more  frequent  intervals — trains 
of  lesser  magnitude,  capable  of  traveling  at  a  higher  rate  of  speed. 
ibvious  that  tins  migli>  i  stent,  be  accomplished 
by  the  steam  locomotive,  but  to  do  so  would  mean  a  large  increase 
in  the  number  of  engines  and  tenders,  increased  engine  shed 
accommodation,  and  all  attendant  expenses. 

In  my  official  capacity  it  is  not  my  duty  to  determine  tin 
at  which  trains  should  travel,  but  1  cannot  refrain  from  expressing 
my  conviction  that  if  it  were  possible  to  lessen  the  enormous 
difference  which  now  characterizes  the  speed  of  passenger  and 
goods  trains  great  advantage  would  follow.  This  can  only  be 
accomplished  by  lessening  the  mass  of  the  goods  and  mineral  trains, 
and  bringing  it  more  under  the  control  of  the  brake — a  result  which 
probably  will  never  he  attained  under  the  steam  locomotive  regime 

The  advantages  that  would  accrue  from  a  facilitation  of  the  traffic 
scarcely  call  for  demonstration.  Wherever  the  traffic  is  of  a  mixed 
character,  involving  the  movement  oi  trains  al  speeds  varying  from, 
say,  20  to  60  miles  an  hour,  time  must,  even  where  scheduled  time 
is  observed,  be  sacrificed;  and  this  loss  must  be  greatly  aggravated 
by  the  shunting  of  the  heavy  trains  for  the  passing  of  those  of  a 
preferential  character.  The  magnitude  of  the  results  arising  out  of 
this  is  not,  perhaps,  fully  appreciated,  for  the  existing  mode  of 
working  the  traffic  scarcely  admits  of  its  consideration.  But  let  us 
assume  that  in  shortening  these  slow  and  heavy  trains  we  are  able 
to  run  them  at  a  speed  of  not  less  than  40  miles  an  hour.  As  there 
would  be  no  shunting  for  the  reason  that,  with  the  exception  of  the 
express  trains,  all  would  be  moving  at  about  the  same  speed,  it  is 
clear  we  should  practically  double  the  capacity  of  the  line,  anil  that 
without  increasing  the  labor  charges,  because,  although  we  double 
the  trains,  we  halve  the  time.  The  number  of  trains  that  would 
come  under  this  category  would  probably  be  75  per  cent  of  the 
entire  number,  and  if  the  method  would  admit  of  the  acceleration 
of  the  expresses  also,  it  may  well  claim  an  increased  capacity  of 
100  per  cent.  In  other  words,  such  a  result  would  avoid  that  dupli- 
cation of  lines  which  is  now  unavoidable,  and  which  is  adding  so 
many  millions,  year  by  year,  to  the  capital  account. 

The  operation  by  electrical  means  of  the  passenger  traffic,  as  it  is 
conducted  to-day,  would  appear  to  present  no  difficulty,  for  if 
necessary,  each  carriage  could  be  provided  with  the  necessary 
motors  for  its  propulsion ;  but  to  work  a  railway  economically — to 
reap  the  full  advantages  of  an  electrical  service — it  is  necessary  that 
the  entire  traffic  of  the  line,  goods  as  well  as  passenger,  should  be 
worked  by  the  same  means.  To  work  one  class  of  traffic  by  elec 
tricity,  and  the  other  as  at  present,  by  steam  units,  although  such  a 
course  is  quite  practicable,  would  involve  a  large  increase  in  both 
capital  and  current  charges ;  for  the  cost  of  establishing  and 
operating  electrical  working  for  the  passenger  traffic  would  be  very 
little  less  than  it  would  be  if  dealing  with  the  entire  traffic,  and 
there  would  still  remain  the  cost  attending  that  portion  worl 
the  steam  locomotive.     Such  a  cot  me  impracticable. 

Therefore,  in  considering  the  initiatory  stage  of  replacing  tin 
by  the  electric  locomotive,  we  have  to  face  the  present  condition  of 
traffic — to  deal  with  the  trains  as  they  are  made  up  for  the 
type  of  motor.     Assuming  it  were  determined   to  he   possi- 

bilities of  electricity  on  a  given  section  of  a  line  of  railway,  what- 
ever that  section  might  be — whether  terminal  or  intermediate — the 
electric  motor  would  require  to  haul  the  trains  that  might  reach 
that  section  of  the  line  as  they  were  handed  over  from,  or  required 
to  be  carried  forward  by,  the  steam  locomotive  It  would,  in  fact, 
have  to  take  the  place  of  the  latter,  and  do  its  work.  It  may  be 
said  its  capabilities  to  do  this  under  all  conditions  have  not  been 

•Extract  from  the  inaugural  address  In    \V.  I.anpdoii,  president  of  til.'  Institu- 
tion of  Electrical  Engineers. 


It  will,  however,  be  clear  that,  assuming  one  clcclrn 

able,  then  .  1  oupled 

in,    mannci  tliat  steam  lot  oupled. 

And  in  doing 
advantaj 

trolled  by  oni  ien,  but  in  distributing  the  weight 

■  Mild.  io  th  reduce  the 

impact  on  bridges  and  other 

The  importance  of  this  will  tit    when   we   realize  that   the 

total    weight    of   a    modern    I  ;    loaded    . 

100  tons;  that  of  this  weight   so,  .|   within  a 

wheel  base  of  i>  ft.  d  in  within  5  fi 

1  passenger  trains 
and  the  load  of  the  goods  and   mineral   trail  tin*   end  to 

employ  larger  and  more  powerful  engines.  In  either  case  this 
course  must  involve  greater  stress  on  both  permanent  way  and 
structural  works;  and  to  this  extent  it  would  appear  that  the  two 
electric  locomotives  would  be  more  acceptable  to  the  engineer  of  the 
line  than  would  the  steam  locomotive. 

to  doubt  attaches  to  those  railway  conversion 
lems  in  hand  here  and  in  other  countries;  but  assuming  them 
proved — assuming  them  to  be  a  success,  would  that  suc< 
deemed  sufficiently  definite  to  lead  to  its  adoption  on  main  lines 
generally?  I  scarcely  like  to  commit  myself  to  that  opinion  1 
have  full  faith  that  our  railways  will  be  worked  by  electrical 
agency,  but  I  want,  with  you,  to  look  the  probability  squarely  in 
the  face.  Every  line  of  railway  has  its  own  mode  of  dealing  with 
its  traffic,  and  the  character  of  the  traffic  t  same  on  all 

lines.     The  only  satisfactory  way  to  pi  'tricity 

to  meet   existing  conditions  is  to   imp I    the   work   to  be 

done.  To  do  so  on  a  suitably  selected  section  of  line  would  not  be 
a  great  tax  upon  the  resources  of  any  one  of  our  great  railway  com- 
panies, especially  as  it  need  not  Hi  any  way,  for  1  lie  time  being. 
derange  the  steam-worked  traffic  passing  over  that  section  of  line. 

Now  let  us  look  at  the  subject  from  another  point  of  view.  Elec- 
tricity is  credited  with  the  power  of  accomplishing  greater  speed  at 
a  less  cost  than  steam.  An  impression  is  abroad  that  greater 
facilities  for  rapid  transit  between  large  centers  of  commerce  are  a 
necessity  of  the  day.  If  it  should  transpire  that  electrical  propul- 
sion is  inapplicable  to  main  line  traffic  as  a  whole — a  con 
which  few  would,  even  at  the  present  moment,  accept — it  will 
unquestionably  lead  to  the  establishment  between  the  chie!  com- 
mercial centers,  of  high  speed  passenger  electric  traction  on  inde- 
pendent lines.  Communication  between  Manchester  and  Liverpool 
has,  so  far,  been  met — and  one  would  say,  amply  so — by  three  lines 
of  railway,  all  running  a  good  train  service,  yet  the  construction 
of  an  electric  line  on  the  mono-rail  system  has  received  Parliamen- 
tary sanction.  It  is  an  object  lesson,  and  tempts  me  to  ask  whether 
the  requisite  powers  would  not  have  been  preferably  granted  to  one 
of  the  existing  lines  of  railway — a  line  of  railway  capable  of  inter- 
change of  stock  and  of  connection  with  other  lines — to  employ 
elecrical  agency  as  its  motive  power,  had  powers  for  that  purpose- 
been  sought. 

Nothing  could  be  more  disastrous  than  that  competition  < 
a  character  as,   for  instance,   that   thus  initiated  between   Liverpool 
and   Manchester   si  may  attend  com- 

petitive electrical  enterprise  in  tin-  lust  be.  to  some  extent. 

prejudicial  to  the  established  systems  If  the  former  should  prove 
a  pecuniary  success,  the  reverse  must  be  the  condition  of  the  latter. 
The  capital  invested  in  existing  railways  exceeds  thirteen  hundred 
million  pounds.  The  wholesale  depreciation  of  such  a  vast  sum.  tin- 
interest  of  which  forms  the  income  of  numerous  families  and 
annuitants,  would  be  little  short  of  a  national  calamity.  Naturally, 
were  independent  electric  lines  of  railwa  itablished  bi 

the  chief  centers  of  commerce  it  would  still  leave  a  large  mileage 
of  the  existing  lines  of  railway  unaffected  by  them,  but  is  it  from 
those  parts  of  a  railway  system  that  the  can  e?     The  con- 

sequence must  be,  at  the  least,  a  decreased  dividend,  and  probably 
in  the  end  an  enforced  establishment  on  the  older  lines  of  a  similar 
electric  service  between  large  towns. 

The  work  of  the  railway  engineer  is  to  construct  railways;  and 
if  the  opportunity  arises  he  will  not  be  deterred  from  doing  so  by 
any  consideration  of  the  injury  his  work  may  inflict  upon  existing 
interests.  The  way  to  prevent  him  from  doing  so  is  to  make  it  clear 
that  there  is  no  profitable  need  for  any  such  addition;  and  this  can 
only  be  accomplished  by  the  existing  system  showing  that  they  are 


Keb.   15.  1902.] 


STREET    RAILWAY    REVIEW. 


87 


prepared  to  avail  themselves  of  the  same  means— to  afford  as  far  as 
possible  the  same  facilities  and  advantages  as  arc  to  be  derived 
from  independent  electrically  worked  lines. 

It  has  been  advanced  that  the  existing  lines  of  railways  are  un- 
suitable for  higher  speed;  that  the  stock  is  cumbrous,  and  that  the 
system  is  generally  unsuitable.    This  has  to  be  proved. 

Railways  have  to  face  the  fact  that  electricity  as  a  motive  power 
is  before  them.  That  if  it  is  not  applied  to  the  existing  systems— if 
they  do  not  elect  to  avail  themselves  of  it,  it  will  come  inde- 
pendently, and  in  competition  with   existing   intei 

To  attempt  to  approach  the  subject  in  a  piecemeal  fashion  by 
dealing  with  a  branch  line  here  or  there  may  be  of  service,  but  it 
can  scarcely  affect  the  main  issue.  While  a  small  branch  line  is 
being  converted,  new  lines  between  important  centers  will  be  con- 
structed, and  the  passenger  traffic  between  those  centers  will  at 
least  be  split  between  the  old  and  the  new  service.  No  one  doubts 
the  ability  to  apply  electrical  energy  to  branch  lines,  but  many 
will  doubt  whether  the  traffic  of  a  branch  line  can  be  so  regulated 
as  to  form  a  continuous  and  remunerative  service  throughout  the 
day.  With  main  lines  there  can  be  no  doubt  of  a  regular  demand, 
while  most  branch  lines  can  with  convenience  be  dealt  with  from 
the  main  line  power  station.  Manifestly,  however,  if  the  trunk 
lines  are  eventually  to  be  operated  electrically,  whatever  may  be 
done  in  relation  to  branch  lines  should  be  done  with  a  view  to 
harmonize  with  that  system  which  will  be  ultimately  employed  on 
the  main  lines.  I  do  not  presume  to  indicate  what  that  system  may 
be — whether  alternating  or  direct  current — but  it  is  clear  that  for 
main  lines  an  overhead  electrical  service  is  inadmissible;  and 
equally,  to  my  mind,  is  a  rigid  or  semi-rigid  rate  of  speed.  With  a 
line  carrying  one  class  of  traffic  this  latter  question  may  not  be  so 
important,  but  on  lines  carrying  a  mixed  traffic  this  cannot  be  so, 
for  the  power  to  vary  the  speed  is  a  factor  which  must  have  an 
important  bearing  upon  the  working  of  the  line.  The  speed, 
subject  to  a  maximum  limit,  must  be  in  the  hands  of  the  driver. 

To  those  with  whom  may  rest  the  privilege  to  establish  elec- 
trically worked  lines  I  would,  with  all  respect,  venture  to  say:  Be 
careful  that  you  do  not  retard  that  great  work  which  sooner  or 
later  must  invite  attention.  In  the  establishment  of  light  high- 
speed point-to-point  passenger  lines,  little  difficulty  may  be 
encountered.  It  is  not  with  them,  however,  that  the  interest  of 
the  country  needs  your  aid  so  much  as  in  the  conversion  of  those 
lines  which  are  already  established.  It  is  where  competition  of  a 
fruitless  character — fruitless  in  that  it  will  not  prove  productive  of 
a  return  to  the  shareholder  of  the  new  more  than  to  the  share- 
holder of  the  old— steps  in  that  capital  will  be  squandered. 


LOCATING    FAULTS    IN   UNDERGROUND    DIS- 
TRIBUTION  SYSTEMS. 


,ik    fault >   in     undergi id 

cables  was  read  by  Mr.  Henry  G.  Stott  at  tin-  November  1 
of   the   American    Institute   of    Electrical    Engineers,    in    which   he 
I   out  a  number  of  the  difficulties  as  well  as   thi 
ystcms  commonly   used   in    underground    1 
rrted  out  that,  as  a  matter  "f  fact,  it  is  imp  ■  use  a 

as  par< 

rents   from   the   rails   thro  'th. 

The  distance  between  man;  idently  the  practical 

of  accuracy   essential    I  1    method.     Th( 

will  1VI  ming  thai    ■                        limit  of 

»ccur.v  ,|""1  is 

1   pur 

pose*. 

The  rrnstanc-  I  ln"'' 

"oil  and  try"   method,   the 
"»mok'  ""'  ">' 

■III  I,.' 

,rn  $5  to  $10  and   a  I    helper 


long  it  may  take  several  days  to  put  it  into  service  after  removing 
the   fault   by  the   cut-and-try   method. 

The  smoke  method  is  also  crude  and  simply  consists  of  putting 
a  current  of  sufficient  magnitude  into  the  cable  through  the  fault 
to  hum  the  insulation  and  give  out  volumes  of  smoke  by  which  the 
location  of  the  fault  may  be  discovered  upon  opening  up  the  man- 
holes. The  method  is  more  rapid  in  attaining  results  than  the 
former  one  as  no  unnecessary  cuts  are  made  in  the  cable,  hut  it 
may  give  rise  to  serious  trouble  to  other  cables  especially  if  the 
fault  be  in  a  manhole,  as  the  flames  would  burn  not  only  a  large 
length  of  the  cable  itself  but  also  other  cables,  or  cause  explosion 
due  to  the  ignition  of  gases  ever  present  in  city  conduits,  ["he 
compass  method  in  the  writer's  opinion  is  the  only  practical  and 
safe  means  of  quickly  and  accurately  locating  the  grounds  in  large 
cables.  This  method  consists  briefly  in  sending  a  constant,  con 
tuitions  current  of  about  10  amperes  into  the  cable  through  the 
ground.  The  current  is  first  passed  into  an  automatic  reverser 
which  reverses  the  direction  of  the  current  flow  every  10  seconds. 
A  manhole  is  then  opened  near  the  center  of  the  cable  length  and 
a  pocket  compass  laid  on  the  lead  sheathing  of  the  faulty  cable 
and  observed  for  say,  a  half  minute.  If  the  ground  is  farther  from 
the  source  of  the  reversed  current  the  compass  needle  will  swing 
around  approximately  180  degrees,  upon  every  reversal  at  the  end 
of  each  10-second  interval.  The  manhole  is  then  immediately  closed 
and  another  one  opened  say  a  mile  farther  away  from  the  source 
of  test  current,  and  if  no  motion  of  the  compass  needle  occurs  then 
the  fault  has  been  passed,  and  another  manhole  is  opened  between 
the  first  two  positions  and  so  on  until  the  fault  is  finally  located 
in  the  section  between  two  manholes.  It  will  be  noticed  that  by 
this  method  the  cable  is  not  cut,  thus  causing  no  delay  or  expense 
in  rejointing;  the  number  of  manholes  opened  is  a  minimum  and 
the  time  spent  in  each  is  only  about  one  minute;  the  amount  of  cttr- 
renl  used  is  so  small  that  no  arcing  or  burning  occurs  and  no  ex- 
plosions. 

Before  putting  on  the  reversed  current  to  make  these  tests  it  is 
advisabli  to  break  down  the  fault  resistance  by  the  application  of  a 
high  potential  testing  transformer  to  the  cable  Eoi  a  few  seconds. 


FROM   THE  MEDITERRANEAN. 


The  accompanying  illustration  is  reproduced  from  a  photograph 
for  which  wc  arc  indebted  to  Mr.  John  T.  McCutcheon.  the  artisl 
"indent,  whose  cartoons  and  letters  from  the  Philippines  are 


a   BTREB'l    1  AK    IN   PORT  SAID. 


m  11  known  to  on.   readers,     1  nil  photograph  1    1 

shot,  til  1  n  i"  I'oii  Said  at  the  em  '  anal  by  Mi 

■..,  .  hi  ."line   foi   ii"  Pat  iii'    "ii  board   the 

1  I, 




1,000,000 
has  been  subscribed  foi   thi    purpi 


88 


STREET    RAILWAY    REVIEW. 


[Vol.  XII,  No.  2. 


MAIL  ON    STREET  CARS. 

Mr.  George   B,   McAllister,  whi  the  original 

a  new 
plan  foi   impro\  m>k  ihi  n  large  cil 

in   col 
tor  its  di 
■  I  has  been  tried  in  extent  in  Grand  Rapids,  Mich., 

I  he  plan  a  loiin 

may   be  dropped 
while  the  car  is  in  motion     This  will 
mechanical  device  to  insure  protection  against  rain.     In  this  way 

Kpected  that  mail  matter  will  be  taken  into  the  man 
in  a  steai  m  and  never  too  much  al  a  time  to  prevent  the 

quick  sorting  and  redespatch  to  il  ain  bj   trolley  car 

proper  sub  stal I"he  mail  collectors  will  pass  over  their 

route  continually  without  thi  to  the  post 

with  thi  it  line  they  would 

drop  their  letters  in  the  slol  on   the  ear  g  ds   the  post 

The  letter  l>o\,  corners  would  nol  be  abolished  by  this 

from  them  could  be  made  at  short  inter- 
vals, their  contents  being  in  the  most  convenient  car 
by  the  postman  as  often  as  he  happen-  to  pass  the  box. 

It  is  believed  that  tin-  arrangement   would  avoid  the  congestion 
and  rush  at  the  distributing  centers  with  each  deliver}   of  the  col 

lection   there,   and   that    the  mail    matin  !       I Ifici     in 

dy  stream  would  greatly  simplify  the  work  of  the  as 
I  he  scheme  is  a  modification  of  the  arrangement  which  Mr.   Mc 
Allister  has  employed  in  the  Grand   Rapid-   system   of  electric   mail 
rvice. 


REBUILDING  OLD   ROADS. 


by  J.  a.  r. 


SNOW   PLOW   USED   AS  LOCOMOTIVE. 


The  Saratoga  division  of  the  Hudson  Valley  Railway  Co.  tried 

it  riment  in  handling  its  heavy  traffic  last  season  which  worked 

-fully.      The    accompanying    illustration    tells    the    whole 

story.     Taking  the  nose  off  its   snow  plow,   which   is   equipped   with 

i  il     . . . 1 1 1 1 1 1 1 1 ..    replaced  it  with  a  crude  fender 


When   one   -tails  to  l.uihl  a  new    elect! 

closely  and  with  I   how   much  it  should  cost 

and  what  material  he  will  require,  hut  when  he  -tart-  with  an  old 
road  which  has  run  down  until  little  i-  left  of  it  that  hangs  together, 
it   becomes  a  different  matter. 

If  the  road  is  still  in  operation  you  can  form  a  heller  idea  of  u 
then  you  can  tell  ahout  what  condition  your  machinery. 
roadbed  and  rolling  lock  arc  in.  If.  on  the  oilier  hand,  such  road 
has  been  shut  down  foi  Beveral  years  appearances  may  he  very  de- 
ceptive, and  what  may  look  to  he  in  good  condition  may  turn  out 
absolutely  worthies-. 

■imate  the  cost  of  reconstructing  such  a  road  a  fixed  plan  of 
ire   should   be   adopted.     Start   out   by   making   a   thorough 
examination  of  the  engine  and  dynamo   room.     Sec  what   condition 
everything  is  in.     If  the  road   ha  down    for    son. 

don't  lake  somebody's  word  for  it  that  the  machine-  were  in  i 
condition  when  the  road  was  closed.  Perhaps  they  wi 
you  may  find  on  starting  up  that  your  engines  will  need  rebuilding, 
valves  leak,  pipes  out  of  repair,  etc.  The  dynamos  may  look  and 
h-i  out  satisfactory,  hut  will  the  insulation  stand  a  continuous  and 
heavy  load?  Sometimes  defects  will  not  show  for  some  time  after 
you  have  started. 

In   the   boiler  room   the   pipes,   pumps,   valves,   flues,   wall 
should  receive  careful  attention  and  1»    thoroughly  tested,  otherwise 
a  bad  leak  may   he   found   where  least    expected  after  you   start   up, 
and  then   it  means  either  a   shut   down  or  costly  overtime   work   to 
repair  it. 

If  the  line  is  equipped  with  old  0] tot         r  you  -crap 

them  and  put  in  iron-clad  motor-  the  less  expensi  Uld  annoyance 
you  will  have.  It  hardly  pays  to  repair  such  old  motors,  as  the  parts 
may  he  exceedingly  hard  to  get  and  a-  a  rule  are  far  more  expensive 
than    those  of   later  pattern. 

You  may  attempt  to  start  with  such  old  motors,  but  if  they  have 
been  Standing  idle,  perhaps  in  a  damp  car  barn,  for  any  length  of 
time,   the   chance-    are    very   much    in    favor   of   the    insulation    being 


UTILIZING  SNOW  PLOW  FOR  SUMMER  SERVICE    nrnsi>N  VALLEY  railway  CO 


and  pressed  the  plow  motive.     Fi\  e  tra 

made  inti i  a  i rani  and  I 
to  and  fmm  Saratoga  Lake  with  comparativi   easi   and  i 
dent   by   this  locomotive.     Six   empty  trailers  have  frequent!} 
handled  in  the  same  way.  and  the  innovation  has  proved  ver 
factory.     This  division  of  the  road  reported  one-third  better  business 
for  la  than  in  any  previous  year. 


rotten.      The  motors  may  run   for  a  shorl  tune  and  then  com.-  a 
time  when  you  wai  ir,  and  al  this  time  your  tn 

mence  and  you  svondei    when  burn  outs  and  shorl   circuits  will   nn 
let  up. 

My  experience  ha-  been  that  when  such  old  motors  once  com- 
mence breaking  down  the  sooner  they  are  discarded  the  cheaper  it 
will  be  for  the  company;  the  hctter  plan  is  not  to  waste  money  or 


1902.] 


STREET    RAILWAY    REVIEW 


89 


time  on  them,  because  to  rewind  and  generally  overhaul  them  will 
■re  than  buying  a  modern  enclosed  motor,  even  though  it  is 
nd  hand.  , 

I'm  track  rebuilding,  it  a  majority  of  the  ties  are   rotted  out.   it 
I  pay  simply  i"  put  in  a  few  ties  here  ami  there  to  hold  tin- 
track  together  until  some  future   time.      This   may   work    fot 
months,  but  if  you  stop  to  figure  up  the  time  it  then  takes  to  put 
the  track  in  proper  shape  you  will  End  you  are  paying  double  tor 
the  work.     If  it  is  a  buried  track  you  will   he  obliged  to  open  up 
spaces  which  have  been  filled  in  in  order  to  put   in   new   ties,  bolts, 
plates,  etc. 
Old  poles  are  even  more  deceptive  than  ties.    In  rebuilding  a  road 
immer  I  found  the  poles  set  6  ft.  in  the  ground,  with  t  ft.  of 
concrete  at   the  base,   then  filled  in    with   dirt,   and  another   fool 
concrete  just  around  the  pole  4'  .•   ft,   from  the  base.     This  left  a 
6-in.  dirt  fill  at  the  top  where  the  concrete  had  acted  as  a  basin  for 
water,  and  every  pole,  no  matter  how  good  above  the  ground  be- 
-ho  concrete  tiller-,  was  rotted  I"  such  an  extent   at  the  sur- 
face of  the  ground  that  it  required  only  a  slight  pull  to  break  it  off. 

were    found   with   hut    _•  or  .!   in.  of   solid    w 1    in    thi-   6  in. 

space.  Had  this  top  filler  of  concrete  been  placed  on  a  level  with 
the  ground,  or  -lightly  above  the  ground,  it  would  ha\e  accom- 
1  what  had  been  desired,  namely,  to  keep  the  water  from 
soaking  into  the  pole-  near  the  surface.  In  regard  n  bonding,  I 
have  found  that  !  ered  by  cinders  are  rapidlj   eaten  away. 

This  action  seems  to  vary,  however,  in  different   localities,  and  is 
perhap  ids  it  other  substances  in.  the  cinders. 

Cinders  taken  from  glass  plants  have  a  decided  tendency  to  burn 
off  bond  wires,  and  also  whi  is  defective  to  quickly  burn 

I   half  oval  -pace-  out  of  the  rails  around  the  spike- 
In   rebuilding  a   road  a  thousand   and  one  tilings  come   up   which 
i    contend   with  when  constructing  a  new 
line.     When  building  new  you  know    ju-t  how  much  ami  what  kind 
of  material  you  want  ;  hut   when  rebuilding  an  old  load  you  have  to 
:  with  what  to  match,  and  till-  i-  often  a-   difficult 

as   matching  a  riblion.      Thin   then       n    little   things    lure  and  there 

which  require  attention,  and     n  run  up  into  monej 

Then  perhaps  a  line  was  originally  laid  out  to  sell  real  estate,  and 

you  may  have  dead  lim  tend  with.     In  such  cases  it   is  ad 

-lowly"  ami  thoroughly    studj   tli'-  conditions 

of  the   town   and   locate   your   lines    where   it    i-   evident    people    will 

patronize  the  E 

This  is  not  always  in  the  most  densely  populated  districts,  as  the 

.  must  In-  studied  before  one  can 

r    they    will    patronize   a    line   or    not.      Some    may 

ul   ill.-  balance  of  tin-  « «-k  your 

cars  may  run  emp  to  reach  are  those  who  an-  most 

-  ry  day  in  the  w 
All  these  matter-  mu-t  enor  into  tin   consideration  fot   rebuilding 
such  roads,  and  it  i-  evident,  therefore,  that   it  i-  no  easy  task  I" 

t  keep  I       .-id-  .-.  i 
iblc. 


McKINLEY  AT  AUSTIN,   TEX. 


THE   CABLE   IN   EDINBURGH. 


The  municipal  cable  system  which  was  installed  in  Edinburgh  in 
tly  failure  to  tin-  city  both   financially  ami 
allj      I'       •  municipality  acquired  tin-  horse  tram 

•    ...       -  i. hi,,  il  decided  that  tl 

■  pet 

in  and  the  underground  trolley  system  w 
lly  adopted  altho 
I   out  at   that   time  th  ■   abandoned 

■  d 
i     for  about    $3,000,000,   Ian    the 
(0,000     and     the 
A      num) 

have 

'    tin-    nam  - 
pay  tl. 

•  I    ...In-  li 


The  accompanying  illustration  is  from  a  photograph  which  was 
received  through  the  courtesy  of  Mr.  Frank  E.  Scovill,  superin- 
tendent of  the  Austin  Rapid  transit  Ry.,  and  was  taken  at  Austin 
at  the  time  President  McKinley  passed  through  that  city  on  Ins 
trip  to  California.  On  that  occasion  he  was  entertained  at  Austin 
for  about  six  hours,  in  which  time  he  made  one  speech  at  the  Stat. 
University  and  another  at  the  Capitol,  where  the  ladie-  ol  Vustin 
entertained  the  ladies  of  the    Presidential   party. 

1  he  photograph  shows  Joseph  D.  Sayers,  governor  bi  1'exas, 
with  Mr.  McKinley,  and  was  taken  at  the  foot  of  the  Capitol  walk. 
I  he  city  was  handsomely  decorated,  and  as   Mr.   McKinley  was  the 


McKINI.ICY   AT  AUSTIN,  TEX. 

first  president  to  visit  it,  the  entire  countrj  tributarj  to  Austin 
turned  out  to  do  him  honor.  The  arch  shown  in  the  picture  was 
erected  at  the  toot  of  the  Capitol  walk  and  in  the  circle  above  were 
the  words  "Our  President'  shown  in  electric  light-,  while  at  the 
depot  there  was  an  arch  oi  the  same  size  and  style  containing  tin- 
words  "Welcome  to  Austin"  on  one  side.  L'he  reverse  was  in 
electric  lights  spelling  the  words  "An  revoii  Everj  pan  wire  on 
the  line  oi  the  Vustin  Rapid  I'ransit  Ry.  foi  12  block  on  1  ongress 
Vve.  supported  a  row  oi  15  incandescent  lamp-  and  there  wen  foui 
flags  between  each  two  suspension  poles,  the  latter  being  handsomely 
decot  ated. 


STREET   RAILWAY  ACTIVITY  IN   CANADA. 


The   Canadian    Legislature   has   recently    hern   asked   to   charter 

1,046  mill     ol   track   by   u  diffei  ei panies      ["hi    1 |    in 

in.  I      the panii       1 tei  e  ted     extends    from     1  

wall  to  Windsor  and  it  all  the  line     were  built   then    would   bi    a 

continuous  lim    between  these  tw  1  1 t-  with  thi    -      eption  ol 

on    GIi  m  ...    io  Ti '  urn  'li      1  in  Mi.    north  anothei 

system  i-  being  pi ted  which  will  1  London  to  '  ' 

Sound,  skirting  thi     hon    0     I    :  -    11 
The   following   li-t   gives  the   names  "f  tl"    companii      and   the 
01  which  nan,  in  -  red:    1  tnl  trio  Electrii 

Co.,  .i-'i    miles;    Hamilton   Suburban    Rj  .   76  mill    ;   St    Thoma 
Street  Railway  Co.,  33  mill    .   Vylmi  rhoma    8  London  Elei 

trii     I-'.       -. -.    mill        1 Ion    Railway    Co.,     11    miles;    Sandwich, 

- ill...-      1  ...         [orri  but  g   I-  lei  trii    I 

.•0  mil.-      Petrolea   Rapid   Railwaj   I  0.,   18  mill    .  Goderich    Rad 

1  1 1-   II       i '    H. ii   I-  !•  1 11 1-    Rail  1       Co    1 1- 

'  .      1 ili    .    foronto  &   I  lainiiii.il   1    .  ■ 

io   mil. 

*  '  » 

.  - '  en  &  Wi   1   illi    Rail I  Co   h      1 

N  inula-  tured    ■     1    '  -     Brill  8   I im n 

it  lim       ,    1    ..  .  .  . .mm 


1   ml  ri 

to  pn ti        .  0  I ted  on  a 

1  ... 


90 


STREET  RAILWAY  REVIEW. 


[Vol.  XII.  No.  2. 


ORGANIZATION   OF  THE  TWIN   CITY   RAPID 
TRANSIT  CO. 


CONSOLIDATION   IN   SAVANNAH. 


\\  ,■  1  .1  through  the  o  E  Mr.  J    I     I 

comptroller,  the   follow  im  which  n  lationa 

of  the  vario  I  shows  the  distribution  of 

authority  which  h  iblished  in  the  management  of  the  Twin 

lident  is  the  executive  head  of  the 
company,  tl  ident  being  the  only  officer  reporting  directly 

to  him.     Each  principal  department  head  of  the  company  reports 
directly  to  the  vie  including  the  general  manager,  who,  as 

the  diagram  shows,  stands  in  the  same  relation  to  th<  operating  and 
construction  departments  as  the   1  "t  stands  to  thi 

financial  departments.  The  relations  of  all  the  different  employi 


The  Savannah  Electric  Co.  has  assumed  charge  of  all  the  electric 
railway,  light  and  power  interests  in  the  city  of  Savannah,  and  the 

operati I  the  trolley  lines  will  hereafter  be  in  the  bands  of  the 

new  company  By  the  terms  of  the  consolidation  the  Savannah 
Electric  Co.  becomes  the  owner  of  the  real  .  nd  personal  property 
and  franchises  of  the  Savannah,  Thunderbolt  &  Isle  of  Hope 
Railway  Co.,  the  Savannah  &  Isle  of  Hope  Railway  Co.,  the  City  & 
Suburban  Railway  Co.  and  the  Edison  Electric  Illuminating  Co. 
The  officers  of  the  new  company  are:  President,  George  J.  Baldwin; 
treasurer,  J.  H.  Johnston;  secretary,  Edward  J.  Thompson.  George 
O.  Naglc,  formerly  superintendent  and  assistant  general  manager  of 
the  Chicago  City  Ry.,  has  been  appointed  general  manager,  and  C. 


President 


VICE  PRESIDE  N  T 


COMPTAOLIEA 


Claim 
depar tmeivts 


attorneys 


ICCOVMTANTS 


Secretary 


TREASURER. 


GC/VL.  Af/t/VACCR 


CA/£rc~RCIREER 

Motive  Poiver 


PAYMASTER 


/Vaster  Mechanic 


Line  roRE/r£* 


Division 
superintendents 


powerhouse 
Cassia/ECS  Steam 


A 


Estops 

Carpenter 

PAIVT 

Blacksmith 

MACNINE 

BAASSfOVMvRY 

ARAAn/REA'OOM 

MECNAANCAL 

ENGINEER  A  AD 

0AAUGNTSMA/V 


S  TAT/OH  POREME/V 
STAT/OIV  CLERKS 


STAT/OW 
rff*X/t£N 


Stat/o/vSaops 


Cl//£fL~LECTRICAL 
ENG/AEEA 


Sua  STATION 

£~L  EC  TRIC/ANS 

ARCLlGATS 


Kecetveas 

/asrectoas 

Starters 

Siv/TVAMEIV 
SECREtSeRV/CE 
T£~AM  STEPS 


ORGANIZATION  OK  TWIN  CITY  RAPIH  TRANSIT  CO. 


officers  is  clearly  shown  in  the  accompanying  diagram,  from  which 
it  will  be  seen  that  the  men  employed  in  each  department  are  con- 
trolled by  the  head  of  that  department,  who  alone  reports  to  his 
superior  officer. 


STREET   CAR  TELEPHONES. 


A  street  car  telephone  has  been  recently  invented  by  Mr.  Benson 
Bidwell  and  has  been  given  a  test  on  the  lines  of  the  Muskegon 
Traction  &  Electric  Co.,  which  it  is  said  resulted  to  the  entire 
satisfaction  of  the  inventor.  For  use  on  an  electric  road  with  an 
overhead  trolley,  the  latter  is  used  as  a  portion  of  one  side  of  the 
telephone  circuit.  A  second  wire  is  strung  on  blocks  which  are 
<1  to  the  poles  along  the  road.  This  wire  is  parallel  with 
the  other  and  a  few  inches  distant  from  it.  To  the  trolley  pole 
of  the  car  is  attached  a  second  metal  pole  and  this  makes  contact 
with  the  second  wire  by  means  of  a  revolving  wheel  with  deep 
flanges.  Two  ordinary  telephone  wires  are  connected  to  the  trol- 
ley poles  and  these  wires  are  run  through  the  roof  of  the  car  and 
attached  to  the  transmitting  and  receiving  instruments.  Two  cars 
equipped  in  this  manner  were  used  in  the  test  and  with  cither  one 
or  both  of  them  at  rest  or  in  motion  the  passengers  were  able  to 
call  up  and  talk  to  each  other  in  an  ordinary  tone  of  voice.  It 
is  stated  that  an  effort  will  be  made  to  organize  a  company  for 
the  manufacture  of  telephones  to  be  used  on  street  cars  and  rail- 
road trains. 


B.  Kidder  assistant  manager.  T.  P.  Keck  is  superintendent  of  power 
stations  and  transmission  lines. 

A  circular  addressed  to  the  employes  was  issued  by  Mr.  Nagle 
in  which  he  stated  that  there  would  be  no  present  change  in  the 
personnel  of  the  inferior  officers  and  employes  of  the  old  companies. 
President  Baldwin  also  stated  that  it  was  the  wish  of  the  company 
to  retain  in  their  present  positions  those  of  the  employes  of  the 
old  companies  who  are  competent  and  faithful,  and  dismissals  will 
only  be  made  for  cause. 

The  company  has  arranged  for  an  issue  of  $3,500,000  of  50-year 
gold  bonds ;  $1,250,000  of  this  sum  will  be  used  for  acquiring  proper- 
ties and  making  improvements ;  $250,000  more  will  be  used  to  take  up 
the  bonds  of  the  Edison  Electric  Illuminating  Co.,  and  $1,000,000  of 
the  remainder  for  the  bonds  of  the  Savannah,  Thunderbolt  &  Isle  of 
Hope  Ry.  The  remaining  $1,000,000  of  bonds  are  to  be  turned  over 
to  the  company  by  the  trustee  from  time  to  time  as  required  under 
the  condition  that  no  part  of  the  bonds  is  to  be  paid  over  until  the 
company  has  made  permanent  improvements  to  the  property,  and 
then  the  bonds  turned  over  shall  not  represent  more  than  80  per  cent 
of  the  value  of  these  improvements.  The  company  agrees  to  spend 
each  year,  beginning  with  1906,  for  permanent  improvements,  exclu- 
sive of  the  cost  of  operation,  not  less  than  $20,000.  The  first  exten- 
sion to  the  present  line  of  the  company  to  be  considered  is  from  the 
present  terminus  of  the  company's  line  to  the  manufacturing  district 
west  of  the  city.  It  will  be  the  policy  of  the  company  to  do  every- 
thing possible  to  develop  the  suburbs  of  the  city  to  the  greatest  ex- 
tent 


Feb.   is,  1902.] 


STREET  RAILWAY  REVIEW. 


91 


RECENT  STREET  RAILWAY  DECISIONS. 


EDITED  BY  J.  L.  ROSENBERGER,  ATTORNEY  AT  LAW,  CHICAGO. 


ABUTTER     MAY     ENJOIN     BUILDING     OF     ELEVATED 
TRESTLE  UNTIL  HE  IS  COMPENSATED. 


State  ex  rel.  Smith  v.  Superior  Court  of  King  County  (Wash.') 
66  Pac.  Rep.  385.  Oct.  14,  1901. 
This  suit  was  brought  to  enjoin  the  Seattle  Electric  Company 
from  building  a  trestle  and  elevated  railway  in  a  public  street  in 
front  of  the  relator's  property.  The  trestle  was  to  be  constructed 
at  a  height  of  about  25  feet  at  one  end  of  his  property,  and  15 
feet  at  the  other  end  thereof,  above  the  grade  of  the  street,  and 
to  occupy  about  25  feet  in  the  middle  of  the  street,  which  was  66 
feet  wide.  He  averred  that  this  would  cut  off  the  access  to  his 
property  and  interfere  with  his  light  and  air.  A  temporary  in- 
junction was  granted,  with  a  proviso  that  it  should  cease  to  be 
operative  upon  the  company's  executing  a  bond  for  $30,000  con- 
ditioned that  it  would  pay  him  any  damages  which  he  might 
suffer  by  the  construction  of  the  trestle  and  railway  tracks.  But 
the  supreme  court  of  Washington  holds  that  it  was  error  to  attach 
this  proviso,  and  that  it  had  jurisdiction  to  issue  a  writ  of  certi- 
orari or  review,  under  the  constitution  and  statutes  of  the  state. 
It  holds  that  through  this  proviso  the  relator  was  denied  the  con- 
stitutional guarantee  that  "no  private  property  shall  be  taken  or 
damaged  for  public  or  private  use  without  just  compensation  hav- 
ing been  first  made  or  paid  into  court  for  the  owner."  It  also 
holds  that  the  remedy  by  appeal,  which  he  had,  was  not  adequate. 
because  by  the  time  the  appeal  would  be  reached  in  the  ordinary 
course  of  law  the  structure  would  be  completed,  and  the  damage 
worked. 


LIABILITY  FOR  ASSAULTS  OF   EMPLOYES  AND  mil 
ERS— DUTIES  IMPOSED  BY  CONTRACT  OF  CAR- 
RIAGE—ON EMPLOYES— WHEN   CON- 
DUCTOR MAY  USE  FORCE. 


Birmingham  Railway  &  Electric  Co.  v.  Baird  (Ala.),  30  So.  Rep 
456.     May  31,  1001. 

The  law  is  well  settled,  the  supreme  court  of  Alabama  says,  that 
for  torts,  such  as  assaults  and  the  like,  committed  by  the  agents  or 
employes  of  a  common  carrier  upon  persons  who  are  not  passen- 
gers the  employer  is  not  liable,  unless  the  act  was  in  a  sense  in  the 
line  of  duty  imposed  by  the  employment. 

But  as  between  the  carrier  and  its  passengers  an  entirely  differ- 
ent rule  prevails.  As  to  them  the  contract  of  carriage  imposes 
upon  the  carrier  the  duty  not  only  to  carry  safely  and  expedi- 
tiously between  the  termini  of  the  route  embraced  in  the  contract. 
but  also  the  duty  to  conserve  by  every  reasonable  means  their  con- 
venience, comfort  and  peace  throughout  the  journej  And  this 
same  doty  is,  of  course,  upon  the  carrier's  agents.  They  are 
under  the  duty  of  protecting  each  passenger  from  avoidable  dis- 
comfort, and  from  insult,  from  indignities,  and  from  personal 
violence.  And  it  is  not  material  whence  the  disturbance  of  the 
passenger's  peace  and  comfort  and  personal  security  or  safety 
comes  or  is  threatened.  It  may  be  from  another  passenger,  or 
from  a  trespasser  or  other  stranger,  or  from  another  servant  of 
the  carrier,  or  from  the  particular  aervanl  upon  whom  the  duty  of 
■on  peculiarly  n 

In  a'  H  the  carrier  is  liable  in  damages  to  the  injur.. 1 

.rr.     And  it  il  ol  no  consequence,  when  the  wrong  i 
mittrd  by  the  carrier's  own  lervant— even  that  servant  particularly 
charged    with    the   dm 

rn   route — that   the   art   bears  no  connection  or  relation   will 
the  duties  •  rrier,  a»d   ia  nol   committed 

as  an  incident  to  the  discharge  of  any  duty;    but  is  utterly  violative 
of  all  duty,  and  apart   and  away  from  the  ' 

•  Jm  il   un.lrr  1  tod   in 
to      The  r.irrier  is  liable  in  lie  act  is  v 

of  the  duty  it  owes  through  ih<-  lervanl  to  the  pasaenger,  and  nol 
upon  the  idea  that  the  art  is  incident  ' 

••■ant's   employement  ly    immaterial    1h.1t 

•    may  hav. 
-■.ant,   actuated   l.y   personal    malire   towards   1h. 


and  having  no  attribute  of  service  to  the  carrier  in  it.  It  is  wholly 
inapt  and  erroneous  to  apply  the  doctrine  of  scope  of  employment, 
as  ordinarily  understood,  to  such  an  act.  Its  only  relation  to  the 
scope  of  the  servant's  employment  rests  upon  the  disregard  and 
violation  of  a  duty  imposed  by  the  employment.  This  is,  beyond 
question,  the  court  thinks,  the  true  doctrine  or  principle;  and 
while  there  are  adjudications  against  it,  the  great  weight  of  au- 
thority supports  it. 

Of  course,  the  court  further  says,  a  conductor  has  the  right  of 
self-defense  againsl  the  assault  of  a  passenger;  but  the  righl  is 
ime  in  this  connection  as  in  criminal  law.  He  must  be  im 
periled,  and  he  must  be  without  fault.  To  be  sure,  he  need  not 
retreat  From  bis  car.  And  he  may  assault  a  passenger  when  nece 
sary  to  protect  other  passengers  from  assault,  using  no  more  than 
necessary  force,  and  (his  may  become  a  duty — indeed,  it  is  a  duty 
whenever  it  is  a  right.  But  he  cannot  assault  a  passenger  in  re- 
taliation for  an  assault  committed  upon  himself  or  upon  another 
passenger,  and,  all  the  more,  he  cannot  assault  a  passenger  for 
abusive  words,  or  in  revenge  or  punishment,  under  any  circum- 
stances. And  if  he  does  assault  a  passenger  otherwise  than  under 
a  necessity  to  defend  himself  or  a  passenger  from  battery,  or  in 
rightfully  ejecting  a  passenger,  who,  by  his  conduct  towards  other 
passengers,  lias  forfeited  his  right  of  carriage,  the  carrier  is  liable. 
The  fault  of  the  passenger,  short  of  producing  a  necessity  to  strike 
in  sclf-denfense,  will  neither  justify  the  conductor  in  striking,  nor 
relieve  the  'Miner  from  liability  for  his  act.  Possibly,  such  fault 
could  be  considered  in   mitigation  of  damages. 


CONTRACT  SATISFIED  AS  TO  THE  TIME  OF  BEGINNING 
OPERATION  OF  ROAD— MAY  DIG  DITCHES  ON  RIGHT 
OF  WAY  TO  RAISE  ROADBED— POWER  TO  RECEIVE 
CONVEYANCE  OF  RIGHT  OF  WAY  NOT  DECIDED. 


St.   Louis   &   Belleville   Railway   Co.   v.   Van    II ebeke    (111.),   61 

N.  E.  Rep.  326.     Oct.  24,  1001. 
For  $1  in  hand  paid,  and  the  lien,  fits  1.1  be  derived  from  the  con 
struction  and  running  through  their  land  of  a  double  track  electric 
railway,  and  for  the   furthei    consideration  of  the  performance  of 
certain  conditions  set   forth,  the  owners  of  .1  trad  of  between  70 
and  80  acres  of  rather  low  land  contracted  to  convey  a  right  0 

100  feet   wide   through    said   land.    One   of  the  c litions   of  the 

contract   was  that   on  or  before   May  1,  the  company  should  con 

struct  and  opera! itinuou  ly,  regularly,  and  daily  a  double  track 

electric  railway  on  said  right  of  way.  It  was  conceded  thai  the 
road  was  finished  and  in  operation  May  20.  Moreover,  the  evi- 
dence showed  that  the  road  was  operated  as  early  as  May  r.  and 
before  that  time,  by  the  running  of  one  or  more  construction  cars 
upon  the  track,  which  construction  cars  also  carried  passengers. 
Yet,  on  May  15.  the  landowners  gave  notice  declaring  the  contract 
void.     But   the  supreme  court  of  Illinois,  after  a  careful   examina 

tion   1  1   thi    ■    idenct     thinl      thai   the  c p. my  complied   with  the 

terms  of  its  contract.  It  say.  tli.it  the  •  parties  permitted  the  com- 
pany to  take  I 'i  of  the  ground,  which  they  agreed  to  con- 
vey to  it  for  a  right  of  wav.  and  to    i"  nd  an  immense  amount  in 

grading   the    road,    in    laying    rails,    in    building   .1    powei     I ,    in 

erecting  poll     neci     arj  to  hold  the  wiret   u  ed  in  tl nstrucl 

Iway,  in  stringing  the  win   .  and  in  otherwi  e  pei 
fecting  the  con  [ruction  of  the  road.    They  permitted  the  0 

to  do  this  for  1 1  11  w  ..f  what  they  1  lainu  .1  to 

default   on  it'    pat  I     I  rndi  1    tl n  um  I 

certainly  would  bi 

ure  of  th. 

Nor  dot    the  ■ . >nii  think  thai  thei 1    1  isi    foi  thi   land 

refuaing  to  comply  with  their  contract  t nvi      th<    <<-'•' 

bj   ih.    mannei   in  »  hii  h  tl panj   had  1 1  in 

n  ■   "i  tl.  .1  po f  the 

right  of  way  lying  outside  of  the  railroad  l"'l    bj    mal 

■    digging   di'.  1"     lo  Foi    tl 1  m  tion   of   thi 

1  oadhi  d  "i  iln    Iracl      <   land       1  hal   ia  to 

■ay,  ii  I  op  ■  '"■   Ibei 

to  four  feet  above  the  In  thi       i        ind  the 


"J 


STREET    RAILWAY    REVIEW. 


[Vol.  XII.  No.   a 


in  the  places  w  h  t  to  do 

1 1n ^  »nli  were  ra  cumstances  which  would   juatifj 

the  landowro  imply  with  thdi 

ped  that  it  would 
grant 

wants   ii    understood,   however,   thai   n    was   assumed 

nsel  "ii  both  sides  thai  this  companj   had  power  to  receive 

,i  donal  I  -i  right  oi  way,  and  to  condemn  land 

for  such  right  of  way,  and  that  it  passes  no  opinion  upon  that  sub 

il  ;i  contested  question,  bul  when  a  disputed  ques 

li.m  arises  as  to  the  existence  of  such  power,  it  does  not  intend  t" 

In-  cul   off  from  considering  it  by  anything  here  said      It   merely 

that,  assuming  such  power  I  on  both 

eemed  to  concede  it  in  thi  i    da      ink  thai  the 

company  had  so  i                                                  had  pi  rfon 
m  Buch  an  improper  manner,  as  to   justif}    lowners   in  re- 
fusing  to  execute  a   deed  to  il       ["hi    corporation   was  organized, 

under  the  general  railv  the   pur) build 

ing  and  operating  .i  <1. .nl.lc  track  electric  railway  between  th 
of  East   St.  Louis  anil  Belleville. 


INJURY    OF    PASSENGER    fctt     ELECTRK      SHOCK     EV1 
SAME— OF  NEGLIGENCE. 


Buckbee  v.   Third  Avenue  Railroad   Co    (N.   Y.   Sup  I,  ;-■   N.    Y. 
Supp.  217.     Oct.  4,  1901. 
A  sh  intact   with  an  electric  current,  the  sec- 

ond appellate  division  of  the  supreme  court  of  New  York  holds, 
1  regarded  as  a  direct  physical  and  personal  assault,  for  which 
a  negligent  defendant  may  lie  held  liable.  And  11  affirms  in  this 
case  a  judgment  for  damages  for  injuries  alleged  to  have  been  sus- 
tained by  a  passenger  in  stepping  on  or  over  the  metal  door  sill 
at  the  rear  of  the  ear  as  she  left  the  same  on  becoming  alarmed 
.11  the  sighl  of  flames  shooting  from  the  controller  box.  The  car 
was  operated  bj  communicated  from   underground,  and 

one  witness  testified  that  the  flames  extended  beneath  the  ear  its 
entire  length.     The  appearance  of  the  flames  was  preceded  by  a  loud 
Another    witness    testified    thai    the    flames 
Started  in  front,  and  went  underneath  the  car.  burning  a  long  while. 

The  plaintiff  herself  testified  that    -he   received   an   electric   shock, 
and    described    the    sensations    she    felt    indicating    il       At    the    time. 
she  was    in   perfect    health    and   vigor,   and    a    physician    who   exam 
ined  her  within  two  hours  of  tin-  occurrence,  afler  stating  her  con- 
dition   then,    testified    that    an    electric    shock    received    as    claimed 
would  he   an   adequate  cause   for   it.  although   he   admitted  that   a 
r  any  injury  in  the  lumbar  region  might  also  he  an  adequati 
mnd   ii"  evidence  of  such   injury.    Two 
other  physicians,   who  made   examinations,   gave   evidence   of   the 
existence  of  a  permanent   injury,  which   they  said  an   electric     hocl 
ed  would  be' sufficient  to  produce.    The  conn  holds 
that  this  was  abundantly  sufficient  to  establish  a  prima  facie  casi    oi 
injury  resulting   from  electric  shock.     Then,   ii    holds  that    tin    com 
was   nol    only   established   by  thi-  evidence,   hut 
also  by  proof  thai  the  phenomenon  described  could  nol  havi   existed 
if   the  electrical   appliance-   of  the  car  were   in  proper   shape.     It   is 
here  was  evidence  thai   the  car.  after  the  accident,   was   used 
ine  day  on  four  through  trips  without   further  harm:  hut   then 
was  no  evidence  of  any  subsequent  inspei  tion,  and  no  direel  evidence 
that   it   was  not   oul   of  order      Under  these  circumstances   the   po 
live    evidence    was    not    sufficient,    the    court    hold-,    to    justify    the 
assumption    that   the   company   was    free   from   blame   a-    matter   of 
law. 


LIABILITY   FOR   DAMAGES  of   POWER   HOUSE  TO    VD 

JOINING  PROPERTY    -AS  TO   ITS  BEING    \ 
NUISANCE. 


;o  North  Shore  Street  Railway  Co,  v    Payni    Mil  t,  01   \    E. 
Rep.   -it'7.     Oct.  -'4-  1901. 
The  supreme  court  of  Illinois  affirms  here  a  judgment  for  $2,000 
property  from   the   establishment   on   adjoining   prem 
an    electric  power   lion-,     i  i   ration   of   (his    railway 

1 1  m  no.  -  of  a  railroad  con 
I  lawful   authority  for  the  u-c  of  ii  .    permanent 

structures.      This    company,    acting    within    its    charter,    had 


right    to    maintain    it-    power    home    al    thai    place,    and    tin 
suing  had  no  lawful  right  to  interf 

in   legal    contemplation,   all   damage-   which   will   he   -n 

.1-  the  effect  of  the  a. '  ned  immediately,  and  the  mi 

of  damage-  1-  the  depreciation  in  market  value.     If  the  president 

or   some  other   individual   had  built    tin    power   house,   and   op 

11   him-elf,  and  -old  tin    power  to  the  company,  the  use  would  have 

been  a  private  one.  but  the  thing  wouli 

the  owner  of  it    liable  as  an  individual       At   common  law   the  powei 
house  and  the  business  carried  on  adjoining  the  dwelling   hot 
the  party  suing  would  he  such  a  nuisai  died  by 

an  action  on  the  case  foi  damages,  01.  perhaps,  by  an  inji 

again--  If.   however,   the  erection   and   mam! 

..f  the  power  house  were  thing-  which  the  company'-  charter  author 

ized    it    to   do    in    tl  Oad,    and    they    were    performed 

in    a    i'  killful    and    proper    manner,    although    of    such    a 

character  as  to  injure  and  annoy  the  party  suing  a-  the  adjacent 

property    owner,    they    would   not    constitute    a    tllli-anec.    and    could 

not  be  abatd  unpany  would  he  liable 

for  the   damages  lie  extent   and   under   the   same  rules   as 

though  tin  power  house  wen-  a  nuisance  The  charter  of  the  com- 
pany doe-  not,  under  tin  present  -tale  constitution,  take  away  from 
the  adjoining  owner  the  right  to  recover  for  the  noise,  jarring, 
-moke,  and  disturbance  resulting  from  the  power  hou 


1 11    n      "  PERSONS  1 1\  PRIVA1  F.  RIGHT  OF  W  \Y  WHEN 
THROWN  OPEN  TO  THE  PUBLIC. 


l.iekens  1     Stater   island   Midland   Railroad  Co.    (X.   ^i     Sup 
X.   Y.  Supp.  162.     Ad    4.   1901. 
People   making   use   of   thoroughfares    which    are    thrown    op< 
the  public,  and  upon  the  surface  oi   which   streel   railroads  an    l" 
ing  operated,  the  second  appellate  division  of  the  supreme  , 

Xew  York  holds,  may  properly  assume  that  the  way  is  a  public 
highway,  and  that  it  is  subject  to  the  sami  ruh-  of  law.  in  so 
far  as  the  active  duty    01  reel    railroad  company  is  concerned. 

as  though  in  fact  it  were  a  public  highway.  They  may  use  such 
public  way  in  the  manner  customary  upon  other  highway-  similarly 
1.  in  the  absence  of  notice  to  the  contrary  by  the  owners  of 
the  fee  or  legal  title;  and  the  strict  railroad  company  is  hound. 
as  in  the  case  of  other  highways,  to  exercise  a  reasonable  degree  of 
care  to  prevent  injury  to  persons  so  using  such  ways  Thi 
pany,  owning  tin  way.  .1-  when  n  i-  on  its  purchased  right  of  way. 
may  protect  its  right  of  way  for  its  cat-  bj  fencing  it  in.  or  by 
erecting  harriers  of  any  kind;  hut  so  long  as  it  presents  to  the  ptih- 
lic  an  open  street,  differing  in  no  essential  particular  from  any  other 
puhlic  highway,  it  cannot,  consistently  with  law.  he  relieved  of  the 
duty  of  exercising  the  same  degree  of  care  which  would  he  incum- 
benl  upon  it  if  the  way  was  in  fact  a  puhlic  highway.  Here  was 
a  passenger  in  a  coach,  which  was  traversing  what  the  court  says 
the  company  held  out  to  him  as  a  puhlic  thoroughfare,  and  which 
1  admitted  he  had  a  right  to  travel,  except  that  it  undet 
that,  inasmuch  as  it  was  on  a  right  of  way  which  it  owned  leading 
to  a  summer  resort,  in  so  far  as  its  tracks  were  concerned,  its  right 
wa-  exclusive,  and  that  upon  that  portion  of  the  way  it  owed  him 
no  duty.  01  al  leasl  none  other  than  not  to  wantonly,  willfully,  or 
intentionally  injure  him  Rut  such  a  rule  the  court  declares  would 
he  -hocking  to  the  sensibilities  of  the  community,  and  would  pet 
mil  transportation  companies  to  unite  people  to  puhlic  resorts  upon 
the  privati  property  of  the  corporations,  and  to  slaughter  them 
without  anj  adequate  responsibility.  This  party  was  not  a  mere 
licensei     upon   the  private   premises  of  the  company. 


RIDING    ON    REAR    BUMPER— WARNING    AND    PERMIS 
SION  OF  CONDUCTOK. 


Miel v     I'll Electrii    Railway    (Mich.),  87  N.  W.  Rep.  626. 

■  Il  I  22,  lOOI. 
A  man  desiring  to  take  a  car  at  about  6  o'clock  p.  m  ,  under  the 
idea  that  it  was  crowded,  climhed  upon  the  rear  deadwood  or 
bumper.  Two  others  al  gol  on  it.  Then,  the  car  stopping  at  a 
point  evidently  not  anticipated  by  the  motorman  of  the  car  behind 
it.  the  latter  struck  il.  The  hh.vv  wa-  not  a  severe  one.  and  no 
one  in  either  car  was  injured  hut  this  man.  who  in  some  way  had 
his   ankle   hurt,   the  other   two   referred  to  saving   themselves  by 


Feb.  15,  1902.] 


STREET    RAILWAY    REVIEW. 


93 


jumping  from  the  car.     He  o  judgment   for  damages,  but 

the  supremo  court  of  Michigan  reverses  this,  ordering  no  new  trial. 

-  that  he  was  not  invited  to  ride  upon  the  deadwood.  No 
custom  was  shown  permitting  him  to  ride  there.  The  company 
had  instructed  its  employes  not  to  permit  it.  It  was  not  intended 
or  sanctioned  for  the  use  of  passengers.  It  needs  no  argument  to 
demonstrate  that  the  position  was  a  dangerous  one.  and  never  in- 
tended  as   a    place    foi  -    to    ride.     There    was    neither   an 

•  nor  implied  assent  for  him  to  ride  in  this  dangerous  posi- 
tion. The  conductor  advised  him  11.1t  !..  ride  there,  by  telling  him 
that  he  better  get  off  and  wait,  or  get  inside  1  In-  languagi 
not  be  construed  into  an  invitation.  It  was  a  busy  time.  The  con- 
ductor was  not  called  upon  to  Stop  and  put  him  off.  lie  had  done 
all  that  was  required  in  warning,  if.  indeed,  he  needed  any  warning. 
He  knew  that,  if  the  ear  was  crowded,  other-  were  eoming  within 
two  or  three  minutes,  which  he  could  have  taken,  and  the  testimony 
showed  that  there  was  room  on  the  next  ear.  He  voluntarily,  and 
without  invitation  or  permissi  de  in  a  dangerous  place, 
rather  than  attempt  to  gel  inside  or  wait  a  few  minutes  for  another 
car.  His  negligent  act  was  a  continuing  one.  and  directly  contrib- 
uted to  the  injury.     When  a  place  is  ■  not   provided  or  intended 

for  passengers  to  ride  upon,  and  is  in  itself  dangerous,  the  employe 
who  assumes  to  permit  a  passenger  to  ride  in  such  a  place  acts 
without  authority,  unless  such  authority  be  shown  expressly  or  by 
common   custom. 


INJURY  OF  DEAF-MUTE  WALKING  ox    1  k  U  K  ON  PRI- 
VATE  RIGH1    in    WAY     DUTY  OF   MOTORMAN 
DECLARATION  OF    \S  EVIDENCE. 


..   Paducah  Railway  &  bight  Co    (Ky.),  <M  S.   W.  Rep.  05s 
Oct.   17.   1901.     "Not  to  be  officially  reported." 
A   deaf-mute  was   run   down    by    a   car   on   a    street    railway    track 
built   on   a   strip  of  land  at   tin    side  of  the   highway.     It  appeared 
and  admitted   facts  thai   the  motorman  saw  the 
man    when    150   yards    from   him.      He    repeated!}    and    continuously 
sounded   In-   gong,  but    the   man    walked  on,   paying  no  attention. 
1  blew  his  whistle  repeatedly,  and  still  the  same  result.     Yet, 
the  court  of  appeals  of  Kentucky      1        hi      el    no  brake,  and  did  not 
get   his  car  under  control,   though   he  could   not    reasonably   expect 
ntinued  soundings  of  the  gong  and  whistle  to  he  more  effect- 
ive than  the  signals  he  had  given      When  he  saw  the  man  in   front 
of  him  on  the  track  he  had  the  right  to  suppose  be  would  get  out 
of  the  way.  but   when  he  saw  he  was   unaware  of  the  approach  of 

the  car.  and   that   the  sound   of  neither   th.    gong    thi     whistle 

affected  the  man.  it   was  his  duty  to  know  what   was  apparent  to  a 
rdtnary   care,   situated   as   he    was,   and    he   should    have 
taken   such   steps  as  ordinary  care  required  tat    under 

control;  for  after  he  saw  the  man  on  the  track,  and  perceived  this. 
or  in  tl  of  ordinary  .are  should  have  perceived  it.  after 

the    man    on   the   track,   and   being  aware   of  his    danger,   In 
could,    by   the   exercise    of   ordinary   car  injury. 

The  question  of  contributory  negligent  pa      of  the  man 

should  omitted  to  the  jury  fei  ed  to  thi    ■  ffi  1 1 

thai   the  car  track  was  much  used  by  pi  :  ..       ,  ,„   the 

suburb  and  city  which 

and   pri  ,r    track    was   not    in    tin     highway. 

and  iui  \  declaration  made  by 

the   motorman   ai  m.t    (he    wounded 

man  <m    got  from  under  th<  court  bold  crbal  fad 

ring  out  of  the  transaction  and  a  part  of  it,  and  should 
admitti  d  in  evidi 


REQUIRED    "I     I'M'  1  R  \i  KS 

WM  -k.I'   LOOK    VND  LIST! 


I 
.  /  1    tooi 

II    v. 

■  II.  and  tb.i 
•  .'  listen" 

1    law       Bul    lb. 

it  of  appeal*,  ninth  tyi  that   thi     1  uli . 


degree,  and  is  only  applicable   to   street    railways  where   the  attend 
ing  conditions  are  such  thai    reasonable  care  and  prudence  would 

dictate  such  precautions.  The  duties  of  person-  with  respect  to 
steam  railways  and  street  railway-  are  noi  -.,  analogous  a-  to  be 
governed  al  all  times  by  the  same  rule.  The  rights  of  the  pel  On 
are  greater,  an.l  the  danger-  less,  in  connection  with  the  lattei 
the  rights  of  streel  ear-,  no  matter  by  wli.il  power  impelled,  nol 
being   superior  to  those  of  oilier  vehicle-,  save  in  the  one  instance 

where  a  vehicle  i-  bound  to  gel  0111   of  the  way,    md   nol    to  obstruct 

the  passage  .u'  the  car,  owing  to  the  inability  of  the  car  to  travel  in 

any  other  part  of  the  street.  The  element  of  trespass  is  entirely 
absent  in  the  case  of  a  person  crossing  a  street  railway  al  any  point, 
and  the  only  care  required  of  him  is  that  which  a  reasonably  pru- 
dent man  would  exercise,  having  <\<u-  regard  to  the  rights  of  oilier-. 
and  assuming  thai  other-  (including  the  streel  car  companies)  will 
exercise  the  same  care  in  fact,  knowing  thai  such  care  is  imposed 
by  municipal  regulation  upon  the  persons  operating  the  streel  cars 
This  assumption  does  not.  of  course,  warrant  such  a  reliance  upon 
it  as  to  neglect  means  of  self-preservation,  bul  is  an  element  of 
con-id, ■ration  in  arriving  at  the  standard  of  care  to  govern  the  par- 
ticular case.  Here,  a  man.  with  a  double  leant  attached  to  a  farm 
wag. hi  covered  with  canvas,  closed  behind,  looked  up  the  street 
iu-t    a-  he  left    the  grocery,  but  could   see  no  car  on   the  track   for  a 

distance  of  a  quarter  of  a  mile,  and.  after  proceeding  along  (he 
line  of  the  track  al  a  moderate  speed  for  400  feel,  turned  to  cross 
Hi.  track,  without  again  looking  for  a  car.  nol  having  heard  any 
warning  signal  of  the  approach  of  a  car.  and  not  believing  that  a 
car  could  overtake  him  in  that  length  of  time  if  running  at  the 
rate  of  speed  (limited  to  12  miles  an  hour)  required  by  municipal 
ordinance.  Under  these  circumstances,  the  conn  holds  (hat  the 
question  of  contributory  negligence  was  for  the  jury,  and  affirms  a 
judgment    for  damages. 


INJURY    OF    PERSON    ATTEMPTING    TO    BOARD   CAR 
WHEN   IT  FIRST  REACHES    \  CROSS  STREET— TIES 
IN  STREET     NORMA]    STOPPING  PLACE— 
MOTORM  \x    VND   NEGLIGI  MCE 

I  M    b'b  \SI-    t  )K  SI'KKO. 


Schmidt  \.   North  Jersej   Streel   Railway  Co,   1  N.  J,  Sup  1,    10    \tl 
Rep.  438.     June  10,  1901. 
The  evidence  showed  thai  at  the  lower  corner  of  a  street,  inter- 
secting that   on   which    ran   the  line  of  lb,-   railway,   a   group   of  in- 
tending pa    engers  stood  awaiting  a  car;    thai  the  plaintiff  crossed 
to  the  upper  corner,   and     tood  there   with   othei      a     a  car  was 
ipproaching;     thai    he    waved    hi-    band    towards    the    car,    which 
slackened   il       peed,   but   did   nol     top;    thai   two   passengers  got 
safely    on    the    car:     that    tin-    plaintiff      .1  ed    the    bind    rail,    and 
1..0I    on    the    step,    and,    with    the   other    on    the    ground. 

w    'ii  ■ I  along  until  li.   came  1 ntacl  with  same  railroad  lies 

in. 11    lb.'  it. 1. 1-.   in  ibe  middle  of  the  intersecting  street,   when   he 

I"  1  I"    In  .LI.  .'ii.l .1    even   injut  ies     1 1.-  and  one  witnes  1  tes 

mi.  .1  thai  thi     pi  .-.I  ..f  the  cai  in.  1  - .   ed  aftei  hi   had  tal  1  n  hold  of 

the   railing:   anothci    witness    for  him  an. I     ...1.1I    witni      .      for  the 

company  testified  that   there  was  no  increa  e,  bul    in  lead  a  de- 

1  -     peed  of  ibe  car      X.,  prool  was  offered  thai   the 

""■I an  in  any  way  indicated  thai  1 ..ml  I.,    lop  at  tin-  uppei 

-      ".'I   I.'    i'   tiii.d   thai    he   did   not    notice   any    one   there, 

1  fndi  1   .  inces,  the    upi .-in.'  ...mi  . .1  New   |ei  11  1   hold 

'li''  a    . .  1  .li.  1   m   i.e. ...  of  tl iip.no     I I.l  li.,. .    in .  11  direi  ted, 

I.  ..  im  \   .  ould  nol  1. hi  I-,   tin. I  1 

' it'"  ■■■•  abli   1..1I.  md  1  ■  1    , u  ,ii,  ii,,.  , ,,, 1 

road    tie-    in    lull    view,    the    planum     1      limed    all    H    I      ol    minis     li 

them  when  he  attempted  to  gel  on  the  moving  . 

t ii.ii  11  lb pan Id,  '' "   an;    purposi     bi 

held  n  ntei there  of  the  tii      it  wa    quih 

11    ■      ould   nol   l»    chargeal h   negl toward     an   in 

tending   pa  he]      ere  not  al   .1   p]  u  i    11 1 Id 

' i iio    11.'  thai  .1  <  .11    would    top  to  re 

'  I  '     II         '        '"I  111      til.  I  I 1,       „  II! 

dii  iiion    1I1.    pi...  •    foi    .1   1 .11    t-i     top   at    .in   inii  i'  ei  im ■■     1 1. .  i    1 

II  III       allno    I     moll     1   1,  :  .,      thai     III. 

pll in    .  [1  ,  I  1  1       .'.ii.l  in,,       I  1  ,  1  1 

Vnd  the  h  ilcl 

10  mil'  lit...     p.  .  1    tl,  i| topi 

1  -it   win  is  to  how  far  tl 


94 


STREET    RAILWAY    REVIEW. 


[Va    Ml. 


mciiliirn   will  carry   it.  ur   it   may   be   necessary  to  check,  and   then 
'•cd  on  account  oi  the  movement  of  persons  or 
thai   the  motorman   must  always  anticipate 
ding  on  tin-  upper  corner  of  the  street  mi. 
ird  the  moving  car. 
While  il  a  negligent  act  to  get  on  or  off  a 

slowly-'m'oving  street  car,  yet,  in  order  to  charge  negligence  upon 
the  i"'  oiling  the  propulsion  of  the  car,  some  affirmative 

act  of  his.  showing  a   lack  of  due  care  for  the   prob 
gency  etting   on  or  off,   must   be  proved.     In 

tins  ca  mple,  ii  would  have  been  necessarj  to  prove  that 

the  motorman  increased  the  speed  of  the  car  when  he  had  ri 

use  to  suppose  that  might  be 

ting  upon  it. 

Then,  the  court  says  that  there  was  hardly  enough  p 
to  the  jury  of  an  increase,  after  slackening  speed  of  the 

car.     It  says  that  the  plaintiff's  belief  that  the  cat      id 

ily   understood  by  any  one  who   has  ever   tried   to   hoard  a 
moving    car    propelled    by    electricity.      It    is    very    easy    to 
estimate  before  the  act  the  rate  mnd  to  exist 

after   the   attempt   is   made. 


OPERATION'  OF  CARS  DURING  STRIKE. 


Fewings   v.    Mendenhall    i  Minn.),  So    \     W.    Rep.   96.     May    17, 
1001.  • 
The  question   as  to  when  and  tinder  what   circumstances  street 
railway  companies  will  be  held,  as  to  passengers,  guilty  of  negli- 
gence in  attempting  to  operate  their  cars  at  all  during  a  strike  of 
their  employes,  is.  the  supreme  court  of  Minnesota   says,  an   im- 
portant  one  to  them,    and    to   the  public  as   well.     To   the    fi 
for,   if  they   are  to  be  held  guilty  of  negligence   in   at  tempting   to 
their  cars   whenever  force  and   intimidation   are   used   by 
their   striking   employes  to   compel  them  to  suspend  the  running 
of  their  cars,  then   they   must   submit   to   such   unlawful   fori 
cease  to  ge  their  duties  to  the  public,  or  yield  to  the  de- 

mands of  the  strikers,  whether  just  or  unjust.     Especially  impor- 
tant is  the  question  to  the  public,  for  the  uninterrupted  opi 
of  an  efficient  street  car  system  has  become  a  practical   nei 
to  a  large   number  of  our  urban  population.     They   have 
lished   their  homes,   arranged    their   business   and   work    with 
ence  to  it,  and  their  comfort,  convenience,  and  pleasure  are  I 
dependent   upon   it.      Therefore   those  who    arc   charged   with    the 
public   duty  of  operating  street   cars,  in  consideration  of  valuable 
franchises,    cannot    be   permitted   to    omit    the    duty    for    any    cause 
save  the  most  pressing,  such  as  the  practical  impossibility  of  dis- 
charging the  duty,  consistent  with  the  further  duty  to  exercise  the 

I    vigilance   and    care    in    guarding    their   passengers     1 
violence,  from  whatever  source  arising,  which  may  be  reasonablj 
anticipated  or  naturally  be  expected  to  occur,  i"  view  of  all  of  the 
circumstances  of  each  particular  case.     It  then  necessarily  fo 
the   court  holds,   that   a   street   railway   company   is   not    guilty    of 

ncc.  as  to  its  passengers,  in  attempting  to  opi 
during  a  strike  of  its  employes,  unless  the  conditions  are  such  thai 
lit  to  know,  or  to  reasonably  anticipate,  that  it  cannot   do 
so  and  at  the  same  time  guard  from   violence,   by  the  exerci 

most  care  on  its  part,  those  who  accept  it-'  implied  invitation 
me  passengers. 
Again,   it  was  contended    in    this    case    that,    bi  stone 

which   injured   the  plaintiff,   a    passenger,    was    thrown    by   a    third 
party,    who    was   not   one   of  the   strikers,    the   defendant,    whi 

tig  the  road  as  receiver,  was  not  in  any  view  of  the  case  rc- 
ble  for  the  resulting  injury;  that  the  defendant   had  a   right 
tme  that  all  persons,  except  the  striker-,  would  nol  only  re- 
frain  from   any   acts    of   violence   or  lav  but,    on    thi 
trary.   would   use   their   best   efforts   to   suppress   tliem.   and    hi  1 

d   no   reason    to   anticipate   the   act    which    injured 
lintiff,  and  therefon    1   mid  not   l"    charged  with  negl    1 

nst  it.    But  tin-  ,  0  ing  tl 11 

■iiored  the  actual   condition  ,,,•  lime 

injury.     If   the   conditions    had  mal,    if   there   had 

•    no  mobs,  no  exi  iti 

[  the   strikers   and   the   man]    who   sympathized   with    them. 

uld  be  correct.    The  evidence,  In 

s1m«    that   the  actual   conditions   were   the  revers  ise   sug 


and    thai  in    and    near    the 

>i  the  injury.     It  was  therefore,  upon  1  e,  the  court 

n>    whether  tin  ought   not. 

under  the   circumstances,   to  have    reasonably   anticipated  violence 

from  i"  ted  with  thi  and  to  have 

rcfrom.     Further 
more,   tin    court    hold     that    evidence  tending  to  charge   the   d 
ant    with   notice   ol   tin    conditions   existing  and  events  occurring 
injured  was  properly  reci 


RIGH  rS  in-   1  I. MM  \\l  Ul  111   DISTOR1  ED  1   . 

DIRECT  ING    \  ERDII   1  RI  VMM,    OF    CHILD     V 

STR1  11  11  1  LINGING   I  Pi  >\"  Si  1 
AVOID    ' 


Aiken    v      II  01     X      E     Rep, 

5."       I  let,    iK. 

The   supreme    judicial   court    of   Massachu 

one    is   aware   that    among   the   many    suits    bl 

tl  injuries  there  are  cases,  .if  which,  however,  it  doi 
mean  to  intimate  that  the  present  one  was  an  instance,  in  which 
unjust  claims  are  sought  to  be  sustained  by  testimony  which,  if  not 
wholly  false  or  manufactured,  is  so  colored  and  distorted  as  to  tend 
to  mislead  juries  and  judges  and  to  pervert  justice.  Vet  the 
plaintiff  in  such  a  suit  has  the  right  to  have  his  alleged  cause  of 
action  determined  by  a  jury,  if  upon  any  reasonable  view  of  the 
conflicting  evidence  it  can  fairly  be  found  as  a  fact  that  he  was 
hurl  while  in  the  exercise  of  due  care,  and  by  the  defendant's  fault. 
If  in  any  jury  trial  there  seems  to  be  danger  that  the  jury  will 
give  an  unjusl  verdicl  upon  evidence  which  in  law  ought  to  be 
submitted  to  il     decision,  thi  1  take  the  verdict. 

and   then    to   set    it    aside  a-    again  dence,   or   tin     weight    "i 

,   rather  than  t lei 

course  in  a  suit  in  which  it  docs  not  appear  that 
any  wrong  verdicl    has  1  taken 

The  court    further  maintains  that  il  1  held,  as  mat 

law.  that  for  a  child  of  six  or  seven  years  to  run  across  a  -tree! 
on  Ins  way  home  from  school  is  of  itself  negligence.  Here  the  boy 
in  question  was  about  six  and  one-half  years  of  age.  and  testified 
that  his  attention  was  attracted  by  the  whistle  of  steam  cars  which 
were   crossing   the   sain  a    more    distant   point;   and   the 

court   holds   that    neither  the   fact   that  he   was  running,  nor  that  he 
did  not    slv  the  electric  car.  precluded  a  finding  that   he  was  in  the 
as   mighl    be   expected    from   an   ordinarily 
prudent  child  of  his  yeai 

Vgain,  th<    1  mrl   holds   thai   while  al   play  In-  ..  an  into 

the  car.  and  if  in  attempting  to  save  himself  from  the  consequences 
of  such  a  collision  he  found  himself  upon  the  car.  the  company 
could  not  rightfully  disregard  his  peril,  if  informed  of  it,  and  run 
its  car  as  if  nothing  had  occurred.     There  was   al  limony 

thai    before  the  boy   was   finally  thrown   from   the  car   hi 

p,  in  a  place  of  comparative  safety,  very  near  and  in  full 
of  the  motorman,  and  requesting  the  motorman  to  let  him 
off.  and  that  the  motorman.  instead  of  slopping  or  attempting  to 
Stop  the  car.  increased  its  speed,  and  so  caused  him  to  he  thrown 
lo  the  ground  and  run  over.  To  be  sure,  this  testimony  was  con- 
tradicted  Bui  whether  il  was  inn-  or  not  was  a  question  for  the 
jury.     If  it    was  true,  and    if  the  hoy  was  not   a   tn  [tempt- 

ing to  steal   a   ride,   to   disregard  the  peril   of  a  child  of  less  than 
of  age.   who  by  his  own  careless  collision  with  a   street 
car   was    clinging,    frightened,    Upon    tin     step   and   to  the   handle   of 
of  attempting   to   comply    with   the    child's    request, 
was   a  conduct    of    such    a    clear   and    direct    tendency    to 

inflict    set  lie.   w  lien    pracl  i 

another   in  where   both   were  law- 

fully present. 

Then  there  was  evideno    which  would  justify  a  finding  that  the 

car  tin  n  le  sireet  across  which  the  hoy  was  running  without 

sounding    thi  ml    at    a    spi    1  ted    al     from 

0  five  miles   an  bout       Whether  due  care  on    the   part    of   the 

ny   would   require   it   to  give  warning  of  the  entrance  of  the 

car  into  the  street  by  ringing  the  gong,  the  court  holds,  was  a  mat- 

nliarly    within    the    1  the   jury    to    determine.      It 

could  not  be  said,  as  a  matter  of  law.  if  the  gong  did  nol 

that  the  omission  was  not  negligent. 


Feb.  15,  1902.] 


STREET  RAILWAY  REVIEW. 


THE  FT.  WAYNE-CINCINNATI  INTERURBAN. 

The  accompanying  map  shows  the  system  of  the  Ft.  Wayne. 
Dayton  &  Cincinnati  Traction  Railroad  Co..  which  was  described 
in  the  "Review"  for  December,  iooi.  page  926.  The  heavy  lines 
on   the   map  show   the  proposed    divis  *tem.   which 

includes  about  400  miles  and  connects  between  its  terminals 

aggregating   about    1,000.000    inhabitants.      Ground    was    broken    at 


vided  for  and  ground  for  freight  and  cattle  yards  has  been  secured 
in  all  of  the  principal  towns  along  the  line. 


ROUTES  01     Mil.  11     u  a  ,  IKATI  INTi.i'ii 

IS,  i'/. 1.  f.,r  the  comtrui  tion  of  11 
which  will    !,.■   pushed   ahead   as   rap 

potttbti 

thai  a  prh 
way  will  lx-  used  throughout     It  1,  t..  I..-  operated  on  the  third  rail 

running 

[hly  lern  in  1 

rmini     It  i 
■  I  '.11  lb.-  I...  1    of  a  main 
■  naive  freig 


HARTFORD-SPRINGFIELD  INTERURBAN. 


The  opening  of  the  interurban  trolley  line  between  Hartford  and 
Springfield,  Mass.,  occurred  on  January  13th,  under  the  auspices 
of  the  Hartford  &  Springfield  Street  Railway  Co.  The  first  cars 
over  the  line  left  Hartford  having  on  board  a  number  of  the  officers 
of  the  road  and  officials  of  the  two  terminal  cities  and  intervening 
towns  who  were  guests  of  the  company.  When  the  car  reached 
Warehouse  Point  the  party  stopped  at  the  power  house  which 
tiny  inspected  and  lunch  was  served  in  the  car  barn.  The  trip  over 
the  remainder  of  the  road  was  then  resumed.  The  building  of  a 
small  stretch  of  road  four  miles  long  from  Warehouse  Point  to 
connect  with  the  South  Windsor  branch  of  the  Hartford  Street 
Ry.  supplies  one  of  the  missing  links  of  an  almost  complete  trolley 
line  between  New  York  and  Boston.  This  gap  has  been  built  by 
the  company  which  controls  the  portion  of  this  line  between  Hart- 
ford and   Springfield. 

«  ■  » 

ST.  LOUIS  CAR  SHEDS  BURN. 


January  nth  the  St.  Louis  Transit  Co.'s  Bellefontaine  car  barn 
at  19th  and  Farragut  Sts.  was  burned,  together  with  over  50  open 
electric  cars  which  were  stored  there.  The  fire  entailed  a  loss  of 
$65,000  which  was  covered  by  a  blanket  insurance  policy  carried 
by  the  company.  The  power  house  and  other  property  of  the 
company  adjoined  the  burned  building,  but  were  not  damaged  to 
any  extent.  Traffic  was  not  delayed,  as  it  was  not  found  necessary 
to  shut  down  the  engines  while  the  fire  was  in  progress.  The 
origin  of  the  fire  is  unknown,  but  it  made  such  rapid  headway 
after  it  was  discovered  that  when  the  firemen  arrived  the  building 
was  beyond  the  hope  of  saving  and  the  attention  of  the  men  was 
turned  to  the  more  valuable  property  adjoining  which  escaped 
any  damage. 


SNOW   FIGHTING  EQUIPMENT  AT  WORCES- 
TER.  MASS. 


The  Worci  tei  Con  olidated  Streel  Railway  Co.,  with  130  miles 
of  track  to  cover,  owns  the  following  snow  fighting  equipment: 
One    Pcckham    rotary    plow,    fitted    with    tWO    independent    40-h.    p. 

for    driving  tin-    fan:    tin,,-    Smith   &    Wallace   double   truck 

plows:   three   Wason    doubli    truck    nose  plows;   and  two   Wason 
single   truck    shear  plows 

With    tli-     Peckham    rotary   plow    it    was    found   that    sometimes 

■  hen  working  in  very  hard  snow  the  four  motors  on  the  plow  would 

1    "i   tin     fni   could   11I    its   way   into  the  drifts   with 

"It    thai    tin  1 1. 1    of   Overloading   the    fan    motors. 

oid  any  chance  of  ibi*   an  ammeter  is  placed  in   the   fan 

motor    circuit     enabling    the    operator    ('•    till    just    what    load    the 

motor!  Ing    and    he    ran    regulate   the    speed    of   the    plow 

tn   correspond    with    the    speed    with    which    the    fan    is   cutting   into 

-I  line  on  the  Scale  of  the  ammeter  designates 

1    which  'in'  fan  motors  will  be  overloaded 


INCIVILITY. 


New  Haven  ft  Hartford  R,  R,  prints  on  its  time 

■  ing  suggc  1 

"Passei  espi  cl  fully  1 1  que  ited  i"  report  (••  iii>    general 

incivility   On    the  part   of  employes 

of  tlii'  '  Vhile  it  i    Mi-  .i (Mi.  company  to  redress  just 

"'1     thai   courtesy  i1    equally  commendable, 

the  passi  1 " 

ought  t"  11 


Service  on  tin-  esl     Ide  1  CI 

nine  t:n  eleven  o'clocl    on   the  evening  of 

January  rath,  owing  to  a  fin    in  tl ntrolling  tower  at  the  rail 

1. ....I  bridge  from  h  in  tin- bridge 

p  1   ted 


'tb 


STREET  RAILWAY  REVIKW 


[Vol     Ml.   No.   2 


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


TELL-TALE  ATTACHMENT  FOR  CIRCUIT 
BREAKER. 


A  small  device  that  will  tend  to  relieve  the  power  station  engi 
ii    of  his  care  and  worry  is  an  arrangement    for  auto 
matically  giving  notice  when  a  switchboard  circuit  breal 
An  attachment  of  this  kind  is  used  at  the  power  house  of  the  Union 
Street    Railway    Co.,    at    New    Bedford,    Mass,      In    this   particular 


brass  knob  on  the  handle,     rhe  collar  on  the  handle  and  thi 

m  the  boll  are  each  connected  bj   wire  with  a  small  cell-bat- 
tery, the  two  wires  constituting  when  the  breakei  a  nor 

niallv    open    circuit. 

It  will  he  understood  thai  as  long  .1-  the  breakei  remain 
the  local  battery  circuit  will  be  open  bui  when  the  breaker  $ 
the  handle  will  fly  up  ring  the  kn< 

ing  strip,  closing  the  battery  circuit  and  thereby  causing  a 


a  a* 


-  /n 


:E 


8  -'- 


'«J 


- 


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'£<& 


I 


!> 


-sa-"t—  1 

k -■■-ir.-.r !>!))  f 


n    >  m  % 


r^T 


HI.  1   MLS  nF  SELF-DUMPING  COAL  HAKKOVV. 


r/?o*/7- 


instance  the   device   is   applied  to  a  breaker   of   the   G.    E     ty| 

the  idea  can  be  carried  oul   with  almost  any  type  of  circuit   breakei 

on  the  market 

"  the  handh   of  the  breaker  1^  fitted :ollar  or  ring,  this 

collar  carrying  a  brass  km>l>  or  projection  that  may  be  a  nut  or  anj 
other  small  piece  of  metal  that  can  be  conveniently  attached  to  the 
collar.    Tin-  nut  or  knob  i-  p  that  when  the  breaker  is  in 

pen"   position  thi     knob   will    p 
plati     spring   fastened   to  the   lower   right    hat  that    help-   to 

lit    breaker   to   the    switchboard    panel.     The    plate 
spring  is  merely  a  strip  of  bi  1  11    nut   of  i! 

and    having   one    end    bent    forward    to   come    in    contact    with    the 


buzzer  to  signal  the  fact  that  the  breaker  ha^  been  actuated.  The 
bell  may  lie  placed  at  any  advantageous  point  in  the  station  and 
will  continue  to  ring  until  the  offending  breaker  has  been  reset. 

In  the  "Review"   for  June.    

plishing  the  same  result  was  described  and  illustrated.  In  that 
arrangement  a  small  metal  pin  is  attached  iggle  arm  of 
each  1. leaker  on  the  board  so  that  when  thi  goes  out  the 
arm  will  carry  the  pin  into  contact  with  two  wires  stretched  along 
the  face  of  the  switchboard  and  thus  close  a  bell  circu 
*—*■ 

Five  thousand  emplo  lyn  Rapid  Transit  Co.  were 

vaccinated.  January    I2th,  by  the   company's  phi 


Fbb.   is,  1902.] 


STREET    RAILWAY    REVIEW. 


97 


SELF  DUMPING  COAL   BARROW. 


TESTS  OF  TEXAS  OIL. 


To  more  easily  handle  coal   from  the  coal   bins  to  the   furnace 
the  Union  Traction  Co.,  of  Philadelphia,  provides  at  its  power 
self-dumping  wheelbarrows  which  have  been  devised  by  its 
engineering  department      Mr.  W.  S.    ["wining,  chief  engineer  of  the 
company,   has   kindly    furnished   is   drawings   of   tin*   barrow    and 
the   company   has   found   the   dumping  ante  an    int- 

ent  over  the  ordinary  hand  wheelbarrow. 
These  barrows  are  designed  to  hold  600  lb    ol  1        1  ich.  and  one 
man    handles   a    load   of   that    si  e    without    difficulty.      The    body, 


II 


rfn 


■ 


which  i>  ma  sheet  iron,  has  a  long  pro  p  and  is 

hung  upon  the  frame  with  the  pivot-  -.1  located  with  reference  to 
the  center  of  gravity  that  the  body  when  empty  will  remain  in  its 
normal  position,  but  when  filled  with  coal  will  have  a  strong  ten- 
dency to  tip  forward  and  dump  It  >-  p  d  From  doing  so  by 
a  spring  catch  at  the  hack  consisting  of  .,  strap  of  s  in.  sheet  iron 
rigidly  fastened  at  its  lower  end  to  tin-  frame,  and  having  a  pro- 
tection at  the  other  end,  which  is  designed  10  hook  over  tht  top 
Mi.-  barrow.  When  the  barrow  is  full  and  the  attendant 
to  dump  the  coal  he  jerks  this  spring  strap  backward.  The 
weight                          '    causes   the    body    to   up    forward    and    dump,    lint 


7o  as  ^Sow*  **■ 


£j  'c  os-/6t#ots  ro  c  of 


DE7S/L   'A" 

■  mptv  th.-  bod)  autom 
zontal   position   and   the    ipiing   inapt  irely    holding 

.•I  in.   in  diamt  ti  1    and   ha 1 e  Hal   tire 
3  in.  wit  in   pipt       l  hi  di  tail    and  di 

forth  in  the  draw 


o-h    p    Bah 

1    at    Us 

B  A  \\ 


i  ngland  utilized  a  lot  of  old 

■ 

turning    1  lown    for    aim..'  Ihe 

liminatcd  by  mountn 

within 


\  series  <>i  tests  has  recently  been  made  under  the  direction  of 
Prof.  J.  E.  Denton,  of  Stevens  Institute  of  I'ecliuology,  on  the  emu 

parative  fuel  value  of  coal  and  I'exas  crude  oil.  Tests  were  made 
under  a  boiler  in  the  plant  of  the  American  Ice  Co.,  of  New 
York,  which  lias  been  fitted  for  the  use  of  oil  about  a  year  ana 
half  ago  by  the  National  (las  &  Fuel  Co.,  of  Chicago  ["he 
burner  used  was  the  Williams  patent  oil  hunter  which  has  three 
suppK  openings,  oil  entering  al  the  top,  steam  at  the  second  open- 
ing and  hot  air  from  the  ash  pit  through  the  third  opening;  thus 
a  gaseous  mixture  of  oil,  steam  and  air  is  Mown  through  the  for 
ward  end  of  the  burner  into  the  furnace  and  meets  with  parti] 
heated  air  drawn  from  the  ash  pit  through  the  forward  part  of 
the   grate   which    is   left   open 

The  tesls   of  the   oil    were  made   at   boiler  capacities   varying    from 

112  to  220  h.  p.  which  was  the  limit  of  satisfactory  air  supply  for 
the  chimney  draft  with  wide  open  dampers.  At  this  rale  of  work 
ing  no  smoke  was  shown  at  the  top  of  the  chimney,  hut  by  forcing 
the  boilers  beyond  this  streams  of  smoke  were  formed  at  the  edge 
of  the  flame  and  a   light    vapot    was  shown  at  the  chimney  top. 

I  lie  lesis  with  coal  were  made  at  from  33  to  in)  h,  p.  the  former 
being  the  demand  on  the  boiler  for  regular  work  ami  the  second 
the  greatest  amount  that  could  he  obtained  with  dampers  wide  open 

Ihe  boiler  was  under  test  with  oil  for  fuel  from  November  25th 
10  December  51I1.  Starting  with  the  boiler  setting  cold  and  the 
water    in    the    boiler    at    04    degrees    F     the    nine    required    to    raise 

1,  1111  lo  85  lb.  pressure  was  50  minutes  with  oil  and  I  hour  and 
17  with  coal,  the  lire  being  started  in  the  bitter  case  with  a  very 
liberal  amount   of  dry   wood, 

lor  the  range  front  112  to  120  h.  p.  the  total  evaporation  from 
and  al  212  degrees  per  pound  of  oil  varied  from  1571  lo  1520  lb 
of  dry  steam  and  the  burner  consumption  varied  front  ,,-.  1  to  1.8 
per   cent  of  the  boiler  output       This   gives   the  net    evaporation    from 

14.74  to  15.1(1  lb.  of  water  per  pound  of  oil.  The  combustion  of 
the  "tl  by  the  burner  was  practically  perfect.  The  boiler  utilized 
about  78  pit  cent  of  the  beat  of  the  fuel  which  represents  the  best 
average  boiler  practice  and  ihe  percentage  of  steam  consumed   by 

the   burner   is   a    minimum    for    steam    let    burners. 

I  be  comparative  fuel  eosis  of  oil  and  coal  under  the  conditions 

.11    the    factor)     where   ihe    tests    were   made  are   as    follows 

For    producing    the    horsepower    required    by    the    factory,    or    ] 
horse  powet   i"  1   about   20  square  feet  of  heating  surface,  with  the, 
moisture  and  a  h   as   found 

1.  Moisture   in   coal   per   cent 6 

2.  Ash.    per    cent 16.2 

,\.     Weight    of  oil   per   gallon,   pounds 700 

4.     Weight   of  oil  per  barrel  of  42  I*.  S.  gallons,  pounds 322 

V      l-'vapoi. n    pei     pound    ol    w  el    coal    from    and    al    212    de- 

pounds    017 

Vet  evaporation  per  pound  of  oil  from  and  at  212  degree 

pounds    151 

-.     Ratio  of  oil  I al 1  0 

8.  Xnnibei  ,,1  barrel  ol  oil  equivalent  to  2,240  lbs  oi  coal..  1  13 
o     Price  of  ,,,  .   lb  ton,  withoul  cartage  and  cost  of 

ash    removal    $.(.oo 

10     Equivalenl   price  oil  per  barrel  of    jg  l'    s    gallons $071 

I,, 1   prodi e  hot  e  power  upon  ii nioiilv   guaranteed  basis 

,1    1    hot  e  powei    per    to    q     fl    of  heating   surface,  and   with   an 

1  moisture  and  ash  in  the  o  al 

1      M01  ture   in   coal    pei    cent .t 

\    b       |"  1      'Mil 17 

poration    per    lb     of    Wet    COal    ft and    at    212    degrees. 

pound  8.75 

i     N'ei  evaporation  pet   lb   ol     oil   from  and     al     212  degrei 

pound 1  4  K 

Ratii  11  el  1  1,0 

Is  of  oil  equivali  tit  ti       140  II      of  1  oal       1  1  1 

P  ;o  ■  1 1 arts d  cost  of  ash 

removal  

x     Equivalent  pi        I  | I  ol   i     I     S   gallon  $0.73 

'  1 lerablc    laving  in  labot   ia  noticed  with  11 ol  oil      11   1 

probable  that  om    ttend  to    | I  but  m  1     nj    too  h,  p 

11    1  h       ndlin     lahoi  and  help 

the  fire  room  and  tin  h Hit  g  irobabl  It 

for  mat  hincry  than  w  ith  1  oal 


98 


STREET    RAILWAY    REVIEW. 


[Vol.   XII,  No.   2. 


ELECTRICAL  EQUIPMENT  OF  THE   MANHAT- 
TAN  RY. 


The  operating  ui  tin 
in   New  York  City  by  electricity  marks  the  opening  ol   the 
electric  generating   plant  which  has  been  built  up  to  tin- 
time   in    this   country.     The   substitution   of   electricity    foi 
locomotives   involved  the  building  and  equipment  of  a  generating 
plant  of  enormous  size,  the  building  of  sub-stations  for  transform- 
ers  and    rotary'   converters,   the  installation   of   an   elaborate   trans- 
mission system,  the  equipment  of  the  cars  with  electric  motors,  the 
construction  of  a  lighting  system   for  the  trains,  yards,  platforms, 
offices,  etc.,  and  the  use  of  electric  motors  in  the  company's  repair 
shops. 

The  building  for  the  central  generating  station  is  a  substantial 
structure  situated  at  74th  St.  and  East  River,  and  was  described 
in  the  "Review"  for  September,  1901,  page  545.  It  will  be  re- 
membcicd  that  the  plant  is  arranged  in  eight  generating  units. 
each  consisting  cf  an  engine  and  an  alter- 
nator, all  the  units  being  practically  inde- 
pendent. 

The  boiler  equipment  comprises  64  Bab- 
cock  &  Wilcox  boilers,  of  525  h.  p.  each, 
tested  to  carry  200  lb.  working  steam  pres- 
sure. Roney  mechanical  stokers  arc  used. 
Green  fuel  economizers,  and  Sturtevant 
blowers  to  furnish  forced  draft  when 
needed.  The  most  notable  feature  of  the 
installation  is  the  generating  machinery, 
comprising  eight  5,000-kw.  Wcstinghouse 
alternators  direct  connected  to  Alhs-Corliss 
engines.  The  accompanying  illustration, 
Fig.  1,  gives  a  general  view  of  one  of  these 
units,  two  of  which  are  now  in  operation 
Each  of  these  units  has  a  maximum  ca- 
of  10,000.  h.  p.  and  the  electrical  gen 
erators  are   the  largest    ever  erected. 

The  steam  engines,  which  arc  built  after 
the  design  of  Mr.  Edwin  Reynolds,  of  the 
Allis-Chalmers    Co     consist    of    .1    pair   of 

engines  working  upon  ,1 
shaft.  The  high  pressure  cylinders  arc  hori- 
zontal and  the  low  pressure  vertical  ["he 
high  and  low  pressure  piston  rods  at  each 
end  are  connected  to  one  crank  pin.  The 
principal  dimensions  of  the  engines  . 
follows:  Diameter  of  high  pressure  cylin- 
ders, 44  in. ;  diameter  of  low  pressure 
cylinders,  88  in.;  stroke  of  all  pistons,  5 
ft.;  revolutions.  75  per  minute;  , 
speed.  750  ft.  per  minute;  diameter  of 
piston  rod,  8  in.  The  cranks  are  set  135 
degrees  apart.  With  this  location  of  the 
crank  pins  the  shaft  receives  eight  im- 
pulses per  revolution  which  makes  the 
turning  force  so  uniform  that  the  revolv- 
ing field  of  the  generator  suffices  to  take 
the  place  of  the  fly-wheel.  This  arrangement  also  avoids  any  dead 
center,  and  the  engine  may  be  started  from  any  point  without  any 
attention  being  paid  to  the  position  taken  by  the  cranks  in  stop- 
ping. Steam  jackets  are  not  used  but  the  placing  of  the  valves  in 
the  heads  of  the  low  pressure  cylinders  make  a  partial  jacketing 
effect  in  these  heads.  The  ordinary  Reynolds-Corliss  vah 
is  employed,  with  a  single  eccentric  on  each  high  pressure  C 
and  separate  eccentrics  for  the  steam  and  exhaust  valves  of  each 
low  pressure  cylinder.  The  two  sides  of  each  unit  are  entirely  dis- 
tinct, and  one  can  be  run  with  the  other  uncoupled  without  reducing 
u-iency.  The  high  pressure  cylinders  admit  steam  at  ISO  11' 
gage  pressure,  and  from  these  cylinders  the  steam  passes  to  re- 
ceivers which  arc  prolongations  of  the  steam  chests  of  the  low 
pressure  cylinders.  The  receivers  on  each  side  of  the  engine 
contain  773  sq.  ft.  of  re-heating  surface  composed  of  2-in.  copper 
pipe  through  which  steam  at  boiler  pressure  circulates.  From  the 
low  pressure  cylinder  the  steam  exhausts  through  30  in.  pipes  into 


a  40  in.  main  leading  to  the  condensers,  one  of  which  is  provided 
for  each  unit. 

The  Wcstinghouse  alternating  current  generators  deliver  three- 
phase  currents  at  11,000  volts  which  if  desired,  may  be  raised  t" 
i2.ooovolts.  Thewt  enerated  is  practically  a  true  sine  curve 

under  all  conditions  of  load  and  power  factor,  and  the  regulation 
from  no  load  to  full  load  is  guaranteed  to  be  within  6  per  cent. 
The  rise  in  temperature  under  full  load  for  24  hours  is  not  to  ex- 

55  degrees  C.  The  efficiency  at  full  load  is  gb'A  per  cent.  The 
revolving  parts  of  the  dynamos  are  particularly  designed  to  secure 
unusual  strength,  so  as  to  resist  the  tendency  to  burst  in  case  of 
temporary  abnormal  speed.  The  hub  of  the  revolving  field  is  of 
cast  steel  and  the  rim  is  carried  by  two  webs  of  rolled  steel.  The 
field   i,   32  it    in   d  d  at  75   r.   p.   m.,   its  periphery! 

equals  7.540  ft.  per  minute.  Its  weight  is  370,000  lb-  The  machine 
contains  40  field  poles  built  up  of  laminated  steel.  These  arc 
wound   with  Ige,   one   layer  dee]),  and   th. 


MANHATTi 


lating  material  is  cemented  in  place  between  the  turns.  The  edges 
of  the  copper  windings  are  exposed  in  order  to  facilitate  the  dis- 
sipation of  the  heat  developed. 

The  exciting  current  of  each  alternator  field  is  approximately 
225  amperes  at  200  volts  and  the  excitation  can  be  increased  to  pro- 
vide for  an  overload  of  50  per  cent.  These  field  windings  are  held 
upon  the  poles  by  copper  wedges  driven  between  the  pole  tips 
which  serve  to  prevent  the  shifting  of  the  magnetic  lines  of  force 
and  hence  preserve  constant  the  wave  form  generated.  The  arma- 
ture consists  of  six  castings  bolted  together  to  which  a  core  is  at- 
tached. The  core  is  a  built  up  ring  of  thin,  soft  steel  plates  with 
slots  on  the  inner  surface  in  which  are  placed  insulated  copper 
Lars  which,  with  their  end  connector-,  constitute  the  armature 
coils.  The  plates  of  the  armature  core  are  separated  at  intervals 
by  spaces  in  order  to  permit  of  thorough  ventilation. 

In  order  to  produce  a  wave  form  free  from  irregularities  at 
different  loads  a  distributed  winding  with  four  armature  slots  per 


Feb.   is,  1902.] 


STREET    RAILWAY    REVIEW. 


99 


phase  per  pole  was  adopted.  This  tends  to  avoid  the  production 
of  harmonics  which  is  of  importance  in  view  of  the  large  capacity 
and  self  induction  of  an  extensive  system  of  cables  and  transmit- 
ting apparatus,  especially  where  a  large  number  of  rotary  con- 
verters are  to  be  employed.  Each  slot  c6ntains  three  bars  securely 
fastened  to  the  end  connector?.  Any  of  these  bar-  may  be  re- 
moved with  ".it  disturbing  the  others  and  without  n  frame 
of  the  machine.  The  armature  conductors  are  built  to  withstand 
a  puncture  test  of  25.000  volts  alternating  current  for  30  minutes. 

Special  freight  cars  were  required  for  hauling  the  parts  of  these 
generators  to  New  York  where  they  were  assembled  for  the  first 
time.  The  weight  of  the  completed  machine  is  900.000  lb.  and  its 
height  42   ft. 

The  exciting  current   is  supplied  by   a   battery   of   fpur   250-kw. 
exciters  of  the  engine  type,  the  armature  and  commutator  of  each 
machine  being  bolted  together  upon  a  ventilated  cast   iron   sleeve 
pressed  upon  the  engine  shaft.     The  current  generated  at  the  cen- 
tral   station    is    to    be    distributed    over    the    entir 
Manhattan  Ry..  consisting  of  37  miles  of  road  ii 
Manhattan  and  the  Bronx.     It  is  distributed  to  eight    sub 
along  the  road  where  transforming  apparatus  is  install  d  to 
the  voltage  to  the  proper  pressure  for  use  in  connection  with  rotary 
converters.      The   sub-stations   are   all    built    upon    a    uniform 


lew.  and  a  maximum  of  2,250  kw.,  or  3,000  h.  p.    Each 
a  self-contained  unit,  tin-  two  bearings  and   the  lower  half  of  the 
field  frame  being  mounted  upon  a  common  base.      I  he  field  frame 
is  divided  in  a  hot  The  machine  has   ij  poles  ami  if 


1  p.    1    ROTAR1    1  OH\  ERT1  i.-     .;  \ 

and  the  general   arrangement  of  the  apparatus   in    ill   ol    them   is 

similar,   so  that   an  operator   familiar   with  one 

duty  at  any  other  one   if   required,   without  an) 

The  rotary  converters  are  arranged  in  two  ind  tin 

rmers   are  located   in   groups  of   tine.-   upon   gal 
the    sides   of   the   building.      There   are   20   rotariei   and    78   trans 
formers    in   the   eight   sub-stations,    each    rotary   receiving     current 

550  kw.   stcp-d 
in  delta,  at  a  potential  of  t\ 

stations  and.  as  they  arc  all 

nators  in    parallel,    the 

pressures  distributing  1 

In   or' I' 

rotary  converters  shoul 

of  tran  of  the  Step 

ight  out  from  the  primary  wind 
led,  Westii  . 
are   installed   in   earh    substation    for   supplying    I  <y   air. 

The  g'i 
per  cent.     The  rotary  converters  have  a  nominal  if   1,500 


FIG  >N\  ERTEK     MA  Ml  A'l  I  AN   RY. 

h    .ill.  1  n. ii  in-    .  ui  rent    of    -'5    cj  1  les  pei    second    \\  ill 

hi    p   in     The  'nii|iiit  of  the  com  ertei   has 

1      15  voll      md  the  1  ffi<  ii  ncj    ..1   thi    machim 

at   full   load  i^  o='     1 11       I  lii    din rrenl   and  alternating 

current  in    shown  in   Figs.  -'  and  .;   ■ 

The  '  or  space  of  10         1        re  13}^  ft  in 

iii,    0  mi  1  1 1'  1     at       1,11 1,  ,1 

lii    mean!    of  a  motor  irating    »el   one  ol    which   is   installed  in 

md  which  is  illustrated  in   Fig.  4.     The  method 

rting  by  din  1  .1  from  Ihesi     nil  rather 

than  din  1  taken  from  the  mam  but   bar    .11   ill.      ui'  stations 


10.    1     MOTOR'  iR     M  AMI  11  1  \ 

■  .  I   I. Illl 

III.    1 .1 
.     closing     thi  ' '  1 ' .  1 '  1 1  i  n  |  • 

II  d   with 

■  ■>it  ii'  and  the  hicli  wei e 

1   LI'  '|     f..r    11 

in  Ncv.  .iniiK  <•  1.1I    .,  1  vi. '    in iritboul 


100 


STREET  RAILWAY  REVIEW. 


[Voi     Ml.  No.  a. 


he  installation   <  for   the 

it. hi    Ry.    ii                                        the   adopti i  5,000   kw. 

\  ork   subi  i    \h 

^  ert.  ■ 


ST.    LOUIS   WATER   WORKS   RAILWAY. 


STEAM    TURBINE    PLANT    FOR   LONDON    UN- 
DERGROUND  LINES. 

I  lie  largest  steam  turbine  plant  'I  is  designed  foi  the 

the  Metropolitan   District   Railway   Co's    station  al   Chelsea 

I'hesc  machines,  which  will  In-  of  the  Westinghouse  Parsons   type. 

will  be  of  7,000  1 1 - ] • .  each,  and  as  n>  of  them  are  to  he  installed,  the 

3  maximum  output   oi  p.    Ow nig  to  the 

these  machines  thi    verj   high  speeds  usually  asi   i 

with  turbines  will   not   bi    required      l"he  speed  of  il 

will   l»'   but    750  r.p.m.      rhree-phi    i  erators   ol    5,000  i- 

pacitj    each    "ill    be   mounted     on     the    turbine    shafts,    and   these 
dynamos  will  be  much  smaller  than  would  be  possible  if  slow 
reciprocating   engines   wen    employed       rhej    will    require   to  have 
hut  four  poles  each  and  will  be  about  9  fl    in  diamel 

Recent   tests  of  steam  turbines  of  large  size  show   .1   g 
omy  in  steam  consumption  procating  type 

rhe  economy  of  space,  al  se <  vibral and  absence  ol  1 

the   exhaust    steam    :ir<-   very    important    advantages   of   thi 


\   unique  its  employe ly,  ha- 

m-i   been  built  by  the  St     Louis  Water  Works.     It  1-  ;i  littli 
1, >nr  miles  in  length  and  rtons  from   Baden  to  tin-  Chain  of  Rocks 
pumping  station.      I  In    road  1-  of   sing!  instruction      Ii  is 

its  maximum  grade  being  but  seven  tenths  of  one 
111  and  about  three  hundred  twenty  five  feel  long     Th< 
i-  I. ml  with  1  18  in    between  centers.    The 

joints  :■■       I  he  road  bed  1-  formed 

of  macadam  and  the  track  is  ballasted  with  cindei  is  no 

hi.  and  the  rails  arc  bonded  with  "Protected"  rail  1 
power  house  1-  constructed  of  hard  brick   with  granite  and 
sandstone  trimmings,  the  inside  dimensions  being  30  «  50  ft      The 
cagonal    silvet    graj    encaustic    tiling.     This 
power  house  supplies  current  foi  the  general  lighting  system 
stations  and  for  the  machine  tool     in  thi 
hop  and  the  cranes  in  the  Baden  pumping  station  as  well  as 
for  the   electric  railway       \   genet 
shown  in  the  accompanying  illustration, 

The  engine  room  contains  three  steam  engines  and  one  Pelton 
water  wheel.  One  of  the  engines  is  a  150-h.  p.  -ingle  cylinder 
Straight   Line  engine  made  by  the  Straight   1  Syra- 

cuse,   N     V..  and  is   direct    connected   to  a    100-kw.  direct   current 
Wi   linghouse   generator;    this    1-    used  ing  the 


POWER  STATION  AM'  i   \R  OF  ST.  LOUIS  WATI'.K  WORKS  RY. 


chines,  hut  a  point  of  the  highest  importance  is  that  with  the  use  of 
three-phase  currents  and  rotary  converters  at  sub-stations  there 
should  be  as  little  variation  as  possible  in  the  angular  velocity  of  the 
throughout  each  revolution.  The  phases  arc  disturbed  when 
im--.  as  11  must  i"  a  certain  extent  with  reciprocating  en- 
gines, however  carefully  balanced  and  however  heavj  the  fly 
wheels.  With  the  turbine  the  shaft  1-  turned  continuously  with  an 
even  force  of  steal  ipon  its  numerous  blades,  and  for  this 

reason  variation  in  angular  velocity  i-  practically  non-existent.    The 
benefit  of  this  is  particularly  noticeable  when  running  alternators  in 
lid, 
li   1-  daimed  that  thi    speed  regulation  of  these  turbines  with  a 

fluctuating    load    i  d  ver;     iccurately-     The   admiss 1 

-team  1-  governed  by  a  fly  ball  governor  in  connection  with  a  set 
of  levers,  and  when  running  light  the  steam  is  admitted  in  separati 
puffs  at  distinct  intervals,  while  under  full  load  the  steam  1-  ad 
mitted  in  an  almost  continuous  stream  tt  is  also  possible  to  main- 
tain the  vacuum  much  higher  than  with  the  reciprocating  engine 
so  that  the  steam  works  down  to  the  extreme  limit  of  expansion. 

If  the  turbine  should  pi  uccess   for  large  units  a  consid 

erable  change  may  be  expected   in  thi    design  oi  alternators,  as  at 

Is  the  number  of  poles  and  the  diameter  of  the  me 
will  l»  diminished 

■»  »  » 

The    Lake    Shine    Electric    I  o.    will    run    special    I 

i    I  leveland   to   accommodate   theater   parties    Irom   in- 
termediate towns.      \  trial  of  thi-  plan  has  been  made  with  satis 

special   car-   from   1 
and   Gibsonburg   in   one  evening   carrying   250  peopli    to   Toledo 
theati 


electric  railway      The  other  two  engine-  are  made  by  the  A.  1.    Idi 
&   Son,  Co.,  of  Springfield,  111.     One  of  these  engines  is  a   150-h.  p. 
tandem  compound  direct  connected  to  a   100-kw.  alternator.     This 
generator    is    used   entirely    for  carrying    the    lighting    load   al   night, 
lighting   all   the   pumping   station-  and   water   towers.      I  he   other 
engine  1-  a  35-h    p    -nigh-  cylinder   engine   direct   connected  to  a 
25-kw.  direct   current   General    Electric   generator       I  hi-  generator 
supplies    current    for    the    machine    -hop    and    the    electric    travelling 
cranes  al   the   Baden  pumping  station.     Direct  current  1-  generated 
at    575    volts   and    110  volts  and   alternating   current   at    1,150  volts. 
Ilie  Pelton  water  wheel  1-  connected  directly  to  a  20-kw.  Westing 
... 11  1    alternator  winch   supplies  current   for  the  day  lighting 
which    1-    comparatively    small    to   the    night    load,   as   there  are   only 
a   few    lights  used  in  the  pump  pits,  basements,  etc.     The  ■ 
are  operated  condensing,      rhej    exhaust   into  a   u  in.   vacuum  oil 
-  r.   winch   1-   connected  to  the  condenser      Each  engine   is 
supplied  with  a  Sweet'-  Steam  separator  made  by  the  Direct  Separa- 
toi   1  o„  of   Syracuse,  N.   Y..  which  company    1-  represented  in  St. 
Louis  by  the  Laufketter  \  Bendit   M    E,  Co 
In  addition  to  the  generators  installed  al    Baden   station,  each  of 

jut  work-  pumping  Stations  are  provided  with  an  en- 
gini  and  gem  rator  for  furnishing  current  for  their  electric  travelling 
cranes  and  machine  -hop-,  and  these  generator-  ar«  ,01111,, -led  to 
the    secondary    wire-    of    the    lightini  m    and    therefore    can   be 

used  in  case  of  necessit)   to  light   their  respective  stations  and  act 
as  a  relay  for  the  main  station  at  Baden. 

I  he  converters  used  are  of  the  Westinghouse  make  and  consist 
of  two  15-kw  oil  filled  transformers,  one  7  5  kw  oil  filled  trans- 
former, one  5-kw  oil  filled  transformer  and  four  t-kw.  and  one 
5  kw     dry   transform.  1 


Feb.  is,  1902.] 


STREET    RAILWAY    REVIEW. 


10L 


rhe  steam   for  the   engine  in  the  generator  house  al    Baden  i- 
supplied  from  the  boiler  house  of  the  Baden  pumping  station.    This 

l-.dcr  room  :-  60  \  [67  11  .  and  contains  eight  boilers  aggregating 
2.400  h.  p.     Those  boilers  are  operated  al   140  lb. 

passenger  car.  made  by  the  St.   Louis  Cai   Co    is  operated 

The  car  1-  4,!  ft.  over  all:  inside  it  1-  32  ft,  S  in  by  ')  ft.  ,i'  _•  111 
anil  8  ft.  2  in.  high.  It  1-  mounted  on  the  St  Louis  No.  23  trucks 
and  has  XI.  C.  I!,  couplers.  The  car  has  two  ti.  E.  57  mntur-. 
Johns  electric  heaters,  Johns  ami  Christensen  an-  brakes 

One    conductor    anil    two    motormen    are    employed    and    are    paid 
r    month.        The    car    travel-    an    average    distance    of    4-'     '  . 
miles  per  day.  and  it-  maximum   speed  is  25  miles  per  hour.     It   is 
provided  with  an  arc  headlight,  air  whistles  and  a  locomotive  pilot. 
and   ha-  a   -eating  capacity   for  forty-eig  tigers.      \i    present 

no  persons  except   those  connected  with  tin    water  department  are 
allowed    to    ride    on    this    car    without    a    special    permit    from    the 
water  commissioner,  who.   however,   hope-  to  obtain  authority    ere 
operate    the  road    for   the   benefit    of  i    public   an  I 

to  charge   fare-   for  all   passengers   except    water   w,.rk-  employes 

The  district  traversed  bj   the  road  1-  very  much  in  need  of  trans 
portation   facilitii 

The  car  operate-  on  a   regular  scheduli  -   a.    ill  .  ami 

five  trip-  every  day  in  each  directii  n      I  In   the  two  morning 


MERIT  SYSTEM  IN    DETROIT. 


rtNTKRKiR  of  ENGINE  ROOM 

:'•  .den    .,1    7:1  a    and    in   the   an 

..nd   4  40  and  on  the  evening  trip   it  Ii  Bai  -    1 

rated    in   connection    with    the 
impossible  to  give  an 
additional   firemen  or  eng  cpenses 

ding        -  dni  ed      No  hop 

clj    for  the  electric   railway,  a-  the   pumping   station 

gular    machine    -hop  where    all    repairing    will    he 

1.  n  building, 
111   win.  no  nni. 

nductor  ha  ling  and  care 

which 
i|    \li     Edwat .I    II. id.   wati 
11    department,    undi  pi        ion    oi 

which  '   the   engines, 

piping 

t   tin 

build 


1 ' 

•a    1I1. 


Jan.   1,    1902,  the  merit   system  of  disciplining  trainmen  was  pul 
in  force  on  the  Detroil   United  Ry.;  this  is  what  is  well  known,  by 
name  at  least,  to  the  majority   of  our  reader-  as  tin    Brown  system. 
I  he  object   1-  to  avoid   50  far  as  possible  suspensions  with   conse 
quenl  loss  of  pay,  which  so  often  work  a  severe  hardship  to  well 
meaning  employe-,  in  administering  discipline,  and  substitute  marks 
of  merit  and  demerit   which  will  stimulate  and  encourage  the  em 
ployes  in  the  faithful  ..nd  intelligent   performan  e  ol   their  duties, 
while  the  record  shows  the  company  how  each  individual  1-  doing 

The  Detroit  United  Ry.  i-.  we  believe,  the  first  street  railway  to 
adopl  tin-  system,  though  ,t  ,-  m  force  on  some  ,,,-  tne  |arge  stearn 
railroad.  Naturally  the  lime  1-  100  short  for  the  Detroit  companj 
to  pass  definitely  on  the  value  of  this  system,  leit  the  general  sii 
perintendeiit.  Mr,  A.  II,  Stanley,  informs  us  that  so  far  it  has 
exceeded  hi-  best    expectations        Almost    without    exception   the   men 

started  at  the  first  of  the  year  with  the  determination  to  try  1..  keep 

a    perfect    record    and    it    is    believed    that    a    large   per   cent    of    them 

will  succeed  in  doing  -.. 

I  lie  general  idea  of  the  system  i-  to  give  merit  mark-  to  the  men 
tor  rewards  and  demerit  marks  by  vvav  of  punishment.  line  ,,f 
these    mark-   offsets  the  other,  as   for  example,   a   man    receiving   one 

..r  more  demerit  mark-  for  some  infraction  ..f  th,.  company's  rules 

can    clear    up    hi-    score   by    g I    conduct    which    entitles    him    1,.   an 

equal  number  of  merit  mark-  \  special  record  of  all  conductors 
and  motormen  is  kept  and  all  discipline  imposed  is  shown  thereon 
■  ■".I  credit  given  for  excellent  conduct,  de.d-  of  heroism,  loyalty 
,!l      and   tie-.'   credits   are  given   full  consideration   in   connection 

with    charge-    entered    against    any    conductor   ..1     1 1  man.      This 

'.."id  1,  ;,  private. me  and  i-  not  open  to  any  one  except  the  man 
com  erned. 

|;'"'   ever3     '-'   en. .nni ths   of    service    free    from   demerit 

marks  ...  fret  from  the  necessity  of  imposing  .-,  reprimand  in  marks 
"'"  '"'  deducted  from  any  that  maj  have  previous!}  been  entered 
against  an  employe's  record  When  („,  marks  are  entered  against 
lllr   rcco"l   oi  an)    employe   In-    -erv  lees   will    he   dispensed  with. 

I  '"   January    tsl    of  each  year  the   name-  ,,f  each   conductoi    and 
motorman    win.   ha-   gone   through   the   previous    yeai    with   .1    p.. 
feci  record  will  be  posted  at  each  of   the  car  houses.    Kiel,  employi 

uiM    I"'   afford,  d    an    opportunity    for    appealing    ag.nn-l     ih,     decision 

"liny  'lie  number  of  demerii  mark-  imposed,  but  such  appeal 
'""-'   '"'  made  1..  In-  division   superintendent   within    to  days  after 

"i  "i  notici  I  hesi  notices  are  -em  out  on  a  printed  blank 
addressed   to  the  conductor  or   motorman   stating   the   numbei    .a 

nu'ni  "'"  d.in.  111  marks  which  have  been  entered  against  him  and 
the  reason  therefot       Ih.-  notice  1-  signed  bj    the  general   superin 

tendenl    and   eacl contains  a   serial   number       \i    the  bottom 

..f  tin-  form  i-  a  p.  .  forati  d  trip  on  which  the  recipient  oi  tin 
lattet    acknowledge     Hi.    receipt   of  the   notice  and   then    forwards 

II  t..  the  company      .hese  ice-  insure  thai  each  employi    is  kepi 

Ij    nn. n  in.  !        1 1 ijtion  .a   in     1, ,  ord 

Record  '.nil an    i    ued  weekly,  and  an-  posted  at  all  ..1   thi 

car  house    -11    pecial  bulletin  hoard-,  giv  mg  a  1 1  .1,  ...nni  ..I  each 

"i  .I.  .  ml 1   .  ommendal ion    ■■ the 

'"»ni .nn;     ,,    no,.  .1  1, m  itting  all  ,,  1. 1.  ,1. .    niii.  h  would 

itifj   ii"   p. ,  ,,  qui  I-..,,      1 1,.  .   1. nil,  in,    are  educational  in 

I   a-    thej    point   out   thi    .,,  1     ol   thi    1  mploj  1    a  hit  h   thi    com 

1  mi.   01   bl 1  !,,    follow  nig  item    are  taken  from 

bulletin     ,    ,,..1   during    I. ,,n    .,,,.1     .,-..-   to   ,11,,  trate  the  man 

1  .  i    thi    in.  1 1,     1  1. ...  1    can  1,  .1  ..in 

"  \  motorman  on  thi    I  m  ha     I r„ ,  il 

hi  nl  c<  llenl    woil.    1.1   la  inging   1,,     cat    to    .     lop   to  avi  a. I 

colliding   with  a   wagon   which       1     1  ireli     1     drivet I,,    tract 

ol  1 " 

"A  motorm ,,  the   Michigan  .In,  ion  1,.,    been  giv 1  

■"      , ■  ■  ■  1 1 , ■  offii  1  a  $10  bill  .".  Iiich  a  pa    en I.  oppi  .1 

,.  :.   ...  hi    cat 

\  n 11. in  tn    SI 1  divi  ion  ha     had    ,  .1 1   ma  1 1 

11    ii hi     ' 1    '■■■  in.  h      en   1 01     lidins    1  ,nt, ,  a 

11. .  1  ,  ing      He  mad.   .1     1. 11         plain 11 

leffct   I Ii.'     I "'     '     10  rli  ....  1 

marl  g   with  a    [efferson  ci u     valci    worl        11 

lop  at  th,  :  1 1    tarled  up  at  a 

1  Jefferson  1  ai    »  hi,  I,  « ■      iusl 


102 


STREET  RAILWAY  REVIEW. 


(Vol.   XII,  No.  2. 


crossing  him,    lit 

damaging  I 

"  \  i> 

:'g." 

items  quoti  what 

and  line  of  conduct  will  '  company  and 

11  li   the  men    how, 
by  a  little  judgment  and  foi 
to  the  service.    'I  ' 

;   entirely   upon   tl 
t unity  to  redeem  himself  ai 
negligence.    By  this  system  the  man  i-  eithi 

netimes 

been   the  case  in   the   past,    name! 

bout  by  hanging 

varying  fron 

<  ■  » 

ANNUAL     MEETING    AND    DINNER    OF    NEW 
ENGLAND  STREET  RAILWAY   CLUB. 


The  second  annual  banquet  of  the  New  England  Street  Railway 
Club,  held  at  Hotel  Brunswirk,  Boston.  Thursda  g,  Jan.  2.1. 

was   attended   hy   nearly   300  guests   and  including 

railroad  commissi, mors  of  several  states,  the  governor  of  Rhode 
[stand,     the    lieutenant-governor    of  etts,     senators     and 

statesmen,  electrical   engineers,  and   Si  ay   men   in   the   fo 

rank  of  electric  trans]  New  York  and  New 

England. 

The  gathering  began  at  6  o'clock  ill  the  parlors  of  the  hotel 
where    an    informal  l[l'U]    Until 

7:15,     The  members  and  guests  then  started  for  thi  tall, 

re  the  20  or  more  invited  gti  ted  to  the  1 

and  enthusiastically  cheered  by  the  long  rows  of  members  lined  up 
along  the  several  tahles. 

When  the  excellent  menu  had  been  thoroughly  discussed  and  ap- 
prove! the  chairs  were  pushed  back.  an. I  while  the  ciga  [oing 
around  President  H.  E.  Bradford  called  i  '  the 
busit  ng.  Reports  of  •  showing 
the  affairs  of  the  club  to  be  in  excellent  condition  were  accepted 
and  approve,!:  10  new  members  were  vote!  to  membership;  and 
the  annual   election  of  officers  was   then  held,   resulting  as  follows: 

President.  Edward  C.  Spring,  superintendent  Newton  &  Boston 
and  Weill  Rv-  ■  Newtonville 

president,  E.  E.  Potter,  general  superintendent  Union  Street 
Railway  Co.  New  Bedford 

presidents  for  states— C.    V  Bodwell,  Sanford  &  Cap. 
poise  Railway  Co.,  Sanford.  Me.:  II.  A.  Albin,  superintend. 
cor,!    Street    Railway   Co.,   Concord.   N.    TT  :    A.   J.   Cl  "  rin- 

dent    Springfield    Electric   Railway    To.    Springfield,    Vt. ;    W.    D 
Wright,    superintendent   of   equipment.   Ur  rovi- 

nam.    Ct. 

Secretary  and  treasurer.  J.  H  Neal.  chief  of  department  ac- 
counts. Boston  Elevated  Ry. 

Executive  committee— E.  C.  Spring.  Newtonville:  E.  E.  Potter. 
New  Bedford:  H.  O.  Earrington.  master  mechanic.  Boston  & 
Northern   Street  Ry..   Chelsea:  E.   J.  Ranch,  n,  hanic,   Old 

Colony  Street  Ry..  Brockton:  V  T.  Purinton,  manager  Springfield 
&  Eastern  R.  R.  Palmer:  W.  E.  Ellis,  civil  engineer.  Boston:  J.  E. 
Stone,  manager  Boston  office  Electric  Storage  Battery  Co..  Boston. 

Finance  committee— J.  F.  Wattles,  secretary,  Rand  A 

ton;   William   Pestell,  supi  w<"r- 

W01  Ry  ;    Paul    V\  Bo  ton    Elc 

I   thanked  nferred 

Mr.  E.  E    Potter,  of  Ni  «    Bi  I  iduced  as 

.master  for  the  evening.     Governor  Kimliall,  ... 
ih,                               ut   the  club 

in  v                              ccasion  to  criticise  in  :                                         of  the 

of    street    railway   managers.  Senator    Blodgett,    of    < 

„,;,                               ind  said  he  beli.  railway  interests 


have  done  m  ices  of  the  state  of  Massa- 

Mr    Henry    M     I'utney,  of 
Manchi  r   E.    L.     Freeman,    of 

d  tl 
1   railway  men  present 
re  Col.  N    II    Heft,   II.   II. 
k,   A     I1    1  I. mil.,   G.  W.   Bishop,  C  Tracey 
lv,g,  11,  N.  ¥.;  Daniel  Brady,  and  others. 

The    Hyde    Park   Glee    Club,   composed   of   24   singers,   and   an 
itchy    and    popular    selections    between    the 

\It     I  dward  C    Spring,  the  new  president  of  the  club,  is  super- 
Street    Ry.   and   Wellesley   & 
held  similar  positions  with  the  Norfolk 
Suburban,    Norfolk    Western,  and    Mcdfield   &    Metlway    street    rail- 
experience    in    electric    work,   extending   over    15    years, 
starting  with    the   Thompson-Houston   Company,   has   brought   him 
in    close    contact    with    the    electric    fraternity    in    the    East       Mr 


J,  H.  NEAL. 

Spring  has  developed  il   scheme   for   rewarding    faithful 

employes,  which  was  outlined  in  the  "Review"  for  Dec.  15,  1901, 
001. 
Mr.  James  H.  Neal,  who  has  been  re-elected  secretary  and  trea- 
surer of  the  club,  has  been  associated  with  the  transportation  sys- 
tem of  Boston  since  1888.  He  is  the  inventor  of  the  Neal  head- 
light and  the  Neal  brake  and  is  also  an  expert  accountant,  having 
given  special  study  to  the  problems  arising  in  street  railway  ac- 
counting work. 

•  •  * 

BRIDGE  FALLS  AT  INDIANAPOLIS. 


January  16th  the  center  span  of  the  iron  bridge  over  White  River 
on  Washington  St.,  Indianapolis,  gave  way.  and  a  street  car.  filled 
with  employes  of  the  road,  and  four  two-horse  gravel  wagons  were 
precipitated  into  the  river  30  ft.  below  the  level  of  the  bridge.  The 
car  fell  in  about  5  ft.  of  water  on  one  of  its  sides  and  the  men 
liroke  out  the  window  lights  and  crawled  to  a  position  of 
safety  on  lop  of  the  car.  Two  of  the  horses  were  drowned  and  two 
of  the  Othei  hey  had  to  be  killed.     Fortunately 

none  of  the  passengers  or  drivers,  was  seriously  injured. 

The  bridge  was  pronounced  unsafe  about  a  month  previous  to  the 

it  and  the  city  commenced  repairs.     It  was  opened  for  traffic 

on  the  day  of  the  accident  at  which  time  the  city  engineer  examined 

it  and  stated  that  it  would  last  for  10  years.     Three  hours  after  this 

the  center  span  collap 


NEW   COMPANY  TO  OPERATE   NEW  YORK 
SUBWAY. 


has  just  been  organized  to  operate  thi   Nev 
Rapid  Transit  subway  now  under  construction,  and  the  organiza- 
tny  has  been  completed  with  the  e  f  filing 

il  stock  will  be  $25,000,000.     It  is 
consent  of  the  legislature  to  permit  Mr.  John 
I  ,     MH,.  is  contract  the  tunnel   to  the 

Mi.     \nv  1  (It,    who  has   been    prominent 

in  financing  the  subway,  will  be  at  the  head   of  the  new   corpora- 
tion. 


Feb.   is,  1902] 


STREET    RAILWAY    REVIEW. 


103 


FIRE  AT   PATTERSON,   N.   J. 


In  the  early  hours  of  Sunday,  February  gth,  the  city  of  Paterson. 
X  .1  was  visited  by  fire  which  swept  over  20  city  blocks  in  the 
heart  of  the  business  and  residential  districts,  destroying  six  bank 
buildings,  six  churches,  many  public  buildings,  including  the  city 
hall,  the  public  library  and  several  schools,  nearly  a  dozen  im- 
portant office  buildings,  the  two  largest  department  stores  in  the 
place,  the  car  barns  of  the  Jersey  City,  Hoboken  &  Paterson  Street 
Ry.,  and  over  500  private  residences  and  smaller  buildings.  Con- 
servative estimates  made  two  days  after  the  disaster  place  the  total 
approximately  eight  million  dollars;  a  large  percentage  of 
which   is  covered  by   insurance. 

A-  is  frequently  the  case  in  widespread  conflagrations  of  this 
kind,  the  exact  cause  of  the  fire  is  not  definitely  known.  The 
flames  were  discovered  shortly  after  midnight  of  Saturday,  and. 
ng  to  all  newspaper  accounts,  originated  in  the  car  barns 
oi  the  Jersey  City.  Hoboken  &  Paterson  Street  Railway  Co.  on 
Broadway,  which  arc  used  for  storing  cars  and  making  light  re 
pairs.  President  David  Young,  of  the  street  railway  company. 
strongly  doubts  the  truth  of  this,  and  on  last  Monday  made  the 
following  statement:  "From  the  investigations  I  have  made  I 
understand  that  the  fire  did  not  start  in  the  car  sheds.  In  the 
first  place,  there  is  no  wiring  of  any  kind  in  the  sheds  and  no  cars 


panying  half-tone  is  from  a  photograph  taken   the   morning  after 
the  fire  and   shows  all  that  was  left  of  the  car  house. 

■»  »  » 

January  15th,  fire  destroyed  the  power  house  and  car  barns  of 
the  City  Electric  Railway  Co.,  of  La  Salle.  111.,  together  with  12 
of  the  company's  cars.     The  loss  approximated  $60,000. 


The  car  house  of  the  Indianapolis  Street  Railway  Co.  and  10 
cars  were  destroyed  by  fire,  February  4th.  entailing  a  loss  of 
$30,000. 


MARINETTE  AND   MENOMINEE  LINES  CON- 
SOLIDATE. 


The  consolidation  of  the  Marinette  and  Menominee  street  rail 
ways  was  effected  early  ibis  month  by  the  purchase  of  the  ma- 
jority  interest  of  the  Marinette  lines  by  partus  already  controlling 
the  Menominee  road.  Mr  Edwin  Daniell,  general  manager  of  the 
Menominee  company,  will  be  made  general  manager  of  the  consoli 
dated  companies  It  is  probable  thai  two  months  will  elapse  before 
car-  will  run  from  one  city  into  the  other,  as  some  new  track  will 
havi  to  I"1  laid,  but  ..  one  fare  rate  will  go  into  effect  at  once  on  the 
two  streel  railwaj  lines  and  transfers  will  be  used  at  the  bridge 
connecting    the    two   cities        ["he    new    company    expects    to    spend 


KI'INS  OF  CAR  BARNS     PATTERSON,  N.  J. 


are    run    into  the   sheds    with    fires   going.     The   fires   are    always 

dumped   before   they   arc   run   into   the  sheds.      Besides,   the   place 

lie  fire  was  first  seen  in  the  car  sheds  was  occupied  by  cars 

that    h  there    for    several    weeks    awaiting    repairs.      The 

on  oi  our  night  dispatcher  was  called  to  the  blaze  first,  and 

me  at  that  time  from  a  building  adjoining  the  ear  sheds." 

'<-.  the  dispatcher  could  send  the  alarm  thi     outh  end  of  tin 
building  was  all  aflame.     Seven  double  truck  cars  and  two  sweep- 
re  destroyed,  but  the  men  at  the  barns  succeeded  in  saving 

part  of  the  rolling  stock.     The  fir'    at   first   did   no  i" 

and  was  confined  to  tl  but  a   high 

wind    which   increased    in   intensity   toward   daylight    carried 
and  fin  different  di  oon  a  dozen  fires  had 

broken  out   within  a    radius  oi  twi  blocks.     The  city   fire 

I  unable   to  make  any  headway   with  the 
flames,   and   fire  noned    from 

Rutherford,    Hoboken   and   other 
nearby  flames  were  finally  tubdued  a  tract  ol 

mill'  long  and  two  block    wide  had  been  deva 
at  remarkable  feature  of  the  cat  thai  ii  was 

singularly  free   from  loss  >.f  life.     No  one  perished   in  rh< 

nrirs  and  burn     to  firemen  were  the 

only 

■      '  I 

addni'. 
lily  of  feed  and  trolley  wire  and    1  poll      in   thi    di 

imed     I'  »'>'  able  to  maim 

The 

•iy'»  total   Ii  '  -it   about   $60,000 


about  $100,000  in  improvements  this  year.     New  track  will  be  laid 
and  new   cars  added  I"  the   systems,  and   ultimately  both   lines  will 

be  run  bv  watei    power   fnnn   Chappie    Rapids.     Work   will   be  C 

menced  this  spring  on  construction  of  a  belt  line  around  the  two 
cities. 


WORN   NICKELS   HELD  TO  BE  GOOD. 


\  passenger  Oti  the  St.  Louis  Transit  Co's.  line  was  ejected  from 
a  car.  arrested  and  locked  up  ovi  1  night  because  he  tendered  a  worn 
coin  in  payment    it  i;:    fare.     He  subsequently  brought  suit  against 

ipait      foi    damagi      and   wa     auatdrd  $2,000.     Judge  Ryan   in 

court  in  reviewing  thi    ca  1     tated  that   there  was  no 
such  thing  a     1    umed  bj   thi    defendant  as  a  nickel  ol  less  than 

full    face    ralue        \    gold    coin    might    he    worth    loss    I li.it>    its    face 

value  I" 'in  ■   "i    il and  lo     "i  weight,  but  this  is  not  true 

of  the  nickel.     It  i    bettei   that  the  conductor,  il   In  doubt,  should 
coin  than  to  1  itabli  h  a  rule  which  would  permit  him  to 

tendci     1  1  '  "in  and  then  plead  as  an 

that  In   ii  '"'•■in  ii   ••  .1    bad     In  this  case  the  plea  doi     in 

III  onl       I    tl 11    I"  '  ail  II     it     was 

Hi     " nsidercd  Ij   capi us,  and  the  amount 

of  thi     'i  dii  1       1     not  con  idei  ed in   ri<  w  ol   thi    hard 

"  ui  "i  the  plaintifl 


W'  ii    Shot  -     1 '  11 Co    ha    1  ibti 1  »n   ex- 

1  ugh     -  mi    Haven   until  July  1,   [002, 

by  which  date  the  road   1    •    pected   to  bi    completed  to  Benton 
I  fat  boi   and  St    fosi  ph, 


KM 


STREET    RAILWAY    REVIEW. 


[Vol.   XII.  No.   2 


ELECTRIC  RAILWAYS  OF  SOUTHERN  MICHIGAN. 


Feb.  is,  1902.] 


STREET  RAILWAY  REVIEW, 


105 


INTERURBAN   ROADS  IN   SOUTHERN   MICHI 
GAN. 


FINANCIAL. 


MKI  UOI'OI.I  IAN  STREET  RAILWAY  CO. 


The  remarkable  growth  of  electric  railways  in  the  southern  part 
of  the  state  of  Michigan  is  illustrated  in  the  accompanying  map. 
which  shows  the  lines  already  in  operation,  those  under  construc- 
tion ami  those  which  are  proposed  and  for  which  franchises  have 
he  various  roads  on  the  map  may  be  identified 
by  their  respective  numbers,  and  the  populations  of  the  cities 
through  which  they  pass  are  also  shown  on  the  map.  The  towns 
are  shown  by  circles,  the  area  of  which  is  proportionate  to  the  pop 
Illation.     The  following  suburban  roads  are  in  operation: 

1.  Owosso  &  Corunna  Electric  Ry.  fl  goes  to  the 
cities  named  and  on  is  proposed  to  Flint  via  Vernon  and 
Durand. 

2.  ]  ]  0  Detroit  1 
.1  rett-Mi  1 

Rapid  Railway  Co.    1  Detroit  United  Ry.) 
4.  Irian  &   Jack-on    Ry. 

Monroe  Ry.     1  Everetl 

Shore  Line  Ry.     (]  re.) 

irand   Rapids.   Holland  &   Lake   Michigan   Electric   Ry 
Michigan  Traction  Co.     (From  Kalam  Battle  Creek.) 

Saginaw  and  Bay  City  [nterurhan.     (Saginaw  Valley    frac- 
tion I 

10.     Detroit.    Vpsilanti,    Ann    Arbor    &    Jackson     Ry        1  Hawks 
Angii 

it.     Detroit.  Mt.  Clemens  &   Marine  Citj       (Detroit  United  Ry.) 

12.  (irand  Rapids.  Grand  Haven  &  Muskegon  Ry. 

13.  Detroit.    Plymouth   &    Norlhville   Ry.      (Detroit    United   Ry.) 
Port  Huron.  Gratiol   Beach  X   Electric  Ry.     (Detroil   United 

Ry.  I 

51    Joseph  &   Benton  Harbor  Electric  Street   Ry. 

ROADS  UNDER  CONS  1  Ri  «   1  ION. 

16.  Indiana  Railway  Co.,  -  d    Ind,     (From  South   Bend 
Ind.,  to   St.   Joseph,    Mich.) 

17.  Calhoun  County   Ry.     (From   I  I  ad  >on  I 

18.  Battle  Creek  &  ' 

Grand  Rapids.  Kalamazoo  &  Sunt'-  Haven    Traction  Co. 

20.  Lansing.    St.   John   &    St.    Louis    Klcctric   Ry.      This    1 

11    power    temporarily    between    Lansing    and 
hns. 

21.  Detroit.    II  g    Ry. 

■  11     Saginaw    and 
Flint! 

ion  Co.     1  from 

Harboi   to   South   II 

PROPOSED  SUBURBAN  ROADS 
Traction  Co.     1 0  run  from  Sp     | 
ton   Harbor  and   Kalart 

1   Michigan  Traction  run  from   Vermontville 

I 
na   &    Durand  m    of   the    1 

nd. 

hern   Ry 
28.     Adrian  &    I 

Ry. 

mia. 

31,  :l«,r  K     V 

ing. 

<■» 
CHASE-SHAWMUT  CO. 

I 

dly  getting  affairi 


It  is  announced  that  a  new  company  with  which  Messrs.  Whitney. 
Widener  and  Elkins  are  prominently  identified  has  been  formed  to 
lease  the  Metropolitan  Street  Railway  Co.,  of  New  York.  The 
new  organization  will  be  incorporated  so  -is  to  permit  it  to  hold 
the  -tock  of  any  corporation.     Its  capital  will  be  $30,000,000,  which 

may    be    increased    as    required.      According  to   current    report-    it    is 

nol  the  purpose  of  the  company  to  attempt  to  effect  a  consolidation 

of   the    other    New    York    systems,    Such    a-    the    Manhattan    and    the 

Brooklyn  Rapid   Transit,  bul  such  a  merger  is  hoped  for  ultimately. 
The  money   raised  will   be  used  to  convert    100  miles  of  horse   rail 
waj   lines  to  the  interurban  trolley  system  to  conform  to  the  eon 
Struction   of    the  greater  part    of   the   city's  lines.      An   annual    divi 
.1.  ml  of  7  pet    cent   on  the  Metropolitan   stock  will  be  guaranteed 
by   the   new    company   and   the   presenl    Metropolitan    stockholders 
will  have  a   right  to   subscribe  $-'0, 000,000  of  the  new  capital   at    par 
to  the   extent    »l     |S   per   cent   of   their  presenl    holding-       ll    appears, 

therefore,  thai  the  object  of  the  new  company  is  to  lease  the 
Metropolitan  so  as  to  enable  the  present  interests  to  retain  con- 
trol  ol  the  propert]  without  making  verj  heav]  outlays  on  their 
pari,  as  if  new  Metropolitan  stock  were  issued  for  $30,000,000 
ntrolling  interests  would  have  to  take  their  share  of  it  or 
stand  in  danger  of  losing  their  control.  It  is  announced  that 
the  entire  new  issue  ol  capital  has  been  underwritten  by  Kuhn. 
I  , ieb  8    Co.,  oi    New    York 


BROOKLYN    RAPID    I  R  W'Sl  r    CO. 


The  comparativi  statemenl  of  operation  for  the  months  of 
November  and  December,  mm  and  moo.  given  herewith,  slum  an 
increase  in  operating  expenses  of  the  company  which  is  said  to 
be  due  to  [he  policj   of  using  nel  earnings  to  pay  the  cost  oi   ira 

pi  1  n  '  in, 'in         ,11     1  he    road. 

\,n     mu        Nl  i\     1000  I  >ec.  mol.  I  lee    [O00 

Gro        receipts    $997,812.74    $942,018.06    $6,534,045.05    $6,137,956.45 

Expenses    730,839.79     627,959.44      4.S '5-s7 '  1 -'      3.902.051.76 

eceipl  266,972.95      314,058.62      2,018,173.93      2,235,904.69 

I  he  gro  receipts  are  increasing  at  a  satisfactory  rate  and  while 
1  In-  policy  of  the  company  ha-  disappointed  those  who  were  expecting 
dividends  il  will  inspire  confidence  in  the  ultimate  value  of  stock 
as  an  investment  providing  thai  the  gross  earnings  continue  to. 
show  a  gam  I  lie  annual  meeting  of  the  company  was  held  Janu- 
ary 31-1.  inn  was  entirely  uneventful  1  1 1  •  retiring  board  of  direct 
ors    •■■■       "   elected 

li,    Hi,,, iklj  11  Heights   Railroad  I  0.,  of  which  Mr,  C.  D    Meneely 
1. ii'.    and    i"  urer,  requests  us  to  make  the  following  an- 

'■  inning    with    the   month   ol      February,    [902,    the      Brooklyn 
Heights  Railroad  '  0    until   further  notice  will  guarantee   Brooklyn 

I  li     ated     I     hi'!    -    per    cent    bonds    and    Kings    County    b'.le 

1 1    on  three  days  in  each  month, 

Bonds  '.'.ill  l»    guaranteed  on  the  following  date        February    24, 

■larch   7.    1  00         \|.nl    |.    1  1   and    25,    [903;    May    -•, 

Inn'     |,    i.t  and  .'       [002      Inly    1.    1  1    and  J 1 ,    1002 


I  HE     I  U  IN    CI  I  V    R  M'lli     I'RANSl  T   CO. 


1    lb,      I  w  111    t   it\     Rapid     I  1. 111    11    I   "     l"i     1901 

tied   lanuarj    17th  last,  and  show     ii 1 1.1 1 1  >   to  be  in  a 

ndition      1  he  phj  ii  al  i  ondil  ion  of  the  propi  1 1  y 

d  in  increase  of  41   pei 

■  ''in  11,  .1  in,, mi'  11. md      i"  1   11  'i 

oi  equipmi  ni      lb.   gro      eat  nine  fot  the  fiscal  yeai   i  tiding  I  (ec, 

ti,   1901,   wet          '    ,  975,  .in   ni'  ■  '    ••   i"  1   , '  ni   ami   the 

■  1  •    $1,758,5   1  ■  1        a    14.59  pei    

over  llr  '  ■  I"     ■  ')"  ■    1 i"i  II      [8.35    11 

irnii  :     ith  49.16  per  ceAt  for  the  pn 

■  .-ding  year     'll ei     ill  charges,  including  taxi      i    cept  in 

1       i     1901     i 1 lied   $20,000  of   the 

11  in  1   1     igi    bond    "i  ill'    M apoll 

■     0     i t  con  olidated 

1 1    "i  '  ">■. 


106 


STREET    RAILWAY    REVIEW. 


(Vol.   XI 1,  No.  2. 


llu-  company  baa  expended  during  the  year  $646,746  f<>r   . 

improvement!      It   hat  bnill   Forty    11  d  with 

(our  motors.    It  hat  also  increased  the  equipment  on  forcj 

44  ft    cars   and  has  expended  $185,333  in  paving   streets  in   connec 
tion   with   its  tracks   in   hoth    Minneapolis   and   St.   Paul.     The    fol 

lowing    table   shows    the    statement    by  months    of    the  gross    earn 
nigs  of  the  company. 

Passenger  Miscellaneous  Total 

Earning  Earnings  Earnings. 

January    $234.44505  $i..V  <j<'. 27400 

Februarj             213,883.05  1568  M5.579-63 

March    ..                       240,637.35  1.5/'' -7  -'I-' 

April    230,454.00  1,789.87  !,243-87 

May     240.862.80  2,08271  251,045.51 

June    276,614.35  2,661.76  2792276.11 

July 288.336.OO  2.312.72  290,1 

August                      281.2  164.08  283,589.03 

Septemb  r   . ...          306.469.70  1.023.80  308.30.550 

October    260.10335  1.750.60  270,952.95 

November       266.800.05  1. 717.00  268.517.05 

December    202.576.30  1,711.  1,341.26 


Ttotal  $3,150,407.85         $23,478.00        $3,173,975-85 

The  tabulated  statement  of  receipts  and  expenditures  for  the  year 

1001    are  as   follows: 

Passenger   earnings    $1,150,497.85 

Miscellaneous   23,478.00 

Ttotal     earnings     3r73.975-85 

Total    operating   expenses    1. 415. 451  70 

Net   earnings    from   operation    1.758.524.15 

Interest   on  debt   and  taxes 666.537.75 

Surplus  applicable   to   dividends    .. 1,091,886.58 

Total    dividends     810.400.00 

Transferred   to  surplus    281.486.58 

Operating    ratio    44.60 

Operating    ratio    (including   taxes)     48.35 


NORTHWESTERN  ELEVATED   RA1LRO\D   CO 


The  annual  report  of  the  Northwestern  Elevated,  Chicago,  as  pub- 
lished February  17th.  shows  the  road  to  be  in  excellent  financial 
condition.  The  earnings  applicable  to  stock  amount  to  $159,287,  or 
3.18  per  cent  on  the  preferred  stock.  The  increase  in  taxes  amount- 
ing to  $50,000  ovei  1 1  year  and  the  expenditure  on  the 
property  reduced  the  net  earnings  considerably  The  income  ac- 
count  is  as   follows: 

Passenger    earnings    $1,016,186 

Other  earnings,  including  loop  net  earnings   for  4  months        84.676 

Total    earnings    $1,100,863 

Operating  Expenses. 

Maintenance    "f    way    and    structure $*26.747 

Maintenance  of  equipment 28,993 

Conducting   transportation    267,578 

General    expenses    52.820 

376,140 

Total   net   earnings $    724.723 

Charges 

Loop  account    $101,635 

Taxes    78,580 

Interest    on   bond-. .585,220 

56543S 

Surplus   for  year $    150.2S7 

Ratio    of    operating    expenses     to     earnings,    including 

maintenance  reserve 362611 

Ratio    of    operating    expenses,     maintenance    re- 
loop  account,  and  taxes  to  earnings 53.64 per cenl 

President  Buckingham  in  his  report  to  the  trustees  stated  that 
the   management    has    bei  planning   for   the   pro 

extensions  to  Ravenswood  and  Evanston      Negotiations  have  been 

•Includes 515.000  which  has  been  set  Mtde  in  monthly  Installments,  In  cash. 
for  betterments  and  maintenance  ol  Btructnre. 


under  ■  with  the  St    Paul  road  for  its  Evanston 

ettlemenl  has  been  reached 
Regarding  the  Ravens*  ide  esti- 

and  has  gone-  over  the  ground  thoroughly.  From 
some  figures  which  have  been  given  out  recently  it  appears  that 
to  improve  the  St  Paul's  Evanston  branch  on  the  elaborate  scale 
proposed  some  time  ago  would  involve  an  expense  of  at  least 
$3,500,000  While  final  statements  are  still  larking,  it  appears  im- 
probable that  the  management  will  undertake  so  greal  an  increase 
in  the  road's  capital  investment  at  this  time,  particularly  in  view  of 
the  fact  thai  elevated  railroad  property  will  be  taxed  pretty  heavily 
in  the  futun      [1  iperating  an  elevated  track  for  this  ex- 

tension  it  seems  much  more  probable  thai  when  this  Evanston 
branch  is  secured  that  an  incline  to  the  present  elevated  structure 
will  be  built  similar  to  that  on  the  Lake  Street  road  at  a  compara- 
tively moderate  outlay. 


SOUTH   SIDE  ELEVATED  RAILROAD 


The  annual  report  of  the  South  Side  Elevated,  of  Chicag) 
the  year  ending  iooi  shows  the  net  earnings  were  somewhat  less 
than  the  previous  year  owing  to  the  larger  taxes  due.  to  the  settle- 
ment of  an  accumulation  of  damage  cases  and  the  cost  of  main- 
tenance of  storat:  The  policy  of  the  company  has  been 
to  keep  the  structure,  roadway  and  cars  in  the  best  state  of  repairs. 
A  mile  of  new  rails  was  laid  during  the  year,  nearly  three  miles  of 
guard  rails  have  been  renewed  and  a  large  number  of  ties  replaced. 
About  one-third  of  the  structure  was  painted  The  company  de- 
sires to  extend  its  lines  into  the  southern  wards  of  the  city  and  the 
first  and  essential  step  towards  thi;  development  is  the  third  track 
on  the  north  half  of  the  road,  without  which  the  cars  employed 
on  the  new  lines  could  not  be  handled  satisfactorily.  Progress  has 
been  made  toward  obtaining  authority  to  construe!   this  track. 

The    comparative    statements    of    earnings    and    expenses    for    the 
years  1001  and  1000  are  as  follows : 

Total    operating    earnings $1,362,231 

Less    operating    expenses S44.060 

Nit   earnings   $    517.271 

Deduct    interest    on    bonds $      33.750 

Deduct   dividends   on   capital   stock 357.955 

.Wi.705 

Surplus    for    year    iqoi $    125.566 

Earnings. 

1901.  1900. 

Passengers    $1,316,000  $1,249,543 

Other   earnings    45.646  35-569 

Miscellaneous    1.524 

$1,362,231  $1,286,638 
Expenses. 

Maintenance  of  way  and   structure $  74.40,8  $      44.844 

Maintenance    of    equipment 105.270  106.684 

Conducting    transportation     361.610  333.113 

Genera]  expenses    141,201  100.188 

Loop   rental    and    expenses 162,360  [63,57] 


$    S44.060        $    748.402 


LAKE  STREET   ELEVATED   RAILROAD. 


The  annual  report  of  the  Lake  Street  Elevated  R.  R..  Chicago. 
for  the  year  1901  was  presented  at  the  annual  meeting  of  the  Stock- 
holders held  January  14th  and  showed  a  gain  of  $28,508.  or  about 
4  per  cent  in  the  gross  earnings  of  $18,370  or  nearly  5  per  cent  in 
net  earnings  The  charges,  however,  were  somewhat  increased  so 
that  the  surplus  over  all  was  only  $6,204.  A  number  of  valuable 
improvements  in  the  property  were  made  during  the  year,  but  the 
cost  of  these  improvements,  of  course,  increased  the  indebtedness 
of  the  road,  which  is  not  in  a  satisfactory  condition.  Its  first  mort- 
gage and  debenture  bonds  draw  5  per  rent  interest,  while  the  other 
Chicago  elevated  roads  have  put  their  funded  debt  on  a  4  per  cent 
basis,   leaving   the   Lake    Street   at   a   disadvantage   in    this    respect. 


Feb.   15.  1902] 


STREET    RAILWAY    REVIEW. 


107 


The  comparative  statement  of  earnings  for  several  years  is  shown 

in  the  following  table  : 

Year  ending  Dec  31.  1901.  1900.  1899.  1S0S 

Whole  number  passengers.. 1 5,394,038  14.617,343  

Daily   average    42.1,-?  40,048  37.266  33.948 

Earnings: 

ger   $"07,796  $742,504  $684,217  $618,326 

Miscellaneous  18.666  15.360  13.296  13.077 

Gross   $786,462  $757,954  $697,513  $633,403 

Operating  expenses   383.799  378,661  331.553  324,947 

Net   $397,663  $379,293  $365,960  $308,456 

Cha  ■ . 

Taxes    14.857  13.650  '3744  13849 

Interest  first   mort.  bonds..  17.262  22.115  22.050  23,370 

Interest    debentures   218.355  201,955  201.605  198,307 

Interest    floating    debt 51  37756  37.745  37.667 

Loop  rental    76.970 

07.887  87.177  61.954 

Suburban  rental    6,000 

Mileage   tax    reserve 1.767  1.178  

Total    $391,459  $374541  $362,321  $335,147 

Surplus   for  year 6.204  4.752  3.639  *26.69i 

Percent  o]                       49  4?  49-25  47-53  51-30 

•Deficit. 


SOLI  DATED  TRACTION  CO. 


The  report  of  the  Consolidated  Traction  Co.,  of  Pittsburg,  to  the 

olders  for  1 1  jo  month  of  December,  1901,  has  been  issued  and 

will  be  the  last   report   .if  this  kind,  as  the  road  and  properties  of 

this  company  were  leased  and   transferred  December  31,   1901,  to 

the   Pittsburg  Railways  Co.     The  comparative   statement   is  as   fol- 

1901.  1900. 

Gross  earnings   from  operation $275,628.64  $249,444.51 

Operating  expenses    [40,941.1]  109,068.90 

Net  earnings   from  operation 134.687.53  140,375.61 

Total  net  earning*  and  other  income 163,727.68  168,370.13 

Total   deductions    65,486.62  63.331.38 

Total    income    ...                                    98,231.06  105,038.75 

Fixed    charges    86,061.74  86,475.84 

ncome   ...                                    ....     12,179.32  18.562.91 


MONTREAL  STREE1    RAILWAY  CO. 

The   following  comparative   statement   of  earnings  and  expi 
for  the  months  of  .!  by  the   Mon 

Street   Railway  < 

1901  t'loo         Incn 
$156,711.05    $147,977.66    $8,733.39 

earning  91  825.78 

earning!  .158 

96,735,60     8,871.25 
ruing  52,588.89       51,900.97 

■barges  and  itn    <.n  lomt. ,      [5,185.13  9,22045 

Surplui  17403.76       11,680.52    ' 

nt   of  car    ■ 


TORON  ro  R  \II.U 


. 
II   held  on   Jam-  nd   (lie  fin..  Foi    the 

year   v.  '■  red   high!)  1  he    H  port 

mm  to  $1,661,017  1    •  ompan  .1  w  ith  $1 
of  the  • 

ly  divi 
T i . 1 1 f  and  two  quarti  1 
i  half  of  tl  "    dt 

of  $172,726 


after   deducting   pavement   charges  paid  to  the   city.      I'lic  compara- 
tive statement   of  earnings  of   1900  and   1901   is  as  follows: 

1901.  tgoo  Increa 

earnings    $1,661,017.50    $1,501,001.28    $160,016.22 

Operating    expenses    857,612.10  775,980.82         81,631.28 

earnings   803,405.40        725,020.46       78,384,94 

Passengers   carried   39,8-18.087        36,061,867       3,786,220 

Transfers    13750.038       12,570,704        1, 179,334 

Operating    ratio    51.6  per  cent       51  per  cent    0.6  per  cent 


WOODSTOCK,   INGERSOLL  &  THAMES  VALLEY 
ELECTRIC  RY, 


The  board  of  directors  of  this  road  held  a  meeting  January  [8th, 
ofter  6  months'  operation  of  the  road  to  Ingersoll,  and  the  treas 
urer's  report  of  operation  during  this  time  shows  that  the  road 
has  been  successful  beyond  the  expectation  of  its  promoters.  After 
setting  aside  the  money  to  pay  interest  on  the  bonds  for  the  6 
months  out  of  the  net  earnings  from  operation,  the  directors  de- 
clared a  dividend  of  2j  ■  per  cent  on  the  $100,000  of  preferred  stock 
for  the  past  6  months.  A  considerable  balance  out  of  the  net  earn- 
ings still  remains  in  the  treasury  and  the  showing  is  considered 
remarkable,  as  no  special  efforts  to  attract  traffic  were  made.  The 
company  is  looking  forward  to  a  very  sttccessftd  summer  season, 
as  the  best  attractions  are  to  be  offered  at  its  summer  park  at 
Beachville,  and  it  is  expected  that  the  receipts  will  be  very  mate- 
rially increased.  The  officers  of  the  company  are:  J.  G.  Wallace, 
president;  W.  H.  Armstrong,  secretary  and  treasurer,  and  Mr. 
Ickes,  general  manager. 


W  \UPACA  ELECTRIC  LIGHT  &  RAILWAY  CO. 


In  accordance  with  the  requirements  of  law  upon  which  the  taxa- 
tion of  property  in  Wisconsin  is  based,  Mr.  Irving  P.  Lord,  general 
manager  of  the  Waupaca  Electric  Light  &  Railway  Co.,  has  filed 
sworn  statements  of  the  gross  receipts  of  the  company  for  12 
months  immediately  preceding  Dec.  1,  1901.  The  total  gross  re- 
ceipts of  the  company  amount  to  $15,778  as  against  $12,756  for 
the  year  preceding,  making  an  increase  for  the  past  year  of  $3,022. 
The  gross  receipts  for  the  railway  department  for  1901  were  $8,416 
and  for  the  year  1900,  $6,115.  It  is  stated  that  the  operating  ex 
penses  have  been  decreased  about   to  per  cent  during  the  past  year. 

SCHUYLKILL  TRACTION  CO. 
lb.  annual  meeting  of  the  Schuylkill  Traction  Co  and  its  under 

lying   street    railway    companies    were    held    January    131b.    at    which 

its  firsi  detailed  annual  report  was  presented.    The  report   was  as 

follows : 

Cash    January    I,    1901 $     5,012.99 

Gro      in. ..nil    from  operations 140,096.93 

And    from   all    othet     ources 63,147.95 

$208,257.87 
1  ill  expenditures : 

ng  1    pen  1      including  interest  on  loans,  etc.     ..$  69,748.84 

hi. 1    rcpaii   1  j.     1 

Betterment     and   new   equipmenl 56,398.89 

bonds ,; 

Reductii f   loans      [8,129.30 

id  payment  of  tax  ai  rears.  - .  is, 773. 77 

Cash   balanci    Deccmbei    31,    mm 5,196.30 


$208,357.87 

1  hi    '<■  1   1 in.    1 operitioi     iftei   pa)  mi  nl   ol  opi  ral - 

ind  in. urn. ... 11 1  1   ■  6,6      Icai  ing  111 1.  afti  1 

■  ■     '•    nteresl    $633,337      '  ' thi    largi   1   gro 

in  thi   hist  e  1  ompany,  while  at  thi     they 

ii.    thi    largi  foi   impi 1    and  thi    largi  .1   net 

,,  idi 

-»♦*• 

Mr,    I      \\     Parnham    pi.  id 1   ...  m  ral    mi 1    thi 

Rapid  1  1  Bldg     1  in.  ago,  h 

1  New  Vo.i  ,  .111.1  t  1 

ing  for  the  1  quip  do  miles  of  track  with  the  Fam 


108 


STREET  RAILWAY  REVIEW. 


[Vol.  XII,  No.  2. 


HALF  FARES. 


in  the  interurban  line  between  Muskegon,  Mich., 
and  Fruitpori  hai  |uipped  with  W( 


The   Union  Traction  (  0    ol   Im  ecting  a  bridi 

,ween  .  itj       I'll,    structure   will   real   on   the 

Ige  thai  was  burned 


Tin-   Des    Moini  ity   Railwaj    Co.   has   installed  a  new 

0  h.  p.  engine  at  it?  powei   house  and  ha 
.1  number  of  improvements  ol  its  properly  at 


Mr.  S.   W.   Owen,  ol  Norwalk,  1  >  .  is  interested  in  organizing 

pany   to  build   tl  mtemplated  electric  line  between 

Ik    and    Tiffin.  ing    the    p 

•  ■.•  d. 


T.   M.   Solomon,  an    Vraerican  citizen,  and  J,   Santos   Ramirez, 
i,   have  bei  ed   by  the  government  of  Nicara- 

gua ;i  1   For  installing  electric  lighting  systems  at  Man- 

agua, Masaya,  Granada  and  Leon. 


The  case  of  (In    Mecl  Banl    of  Providence.  R.  I., 

1  the   Lincoln   (Neb.)  Trad  train  it  from  sell 

eel   car   tickets   for   -'5  cents,   will   come   up    for   trial   in 
tlie  Federal  Court  within  00  days. 


Work-    will    be   begun,    March    1-!.    on    the    Cincinnati    Tl 

C,,'-    14-stoi  ding  which  will    of  the  hand; 

and   most    modern    in    Ohio.      It    is    expected    to   be    completed    by 
.5700.000. 


The    Colorado    Springs    Rapid    Transit    Railway    Co.    has    com- 
.1  number  ol  e\t  its  system  in  Colorado  Springs, 

and  begun  the  erection  of  a  new  station    0    the   Dixon   Park   ter- 
minus  of  the   lini    to    North   canon. 


The    Schenectady    Railway    Co.    is    building    a    new    iron    bridge 
the    Mohawk  River  in  order  to  run  its  cars  to   Sciota.     The 
four   ft.    lour  inches  10   make   room  on 
utments  for  the  new  structure. 


I  onnellsville   (Pa.)   Suburban  Streel    I  l  0.  has  sold 

us  buildings  to  the  Pittsburg,   McKcesporl  &  Connellsville  Rail- 

1.  tin  purchase  including  a  threi  mil'-  line,  a  power  house 
lighting   plain     and    I   pleasure  park. 


The  electric   railways  of   El   Paso  and  Juare      were   opened    t" 
the   publii     on    Saturday,    January    nth.    with    an    appropriate    ccle- 
I    irds    of   invitation    were    issued   by   the   company  and   a 
large   number   of   guests   mad<    the    initial    trip   in    special   cars. 


A  plan   for  equippinj  -tree'   cars  with  firebox    keys    in 

order   that    the    conductor,    motorman    or   any    pa        ay    in 

an  emergency  turn   in  a  fire  alarm  with  all   possible  dispatch,  is 
under  consideration  and  meets  tli.    approval  ol   tin-  fire  marshal 


The   Houghton  Countj    Streel    I  '  0    ol   Hancock,  Mich., 

has  experimented   satisfactorily  with   the  construction   of  portable 

.1   the  purpose  of  keeping  the    now 

from  the   track.     The  fences   proved   particularly   serviceable  in   the 
cities 


The  Oakland   (I  Co    has    reduced   the  fare  between 

Oakland  and  San  Lcandro  from  15  cents  for  a  single  trip  or  25 
cents  for  a  round  trip  to  a  10-cent  fare  in  each  direction.  Im- 
portant changes  have  also  1.  ommuta- 
tion  fa 


Then  on   tin-  line  of  the   Lake  Shore   Elec- 

lont,   11,    on    January   jjd.      One   of  the 
and    bag  irs    on    this    line    was    closely    following    an 

bound  passenger  car.     The  lattei  to  permit  a  pa^ 


lit   and  tin    freight    cat   coming   behind  it   a:  a   rapid   rate 

1   into  the  passenger   car,   badly    injuring  the  conductor   and 

motorman  of  the  former      None  of  the  p  Acre  fatally 
injured. 


ing   is   under   wk)    foi    tin  trie   line   betwen    I  In 

kimer  and    Little  Palls  and   foundations  are  being  laid  for  a  power 

led    from   Tren- 
ton Falls  at  id  will  be  reduced  to  goo  for  use 

on   the   line. 


The  I  el     Railway    Co 

new   lines   to  the   public  on    February   ?tb       Four   cars   havi 

.1    from    St     Louis    and    .V  ■    miles    of   track    completed        L. 
II     Ratcliflf  is   president,  and    E,    II     I  feneral   in- 

of  the 


The    Galveston    (Tex.)    City    Railway    Co.    voluntarily    in.' 
the  wages  of  its  motormen  and  conductors,  on  January   1st.     The 
employes'   union   appointed   a    committee   to   draft    suitable 
lions  of  thanks  to  Major  Baer,  president  and  manager  of  tin 
for  his  action. 


\n   o\  .1  In  of  the  Chicago    I 

Traction    Co.,   on   January   4th   caused   the   second   fire   which   has 
ned   the   company's    equipment    within    the   last    few   weeks. 
In  the  second  instance  the  damage  did  not   exceed  $1,000  and  is 
covered  by  insurance. 


It   is  again  reported  without  confirmation  that  the  Northwi 
Elevated  Railroad  Co.,  of  Chicago,  is  about  to  acquire  bj 
the  Evanston  branch  of  the  Chicago.  Milwaukee  &  St.   Paul    Ry. 
expected   that   the  L  road   would  begin   operations  on   the 

surface   line  north   of  Wilson     V. I     bruary    1st. 


The    Worcester    1  Mass  1    Consolidated    Street    Railway    Co.    has 
notified  its  conductors  and  motormen  whose  homes  are  in   Marl- 
boro, Northboro  and  other  suburban  towns,  that  they  will  be  ex 
peeled  to  remove  to  Worcester  for  the  sake  of  convenience,  as  all 
the  company's  cars  are  to  be  quartered  in  that  city. 


Members  of  tin-  American  Society  of  Civil  Engineers  who  held 
their  49th  annual  meeting  in  New  York  City  last  month  listened 
to  a   lecture  by   Mr.   William   Barcley    Pat  1  engineer  of 

the  Rapid  Transit  Commission,  of  New  York,  on  the  progress 
of  the  wirl;  ..I  excavating  the  rapid  transit  subway.  The  lecture 
was  illustrated  bj  stereopticon  view-  and  following  this,  the  party 
under  escort  of  Mr.   Pai  ons   was  taken  tin,  evera!   portions 

of  the  tunnel.  One  of  the  points  visited  was  at  Broadway  and 
57th   Sts.     The   under-ground   work   In    1  .11   lighted 

cially  the  Station  at  50th  St..  directly  underneath  the  Columbus 
monument. 


SALE  OF  CANTON-AKRON   LINE. 

We  are  advised  that  the  original   owners   of    the    Canton-Akron 
Ry.,  which  was  acquired  by    the    Everett-Moore   syndicate 
months   ago,    have   repurchased    the   property  anil  also  taken  oyer 

the    Canton-Massillon    Electric    Ry,    which    the    Everett-M v 

syndicate  hail  a  contract  to  buy.  Messrs.  ]».  I..  Sal  ton  stall,  of 
Boston,  and  E.  E.  Myers,  of  Chicago,  were  principally  interested 
in  the  Canton-Akron  line,  and  we  understand  that    these  interests 

contemplate  extensive  additions. 


NEW  MANAGER  AT  LOS  ANGELES. 


President  Huntington,  of  the  Los  Vngeles  Railway  Co..  on  Feb- 
ruary 7th  published  the  following  order:  The  conflicting  interests 
..f  the  Los  Angeles  Railway  Co.  and  the  Pacific  Electric  Railway 
Co.  render  necessary  separate  managements  of  these  properties. 
Effective    February    15th.   Mr.   J.  A.  Muir  is  appointed   general   lllail- 

ge,    ..,    thi    Lo      Vngeles    Railway   Co.,  vice   Mr    Epes    Randolph, 

retiring  for  other  service 


Feb.   15.  1902.] 


STREET  RAILWAY  REVIEW. 


109 


PROVIDENCE-WORCESTER  INTERURBAN. 


Tlic  preliminary  work  of  organizing  an  electric  railway  to  run 
between  Worcester  and  Providence  is  being  pushed  very  actively 
by  the  promoters  of  the  plan.  The  road  is  to  be  called  the  \\ 
tcr  &  Providence  Street  Ry..  and  the  right  of  way  is  being  rapidly 
acquired.  According  to  the  present  plans  the  new  road  will  con- 
Providence  at  the  terminus  of  the  Branch  avenue  line  of 
the  Union  Railroad  Co.,  and  from  this  point  will  run  through  tin 
towns  cf  North  Smithfield,  N'ortli  Providence.  Smithfield  and 
Burillvilie.  At  the  state  line  it  will  join  with  the  tracks  of  a  com- 
I  under  the  laws  of  the  State  of  Massachusetts, 
which  wfl!  carry  the  road  into  the  city  ol  Worcester.  The  length 
of  the  proposed  road  i-  estimate. 1  at  135  miles,  and  the  fare  is  said 
to  have  been  set  at  45  cents.    As  the  pn  - !i  to,  it  is  ex- 

id   will  handle  a  large  pari   of  the  traffic  between 
It  is  proposed  to  run  both  freight  and  passenger 
cars.     The  capital   stock  of  the  company  will  he  $750,000.  and  it  is 
n  as  the  charter  has  been  obtained  work  will  begin 
on  the  load  and  will,  it  is  expected,  be  completed  during  the  present 
year. 

■»  »  » 

GORE  TRACK   DRILL. 


The    accompanying    illustration    represents    the    Gore    track    drill 

a  carriage  designed  for  it  by  the  Ludlow  Supply   1  0.,  oi 

Cleveland,  <>.  which  is  the  agent  for  this  drill  in  the  central  states 

idly  adaptable  to  construction  work,  and  is  said  to  be 

efficient   hand   drills  on   the  market.     It   has  been 

for  about  I  nil  has  proved  itself  to  he  a  thorough!) 

machine.     It   is  possible  to   drill   a   J$-in.   hole  through    the 

veh  of  a   rodh.    T-rail   in    from  40   to    |  With   this  drill. 


'.11KE  TKACK   IpRII.L  ON  (  AKRIAl.E. 

[i  in  the  illustration,  fn  mi   \o  to  ;o  hi 

drilled     Whet ce  adjusted  it  remain,  in  the  righl 

work,  and  red  rapidly  along  the  track.     It  is 

readily   taken   from   the  track   if  ncces 

if  the  Sun 
11  idgeport,    Mass  .   whi 

. 

■  rp.. ration 


COMPENSATION    FOR   FRANCHISES. 


edo,  O.,  in  which  Judge 
pinion  handed  down  January  Joth,  held 
tion   for  il 

.   brought  1 

1  lines,  as  an  ordihani  1 

mini   of   thl 

le  that  thi 
lawfull .  nor  in  the  diapi 

•   hold-, 
it   the   slat 


fix    the   conditions    upon    which    street    railways   may    be   constructed 
and  "i"  hence  this  confers  ample  power  to  exact  one  per 

ci  in  unless  the  contract  is  immoral  and  against  public  policy. 


MISUSE  OF  SCHOOL  TICKETS. 


lie  pupils  of  the  public  schools  of  Lowell.  Mass.,  have  been 
abusing  the  privilege  of  the  school  tickets  which  were  issued  t" 
them  by  the  street  railway  company  in  books  and  which  were  sold 
at  half  price.  Recently  the  street  railway  company  found  that  the 
children  were  selling  tickets  from  their  books  and  charging  5  cents 
each  for  them,  thus  making  100  per  cent  on  the  transaction.  The 
I ks  did  not  last  as  long  as  they  were  supposed  to  and  an  investi- 
gation which  was  undertaken  brought  these  facts  to  light.  The 
street  railway  company  has  now  called  in  all  the  special  ticket  books 
which  were  issued  and  is  substituting  therefor  slip  tickets  on  which 
are  ten  fares  which  are  just  the  number  required  for  the  pupil  for 
a  week.  These  slips  will  be  issued  to  the  pupils  each  week  and  the 
nenl  will  not  permit  of  any  speculation. 
*  >  * 

TROLLEY  EXCURSION   TO  FLINT,   MICH. 


January  (>th,  b)  courti  53  of  the  Detroit  United  Ry.,  the  city  offi- 
cials of  Pontiac,  Mich.,  and  a  large  party  oi  guests  were  invited 
lor  a  trolley  ride  to  Flint.  The  party  was  escorted  by  Mr.  A.  II. 
Stanley,  general  superintendent  of  the  company,  James  Bullon,  di- 
vision superintendent,  G  W  Parker,  general  passenger  and  freight 
agent,  A.  Eastman,  assistant  general  passenger  and  freight  agent, 
and  John  Kerwin,  superintendent  oi  tracks,  A  pleasant  trip  was 
made  to  Flint  via  Royal  Oak,  about  three  hours  being  consumed 
on  the  trip.  A  committee  of  the  business  men's  organization  oi 
Flint  escorted  the  party  to  the  Elk's  club  rooms  where  refresh- 
ments win  served,  addresses  of  welcome  made  and  toasts  re- 
sponded to. 

A  number  oi  the  leading  manufacturing  establishmmts  of  Flint 
were  visited  by  the  pail;  and  at  lour  o'clock,  by  invitation,  the 
guests  were  driven  to  Oak  Grove  sanitarium  where  they  were 
handsomely  entertained.  The  party  returned  to  Pontiai  about  10 
o'clock  in  the  evening  after  having  madi    1  enjoyable  tt.p. 


A  COLLISION  IN   CHICAGO. 


A  colli  between  .1    Kedzie    We,  electric  car  and  the    P eei 

limited   train  oi   il"    Chicago,   Milwaukee  &    St.    Paul   Ivy.  al    I  hi 
11  the  evening  of  January  27th,  resulted  in  injuries  to 
12  passengers  in  the  electrii    cat       ["hi    responsibility  for  tin'  acci 
di  in  proved  ■>  difficult  matter  to  determine  from  the  1  1  idi  m  1    tvail 
able.    None  of  the  injuries  resulted  fatally,  and  though  the  motot 

car    was    demolished    and    its    trailer    badly    damaged,  parts    of  the 

wreck   being    afterwards    found    at    a    distance   of   200  ft.    from  the 

cet 1 lent    thi    majoritj   oi   thi    pa    1  ngei  1   1  aped  un 

med. 


The   Louisville   (Kyi     Vnchoragi    S    Powei    Vallej    Electric    lv 

lv  ,    winch    I        peration    onl      ibi  ml    three    months,    is 

ind  making   1  ban  ugh  to  meel 

ien   1   "ii   11     bond       Thi    road'     bi  >nd     at  e   aft  -  tdy   in  di 


\   lull   ha  In  ,11   introdui  1  d  in   the   Ohio   Legi  latun  providing 

that   ail  ierating  interurban   lines   running  for   more 

fivi  palitj     ball  equip  their  cars  with 

toilet   r I,>  t.  .1 ,     I   11     1 


11  led   38,000  1 gei 

1      on  during   the  nth  ol    Dei     nbet 


\i  1/  1   Railwaj   I  ted  a     liort  loop 

I  lid    '.1     

l  total   of   1 1 

Vn  artifii  idditional 


110 


STREET  RAILWAY  REVIEW. 


[Vol.  XII,  No.  i. 


LANSING,  ST.   JOHNS  &  ST    LOUIS   RAILWAY. 


ih.   informal  opening  of  the  pari  of  this  road  between  Lansing 
fohns  whicl  cently,  murks  die  beginning  "f  in 

nsil   in  the  central  part  of  the  state  ol    Michigan,  and 
..1  will   eventually   form  a  division  of  a   vast   net   work  of 
lines  which  are  either  proposed  or  under  construction  throughout 
ir.il  and  southern  part  of  the  state.    The  contract  for  build- 
ing and  equipping  the  road  complete  was  awarded  to  the  Arnold 
Electric  Power  Station  Co.,  of  Chicago,  which  lias  handled  all  the 
.  ering  details. 
The  20  miles  of  road  bettween   Lansing  and  St.  Johns  is  about 
one  third  of  the   ultimate  length  of  the  line  which   is  to   extend   to 
Alma  and  St.   Louis,  a  distance  of  60  I  I  towns  of  DeWitl 

and  Maple  Rapids,  as  well  as  a  number  of  smaller  places,  will  be  in 

eluded  in  its  route.    None  of  these  towns  has  direct  communii 
with  each  other  nor  any  convenient  «  Lai    ing,  the 

capital  city. 

road  is  being  built  in  a  very  substantial  manner  and  a  mini 
her  of  engineering  difficulties  were  encountered  upon  the  route 
Two  miles  from  DeWitt  the  road  passes  ovei  what  is  called  Clay- 
ton's  cut      This  is  the  largest  cut  on  the  line,  being  2,000  fi    long 


ily  simplify  the  method  of  electrical  distribution.      Ill 
tern  ii;  uviiy  with  rotary  converter  sub  stations  and 

nig  current  system  throughout  from  the  station 
generators  to  the  motors  under  the  cars,  static  transformers  being 
placed   on    i!  \s   this   plan    involves   several    entirely    new 

features  the  operation  of  the  road,  which  will  commence  regularly 
within  a  short  time,  will  be  watched  with  the  greatest  interest  by 
electrical  engineers  throughout  the  world. 


AUDIT  COMPANY  OF   ILLINOIS. 


The  importance  of  auditor's  reports  as  a  basis  of  credit  for  part- 
nership  and  individuals  as  well  as  for  large  corporations  is  becoming 
re  widely  recognized  in  this  country,  and  there  arc  now  a  num- 
ber of  companies  making  a  specialty  of  accounting   and    auditing 
these   is  the   Audit  Company  of   Illinois,  which  extends  its 
on     to  the  examinations  of  nil  legitimate  enterprises,  auditing 
examining   the   financial   standing   of  clients  and   the 
physical   condition  of  their  properties,  due  regard  being  had  to  the 
confidential    nature   o   fthe   work. 

Ihe   equipment  of  this  company  for  handling  accounts  and  re- 
i'  mine      ii   he  Inancial  and   physical  condiion  of  railway,  gas  and 


|:KI1><;e  OVER  LOOKING-GLASS  RIVER— LANSING,  ST.   IOHNS  &  ST.  LOUIS  RY. 


and  13  ft.  deep  Ihe  c\ca\ation  was  made  in  heavy  yellow  clay. 
which  was  removed  with  great  difficulty.  Three  miles  north  of 
DeWitt  the  road  passes  over  a  sink  hole  which  also  caused  trouble 
for  the  engineers.  An  eighth  of  a  mile  from  the  right  of  way  lies 
a  small  shallow  lake.  The  field  through  which  the  right  of  way 
passes  was  found  to  he  a  comparatively  thin  layer  of  soil  covering 
the  concealed  extension  of  this  lake.  A  temporary  track  w; 
around  this  place  and  the  process  of  filling  in  was  begun.  A11.1 
many  car  loads  of  earth  were  put  down  rails  were  laid  across  this 
spot,  but  in  a  short  time  the  ground  broke  away  and  the  road  bed 
was  found  to  be  practically  afloat  \  -nam  shovel  was  then  put 
to  work  and  3.500  carloads  of  sand  and  gravel  wen  used  in  filling 
up  the  hole. 

new  road  will  handle  passengers,  mail  and  freight  in  the 
same  manner  as  steam  roads  except  that  it  will  make  much  more 
ops  and  thus  come  into  close  touch  with  all  classes  of 
its  patrons.  The  road  bed  is  well  ballasted  and  solid,  the  bridges 
have  been  very  substantially  built,  ihe  marshes  occurring  at  frequent 
points  have  been  converted  into  substantial  ground  and  the  right 
of  way  is  enclosed  by  a  wire  fence. 

Tin  unique  feature  of  the  Lansing,  St.  Johns  &  St.  Louis  Ry.  is 
the  electric  system  which  has  been  adopted  for  operating  the  road. 
The  system  was  worked  out  by  Mr.  Bion  J.  Arnold,  and  is  intended 


lighting  companies   is   unusually    strong   and  effective.      1.x 
■  mutant-  and  .  D  Kperienced  in  the  construction  and 

similar  properties  enable  such  work  to  be  bandied  in 
the  most  satisfactory  manner. 

The  headquarters   of  the   Audit   Company   of   Illinois   arc   in   the 
New  V.. ik  Life  Rldg.,  No.  171  La  Salle  St.,  Chicago.    The  officers 
an       President,  I.    A.   Walton;  vice-president,  F.  W.  Little;  secre- 
tary and  treasurer.  I".  D.  Organ;  manager,  H.  J.  D.  Wodrich 
■»  »  » 

WASHINGTON   TRACTION   LINES  COMBINE. 


Deei      1:..   E  l"  1  11   placed  on  rd  ci  nveying  to  the  Washington 

&  I  .ight  Co.,  formerly  the  Washington  &  Great  Falls  Co., 
the  entiie  properties  of  the  Metropolitan  and  the  Columbia  Street 
i    Washington.    The  new  company  has  also  absorbed 
burban  lines  ,.f  the  Washington  Traction  Co.    The  movement 
is   ii.   at  with  an  act  of  the  last  congress  giving  authority 

for  the   consolidation   of   the   street   railway  properties  operated  by 
the  Washington    Traction  Companies. 

*-^» 

A   boiler  in  the  power  house  ol  the   Ithaca   I  X.   Y.)   Street  Rail- 
way Co.  exploded,  January  23d,  injuring  three  employes. 


Feb.  is.  1902.] 


STREET  RAILWAY  REVIEW. 


Ill 


CANADIAN   NOTES. 


\V.  B.  Rankine.  vice-president  of  the  Canadian  Niagara  Power 
ononnces  that  work  on  the  plant  of  the  company  in  the 
Queen  Victoria  Falls  Park  will  be  prosecuted  with  dispatch.  The 
construction  of  the  Canadian  works  will  take  two  years.  The  com- 
pany has  now  awarded  contracts  aggregating  one  and  three-quar- 
ters millions  of  dollars,  including  the  tunnel  which  A.  C.  Douglas 
•ructing,  2.200  It  ,  through  solid  rock,  and  the  circular  coffer 
dam  nearly  completed  along  the  shore  line  of  the  river,  by  James 
Barry  of  Xiagara  Falls,  Out.  The  proposed  power  transmission  line 
.  agara  Falls  to  Toronto  can  be  ready  to  supply  power  for  op- 
eration by  October  next,  getting  the  electric  current  from  the  power 
plant  of  the  Niagara  Power  Co.  on  the  American  side  until  the 
Canadian  works  are  completed.  A  bank  of  eleven  transformers 
has  been  ordered  from  the  Canadian  General  Electric  Co.  A  con- 
tract just  awarded  to  Dawson  &  Reilly  is  an  important  one.  It  pro- 
vides for  a  wheel  pit  175  ft.  long,  parallel  to  the  river.  100  ft.  deep. 
and  20  ft.  wide.  The  intake  canal  will  he  600  ft.  wide  where  it 
comes  from  the  river,  and  14  ft.  deep.  The  first  installation  pro- 
vides for  three  io.ooo-h.  p.  turbines  and  dynamos. 

The  Canadian  Court  of  Appeals  has  recently  decided  the  snow 
case  of  the  city  of  Montreal  against  the  Montreal  Street  Railway 
hich  the  city  had  appealed  from  the  Superior  Court.  The 
decision  sustained  the  company's  contentions  as  to  its  duties  and 
privileges,  holding  (a)  that  the  company  is  bound  to  keep  its  tracks 
clear  from  ice  and  snow,  but  not  to  remove  or  cause  to  be  removed 
from  the  streets  and  convey  elsewhere  the  snow  so  cleared  from 
its  tracks ;  (b)  that  the  company,  without  the  permission  of  the 
city  council,  mgpi  use,  for  the  purpose  of  clearing  snow  or  ice  from 
its  track  s._j(ttric  sweepers,  rotary  brushes  or  other  similar  appa- 
ratus, M^fch  sweeps  snow  or  ice  from  its  tracks  into  the  street.  The 
city  had  the  right  to  remove  all  the  snow  from  curb  to  curb,  includ- 
ing what  was  shoveled  from  the  sidewalks  or  fell  from  the  roofs 
of  houses,  and  charge  half  the  cost  to  the  company. 

Although  the  Montreal  Terminal  Railway  Co.  has  gained  an 
entrance  to  the  city  for  its  electric  cars,  there  is  little  probability 
that  any  transfers  will  be  issued  or  accepted  by  the  Montreal  Street 
Ry.   lines,  this  being  optional   with   the   latter. 

The  total  earnings  of  the  Hamilton  fOnt.)  Street  Ry.  for  the 
year   1901    were  $152,519. 

The  excellent  natural  water  power  at  Lachutc  (Que.)  is  at- 
tracting the  close  attention  of  American  capitalists,  as  well  as  those 
of  Shawinigan,  and  Lachutc  was  recently  inspected  by  Messrs.  A.  E. 
Doucet,  of  Quebec;  E.  V.  Kane,  Robert  C  Cookman,  H.  E.  Mitchell, 
of  Philadelphia;  H.  E.  Gill,  of  Mew  York;  H.  H.  Melvile,  of  Bos- 
II    Kingbolt  and  F.  D.  Enick,  of  New  York. 

The  Ottawa  council  proposes  to  water  the  streets  of  the  city  by 
means  of  sprinkling  cars  operated  hy  the  electric  street  railway,  as 
well   as   in   Toronto. 

The  International  Rapid  Transit  Co.,  composed  largely  of  New 
York  financiers  identified  with  the  International  Traction  Co.  of 
Buffalo,  is  endeavoring  In  secure  a  controlling  interest  in  the  Ham- 
ilton. Grimsby  &  Bcamsvillc  Electric  Railway  Co.  Individual 
shareholders  in  the  latter  company  have  been  -00  for  their 

.n  the  understanding  that  the  Hamilton,  Grimsby   &  Beams 
ville  Ry.   shall   liquidate  every  liability.     It   is   understood   that  the 
International   Rapid  Transit  Co.  is  negotiating  for  the  Niagara.  St. 
Catharines  &  Toronto  Electric  Ry..  which  control,  the  Niagara  Falls, 
Park  &  Tramv.  Port  Dalhousie,  St.  Catharines  & 

Id  Electric  Ry.,  and  the  charter  for  the  buill  electric  railway 
from  Q  ton,   N    Y.  so  that   it   would  only 

have  to  build  a   twelve  mile   extension  of   the  Hamilton,  Grimsby 
'way  from  Beamsville  to  St.  Catharines  I 

railway  from    Hamilton  to   Niagara    Falls, 
Itharines   &    Toronto    Railway   connects 
with    tl  trie   railways   under  1 1 . - 

national    'I  I 

Appl  1  mad.-   for  the  incorporation  of  the   1  on 

build  an  -  Iway  from 

soil  to  London  imball  and  J    If.  Purdom,  of   1 

arr  among  th<-  pi  rid    I     II    [n  combe  li  solicitor  for  thr 

company. 

Dame  de  Grace  and   Montreal  West 
1   Street    Railway  Co., 

asking  for  a  nrw  line  from  W>  field 


A  meeting  of  the  executive  committee  of  the  Canadian  Electric 
Association  was  held  on  January  10th  for  the  purpose  of  arranging 
the  preliminary  program  of  the  annual  convention,  which  will  take 
place  next  June  in  Quebec.  It  was  announced  that  Mr.  Fred 
Nicholls,  manager  of  the  Canadian  General  Electric  Co.,  had  of- 
fered $500  to  the  association  for  the  purpose  of  stimulating  study 
and  research.  This  sum  will  probably  be  disbursed  in  the  form 
of  prizes  for  papers  on  electric  subjects. 

A  syndicate  headed  by  Major  J.  K.  Leslie  has,  it  is  stated,  bought 
the  charter  for  an  electric  railway  from  Hamilton,  through  An- 
caster,  to  Brantford.  The  charter  was  held  by  Jacob  Shaver,  J. 
Henderson  and  E.  Kendrick,  and  J.  V.  Teetzel,  solicitor  for  the 
Toronto  syndicate,  is  authority  for  the  statement  that  application 
would  be  made  at  once  to  the  Legislature  to  amend  the  charter,  and 
that  the  work  of  construction  would  be  started  early  in  the  spring. 

Notice  has  been  given  that  at  the  next  session  of  the  Quebec 
provincial  Parliament  application  will  be  made  for  an  act  to  incor- 
porate the  Shawinigan  Terminal  Railway  Co.  with  power  and  au- 
thority to  lay  out,  construct  and  operate  an  electric  railroad  of 
standard  gage  over  the  existing  electric  railway  and  tramway  lines 
in  the  present  village  of  Shawinigan  Falls  and  in  the  parish  of 
St.  Boniface,  and  from  a  point  in  or  near  the  said  village  of  Shaw- 
inigan Falls,  to  any  points  in  the  neighboring  counties  of  St.  Mau- 
rice and  Champlain. 

Wcstmount  has,  it  is  reported,  extended  the  franchise  of  the 
Montreal  Street  Railway  for  50  years.  In  view  of  the  new  fran- 
chise being  granted  for  50  years,  instead  of  10  years,  as  in  the 
original  proposition,  the  town  will  make  one  payment  of  $4,500,  in 
place  of  $2,000  per  annum,  for  10  years.  The  route  will  extend 
from  the  Guy  St.  line,  Cote  des  Neiges,  to  the  boulevard  and 
western  limit  of  Westmotint,  with  connections  later  with  the  center 
of  the  town. 

The  Velvet  Mines  of  Rossland,  B.  C,  intend  applying  at  the 
next  session  of  the  House  of  Commons  for  a  charter  to  build  and 
operate  a  railroad  with  either  steam  or  electric  motive  power,  be- 
tween Rossland  and  the  Red  Mountain  railroad.  The  line,  if  put 
through,  will  be  about  30  miles  long. 

Montreal  has  experienced  one  of  the  worst  snowstorms  known 
here  in  years.  Seventeen  electric  sweepers  were  kept  busy  on  the 
lines  of  the  Montreal  Street  Railway  Co.  for  nearly  three  days, 
and  nearly  all  the  lines  were  I  epl  open,  It  is  now  the  city's  turn, 
and  thousands  of  men  and  as  many  teams  as  can  be  hired  will  be 
necessary  to  remove  the  snow  from  the  sides  of  the  street,  where 
it  is  piled  up  to  the  height  of  many  Fi  1 


CHANGES  IN   WESTINGHOUSE  COMPANY. 


At  a  meeting  of  the  directors  of  the  Westinghousc  Electric  & 
Manufacturing  Co.,  held  in  New  York.  January  23d,  the  resigna- 
tion of  Mr.  B.  H.  Warren,  second  vice-president,  was  accepted.    Mr. 

Warren  still  retains  his       ni 1  with  the  company  as  a  directol 

The  retirement  of  Mr.  Warren  brought  about  the  following  changes 
in  the  officers  of  the  companj 

Mr.   Frank   II.   Taylor,   until   recentl)    fourth   vici   pre  ident,  has 

been  advanced   to  the   position   ol     I    vice  president    and   will   be 

in  charge  of  thi    Bale    ol  tl m| and  have  a  general  super- 
vision over  its  affairs. 

Mr.  L.  A.  Osborne,  manager  of  works,  has  been  made  fourth 
vice-president,  in  which  capacity  lie  will  have  charge  of  the  engi- 
neering and  producing  operation    ol  the  company. 

Mr.  Arthur  Hartwell  has  been  advanced  to  the  po  ition  of  sales 
manager  in  chargi    ol  thi     all     organization,     Mr    Hartwell  was 
u  rly  manage)   ol  thi    Chica) Bice  ol  the  company. 

Mr.  Philip  A.  Lange,  formerly  general  superintendent,  wa    made 

works,  In  which   1 ion  he  will  have  charge  of  the 

manufacturing  department   ol  ompanj       ["hi   officei     In  othet 

respects  n  11 

4  ■  * 

An  ord  1   h      been  introduced  In  the  I  bii  ago  1  oum  I    ipi 

ing   the    mayor,   COrpori D I    I    BOmi I    "I    publii 

works  as  a  spcrinl   committei    to   opei  lor     with    thi    ol 

ficials  of  the  Union  loop  in  regard  to  thi    ■    tension  ol  the  loop 

as  far  south  u   Poll      it,  1! BOval  cd  Stairways  and 

the  cv 


112 


STREET   RAILWAY   R1VIEW. 


[Vol.  XII,  No.  i. 


THE  CONCORD,  MAYNARD  &  HUDSON  STREET 
RAILWAY. 


I  he  completion  of  the  Concord,   Maynard  &  Hudson  Street   Ry, 
forms  an  important  connecting  link  between  a  number  of  fa 

up  a  wide  extent  of  rich  burning 
and  manufacturing  districts  in  eastern  This  road 

joins   the    Lexington    &    Boston    Strut    Ry.  rd,    with   the 

Qinton,  Leominster  &  Fitchlmrg  and  Worcestei  8  Marlboro  dec 
trie  lines  at  Hudson.  The  system  presents  an  example  of  a  me- 
dium-size, Up  modernly  equipped  interurban  electric  railway. 
Considerable  revenue  will  be  derived  by  transporting  the  employes 
■  ral   large   factories  along  the   way.     At   Hudson  are   large 


MAI1  OF  CONCORD,  MAYNARD  &  HUDSON  SYSTEM. 
Proposed  Extensions  in  Broken  Line*-. 

rubber  works  and  boot  and  shoe  factories.  At  Maynard  is  the 
extensive  plant  of  the  American  Woolen  Co-,  to  which  additions  arc 
at  present  being  built.  The  line  passes  other  important  shoe  and 
leather  plants,  rubber  factories,  and  at  Acton  runs  past  a  large 
powder  mill. 

The  road  as  now  completed  is  14  miles  long,  single  track  with 
turnouts.  The  roadbed  is  well  constructed  with  60-lb.  T-rails  on 
chestnut  ties  spaced  24  in.  c.  to  c.  The  joints  are  bonded  with 
9-in.  American  Steel  &  Wire  bonds.  Extensions  are  to  be  built 
to  South  Acton,  Saxonville  and  Northborough. 

The  power  and  car  houses  located  at  Maynard  are  simple  and 
solid  in  construction  and  well  adapted  to  the  purposes  for  which 
they  are  designed.  The  power  house  is  48  ft.  x  120  ft.  4  in.,  built 
of  brick  with  iron  trusses  and  gravel  roof.  The  engine  room 
which  is  42  ft.  8  in.  x  45  ft.  4  in.,  contains  two  350-h.  p.  cross  corn- 


room  and  well  equipped  machine  shop.  The  office  is  fitted  up  with 
every  convenience  necessary  to  the  quick  transaction  of  the  work 
of  the  company.  The  room  for  the  niotormcn  and  conductors  is 
20  x  40  ft.  and  contains  20  lockers  for  clothes,  lavatory.  Bet  In. wis. 
pool  table,  card  and  writing  tables;  also  a  lar^e  graphophone  with 
over  a  hundred  records.  The  room  is  well  lighted  and 
and  it  is  found  the  men  spend  most  of  their  leisure  time  here  in- 
stead of  on   the   streets  or   in   saloons. 

The  grounds  about  the  buildings  have  been  greatly  improved,  and 
where  once  were  only  an  ugly  and  unsighty  ledge  and  rocks  will 
soon  be  a  well  kept  lawn  and  artistic  flower  gardens- 

The   equipment   consists   of   six   closed   motor   cars   built   by   the 
Laconia  Car  Co.   Works,  and  eight  open  cars  built   by  the    . 
company,  all  mounted  on  Bemis  double  trucks.     The  cars  are  fitted 
with  Christensen  air  brakes  and  Gold  electric  heaters. 

The  officers  of  the  company  arc:  President,  W.  R.  Dame;  sec- 
retary, M.  J.  Buckley;  treasurer,  W.  S.  Reed;  superintendent,  John 
W.  Ogden;  general  contractors,  Marcus  A.  Coolidgc,  of  Fitchburg, 
Mass. 

Mr.  John  W.  Ogden,  superintendent  of  the  Concord,  Maynard  & 
Hudson  Street  Ry.,  was  born  in  Fitchburg,  Mass-,  45  years  ago. 
He  was  educated  in  the  public  school,  entering  the  high  school  at 
12  years  of  age,  but  was  obliged  to  leave  in  two  years  on  account 
of  the  death  of  his  father.  He  then  took  up  the  printing  business 
and  afterwards  began  the  study  of  medicine  at  the  College  of 
Physicians  and  Surgeons  in  Boston.  For  several  years  he  was  in 
business  in  Fitchburg.  He  held  a  city  position  for  two  years  and 
for  twenty-two  years  was  constable-  He  was  appointed  a  justice 
of  the  peace  by  Governor  Grcnhedgc  and  later  by  Governor  Crane. 
He  was  identified  for  about  15  years  with  steam  railroads,  in  the 
meantime  taking  up  the  subject  of  electric  roads  and  working  up 
through  the  several  departments  to  the  position  of  superintendent. 
He  opened  the  Worcester  &  Clinton  road  December  10,  1898,  and 
the  Clinton  &  Hudson  road  Apr.  18,  1900,  both  of  which  he  suc- 
cessfully handled  as  superintendent  until  their  consolidation  with 
the  Worcester  Consolidated  Street  Railway  Co.,  when  he  was  ap- 
pointed assistant  superintendent  of  the  third  division  from  Worcester 
to  Fitchburg,  which  position  he  resigned  to  accept  the  present  one. 
He  is  a  Knight  Templar  and  32d  degree  Mason,  as  well  as  a 
Shriner,  and  is  identified  with  several   other   societies. 


SUIT  FOR  ALLEGED  FALSE  ARREST. 


The  Brooklyn  Rapid  Transit  Co-  has  been  made  defendant  in  a 
suit  brought  by  one  Francis  Keegan,  a  former  employe  of  the  com- 
pany, to  recover  $10,000  for  alleged  false  imprisonment  at  the  time 


POWER  HOUSE  AND  CAR  BARN  AT  MAYNARD,  MASS. 


pound  condensing  engines  made  by  the  Slater  Engine  Co.,  of  War- 
ren, Mass.  These  engines  have  cylinders  14  and  28  x  36  in.  Each 
is  direct  connected  to  a  250-kw.  Westinghouse  generator, 
The  boiler  room  contains  two  264-h.  p.  B.  S:  W.  type  boilers.  All 
valves  are  of  the  Crane  make. 

The  car  house  is  built  of  brick  and  is  51  ft.  x  204  ft.  with  annex 
35  x   100  ft.     It  contains  four  tracks,  office,  large  stock  room,  men's 


of  the  big  street  railway  strike  in  Brooklyn  in  July,  1899.  While 
the  strike  was  at  its  height  the  railway  company  received  informa- 
tion of  a  plot  to  blow  up  a  section  of  the  elevated  with  dynamite, 
and  upon  advice  caused  the  arrest  of  Keegan  and  20  other  employes- 
Keegan  was  subsequently  discharged  for  lack  of  evidence  and  now 
brings  suit,  claiming  that  his  reputation  was  injured  and  his  pros- 
pects in  life  seriously  affected  by  his  arrest  and  imprisonment. 


Feb.   is,  1902.] 


STREET  RAILWAY  REVIEW. 


113 


KEYSTONE  CAR  WHEEL  CO. 


The  accompanying  illustration  gives  a  general  view  of  the  factory 
of  the  Keystone  Car  Wheel  Co.,  of  Pittshurg,  which  is  located  at 
West  Homestead,  Pa.,  a  short  distance  outside  the  city  limits.  Mr 
Charles  V.  Slocum  is  president  of  the  company  and  previous  to  its 
organization  was  manager  and  treasurer  of  the  Penn  Car  Wheel 
Co.  and  before  that  he  was  secretary  of  the  New  York  Car  Wheel 
Works,  thus   having  had  an   extensive  experience  in  this  business. 

The  Pressed  Steel  Car  Co.  bought  out  the  Penn  Car  Wheel  Co. 
and  had  use  for  the  entire  product  of  the  foundry:  this  left  an 
opening  for  a  new  car  wheel  foundry  which  Mr  Slocum  at  once 
recognized.  With  his  accustomed  energy  and  ability  he  at  once 
organized  a  new  company  which,  though  but  one  year  old,  already 
occupies  a  prominent  position  among  car  wheel   works. 

The  new  shop  was  at  first  built  for  a  capacity  of  300  wheels  per 
day,  but  the  business  of  the  Keystone  company  soon  outgrew  this 
output  and  last  October  the  factory  was  enlarged  to  produce  500 
wheels  per  day. 

The  company's  shops  are  very  favorably  located  on  three  lines 
of  railroads,  the  Pennsylvania.  Baltimore  &  Ohio  and  the  Pitts- 
burg. Bessemer  &  Lake  Erie,  being  the  only  factory  in  the  Pitts- 
burg district  with  such  extensive  shipping  facilities.  The  com- 
pany makes  a   specialty  of  wheels  for  electric  railway  service  and 


adverse  conditions,  the  motorman  being  able  to  bring  it  to  a  full 
stop  on  any  portion  of  the  grade  in  less  than  a  car's  length,  not- 
withstanding that  the  track  was  muddy  and  slippery  because  of 
the  falling  snow.  The  car  was  gotten  under  full  headway  and 
stopped  short  repeatedly,  the  brakes  fulfilling  every  requirement. 
They  were  accorded  the  highest  praise  by  the  company's  engineers 
as  well  as  the  laymen  who  watched  the  test.  It  is  hoped  that  the 
exhibition  will  restore  the  confidence  of  the  street  railway  patrons 
in  the  safety  of  the  car  service. 


NOTES  FROM   KANSAS  CITY. 


The  Metropolitan  Street  Railway  Co  of  Kansas  City  has  about 
completed  the  installation  of  machinery  at  the  new  Olive  Street 
station  from  which  power  will  be  generated  for  the  operation  of 
lines  in  the  south  part  of  the  city.  The  equipment  comprises  two 
G.  E.  750-kvv.  rotary  converters  which  will  be  used  as  direct  cm 
rent  generators  until  the  new  high  tension  power  house  is  com- 
pleted. The  machines  are  driven  by  a  2,000-h.  p.  engine,  rope 
transmission  being  used. 

The  Metropolitan's  moderate   investment  in  equipping  a  three- 
acre    pond    on    its    Northeast    division    with    accommodations    for 
has   resulted    on    many    days   in    increasing   the   receipts  by 


WORK*  'IF  THE  KEYSTONE  CAR  WHEEL  CO. 


lias  met  with  gratifying  success  in  this  line  of  work.  Large  orders 
have  been  recently  received  from  the  street  railways  in  Baltimore, 
Cleveland,   Pittsburg  and  other  prominent  cities. 

The  secretary  of  the  company  is  Mr.  John  Howard  Yardley  who 
maintains  headquarters  for  the  company  in  Philadelphia.  Mr. 
Yardley  was  formerly  connected  with  the  New  York  Tar  Wheel 
Works  and  also  with  the  Penn  Car  Wheel  Co.,  and  is  widely 
known  in  the  street  railway  field. 


MAGNETIC  BRAKES  FOR  AMSTERDAM. 


A  serious  accident,  involving  the  wrecking  of  two  electric  cars 
on  the  Market   St    line  of  the   Amsterdam   Street   Railway  <"V   re 
eently,  led  the  management  to  m  fid   examination  of  the 

brake  systems  now  employed   for  street   railway  service.     As  a   re- 
f    this    in.'  brake    ol    the     Standard 

Traction    Brake   <  '   thorough    tests    under 

the  most  difficult  conditions  and  in  the  most  exacting  service,  it 
was  finally  adopted  for  the  entire  system  Car  No.  15.  one  of  those 
which    I  nil   and  fitted   with  Standard 

magn'-t  equipment  on    was 

given  recently  when  a  trial  trip  w.v   made  over  the  line  with  officers 

of  the  road  and  gue>t»     The  ear  was  taken  up  Market  St    hill,  and 

■flowed  being   watched    will)   COfl   idetahle 

trians  as  well  as  those  on  board      Thi 

II    that    was    claimed    for    it    under    the    most 


65  per  cent.     Five  arc  lamps   were   placed  around  the   pond   and  a 
comfortable  shelter  erected. 

The    council    recently    pa     ed    an    ordinance    requiring    llie    coin 
pany  to  put  Ragmen  at  all  its  railroad  crossings,  but   the  com- 
pany contends  thai  fewei   ao  dents  have  occurred  since  thi    Rag 
men  were  disperj  ed  with,  and  will,  it  neci     ary,  conti   1  thi    casi 

in   the  higher  courts. 

\ii  ordinance  ha     il      been  introduced  in  the  council  requiring 
that  the  gads  on  electric  cats  i.e  removed,  on  the  ground  that 

the  gates  prevent   passengei  [uickly 

when  a  collision  is  imminent 

ciry  1st  a  strike  ws    inaugurated  bj  thi   employes  on  the 
Les     nworth  Electrii    Ry.,  who  demanded   the   re 

instatcment    of   a    number    of    men    who    had    been      I       barged    foi 

I    Of  duty.      Sup'  i  Dl  t,,]    In      .,  ,:■ 

'c  ii  m   numbi  ■    ol     ub  1  ituti  1  during   thi    fit  1  day  of 

on  ..il  the  -  ompanj '    di 

and  the  sei  1 ot  been  ci  Ippli  d  to  an)  extent  by  thi   dem 

onstrationi  of  thi  tlthough    on  It  was 

!    pi  lldl  Ml    not    to   run    I  .a      all.  I    iI.h  I  [Til       li  il  -  i    '    attempt 

to  opt  b  ■     line  in   oppo  Ition   to  ii"    cat     hs     1 1   ulted  in 

signal    failure,    and    Managei    Wolcotl    of   ii mpanj    reports 

thai  h'  tpplici tl         n  .in  li 

■»« » 

The  Northi       Oh       '•  Co    ha    dei  lini  d  to  the 

O.,  council  foi    1    i-ci  ni  fan   "i  >ii  ti 


114 


STREET  RAILWAY  REVIEW. 


Ml.   No.    2. 


PERSONAL. 


MK     II      \     EVER  I-  I  I    has  been   re-elected   president  of  the 
Cleveland    Electric   Railway   Co. 


MR.  ANTON  G    HODENPYL,  of  King,  Hodenpyl  &  Co.,  of 
Cbicagi  n  elected  a  director  of  the   K  \'.  Y.) 

Railw; 


J.  K.  CALLERY. 


MR.  JAMES  DAWSON  CALLERY,  the  recently  elected  pres- 
ident of  the  Pittsburg  Railways  Co.,  controlling  all  the  lines  in 
that  city.  Allegheny  and  vicinity,  lias  the  distinction  of  having 
been  the  president   of  the  p  trie  line  in   Pittsburg.      Mr 

Gallery's    first   expt  in    Street    railway    work    was   in    connec- 

tion with  the  Second   Vvenue  Co.,  operating  s  local  h"rse  car  line. 

;o     well    demonstrated    his 
ability  in  apacity 

in  this  company  that  he  was 
elected  president  Directly  af- 
ter this,  in  1889  Mr.  Callery  con- 
.i  the  road  tor  electric  op 
er.it ion.  the  first  in  Pittsburg  to 
'■11  a  paj  ing  basis  and  es- 
tablishcd  permanently.  Extcn- 
iii. 'de  in  all  directions; 
theretofore  inaccessible  tracts  of 
land  were  connected  with  the 
city  and  developed  as  residential 
suburbs.  By  connecting  many 
towns  along  the  Monongahela 
River  between  Pittsburg  and 
McKeesport,  Mr.  Callery  soon 
made  the  Second  Avenue  system 
one  of  the  largest  in  the  country  at  that  time.  In  1897  he  effected 
the  organization  of  the  United  Traction  Co..  which  brought  about 
the  consolidation  of  the  Pleasant  Valley  and  Manchester  sys- 
tems in  Allegheny  City  with  the  Second  Avenue  lines  in  Pittsburg. 
Mr.  Callery  was  made  president  of  the  United  company.  Two 
years  later  the  West  End  system  in  Pittsburg,  in  which  Mr.  Cal- 
lery was  also  interested,  was  purchased  by  the  Southern  Traction 
Co..  and  In  was  elected  president.  The  Pittsburg  Railways  Co. 
was  formed  last  December  to  take  over  all  the  Pittsburg  and 
Allegheny  lines,  including  the  United,  the  Southern,  the  Con- 
solidated, the  Monongahela.  the  Birmingham,  the  Suburban  and 
other  systems.  Mr.  Callery's  accession  to  the  presidency  of  all 
these  roads  is  but  the  logical  event.  Mr.  Callery  was  born  in 
Allegheny  City  40  years  ago.  He  is  the  son  of  James  Callery, 
a  prominent  business  man  of  Pittsburg,  now  deceased,  who  was 
best  known  as  being  the  organizer  of  the  Pittsburg  &  Western 
R.  R..  running  from  Allegheny  to  Akron  and  now  operated  as 
an  important  division  of  the  Baltimore  &  Ohio  system.  His  son 
is  an  officer  or  prominent  stockholder  in  a  score  of  Pittsburg's 
leading  business  institutions,  and  is  vice-president  of  the  Phila- 
delphia Co..  which  controls  the  gas  and  electric  companies  in 
Pittsburg. 


MR.  GEORGE  M.  SARGENT,  president  of  the  Sargent  Co., 
Chicago,  and  his  wife,  left  February  8th  for  an  extended  trip  in 
the  Mediterranean. 


MAJOR  EVAN'S,  of  Lorain  Steel  fame,  was  at  the  dinner  of 
the  New  England  Street  Railway  Club  The  major  has  as  many 
friends   in   the   business   as  any  other   one   man    in  the   trad< 


MR.  C.  E.  DONNATIN  has  been  appointed  superintendent  of 
the  mechanical  department  of  the  Los  Angeles  Railway  Co.  In  this 
position  he  will  have  charge  of  the  company's  rolling  stock,  car  and 
machine  shops  and  store  room. 


MR.   JOHN'    II  \KKIS.   superin  the   Cincinnati  Trac- 

tion Co..  on  February  14th.  completed  the  .15th  year  of  his  serv- 
ice with  the  street  railways  of  Cincinnati.  Mr.  Harris  was  born 
in  Lancaster,  O..  in  1S41.  and  went  to  Cincinnati,  taking  horses 
for  the  market  there;  he  commenced  business,  caring  for  horses, 
on  the   site  of  the   present   federal  building  and   within   200  ft.   of 


the  office  now  occupied  by  him.  During  the  last  40  years  Mr. 
Harris  has  been  kept  away  from  his  office  but  a  tingle  day  b) 
sickness. 


MR  f..  J.  WOLF  has  been  elected  president  of  the  Aurora, 
Elgin  &  Chicago  Railway  Co.,  succeeding  Mr.  B.  Mahler;  and 
Mr.  Myron  II  Wilson  has  been  elected  vice-president,  succeeding 
Mr.   Wolf  in  that  capacity. 

MB  JOHN  \  GRANGER,  whose  name  is  familiar  to  old- 
time    railway    men.    has    accepted    an    important    position    with    the 

Burnet  Co.,  of   is]    Maiden   Lane,   New   York  City,  a  new  firm 

Organized   to  deal   in  railway   and   electrical   supplies. 


MR    I.  A.  SWEIG  VRD,  of  Philadelphia,  has  been  elected  pres- 
ident of  the  Ambler  8:  Jenkintown,  the  Montgomery,   I 
&   New  Hope,  and  th  Center  8:  Clearfield  Street  Rys.     Th. 
companies  elected  Mr.  T.   F.  Durham,  secretary  and  treasurer. 


MR.  JOHN  G.  WEBB  has  been  elected  vice-president,  and  Mr. 
F.  J.  Green,  secretary,  of  the  Columbus,  London  &  Springfield 
Railway  Co.  Mr.  Webb  and  Mr.  Green  formerly  occupied  the 
positions  of  treasurer  ami  vice-president,  respectivbely,  of  the 
company. 


MR.   FRANK  L.   BROWN   has  been   appointed   agent  of  the 
J.   G.  Brill  Co.  for  the  Pacific  Coast  territory,  succeeding  Mr    1 
A.   Lawson,   who   resigned  January   1st.      Mr.    Brown's   office   will 
be  in  San  Francisco.     Mr.  Brown  formerly  represented  the  Shelby 
Steel  Tubing  Co. 


MR.  JOHN  MURPHY,  general  superintendent  of  the 
burg  Railways  Co.  under  Mr  Callery,  is  a  native  "i  Ireland  and 
40  years  of  age.  Mr.  Murphy  came  to  Vmerica  in  his  early  youth 
and  devoted  himself  diligently  to  obtaining  a  thorough  education. 
His  home  was  in  central  Penn- 
sylvania. Alter  leaving  school 
he  obtained  employment  as  an 
engineer  on  s  steam  railroad,  and 
in  this  connection  improved  his 
opportunity  to  study  the  mechan- 
ical construction  of  the  road  and 
locomotive,  all  of  which  pr<  p 
him  for  his  subsequent  su 
in  the  economical  construction 
an  1  management  of  electric  lines. 
When  the  Second  Ave.  horse 
car  line  in  Pittsburg  was  con 
verted  into  an  electric  system. 
he  was  chosen  superintendent.  In 
1898  he  was  made  general  super 
intendent  of  the  United  Traction 
Co.  Since  his  recent  appoint- 
ment as  general  superintendent  of  all  the  trolley  lines  in  Pitts- 
burg and  Allegheny  he  has  actively  engaged  in  effecting  practi- 
cal improvements  of  the  system  which  include  the  changing  of 
routes  and  building  of  short  loops  to  relieve  the  congestion  of 
cars  in  Fifth  and  Sixth  Aves.  During  his  busy  and  practical 
career  Mr.  Murphy  has  found  time  to  study  electrical  engineer- 
ing as  a  science.  He  is.  as  well,  an  inventor  of  ability,  being 
the  inventor  and  patentee  of  the  Murphy  car  wheel  truing  ma- 
chine. 


JOHN   MURPHY. 


MR.  A  H.  RUTHERFORD  has  been  elected  vice-president 
of  the  Knoxville  (Tenn.)  Traction  Co.  in  the  place  of  Mr.  C.  C. 
Howell,  who  has  resigned  on  account  of  ill-health.  Mr.  E.  C. 
Hathaway,  general  manager  of  the  Railways  &  Light  Company 
of  America,  will  succeed  Mr.  Howell  as  general  manager  of  the 
Knoxvbille   Traction    Co. 


COL.  C.  C.  HOWELL,  formerly  vice-president  and  general 
manager  of  the  Knoxvbille  (Tenn.)  Traction  Co.,  received  many 
tokens  of  esteem  from  his  friends  on  retiring  fom  his  dual  capac- 
ity with  the  company  on  January  24th.  The  employes  of  the  road 
presented  him  with  a  gold-headed  cane.     In  the  afternoon  of  the 


Feb.   15.  1902.] 


STREET  RAILWAY  REVIEW. 


115 


same  day,  a  hundred  of  his  friends  came  to  his  house  with  valu- 
ale  gifts  for  Col.  and  Mrs.  Howell.  At  a  meeting  of  the  hospital 
board  tha:  evening  he  was  presented  with  a  silver  dish  by  the 
gentlemen  members,  and  a  loving  cup  by  the  ladies  of  the 


MR.  HAROLD  W.  CLAPP,  manager  of  the  Brisbane  Tram- 
ways oi  Brisbane.  Australia,  is  in  this  country  and  attended  the 
New  England  Strict  Railway  Club  dinner  last  month.  H is  lather 
has  been  associated  v.  iih  rite  Brisbane  Tramwaj  oc  Oranibi 
for  many  years.  Mr.  Clapp  is  about  to  take  a  course  at  the  shops 
of  the   General   Flectri 


MR.   S.   LA  RL'E  TON'F.  will  be  associated  with  Mr.   Callery 
in  the  mans.  the  Pittsburg  Railways  Co..  in  the  capacity 

of  assistant   to  the   president.     Mr.   Tone   was  born   in   Cincinnati 
in  1864.     He  graduated  from  the  Rensselaer  Polytechnic  Institute, 

in  Troy,  as  a  civil  engineer,  ami 
entered  the  service  of  the  Penn- 
nia  R.  R.  He  resigned  to 
accept  a  better  position  with  the 
Philadelphia  Traction  Co..  con- 
d  by  the  Widener-Elkins 
1  ate.  and  when  the  latter 
:  t  the  old  Pittsburg.  Oak- 
land &  Fast  Liberty  Passenger 
Ry..  in  1887,  Mr.  Tone  was  em- 
ployed to  effect  its  conversion 
into  a  cable  system,  a  work 
which  was  successfully  accom- 
d  in  the  winter  of  1888. 
The  name  of  the  company  was 
changed  to  the  Pittsburg  Trac- 
tion Co.,  and  Mr.  Tone  remained 
with  it  for  two  years.  Later,  he 
became  identified  with  the  Duquesne  Traction  Co.,  and  in  1892, 
entered  the  sevice  of  the  West  End  Traction  Co.,  as  chief  en- 
gineer. Mr.  Tone  has  acted  as  chief  engineer  in  charge  of  the 
construction  of  lines  in  Connellsvillc,  Kittanning  and  Rochester. 
Pa.,  and  Steubenville.  O.  When  the  United  Traction  Co 
organized  he  was  made  chief  engineer  of  til  the  lines  it  controlled. 
a  position  which  he  retain-.!  until  the  recent  merger,  when  he 
was   appointed   President    (all.  int. 


S.  LA   RI'E  TONE. 


MR.  ROBERT  A    DUNLAP,  assistant  treasurer  of  the  < 
nati  Traction   Co  gned   that   position,  and   retire. 1   for   the 

January    Kith.      Mr.    Dunlap    ha! 
i    railway  field   for    more    than    (0  tnd   was 

•.  iih    the    pi  I     II    innati. 

In  accepting  bis  resignation  the  company  voted  him   a  lifi 
sion    of  fioo  per    month 


MR.    CHARLES    FITZGERALD,      formerly     general      SU| 
tendent  of  t'  dated  Traction  ('..     I'm   burg,  and   Mr    W,  C 

Smith,  formerly  superintendent  of  transportation  of  tl 
were  presented   with   handsome  gifts  by  the  employes  of  the   rail 
way,  on   retiring   from   office.     The   presentation   was   made   in   the 
Empire    Theater,   January    nth,    and    was    followed    by    a    cheerful 
demor  good  will. 


MR  1   of   the  Toledo 

k  Ma  Di  iiman,  the  formet 

on  retiring  ■•  1  lally  ham 

timonial  ol 

••  1 1 1 1    whom    they    have 


Arnold    Electric 

I    New    York    .1 

&  Hud  1  with  In    ni  ■••■■  poi  ition  Mr. 

Arnold 

Hon   in 
New  Y 

■ 


MR  WILLIAM  C.  WHITNEY,  the  veteran  financier,  cap- 
italist, horse-lover  and  street  railway  man,  has  announced  his 
intention  to  retire  from  all  the  many  business  interests  with  which 
his  name  has  been  associated,  and  devote  the  remainder  of  his 
life  to  travel,  rec  eatiot)  and  his  racing  interests.  It  is  stated 
that  with  the  possible  exception  of  one  other,  Mr.  Whitney  has 
more  money  invested  in  racehorses  and  homes  for  them  than  any 
man  in  the  United  States  Speaking  of  his  connection  with  the 
Metropolitan  Street  Rj  .  of  New  York,  the  New  York  Sun  quotes 
a  prominent  New  Yorker  as  follows:  "It  is  not  generally  known 
just  how  intimately  William  C.  Whitney  his  been  connected 
with  the  development  oi  the  Metropolitan  Street  Railway  sys- 
tem. M.my  persons  think  that  Mr,  Vreeland  is  responsible  for 
it.  That  is  not  so.  Yreclaml  has  perfected  in  a  superb  way 
Whitney's  plans.  Hut  Whitney  planned  to  control  tin-  street  fail- 
way  business  of  New  York  so  long  ago  as  when  Jacob  Sharp 
was  laying  the  rails  of  tin  Broadwaj  road  \nd  from  his  brain 
tem  lie  developed.  As  an  illustration  of  the  details  which 
he  looks  after,  I  in.,-,  tell  you  that  the  entire  system  of  transfers 
now  used  on  all  tin-  lines  was  thought  out.  improved  and  per- 
fected by  Mr    Whitney." 


MR  I'kl'MW  P  GAYLORD  has  been  appointed  manager 
of  the  Chicago  office  of  the  Westinghoiisc  Electric  &  Manufac- 
turing Co.,  of  Pittsburg,  succeeding  Mr.  Arthur  Kartwell,  who 
has  been  advanced  to  the  position  of  sales  manager  at  the  Pitts- 
Mi  Gaylord  is  31  years  of  age  and  was  born  in 
Shelby.  Mich,  lie  .nine, I  the  University  of  Michigan  with  the 
class  of  '93.  on  a  course  of  electrical  engineering,  but  in  [892 
removed  to  Chicago,   when    he  was  engaged  as  engineer  of  sub- 

1-  and  underground  construction  foi  the  World's  Fair,  under 
Frederick  Sargent  and  later  under  R.  II  Pierce  In  October, 
[893,    Mi     Gaylord   bee. one  associate  professor  of  electrical   engi 

ng  at  the    Armour  Institute  of  Technology  and  in  accepting 

this  position  was  prevented  from  returning  to  complete  his  course 
at  the  University   of  Michigan.      In   recognition    of  Ins    services    in 
building  up  the  electrical  engineering  department  of  the    Vrmour 
Institute,  tin   iin  i..     awarded  Prof.  Gaylord  the  degree  of  electri 
cal  engineer.     In  [898  hi     evered  this  1   mncction  to  accept  .1  posi 
tion    wifli    tin'    Chicago    Edison    Co.,    in    which    latter    he    remained 
a  year,  organizing,  during  that  time,  the  testing  department,  which 
1    recognized  bj   the  companj   as  .,  most   important   in 
novation      Mr.   Gaylord   entered   the  Chicago  office  of  the   We  t 
inghouse  companj   in  July,  [899,  in  fin'  capacit]  ol  engineer,  from 
which  position  In-  >>. ,       promoted  to  thai  of  general  salesman 


MK   w   ELWEL1    <■'  hi  'M'.i  iR<  ><■  GH,  d-rei  I f  the  School 

ol    !  lectrical    Engineering   of   Purdue    Univei  ity,   ha     been    ap 

i   chief  of  ih,-   Department   of   Electricity  of  the   Louisiana 

Purchase    Expo  ition       Mi     Goldsborough'     careei    in    the   elec 

I-!.1   hi     in  1      .1   conspicuous!]    acth 1  m  1  ei  '.nil   one 

in. ,    hi    "i  adual In  mi  Cornell   1  no  ei  if  j   w ith  thi   degree  ol 

M      I    .     11    1892       Mi     m  .1      loi    ,i    iin      1       1    .  In  1 1 1,  ,il    engi 

,  .1     Univei  iii.   Fayettei  ill'.    Nil-,  and   1  esigned 

(■I .'    in  1. iii    pi . iii     1"  "i  .  in  trical  engim  1  1 

ing  at  Purdui    I  ity      In  1897  he  wa    elected  directot   ol  the 

1     ,,    ition   which   hi      1  iii    retain        Pro!    I  iold  bi irough 
came  prominently  befon   the  public  in  connection  with  t    erii  1  ol 
riant  St.  Station  of  th.    Ediion   Electrical   Elluminal 

ni.  .1     i"  in"   •  mbodsed   in   thi    1 

struction  of  the   plant   and   hi     report   publi  hed   in   the  Iran  ai 

if  the    \  in >  1  i,  an    Instituti  I   ectt     il    Eng The 

■   ,    1.1      wen    reported    1 
in   iluir  proportion     by   the  committei    which   passed   upon   that 
■ .   Id  bot one'  1   frequent   0 ml  1  ibuti 

■  ■    tbi  ' ■■ 

1   ,  ,     them,   the    \im  1  ii  an    In  1  itute   of 

1   1.' thi     1 11  1  a  hi 1    Elccti  cal    Engim  ei     ol 

1     Ihi     Franklin    [nstltuti     Lhi     American    \    ion    for 

1  ol  ' I  the  Society  for  the   P 1  ion 

of  Par.                   Iu       "       Prol    G ild  I" irough  had  m  idi    1    pi 
mil     at  exposition        FIi    -, tm 

, '     1 1 1 1 1 , ,  1 . .  ,    1 . ,  1    tion 
si  ■  iuiot  of  awards  at  Hi       1     i| inted  a 


116 


STREET  RAILWAY  REVIEW. 


[Vol.  XII,  No.  2. 


a  delegate  ot  the   American   Institute  of   Electrical   Engineers  to 
the  Paris   Exposition  and  now  holds  th    office  of  manager  in  the 

'ute. 


OBITUARY. 


MR.    MICHAE]     MURPHY,  president  of  the  Van  Brunt   St 
&   Eric  Basin   Railroad  Co.,  of  Brooklyn,  N.   Y.,  died  01 
monia,  on  Jannai  his  home  in  Hrooklyn.    He  was  born 

in  Ireland  about  60  years  ago.  Mr.  Murphy  was  a  well  known 
hotel  man.  The  Van  Brunt  St.  &  Eric  Basin  R.  R.,  of  which  he 
was  president.  is  a  short  independent  electric  line  in  South 
Brooklyn,  about  -•'_•  miles  long,  that  has  never  been  consolidated 
with   the   Brooklyn   Rapid  Transit   system 


MR  SAMUEL  ELMER,  president  of  the  Mountain  T.akc 
Electric  Railroad  Co.,  of  Glovbers\  ille,  \\  Y ..  died  Buddenly  on 
Sunday  morning,  January  26th.  Mr.  Elmer  was  a  native  of 
Vshfield,  Mass.,  and  was  51  years  of  age.  Prior  to  1800  he  was 
a  prominent  business  man  of  New  Haven.  Com).,  but  in  that 
year  removed  to  Gloversville,  where  he  became  the  holder  of  large 
real  estate  interest;  and  the  promoter  of  the  electric  lines  con- 
necting Gloversville,   Fonda  and   Mountain   Lake. 


Mr.  FREDERICK  G.  FRESH,  vice  president  of  the  Rich- 
mond &  Petersburg  Electric  Railway  Co..  died  at  his  home  in 
Richmond,  Ya  .  January  24.  of  pneumonia,  after  a  three-weeks' 
Mr  Frese  was  a  native  of  Ohio,  and  36  years  old.  For 
the  greater  part  of  his  life  he  was  a  resident  of  Akron,  from 
which  city  be  removed  to  Richmond  last  June  to  accept  the 
vice-presidency  of  the  Richmond  &  Petersburg  company  and  to 
become  the  local  representative  of  the  Cleveland  Construction 
Co.  Previously,  he  had  been  interested  in  the  building  of  inter- 
urban  electric  railways  and  telephone  lines  in  Ohio,  and  was  at 
one  time  connected  with  the  Western  Union  Telegraph  Co..  and 
later  general   manager  of  the   Akron  Telephone   Exchange. 


ELECTIONS. 


THE  TOLEDO  &  WESTERN  RAILWAY  CO.  has  elected 
the  following  officers:  Luther  Allen,  president  and  treasurer;  F. 
E.  Seagraves,  secretary,  and  C.  E.  French,  auditor. 


THE  DETROIT  UNITED  RY.  has  elected  the  following 
officers:  J.  C.  Hutchtns,  president  and  general  manager;  Henry 
\    Everett,  vice-president,  and  George  H.  Russell,  treasurer. 


THE  PHILADELPHIA,  MORTON  &  SWARTHMORE 
STREET  RAILWAY  CO.  has  elected  the  following  officers: 
Louis  J.  Levick,  president,  and  E.  J.  Hasse.  secretary  and  treas- 
urer. 


THE  LAKE  ERIE,  BOWLING  GREEN  &  NAPOLEON 
ELECTRIC  RAILWAY  TO.  ha*  elected  the  following  officers: 
L.  Black,  president;  W.  M.  T  tiller,  vice-president;  E.  M.  Friess, 
secretary,  and   A    Froney,   treasurer. 


THE  MEDIA  (PA.),  MIDDLETOWN.  ASTON  &  CHES- 
TER ELECTRIC  RAILROAD  CO.  has  elected  the  following 
officers:  F.  W.  Hammett.  president;  B.  Griffith  Jones,  vice- 
president,  and   E.   J,    Hasse.   secretary 


THE  XENIA  CO.),  CEDARVILLE,  JAMESTOWN  &  WIL- 
MINGTON   ELECTRIC    RAILWAY   CO.   has   elected   thi 
lowing  officers:     J.   E    Lawes,   president:   W.   H.   Manning,   vice- 
president  and  manager,  and  R.  R.  Grieve,  secretary  and  treasurer. 


THE  LANSING  (MICH  |,  ST.  JOHNS  &  ST.  LOUIS 
RAILWAY  CO.  has  elected  the  following  officers:  John  Mills 
•  if  Port   Hn  dent;    I  -.i.u    Hefett,   of  Maple   Rapid-,   vice- 

president;  M.  W.  Mills,  of  Port  Huron,  treasurer,  and  F.  L. 
Dodge,  of  Lansing,  secretary.  The  new  directors  elected  to 
the  board  are:  F.  C.  Norris  and  E.  F.  Percival,  of  Port  Huron. 
and  Stiles  Kennedy,  of  St.   Louis. 


TIIECOLUMBIX  (PA.)  &  MONTOUR  ELECTRIC  KAIL- 

WAY    CO.    has  as    follows: 

B,  I     Meyers,  ol  Harrisbui  eph  Ratti  and  E. 

B.  Tustin.  of  Bloomsburg;   I!  F,  Ci                  Berwick,  and   I.. 

S     Hart.   W.    N  li  r,   of    Harrisburg,   di- 

rs., 


RAPID  TRANSIT  SUBWAY   EXPLOSION   IN 
NEW  YORK   CITY. 


At    noon   on    January    27th.   by   an    explosion    of   a    large   quantity 
of  dynamite  inti  m  lasting  purposes  in   the   Rapid   Transit 

Subway  at   4'st    St.  and    Park    Ave.    New   York   City,  two  hotels,   a 
1.  the  Grand  Central    Station  and  other   buildings  in   the  im- 
mediate neighborhood  were  badly  wrecked,  five  persons  were  killed 

and    OVi  idred    men,    women    and      children    were      BO   badly 

bruised   and  cut  by   flying  glass  and  debris   as  to  require  the  alien 

)    ambulance    surgeons   and    doctors-      Terrible    as    the 

was   it    is   worthy  of  note  that    this   is  the  first    - 
if  any  kind  that   has  occurred  in  connection  with  the   subway 
work,   although   thousands  "f  pounds  of  explosives   have  been  used 
in  all  parts  of  the  city,  and  fo  11  of  the  time  half  the  streets 

in   the  borough  of   Manhattan   ha  d    'heir  normal    vehicular, 

street  car  and  pedestrian  traffic  with  an  open  trench  from    15  t..  40 


r 

-• 

'■>'     ►  v. r 

f3'~  .'.1 

\t^    hift   '"•- 

SCENE  OF  EXPLOSION  IN  PARK   AVENUE.  NEW  YORK. 

ft.  deep,  and  from  15  to  30  ft.  wide  along  one  side  of  the  street. 
We  believe  the  record  has  never  been  duplicated  on  any  under- 
taking of  equal  magnitude. 

The  explosive  that  caused  the  accident  was  stored  in  a  shed  or 
shanty  located  on  the  street  near  the  corner  of  41st  St.  and  just 
in  front  of  the  Murray  Hill  Hotel — which  will  be  remembered  as 
the  headquarters  of  the  American  Street  Railway  Association  dur- 
ing the  convention  in  New  York  last  fall.  The  amount  and  exact 
nature  of  the  explosive  have  not  been  officially  determined  and  will 
be  a  subject  for  investigation  before  the  February  Grand  Jury  in 
General  Sessions.  The  law  permits  the  storage  of  but  62  lb.  of 
dynamite  at  any  one  point  within  the  city  limits  but  also  sanctions 
it  is  claimed,  delivery  of  a  sufficient  quantity  of  explosives  each 
morning  for  the  work  to  be  done  during  the  day.  Both  John  B. 
McDonald,  general  contractor  for  the  subway,  and  Ira  A.  Shalcr, 
sub-contractor  for  this  section,  deny  that  any  violation  of  law  ex- 
isted. 

The  powder  shanty  stood  at  the  opening  of  a  small  shaft  run- 
ning down  to  the  level  of  the  subway  tunnel  which  at  this  point  is 
20  ft.  below  the  Park  Avenue  tunnel  of  the  Metropolitan  Street 
Railway  Co.  Sectional  drawings  showing  the  relative  positions 
of  the  tunnels  or  subways  at  this  point  will  lie  found  in  our  con- 
vention issue  for  last  September,  page  542.  The  shanty  was  just 
at  the  fo. .1  of  tlie  derrick  shown  in  the  accompanying  engraving, 
which  is  reproduced  from  a  photograph  taken  immediately  after 
the  explosion.  The  exact  cause  of  the  accident  is  still  the  subject 
of  investigation  but  from  reliable  testimony  thus  far  submitted 
it  appears  that  the  explosive,  which  was  kept  in  cartridges  in  boxes, 


Feb.  is,  1002.] 


STREET   RAILWAY   REVIEW. 


11? 


was  ignited  through  the  falling  of  a  lamp  set  on  a  shelf  in  the 
powder  shed. 

The  greatest  damage  was  to  the  Murray  Hill  Hotel.  Every  pane 
of  glass  in  the  structure  was  broken  and  on  the  side  facing  the 
tunnel  the  walls  were  badly  injured-  The  cafe,  the  lobby  and  all 
the  front  rooms  on  the  lower  floors  were  absolutely  wrecked  by 
falling  walls  and  ceiling.  One  guest  occupying  the  corner  suite 
on  the  first  floor  was  killed  in  his  room,  and  two  employes  of  the 
hotel  were  killed  in  the  lobby.  The  zone  of  broken  glass  extended 
for  two  blocks  up  and  down  Park  Ave.,  the  Grand  Central  Depot 
and  the  Grand  Union  Hotel  on  42d  St.,  suffering  great  damage  in 
this   respect. 

In  the  Metropolitan  tunnel  immediately  adjoining  the  scene  of 
the  explosion  cars  were  delayed  for  about  three  hours  by  debris 
thrown  on  the  tracks,  but  no  serious  damage  occurred,  although 
the  escape  of  cars  not  50  ft-  from  the  powder  shed  seems  miraculous. 

Sub-contractor  Ira  A  Shaler,  also  the  superintendent  of  the 
section  "ii  which  the  explosion  occurred  and  the  watchman  of  the 
dynamite  house  have  been  held  responsible  for  the  accident  by 
the  coroner's  jury. 


YORK  COUNTY  TRACTION  CO. 


The  annual  meeting  of  the  York  County  Traction  Co.  was  held 
last  month  and  the  following  directors  were  chosen:  George  S. 
Billmeycr,  Judge  W.  F.  Bay  Stewart,  John  YV.  Stacey,  Grier 
Hersh,  George  P.  Smyscr  and  YV.  A.  Himes.  This  board  of  di- 
rectors serves  for  the  York  &  Dallastown  Street  Railway  Co., 
York  &  Dover  Street  Railway  Co.,  York  X:  Hanover  Street  Rail- 
way Co.,  Red  Lion  &  Windsor  Street  Railway  Co.,  York  Haven 
Street  Railway  Co.,  YVrightsville  &  York  Co.,  Colonial  Street  Rail- 
way Co.  and   Penn   Park  Street   Railway  Co. 

Mr.  YV.  H.  Lanius,  president  of  the  company,  stated  that  the 
York  County  Traction  Co.  had  been  organized  chiefly  for  build- 
ing suburban  electric  railways,  and  noted  the  addition  to  the 
company's  property  during  the  past  year  of  the  suburban  lines 
operating  from  York  to  Dallastown  and  from  York  to  Do 
Partial  surveys  have  been  made  to  Wrightsville,  Hanover  and 
York    Havei  road    to   tin-    Formei  will   be   built 

in  the  early  spring  and  all  of  the  contemplated  roads  in  1903.  It 
was  also  stated  that  these  lines  will  in  the  future  be  extended 
to   connect   with   those  at    Baltimore. 

The  station  of  the  Electric  Light  Co..  which  furnishes  current 
for  the  railway  company,  has  been  greatly  enlarged  and  improved 
during  the  past  year  by  the  addition  of  new  machinery  and  a  stor- 
age battery.  A  new  car  barn  $0x232  ft  has  been  built  and  the 
present  trackage  of  the  company'  now  2.200  ft.    A  large 

repair  shop  has  also  been  built. 

The  company  contemplates  extending  its  Dover  line  to  Dills- 
burg,  a  distance  of   12  miles.      This  line  will   include  the  to  ■ 

lie  and   Franklintown.     Additions   and    improvements   have 

I  ght  plant,  including  a  600-h.  p. 

engine  and  two  300-h    p    dyi  lescenl     ighting.    The 

plant  has  .1  boil.  000  h    p.   and  a       |O0         p    engine 

capacity.     The   York   Haven   Power  &   Water  Co.   which 

H-ting  a  water  power  plant,  will  eventually  furnish  the 
current  for  these  railway  lines  and  the  company's  present  plant 
will   then   be   Utiliz<  •    plant,    from    which    the   currrent 

will  Ik-  dirtribul 


USING  INSULATING   VARNISHES. 

The    Standard    Y'arm 

11 1   with 
ing  varnish,  ommendati  to  its 

own    varnishes   but    mi  matter   what 

make  of  varnish   is  u 

important  that  tin-  applied  al 

In    many   eases    it    may    I.'-    U  "I   thinner   than    applied    by 

hould  it   t>e  used  heavier      i<   i 
:.  a  dipping  varnish  of  the 
•  all  requit  the  gravity  of  all  vara    hi 

mjH  rature     I'  1  eiti  'I  that  I 

ping  p 


requirements  of  each  case.  When  the  proper  consistency  is  se- 
cured, the  gravity  may  be  taken  with  a  hydrometer  and  the  exact 
dgree  of  thinning  thus  established. 

While  the  gravity  of  the  varnish  when  exposed  in  the  dipping 
tank  becomes  lower  in  hot  weather,  it  is  necessary  to  thin  with 
benzine  before  each  dipping,  on  account  of  undue  evaporation  of 
solvent.  On  the  other  hand,  in  cold  weather  the  gravity  becomes 
abnormally  heavy  in  consequence  of  contraction,  and  the  varnish 
should  be  kept  in  a  warm  place,  so  that  the  temperature  is  in  the 
neighborhood  of  75  degrees  F.  when  used;  otherwise  it  will  be  too 
heavy  and  consequently  require  considerable  thinning  with  benzine. 

It  can  be  applied  by  dipping  the  work  into  the  varnish  or  with 
a  brush.  When  applied  by  dipping,  the  varnish  should  be  fre- 
quently thinned  with  benzine  to  replace  the  solvent  that  has  evap- 
orated. The  varnish  should  be  kept  in  tightly  closed  vessels  to 
prevent  evaporation  as  much  as  possible. 

For  highest  insulation,  two  applications  of  the  varnish  may  be 
employed,  receiving  treatment  as  aforesaid.  In  thinning,  benzine 
should  be  added  to  the  varnish  slowly  and  thoroughly  stirred  in. 
It  is  recommended  that  63  degrees  benzine  be  used  for  this  pur- 
pose. 

When  varnish  is  applied  by  dipping,  best  results  can  be  ob- 
tained by  placing  armature  and  field  coils  in  an  oven  for  two  to 
four  hours  before  immersing  same  in  the  varnish.  After  this  pre- 
liminary baking,  the  coils  should  be  taken  from  the  oven  and 
dipped  at  once  in  varnish,  allowed  to  drip  over  the  dipping  tank 
and  again  placed  in  the  oven  and  thoroughly  baked.  In  following 
this  method  the  first  cost  of  treating  coils  is  slightly  increased. 
The  value  of  this  treatment,  however,  is  apparent.  The  moisture 
is  driven  out,  the  air  in  the  coil  expanded,  allowing  proper  pene- 
tration, and  the  coat  of  varnish  given  the  coil  immediately  upon 
taking  from  the  oven,  effectually  prevents  further  absorption  of 
moisture.  The  life  of  apparatus  thus  treated  is  considerably 
lengthened. 

I  he  oven  in  which  the  work  is  baked  should  be  ventilated  at  the 
top  to  permit  the  escape  of  gases  which  form  while  the  varnish 
is  in  process  of  drying.  Provision  should  also  be  made  for  the 
ingress  of  air  at  the  bottom  of  the  oven,  thus  permitting  free  cir- 
culation of  fresh  air  with  its  accompanying  oxygen  over  the  work 
10  I,,  dried.  In  this  manner  more  thorough  and  quick  drying  re- 
sults can  be  obtained.  Uniformity  of  heat  throughout  the  oven  is 
essential,  and  this  is  accomplished  by  placing  the  pipes  which 
carry  the  heat  near  the  floor  and  on  all  sides  of  the  oven.  Steam 
or  electric  heat  is  best  suited  for  drying  the  varnish  on  accouin  of 
the  dry  quality  of  same.  Care  should  be  exercised  not  to  ovi  '!>'!  1 
the   varnish,   otherwise   its   elasticity    will   be   destroyed. 

It  is  recommended  that  a  hydrometer  and  a  thermometer  be 
used,  the  former  to  determine  the  specific  gravity  of  the  varnish, 
and    the    latter  as  a   precaution   against    overbaking. 


CONSOLIDATION   IN   ATLANTA. 


Tin-  Georgia  Railway,  Gas  S  Electric  Co.,  which  is  a  consolida 

Hon    of   ihe    Georgia    Fleet ric    Light    Co..    the    Atlanta      Railway     & 

Tower  Co.,  and  the  Atlanta  Rapid  Transit  Co.,  has  been  In 
rorporat. . 1  h\  11  \i  Ytkinson,  P  S.  Arkwright,  R.  E,  Cullinane, 
S  J  Bradley,  M  B  Lipscomb,  F  \l  Sisk,  J  G,  Rossman,  J-  R. 
ii., 1,1. 1.  and  W.  it-  Son. ,11.  all  ,,1    Atlanta 

The  new  company    1     to  havi    a   capital    itock  of  $3,000,000  of 
which  $300,000  1    to  be  preferred     The  length  of  track  over  which 
.  1  impanj  i    to  opi  1  ati   i    about  140  miles 

The  city  cot I  ol   \tlanta  made  a  ri( 1    protest  against  thi 

granting  of  thi     charter   but   the  secretary  ol     tati    was  advised 
general  thai  under  the  Ian    hi    could  nol   refuse 

1  chattel  if  it  bad  been  applied  for  in  a  legal  ma r  and 

led  with  the  provisions  of  the  general  law.    One  of  the 

[ed  again  1  the  1  harti  1   wai  thai  the  tet  m 

.,f  toi  years  applied  for  Is  too  long,  but  thi    1 1 tted  to 

,,ll  companies  applying  for  a  charter  In  thai  state. 


intatning    1  .  pi Ill    inti  1  "1  ban  1  lei  ti  ic  line 

1   Liver] 1   md  Wi  11    illi ,  O.,    in  January  a8th  nar 

rowly    ml    ..1    being    demolished   by   an   avalanchi    ol    boulders, 

nd  1  irth  whii  h  burii  .1  i1"     rs Ii  pth  of  50  ft.    The 

,,    ..I  ih,    mil  force  "f  the  hmd  slide  by  only  a  few  feet. 


118 


STREET  RAILWAY  REVIEW. 


[Vol.  XII,  No.  2. 


PROPOSED  TUNNELS  FOR  NEW  YORK. 


waited    long   and   patiently    E01    adi 

iow   with    1  transit 

subwa;  mpletion,  $.io,ooo,ooo  1  turities 

in  sigh)  for  equipping  the  remaining  100  miles  of  horse  railways 
for  electric  traction  and  thi  roads  in  process  of  change 

ition,  11   appears  that   the  desired  era  is  close  at 
hand 

■   onlj    of  the  carrying  facilities   within  the  city 
limits  but  also  applies  lo  thi  ■    communication  with 

the  city, 
est  in  point  of  completion  arc  the  plans  of  the  New  York 
Central  management  for  equipping  electricall  il  itering 

New   York  ir..m  Mott  Haven  to  42nd  St.,  through  the  Park  ave. 
tunnel.     The   unfortunate  collision  in  the  tunnel  last   month  has 
on  this  matter  and  we  are  informed  by  Mr.   B.  .1 
Arnold,   who  has  ly  the   New   York   Central 

electrical  plete   plans   have   been   pr 

pared  for  operating  at  least  the  two  outer  tracks  oi  the  tunnel 
section  by  electricity  It  is  also  stated  that  suggesions  have  been 
made  anil  are  under  consideraion  (or  running  and  lighting  the 
entire  tunnel  section,  including  the  two  inner  as  well  as  the 
outer   tracks   with   electricity. 

The   New  York  Central  management  has  authorized  the   1 
ing  statement : 

"The    com;  confirms   the   statement?    made    from    time- 

to  time  in  the  public  press  that  it  has  been  preparing  plat 
the  enlargement  of  the  facilities  of  the  Grand  Central  Station  ami 
changes  in  the  methods  of  using  the  Park  Ave.  tunnel  so  as  to 
meet  the  demands  of  a  constantly  increasing  traffic,  and  provide 
for  th  cconvcience  of  the  traveling  public.  The  best  method  oi 
improvement,  and  one  which  the  company  desires,  would  be  the 
abolition  of  th  tunnel  and  making  in  its  place  an  open  cut,  sim- 
ilar to  that  south  of  56th  St..  but  this,  on  account  of  the  opposi- 
tion it  has  encountered,   has  been  impossible  of  atainment   up  to 

the  present  time,  and  therefore,  after  a  thorough  investigati 

the  subject,  it  was  determined  that  the  most  practicable  plan  for 
caring  for  the  enormous  passenger  traffic  concentrated  in  the 
Grand  Central  Station  would  be  the  construction  of  a  loop 
station  under  the  present  terminal,  so  that  the  suburban  trains 
could  be  operated  by  electricity  through  the  existing  side  tun- 
nels, to  be  equipped  with  the  most  modern  appliances  for  un- 
derground traction,  and  to  the  accomplishment  of  this  plan  the 
efforts  of  the  company  have  for  some  time  past  been  directed. 
In  this  way  the  passenger  facilities  ol  the  present  station  would 
be  nearly  doubled,  and,  with  the  suburban  business  thus  provided 
for,  the  through  passenger  and  mail  business  can  be  moved 
through  the  center  tunnel  with  promptness  and  regularity,  which 
is  very  important  to  the  traveling  public,  the  city  and  the  rail- 
road. 

Before  determining  that  electrical  or  some  other  power  shall 
be  substituted  for  steam  on  all  trains  entering  the  Grand  Central 
Station,  it  must  be  demonstrated  that  the  business  can  be  safely 
and  promptly  handled  in  that  way:  therefore  it  is  contemplated 
to  make  thi  experiments  in  the  side  tunnels  ami  the  underground 
station." 

Of  other  schemes  for  connecting  New  York  with  New  | 
and  Long  Island,  reference  has  been  made  in  previous  isSUi 
the     "Review," 

The  most  important  0  ■  '.    >l  thi    Pennsylvania 

Railroad  Co.  to  build  a  tunnel  under  the  North  and  East  Rivers 
New  Jersey  with  a  mammoth  union  station  to  he  built  in  the 
heart    of    Manhattan    Bi  lid   also    affording    an   entrance    lor 

the  Long   Island   R.   R..   whi  io!l,   1    bj    tin     Pennsylvania 

company,    into    Manhattan.      In    reference   to    thi-    Presiden 
satt,    of   the  R      R.,    has   said:      "After    years    0] 

haustive    study    the    conclusion    has    been    reached    that    a    tunnel 
line,   operated   by  electricity,   is   in  every  way  the   most   pr 
economical,  and  the  best  both   for  the  railroad   company  and  of 
the    city.      The    line,    as    adopted,   will   traverse    11  New 

York  from  the  Hudson  River  lo  the  Fast  River,  and  be  under 
ground  throughout,  and  at  such  depth  as  not  to  interfere  with 
the  future  construction  of  subways  by  the  city  on  all  its  avenues, 
similar  to  the  one  now  building  along  Fourth 


There  is  a  well  established  rumor  that  the  Pennsylvania's  plans 
for   subterranean    railroading   includea   second   tunnel    under   tin 
Long   Island   1.1   ihe   mainland   north   of    Man 
battan    for    the    1  ..the     Long     Island    R.     R 

with    the    New    York,    New    Haven    &    Hartford    road,    thus    giving 
nnsylvania  R    R.  an  outlet  t..  New   Ecngland      I  in-  scheme 
I 

Still    another    tunnel     under    the     Hudson     River,     i-     promised 
within  tw  1   year-,  this  one   to  join  the  lines   oi  the   North  Jersey 
Street    Railwa]    Co     al    Jersey   City,   with   the    Metropolitan    lines 
on    Manhattan    Island.     Work    on    a   tunnel   oi  this   nature   was 
nee  1  in  1*74  but  was  d  in  1892,    The  Metropolitan 

Street     Railway    Co     ha-    purchat  >>     mar    the     Hudson 

River    front    at    13th    and    14th    St-     ami    it  d    thi-    pur 

chase  has  been  made  for  terminal  purposes  am!  that  all  the  cars 
of  lines  in  the  northern  counties  of  New  Jersey  Street  Railway 
Co.    will    soon    have    entrance   direct    into    New    York. 

The   Broadway  extension   of  the    New    York   Rapid    I 
way  which  is  to  run  from  tin     o  ity  Hall,  under   Hi 0.1,1 

1    the    Battery,   and   under    the    Hast   River   to   the    lo 
City    Hall,    has   received    full    legislative   sanction   and    will   be    in 
operation,    it    is    officially    stated,    by    the    time    the    main    under- 
ground   toad    is   completed. 

Apropos  of  this  subject  the  new  East  River  Bridge  with  its 
double  set  of  electric  railway  tracks  within  two  years  or  less 
should  lie  tarrying  its  share  of  the  daily  rush  ietween  Manhattan 
and  Brooklyn.  t 

And  finally  comes  the  statement  of  Bridge  Commissioner  Lin- 
denthal  that  the  old  Brooklyn  Bridge  is  to  be  practically  rebuilt 
by  constructing  another  deck  of  track.-  over  the  existing  road- 
ways. 


ATTRACTIVE  TIME  TABLE  FROM   MILFORD, 
MASS. 


Following  the  example  of  many  other  electric  roads,  the  Milford, 
Holliston  &  Framingham  Street  Railway  Co.  has  issued  a  series  of 
time  tables  closely  resembling  the  form  usually  adopted  by  steam 
railroads.     The  names  of  stations,  and  arriving  and  leaving  times 


ACROSS  THE  TRIANGLE. 


THE 
MILFORD 

AND 

UXBRIDGE. 

AND 

MILFORD.HOLLISTON&FRAMMAM  SMCQ 


ONLY 

DIRECT 

ROUTE. 


for  all  cars  are  given  in  vertical  columns,  together  with  the  con- 
nections that  can  be  made  with  intersecting  steam  roads  and  other 
electric  lines  for  prominent  near-by  points.  The  folder  contains 
two  maps,  one  showing  on  small  scale  the  territory  covered,  and 
the  other  on  a  larger  scale  and  giving  all  the  stations  on  the  road 
with  the  principal  connections. 

■»»  » 

The  Brooklyn  Rapid  Transit  Co.  proposes  to  expend  $15,000 
before  May  1st  in  furnishing  club  rooms  for  its  employes  in  the 
large  depot  building  at  Ridgewood. 


Feb.   is.  1902.] 


STREET  RAILWAY  REVIEW. 


119 


BOSTON   TRANSIT  COMMISSION. 


The  seventh  annual  report  of  the  Boston  Transit  Commission 
for  the  year  ending  August  15th,  1901,  has  just  been  issued  The 
work  of  this  commission  previous  to  the  present  year  has  been  do- 
scribed  in  the  "Review"  for  February,  1900.  page  96,  March,  1900, 
page  121,  and  February,  1901,  page  113.  The  following  summary 
gives  a  condensed  statement  of  the  expenditures  of  the  commis- 
sion from  the  beginning  of  the  work  to  the  close  of  the  last  fiscal 
year.  The  term  of  office  of  the  commission  will  expire  July  1. 
1902.  but  the  East  Boston  tunnel  will  not  be  completed  at  that  time- 
June  15,  1003,  is  the  date  fixed  by  contract  for  the  completion  of 
the  section  under  the  harbor;  other  sections  still  remain  to  be  con- 
tracted  for. 

The  East  Boston  tunnel  was  begun  in  May,  1900,  and  about  one- 
tifth  of  it  is  now  substantially  completed.     The  walls  of  this  tun- 


SUMMARY. 

From  IngtDalog 

of  work  to  Aug. 

15,  1900. 

\Uff.  15,  IX'H.  u> 
Aug.  15,  1901. 

Total. 

Subway  —  Subway  Com 

mission 

$14.13]    16 

$14,131  16 

Part   of    Geiieral    Bz 

penscs 

117,307  99 

$11:1  04 

117,45fi  33 

Engineering  and 

Unions 

252   17 

381  54 

40u,ti:U  01 

Section  On.'  . 

240.594  70 

1  65 

240..V16  41 

Two  . 

7:;  20 

riN  s;, 

364,892  ')"> 

Three 

110  63 

168  90 

308.069  5  I 

Three  and   one 

half 

'J,  I7'J  39 

9,1. 

Foot 

ITn.llO  31 

176  11 

176,586   (2 

Five 

r,4S8  54 

70 

:is7,to:i  24 

Six    . 

v,l  61 

67  2.5 

327,618  86 

en 

186  39 

2    1.1 

2:)ti,4.ss  84 

Bight 

100,065  79 

15  25 

100,111  01 

lit   and   one 

hair 

77,467  04 

77,467  01 

Nine 

7  00 

109,897  02 

Tee  . 

12   15 

257,401  34 

Eleven 

231  43 

78  47 

269,1 

Interest 

i76  60 

258,575  00 

Total  . 

14.160.024  52 

r 

$2,129  i.n 

$4,162,154  18 

Alteration-.  —  I'art      0 

- 

- 

!?2K.l;i2  ■'•". 

Section  Three 

2,628  26 

ID    Ml, 

2,668  2.; 

tour  . 

163  12 

163   12 

Five  . 

20,0 

80.280  21 

1. 

173,271  29 

-  1.'  70 

ISO.! 

Nine 

3  00 

3  00 

. 

Interest 

1,908  56 

Total 

-      1.276   12 

$42,676  01 

$243,951  43 

Kaat    Boston    Tunnel.  — 

Part  of  (leneral   Ex 

• 

j .« -r; 

f#4.i 

-       M7  !I7 

-     '  -<70  72 

Kti;''                              ;„-n». -i 

19, 

21.' 

78,6 

lion  a 

29,764   18 

661  10 

lion  11 

732  us 

184,1 

187  Ml 

Interest 

36,178  00 

36,178  i»i 

. 

$114,718  02 

$298.06!)  64 

$407,7N7  of, 

Bridge.  —  Part  of  Genera 

l.xp.  nses  . 

1 

|6 : 

-    SIS  64 

$53,- 

|iCnSCS 

1,402 

98,1 

1,498.;  1  •  ->. 

Total 

- 

1,686   l.i 

. 

».-, . •,  ■'  1 

i.'i.   7o 

..     . 

nel,   including  the  upper  arch   and   the   invert,   have   been   m 
fresh  concrete  resulting  in  a  monolithic  structure.    This  is  believed 
to  be  the  first  successful  example  of  walls  made  of  fresh   concrete 

nrction   with  shield  tunneling.     The  acompanyint' 
»hows  a  view  in  lection  A  of  the  ton  tunnel  under 

ick  Square.    The  shield  used  for  boring  this  tunm  ight  to 

the  work  in  two  sections  in  such  shape  that  they  could  he  easily 
lowered   into   position   and  p   of    the   >,. 

walls  in  the  shaft.     When  the  shield  was  assembled  and   riveted, 
16  hydraulic  jacks  were  placed   in  the  openings   1  r  them 

and  connected  with  pumps  which  were  placed   in   the  shield.      The 
latter  re»ts  on    [fj  iron  rollers,  8  on   each  tide,   which   in  ttJI 
on  steel  plates  placed  on  top  of  the  <ide   walls.     These  plates  are 


flanged  to  act  as  a  guide  to  the  shield  when  moving.  The  rollers 
are  8  in.  in  diameter  and  16  in.  long. 

The  shield  was  moved  to  the  bulkhead,  the  latter  was  removed 
and  the  shield  forced  into  the  bank  by  the  jacks  thrusting  against 
12-in.  square  timbers  arranged  so  that  the  pressure  was  transmitted 
directly  to  the  arch  of  the  completed  section  A.  The  shield  was 
forced  into  the  bank  its  full  length,  the  interior  earth  being  re- 
moved as  the  shield  advanced.  The  excavation  of  the  core  is  done 
at  the  same  time  the  arch  is  being  built.  The  invert  is  excavated 
and  concreted  in  10  ft.  sections  at  a  distance  of  about  20  to  30  ft. 
back  of  the  shield.  The  side  drifts  and  walls  are  kept  uniformly 
about  100  ft.  in  advance  of  the  shield.  These  methods  of  operation 
have  been  maintained  with  but  little  change  from  the  beginning. 

When  the  shield  had  been  advanced  about  230  ft.,  work  was  sus- 
pended for  two  weeks  to  put  in  three  air  locks.  These  are  vesti- 
bules through  which  men  and  materials  must  pass  in  coming  from 
the  free  air  to  the  compressed  air  and  in  returning.  One  of  the  two 
doors  of  the  lock-  must  always  be  closed  to  prevent  the  escape  of 
compressed  air.  During  the  operation  of  coming  in,  both  doors  are 
for  a  time  tightly  closed,  and  by  means  of  valves  the  air  within  the 
chamber  is  gradually  brought  to  the  pressure  of  the  compressed  air 
when  the  inner  door  may  be  opened.  In  coming  out  the  reverse 
proo  is  followed.  The  time  usually  taken  by  the  men  in  passing 
through  the  lock  is  about  one  minute.  The  air  pressure  used  in  this 
work  at  Brsi  was  only  5  lb.  per  sq.  in.  above  the  atmosphere.  This 
pressure  was  gradually  increased  each  day  until  18  lb.  was  reached, 
and  a  still  greater  pressure  will  doubtless  he  required  later. 

As  was  expected,  the  use  of  compressed  air  lessened  the  settle- 
ment of  buildings  and  of  the  street.     It  also   lessened   very   appre- 


I         I  TUNNEL  UNDER  MAVERICK  SQUARE, 

on  Hi.    di  in   limi 1   iiv  Mi.     in  rounding 

earth.    As  ioori    it  pn     ed  ail   wa     used  the  temperature  inside 

advanr.  iboul  which  point  ii  ha     lince  remained. 

Another   feature  intending  to  increase  the  warmth  inside  the  tunnel 

is  tin-  i:  1  in  the  1  oni  1  ete,    The  rise 

in  temperature  in  the  middle  of  the  walls  tun  daj  iftcr  the  con- 
crete sets  is  40  degrei  1  above  thai  of  the  i i r  in  the  tunnel,  Vboul 
12  days  after  setting  the  ton  ecedet  to  thai   of  t h>-  air. 

At    the  time   for  which  the   report    is   issued    'Aug.   15.   1001 

during  iin'  year  in  the  subway  neat   Plea   on  Si      \ 

ally  built,  ill'  1    end  ol  the    ubway  was  an  1  1 oui 

hi  1.0  e  1.0,  o.  d 

to  and  1  rsa.     'I  I"  1  lii     lo.  ilit  v 

hi    purpo  ,■   ,,f    ,  million-   irains    from   the   elevated 

railway  to  go  undei    Plea  ant   St.,  and     entei   thi       ubv  ly     The 

change  1  one!  ted  1    1  asterly 

inverts  so  as  1  1 with  the  lowei    •■ml  o( 

the  incline  bi  ding  from  H  tructui 

way;   and  building  an  island  platform  for  thi    u  e  ol 

'  1,     Tin-  ii.'-  ..I'  the  'wo   ini  id.-  tracks 
has  I"  mi  .I 

♦  « » 

The  '  ii     new   F n  monl  B 

■  ral  traffic 


120 


STREET    RAILWAY    REVIEW. 


[Vol.   XII,  No.   2. 


NILES  CAR   WORKS. 


luring  Co  ol  Niles,  O.,  now  has  it« 
plant  in  operation  and  announces  that  it  is  prepared  to  bid  upon 
mid  furnish  all  cla  -i'  .mi  rail- 

interesting  particulars  concerning  the  company's  plant. 
which  I  ere  given  in 

our   issue    for   June    [OOI,   p  Ompany 

arc:     President,  George  B.  Robbing;  B.  McCoi 

P,  Souder;  treasurer,  William  Herbert;  general 
manager.  W.  C  Allison;  assistant  general  manager  and  contracting 
agent,   (..  ,rge  E.  Pratt;  general   superintendent  of   works.   A.    I.. 

The  management   ha  .curing    for    assistant 

superintendents  am  n  nun   who  have  had 


*•*= 


NILES  CAR   WOKKS 

ence  in  large  car  manufacturing  plant-.    Thus,  A.  W.  Scholl,  assist 
ant  superintendent,  was  with   Jackson   &    Sharp    for    11    years   and 
with  the  Pullman  comp  1  years;  Fred  McBrien,  mill 

man.  lias  for  years  Keen  with  the  Pullman  and  the  American  '  ai 
and  Foundrj  companies;  John  Meek,  foreman  of  the  painl  depart- 
ment, and  W.  F.  Ray,  foreman  of  the  construction  department, 
have  both  had  long  experience  in  such  work 

Among  the  orders  the  company  now  has  in  hand  are  the  follow- 
ing:     Aurora,  Elgin  &  Chicai 

os  and  4  work  cars;  Wisconsin  Construction  I  0„  6; 
Alliance  (O.)  Electric  Ry.,  6;  Toledo  Railway-  and  Light  Co., 
jo;  1  ietn.it  United  Ry.,  45;  Louisville.  Anchorage  &  Pewee  Valley 
Electric  Ry.,   15  ten   and  twelve-bench  early   spring 

deliv 

■»  •  » 

MOTORMEN  ON   LOUISVILLE  RAILWAY  CO. 


The  selection  and  training  of  motormen  on  the  Louisville  Rail- 
way Co..  of  Louisville,  Ky„  is  carried  on  undei  ystem 
rd  to  which  Mr.  J,  T.  Funk,  superintendent  of  the  company, 
has  furnished  us  with  the  following  particulars.  The  rules  gov- 
erning the  positio  "'  '  "  '" 
i-   so  lorn  thai   only   well   qualified  men  have  a  chance      Winn  p. 

ition  of  motorman  he  is  first   in 
terviewed  by   Mr.    Funk,   who  judges    from  In-   personal   appearance 
and    intelligence   whether    the    applicant    will    he   considered    01 
If  his  application  is  taken  into  consideration  In-  first  must  furnish 

:i,  -,■  musl   be  t ■  ■ '■  ":' '   ' 

sobriety   and   honesty.      I  lie    next    step    in  ho  -   an   exam- 

ination by  the  company's  doctor  t"  determine  whether  he  is 
cally   fitted  for  thi  1    motorman.      The  regulations   in   this 

are    even    stricter   than    in    the    armj        The    applicant    must 
ft,  8  in.  in  6  ft       His  weight   must 

which  limit   1 onally  extended 

to  200  lb.  in  the  case  of  a  heavily  built   but   well  p  1  man. 

■Jit   and  hearing  -  of  special  attention.     The 

applicant  must  be  over  21   and   under  .15  years  nf  age.  and   his  tem- 

1I-0  taken  into  account      If  he  I  bli    or  nervous 

he  will  not   be  pas  ied  bj   the  e>  unit 

\ftcr  passing  thi  1  to  one  ol 

the    car    ban  irtcd    to    work    in    the    car    pits.      He    is    in- 

structed by  the  inspector  about  the  care  of  the  cars  and  machinery, 
how  to  dismount  and  put  the  mot  r,  how  p.  replace  fuses. 

■ate   switches  and  all  of  the  practical   work  of  managing  the 
liers  and  brakes.     His  apprenticeship  in  tin  -    from 


ten    days    to    three    weeks,    according    to    his    ability,    and    he    1-    tin  11 

put   upon  a  car  under  the  g  need  motorman, 

who   si  it   him    and    tcaclu-    him    exactly    how    to   operate- 

When    he    is    reported    competent    by    bis    instructor   on    the   car    he 
make-  a  trip  mob  ■   the  supervision  of  one  of  the  head  mot 
or  superintendent  ncy  in  handling  his  car 

he  is  given  a  placi  ■•  tr.i   li-t  and  hi-  pay   begin 

alway  Ira  lot  at  the  car  bouse,  but  thi  -tantly 

changing,  as  when  one  "f  tl"    r.yular  nil  -ample,  two  min- 

Lte  he  is  dropped  from  the  regular  list  to  the  bottom  of  the 
extra  list  and  is  replaced  by  tin-  man  at  the  head  of  the  extra  list,  so 
that  a  man  starting  on  the  extra  list  with  a  numbei  ale  ad  of  him 
may,  in  the  course  of  a  few  assigned  to  regular  duty  on 

a  car.     He  must  always  be  on  time  but   never  ahead  of  time,   for 
that   means   distn 

iditions   it    is    readily    seen   that    the    fact 
that  a    man   has   obtained  a    position  on  the    Louisville   Railway   Co. 

is  a   certificate   a-    1..    hi-    g 1   references,    sobriety,    fair   edtl 

punctuality   ant!   honesty. 


THE  TYPEWRITER   IN   ELECTRIC   RAILWAY 
WORK. 


During  ii     >he  increasi  al   work  incident  to  all 

departments  of  tin-  street  railway  business  ha  eloped  a  demand 

for  more  improved  methods  ,,f  preparing  and  handling  pay  rolls, 
mileage  ree-ords,  way  and  freight  bills  on  roads  that  do  a  freight 
ami  express  business,  and  the  numerous  other  forms  and  state- 
m.-iii-  incidental  to  railway  requirements.  For  the  purpose  of  fill- 
ing these  particular  needs  the  Elliott  .\  Hitch  Book  Typewriter 
Co..  of  256  Broadway,  New  York,  supplies  a  typewriting  machine 
quirements  of  ordinary  correspondence 
or  commercial  work  and  in  addition  having  certain  simple  attach- 
ments which  will  reduce  to  a  minimum  the  labor  and  time  neces- 
sary Pi  making  tabulated  statements,  reports  and  records  of  almost 
any  conceivable  nature.  It  will  accommodate  a  sheet  of  any  widtk 
without  the  paper  being  folded  and  will  write  a  line  from  I  to  2T 
in  long.  It  will  also  write  on  the  pages  ,,f  a  book  as  easily  as  it 
on  a  detached  sheet,  and  will  accommodate  any  sort  of  blank 
or  record  book  regardless  of  binding  or  size.  This  is  accomplished 
by  using  a  special  self-adjusting  table  for  the  machine  so  that  the 
book  will  always  rest  with  the  nage  to  he  written  upon  perfectly 
flat 

scheme  for  holding1  a  roll  .    manifold  copies 

,,,•  a||  ,..  1  In-  taken  with  minimum  labor  and  15  to  20  leg- 

ible copies  may  be  secured  at   one  tim<       Ordinary  letters  in  this 
way   can   be  copied   directly   into  a  copy   book  at   the  time  they  are 


BO  >K  TYPEWRITER. 

written   ami   all    the    work   and   am  letters, 

way  bills  01  ids  is  entirely   obviati 

envelopes  may  he  placed  in  the  machine  at  one  time,  or  cards  of 
any  dimensions  ,,r  thickness  may  he  written  upon  to  the  extreme 
top  or  extreme  bottom. 

Among  the  companies  using  the  Elliott  1 k  typewriting  ma- 
chine are  the  following:  United  Traction  Co.,  Pittsburg.  Pa.; 
North  Jersey  Stic  1  U-.  1  ,  ey  I  Sty;  North  Hudson  Ry..  Hohoken ; 
Ivania  Steel  Co.,  Steelton;  Consolidated  Traction  Co.,  Pitts- 
hnre:  Union  Traction  Co..  Philadelphia,  Pa.:  Manhattan  Ry..  New 
York  City:  Vmerican  Steel  &  Wire  Co..  Chicago.  Til.:  Westing- 
1 1  inies.  Pittsburg.  The  makers  will  send  catalog  on 
request. 


Feb.   is,  1902.] 


STREET  RAILWAY  REVIEW 


121 


OHIO   NOTES. 


STREET   RAILWAY   TELEPHONES. 


One  of  the   recent   electric   railway   corporations   U   the    \\ 
&  Man«fie!d  Electric  Railway  Co..  of  Shreve,  0.    The  capital   stock 
is  $30,000. 

In  the  case  of  the  Mill  Creek  Valley  Electric  Railway  Go.,  which 
has  been  seeking  entrance  into  the  city  of  Hamilton,  and  which 
company  had  bought  a  number  of  consents  from  property  owners, 
the  circuit  court  of  that  district  holds  that  such  consents  when  pur- 
chased are  not  legal  and  that  the  withdrawal  of  consents  just  be- 
fore the  passage  of  a  franchise  is  legal.  Both  of  these  charges 
against  the  company  have  been  sustained  and  the  road  can  not  get 
an  entrance  into   the  city   at   present. 

The  Columbus.  \ew  Albany  &  Johnstown  Electric  Railway  Co. 
is  now  operating  its  cars  out  as  far  a*  Gahanna,  about  eight  miles 
from  the  center  of  Columbus.  It  has  also  secured  the  contract  for 
the  delivery  of  the  mail  along  the  route  and  the  intervening  ham- 
lets are  now  enabled  to  enjoy  a  mail  service  that  is  a  great  im- 
provement over  the  old  order  of  things, 

The  Columbus,  Newark  &  Buckeye  Lake  Company  has  completed 
the  laying  of  ties  and  rails.  A  good  part  of  the  wiring  is  also  up. 
The  authorities  are  now  promising  the  completion  of  the  road  from 
Columbus  to  Newark  by  the  middle  of  May  The  Swick  House 
at  the  Licking  Reservoir  has  been  leased  and  about  $15,000  in  im- 
provements will  be  expended  on  the  building  and  other  improve- 
ments will   l>e  made  in   order  to   make   it  a  fine  summer  result. 

At  a  recent  meeting  in  Cleveland  of  the  directors  of  the  three 
electric  railways  known  as  the  Cleveland  &  Eastern.  Cleveland  & 
Chagrin    Falls   a::  Falls   .V    Eastern,    it    was   decided   to 

merge  the  properties  inl le  company  to  lie  known  as  the  I 

Ohio    Traction   Co.,   capitalized   at   $.'.500,000. 

The  Toledo,  Fostoria  &  Findlay  Electric  Railway  Co.  has  made 
an  application  to  the  city  council  of  Fostoria  for  a  franchise  for 
lighting  tin-  city  and  '  1  thi  1  tabli  hment  of  a  -'ram  healing 
plant. 

The    Columbus    Street    Railway    Co     has    just   recently     put     in 
'he  la~t    five  of  the  twenty  new  ear'  ordered   for  winter  use. 
The  company   has  ordered   twenty   new   summer  cars  which   are  to 
be  delivered  by   thi  of    May:    these   will    be  the  long    , 

with    V(  IImv     will 

have  double  trucks 

At  the  annual  meeting  of  the  stockholders  of  the  Dayton. 
Springfield  &  Urbana  Electric  Railway  Co..  it  was  decided  to 
double  track  the  1  n  Dayton  and  Springfield  in  accordant 

with  the  plan  to  operate  through  cars  between  Columbus  ami  Cin 
cinnati.     The  directors  of  the  road  elected  were  !•',  J.  Green,  1      \ 
Alderman.    Adolph    Ncwsalt,    John    S.    Harshman,    John    t;     Webb 
and    A.    E    Appbyard.     John   S    Harshman   was    elected    pri 
John   G.   Webb,    vice-president;     V    E     Vppleyard,    treasitrei      mil 
John  G.  W  tary. 


EXTENSION   OF  THE   HAROLD   P. 
FACTORY. 


BROWN 


Harold    P.   Brown   is  building  a  large  brick  extension  to   i 
ton-  at  Montclair.   N.  J.  in  order  to  keep  pace  with  the  inn 

0    putting 
in  a   m  nd  engine,  which   will 

100  h.  p.  .t  new  machinery,  which  will  permit  thi 

■ 

vhich  have  hern   madi 

■  the  Baltii 
Ohio  bell  line,  fr  prising.    This 

n  of  the   ' 
up  hill  and  id  hundreds  of   freigl 

■ 

■ban    half    that    1 

■  l.r    of 

mi  with  two  bond    i"  1 

;iitr  of  the  of  thi 

•  trouble     This  type 

I 


On  suburban  and  iiuerurban  railways  where  many  of  the  lines 
are  single  track  the  telephone  has  become  almost  indispensable. 
These  are  placed  at  each  turnout  or  instruments  are  carried  in  each 
car  which  can  be  connected  with  the  line  parallel  with  the  roadbed 
either  by  pint;  boxes  loated  at  intervals  on  the  poles  01  bj  1  jointed 
pule  which  connects  with  the  overhead  wires.  In  order  that  the 
telephone  may  be  of  value  for  street  car  work  ii  is  absolutely  es- 
sential  that  the  transmitters  used  for  this  purpose  be  entirely  relia- 
ble.    If  a  single   instance  ".curs  where  the  telephone   fails   to  work 


at  a  critical    moment    the   whole  telephone    system    is   condemned   by 
thi    entire   force  from  the  superintendent  to  the  motorman, 
Ibe  accompanying  illustration  represents  a  transmitter  made  by 

the    Ericsson    Telephom     I 296  Broadway,    New    York,   which. 

it  is  claimed,  will  avoid  any  chance  of  failure.  This  transmitter  is 
proot  against  moisture,  dust,  etc..  and  it  is  also  one  that  will  not 
pack  when  left  undisturbed  for  a  considerable  space  "I  lime,  I  he 
Ericsson  telephone  is  used  extensively  on  account  of  the  latter  qual- 
itj  ami  the  company  invites  the  investigation  ami  inspection  of  this 
apparatus   by  all   persons   interested. 


SILLS-EDDY   MICA   CO. 


The  mica  products  made  and  handled  by  the  Sills  Eddy  Mica 
I'm.  of  ii  Broad  St  ,  New  York  City,  have  steadily  gained  in  favor 
until  now  they  air  used  exclusively  in  several  hundred  street  rail- 
ompanies  and  manufacturing  bouses,  ["his  compans  sells 
India  ami  amber  mica  in  practically  everj  conceivable  form,  in  cut 
ami  uncut    sheets,  thicl   and  thin,  stamped,  pre    ed,  powdered,   for 

all   purposes  and  in    segments  of  all  shapes  ami   sizes. 

Powdered    mica    will   be    found    useful    for     making     lubricant  - 

i.  lUndl  J     fai  '"'-'  I,    linings,    etc. 

,M.     1  ompanj    mal  -  ■   a     pi  1  ialtj    ol    i  el<  cting    inim 

nica   pica     that   will   i  ut    1 fii  d   01     pi  •  ial   size:    with   the 

east      ast<     and     ell      -l"!  mica  rings,  solid  mici u  nts,  mica 

washers,  mica   di   I  '' 

It    a]  0    1.  iii.il.      in  nl.ition   material   in   various    forms   as,   com 
mutator    1  ing  hei      ind      ibi       papi  1    and   1  lot  h    and   similar 

sundriei    it  1  d  in  the  electrical  I  radi       Ml  its  insulation  is  Btamped 

with  the  name  of    "Meal 1,"  which  name    the    company   hold 

-lb.  mi    h  ami  adaptability. 

ompany  in  addition  i"  it       1       fori    offii  1  1  lia    offices  and 
-     ;  1    1  |ai  1     St     1  I."  ago    and    fai  tot  ii  1   in    Newark, 
•:    1  Ont.,  1  anada 

NEW   YORK  STATE   BLIZZARD. 

A    bli  lich      rvept    northi    1        and    al    New 

I  4th     1   1  in    '  n  1  up  both    ••  am  and    Ircet 

railwaj  placi         In     Ubai        trollc;       iri 

torn   down  by  thi       nd  [thai        tre     ci bloi  1  1  d   lot 

d  thi        1  ■ larkm         ind  in  Utics 

'i     I     during  tl rm       ["hi 

Dunkll  I  '    ■  I        oad  Co.  al ' 1     I     cat     and   

tl 1 odation  of  p.i    enget        ["hi 

mid      an    h ou  1    and    it    b I e v    a  1     in 
.  h   in 


122  STREET    RAILWAY    REVIEW.  [Vol.  XII.  No.  2. 

INTERURBANS  TO   ENTER   CINCINNATI.  FIRE-PROOF  CONDUCTORS'  SAFE. 


A    bill    providinj  for    interurban    roads 

within  cities  has  been  introduced  in  the  Ohio  legislature  which  has 
for  its  object  the  admission  of  interurban  traction  lines  into  Cin- 
cinnati. The  bill  authorizes  the  in  in  any  city  of  Ohio 
the  purpose  of  building  stations,  switches,  tracks, 
subways,  elevated  waj  plants  and  other  equipment  upon 
the  stn  and  public  plai  foi  the  use 
of  interurbai  !  he  company  must  make  .application  to  the 
governing  power  of  the  city  for  a  franchise  and  such  a  franchise 
can  only  be  granted  after  competitive  bidding.  The  franchise  must 
fix  the  terms  upon  which  the  interurban  roads  can  use  these 
tracks,  and  the  revenue  to  the  city  The  bill  also  provides  that 
the  franchise  shall  limit  the  occui  and  other  public 
property  so  as  to  avoid  interference  as  far  as  possible  with  the 
operation  of  any  street  railway  in  actual  operation  at  the  time 
of  granting  the  p  Companies  organized  under  the  bill 
shall  have  power  to  enter  upon  and  appropriate  rights  of  way  over 
private  lands  in  the  same  manner  as  this  power  is  exercised  by 
steam  railroads.  In  almost  all  of  the  cities  of  the  state  except 
Cincinnati,  the  connecting  interurban  lines  already  have  admission 
to  the  city.  Cincinnati  is  peculiarly  located  and  the  situation  there 
has  been  kept  well  in  hand  by  the  railroad  interests  at  present  in 
control.  There  are  comparatively  few  entrances  to  the  city  on  ac- 
count of  the  hills,  and  all  of  the  entrances  available  are  pretty  well 
covered  by  the  local  street  railway  lim 

One  of  the  greatest  difficulties  that  interurbans  have  in  entering 
Cincinnati  is  the  fact  that  the  local  lines  are  of  the  5  ft.  2  in,  gage 
while  the  outside  lines  are  all  standard  gage.  This  precludes  an 
entrance  into  the  city  over  the  existing  lines.  The  only  alternative 
under  these  conditions  is  to  make  arrangements  by  which  trans- 
fers can  be  effected  with  the  local  lines  at  the  city  limits. 

The  interurban  lines  desiring  an  entrance  into  Cincinnati  arc 
united  in  their  desire  to  have  the  bill  passed.  The  roads  that  will 
be  affected  by  the  bill  if  it  becomes  a  law  are  the  Southern  Ohio 
Traction  Co.,  the  Cincinnati  &  Eastern  Electric  Railway  Co.,  the 
Suburban  Traction  Co..  the  Rapid  Railway  Co.,  the  Cincinnati  & 
Columbus  Railway  Co.,  the  Cincinnati.  Lawrenceburg  &  Aurora 
Electric  Street  Railway  Co.,  and  the  Ft  Wayne.  Dayton  &  Cin- 
cinnati  Traction   Co. 

«  •  » 

PENNSYLVANIA  REPORT. 


The  annual  report  of  the  Bureau  of  Railways  of  the  Pennsyl- 
vania Department  of  International  Affairs  for  the  year  ending  June 
30,  1901,  gives  the  following  data  on  electric  railways:  Total 
length  (single  track)  of  lines  in  the  state.  2.1(17  miles.  Passen- 
gers carried  during  the  year,  580,654,629.  Cost  of  roads  and  equip- 
ment, $94,616,246.  Total  earnings  from  operation  and  income 
from  other  sources,  $27,398,143;  and  total  disbursements  $26,042,- 
617.  Number  of  cars  owned  by  street  railway  companies,  6,618. 
Number  of  persons  employed,  nearly  16,000,  receiving  a  compensa- 
tion of  $8,745,024.  The  number  of  passengers  killed  was  33;  in- 
jured, 1,050,  and  the  number  of  employes  killed.  14.  and  injured, 
129.  The  roads  carried  42,460,097  more  passengers  in  1901  than  in 
1000. 

*  »  » 

A   PECULIAR    ACCIDENT. 


Two  fatal  accidents  on  electric  cars  happened  within  a  few  min- 
utes of  each  other  on  the  evening  of  January  29th  between  East 
McKeesport  and  Wilmcrding,  Pa.  There  is  a  hill  a  mile  and  a 
half  in  length  between  these  places,  and  a  car  which  became 
unmanageable  on  this  grade  ran  down  it  at  a  high  speed,  jumped 
the  track  and  crashed  into  the  Wilmerding  station  of  the  Penn- 
sylvania railroad.  The  platform  of  the  station  was  torn  up  and 
the  side  of  the  building  smashed.  While  the  crowd  was  gathering 
about  the  wreck  a  second  car.  twelve  minutes  later,  rushed  down 
the  same  hill,  beyond  control,  and  crashed  into  the  first  car  and 
the  crowd  surrounding  it.  Three  people  were  killed  and  seven 
ly  injured,  some  of  them  being  passengers  and  the  others 
simply  onlookers  at  the  station.  On  its  way  down  the  hill  the 
second  car  wrecked  a  carriage,  fatally  wounding  the  driver 


A  stron,;  tiic  and  burlar-prooi  receiving  safe  for  the  daily  re- 
ceipts of  a  street  railway  company  would  seem  to  be  an  abso- 
lute necessity  and  it  is  somewhat  surprising  that  this  matter  is 
so  frequently  neglected.  An  ordinary  tin  box  with  perhaps  .1 
small  chain  running  to  the  cashier's  window  is  all  too  often  made 
to  do  duty  as  depository   (or  the  conductor's  daily  cash. 

To  meet  the  special   1  itreet  railway  companies  in  this 

direction  the  Morris-Ireland  Safe  Co.,  of  64  Sudbury  St.,  Boston, 
has  perfected  a  receiving  safe  having  a  device  which  readily 
opens  to  receive  the  cash,  but  which  prevents  the  money  from 
being  withdrawn  except  by  one  who  knows  the  unlocking  com- 
bination. 

The  money,  which  is  put  into  small  bags  and  tied  up  by  the 
conductors,  is  deposited  through  the  top  of  the  safe  in  a  small 
box  or  compartment  that  is  fir>t  lilted  by  means  of  a  handle. 
When  the  handle  is  released  the  weight  of  the  cash  carries  the 
box  down,  allowing  the  bag  to  drop  through  an  opening  in  the 
bottom   of  the   box   to   the   bottom   of   tin:    safe      The   dimensions 


CONDUCTORS1  SAFE. 

and  arrangement  of  the  receiving  box  are  such  that  even  if  a 
bundle  of  the  money  were  drawn  to  the  top  by  means  of  a  wire 
or  other  implement  it  could  not  be  drawn  through  the  opening. 

The  safe  has  all  the  recent  improvements  found  on  regulation 
office  safes.  It  has  combination  lock,  eight  flanges,  angle  front 
and  back,  patent  inside  bolt-work,  tongue  and  groove  malleable 
hinge,  and  other  appliances  to  make  it  fire  and  burglar-proof.  It 
can  be  supplied  in  several  sizes. 

The  company  has  furnished  these  safes  to  over  one  hundred 
city  and  interurban  roads,  including  the  United  Traction  Co.,  of 
Albany,  the  Boston  Elevated,  the  Milwaukee  Electric  Railway 
&  Light  Co.,  the  Metropolitan  of  New  York,  the  Holyoke  (Mass.) 
Street  Ry.,  the  Bridgeport  (Conn.)  Traction  Co.,  the  Springfield 
(Mass.)   Street  Ry..  and  other  roads  both  large  and  small. 


The  Central  Traction  Co.,  which  is  building  an  electric  line 
from  Noblesville,  Ind..  to  Indianapolis,  has  completed  grading 
for  a  distance  of  12  miles.  Contracts  for  ties  have  been  awarded 
and  specifications  are  being  prepared  for  the  large  power  house 
to  be  erected  at  Noblesville 


Feb.  15,  1902.] 


STREET  RAILWAY  REVIEW. 


123 


SIGNAL  DEVICE  FOR  SUBURBAN  LINES. 


NEW   INTERURBAN   AT  NASHVILLE. 


An  automatic  signal  device  has  just  been  built  by  the  Michigan 
Electric  Co.  for  Capt.  C-  P.  Bass,  of  Portland,  Ore.,  which  has  a 
number  of  commendable  features.  The  device  consists  of  electric 
switches  which  are  worked  automatically  by  the  trolley  and  which 
are  contained  in  two  wooden  boxes  about  1  ft.  long,  8  in.  high  and 
6  in.  thick.  There  is  also  a  relay,  or  counting  box  as  it  is  called, 
and  a  signal  board  containing  six  red  incandescent  globes  and  the 
,ry   wiring. 

If  it  is  desired  to  operate  the  signals  between  two  switches  on  a 
suburban  line  one  of  the  boxes  is  placed  near  the  trolley  wire  just 
beyond  the  junction  of  each  switch.  When  the  car  passes  the 
trolley  strikes  a  small  iron  lever  extending  from  the  bottom  of  the 
hos  which  is  thrown  upwards  and  throws  the  current  on  a  pair 
of  lamps  attached  to  a  pole  -near  the  next  switch,  which  may  be  a 
long  distance  away-  This  is  a  warning  to  any  car  approaching 
in  the  opposite  direction  that  another  car  is  between  the  two 
switches.  The  motorman  of  the  former  car  will  stop  on  the  siding 
until  the  second  car  passes  which,  striking  a  second  box  ex- 
tinguishes the  light.  If  a  second  car  should  come  before  the  first 
car  reaches  the  meeting  place,  another  pair  of  lamps  would  be 
lighted  and  the  motorman  waiting  on  the  switch  would  know  that 
he  had  to  wait  for  two  cars.  In  the  same  way  the  approach  of  a 
third   car  would  be  announced. 

A  somewhat  similar  system  but  on  a  smaller  scale,  has  been  used 
in  Portland,  Ore.,  and  other  western  cities  for  some  time.  The  new 
system  will  be  submitted  to  a  test  as  soon  as  possible. 


CONSOLIDATION  IN   KENTUCKY. 


The  Blue  Grass  Consolidated  Traction  C<>.  of  Lexington,  Ky„ 
has  been  organized  under  the  laws  of  Kentucky,  with  a  capital 
stock  of  $7,000,000,  and  to  be  bonded  for  $7,000,000,  $4,000,000  for 
construction  and  $3,000,000  for  taking  over  plants  already  con- 
structed and  in  operation.  The  company  proposes  to  own  and 
operate  all  of  the  electric  roads  in  the  "Blue  Grass"  country,  con- 
necting with  Lexington  by  suburban  roads,  Frankfort,  Versailles, 
Richmond.  Nicholasvillc.  Paris  Georgetown,  Winchester  and 
Mount  Sterling.  Also  to  light  by  electricity  all  of  these  towns,  and 
all  of  the  blue  grass  country,  and  to  make  the  artificial  ice  and  sup- 
ply all  of  this  territory  Also  to  make  sterilized  water  and  sell  it 
in  connection  with  ice,  to  have  and  own  its  own  coal  mines  and 
transport  its  own  coal.  One  central  power  house  will  be  located 
in  Lexington  with  sub-stations  at  the  different  towns.  It  is  also 
expected  to  furnish  power  for  manufacturing  plants.  The  com 
pany  has  been  organized,  the  state  franchise  fee  paid,  and  the  fran- 
chises secured,  which  arc  very  lil>eral  and  give  three  years  for 
building.  Options  have  been  secured  on  nearly  all  of  the  plants  to 
be  taken  over,  which  consist  of  railway*,  electric  lighting  and  ice 
plants.    This  company  will  •    200.000  peopli 

The  officers  arc:     Geo.  B-  !   and  general   manager, 

022  Hammond   Bldg  .   Detroit,   Mich.;    M.   C.   Alford.   vice  president. 

Lexington,   Ky. ;   II.  C.   Bcatty.   secretary,   Lexington,   Ky      Paul 
Sheldon,  treasurer,  44  Wall   St.,   New   York. 


LOUISVILLE  RAILWAY  RELIEF  ASSOCIATION. 


The    Louisville    Railway    Relief    Association,    which    has    for    its 
■he  payments  of  sick  and  death  benefits  to  il     ntembi 

year  ending  l>"     11    iooi     This 

■ion    has    steadily    grown    both    niiin-  d    financially 

Ition  and  the  g""d  that   it   h  fd   during  the 

past  year  will  Ik-  appri  ed  that  mon 

paid   in   sirk  lK-nefits  and  $"Oo  in   funeral   benefits, 
'I  he   perpetuity    "f   the    institution    is   now    well    a     mo. I    and    il    has 

,1  experinv  nl 
individual  members  has  been  bul  small,  bul  at  thi  inn   the 

he   total    re  1  ipl      of    the   II 

..,>  during   ■  including    Inten  t,  amounted    to 

fOI    I.'  II.  fit.    lie  li 

mted  lofs  irplui  of  $481     This,  it 

ining  of  the  year,  *r  010 
with  which  thl  in'  a  new 


The  Suburban  Street  Railway  Co.  which  recently  obtained  a 
charter  for  electric  railways  through  West  Nashville,  Tcnn.,  and 
other  suburban  towns,  has  elected  the  following  officers:  T.  J. 
Felder,  president;  D.  C.  Buntin.  vice  president,  and  Thomas  lav 
lor.  secretary  and  treasurer,  and  these,  with  John  M.  Gray,  Jr., 
B.  F.  Wilson.  1..  K.  Whitworth,  S.  J.  Keith  and  A.  H.  Robinson, 
directors.  The  company  is  capitalized  at  $50,000.  Surveys  for  the 
proposed  lines  arc   under  way  and  contracts  will  soon  be  awarded. 


ROCHESTER-SYRACUSE  ROAD  PROGRESSING. 


The  Rochester,  Syracuse  S:  Eastern  Railroad  Co.,  which  was  in- 
corporated November  7th  last,  was  given  a  hearing  before  the  rail- 
road commissioners  on  February  6th  and  expects  to  proceed  at  once 
with  the  construction  of  its  line  for  which  preliminary  surveys 
have  been  completed,  and  which  will  approximate  100  miles  in 
length.  The  majority  of  the  company's  capital  stock  of  $3,500,000 
is  said  to  he  owned  by  Syracuse  business  men,  and  it  is  stated  that 
the  management  and  headquarters  of  the  company  will  be  per- 
manently located  in  Syracuse.  The  officers  are  as  follows:  Lyman 
C.  Smith,  president:  Willis  A.  Holden,  vice-president;  Albert  K. 
Hiscock,  treasurer;  Charles  A.  Lux,  of  Civile,  secretary,  and  C. 
I).  Beebe,  general  manager.  The  route  includes  Fairport,  Macedon, 
Newark.  Palmyra.  Lyons,  Clyde  ami  Savannah,  and  will  open  a 
rich  agricultural  territory  of  over  75  miles'  extent  which  has  had 
heretofore  not  even  a  promise  of  electric  railway  service.  Ex- 
clusive of  its  terminal  cities,  the  interurban  will  traverse  a  district 
with  a  population  of  Ooo.ooo  inhabitants.  It  is  expected  to  have  the 
road  in  operation  for  the  entire  distance  between  Rochester  and 
Syracuse  by  the  spring  of  1003.  Cars  will  he  operated  at  the  rate 
of  50  miles  per  hour. 

*  •  *■ 

JOLIET-LA  SALLE  INTERURBAN. 


The  Illinois  Valley    ["raction  Co.  has  been  granted  a  charter  to 

build  electric  railways  connecting  Joliet,  Princeton,  Ottawa,  Strcalor 
and  I-a  Salle,  and  has  filed  petition  foi  franchises  in  La  Salle  and 
Bureau  Counties,  The  company  has  a  capital  stock  of  $500,000. 
of  which  all  but  $5,000  is  owned  by  T.  G.  Woods,  who  with  W.  B. 
McKinley  recently  purchased  the  two  gas  plants  at  La  Salle  and 
will  consolidate  them  Mi  McKinley,  George  T.  and  N.  W.  Dun 
can,    W     IV    Brinton  and   E.   Woodman  are   principally  interested    in 

promoting  the  Illinois  Vallej  comparo  and  have  announced  thai  they 

expect  to  have  the  road  in  operation  within  six  months    General 

offices    "ill   I"'  located    for   the  present    in  La   Salle. 


DAVENPORT-MUSCATINE  INTERURBAN. 


\   new   interurban   railroad  company   has  been   organized   to  build 

an    electric    line    between    Davenport    anil    Muscatine,    I.i.   a    distance 

1      o    miles,      The   new    road    will    also   include   a    local    line    in    the 

city  of  Davenport     'I  I pan)   has  a  capital  of  $500,000  which 

ieen    ubscribed  bj   local  capitalists  and  is  now  busy  securing 

its    frail,  hi   I  I'n    ate  lights  of   way   in  the  country   are  also  being 

purcha  ed      Hit    lint    ha     alreadj   been  surveyed  and  the    teepesl 

1   on  tin   n iuti   '    5!     1 in 

1 1,,    office)     ol  lb'    company    an       Pr<  ident,   Edward  Doherty; 
id   pr<   idenl    '     G    Whippli  ;  general  manager.  D.  A.  McGugin; 
1,,,,  ni.i.    Vugusl    Steffen;    lecretarj      V    Vfterhaddy      Mr.    Mc- 
Gugin  i     i"                 -I  contractor  and  railroad  man  and  ha    been 
.il,  thi   building  o(  a  1 iber  of  el road    in  Mich- 
igan and   •  I 


TROLLEY  BRINGS  CROWDS. 


il,,   application  of  the  Nyack   (N.  J  1   El Railroad  Co,  for 

to  build  .hi  electrii    hue  from   Nyacl    to  Sparkill   ha     i"  1  n 

indi  ftniti  1 1  ii'  Id  up      '  !"■  dli  trlct  ii    11  ttli  d  b)  wealthy  famili I 

people  appi  in  d  al  thi   hi  iring  to  oppo  •   thi   applii  ition  be 

,  .or  •  ile  ',■  !•  n'1    ■  ould  i"  ing  i""  in  1.-    ■       1     loii"    placi 

111     Me         Mill" 


124 


STREET  RAILWAY  REVIEW. 


[Vol  XII,  No.  2. 


KITTANNING    &    COW ANSHANNOCK    VALLEY 
STREET  RAILWAY  CO. 


STREET   RAILWAY  PATENTS. 


build  Kit 

tannine  Plum 

villc.    Pa  .    tlirrr   of    which    pi 

The  lines   will  be   14  miles  in  length,  of  which  I  will  be 

id  i-'  miles  interurban  line. 
The  officei  as  follow  ■  harlcs 

Dunbar.   Alii  -   li  ill.    Rui 

rd   Buildini  II,  Kit- 

tanning,  Pa.     Thi  isucd  in  shares  of  $511 

cadi- 

March   rjth.      I  hi 
party    pi  which 

will  I"-  from  40 

will  be  op  >m  one  power  hi 

of  which    h 

It  is  also  p  ;.1Uh  an  up-to-date  park  for  picnic  and 

summer  amusement  purposes  and  if  possible,  traffic  rates  will  In- 
secured  from  the  Pennsylvania  R  R  for  picnic  parties  and  for 
transfer  of  freight. 

The  project  is  being  I 

will   be   subscribed  1   up  by  n    idet        ill  ng    thi    pro] 

rnad.     The  road  opens  tip  n   new    territory  hithet  Fri  m 

railroad   service  and  will    serve  a   large  population   without    compel 
ing  with  thi  1  its  neighborhood,     li  ted  that 

the  road  will  be  completed  and  in  operation  within  the  present  year 


THE  "G.-D."    TROLLEY   PICK-UP. 


The  accompanying  illustration  shows  a  new  device  recently  put 
upon  the  market  by  the  Carton  Daniels  Co..  of  Keokuk.  la.,  foi 
temporarily  suspending  trolley  wires  in  case  of  a  break  on  the  line. 
As  will  be  seen  from  the  illustration,  the  device  forms  a  pair  of 
wooden  tongs  by  which  the  end  of  the  trolley  wire  may  be  grasped, 
and  by  means  of  the  cord  attached  to  the  other  end  of  the  tongs  the 


wire  may  be  elevated  with  the  broken  ends  suspended  in  the  air, 

thus  opening  the  circuit  and  permitting  the  operation  of  cars.     The 

method  by  which  the  wire  is  grasped  by  the  tongs  is  clearly 

in  the  illustration.    The  rope  handle  and 

passed  through  a  loop  in  the  other  handle,  and  by  throw 

around  a  pole  or  over  a  guard   wire  and  pulling  the  broken   wire 

taut  the  handles  of  the  tongs  are  pulled  together,  securely  gt 

the  wire  in  the  jaws  at  the  opposite  ends,  which  are  notched  to 

receive  it.     The  device  folds  up,  measuring  but  18  in.  in  length  and 

4  in.  in  diameter  when   i  weight  is  but  .i.  i   it  one 

or  more  may  readily  be  placed  under  the  car  seats  or  elsewl 

a  car  out  of  the  way.       *—* 

All  I1. 
into   electric    railways      Tin  ompli 


tits  is'  furnished  by    I  patent  art 

Washington.  1)    ('.  from  whom  copies  of  patent;  itained 

.1.   January   7,    Edwin    B    Green    Whiting.    I  ml.    Rail- 
■.  itch. 
No-  690,639,  January  7,  Fred   P  P   Johnson, 

Kalani  '  Trolley  harp. 

No     690,674,    January    7,    John     11      Surtin 

f.  nder 
No    690,742,   January  [Venton,   N    J.    Snow 

inciter    for    railroad    switchi 

No    690,757,    January    7,    Morris    M      Nash,    Lo«  Sleet 

cleaning  device  for  trolley  arms- 
No    690,769,  January  7,   Stephen  II    Pocock,   Hamilto 

brake. 
No  690,818,  January  7,  Andrew    \nil,nl,l    Decatur,  111      Ice 

for  trolley    wires. 

No    690,922,   January    14.   Wm     1       B  1     \.    V.      Three- 

way  railway  switch. 

No.  uVjr.ooS.  January  14.  Wm.  E.  Schilling.  Laporte,  Ind  .  and 
Orville  M.  Ridgway,  Kansas  City.  Mo.    Devii 

railroad   switches. 

No.  691,010,  January  14.  Carl  Schwarz,  Hancock,  Mich.  Auto- 
matic  railway   switch. 

691,086,  January  11.  John  \"    Valley,  Jersey  City,  N   J.    Ele- 

tted   railroad. 

No.    691,201,    January    14.    Henry    S     Stier.    St     Louis,    Mo       Car 

No.  691,263,  January  7.  Albert  W.  Ham,  Eansinghurg.  N  V 
Trolley   tender. 

No  691,275,  January  14.  Washington  II  Kilbourn,  Greenfield. 
M  Trolley   pole   controlling   device    for 

No.  691,315,  January  14.  Edmond  W  Jeter.  Vtlan'a.  Ga.  Car 
fender, 

No.  691,351,  January  21,  John  \.  Brill,  Philadelphia,  Pa  Con- 
vertible   car 

No.  691,358,  January  21.  John  I.,  Creveling.  New  York.  N.  Y. 
Means    for  driving  dynamos   from  car  axles 

No    691,359,  same. 

No.  691,381,  January  21,  Appolinaris  Hrebieek.  Bingerbnick,  Ger- 
many. Subterranean  current  transmission  for  electric  railways  or 
tramways. 

No.  601.473.  January  21,  Claude-  M  J.  Limb,  Lyons,  France- 
Electric  traction  system. 

No.  691.625,  January  2r.  Eugene  Haywood,  Chicago.  Til  Means 
for  propelling  cars. 

No  691,781,  January  28.  Charles  J  Kintner,  New  York.  N.  Y. 
Means   for  automatically  onerating  switches. 

No.  691,808.  January  28.  Wm.  P.  Potter,  Schenectady,  N.  Y.  Col- 
lector for  surface  contact  railways. 

No  601. o2q.  January  28,  Win  F.  Weiss.  Camden.  N.  J  Car 
fender 

No.  691,848,  January  2r.  Jas.  P.  Edwards.  St    Louis,  Mo      Brake. 

Nc  691,895,  January  2t.  Arthur  D.  Coon.  Ballston  Spa.  N.  Y. 
Folding  car  step. 

No.  602.046.  January  28.  Richard  Bischoff,  New  York  City.  N.  Y 
Brake  for  street   cars. 

No  602.050.  January  28,  Wm  \  N  Dorland,  Philadelphia,  Pa 
Automatic  switch   controller. 

No  602.118,  January  28,  Arthur  S.  Clift.  East  Orange.  N  J 
Reversing  device   for  overhead  carriers. 

No  602.136.  January  28.  TT  M.  Harding,  Englewood.  N  J 
for  regulating  speed  of  cars  on  overhead  electric  railwavs. 

No.  602.1:17.  January  28.  TI  M  Harding.  Englewood.  N.  J.  Sup- 
for  controller  or  brake  wires. 

No  602.187,  January  28.  Robert  Smith  and  Henry  W  Leonhard, 
St     Louis,    Mo       Fender 


The   San    Diego 

the  sj  stem. 
A  new  car,  made  by  thi 
put  in  commission   on  the  San  es. 


The   Electric   Railway     I  orp      ition,   capitalized  at  $100,000.  has 

ncorporated  in    Xew    I  Louis   S.   Phillips  and   Hor- 

ace B.  Hord.  of  52  Broadway,  Xew  York  City,  and  Suydam  F. 
Wheeler,  Commercial  Trust  Building,  Jersey  City,  to  examine 
and  report  on  questions  arifing  in  connection  with  the  organiza- 
tion, location,  character,  construction,  traffic,  etc  .  of  electric  rail- 
ways. 


STREET    RAILWAY    REVIEW. 


125 


PUBLISHED   ON    THE    15th   OF    EACH    MONTH. 

WINDSOR  &  KENFIELD  PUBLISHING  CO., 

CHICAGO.    ILL. 

0«»L»  ADDRESS:  "widFKLD."  LONS    DISTANCE  TELEPHONE.  HARRISON   75* 

BRA.Xl  H  OFFICES: 
No.  3s>  C.TlIanJt  St..  New  York,  N.  Y. 
Electric  Building.  Cleveland.  0. 


SUBSCRIPTION, 
Foreign  Subscription, 


THREE  DOLLARS. 
Four  Dollars  American  Money. 


AJJrtts  all  Communication!  and  Remittances  to  Windsor  S  Kenfield  Publishing  Co., 
Chicago,  /It. 

CORRESPONDENCE. 

We  cordially  invite  UHieupondencc  <>n  all  subjects  of  interest  to  those 
engaged  in  any  branch  of  street  railway  work,  ami  will  gratefully  appreciate 
any  marked  copies  of  papers  >>r  news  items  our  street  railway  friends  may  send 
as,  pertaining  either  to  companies  Ol  offl 


DOES  THE  MANAGER  WANT  ANYTHING? 

If  you  contemplate  the  parchaaeof  anv  supplies  or  material,  we  can  save 
yon  much  lime  and  trouble.  Drop  a  line  to  Tn  i  K  I  Yll  w,  stating  what  you  are 
in  the  market  for,  and  you  will  promptly  reoeiTC  bids  and  estimates  from'  all  the 
best  dealers  in  that  line.  NY  m.ik<-  no  Charge  for  publishing  such  notices  in  our 
Bulletin  of  Advance  News,  which  la  ^ein  t..  all  manufacturers. 

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


VOL.  III. 


MARCH  15,  1902. 


NO.  3 


The  "Review"  is  on  record  in  regard  to  the  question  of  forming 
an  association  of  the  street  railway  manufacturers  and  supplymen 
who  exhibit  at  the  annual  conventions  of  the  American  Street  Rail- 
way  Association,  but  in  view  of  the  action  taken  by  the  execu- 
tive committee  of  the  A.  S.  R.  A.,  in  disapproving  a  plan  for  an 
exhibitors'  association  recently  laid  before  it  the  time  is  opportune 
for  further  discussion  of  the  subject.    The  A.  S.  R.  A.  executive 
committee  at  its  meeting  in  Detroit  last  month  voted  to  m 
change  in  the  manner  of  handling  exhibits  and  wc  understand  that 
this  vote  was  intended  as  a  rejection  of  a  proposal  made  to  it.  We 
do  not  know  on  whose  behalf  the  plan  was  brought  before  the  com- 
mittee for  action,  but  wc  understand  that  the  scheme  was  in  sub- 
stance, as  follows:    That  the  entire  matter  of  the  exhibits  and  con- 
vention entertainments,  aside  from  the  banquet,  be  turned  over  to 
the  supplymen,  who  acting  through  an  association  or  a  committee, 
would  provide  an  exhibit  hall  at  their  own  expense  and  all 
the  cost  of  the  various  excursions  and  other  entertainments,  as  is 
done  by  the  supplymen  at  the  annual  conventions  of  the  two 
railroad  associations — the   Master  Car   Buildei  '  and     the 
Mechanics'. 

We  are  of  the  opinion  that  both  the  American  Street  Railway 
ation  and  the  exhibitors  will  heartily  approve  of  thl 
taken  by  the  executive  committee  in  regard  to  thl  This 

plan  would  have  deprived  the  A.  S.  R  A.  ol  an  impOltM 
revenue,  th;r  rom  the  rental  or  exhibits,  which 

led   i,y    ti  iminal    chai 

not  a  burden  on  the  cxhibi'  0  have 

the  additional  responsibility  I  entertain 

when  the  demands  upon  their  tin  of  individual  enti 

ing  are   already   large.      There    is    a   difference    in    the   conditions 
which  ihould  be  borne   in   mind  when  drawing  analoj 

of  handling  exhibits  at  the  street  railway  and  thl 
railroad  At  the  latter,  usually  held  at  lumin 

sorts,  S  fort,  the  hotels  which 

as  the  convention  headquarters,  have  halls  suitable  for  tlw  exhibit! 


or  a  sufficient  shelter  can  be  improvised  with  some  lumber  and 
canvas.  On  the  other  hand  the  street  railway  conventions  are  in 
large  cities  where  finding  an  exhibition  hall  with  the  requisite  space 
is  more  difficult  and  more  expensive.  Probably  no  body  of  street 
railway  supplymen,  as  informally  organized  as  such  an  association 
would  naturally  be  or  so  few  in  number  as  its  executive  commit- 
tee, would  care  to  assume  the  financial  responsibility  of  engaging 
the  Coliseum  in  Chicago  or  Madison  Square  Garden  in  New  York, 
for  a  week. 

As  was  pointed  out  when  the  "Review"  in  the  "Daily  Edition" 
for  Oct.  20,  iooo,  urged  the  advantages  of  a  supplymen's  associa- 
tion the  function  of  the  organization  would  be  the  handling  of  the 
details  in  connection  with  the  exhibition,  which  until  last  year  have 
always  been  put  in  charge  of  an  official  of  the  street  railway  com- 
pany acting  as  convention  host.  This  cannot  but  be  recognized 
an  imposition  for  we  all  know  that  street  railway  men  have  plenty 
to  do  without  undertaking  such  additional  work. 

Everyone  who  attended  the  New  York  convention  last  October 
certainly  appreciated  the  fact  that  the  general  arrangement  at  the 
hall  and  for  the  handling  of  exhibits  were  never  before  so  satis- 
factory to  all  concerned.  It  was  an  object  lesson  as  to  what  could 
be  done  by  securing  the  services  of  an  experienced  man  as  director 
of  exhibits,  and  one  result  was  that  the  exhibitors  at  that  meeting 
appointed  a  committee  comprising  representatives  of  a  number  of 
leading  manufacturers  and  large  exhibitors,  to  formulate  a  plan  for 
a  "Street  Railway  Manufacturers'  Association."  This  committee 
has  recently  addressed  a  circular  letter  to  the  persons  interested  and 
will,  we  believe,  be  entirely  successful  in  effecting  a  permanent 
organization  at  the  Detroit  convention. 

To  quote  the  committee:  "The  working  committee  of  this  asso- 
ciation could  confer  with  the  executive  committee  of  the  American 
Street  Railway  Association,  also  with  the  committee  in  charge  of 
the  exhibits  at  the  convention  city.  It  is  believed  that  arrange- 
ments could  be  made  whereby  a  committee  of  this  association  could 
have  full  charge  of  installing  exhibits,  handling  freight,  decorating 
the  hall,  and  all  other  matters  pertaining  to  the  exhibits.  An  ex- 
perienced man  could  be  engaged  to  go  to  the  convention  city  some 
time  in  advance  of  the  convention  and  make  all  necessary  contracts 
and  arrangements  for  the  exhibits,  engage  carpenters,  attend  to 
the  building  of  booths,  put  up  signs,  handle  freight,  etc.  This 
manager  would  also  remain  after  the  convention  to  see  that  all 
goods  were  i  (-shipped,  and  close  up  all  matters  pertaining  to  the 
exhibits."  Il  is  proposed  to  leave  the  matter  of  apportioning  the 
expense  for  settlement  at  a  meeting  to  be  held  in  Detroit  in  Octo- 
ber next. 

Stress  should  be  laid  on  the  fact  that  this  plan  for  a  Manufactur- 
ers' As  ion  'loes  not  contemplate  any  change  from  the  present 

!  of  assigning  space  to  exhibitors  nor  is  it  proposed  to 
divert  the  revenue  received  for  exhibit  space  from  the  treasury  of 
the  A.  S.  R.  A.  Space  in  the  hall  would  be  paid  for  as  heretofore, 
the  ne«  on  merely  assuming  the  work  of  the  director  of 

cvhil 

ii   v.  In    the  Manufacturers'  Asso- 
hould  i  onfll  i  in  the  si i^li i ■      di  gri  e  with  the  A.  S.  R.  A.; 
on  the  contrary  the  latter  and  the  railways  of  the  convention  city 
would  1"  relieved  a  great  lot  of  detail  work. 


i  I  i   rhen    in  ii"    i    ue  will  be  found  pan  two  of  an  article  by 

Mi    V.     i     Partridgi     on  "California    ami    Combination     Cai    " 

rticli    contain    a    rerj  ketch  of  Hie  various  siyles 

both  open   ind  closed  a  impartments,  and  ihi  iw 

thai  the  use  of  this  type  is  gradually  spreading   from  California, 

it  was  first  pul  into  operation,  through  thi   es  tern  pari  ol 

■  ■  II  -i    tn  .i  iiiuhIk  i  of  plai  ei  in  foreign  counti  iej 

1 1. 1 hi lii v  of  a  cm  equally  adapted  to  sumtnei  and  wintei  usi 

ii  entirely  obvious  from  the  standpoint   of  the  railway  company, 

mi  the  ni"  i  di   "  able  foi  m  ol  cat  foi  city 
following  thi    pap  1 1 1  by   Mi    I  hambi  i 

the  A.  S.  R.  A.  co  ictober,  i  mph  isizi     thi    fai  I  thai  il 

ii  ..ii  to  cats  ingli     '  mil  I. . i  typi    of  cat 

which  is  equally  suited  to  all  and  all  the  dlssimilai  condl 

1    Hi  ill,   djffi  ri  ol  the  i  ountry, 

The  |  mbination  cai  means  a  saving  in 

1     .ind  equipmi  nl    from 

to  anothei  oi  of  maints  upplj  of  equipments,    Pewei 


126 


STREET    RAILWAY    REVIEW. 


[Vol.  XII,  No.  3- 


cars   would    suffice   for  the   road,   and   the   storage   capacity   of  the 
barns  could  be  considerably  decreased     All  these  advantages  would 

considerable  economy  in  thi  mtlay  foi  i 

as  well  as  the  labor  account,  and  are  therefore,  much  to  be  d 
from  tin.-  standpoinl  of  the  railway  manager.    Hut  tl  ry  style 

ii   oar   with   running  b  sides   is   probahly  one 

of  the  most  popular  cars  with  the  public  during  hot  weather  which 
has  ever  been  produced,  and  it  is  questionable  if  any  other  style 

bination  or  convertible  car  will   ever  attain  the  same  degree 
of  popularity  nly   ordinary   speeds  arc  per- 

missible     For  high  speed  interurban  i  ver,  the  partially 

u  found  preferable,  as  the  velocity  and  sv. 
the  wind  in  tin-  Open  country  makes  a  certain  amount  of  shelter  de- 
sirable, even  in  the  hottest  of  weather. 


The   metric    system    is  once   more  exciting   COnsii  ini.nl 

in  this  country.    Hills  are  now  before  Congress  providing  that  after 
a  certain  date  the  use  of  the  metrii        I f  weights  and  mi 

shall  be  compulsory   in  -,ll   department     ol   the  Governmenl   and  in 
all  matters  connected   with  -  n  or  commercial   operations 

other   than    those    relating  to   public   lands   and    surveying,   and    one 
of  these  bills  provides   that   the   metric  system   shall   be    "lie 
system  of  wcigln  aires   recognized   in   the  United    States 

The  word  "the"  in  tin's  connection  can  only  be  considered  as  mean- 
ing "the  only  legal."    inasmuch  as  the   metric   system   was   legalized 
■   by  act    of   Cong  ...     the  pending  bills   to  becomi 

laws  the  present  standard  would  become  illegal.  The  bills  in  ques- 
tion have,  we  believe,  received  the  approval  of  a  committee  of  the 
Franklin  Institute:  on  the  other  hand  they  have  been  strongly  con- 
demned by  a  committee  of  the  American  Society  of  Mechanical  En- 
gineers who  say  the  measure  involves  "changes  that  will  incon 
venience  and  hinder  trade  and  manufacturing,  and  require  an  ex- 
penditure of  time  and  money  that  cannot  he  exprsscd  in  figures, 
sweeping  away  as  it  does  the  advantages  accruing  from  the  numer- 
ous established  standards  now  recognized  and  universally  adopted 
throughout  the  country."  For  our  part  we  are  heartily  in  accord 
with  the  view  expressed  by  the   Mechanical  Engineers'  Committee. 

We  recommend  that  those  of  our  readers  who  are  interested  in 
the  metric  system  consult  the  paper  by  Mr.  George  W.  Colics,  read 
the  American  Society  of  Mechanical  Engineers  in  1806  and 
printed  in  the  Society's  "Proceedings,"  vol.  xviii,  p.  4g2  ct  seq. 
This  paper  is  far  too  long  to  abstract  and  to  give  even  the  briefly 
stated  conclusions  would  require  over  a  page  of  the  "Review,"  but 
it  is  well  worth  the  reading  for  one  who  wishes  to  familiarize  him 
self  with  the  futile  efforts  which  for  over  a  century  have  been  made 
to  impose  the  metric  system  upon  the  world  in  general. 

In    1821  John   Quincy   Adams,  to  whom  in   1817  as   Secretary   of 
State  had  been  delegated  the  work  of  investigating  the  metric   sys- 
tem, made  an  elaborate  report  to  Congress.  One  paragraph  from  this 
is    as    follows  : 

"From  the  verdict  of  experience,  therefore,  it  is  doubtful  whether 
the  advantage  to  be  obtained  by  any  attempt  to  apply  decimal  arith 
metic  to  weights  and  measures,  would  ever  compensate  for  the  in 
crease  in  diversity  which  is  the  unavoidable  consequence  of  change. 
Decimal  arithmetic  is  a  contrivance  of  man  for  computing  numbers; 
and  not  a  property  of  time,  space,  or  matter.  Nature  has  no  par- 
-  for  the  number  ten;  and  the  attempt  to  shackle  her  freedom 
with  them  will  forevei   prove  abortive." 


On  another  page  will  be  found  an  article  entitled  "Operating 
on  High  Speed  Electric  Railways"  in  which  are  disci 
several  points  in  regard  to  high  speed  electric  roads  that  are  in  a 
number  of  ways  different  from  the  ordinary  street  car  system  as 
well  as  from  the  main  line  railroads  There  is  a  certain  type  of 
electric  railroad  now  being  put  in  operation  for  which  no  dis- 
tinctive appellation  exists.  As  pointed  out  by  the  writer,  the  name 
"interurban  railway",  as  generally  understood,  is  hardly  applicable 
to  the  steam  road  which  has  discarded  steam  locomotives  and 
adopted  electricity  as  a  motive  power.  A  number  of  so  called  in- 
terurban systems  which  now  cover  150  or  more  miles  of  n 
are  in  fact,  similar  in  almost  every  respect  the  motive  power  to 
main  line  railroads.  The  construction  of  these  roadbeds  is  of  the 
best,  and  we  may  add  parenthetically  that  we  believe  the  time  has 
come  to  abandon  the  expression  "equal  to  the  best  steam  railroad 
practice"  in  describing  electric  railways.  Undoubtedly  there  have 
been   electric   roads   constructed    which    were   "built   to    sell",   but 


ie  now  in  operation  enough  well-built  electric  lines  to  render 
"the  best  interurb  "  a  sufficiently  high  standard  of  excel- 

lence. 

I11-..1  izations  and  methods  are  a| 

blc  to  electric  roads  th.y  have  been   very  '  ipted   by  the 

latter.  The  present  tendency  is  towards  a  more  extensive  organ- 
ization such  for  example  as  has  recently  been  introduced  by  the 
Buffalo  empany.  where  there  are  superintendents  of  transporta- 
tion, of  rolling  stock  and  buildings,  and  of  construction  and  main- 
say:  the  motive  power  being  under  another  superin- 
the  title  of  electrical  engii 

Some    method    "f    train    dispatching    is    now    used    on    all    inter- 
urban •  '  ids  and   the  experience  gained  by  the  steam   roads 
in   tin's   respect   has   proved   U  railways   although   the 
>    1   the  two  classes  of  road  cannol   1»    carried  out  in   exactly 
the  same  manner.     The  telephone   is  largely  replacing  the  telegraph 
in  this  department  and  in  this  respect   v.  of  the  steam 
country  will   follow    the  example  of   electric  rail- 
1  Ie    teleph '".     1  .in-   far  Letter  adapt.  .1  i. .  the  purp 
dispatching    where    the   number   of    (rain   tnni  With    the 
telephone  the  dispatcher  speaks  directly  to  the  motorman,  who  can 
own  his  instructions  in  duplicate,  keeping  one  copy  for  him- 
self and   giving  one   to  his  conductor   the   message   can  also   be   re- 
peated back  so  that   no  excuse  whatever  can  exist  for  a  mistake  in 
orders.    The  telegraph  is  not  at  all  suitable  for  single  track  electric 
interurbans   whore  it   i-                                           tin  men  report   a; 
passing  point.      The  protection   of   trains  by   signals  is   a   subject  to 
which   the  managers   of  electric  interurbans  are  keenly  alive,   and 
steady  progress  is  being  made  in  this   direction,  although   the  block 
system  is  seriously  handicapped  because  the  rails  being  utilized    For 
the  power  return  circuit   are  not   available  for  the  signal  circuits. 

Two  serious  criticisms  of  pri  urban  practice  are  ma 

the  author  of  the  "Notes."  One  is  that  the  sub-stations  an  t.... 
often  located  only  with  regard  to  the  electrical  engineering  fea- 
tures of  the  system,  when  with  only  slight  disadvantage  electrically 
they  could  be  placed  at  sidings  and  the  sub  station  attendants  would 
then  be  available  as  signalmen.  The  second  criticism  is  that  too 
much  is  expected  of  sub-station  men.  the  stress  under  which  they 
must  work  not  being  appreciated;  and  the  writer  states  that  as  the 
result  of  his  experience  he  believes  that  where  the  main  in  charge 
of  the  apparatus  at  a  rotary  converter  sub-station  is  expected  to 
act  as  ticket  agent  and  agent  for  the  dispatcher  also,  an  eight-hour 
relief  is  absolutely  necessary  to  secure  satisfactory  service.  Where 
men  have  attempted  to  fill  such  positions  and  stand  a  12-hour  shift 
seven  days  per  week  they  have  broken  down  under  the  work:  this 
being  the  case,  the  sooner  managers  recognize  the  conditions,  the 
hotter  will  be  the  result  for  all  concerned. 

The  question  of  whence  the  trainmen  for  the  high  speed  electric 
interurbans  are  to  be  drawn  is  also  discussed  by  the  author,  win. 
says  the  management  may  take  steam  railroad  men  who  are  trained 
to  obey  dispatcher's  orders  but  do  not  know  how  to  handle  the 
electrical  equipment  of  their  cars,  or  it  may  take  street  railway 
men  who  know  all  about  the  electrical  apparatus  but  are  not  suf- 
ficiently imbued  with  the  importance  of  strictly  obeying  train  or- 
ders. This  it  appears  to  us  is  purely  a  matter  of  expediency.  Both 
steam  and  electrical  roads  have  to  break  in  new  trainmen,  and  the 
high-speed  interurban  must  expect  to  do  likewise,  save  that  if  it 
takes  employes  from  one  of  the  other  class  of  roads  the  w-ork  of 
teaching  them  is  already  partly  done.  If  recognition  of  the  im- 
portance of  train  orders  is  more  to  he  desired  than  familiarity  with 
electric  cars  choose  the  steam  road  man  and  teach  him  the  other 
part  of  the  work. 

It  is  perhaps  true  that  the  discipline  on  street  railways  is  inferior 
to  that  on  steam  roads,  but  as  for  the  nun  themselvs  we  believe 
that  the  character  of  tlu-c  employes  at  the  present  time  compares 
very  favorably  with  that  of  any  similar  body  on  steam  roads.  The 
discipline  on  any  road  depends  entirely  upon  its  management,  and 
the  difficulty  of  obtaining  men  suitably  discipline  for  this  work 
wdiich  existed  a  few  years  ago  is  now  rapidly  disappearing  owing 
to  the  more  stringent  rules  under  which  most  of  the  electric  rail- 
ways are  now  operated.  The  lack  of  experience  in  operating  under 
steam  road  conditions  is  undoubtedly  a  serious  disadvantage  when 
a  "street"  railway  employe  enters  the  service  of  a  high  speed  inter- 
urban lino,  and  it  is  this  inexperience  that  has  caused  some  of  the 
accidents  to  which  reference  has  boon  made.  But  as  slated  in  the 
in  .reding  paragraph  the  manager  may  choose  either  one  of  two 
classes  of  men  and  supply  the  deficiency. 


Mar.  15,  1902.] 


STREET    RAILWAY    REVIEW. 


127 


The  Grand  Rapids,  Holland  &  Lake  Michigan  Rapid  Ry, 

From  ■  paper  read  Electrical  Association,  March  7,  lOOi,  by  George  A.  Damon*  and  William  D.  Ray.i 


The    Grand   Rapids.   Holland  &   Lake    Michigan    Rapid   Railway 

ras  incorporated   Feb.  24.   1900,  to  construct  and  operate  an 

imerurban  electric  railway  fn  m  Grand  Rapids.  Mich.,  the 

city  of  the  state,  to  Holland,  and  there  connect  with  the  Holland  & 

Michigan  Railway  and  the  Saugatuck,  Douglas  &  Lake  Shore 

ay. 

Grand  Rapids  has  long  been  known  as  the  "Furniture  City,"  the 
majority  of  its  factories  being  engaged  in  furniture  manufactur- 
ing. The  city,  including  the  suburbs,  has  a  population  of  nearly 
100,000,  and  the  last  census  shows  a  growth  in  the  past  ten  years 
of  45  per  cent.  Besides  being  the  greatest  furniture  manufacturing 
city  in  the  country,  Grand  Rapids  has  other  industries  of  import- 
ance and  its  factories  are  busy  the  year  round  and  employ  thou- 
sands of  people.  An  interurban  road,  nowadays,  to  promise  suc- 
cess, must  have  a  large  city  as  a  terminal,  to  which  the  people  can 
be  carried  from  many  small  towns,  which  it  serves.     Grand  Rapids 


numbers  that  hotels  could  hardly  be  built  fast  enough  to  accommo 
date  them.  The  boats  of  the  Graham  &  Morton  Transportation  Co. 
come  twice  each  day  to  Holland,  with  excursionists,  who  usually 
take  the  local  Holland  road  for  Macatawa  Park.  The  new  manage- 
ment has  arranged  for  cars  to  meet  the  boats  at  the  wharf.  The 
lake  trip  is  short  from  Chicago  and  quite  attractive  in  many  ways. 
The  interurban  railway  company  does  not  expect  large  profits  from 
this  transient  population  but  depends  upon  Grand  Rapids'  patron- 
age, that  city  heretofore  having  had  no  electric  line  running  to  near- 
by summer  resorts.  The  Holland,  Saugatuck  &  Douglas  line  passes 
through  a  rich  fruit  belt  and  terminates  in  Saugatuck,  which  has 
for  the  most  part  a  summer  population,  with  but  few  winter  resi- 
dents. The  Saugatuck  and  Douglas  resorts  have  not  been  frequented 
as  much  as  Macatawa,  but  as  their  beauty  becomes  better  known 
patronage  will  increase  each  year. 

The  summer  business  on  the  interurban  line,  it   is  expected,  will 


VIEW  OF  LINK  SHOWING  CROSSING  sn.N  ANI>  SHELTER. 


was  wisely  chosen.  The  Grand  Rapids,  Holland  &  Lake  Michigan 
Rapid  Railway  was  the  first  interurban  line  to  be  admitted  to  tin- 
city.  From  Grand  Rapid*,  the  eastern  terminus,  the  road  passes 
through     the   tow  1  -idvillc,     Jen:  on,     Hartley,     Jami 

long-Settled    villages    are    thrifty 
and  their  merchants   pi 

•itry.  an  old  and  thickly  settled   rural 
munity.  peopled  by  indu  itch  and  Germans  and 

to  cultivation  of  acreages  and  fro  I       bt 

•!  Rapids  and  the  lake.     There  arc  s>  I    towns 

and  trading  distant    from 

"•ks,    which    arc   tributary    I 
which  is  practically  the  western  ti  this  new  doubli 

ban   road,   has   tri 

nts. 

.'.in  Railw  Saugatuck, 

lake  Shore  Railway    I  I    for   lumrD 

yeari  1 
Macatawa,  0 

•M - 


ormous.    Thi    Pere  Marquette  Railroad  run    e: trains 

during    the    summer    to    Ottawa    Beach,    "I'i  Pari 

which  is  the  terminal  oi  the  electric  road,  and  carries  a  luge  num 
bcr  of]  trains  of  16  cars  frequently  being  loaded  to  the 

platforms.    The  advantages  that  will  accrue  to  the  pleasure  riding 
public  of  Grand  Rapid     from  the  impro  ed    ervice  offered  by  the 

1 1  iadj  an     ippat nd  il   i      afe  1 njectun    1  hat  this 

mblic  will  furnish  the  greatet   portion  of  the  sum 

mnt  of  tra  eling  1    n  ughoul  the  winti  <  months 

i  is  gral  ifying 
on  thi    ■  esl    ide  oi  M  ichigan  t    also  vei  v  large, 

!      ti (edged  ei  ntet    of  the   fruit    b<  It, 

■  mens     ' enl    an    madi   each    iu 

Doll.  1  i  .11   point   "'   thi    Pen    Marqui  tte  -cud   the 

lilroadi       1  he  Holl  ind  S    Laki    Mil  hi 
gan  and  the  Saugatuck  ft  Dougls    do  eo  ei  priv 

I   1    1  disfc 1  10  mill   .  except  fot  threi   mil 

through  village'       The  agio.  of  ti 1 d 

1  '''it  tat vered  i     \$  mill  .  tg  miles 

i  li  ing  the  ■  1  tinning  from  Holland  to  th 

-  inpany      1  1  doubli   tracl 

have  been  laid  by  tin-  new  company,  to  reach  Grand  Rapid     front 


128 


STREET  RAILWAY  REVIEW. 


[Vol.  XII,  No.  3- 


these  lake  resorts.     Cars  arc  operated  on  a  headway  of  one  hour 
mil  require  at  the  present  til  mr  and  thirty  minim-,  for  the 

trip  from  Grand  Rapids  to  Holland,  or  three  hours  for  the  round 
trip.    This  time  is  to  be  reduced  as  the  roadbed  ii  bettered,  and 
later,  during  the  summer  months,  a  maximum  speed  of  45  miles 
per   hour  will   he  realized,   with   an  average  speed  of  2(<  mil 
hour,  including 

The  running  time  between  Holland  and  Macatawa  Tark  is  about 
30  minutes.     The  interurhan  ears,  run  on  Grandville  Ave    if   ' 

town  loop.     While  foi  tance  double 

traek  is  used,  single  track  with  turn  outs  prevails.    This  spring  a 


sinkhole  encountered  just  at  the  limits  of  Holland.  After  bring- 
ing the  surface  to  grade  with  gravel  the  tracks  were  laid,  but  it  was 
only  a  short  time  until  traek  and  fill  dropped  out  of  sight  and  only 
a  pond  remained  in  their  place.  It  was  then  realized  that 
hole,  nearly  700  ft.  in  length,  had  developed;  an  attempt  was  made 
t"  till  it    with  '•and  and  gravel,  but  the  bottom  seemingly  could   not 

In   reached  and  this  method  was  abandoned.   On  the  surface  there 

firm  crust  covering  some  I"  ft  of  muck.  By  drilling  test 
holes  a  Btratum  "f  gravel  about  to  ft.  thick  was  penetrated  aad 
below  this  was  found  another  layer  of  muck.  After  the  top  crust 
had  given  way  as  mentioned,  ihc  traek  was  rclaid  temporarily  nn 


SINK  HOLE  NEAR  HOLLAND. 


track  road  from  the  terminal  of  the  electric  line  to  the  loop 
down  town  is  to  be  constructed. 

The  population  served  by  this   road  is  shown  by  the   folli 
table: 

Grand    Rapids    ooiooo 

South  Grand  Rapids  500 

Grandville  1,200 

Jenison  200 

Jamestown    150 

Vreesland   200 

Zeeland  2,000 

Holland   10,000 

Saugatuck  800 

Douglas   (opposite  Saugatuck)    700 

Total  population  of  villages 15.750 

Townships  outside  of  villages,  3  miles  on  each  side  of 
line,  and  all  tributary  to  line,  estimated  from  re- 
ported population  of  entire  township's   15,000 

Total     estimated     winter    population    outside    of 

Grand  Rapids  30,750 

Summer  population  3  to  4  months   (from   outside  of 

this  district)  at  Macatawa  Park  and  Ottawa  Beach.  3.000 
Ditto  at  Saugatuck  and  Douglas  1,000 

Additional  summer  population  4.000 

Total  outside  of  Grand  Rapids  34.750 

The  general   character  of  the  territory  between  terminals  is   roll- 
ing,  with  some  steep  hills.     Several  wooden   bridges   for    spanning 
creeks,  were  required,  the  longest  being  that  over  the  Lake 
railroad  near  Grand   Rapids,  which   is  750  ft.  in  length,  and  24  ft. 
in  height  at  the  apex,  with  grades  1 :50  and  3  per  cent. 

The  road  was  prohibited  from  crossing  through  tracks  of  steam 
railroads  at  grade,  and  bridges  and  subways  were  consequently  built 
Grade  crossings,  however,  were  permitted  over  switch  tracks  spurs 
and  sidings,  when  protected  with  derailing  devices,  inserted  in  the 
interurhan  tracks.  The  private  right  of  way  is  four  rods  wide  and 
fenced  in;  it  is  protected  by  cattle  guards  and  danger  boards  at  all 
highway  crossings. 
An  unexpected  expense  in  building  the  roadbed  resulted  from  a 


long  timbers  placed  side  by  side  while  a  permanent  traek  was  built 
on  a  foundation  of  piles  driven  end  on  end  till  the  gravel  stratum 
had  been  penetrated  to  a  depth  of  4  ft.  This  construction  was 
expensive  and  more  work  on  the  sink  hole  will  be  necessary  from 
time   to   time. 

Fills  arc  made  with  a  slope  of  1  vertical  to  l'/i  horizontal;  cuts 
have  a  slope  of  1  to  1.  On  the  double  track  portions  of  the  lines 
the  width  is  2.S  ft.  at  sub  grade  mi  fills  and  30  ft.  in  cuts. 

Near  Jenison  is  to  be  found  the  biggest  fill;  this  is  500  ft.  long. 


ROUTE  OF  «. RAND  RAPIDS.  HOLLAND  &  LAKE  MICHIGAN 
RAPID  RY. 


154  ft.  wide  at  the  base  and  some  42  ft.  in  depth,   requiring  35.000 
cu.  yd.  of  fill,  and  costing  over  $5,000. 

It  is  exceptional  to  find  double  tracks  provided  for  in  the  original 
construction  plans  of  an  electric  interurhan.  In  this  case  such  pro- 
vision was  wise  forethought,  rather  than  compulsory  afterthought. 
The  company's  single  track  steam  railroad  competitor,  the  Pere 
Marquette,  parallels  the  double  track  interurhan.  from  Grand  Rap- 
ids to  Holland.     While  trains  on  the  former  road  may  he   seen 


Mar.  is,  1902.] 


STREET  RAILWAY  REVIEW. 


129 


waiting  on  a  siding  for  a  passing  train,  the  cars  of  the  interurban 
go  whizzing  past,  giving  an  interrupted  service  by  virtue  of  the 
double  track  feature. 

By  glancing  at  the  map  it  will  be  seen  that  the  two  roads  arc 
nominally  parallel;  their  greatest  distance  apart  is  in  the  vicinity 
of  Jamestown:  at  other  points  there  is  only  a  few  rods  between 
them.  A  desire  to  reach  the  centers  of  populous  districts  and 
communities  and  to  build  the  road  where  the  least  expense  for  cuts 
and  fills  would  be  necessary  is  responsible  for  the  divergence  from 
an  air  line :  however,  no  sharp  curves  exist  and  the  grades  are  few 
and  light. 

The  two  subways  in  Holland,  comprising  three  separate  rail- 
road crossings,  are  of  steel  and  concrete  construction.  The  trestles 
and  bridges  on  the  road  arc  all  of  oak.     The  ties  are  spaced  2  ft. 


• 


-•- 


\ 


-SEP 

RAIL  BOND  AS  ATTACHED  TO  FLANGE. 

11  centers  and  are  of  hewn  cedar,  8  ft.  x  6  in.  x  S  in.  except 
on  switches  where  oak  ties  8  ft.  x  8  in.  8  in.  are  used.  The  track 
is  of  standard  gage  and  laid  with  30  ft.,  65  and  67-Ib.  rails  of  the 
A.  S.  C.  E.  standard  T-section ;  the  ballast  consists  of  10  in.  of 
gravel  tamped  4  in.  under  the  ties,  and  where  required  is 
well  drained  with  vitrified  tiling  12  in.  to  36  in.  in  diameter. 

The  sharpest  curve  is  <>  degrees  and  the  maximum  virtual  grade 
3  per  cent,  except  at  the  subway  in  Holland  which  is  5.56  per  cent. 
The  bonding  of  the  rail  joints  was  done  very  thoroughly.  Two 
if  bonds  were  installed, — a  foot  bond  on  relaying  rail  where 
angle  bars  did  not  permit  the  usual  web  bond,  and  on  all  new  rail 
a  web  bond.  These  bonds  were  No.  0000,  6  in.  long  and  crimped  to 
5  in.  between  centers,  of  the  "Protected"  type  furnished  by  the 
J     M     Atkinson    Co.     The   drilling   of   rails,    for  bonds 

me  by  a  special  machine  whii  h  con  oline  engine. 

tank     and     batteries,     transmission     and     spi    d     n  gulating     de- 
mounted     on        a      special       car     equipped       with      drill 
This     outfit     paid     for     itself,     many     times     ovci 


INTERIOR  '.i         (.STATION. 

the  sa\  uble  and  1' 

!v,    requiring    only  one    in 
d  drilU.    A  combination  drill  was  used,  which  not 

only  drilled  the  foot  of  the  rail,  but  al  the  bob-.     A 

*crcw   1  •  'I   111   1  omp 

h  pole, 
by  a  No.  o  tinned 


all  switches  and  frogs  were  well  bonded  and  cross  connected.  Where 
the  tracks  crossed  a  creek,  the  rail  circuit  was  grounded  by  sinking 
a    metal   plate   into  the   (lowing  water  below. 

Loops  are  placed  at  all  terminals  and  Y's  are  installed  at  the 
two  ear  barns  and  at  Zeeland  sub-station.  All  switches  are  protected 
with  indicating  switch  stands  and  signal  lamps.  All  the  special 
work  was  supplied  by  the  Paige  Iron  Works  and  the  Cleveland 
Frog  &  Crossing  Co. 

Substantial  depots  for  the  small  villages  and  shelters  at  highway 


STANDARD  CAR. 

crossings,  have  been  placed  where  warranted  and  are  greatly  ap- 
i'i ei  iated  by  the  patrons, 

III.    sub  Station  buildings  at   Zeeland  and   Macatawa  are  combined 
with   a   wailing   room   and    freight    office.      The  attendant    for   the 
electrical  machinery  looks  aftei   the  selling  of  tickets,  handling  of 
freight,    etc.      The    substations    are   of    white   brick   and    stone    con 
struction,  with  high  elevation. 

Power  Plain    Building, 

election  of  the  exact   location  of  the  power  plant  was  the 
n    nil   of  a  desire  |o  have  the  planl   in  or   near  the   \  illage  of  Jeni 
on,  and  al   the  same  time  upon  a  site  convenienl  to  railroad  facil- 
ind    to   a    supply    of   water    for   condensing   purposes.      It    u.i 

also   desirable   to   secure  a   site   upon  an   elevation  with   a  grade 
ifficientlj    .dune  high  water  mark  to  insure  a   dry  basement 
during  the  spring  of  the  year,   without    losing   sigh)   of  the  neci 
s i t >•  of  a  firm  sub-soil  pi  support  the  machinery  foundations.     \u<i 
'..mi-  investigation  a    ati  factor]     it    *ra      elected  al  no  great  dis- 

I from  the  right  of  way  of  the  electric  road.    The  relative  lo 

cation  of  thi   power  planl  property  with  respect  to  the  Pere  Mar- 
quette R.  l\    trad      and  tin    Fad  thai  provision  for  extending  the 

n  wa    to  1 ade  on  thai  side  of  the  planl  farthesl   from  the 

ear  line,  determined  thi    relativi   position  of  the  boiler  and 

engine   room. 

In  the  power  planl  building  il  elf,  and,  in  fact,  in  the  general  de 

sign  ami    election  "i  the  entire  equipment,  an  effort  has  been  made 

to   follow  the   '"  1    engineering   practice  and    jrel    accomplish    the 

.1   minimum  cost.      The  planl   at  completed,  therefore,   is 

ol    1    tat  ion  thoroughly  in  keeping 

with  the  commercial   charactei   of  the  enterprise  which  it     ervi 

the  plani  m  i>"  ■    biii  al  thi     ami   timi   crowd 

I.  .1     'I  here  i    nothing  aboul  the  equipmenl  which 

.  "frill,"  and  \ .  t  everything  which  would  |ii     an 

•  on  the  in  !         I  mot  1   con  -  nil  nl  op 

..f  of  fw  I  eco 111  luded  in  the  plans,    it  will 

e,  to  e>  amini  the  planl  with  to  leai  n 

inii.  ni.  1..1  into  iii.     electii m   ind 

quipmi  ni 

llOW lion  and  plan.       I  lie  plant 

..1   pr.  .ni  contains  bul  two  generating  unil        [*o  furni  h   power 
f..r  the  operation  of  the  road  up  to  its  full  1  Ith  frequent 


130 


STREET  RAILWAY  REVIEW. 


[Vol.  XII,  No.  3 


and  heavily  loaded  cars  »ill  eventually  require  double  the  present 
equipment,  so  that  the  necessity  of  providing  for  extension,  which 
is  so  oft  in  lo»  sintit  of  in  designing  power  Btatioi  in  this 

case  one  of  the  first  considerations.      !  botlet    rooms 

were,  therefore,  arranged  in  parallel  and  a  temporary  bulkhead  takes 
the  place  of  one  of  the  end  plant  may  be 

dered  B(  just  'Hie-half  of  a  completed  station. 


CROSS  SECTION  or  POWER  STATION. 


The  i  "  is  ,u>  ft.  high  fmm  floor  line  to  the  lower  chord 

of  the  roof  truss.  It  is  47  ft.  wide  inside  and  at  present  f2  Fl  long 
The  engine  room  floor  is  9  ft.  above  the  natural  grade  of  the 
ground,  while  the  boiler  room  door  is  at  grade.  The  engini 
has  a  basement  1-'  ft.  high  for  the  accommodation  of  the  condensers, 
and  much  of  the  steam  piping;  this  basement  is  4  ft.  below  the 
boiler  room  level.      The  boiler  room  is  54  ft.   wide.  28   ft.  high  and 


the  same  length  as  the  engine  room.    There  arc  four  openings  in  the 

ill  which  divides  the  two  rooms,  to     doors  between  the 

room  and  two  to  provide  access  to  the  condenser 

basement    from  the  boiler  room  Hi  se  openings  are  closed 

by   means   of  metal  covered   sliding  I  he  condensers  can  be 

reai  bed  from  the  engine  room  floor  directly  by  means  of  a  stairway 

_    midway    between    the   steam   connections   to   the   l« 


PLAN  OF  POWER  HOUSE. 


Mar. 


1902] 


STREET  RAILWAY  REVIEW 


131 


densers.  These  stairs,  as  well  as  all  other  stairways  about  the  plant, 
are  made  of  iron  with  diamond  tops  and  convenient  railings.  The 
mail'  entrance  to  the  engine  room  from  the  exterior  is  gained  by 
means  of  a  double  stairway  leading  to  a  large  door  in  the  middle 
of  the  permanent  end  wall  of  the  engine  room.  The  location  of  this 
stairway  on  the  outside  of  the  structure  saves  considerable  valuable 
space  inside  the  building  without  detracting  from  its  external  ap- 
pearance. 

The  building  itself  is  made  of  cream  colored  local  brick,  and  has 
large  windows  giving  plenty  of  light  and  ample  ventilation.  The 
roof  trusses  are  designed  to  secure  a  comparatively  flat  roof  having 
a  dip  of  H  in.  to  the  foot.  The  trusses  are  tied  together  by  channel 
iron  purlins  to  which  are  bolted  nailing  strips  for  the  matched  roof 
lioards  which  are  covered  with  a  four-ply  gravel  composition.  The 
down-spouts  are  on  the  outside  of  the  building.  Neither  the  engim 
room  nor  the  boiler  room  roofs  have  monitors,  bul  instead  36  in. 
galvanized  iron  ventilators  of  the  "Star"  pattern  are  provided  to  al- 
low the  escape  of  heated  air,  and  the  results  are  satisfactory. 

The  floors  of  the  boiler  room  and  of  the  engine  room  basement 
are  of  concrete  with  a  cement  top.  The  engine  room  floor  is  sup- 
ported by  an  iron  structure  and  is  independent  of  the  main  engine 
and  generator  foundations.  This  floor  is  made  up  of  corrugated 
sheet  steel  plates,  made  by  the  Berger  Manufacturing  Co.  The  cor- 
rugations in  the  plate  used  are  2j4  i».  high,  and  the  vertical  sides 
are  separated  by  three  small  half-circle  arches.  The  upper  portion 
of  the  manifolds  are  filled   with  concrete  which  extend-    above  1 1 1  > 


The  condenser  outfit  fits  in  nicely  between  the  engines  and  boilers 
while  the  switchboard  and  high  tension  apparatus  is  located  on  the 
nd  gallery  on  that  side  of  the  engine  room  from  which  the 
distribution  and  transmission  wires  can  conveniently  leave  the  build- 
ing. The  travel  of  raw  material  and  finished  product  is  thus  re- 
duced to  a  minimum. 

Coal   Handling  Apparatus. 

The  fuel  is  slack  coal  which  is  received  from  cars  delivered  upon 
a  trestle  alongside  of  the  boiler  room  by  the  railroad  company ;  so 
that  the  first  movement  of  the  coal  is  secured  by  gravity.  The  next 
operation  is  to  transfer  it  from  the  coal  pockets  to  the  boiler  fur- 
naci  -  The  plant  was  not  large  enough  to  justify  an  investment 
iu  an  via  bo  rate  system  of  coal  and  ash  handling  apparatus  and  stor- 
age bins  and  yet  the  fact  that  the  station  was  to  operate  nearly  20 
bonis  each  day  for  every  day  in  the  year  made  it  desirable  to  adopt 
some  method  of  doing  away  with  hand  firing.  The  coal  handling 
device  indicated  on  the  cross  section  of  the  power  house  was  se- 
lected as  combining  the  advantage  of  small  first  investment  with  the 
ability  to  reduce  the  coal  handling  cost.  This  apparatus  has  not  yet 
been  installed  bin  the  tact  that  at  present  the  coal  and  ashes  are 
each  handled  at  least  twice  only  emphasizes  the  importance  of  an 
investment  in   this  part  of  the  plant. 

The  apparatus  shown  consists  of  a  traveling  bin  carried  upon  an 
elevator  leg  which  rests  directly  upon  and  travels  along  a  track  par- 
allel to  (be  boiler  room  wall.     At  frequent  intervals  along  this  wall 


ELEVATION  OF  GENERATOR  UNITS. 


plalo  a  sufficient  distancfc  to  hold  the  2x4  in.  nailing  strips  for  the 
hard  wood  floor. 

foundations  are  made  of  concrete   with   Portland   ce- 
ment and  gravel  from  a  pit  near  the  power  plant  site.    The  founda- 
tions ai  psum  and  present  a  neat  and  fin- 
ranee.    The  main  engine  and  generator  foui 
hth. 
The  building  is  divided  into  bents  with  trusses  spaced  on   18  ft. 
centers.    At  each                    oinl  a  pilaster  3  ft.  wide,  extending  2  ft. 
into  the  engine  room,  il  carrier!  23  ft.  ab 

the  cran;  runway.  The  distance  between  these  rails  is 
45  ft.,  and  the  lifting  capacity  of  the  crane  is  15  tons.  This  crane 
has  been  a  great  convenience  in  the  erection  of  the  engine  room 
equipment.    The  crane  is  operated  by  pendai  I 

red  by  means  of  a  chain  hanging  directly  in  front 

of  the  gallery  which  extends  the  entire  length  of  the  plant.    There 

are  two  hoisting  speed  for  heavy  loads,  and  a   fast 

'•rhauling  the  empty  hook  and  for  light  loads,  and  each 

rale  chain. 

•  'ion  ihouli  which    has   been   made 

in  thi*  plant  to  secure  the  simplest  and  the  moil  efficient  arrange- 

f  the  equipment.     A  power  plan'  ry  in  which 

:  and  the  finished  product  is  electrical 

and  th'  ■•    material   into  the   I 

with   the   minimum    amount    of   la     .    labor   and    invi 
*ith  reliability. 
It  will  be  I    the  plant    is  built    up  of  a  series  of  units 

The  twi  1. -me  are 

of  about  the  «me  width  as  one  engine  and  itl  contiguous  gee 


cast  iron  pockets  with  sliding  gabs  are  placed  ready  to  deliver  the 
COal  from  the  bunkers  directly  into  the  bottom  of  the  elevator  the 
bucket  system  of  which  is  operated  by  an  electric  motor,  allowing 
the  bin  to  be  filled  from  any  point  of  the  coal  storage.  The  coal 
hopper  can  be  moved  along  by  this  same  motor  until  it  is  brought 
directly  before  the  furnace  to  be  supplied  with  coal  which  is  de 
through  an  extended  spoul  by  gravity.    The  hopper  of  each 

furnace  holds  a  supply  sufficient  for  an  hour's  run,  so  that   the  Opi  r 
in  becomes  a  "one  man"  job,  and  il  would  be 
hard  to  reduce  the  labor  item  below  this  point. 

Stokers. 

•he  fiirii.ii  e  hoppi  1  the  co     drop    on  to   1  <  Ireen  chain 

.    thi   Greer   1  tig ig  Co.  ol  t  Ihicago    The  links 

forming  the  grate  can  be  inspected  a     the  gl  lie  males  each  cycle 

and  each  link  is  n  movable  in  ca  1    repairs    ire  ■  .11  v      Each 

1        fitted      with      a      grate      having      an      area      of 

I        (t.,       which       is       at       the       ratio       of       five       boiler 

fool      of      grate      are  1.      and      as      the 

are   rated  at   ten   square   feet  of   heating   surface  per   horse 

power  :  jj  I,,, ,    to  boili  r  heating  sui  face  1    on< 

to  fifty     'lb'  uaiiteed  to  handle  successfully  from  30 

of  coal  pet  iq   ft   pet  bout      f*hi  regulating  devices  include 
an  adustable  gate  to  fta  the  thickness  of  the  fuel  upon  t be  furnace, 

ib.    1  tti    of  the  grate 

Ml.  and    .1    system   ,,f   dampers,   both    to    vary   the  amount   of 

aii  tin-  .    .nri  to    hut  "it  Mi.   n|.ii..w  of  air  bai  k 

of  the  grate  in  from  of  the  bridge  wall      Me  ashes  are  delivered  by 
the  moving  grate  to  a  pit  beneath  thi   boilers,  which  in  this  case  is 


132 


STREET  RAILWAY  REVIEW. 


[Vol.  XII,  No.  3- 


designed  to  hold  the  amount  produced  by  a  day's  run  at  full  load, 
and  it  is  therefore  necessary  to  take  out  the  ashes  only  once  in  24 


Boilers   and    Draft. 


The  boilers  an-  of  the 
the  Aultman 
the  boiler  anil  fm 


"Cahall"  sectional  water  tube  type  made  bj 
one  of  iiu-  illustrations  shi 

There  arc  four  boiU  1 
it.  of  heating  surface,  made  up  of  two  Bteam  and  water  drum 
in  diameter  and  so  ft.  long,  and   126  four-inch  tubes,  1*  it    long. 

The  lubes  conned    vertical  iron  I  d  are  arranged  in   stag- 

ins  fourteen  tubes  wide  bj  nine  tubes  liigh. 
These  boilers  and  furnaces  are  guaranteed  to  transform  at  least 
70  per  cent   of  the   heat   units   of   the   fuel    into  energy   in   thi 

if  drj    steam  a!    150  II.  lire  and  under   full   toad  Com 

will  prol  ablj  do  even  better. 

I  lie  fact  1  owever,  that  20  per  cenl  of  the  heat  energy 

originally  contained  in  the  fuel  escapes  from  the  simikc  connection 
at  the  rear  of  the  l">i]crs  I'hr  planl  is  planned  t"  eventually  intcr- 
cepl  much  Of  this  latent  heat  energy  anil  transform  it  hack  into  the 
holler  system  by  means  of  an  economizer,  and  this  desirable  ad- 
junct will  probably  In-  installed  at  the  nine  the  station  is  com 
Ai    present,   however,    the   hoi    ga   i  inducted   by    means   i,f    a 

sheet  steel  breaching  directly  to  the  intake  of  a  Sturtevant  induced 
draft  fan.  This  fan  has  a  wheel  i)  ft.  in  diameter  by  4  ft.  wide  and 
is  mounted  on  an  iron  platform  located  at  one  side  and  toward  the 
rear  of  the  boiler  settings  so  that  the  breeching  outlet  discharges 
directly  into  the   fan  intake  without   making  any  turns  or  1" 

The  fan  discharges  into  a  stub  stack  5  ft.  in  diameter,  made  of 
sheet  steel,  and  mounted  directly  over  the  fan  outlet.  A  by-pass  is 
I  rovided  with  suitable  dampers  so  that  the  fan  inlet  and  outlet  can 
he  closed  and  the  gases  passed  directly  to  the  stack.  The  top  of  this 
stack  is  only  40  ft.  above  the  grates,  but  this  height  has  proved  suf- 
ficient to  operate  the  plant  upon  light  loads  without  the  use  of  the 
fan. 

The  speed  of  the  fan  determines  the  force  of  the  draft,  and  this 
speed  can  lie  adjusted  cither  by  hand  or  by  an  automatic  valve  con- 
nected to  the  main  steam  header  in  such  a  way  that  as  soon  as  the 
steam  pressure  drops,  the  fan  engine  is  speeded  tin.  file  draft, 
therefore,  becomes  a  function  of  the  demand  upon  the  boilers.  A 
draft  gage  is  mounted  in  a  location  convenient  for  the  fireman, 
and  the  behavior  of  this  part  of  the  plant  is  under  constant  super- 
vision. Ordinarily  the  fan  engine  turns  about  too  r.  p.  111..  but  it 
i"  250  r.  p.  m.  or  more,  and  if  occasion  should  arise 


1  ION  OF  BOILER  BETTING. 

to  force  the  boilers  to  their  limit  for  a  period  it  is  possible,  by  means 
of  the  fan  and  engine  which  has  been  installed,  to  get  a  draft  equal 
inches  of  water 
The  mechanical  draft  equipment  cost  much  less  than  a     tee] 
and  up  to  date  has  given  practically  no  trouble.     I:  gned  with 

sufficient  power  to  eventually  draw   the  gas,-,  through  an 
This  economizer  is  to  be  placed  back  of  the  Imilers  and   just   suffi- 
cient distance  above  the  floor  to  allow    a   bypass  flue  to  be  located 
beneath.     A   runway  between  the  back  of  the  boiler  and  bricl 
omtzer  due  allow-  ir  getting  at  the  rear  of  tin-  boiler  tubi  - 

at  the  blow  off  valves,  and  at  the  economizer  header. 


Heater  and   Pumps. 
The  fan  engine,  it  is  true,  requires  a  certain  amount  of  steam,  but 

line  time  ibis  engine,  in  common  with  other  auxiliaries  about 

the   plant,   exhausts   into  an   open   heater,    and    a    g I   share  of  the 

■  1  to  the  boilers  through  the  feed 
water. 

There  are  several  paths  f.,r  the  feed  water  to  reach  the  boiler.     It 
may  be  taken  directly  from   the  outside  source  of  supply  by  a  tank 


BOILERS  WITH  GREEN  CHAIN  GRATES. 

pump  in  the  engine  room  basement,  and  delivered  either  directly  to 
the  pumps  or  to  the  feed  water  heater.  This  same  tank  pump  may 
also  receive  its  supply  from  the  discharge  main  of  the  condensers 
from  ■which  if  will  receive  the  water  at  a  temperature  of  about  1 10 
deg.  F.  It  is  also  possible  by  closing  a  gate  valve  in  the  condenser 
discharge  pipe  to  raise  this  water  to  a  pressure  sufficient  to  deliver 
it  either  to  the  boiler  feed  pump  or  even  to  the  elevated  heater,  and 
there  is  a  pipe  connection  provided  for  this  purpose. 

After  leaving  the  pumps  the  water  will  eventually  be  passed 
through  the  economizer  before  it  reaches  the  boilers,  and  here  it  will 
be  heated  to  nearly  300  deg.  F.  At  the  present  time  it  leaves  the 
heater  at  about  200  deg.  F.  and  enters  the  boilers  through  a  connec 
tion  at  the  front  pari  of  the  upper  drums  a  fur  passing  through  a 
quick  opening  valve,  a  check  valve  and  a  globe  valve,  all  within 
reach  of  tin-  fireman.  An  auxiliary  safety  connection  is  made  be- 
ibe  pump  discharge  header  and  the  boiler  blow-off  headers. 
SO  that  in  case  of  a  serious  accident  at  the  front  of  the  boilers  it 
would   still    1  to  supply  them  with   water.     In  addition   to 

.ill  ibese  precautions  two  Penberthy  injectors  are  placed  between 
the  two  batteries,  so  that  cold  water  can  be  lifted  from  the  source 
of  supply  and  injected  directly  into  the  feed  water  supply  system 
without  the  use  of  any  of  die  pumps  or  condensers.  With  the  ad- 
dition of  a  reserve  supply  of  water  in  an  elevated  tank,  which  is  to 
be  added  when  the  car  barns  are  built,  it  is  hard  to  see  how  the 
boilers  will  ever  suffer  from  a  water  famine. 

High   Pressure  Steam  Piping. 

The  steam,  on  its  way  from  the  boilers,  passes  first  through  an 
automatic  valve  which  is  mounted  directly  mi  the  boiler  outlet  In 
order  to  open  this  valve  the  steam  in  the  boiler  must  reach  a  cer- 
tain pressure,  and  the  valve  will  immediately  close  again  if  the 
steam  pressure  drops  below  this  point.  This  valve  is  intended  as  a 
precaution  in  case  of  the  failure  of  any  one  of  the  boilers  through 
any  cause  as  in  such  an  event  it  automatically  cuts  itself  out  of 
service.  From  this  automatic  valve  a  full  sweep  half-circle  bend 
the  strain  to  the  top  of  the  header  through  a  gate  valve. 
This  header  is  12  in.  in  diameter  and  parallels  the  dividing  wall  be- 
tween the  engine  and  lioilcr  room  at  a  short  distance  above  the  boil- 
ers. It  is  supported  on  roller  brackets  with  two  sets  of  rollers  at 
right  angles,  which  allow  for  movements  in  two  directions.  The 
gallery,   which   is   provided  for  convenient  access  to  any  of 


Mar.  15,  1902.] 


STREET    RAILWAY    REVIEW. 


133 


the  valves,  can  be  reached  from  both  ends  of  the  plant.  The  header 
is  divided  in  the  middle  by  a  by-passed  valve,  so  that  in  case  of  ac- 
cident either  half  of  the  plant  can  be  run  independently  of  the  other 
half.  All  valves  in  the  plant  are  of  Crane  make  and  all  high  pres- 
sure piping  4  in.  in  diameter  and  over  is  flanged.  All  live  steam 
and  hot  water  piping  is  covered  with  heat  insulation,  made  by  the 
Manville  Covering  Co. 

An  auxiliary  header  supplies  the  steam  to  the  exciter  engine  to 
the  condenser  pumps,  to  the  boiler  feed  pumps,  to  the  air  compres- 
sor, and  to  the  fan  engine.  It  is  paralleled  by  the  auxiliary  exhaust 
pipe,  and  by  the  main  exhaust,  all  of  which  are  located  underneath 
that  part  of  the  floor  which  forms  a  runway  on  the  wall  side  of  the 
condenser  pit. 

Engines  and  Connections. 

There  are  two  engines  rated  at  750  h.  p.  each.  They  are  of  the 
vertical  cross-compound  condensing  type  and  run  at  150  r.  p.  m. 
The  cylinders  arc  21''.  and  45  by  24  in.  Each  engine  has  a  fly- 
wheel 06  in.  in  diameter  and  weighing  16,000  lb.  Both  high  and  low 
pressure  cylinders  are  jacketed  and  the  receiver  has  reheating  sur- 
face. 

Both  engines  and  generators  are  of  the  direct  connected  type,  but 
the  method  of  connection  departs  somewhat  from  standard  practice. 
The  engine  shaft  extends  beyond  the  main  bearings  a  distance  suf- 
ficient to  receive  the  hub  of  a  flanged  coupling.  The  revolving  fields 
of  the  generators  are  carried  on  an  independent  shaft  resting  in  two 
adjustable  bearings  through  which  the  generator  shaft  extends  to 
receive  the  other  half  of  the  flanged  coupling.  The  halves  of  the 
couplings  on  the  engine  and  on  the  generator  are  thus  in  position 
to  be  connected  by  means  of  three  taper  bolts.  In  this  way  the  gen- 
erators are  built  and  installed  entirely  independent  of  the  engines 
without  the  usual  delay  resulting  in  an  effort  to  secure  co-operation 
between  the  engine  and  generator  builders.  The  generators  being  in- 
dependent of  the  engines  it  is  possible  to  shift  the  generators  from 


\NH  PIPING. 

one  engine  to  another  in  case  of  nrn.' 

the  generators.     Thi«  arrangement  gives  a  certain  amount  of  re- 

Mabilit.  than  is  found  with  the  ordinary  Independent  unit 

plan,  in  whi-  down  of  an  ■  llginl  01   genet 

the  Titir'-  unit. 
The  connecting  system  described  ha'.  particularly 

In  buying  the  eli 

equipment   that   it    would   be   impossible   to  secure   shipment   of  tlir 


generators  inside  of  eight  months,  whereas  the  road  itself  would 
be  ready  to  operate  inside  of  five  months.  To  overcome  this  dif- 
ficulty the  engines  were  installed  without  waiting  for  the  perma- 
nent generators,  and  a  temporary  belt  pulley  on  an  independent  shaft 
was  put  in  place  in  the  bearings  of  one  of  the  generators,  a  belt 
being  run  through  a  window  to  a  belted  double  current  generator 
installed  in  a  lean-to  shed.    The  consequence  has  been  that  the  road 


HEATER,  I'UMPS  AND  FAN  ENGINE. 

has  been   independent  of  the  serious  delay   in   starting  usually   en- 
countered  with   enterprises  of  this  character. 

Condensers. 

The  water  for  condensing  and  boiler  feed  is  taken  from  Rush 
Creek,  some  225  ft.  from  the  power  house.  The  water  enters  through 
a  crib,  constructed  of  2  x  8-in.  timber,  properly  cribbed  and  filled 
with  cobble  stones  to  prevent  displacement,  then  passes  through  two 
18-in.  vitrified  tile  to  an  intake  well,  intercepted  by  settling  basins. 

The  intake  well  is  12  ft.  in  diameter.  From  this  supply  two  cast 
iron  injection  mains  of  10  in.  diameter,  and  one  6  in.  boiler  feed 
water  main  run  directly  to  condenser  pit  of  power  house. 

The  discharged  water  mains  from  condensers  are  two  12  in.  cast 
iron  pipes  until  the  intake  well  is  reached,  when  from  this  point  to 
creek  vitrified  pipe  24  in.  in  diameter  were  used.  Should  the  creek 
ever  "dry  up"  or  the  stream  decrease  in  volume,  a  self-cooling  towel 
can  be  placed  over  intake  well  with  but  little  additional  expense. 

A  marble  board  containing  the  steam,  vacuum  and  air  gage  1 
well  as  a  clock,  is  mounted  in  a  central  location  ""  the  Steam  side 
of  the  station  and  indicates  the  operating  conditions  of  steam  pres 
sure  and  vanillin  The  air  compressor  for  the  car  brake  system  is 
located  on  an  elevated  foundation  in  one  corner  of  the  basement, 
and  in  line   with  the  condensers. 

Electrical   Equipment. 

The  alternators  are  of  the  three-phase,  25-cycle  rotary   field   Its 
irmature  type,  "f  500-kw.  capacity,  made  by  the  Wi 
house  C    nd  are  provided  with  annaturi    sliding  frame  to 

permit  access  to  all  windings  for  repairs  without   requiring  use  "f 

a  crane       I  bey  hive  20  poles  and  operate  at  a  speed  of  150  r.  p.  m 

ting  is  722  anipi  re    pel  terminal     The  two  e> dynamos 

arc  12s  volt  jo-kw   each  and  dthei  applying  full 

limn  for  the  two  joo-lrw  !ii      eparately  ex- 

cited fields  require   120  amperes  at  100  volts  at  full   rated  current 


134 


STREET  RAILWAY  REVIEW. 


[Vol.  XII,  No.  3- 


output   per  terminal,  nt  3S0   volts,   working  on   100  per  cent   power 
factor     Willi  an  So  per  cent  p.. wit  (actor,  on  full  load,  an  in 
of  20  per  com  iii  field  current  is  required.    The  alternator  armatures 
■  connected  and  oi  the  slotted  drum  type.    The  armature  lias 
large  ventilating  ducti  and  is  substantially  constr 

The  direct  current  exciter  generaton  are  direct  connected  to  hori- 
zontal simple  engine!  running  at  300  r.  p.  m.  These  exciters  arc  set 
on  concrete  foundations,  built  directly  on  the  floor  beams,  with  the 
result  that  no  space  is  taken  up  in  the  hasement  by  auxiliary  founda- 
tions. The  exciters  and  draft  fan  engine  are  located  on  a  level  and 
in  the  same  part  of  the  plant,  thus  reducing  the  work  of  the  operatOI 
to  a  minimum.  The  steam  reaches  the  exciter  units  through  pipe 
hinds  connected  to  the  auxiliary  steam  header. 

The  switchboard  consists  oi  iH  "f  blue  Vermont  marble, 

mounted  on  the  usual  framework  of  angle  irons,  distributed  as  fol- 
lows : 


and  the  usual  delta  connections  arc  made.  These  transformers  on 
both  primary  and  secondary  windings  are  arranged  for  cutting  in 
or  out  coils  or  sections  for  voltage  adjustment 

Two  300-kw,  rotary  converters  are  installed  in  the  power  house, 
for  handling  the  sections  of  the  line  adjacent  to  the  power  house. 
Ih.  rotaries  are  Started  by  an  induction  motor  direct  connected  to 
the  armature  shaft,  and  synchronized  by  means  of  lamps  connected 
on  one  side  to  bus  bars  and  on  the  other  to  tin.  alternating  current 
side  of  the  rotaries.  The  switch  controlling  the  starting  motor  is 
of  the  double  throw  type,  arranged  fur  high  ami  low  volta. 
nections  to  transformers.  Consequently,  with  one  position  of  the 
switch  the  motor  develops  a  speed  -lightly  in  excess  of  the  syn- 
chronous speed  and  with  the  other  position,  a  speed  below  it.  This 
permits  of  the  proper  speed  being  reached  as  indicated  by  the  syn- 
chronizing lamps. 

Each  governor  arm  of  the  750  h.  p.  engine,  driving  the  alternator. 


VWV  VVW  WW 


pyj^r^ 


DIAGRAM  OF  STATION  WIRING. 


One  exciter  panel  (two  exciters).  2  alternator  panels,  2  transform. 
cr  panels,  2  alternating  current  rotary  panels,  2  direct  current  ro- 
tary panels,  I  direct  current  trolley  double  feeder  panel. 

This  switchboard  is  of  the  Westinghouse  standard  pattern.  The 
principal  features  of  the  boards  are  a  totalizing,  integrating  watt- 
meter, placed  on  each  alternator  panel ;  a  double,  low  tension  bus 
bar  arrangement  for  flexible  manipulation  of  alternators  with  trans- 
formers and  rotary  converters,  and  separate  ammeters  for  each 
phase  reading  to  1200  amperes. 

Synchronizing  lamps  and  shunt  transformers  are  used,  when  ma- 
chines are  to  be  synchronized  with  bus  bars. 

The  step-up  static  transformers,  which  are  located  in  a  gallery, 
are  of  the  Westinghouse  oil  cooled  type,  and  are  seven  in  number 
(two  sets  of  these  each  and  one  spare),  each  being  of  200  kw.  ca- 
pacity. The  ratio  of  conversion  is  one  to  fifty.  Two  fuse  cut-outs 
are  placed  on  the  low  tension,  or  machine  side  of  each  transformer, 


is  equipped  with  a  scries  wound  !4-h.  p.  125-volt,  Sprague  electric 
motor,  for  controlling  the  speed  of  the  engine  in  synchronizing  gen- 
erators. The  control  of  this  motor  is  from  special  switches  and 
rheostats  on  the  switchboard. 

Lead  encased  cables  are  used  for  connecting  the  alternator  units 
with  the  switchboard  and  transformers  and  these  are  carried  under 
the  engine  room  floor  on  wooden  brackets  fastened  to  the  I-beams. 
The  two  rheostats  for  the  generator  fields  rest  on  suspended  shelves 
in  basement. 

For  some  months  past,  a  iooo-kw.  rotary  converter  has  been  in 
operation,  pending  the  delivery  of  permament  alternators.  This  ma- 
chine is  belted  to  special  pulley  fly-wheel  on  the  engine  shaft  and 
runs  at  300  r.  p.  m.  A  5.62-kw.  500-voIt  exciter  dynamo  is  belted 
to  the  shaft  of  the  rotary  and  supplies  the  fields  with  current.  A 
three-phase  alternating  current  of  380  volts  is  delivered  to  static 
transformers  and  a  direct  current,  approximating  600  volts,  or  such 


Mar.  15.  1902.] 


STREET    RAILWAY    REVIEW. 


135 


voltage  as  follows  the  departure  of  the  generator  from  a  true  sine 
wave,  is  delivered  to  the  trolley  wire  of  the  line  sections  adjacent 
to  the  power  house. 

This  temporary  arrangement  has  worked  well,  excepting  for  the 
rigulatinn.  which  has  been  poor  at  times,  occasioned  by  the  reactive 
effects. 

The  station  lights,  consisting  of  some  65  lamps,  are  operated  off 
of  a  special  transformer  of  125  volts  secondary  and  400  volts  pri- 
mary. After  the  shut  down  of  the  plant  at  night,  should  light  be 
required,  the  exciter  dynamo  is  started  and  switches  transfer  this 
doty  to  the  exciter. 

The  six  high-tension  wires  after  leaving  the  step-up  transformer 
are  interrupted  at  the  high  tension  board,  by  six  single  pole  com- 
bination  fuse   switches  or  circuits  breakers. 

In  the  station  low  equivalent  arresters  are  mounted  on  a  marble 
panel  24  in.  x  65  in.  One  single  pole  arrester  is  used  on  each  end 
of  each  transmission  line. 

Static  interrupters  which  resemble  transformers  in  external  ap- 
pearance take  the  place  of  the  choke  coils  commonly  used,  and  are 
much  more  effective.  On  high  tension  circuits,  switching,  grounds 
and  short  circuits  may  produce  static  effects  similar  to  those  of 
lighting.  The  static  interrupter  protects  the  transformers  against 
sudden  static  disturbances.  The  interrupter  includes  a  choke  coil 
in  series  with  the  line  and  the  condenser  connected  between  line 
and  the  ground, — nearer  the  transformer  than  the  choke  coils.  The 
choke  coil  and  condenser  are  placed  in  a  self-cooling  tank.  The 
base  dimensions  are  approximately  20  x  27  in.  Three  leads  are 
brought  through  the  top  of  the  case  through  insulating  bushings 
for  connection  to  line,  to  transformer  and  to  ground. 

The  interrupters  are  single-pole  and  three  are  used  for  each 
group  of  three  transformers,  the  interrupters  being  placed  in  the 
leads  of  the  delta.  No  switching  of  live  high  tension  wires  is  per- 
missable  within  the  interrupters,  except  that  a  transformer  may 
be  cut  in  or  out  when  its  high  tension  voltage  is  maintained  in- 
terchangeable by  potential  on  the  low  tension  winding.  In  this  case 
the  high  tension  switching  is  not  dangerous  because  it  produces 
no  change   of  potential. 

It  will  be  noted  that  the  arresters  which  serve  to  prevent  an 
abnormal  rise  of  potential  due  to  lightning  are  placed  on  the  line 
wires  where  they  enter  the  stations  and  that  the  interrupters 
whose  function  it  is  to  prevent  short  circuits  from  static  disturb- 
ances are  placed  between  the  transformers  and  the  transmission 
line  switchboard,  so  that  no  switching  of  high  tension  circuits  will 
be  done  within  the  interrupters.  These  lightning  arresters  are  of 
the  most  approved  pattern,  made  by  the  Westinghouse  company 
and  known  as  the  low-equivalent  type, 

The  wiring  for  this  station  consists  of  rubber  covered  wires 
placed  on  brown  porcelain  insulators,  supported  by  standard  oak 
pins.  A  well  seasoned  wooden  frame  work,  carries  the  high  ten- 
lion   switches  and  lightning  arresters. 

Six  aluminum  win--  of  52,630  circular  mils  each  leave  the  Jen- 
ison  power  house,  carrying  current  at  20,000  volts,  and  follow  along 
the  railway  tra  to  the  Zeeland  tub  station,  r-  miles  dis- 

tant, and  at  this  sub-station,  these  six  wires  pass  through  the 
building  and   continue   on   to   Macatawa     ub    tation    to'.'    miles, 

from    Zeeland.      The    six    high    potential    wire  two    cir- 

cuits. Although  one  circuit  would  suffice  for  the  operation  of  the 
two  sub-Stations,   it    was   deemed   !,.  thi    three 

conductors  of  the  105.500  c.  m.  of  aluminum  required,  into  six  wires 

-'.630  c.   m.  each,  allowing  IkiiIi   circuits   to  be   normally    run   in 
multiple.     In  the  event  of  accident  bv  grounding  or  the  breaking  of 

trie  wire  or  win  thi   other  is  in  readini      to 

carry  the  load      Although  effecting  a  greater  drop  in  voltage  by  this 

make  shift,  the  cars  would  be  kept  in  continuous  operation  with 
!   slightly   impaired      Other   combinations  of  the   three   wire 

circuits  are  as  foil 

Of  the  two  alternators  installed  at    the  JenisOfl   power  hoi) 

may  deliver  current  over  one  •  i r<  1 1  it  to  the  Zeeland  sub  itation, 
and  the  other  alternator  the 

1.     or    1  mints   and      ul  may    be    put    in 

multiple  with  the  alternator!,  Again  one  of  the  circuits  can  be 
and  the  multiple  combination  continue  bet  "l   and    M 

tawa.  or  1  ngemenl  permits  of  great  flexibil 

made  inoperative  or  dead  land, 

with   but   comparatively   slight  The    two,    thn 

wire  three-phase,   alternating  current  circuits  have   the   wires   24 


in.  apart  at  the  corners  of  an  equilateral  triangle.  All  joints  on 
these  circuits  are  made  with  Mclntyre  connectors  and  the  joint 
has  been  found  very  satisfactory.  High  tension  wires  are  tied  to 
number  two  Provo  glass  insulators,  weighing  six  pounds  each, 
with   a   diameter  across  the  base  of  7^   in. 

The  bottom  of  the  insulator  is  fully  5  in.  above  the  cross  arm. 
Glass  was  preferred  to  porcelain  and  has  worked  effectively.  The 
line  received  its  first  current  of  high  voltage  in  a  downpour  of  rain 
and  no  trouble  was  given  by  a  single  insulator,  in  fact  no  part  of 
the  equipment  gave  any  trouble  whatsoever.  The  glass  insulators 
are  believed  to  be  much  superior  to  porcelain,  and  the  lower  cost 
is  not  the  least  thing  to  be  considered.  They  do  not  require  a  test 
before  being  placed  in  service  and  the  life  without  deterioration 
is  longer. 

Insulators  are  placed  on  special  oak  pins,  14  in.  long  which  have 
been  boiled  in  paraffine  oil.  These  pins  are  socketed  in  cross  arms, 
6  ft.  and  8  ft.  long  and  are  held  firmly  in  place  by  plugs,  made  of 


DIAGRAM  OF  POLE. 

f.i'-in.  round  maple  dowclling  stuff,  which  is  driven  through  bides 
in  the  cross  arm  and  pin.  Ibis  method  is  used  in  preference  to 
nails.  The  usual  braces,  bolted  ito  cross  arms  and  lagged  to  pole, 
hold  the  cross  arms  in  position.  The  illustration  showing  the  pole 
with  cross  arm  and  bracket  construction  nives  other  measurements 

in  detail.  The  poles  are  40-ft.  and  30-ft.  lengths  with  7  in.  lops 
and    13   in.   in   diameter,  6  ft.   from  the  base  and  were  shipped   from 

I.'Anse.  a  northern  Michigan  timber  point. 

Considerable    difficulty    was    experienced,    in   securing    poles    that 
would  pass  inspection  and  the  writers  experience  the  last  year  with 

!"      part     of    overhead    eon, 1  inn  ion.    indicates    that     Michigan    will 

oon  be  barren  of  suitable  timber  for  30  ft.,  35-ft,  or  40-fl    poles 

Vln  idj    the  telephone  panies  are   "  ing   thi    Washington  and 

Idaho  cedar,  and  tie   increased  freight  charges  make  the  poles  from 

the    lattei       tat'       COS)    re   than    thoSl     that    Michigan    can    furnish. 

though  lb'    lattei  are  mm  h     ii|n' 1    everj    way.     Poles  are  spaced 

too  ft    apart  and  an   midway  between  tracks  which  are  15  ft.  be- 

nd   ' ! '    placed  on  an  average  of  7  ft.  iii  the  earth, 

\n  poles  are  tarred  on  the  butts  and  painted  from  ground  line  to 

roof.     Where  poles  were     el   in  marsh  01    Bwampj    g nd,  they 

ell  barrelled.    At  the    idi   oi  each    ixth  pole  is  di  iven  a  1-' 

ion  of  galvanized  iron  pipe  to  which  is  connected    1  No.  6 

coppei   wire,  leading  directly  to  the  top  of  pole  and  tapped  into  a 

barb  win  carried  on  a  top-gi da     cabli  inaulatoi      Mm  .   pipes 

form  a  i 1  earth  connection  for  lightning  di  charges  thai    Biay 

1  circuil        lb.   bai  b  •■,  In   1    of  largi   sizi   and 
used  in  the  belief 

ild  bi    li      dan 1  bi  1  al  igi .  than  with  a  smaller 

si/e,  which  iii  falling  would  menao   the  high  tension  wires     The 
1  ul  itor,  on  which  the  barb  win   rests,  I    not  used  foi 


136 


STREET    RAILWAY    REVIEW. 


[Vol.  XII,   No.  3. 


insulation,  but  after  some  investigation,  it  was  found  that  this  form 
of  support  for  barb  wire  was  the  cheapest  and  most  substantial. 
consequently  it  was  used  in  preference  to  a  more  simple  arrange- 
ment. 

The  first  circuit  runs  continuously  without  transposition,  from 
the  power  house  to  Macatawa.  while  the  second  circuit  receives 
one  complete  turn  or  twist  between  the  power  house  and  the  Zetland 
sub-station  and  between  the  latter  and  Macatawa.  Direct  current 
feeders  of  aluminum  are  also  used  and  these  were  supported  on  the 
trolley  brackets,  rather  than  upon  an  additional  cross  arm.  This 
method  is  not  only  neat  and  substantial,  but  less  expensive  than 
additional  cross-arms.  The  trolley  bracket  used  was  of  a  special 
pattern  made  by  the  Ohio  Brass  Co.  of  Mansfield,  O.,  2-1'n.  steel 
tubing  being  used  with  heavy  re-enforced  castings.  These  brackets 
were  fastened  to  the  pole  by  lag  screws  and  machine  bolts,  the  lat- 
ter being  used  where  extra  strength  was  required.  The  brackets 
are  very  strong  and  are  specially  adapted  to  intcrurban  high  speed 
work.  It  will  be  noticed  that  this  bracket  is  braced  both  from  above 
and  below  the  horizontal  arm.  Brackets  are  placed  20  ft.  above 
the  rails  and  8  ft.  10  in.  from  the  lower  cross  arm.  On  the  40-ft. 
high-tension  poles,  a  distance  of  5  ft.  5  in.  is  maintained  below  the 
telephone  circuit  and  horizontal  arm  of  brackets,  with  a  separating 
distance  of  20  in.  between  the  two  No.  10  copper  telephone  wires. 
Steel  thimble,  angle,  drive-brackets  are  used  for  supporting  the  pony 
glass  insulators.  The  transpositions  of  the  telephone  wires  occur 
every  four  poles  and  a  straight  drive-bracket  with  a  transporta- 
tion glass  insulator  is  used.  The  transpositions  are  made,  by 
soldering  No.  12  weatherproof  insulated  copper  wire  across  incom- 
ing wires.  Thus  far  the  telephone  circuit  has  been  very  sensitive 
and  worked  well,  but  as  soon  as  a  ground  occurs,  the  circuit  is 
then  too  noisy  to  hear  ordinary  speech.  Telephones  are  installed 
at  the  power  house,  turn  outs,  sub-stations,  offices,  and  car  barns. 
A  dispatcher  is  employed  to  direct  the  movements  of  the  cars  by 
the  medium  of  the  telephone  line. 

The  General  Electric  M.  D.  type  of  lightning  arrester  is  installed 
and  four  of  these  are  placed  to  the  mile,  giving  the  most  efficient 
lightning  protection   for  the   direct   current  circuits. 

The  trolley  wire  used  is  No.  000  figure  8  section  supported  by  the 
type  W.  cap  and  cone  hangers  made  by  the  Ohio  Brass  Co.  A 
lock  washer  is  inserted  between  the  stud  of  the  hanger  and  the 
clincher  ears  attached. 

Taps,  from  direct  current  feeders  to  trolley  wire,  are  made  on 
every  twelfth  pole  and  consist  of  a  special  mechanical  aluminum 
clamp  joint  soldered  to  No.  o  insulated  stranded  copper  cable.  This 
is  supported  along  the  horizontal  arm  of  trolley  bracket  by  special 
insulator  clamps,  and  then  passes  into  feed-in  ears  attached  to  the 
hangers.  The  direct  current  aluminum  cables,  are  connected  by 
mechanical  joints,  the  receptacles  being  compressed  on  the  cable 
and  joined  by  a  lock  nut,  with  right  and  left  hand  threads.  The 
usual  strain  guys  arc  used  where  necessary,  always  broken  by 
globe  strain  insulators.  Through  several  villages  that  the  road 
passes  span  construction  is  resorted  to. 

Section  insulators  in  both  trolley  wires  bridged  by  800-ampere 
circuit  breakers,  are  placed  between  power  house  and  Zeeland  and 
the  latter  sub-station  and  Macatawa.  The  normal  position  of  these 
breakers  is  closed,  causing  all  sub-station  rotaries  to  be  in  multiple 
on  their  direct  current  side.  Should  a  heavy  short  circuit  come 
upon  any  section  the  circuit  breakers  immediately  open,  lighting 
a  bank  of  signal  lamps.  As  a  car  approaches,  on  the  section  not 
affected  by  the  short  circuit,  the  lighted  lamps  are  observed  by  the 
motorman,  who  stops  his  car,  opens  the  line  switch,  closes  the  cir- 
cuit breaker,  and  then  closes  the  line  switch  If  the  circuit  breaker 
does  not  open  again,  it  is  understood  that  the  trouble  is  removed 
and  the  car  proceeds.  Should  a  disablement  or  break  down  of 
machinery  occur  at  any  sub-station,  it  is  possible  to  continue  opera- 
tion  of  cars  at  reduced  speed  as  before  mentioned. 

The  old  steam  power  plant  at  Macatawa,  of  500-kw.  capacity  has 
not  been  dismantled,  but  will  be  used  during  the  summer  months, 
when  excessive  loads  on  the  Holland  terminal  require  its  operation. 

The  main  sub-station  room  at  Zeeland  has  interior  dimensions 
of  30  ft.  8  in.  x  27  ft.  and  contains  two  300-kw.  Westinghouse 
rotary  converters,  seven  120-kw.  step-down  oil-cooled  transformers, 
six  static  interrupters  and  lightning  arresters  and  six  combination 
fuse  switches,  also  emergency  switches,  for  putting  the  high  ten- 
sion circuits  in  multiple.  At  Zeeland  switches  for  controlling  the 
lines  to  Macatawa  sub-station  are  provided.    A  seven-panel  switch- 


board  is   installed   and   all   wiring   under  the   floor   was   done    with 

lead  encased  cable. 

In  the  gallery,  some  seven  feet  above  the  floor,  are  placed  the 
static  interrupters,  combination  fuse  switches,  and  emergency 
switches.  The  switches  controlling  the  Macatawa  sub-station,  are 
I  on  the  opposite  wall  and  are  reached  by  ladder. 

The  switch!  lists  of  2  transformer  panels,  2  alternating 

current   rotary   panels.   2  direct   current  and    1    direct 

current  double  feeder  panel.  A  swinging  bracket  holding  2  direct 
current   voltmeters   is  attached  to  the  latter  panel. 

All  transformers  arc  earthed  and  are  piped  up.  with  individual 
valves  on  each  transformer,  for  draining  oil  from  the  cases. 

Car  Equipment 

Six  closed  passenger  cars  47  ft.  long  length  and  four  closed  pas- 
senger cars  41  ft.  long,  with  motorman's  cab  on  one  end  only,  are 
already  in  operation.  These  cars  with  trucks,  brakes  and  motors, 
weigh  23  tons  and  25  tons  respectively,  and  with  the  passenger 
load  4  tons  more.  The  cars  were  furnished  by  the  Jewett  Car  Co. 
and  the  G.  C.  Kuhlmann  Car  Co.  They  are  finished  in  cherry  and 
oak;  a  smoking  compartment  is  provided  on  part  of  the  cars. 
Where  a  baggage  compartment  is  used,  small  folding  seats  arc  dis- 
tributed about  the  enclosure,  for  smokers.  The  windows  have  very 
low  sills  and  arc  of  the  Pullman  type. 

The  trucks  are  of  the  Peckham  14  A.  extra  strong  type  with 
outside  hung  brakes,  and  are  equipped  with  four  Lorain  Steel 
Co's.  No.  34  motors  of  so  h.  p.  each  with  inside  hung  rigid  suspen- 
sion. The  current  required  to  start  car  is  175  amperes,  and  tl 
mal  running  current  is  135  amperes  at  500  volts.  These  motors  are 
protected  by  "A-P"  circuit  breakers.  The  trolley  base  installed  is 
of  the  Bleasdale  &  Holland  type.  The  cars  are  heated  by  the  Peter 
Smith  hot  water  heaters;  some  are  placed  with  sheet  iron  parti- 
tion, back  of  the  rear  seat,  in  the  rear  end  of  the  car,  and  others 
are  located  in  a  separate  enclosure,  adjoining  the  toilet  room.  All 
cars  are  equipped  with  the  storage  air  brake  system  furnished  by 
the  Magann  Air  Brake  Co.  The  air  reservoirs  are  charged  from  a 
large  storage  tank,  set  between  the  two  tracks,  at  Jenison,  000  ft. 
from  the  power  house.  The  air  compressor  is  of  the  Hall  Steam 
Pump  Co's.  manufacture,  and  a  part  of  the  power  house  equipment. 
An  additional  air  compressor,  of  the  belt  driven  typ«  and  of  same 
make,  is  placed  in  the  Macatawa  sub-station  and  operated  by  a 
series  electric  motor.  Ham  sand  boxes  are  on  all  and  cars  work 
effectively.  The  Beverly  wheel  hand  brake  is  also  provided.  The 
car  seats  arc  from  the  Hale  &  Kilburn  Manufacturing  Co.  and  are 
of  the  well-known  high  back,  "walkover"  type.  The  short  cars 
(41  ft.)  are  provided  with  rattan  seats  and  the  long  cars  (47  ft.) 
have  a  handsome  plush  covering.  The  shorter  cars  seat  46  people 
and  have  wide  aisles.  The  company  has  recently  ordered  five  50-ft. 
passenger  cars,  which  is  proof  that  the  long  cars  are  considered 
best  suited  for  its  intcrurban  business.  It  is  confidently  expected 
that  trains  of  two  cars  will  be  necessary  for  handling  the  summer 
business.  Ultimately,  the  shorter  cars  will  run  during  that  part  of 
the  day  when  travel  is  light.  The  road  also  has  in  addition  to  this 
car  equipment,  three  35-ft.  closed  passenger  cars  and  seven  35-ft. 
12-bench  open  passenger  cars,  equipped  with  two  35-h.p.  motor 
Walker  equipments.  These  cars  are  mounted  on  maximum  traction 
tracks. 

A  terminal  barn  and  shop  are  located  at  the  Macatawa  sub-Sta- 
tion, and  another  will  be  built  in  the  spring  at  Jenison.  A  feature 
of  the  latter  barn  is.  that  the  main  tracks  pass  through  barn  and 
arc  provided  with  inspection  pits.  Every  car  will  receive  an  inspec- 
tion of  motors,  wheels  and  trucks,  every  round  trip.  Ad 
these  tracks  are  two  car  storage  tracks,  also  one  pit  tracks  for  re- 
pairs. 

The  freight  equipment  consists  of  three  35-ft.  closed  cars,  similar 
in  exterior  appearance  to  those  used  for  passenger  purposes.  Oil 
headlights  are  used  and  cars  are  equipped  with  fenders.  Thi 
pany  has  six  26-ft.  box  cars  and  six  30-ft.  gondolas,  also  on. 
bination  freight  locomotive  and  nose  snow  plow  and  one  Ruggles 
rotary  snow  plow.  These  snow  plows  have  done  excellent  work 
during  the  past  winter. 

The  rates  for  freight  are  low,  ranging  from  2''-  cents  to  23  cents 
per  100  lb.,  dependent  upon  distance  rate  basis  and  classification. 
The  express  rates  vary  from  20  cents  for  a  package  weighing  not 
more  than  10  lb.,  to  45  cents  for  packages  weighing  from  50  to  100 
lb.     Over   100  lb.  a  rate  of  45  cents  per  hundred  is  made.     These 


Mar.  15,  1002.] 


STREET  RAILWAY  REVIEW. 


137 


rates,  however,  van-  somewhat,  dependent  upon  the  distance,  classi- 
fication and  risk.  While  on  the  Grand  Rapids  Railway  Co's.  tracks 
freight  cars  operate  on  a  mileage  basis. 

Village  franchises  call  for  a  rate  not  to  exceed  ij^  cents  per 
mile,  for  carrying  passengers,  with  no  fare  accepted  less  than  5 
cents,  but  the  steam  railroad  competitor  has  recently  reduced  its 
rates,  and  as  a  result  the  interurban  company  is  making  special 
rates  during  certain  hours  of  the  day,  when  the  steam  road  has 
trains  moving  between  terminal  points.  For  track  privileges  in 
Grand  Rapids,  the  interurban  company  receives  2  cents  on  every 
fare  in  either  direction  on  local  or  interchanged  traffic,  free  trans- 
fers being  given  and  the  local  Grand  Rapids  road  provides  train 
crew  and  power,  furnishing  and  maintaining  the  track. 

The  Grand  Rapids,  Holland  &  Lake  Michigan  Ry.  was  financed 
and  built  by  the  Detroit  Construction  Co.,  of  Detroit,  of  which 
John  Winter  is  president  and  B.  S.  Hanchett.  jr..  vice-president. 
The  electrical  and  mechanical  engineering  work  was  tinder  the  direc- 
tion of  W.  D.  Ray.  at  that  time  electrical  engineer  for  the  Detroit 
Construction  Co.    L.  B.  Wilson  was  the  civil  engineer. 

The  contract  for  the  complete  power  plant  including  the  building 
was  awarded  to  the  Arnold  Electric  Power  Station  Co.,  of  Chicago, 
and  this  part  of  the  work  was  done  in  accordance  with  plans  and 
specifications  submitted  by  the  Arnold  company. 

« »• 

CONVENTION  OF  RAILWAY  COMMISSIONERS. 


CONCRETE-STEEL   BRIDGES  FOR  INTERUR- 
BAN  RAILWAYS. 


BY  DANIEL  B.  LUTKN,  LA  FAYETTE,  IND. 


The  National  Association  of  Railway  Commissioners  met  at 
Charleston,  Feb.  11-12-13,  I9°2,  this  being  the  14th  annual  con- 
vention of  the  railroad  commissioners  of  the  United  States.  The 
Association  of  American  Railway  Accounting  Officers  and  the 
Street  Railway  Accountants'  Association  of  America  are  each  rep- 
resented in  the  commissioners'  association  by  a  committee  of  three, 
and  on  the  occasion  of  the  Charleston  meeting  the  latter  associa- 
tion sent  as  its  committee,  H.  C.  Mackay,  of  the  Milwaukee  Electric 
Railway  &  Light  Co.;  C.  N.  Duffy,  of  the  Chicago  City  Railway  Co., 
and  W.  F.  Ham,  of  the  Washington  Traction  &  Electric  Co.  Mr. 
Duffy  had  also  been  appoointed  as  a  member  of  the  Railway  Com- 
missioners' committee  on   statistics. 

It  will  be  remembered  that  at  the  San  Francisco  meeting  of  the 
Railway  Commissioners  a  committee  consisting  of  L.  M.  Read,  of 
Vermont,  Ashley  W.  Cole,  of  New  York,  and  George  N.  Bishop,  of 
Massachusetts,  was  appoointed  to  confer  with  a  committee  of  the 
American  Street  Railway  Accountants'  Association  and  prepare  a 
form  of  "Report  for  Electric  Roads."  H.  JL  Wilson,  of  the  Boston 
Elevated  Railway  Co.,  W.  F.  Ham,  of  the  Washington  Traction  & 
Electric  Co.,  and  Elmer  M.  White,  of  the  Hartford  (Conn.)  Street 
Railway  Co.,  were  appointed  on  behalf  of  the  Accountants'  Associa- 
tion. These  committees  met  in  New  York  Jan.  10,  1902,  and  it  was 
decided  to  lay  a  prepared  form  before  the  Street  Railway  Account 
ants'  Association  at  its  Detroit  meeting,  and  then  present  a  report 
at  the  1903  convention  of  the  Railway  Commissioners. 

The  next  meeting  of  the  National  A  on  of  Railway  Com- 

missioners  is   to  be  held   in    Maine   July.    1003.      Mr     I!     F    Chad 
bourne,  of  Maine,  is  president,  and  Mr.  E.  A.  Moseley,  secretary 
of   the     Interstate    Commerce    Commission,    Washington,     I)     C, 
secretary. 


TRANSFER  SYSTEM   IN    COLUMBUS,   GA. 


A  complete  transfer  system  has  been  devised   f'»r  the  Columbus 
Railway  Co.  which  will  be  put  into  operation  within  tl 
weeks.     An  ordinance  is  now  pending  1  1]   preventing  the 

sale  or  giving  away  of  transfers,  and  II  1001!  U  thi     ■     adopted  the 
Columbus    Railway   Co.   will   put    on   transfers.     Several   years   ago 
tnpany   gave   transfers,    but    the    privilege    was   abused   to   a 
considerable  extent,  as  the   system  was  a  rather  I  ind   for 

this  r<  fers  were  '<  ilished.     With  the 

new  system  ■bottl  to  be  put  into  effect  the  officei     of  the  company 
elaim  that  while  transfers  will  be  grained  to  every  line,  thi 
itised. 


Concrete  has  had  so  many  adaptations  to  bridge  abutments  and 
arches  in  the  past  few  years,  and  has  so  cheapened  this  kind  of 
construction,  that  many  engineers  have  overlooked  the  fact  that 
still  more  efficient  structures  may  be  constructed  of  concrete  rein- 
forced with  steel.  Concrete-steel  is,  in  fact,  as  much  more  reliable 
and  efficient  than  concrete  as  steel  is  than  wrought-iron.  And  just 
ns  steel  has  almost  entirely  superseded  wrought-iron  in  bridge  con- 
struction, so  concrete-steel  will,  when  better  understood,  replace 
concrete,  except  for  members  that  are  perhaps  entirely  in  compres- 
sion. At  present  prices,  concrete  is  a  more  economical  material 
than  steel  for  transmitting  compressive  stresses,  but  steel  is  much 
the  more  efficient  material  for  transmitting  tension.  In  combina- 
tions of  the  two  materials  then,  the  greatest  efficiency  will  in  gen- 
eral be  secured  by  placing  the  steel  so  as  to  resist  the  tensile 
stresses,  while  the  concrete  is  relied  upon  to  resist  the  compressive 
stresses  and  to  act  as  a  protective  coating  for  the  steel ;  such  a 
combination  for  example  as  is  used  for  flat  floor  arches  or  girders 


The  Eastern  Indiana  Traction  Co.   is  making   rapid   progreil  in 
securing   rights  and   franchises   for  the   proposed   line   from    [ 
to  Gas  City.    Th'  ■  and  ii  ia  expei  0,1  thai 

cars  will  be  in  operation  over  the  entire  route  within  six  months. 


/7y.<3 


where  the  steel  1    embedded  in  the  concrete  in  the  form  of  auspen 

■-ion  ,  ,il  I, 

Figs.   1,  2  and   t,  tire  arches  of  the  same  span   and   rise  designed 

according  to  thi    populai   method    ol  concrete  and  concrete 

I  construction.     Fig.  t  is  of  an  arch  of  coi aJ .,  thai  is 

with  no  steel  reinforci  men!  whati  rei      1  hi   thii  kness  oi  the  an  h  al 
the  crown  mill  abutment   was  determined  by  Trautwine'e  empirical 
formulas  for  highway  bridgi     oi  first  .1.1      ma  onrj      ["hi    curve 
inn-  of  the  intradoa  is  approximately  thai  oi  .1  tram  Formed  catenary, 
the  curve  of  equilibrium  i"i  .1  loading  of  earth  filling. 

F'*'  a  is  a  com  rch,  di  ligni  ■  ! ling  1-  the  Melan 

I     in  1  mbedding  steel  ribs  in  11 , ,,1 

ll"'  '■■    ; 1 1  mi'  1  nived  I,,  follow  the  centi  'i 

"f  ,1"'  ril|g-    1  he  steel  b<  im    ire  usually  1  beams,  with  web  placi  d 

pai   d    il    inti  '    >i    oi   thn  e    01     1 ■        1  his 

method  "i  -  on  ti  in  tion  n  lii    mainfj   ti| the  steel  ribs  to    upporl 

loading,  the  eon,  ri  b    11  ting    1    1  proti  cth iting  ri  vent 

corro  ion  of  the  1  teel.     h  1    thi  n  1 1  a  very  effei  tive  at  rani  1 

1  "  nfon  ement,    A  much  more  effi  ctivi   devici    la  the 

1    *  h  lllu  ti  iti  d  in   Pig     :,  In  whii  h  tl n  h 

"''  "'  thi    .or  I,  ||  reinfoi,  -  ,1  1.    1, ,,     1 bai  oi  1  si  ii  paii 

helni  I  of  thi  an  h  rib,   ind  thi  othei 

' '"'  e  to  thi  1  1    1 i  :. ,      ire  placed  at  interval 

of  three  or  four  feet    'I  hi                               product  ii  In  the  an  h 
rib  by  conccntr.io.i  '  .1  i,y  the  bars,  bai  of  each 


138 


STREET  RAILWAY  REVIEW. 


[Vol.  XII,  No    i 


pair    being    ill    Iii 

e  rib.    Sini 
in  land,  ■  Kir  may  be  in  t<  in)  and  in 

lipping  in  tl  under 

in.  the 

niches, 

ville,  (V.  having  eight  which  the  largest  is   I 

the  Thacher  type 


an-  in  taining  only  thi  il  art  in  b 

.vn  en  tin    right  of  Fig.  .|  would  obtain.     The 

ly  In   made  continuous  by  filling  in  the  por- 

hown  in  d  me  figure,    In  an 

i  i lii -  kind.  may  of  coui  i  ntrated  at  points 

other  than  the  crown,  bul  when  the  arch  suppot  iderable 

•     li   filling,  the  loads  near  the  crown  are  the  only  onea 

he  rib.    1  fence  an  arch  of  the 

hown   in    Fig.   s   is   an   effective   structure    when    suporting 


inpr  the  islands  in  tin-  river  immediately  above  Niagara  Falls.  The 
Topeka   (Ki  i  the  Milan 

f  five  spans,  the  maximum  being  125  ft.  The  two  concrete 
steel  bridges  at  Indianapolis,  Ind..  on  Meridian  and  Illinois  Streets, 
arc  of  this  lattn 

ther   rather  novel   type   of  concri  ,11    de- 

veloped by  the  National  Bridge  Company,  of  Lafayette,  Ind.,  and 
has  been  applied  in  numerous  small  structur  if  which  are 

illustrated  in  Figs  7,  ft  to  and  it.  The  type  of  construction,  which 
consists   of  a   single 


FIG.  7-CONCRETi:  ARCH  ON   SIT.  LOWE  ELECTRIC  RV. 

r  arch  of  I 

icentrated  toads  at  or  near  tin:  crown,  _    4.  bending 

moments   will   result    that   will   pi 
near  the  crown,  in  the  upper  rods  at  thi  .md  in  the  lower 

gain   near   the   springing?.     The  remainder  of  thes 
he    in   compression;    if.   then,   on   the   principle   that 

nical  in  compression,  we  n  u  that 


an    earth    filled    roadway,   and     requires    but     one     reinforcing    rod. 
ince   this   rod   will   be   in   tension    throughout    its  entire 
length,  the  variations  in  stress  will  he  much  less,  and  corrugations 
nr  rivets  are  unnecessary. 

In  Fig.  6  a  desirable  addition  is  shown  for  bridges  spanning  shal- 
low streams,  where  the  difficulties  of  construction  are  not  loo  great. 
Ital  thrust  of  the  arch  against  tin-  abutments  which  ordi- 
narily is   resisted  by  making  the  abutments  very  massive,   is   ill  this 
sisted  by  steel  tie  rods  from  abutment  to  abutment   beneath 
1   of  the   stream.     These  rods  are  joined  to  the   upper  rcin- 
forcing  rods  in  the  abutments.     In   order  to  prevent   the  tic   rods 
from   rusting,  tliev  may  be  embedded  in  a  pavement  of  concrete  six 
t   inches  thick.     Such  a  pavement  also  renders  the  structure 
rid    for  this  purpose  aprons   of  concrete   may   be  prn- 
t   upstream  and  downstream  ends,  dipping  two  to  three  feet 


FIG.  'i-CULVKRT  ON  BIG   FOI'R  RAILROAD. 

into  tin    bed  of  the  stream.     The  pavement  also  provides  a   very 
satisfactory    ;  for   the   support   of   the   forms   for  the   arch 

ring. 

The    amount    of    material    that  may  be  saved    by    these    two   de- 

rod    reinforcement    and    steel    ties,    is    considerable. 

making  all.  the  steel,  the  arch  of  Fig.  6  contains 

but  60  per  cent  as  much  material  as  that  of  Fig.  I,  and  the  former 


Mar. 


1902.] 


STREET    RAILWAY    REVIEW. 


139 


is  a  much  stronger  and  more  reliable  structure,  since  it  is  designed 
without  the  doubtful  assumptions  that  are  necessary  in  the  other 
arch  as  to  resistance  of  the  abutments,  stability  of  foundations,  and 
pressure  of  earth  backing. 

Fig.  7  is  a  photographic  view  of  a  12-ft.  arch  erected  for  the 
Mr.  Lowe  Electric  Ry„  near  Pasadena.  Cal.  It  is  shown  in  sec- 
tion in  Fig.  8.  By  making  the  curve  of  the  intp.idos  three-centered 
a  much  better  appearance  is  secured  than  would  have 
with  a  full-centered  arch  of  the  same  span  and  rise.  In  this  bridge 
the  reinforcing  rods  and    the  ties    were     ! , '-in.  I     rods. 


PROFIT  SHARING  AT  COLUMBUS. 


FIG.  10-CTLVERT  FOR   INDIANAPOLIS  &  MARTINSVILLE  TRAC- 
TION CO. 

smooth,  and  spaced  at  intervals  of  16  in.     The  concrete  was  mixed 
in  proportions  of  one  portland  cement,  three  sand  end  five  gravel. 

Fig.  9  is  a  railroad  culvert  of  18  ft.  span,  on  thi  Bi  I  our  rail- 
road. 13  miles  southeast  of  Indianapolis.  In  this  arch  the  thickness 
at  crown  was  17  in.,  base  of  abutments  7  ft.,  and  thickness  at  spring- 
ing 30  in.  The  steel  rods  were  1  -in.  smooth,  round,  spaced  2  ft. 
on  centers.  This  bridge,  as  well  as  two  others  of  the 
use  on  the  Big  Four,  have  carried  the  heavy  traffic  of  that  road, 
including  150-ton  locomotives,  without  showing  cracks  or  flaws 
of  any  kind. 

Figs.   10  and   11  are  of  a  small  full-centered  culvert  on  thi 
trie   road   built   by   tin-    Indi  Martinsvi 

near  Priendrwood,  Ind.    Thi  mainly  tis  . 

pass,   is  of  4   ft.  span  and  6  ft.  char  opening.     On  account   of  the 


FIG.  11. 


rlh  filling  against  the  high  bench  wall 
forcing 
of  little  use  except  to  reinforce  '1 

-  I  this  arch  has  warpi 
and   wings.      'I  lie    form  <.f  tl 

S2J0. 


In   the  "Review"   for  August,    i!  126,   we  published   the 

announcement  of  the  Columbus  (O.)  Street  Railway  Co.  thai  on 
and  after  August  1 -t  the  company  would,  at  the  end  of  each  quar 
ter,  pa.  entage  on  the  wages  or  sal- 

aries received  by  him  during  thai  quarter  that  the  stockholders  of 
the  company  received  as  dividends  on  their  stock.  This  plan  has 
now    been    in    operation  1  ears   and     the     10    quaitcrly    "so- 

called"  dividends  paid  to  the  employes  aggregate  $40,000,  a  quarter- 
ly average  of  $4,000.  Concerning  the  effect  of  this,  we  understand 
that  it  has  In  atisfactory  in  promoting  harmonious  relation 

en  1  mployes  and  the  management, 

Wt    quote    the    following    from    a    recent    issue    of    Public    Policy. 
which  commented  on  the  Columbus  road's  plan  of  profit  sharing: 

"We  have  never  km  wn  of  a  profit-sharing  experiment  in  this  or 

anj  other  country  which  has  not  been  broken  up  or  attempted  to  be 

broken   up  by  a   class  of  labor  agitators  whose  socialistic  theories 

mid   incendiary   occupation    is   destroyed   he   any   arrangement    thai 

brings  contentment   and  thrift   to  wage-workers.     In  the  opinion  of 

the    worsl    of    all    crimes    is     committed     when 

workingmen    become   small   capitalists.     Thesi    agitators   thrive  on 

the  discontent  'and  poverty  of  their  dupes     Contentment  and  thrift 

spells  death   to  their  propaganda  of  hatred,   malice  ami   prejudice 

and  capitalists.     The  usual  method   followed  by 

these   false   friends  of  workingmen  is   to  gel    some  of  their  cutis 

ever  a   profit-sharing  experiment   is  instituted 

and  then  to  t       1      0    ible  to  poison  the  minds  of  the 

workmen,  with  whom  they  are.  thus  enabled  to  1  ociate,  against 
some  rule,  officer,  or  superintendent,  inveigle  the  men  into  a  union 
itndei  by-laws  requiring  them  to  strike  without  can  e  when  ordered 
to  do  so.  and  then  create  a  disturbance  on  any  pretext  (hat  will 
answer  the  purpose  and  declare  a  strike.  This  was  the  \va\  the 
Pullman  strike  was  initiated,  li  was  entirely  due  to  the  de- 
signing work  of  emissaries  wdio  were  never  regularly  employed  in 
thi    Pullman   sho| 

ial  mining  company  in  Kentucky  has  been  operating  for  some 
I  is.  Several  unsuccessful  attempts  have 
been  made  to  induce  the  men  employed  at  these  mines  to  go  on 
a  strike.  N..  opportunity  is  lost  to  condemn  these  workingmen 
oming  partners  with  capitalists.  The  Rev.  Herbert  S.  Ilige- 
low  of  Cincinnati  is  reported  on  Jan.  6,  1902.  in  the  Columbtl  '  ' 
Evening  Pn       to  have  said: 

"'What    can    striking    miners    do    when    capital    has    a    monopoly 

I  lie    with    the    railroads?     And    suppose 
...  ners  should  decide  upon  tl..    policy  of  giving  the  mine  op 

1. 1    share   of  the   profits?     ["hey   might  thus  avoid   a 

strike,  but  thej  would  therebj  mil.  their  operators  partners  with 
them  in  th.ir  conspiracj  and  the  public  would  l».  at  their  mercy, 
as  bef 

•  1  im.      p...  ertj     '1 ily    virtue. 

workman  who  finds  a  fail    employei    and  reciprocati 

I  by  giving  fair  treatment   in  return,  and   thus  he- 
thrifty,   is  held   up  to  scorn   by   these    false 
as  a  criminal. 

"Hut    aM   ho  !    intelligent   men   know   that   the  condition     ,.f 

by  making  1 r  men  richer, 

1  ing  rich  1.1  W*i    hop.,  the  employes  of  the 

I  never  pet  mil    its  profit  sharing 

.   i.ni  ■.•. ill  1  ii  until  they  secure  an 

tod    .a'  the  comp  1 

1  1  ms  and  tie  "   keep     1    1:    until   ii mi  1  he  com] 

II  ■   ■    1        orl  ngmen  of 

that  are  their  own.  il  ,,|   |  n/e,  not 

ed  by  a  ai 


STORAGE   BATTERY  PATENT   DECISION. 


1     I'hila 

on        1 

■  '■  '    1.. ai.  1 ..    patent    "-.  tied  by 
■  .  if  thi 
ted    n 

1     - 

which   infringe  tl 


140 


STREET  RAILWAY  REVIEW. 


(Vol.  XII,   No.  3- 


BION   JOSEPH   ARNOLD. 


The    selection   by   the   New    York   Central  -Railroad   Co.,   of   Mr. 

■  1.1  to  design  a  feasible  system   i 

its  trains   (about  600  pel    da)  )    in  and  out  of  New   York,  as  well  as 

his  notable  work  in  connection  with  electric  railway  developments 

ent  years,  Ins  made  him  today  cue  of  the  most   prominent 

in  the  field  of  electrical  engineering,  and  it  this  time  n 

i  ingraphical  sketch  is  of  particular  interest 

Mr-   Arnold  was  born  in  Grand   Rapids.   Mich.,  in    IcVil   and  three 

years  later  his  family  removed  to  Ashland,  Neb.,  where  bia  father, 
who  was  a  lawyer,  became  a  member  of  the  Territorial  Legis- 
lature of  Nebraska  which  framed  its  constitution  prior  to  its  ad- 
mission into  the  union.  Mr.  Arnold  received  his  early  education 
in  the  public  school  of  the  latter  town  and  coninmcnccd  his  course 
in  engineering  at  the  University  of  Nebraska  in  [879,  After  one 
year  at  this  institution  he  entered  the  scientific  course  at  Hillsdale 
Mich.,  from  which  he  was  graduated  with  the  degree  of 
B.  S.  in  1884.  Here  he  took  a  mathematical  prize  for  a  si.\ 
course  and  three  years  later  received  the  degree  of  M.  S.  In  1899 
the  same  college  conferred  the  degree  of  M.  Ph.,  upon  him  in  rcc- 
ognition  of  the  engineering  work  done  by  him  subsequent  to  his 
graduation.  In  April,  1890,  Mr.  Arnold  finished  a  post  graduate 
course  in  electrical  engineering  in  Cornell  University  and  in  1897 
he  received  the  degree  of  E.  E.  from  the  University  of  Nebraska. 

From  bis  school-boy  days  Mr.  Arnold  evinced  a  decided  taste 
for  mechanical  pursuits  and  when  a  mere  boy  much  of  his  time 
was  spent  in  the  construction  of  small  engines,  electrical  machinery 
and  other  mechanical  appliances.  His  proficiency  in  this  respect 
was  the  more  marked  for  the  reason  that  there  were  no  machine 
shops  or  railroads  anywhere  near  his  home  and  his  devices  were 
produced  from  crude  materials  with  such  tools  as  are  found  in  a 
country  blacksmith  shop.  When  15  years  of  age  he  began  to  spend 
his  summers  running  traction  engines  doing  threshing  work  on 
farms,  from  which  he  acquired  a  certain  amount  of  skill  in  han- 
dling machinery.  His  vacations  while  at  college  were  spent  trav- 
eling as  a  representative  of  several  engine  building  companies,  and 
one  summer  was  spent  with  a  surveying  party  in  the  field.  In  1884 
he  engaged  as  general  agent  for  an  engine  for  two  years  in  order 
to  gain  business  experience,  and  then  went  with  the  Edward  P. 
Allis  Co.,  of  Milwaukee,  as  a  draftsman.  He  was  next  engaged 
as  the  chief  designer  for  the  Iowa  Iron  Works,  of  Dubuque,  and 
subsequently  with  the  Chicago  Great  Western  road  as  a  civil  engi- 
neer. He  was  also  employed  as  mechanical  engineer  on  this  road 
after  it  was  taken  over  by  the  operating  department,  but  resigned 
this  position  in  1888  when  he  entered  upon  his  graduate  study  in 
Cornell.  His  next  engagement  was  with  the  Thomson-Houston 
Electric  Co.,  as  agent  and  engineer  in  charge  of  its  St.  Louis  of- 
fice and  after  two  years  he  was  made  consulting  engineer  for  the 
Chicago  office  of  the  same  company,  where  he  remained  for  two 
years  after  the  consolidation  of  this  company  and  the  Edison  com- 
pany into  the  General  Electric  Co.  He  then  started  for  himself  as 
a  consulting  electrical  engineer  and  since  1893  has  been  iden- 
tified with  many  notable  electrical  enterprises  and  has  made  a 
number  of  inventions  and  improvements  in  engineering  methods 
wdiieh  have  given  him  a  wide  reputation. 

A  feature  of  Mr.  Arnold's  work  is  that  much  of  it  has  been  in 
advance  of  the  profession  and  his  engineering  work,  therefore,  has 
often  been  carried  through  in  the  face  of  considerable  opposi- 
tion. The  almost  general  system  of  operating  long  distance  elec- 
tric railways  by  means  of  high  tension  currents  with  rotary  trans- 
formers and  storage  battery  sub-stations  was  first  introduced  by 
Mr.  Arnold,  in  connection  with  the  Chicago  &  Milwaukee  Ry. 
The  opposition  to  these  methods  was  such  that  Mr.  Arnold  in 
order  to  demonstrate  the  advantage  of  the  plans  which  he  had 
advocated  as  consulting  engineer  of  the  company,  contracted  to 
build  and  equip  the  road,  guaranteeing  its  successful  operation. 
As  the  designer  and  builder  of  the  Intramural  Railway  power 
plant  at  the  World's  Fair  in  Chicago,  1893,  he  gained  an  interna- 
tional reputation  by  embodying  many  new  ideas  in  its  construc- 
tion which  have  since  become  common  practice.  The  use  of  direct 
connected  units  for  this  power  station  was  an  important  innovation, 
but  realizing  that  independent  direct  connected  sets  may  often  be 
at  a  disadvantage  he  designed  what  is  known  as  the  Arnold  system 
by  means  of  which  several  direct  connected  machines  are  so  ar- 


ranged that  by  means  of  clutches  and  an  auxiliary  shaft  two  or 
more  generators  may  be  driven  by  any  one  of  the  engines.  This 
system  has  been  installed  in  many  of  the  largest  plants  within  the 
past  few  years,  and  its  practicability  has  been  fully  demonstrated. 
In  regard  to  storage  batteries,  also,  Mr.  Arnold  was  one  of  the 
pioneers  and  well  in  advance  of  his  contemporaries;  he  early  ad- 
vocated the  installation  of  storage  batteries  for  regulation  and 
peak  work  in  electric  light  and  power  stations. 

Another  important  invention  of  Mr.  Arnold's  is  a  magnetic 
clutch  which  has  been  made  in  sizes  up  to  3,000  h.  p.  capacity  and 
which  is  used  for  throwing  one  dynamo  out  and  another  in  its 
place  without  stopping  the  driving  engine.  The  ordinary  friction 
clutch  was  not  considered  reliable  for  this  and  his  invention  of  the 
magnetic  followed  the  demand  for  such  a  device,  and  it  is  being 
rapidly  applied  for  various  classes  of  work. 

Mr.  Arnold's  professional  work  now  requires  him  to  maintain 
offices  both  in  New  Y'ork  and  Chicago  and  he  has  become  largely 
interested  in  numerous  engineering  and  industrial  enterprises.  He 
is  president  and  mechanical  director  of  the  Arnold  Electric  Power 
Station  Co.,  which  has  attained  a  notable  success  in  designing  and 
constructing  large  electrical  power  station  properties.  He  is  presi- 
dent of  the  Kenosha  Street  Railway  Co.,  vice-president  of  the  Ken- 
tucky Western  Railway  Co.,  consulting  electrical  engineer  for  the 
Chicago,  Burlington  &  Quincy  Railroad  Co.  and  for  the  New  York 
Central  &  Hudson  River  Railroad  Co.  He  is  a  member  of  the 
American  Institute  of  Electrical  Engineers  and  was  one  of  its  five 
representatives  at  the  Paris  International  Electrical  Congress.  He  is 
a  trustee  of  the  Western  Society  of  Engineers  and  was  a  charter 
member  and  director  of  Technical  Club  of  Chicago.  He  is  also  a 
member  of  the  Union  League  Club  of  Chicago,  of  the  American 
Association  for  the  Advancement  of  Science,  of  the  American  So- 
ciety for  the  Promotion  of  Engineering  Education,  of  the  board 
of  governors  for  the  Chicago  Automobile  Club  and  a  member  of 
the  Transportation  Club  of  New  York. 

Mr.  Arnold  is  in  demand  as  a  lecturer  on  engineering  subjects 
and  in  this  capacity  has  addressed  the  students  of  the  University 
of  Illinois,  the  University  of  Michigan  and  Purdue  University. 
He  also  delivered  a  course  of  lectures  at  the  University  of  Ne- 
braska on  the  design  and  construction  of  electrical  power  plants, 
his  work  being  recognized  by  the  faculty  of  that  institution  by 
the  honorary  degree  of  E.  E.  which  was  conferred  upon  him.  He 
was  awarded  a  gold  medal  at  the  Omaha  Exposition  in  1898  for 
his  personal  exhibit  which  consisted  of  some  of  his  crude  models 
of  earlier  years  and  devices  he  had  built  when  a  boy  in  conjunc- 
tion with  the  drawings  of  his  electrical  inventions  and  engineering 
works.  His  natural  ability  has  been  supplemented  by  habits  of 
industry  and  perseverance  and  a  mature  judgment  so  that  at  an 
unusually  early  age  he  has  achieved  a  success  which  has  won  him 
the  highest  respect  and  esteem  for  his  valued  work  in  the  en- 
gineering field. 

■»  •  » 

FREIGHT  ON    ROCKFORD-BELVEDERE  LINE. 


The  Rockford-Belvedere  Electric  Ry..  which  has  been  in  opera- 
tion but  a  few  weeks,  is  about  to  put  on  a  number  of  freight  cars 
for  hauling  freight  on  certain  trains  only  which  will  make  stops 
at  all  farms  between  the  two  terminal  points.  The  experiments  in 
freight  hauling  which  have  hecn  made  by  the  company  have  proved 
very  successful  and  new  cars  for  this  service  are  being  built  at  its 
shops  at  Rockford.  The  tariff  has  been  placed  at  about  12  cents 
per  100  lb.  on  the  class  of  freight  under  which  most  farm  produce 
is  shipped.  The  farmers  along  the  road  are  well  pleased  with  the 
service  and  have  already  done  considerable  shipping  in  the  freight 
compartments  of  the  passenger  trains. 

The  company  is  also  building  a  private  telephone  line  along  the 
right  of  way  and  arrangements  for  making  connections  on  poles 
at  convenient  intervals  are  also  being  provided.  All  the  cars  on 
the  road  will  be  equipped  with  telephone  instruments  so  that  they 
can  make  connections  at  any  of  these  points  and  communicate  with 
a  number  of  telephones  on  the  line. 


The  Columbus  (O.)  Railway  Co.  has  installed  four  new  boilers 
of  400  h.  p.  each,  and  this  is  said  to  be  the  initial  move  in  the 
reconstruction  of  the  company's  electrical  system. 


ut  i  c»m  id  review, 

,  15,  1'*'2 


Mar.  15,  1902.] 


STREET  RAILWAY  REVIEW. 


141 


California  and  Combination  Cars,— IL 


BY  W.  E.  PARTRIDGE. 


Some  years  elapsed  alter  the  introduction  of  the  California  car 
on  the  Pacific  Coast  before  it  was  built  by  any  oi  the  eastern  car 
Th  s  was  not  remarkable  perhaps  because  the  car  was  sup- 
posed at  that  time  to  be  adapted  exclusively  to  the  western  part  of 
the  country  on  account  of  its  mild  uniform  climate.  Cable  roads 
worked  their  way  east,  though  somewhat  slowly.  With  them 
came,  either  the  open  independent  grip  car,  or  the  open  compart- 
ment at  the  end  of  a  closed  car. 

When  the  builders  east  of  the  Rockies  began  to  turn  out  Cali- 
fornia cars  they  usually  introduced  decided  modifications  in  both 


FIG.  1— CALIFORNIA  CAR  BUILT  IN  THE  EAST. 

design  and  construction.  Of  all  the  photographs  and  plans  which 
have  come  into  the  author's  hands  from  car  builders  east  of  the 
Rocky  Mountains,  showing  California  cars,  that  shown  in  Fig.  1 
by  the  St.  Louis  Car  Co.  is  the  only  one  that  closely  follows  Mr 
Hammond's  plans  in  all  its  essential  features.  It  has  the  longi- 
tudinal scats  coming  close  to  the  edge  of  the  car  leaving  a  space 
between  them  for  the  motor  or  gripman.  The  roof  framing  and 
the  posts  are  light  at  the  open  part.  Stiffness  for  the  posts  is  ob- 
tained by  ornamental  brackets  of  considerable  depth.  The  sills 
are  plated  and  there  arc  double  steps.  The  bulkheads  at  the  ends 
of  the  open  parts  have  drop  sash.  The  whole  car  follows  the  orig- 
inal pattern  very  closely  except  in  the  arrangement  of  the  life 
guards  and  fenders. 

The  next  car  of  which  photographs  and  description  came  to  hand 
is  by  the  American  Car  Co.  of  St.  Louis,  and  is  shown  in  Fig.  2. 


riG    J-MODIFIED  FORM  01    CALIFORNIA  CAS. 

Here  we  have  an   important   modification   ol  the  original 
The  car  was  one   of  a   lot  built   for   the   Phoenix    Railway   I 
Phoenix,    Ari/.     The   seats   in   the    OD<  tad   ol   being 

longitudinal  le  in  the  center  ol  th< 

part  is  reu-.-  it  would  I"    mi  >y  thai 

the  space  between  the  which  111  the  original  design  was 

■inn.  d  into  an  aisle.     The 

■  ,i  the  orig  led  and  inotorin.in  and 

passengers   arc   entirely   without  in    front     Th< 

•eats  have  an  important  advantage,  I" 

ables  curtains  to  be  wed  at  the   tide     Thi  down  to  the 

floor.     1  ten  toward*  gaining  p 

n   end.      Thi  >nly  possil.hr  by  the  use  of 

cross  scats,  they  arc  practically  out  ol  the  question  with  the  longi- 


tudinal seats  as  they  could  hardly  be  placed  on  the  slender  posts 
of  the  original  design.  The  placing  of  the  seats  transversely  makes 
it  convenient  to  place  a  metal  panel  at  each  post.  In  this  way 
the  posts  instead  of  being  mere  hood  supports  are  part  of  the  car 
frame  and  stiffen  the  roof,  and  additional  strength  is  imparted  to 
the  structure.  The  roof  design  is  materially  changed  by  carrying 
the  letter  board  out  to  the  corner  posts,  or  the  posts  that  stand 
at  the  ends  of  the  roof.  It  must  be  noted  that  in  this  car  the 
roof  is  not  carried  out  to  the  dasher.  Its  framing  extends  only  to 
the  front  posts,  which  are  connected  at  the  top  by  a  heavy  bow 
carlin  and  the  end  frame  of  the  monitor  deck.  The  end  oi  the 
roof  is  finished  by  an  ordinary  clam  shell  hood  carried  by  two 
hood  supports  at  the  ends  of  the  dasher.  The  body  of  the  car 
is  of  the  usual  box  car  type  with  plated  sills  and  truss  rods  ex- 
tending from  bolster  to  bolster.  The  grab  handles  arc  of  the 
eastern  pattern.  In  fact  the  whole  car  has  been  modified,  and  on 
the  whole  the  modified  form  should  be  stronger  than  the  first 
I"  111  supposing  the  workmanship  to  be  equal. 

One   important   point   in   this   design   deserves  attention.     By   re- 
taining the  central  aisle  between  the  cross  seats,  passengers  when 


FIG.  3-CALIFORNIA  CAR  FOR  ISLAND  OF  TRINIDAD. 

entering  or  leaving  do  not,  or  need  not  disturb  those  remaining 
seated.  The  aisle  also  gives  ample  standing  room,  which  however 
is  greatly  increased  by  the  space  inside  the  dasher.  The  entrance 
guards  arc  a  good  feature  since  they  tend  to  reduce  the  number 
'i  accidents  by  making  it  difficult  to  enter  the  car  on  the  wrong 
side.  Usually  when  they  are  used  a  chain  to  close  the  space  I" 
tween  the  corner  post  and  the  dasher  is  provided. 

Another  car  by  the  American  Car  Co.  makes  some  further  alter- 
ations in  the  California  type  which  are  interesting,  It  is  shown 
in    I  ig     ,i      Tin,   was   MiH-   of  a   lot    which    was   built   for    the    Island 

of  Trinidad.    Th.   -   cat     were  finished  c plete  and  then  knocked 

down  and  shipped   in   boxes.     They   have  some  of  the  leading   fea- 
tures of  the  car  just  described,  such  as  roof  construction,  absence 


Flo.  1    MODIFIED  CALIFORNIA  CAR  BUILT  IN  Tin;  EAST. 
of  an    1  11   id   and   of   a   buffer   beam.      The    ■..   it!    10     trans 

verse  in  tin  open  ends  bul  .1"  entirely  without  an  aisle-.  This 
ndi  a  seating  [01    to  pet 

.hi  it  provided  little  01  ,.,  itanding  room.  At  least  then 
1  .hi   be  no    tandii  pi   behind  the    11  ■'<  1  nexl   thi    d I 

without  great  discomfort  for  those  who  are  seated.     The 


142 


STREET  RAILWAY  REVIEW. 


[Vat.  XII,  No    i 


i  exit  from  the  open  seats  ia  n  ■  better 

than  tl  However  the  car  h  eating 

trying  .tS  persona  on  .1  l<  :ngth  ol  but  26  feel  over  tin 

corner  posts,  the  closed  pari  of   ia  it    seating   18  persons  and  the 

open  seats  20     Like  the  last   mi  !  upon 

•  1  m  k;      In  ili.    eastern  built  cara  il   1-  quite   1 
wheel  guards  protecting  thi  n  the  whi 

This  car  has  one  feature  to  be  commended  and  which  ia  rather 
unusual  Each  ol  the  openings  ia  closed  bj  .1  folding  gate  which 
reaches  ir<  >m  the  floor  within  a  coupli  ol  the 


PIG.  S— SIX-BENCH  CALIFORNIA  CAR. 

rhese  gates  completely  close  one  side  ol  the  car  mak- 
ing entrances  on  thai  side  practically  out  of  the  question.  Cur- 
tains, steps  and  other  details  arc  the  same  as  in  the  rasl  described 

car. 

The  Brill  company  lias  built  a  number  of  varieties  ol  the  Cali 
fornia  type,  of  which  Figs,  -1  and  5  are  two  that  were  buill  for 
the  Pacific  coast  Fig.  4  is  one  of  a  lot  that  went  to  Spokane. 
Although  carried  on  double  trucks,  the  body  is  brought  low 
enough  so  that  onlj  single  steps  ari  needed.  There  are  two  long 
transverse  seats  and   ii  open  end  one  short  seat.     The  roof 

is   of   the    Brill    standard    form    though    the   corner   post    appears 
lighter  than  w«,nld  be  used  b)   the  company  at  the  present  time. 
As  a   whole  the   car   was  a   close  adherence  to   the  early   California 
design  with  the  exception  "i  the  arrangement  of  the   -eats.     The 
1  car.  Fig.  5.  was  an  enlargement  of  the  other.     The  seat- 
tpacity    of   the    ■■pen    ends    was    increased   so   that    there    were 
dations   for  30  persons.      That    it    was  one 
of   thi  irs    is   easily    seen    from   the  carriage 

curtains  which  10  close  the   sides.     The 

type   was  even   then   undergoing  and    im- 

provements were  evidently  in  mind.  I  he  next  car 
of  the  kind  which  the  Brill  company  produced  was 
one  of  the  most  remarkable  which  has  been  buill  on 
the  lines  of  original  California  pattern  I  hi-  car  is 
For  the  San  Diego  Railway 
nd  has  a  double  deck  as  well  a-  the  open  ends 
with  cross  -eats.  The  seats  on  the  upper  deck  ■■ 
longitudinal  and  placed  hack  to  hack.  There  was 
ample  standing  r....m  on  the  lower  deck  For  the 
size  of  the  car  the  platforms  were  of  unusual  length 
while  the  closed  body  was  rather  short.  The  car 
was  mounted  on  a  single  truck  Ii  appears  to  be 
admirably  adapted  to  the  warm  climate  in  which  it 
was  '  ated, 

The  California  type  ha-  appealed  strongly  to  for 
eign  railway  manager-      No!  only   in   Europe  bul   in 
South    Africa    and    Australia    these    open    cars    seem 
tO    meet    the    want-    .if    (he    -treet    rail-  Ipanies 

as  well  a-  of  the  passengers.    Thi-  seems  somewhat 

strange  when  the  cool  damp  climate  .  if  Engla  idered  on  the 

"lie    hand   the   the   heal    and   ilryn.  ,j,    Africa    on   the   other 

The  fact  however  remain-  and  shows  that  the  type  i-  one  which  ha- 
a  much  wider   range  of  Uses  than  we  have  generally    considered  pos 

sible     Tins  p. .mi  maj  he  profitably  considered  by  those  who  have 

sed  the  opinion  I  I    tlifornia  car  is  not  suiti 

ration  in  the  extreme  1  of  the  United   States. 

Some  of  the  English  cai  1    taken  up  the  construction 

of  cars  of  this  type  and  have  produced  interesting  designs 


The   writer    ha-  Milne-    & 

i  ngland.  blue  print-  ol  California  car-  winch  they 
have  built   ("r   Wolverhampton  and   loi    Middlesboro       lln    tir-t  of 

;   an    Kin 

plan   and   end  of  this  car.     The   doled   com 

partmenl  "late-   10  persons  and  the  open  cud-  s  p. 

,<j  in  all      Th  -  seemingly   -mall   seating  capacity  1-  due 
to   [he  fact   that   the   cara   are    for  a   narrow    13  it    6  in  I 
and     are     bul  in,    wide   at    the    -  II-   and    only   1.   tl     o   in 

id    the    whole   length    over    the   platform    -*>  ft.      The   height 
inside   i-   7   ft.  0   in.     In   spite  of   the   narrow 
into  which  it  was  necessary  to  compress  the  design 
a   very  satisfactory  result  ha-  heen  accomplished. 

In   looking  over   the  details   of   construction  one 
distinctly  English  feature  1-  noticed  in  thi 
-i/e  of  the   sash.      Large  glass  i-    very   attract' 
doubt  to  the  passenger,  bul  a  car  of  thi-  kind  1 
a  larger  number  of  posts  in  the  bod)      Buill  in  this 

way    with  'ml   three  posts  the  racking   -train-  an 

sufficiently   resisted   and  the   durability   1-   sacrificed 

tn  appearance       Many  American  road-  have   followed 

iln-  style  and  the  early  breaking  up  of  the  frame 
showed  that  the  design  was  faulty  |"o  make  tin- 
form  of  framing  enough  to  endure  hard  ser- 

vice the  letter  hoard  -In  mid  be  increased  in  thickness 
and  width  and  ought  to  he  halved  upon  the  posts. 
The  central  posl  also  needs  to  he  much  larger  than 
-how  11,  In  fact  a  narrow  central  panel  with  double  posts  would 
he  better.  For  durability  of  the  structure  the  posts  ought  to  be 
quite  a-  largi  .1-  those  ""  thi  platform  or  at  the  corner-  of  the 
body, 

The  step-  are   within    Id  in    of  tin  light 

w  ithin  tin-  1  mi  -id.-  width  of  0  ft.  6  in. 

The  mounting  "f  the  car  need-  a  word  of  notice.  The  wheel 
6  tl  '1  in.  The  journal  springs  are  "i  the  half  elliptic  pat- 
tern. They  are  used  in  thi-  position  t"  overcome  the  tendency  of 
four-wheel  cars  to  gallop  or  pitch  This  advantage  i-  neutralized 
In  -..me  extent  by  the  helical  springs  which  are  used  to  carry 
the  body 

These  cars  are  handsomely  finished  inside  in  quartered  oak.  birch 
veneer  head  linings  and  beveled  edge  mirror-  in  the  ends.  The 
floor  is  covered  by  loose  rugs,  which  have  the  corporation  initials 
woven   in   the  centre.     At  the  end  of  the  cars  there  are  three  drop 


DOUBLE  DKCK    CALIFORNIA  CAR  FOR  SAN  DIEGO. 

each  platform  The  specification  received  from  the  company  calls 
i..r  three  windows  on  a  side  "I  quarter  inch  polished  plate  glass 
From  tin-  we  judge  that  tin-  1-  standard  construction  rather  than 

that    -how  n    ill    the    ellgra-. 

Incidentally    it    i-    interesting    to    note    that    drapery    curtain-    are 
used  instead  ol  Evidently  the  curtain  is 

more  of  an  ornament  than  in  America,  where  it  has  to  perform 
hard  service  in  keeping  out  the  sun.  In  England  with  less  sun  to 
trouble  them  the  drapery  curtain  is  much  liked. 


Mak.  15.  1902.] 


STREET  RAILWAY  REVIEW. 


143 


Another  Feature  of  English  practice  is  worth  consideration. 
The  ventilators  arc  glazed  to  receive  advertising  transparencies. 
This  in  effect  doubles  the  advertising  space  within  the  cars. 

The  second  car  from  the  '  Milnes   companj    1-   shown 


fornia  pattern  would  have  been  more  economical  in  construction. 
riii-  seating  capacity  would  have  been  the  same  and  by  making  a 
bulkhead  at  the  end  of  the  car.  the  whole  platform  could  have  been 
protected  by  the  curtains. 


Stcr/M'/xmyg»  aostpCat^ 


p 


FIG.  7     DIAGRAMS  OF  4  WHEKL  CALIFORNIA  CAR  IUIILT  IN  ENGLAND. 


in  Fig    x  and  is  mounted  on  eight  wheels  (two  maximum  traction 

trucks).     This  car  i-  for  the  .!  ft.  6  nd  in  mosl   ol   its 

milar   to   the   one   previously   mentioned      The    steps, 

r.  arc  carried  some  inches  lower  making  access  to  the  car 

much  easier. 

the  open  ends  of  the  car  an  extra  seat   is   placed,  50  that  the 


In  considering  the  strength  of  this  car.  ii  should  l>e  noted  that 
the  posts  in  the  open  pan  an  great!}  aided  by  the  framed  panels 
at  the  ends  of  the  seats  Iron  panels  at  the  same  points  however 
would  have  been  better  a-  they  are  stronger  ami  more  durable. 

line  feature  »>t  construction  ol  the  car  shown  in  Fig.  7  should 
lie  copied  by   American  car  builders      fnstead   ol  n^in^   .1   simple 


I 


II'.     •     MAI. HAM  II    I    I.  '    M.ll  'IKNIA   CAW    lll'ILT   IN    LNf .  I,  A  N  l>. 


.  i     Moil 

1  <  ali 


plated    ill.  whi<  I.  1] tal  to  the  besl 

advanta  I  equi    ilcnt  i    employed      Chi    ha 

wi  1 ly   H  in    ti«i"  1.    bul  ii  1    7]     in    di  1  p  mid  ha     1  hoi 

all)  .1  m,  wide,  \  timbci  filh  r,  01     ill,       u  1  d 


144 


STREET  RAILWAY  REVIEW. 


[Vol.  Xll.   No    | 


of  it  and  also  a  sin. ill  rider  ol  w I  m  ordi  suitable  at- 

tachment for  ilic  posta  and  riba  m  produce*  great 

strength  wiili  .1  small  expenditure  of  material  and  consequently 
small  weight. 

In  tbi  i  the  sill  is  ol  channel  iron,    h  baa  .1  small  ri<kr 

of  wood  but  1-  with. nit  a  filler.    This  is  "  and 

is  lighter  than  thai  which  1-.  common  in  this  country.  When 
tuitable  pockets  .ire  employed  to  hold  the  cross  timbers  the  floor 
is  both  stiff  and  Unlit. 

An  import  tillable  improvement  was  made  in  California 

,.,,.,  about  the  Hr ill  company.    This  consisted  in 

dropping  the  platforms  or  open  cuds  oi  th(  that  a  Bingle 

step  was  within  easy  reach  ol  the  ground.  The  support  of  the 
I  end  is  accomplished  in  a  very  neat  manner  by  Using  a 
snl. sill  ol  angle  iron  under  the  closed  hody.  At  the  end  this  5UD- 
sill  is  offset/or  bent,  so  as  to  carry  the  platforms.  The  car  illus- 
trated has  two  stationary  seats  at  each  end  with  a  three  sash  hulk 

head  between  them.  A  number  oi  variations  of  this  style  have 
been  made.  Sometimes  the  bulkhead  is  omitted  and  a  single  seat 
with  a  reversible  back  used.  In  the  ear  shown  in  the  illustration 
the  curtains  come  all  the  way  to  the  floor,  which  makes  their  pro 
tcction  quite  perfect.     An  aisle  is  sometimes  added.     These  cars 


OPERATING   NOTES  ON    HIGH   SPEED   ELEC- 
TRIC  RAILWAYS. 


BY  E.  (.. 


FIG.  9--BRILL  TYPE  OF  CALIFORNIA  CAR. 

have  been  received  with  great  favor.  Many  have  been  built  for 
various  roads  in  South  Africa  where  they  arc  peculiarly  adapted  to 
the  service.  They  have  also  gone  to  England  and  many  of  them 
of  slightly  modified  forms  arc  in  operation  on  the  Pacific  Coast. 

This  type  mounted  on  double  trucks  and  having  a  vestibule 
front  instead  of  a  bulkhead  ought  to  make  rather  a  popular  car  in 
many  towns  where  the  summers  are  short  and  much  interrupted 
by  fogs  and  cold  winds.  It  would  seem  after  an  experience  with 
Boston  east  winds  or  Portland  fogs  that  such  a  car  would  be 
highly  desirable  for  lines  near  our  eastern  sea  coast,  where  after 
a  hot  blistering  day  the  late  afternoon  becomes  so  cold  and  fierce 
that  winter  overcoats  are  comfortable. 

Probably  there  arc  few  lines  in  the  Atlantic  states  which  operate 
open  cars  that  do  not  find  that  a  closed  body  would  be  appreciated 
during  the  evenings  of  half  the  open-car  season.  There  arc  cer- 
tainly many  arguments  in  favor  of  the  open  and  closed  body  com 
bined  which  are  worth  consideration. 


WATER    FRONT    PURCHASED  BY   BROOKLYN 
RAPID  TRANSIT. 


A  large  water  front  property  belonging  to  the  South  Brooklyn 
Terminal  Co.  was  purchased  last  month  by  the  Brooklyn  Rapid 
Transit  Co.  for  a  sum  reported  to  be  in  the  neighborhood  of 
$1,000,000.  The  property  covers  two  city  Mocks,  from  37th  ti 
street,  on  the  water  front,  and  for  a  long  time  past  ha 
leased  by  the  Brooklyn  Rapid  Transit  Co.  It  contains  a  largi 
building  700x200  ft.   in  dimensions,   which   has   been   used   for  th< 

jt   of  cars.     The  property  also  contains   in   the   neighbor! 1 

of  50  three-story  tenements.  The  object  of  the  purchase  at  the 
present  time  has  not  been  announced  Pri 
states  that  it  is  too  early  to  give  out  the  plans  in  regard  to  the 
projects  of  the  company  at  present.  It  is  generally  considered 
that  this  neighborhood  is  destined  in  time  to  laconic  one  of  the 
greatest  commercial  districts  in  Brooklyn. 
*—* 

The  Columbus  (O.)  Railway  Co.  is  making  rapid  progress  in  the 
erection  of  additional  sub-stations.  New  switches  are  being  laid 
in  the  down  town  district. 


The  development  of  interurban  railwa  eived  an  impetus 

which   is  too  recent   to  need  comment       We  arc  at   present   at    what 

be  termed  the  interurban  stage  of  railwaj  development,  hut  in 

fact,  the  industry  air.  forward  in! 

--till   larger  and  more   important  field.     Just   what   shall   be  the  name 
of  ihis  new    form  of  development  is  not  yet  quite  clear.     It  is  hardly 
correct  to  designate  a  railroad  which  has  discan 
lives  and  substituted  electricit)  as  an  "interurban  railway"  as  that 

term   is    usually   undent I       It    retains  all    its   distinctive  operating 

features   as    a    steam    railroad,   changing   nothing   except    its    motive 

1     which  on  ihe  grand  scale  on  which  the  business  ol  steam 

railros  ted,  must  always  remain  a  minor  detail.      Such 

a  change  of  motive  power  in  an  already  existing,  or  new  road  on 

lines,   I, rings   with   it   many   new   conditions  in  the  matter 

Operating   and    equipment    details,    which    are    radical    departures 

from  existing  standard  methods  of  interurban  railways.      There  is  a 

merging   of   identity   between    the  "interurban"   and   "steam"   road 

somewhere   in   the  present   stage  of  developments. 

For  a  number  "f  years  there  has  been  much  talk  at  direct  railway 
conventions  and  other  places  where  electric  railway  men  gather 
about  dispatching  systems  and  standard  steam  railroad  methods 
and  their  adaptability  to  electric  railway  conditions.  Indeed  many 
electric  roads  have  adopted  ihe  very  latest  improvements  in  the 
of  operating  details  from  steam  road  practice  with  results  ad 
vantageous  t"  themselves  and  passengers.  It  i-  quite  obvious  that 
the  organization  of  "street"  railways  has  undergone  a  vasl  change 
during  the  past  ten  years,  and  little  by  little  wi  see  the  art  being 
revolutionized  by  the  mi:.  i  men  and  methods  from  other 

and  hitherto  more  highly  organized  industries.  Such  men  as  hold 
over  from  old  horse  car  days  are  those,  who  prove  by  their  ca- 
pacity in  new  surroundings  the  principle  of  the  survival  of  the  fit- 
test, md  would  have  been  a  success  under  any  circumstances 
The  growing  tendency  of  all  electric  railways  to  introduce  steam 
railroad  methods,  if  not  actually  steam  railroad  men.  calls  attention 
to  the  fact  that  American  railroads  are  without  doubt  the  best  and 
most  highly  organized  industrial  bodies  in  the  world.  One  is  re- 
minded that  titer,  is  considerable  resemblance  between  the  make-up 
of  a  railroad  system  and  the  organization  of  an  army  of  soldiers, 
and  that  the  latter,  with  their  centuries  of  experience  of  what  is 
best  in  organization  and  discipline,  have  no  doubt  been  the  pre- 
ceptors of  many  a  famous  railroad  organizer,  who  has  obtained 
there  many  cues  and  ideas,  which  have  become  incorporated  in 
every  day  operation.  The  class  of  electric  railways  which  h 
come  to  be  known  as  "high  speed"  certainly  deserve  to  have  be- 
stowed upon  them  the  attention  of  the  most  expert  of  railway  or- 
ganizers, especially  so.  since  in  most  cases  their  operation  is  much 
more  difficult   than   it   would  he,  were  they  operated  by   steam. 

Suppose  the  superintendent  of  a  single  track  branch  of.  say  the 
New  York  Central,  were  asked  to  operate  over  his  branch  line 
trains  at  15  minute  intervals  in  each  direction,  making  meet-  at  out 
of  the  way  switches  where  no  agents  or  operators  arc  stationed. 
also  sandwiching  in  a  freight  "extra"  or  two  running  on  no  particu- 
lar schedule  and  switching  loaded  cars  whenever  there  is  an  oppor- 
tunity. He  might  undertake  to  do  this,  and  he  might  not.  If  he 
diil.  he  would  have  a  condition  which  is  being  paralleled  every 
day  in  electric  railway  operation,  and  that  at  schedule  speeds  fully 
as  high  as  those  of  the  above  mentioned  example  would  be  capable 
,.f  Apropos,  it  maj  be  mentioned  that  the  superintendent  of  said 
branch  line  is  no  doubt  receiving  a  salary  much  larger  than  that  of 
the  man  who  i-  doing  ibis  difficult  thing  ever]  iln  It  is  clear  that 
tie  p..  11:.  11  of  superintendent  i-  no  sinecure  on  a  railway  of  the 
kind  under  discussion  ami  will  require  tin-  full  and  undivided  a' 
tention  "f  an  exceeding!]  capabli  and  experienced  operating  man 
It  is  at  this  point,  however,  where  in  electric  railway  practice  there 
i,  often  11  io  the  .TI  horse  car  day  idea:  ol  orgs 

tion.    in    which    the   superintendent  esponsible    lor   motive 

power,  track,  maintenance,  purchases,  repairs,  etc.  Many  a  man's 
ambition  prompts  him  to  accept  such  responsibilities,  and  in  most 
eases  the  trust  is  faithfully  administered  with  no  more  serious  re- 
sult than  an  early  grave  for  the  holder  of  the  office.  Our  steam 
railway    friends   have   a    somewhat   different    standard    and    one   it 


Mar.  15,  1902.] 


STREET    RAILWAY    REVIEW. 


14$ 


would  be  well  to  adopt.  In  so  doing,  however,  it  should  be  borne 
in  mind  that  we  cannot  revolutionize  the  system  of  operating  elec- 
tric railways  by  borrowing  one  of  their  men  and  putting  him  at  the 
head  of  such  a  railway.  The  problem  must  be  approached  and  the 
system  built  from  the  ground  upward  to  the  conditions  which  have 
been  found  best  in  operating  steam  roads  most  closely  akin  to  elec- 
tric high  speed  roads. 

Unfortunately  there  is  no  source  from  which  may  be  drawn  a 
sufficiently  skilled  corps  of  trainmen  experienced  in  handling  elec- 
tric cars,  and  drilled  in  the  system  of  train  orders  in  use  on  steam 
railroads.  Roads  of  the  sort  under  discussion  must  obtain  their 
train  crews  from  either  existing  street  and  elevated  railway*,  or 
from  steam  railways.  If  the  first  course  is  decided  upon,  a  corps 
of  men  may  be  secured  well  trained  in  the  handling  of  controllers 
capable  of  remedying  on  the  spot  many  minor  defects  liable  to  de- 
velop in  the  electrical  equipment  of  the  car,  and  accustomed  to 
operate  their  cars  in  the  crowded  streets,  which  are  apt  to  be  the 
tcrminii  of  such  roads.  Men  from  elevated  roads  will  usually  lack 
the  latter  requisite,  but.  on  the  other  hand,  have  a  thorough  acquaint- 
ance with  block  signals  and  many  other  valuable  operating  details 
in  use  on  "I."  roads.  This  class  of  men  will  usually  fall  short,  how- 
ever, in  the  matter  of  dispatcher's  orders,  failing  to  comprehend 
their  importance,  and  under  no  circumstances  are  they  accustomed 
to  the  discipline  and  the  operating  rules  of  the  steam   road. 

Suppose  again  that  the  superintendent  of  the  above  mentioned 
branch  lines  were  asked  to  employ  men  as  locomotive  engineers 
who  had  served  their  time  and  become  fully  capable  of  operating 
steam  trains  on.  say.  the  Manhattan  Elevated.  No  doubt  the  men 
are  fully  as  capable  and  intelligent  as  the  best  class  of  steam  rail- 
tnployes,  but  their  training  has  been  in  a  different  direction 
entirely. 

To  become  a  locomotive  engineer  or  conductor  on  a  railroad 
mean*  several  yeai  nt   labor,  thorough  drilling  in  discipline. 

and  familiarity  with  train  dispatching  orders.  When  an  employe 
is  appointed  to  cither  of  the  above  positions  be  has  had  in  addition 
sufficient  experience  to  enable  him  to  keep  a  cool  head  in  emergen- 
I  here  is  no  valid  reason  why  the  same  standard  of  excellence 
should  not  be  maintained  in  the  personnel  of  high  speed  electric 
railways,  and  at  present  this  can  only  be  accomplished  by  drawing 
111  railways  for  experienced  train  crews  and  make  the  hand- 
ling of  a  new  form  of  motive  power  a  matti  1  of  -pedal  instruction, 
secondary  in  importance  only  to  their  ability  to  carry  out  the  train 
dispatcher's  orders  and  understanding  of  the  signs  and  rules  of  the 
road. 

The  dispatching  systems  of  electric  roads  have  recently  experi- 
enced some  very  marked  improvements.  There  arc  few  modern 
railways  which  do  not  employ  an  experienced  train  dis- 
patcher, and  do  not  use  at  least  the  rudiments  of  the  modern  dis- 
patching systems.  The  telephone  ha-  been  a  great  aid,  enabling  the 
dispatcher,  as  it  does,  to  be  in  direct  commn  iih  his  train 

crews.     Recently  there   has   1  thi    ti 

versus  the  telegraph  for  train  dispatching,  and  the  argument  has 
been  made  repeatedly  that  the  telegraph  is  to  be  preferred  to  the 
telephone  bcause  the  latter  leaves  no  record  of  its  message.  Such 
an  argument  we  can  well  afford  to  smile  over,  for  what  is  tl 
graph,  as  used  in  this  country,  but  an  oral  transmission  of  a  mes- 
sage? The  writing  of  a  telegraphic  dispatcher's  order  1 
intermediary,  and  there  is  a  chance  for  a  mistake  both  in  the  re 
ceiving  of  the  message  and  in  writing  it  down  It  is  certainly  more 
simple  to  bt  the  dispatcher  talk  directly  with  his  train 

ting  the  man   in  charge  of  the  train   write   d  giving 

iiv   to  the   motorman.      This   eon 
of  giving  co|  conductori  and  engi 

train.     The  only  argument    which  may  be    brought    agS 
tern  is  that  time  of  the   train  crew   while   they   are 

•.g   such  or 

•    is  willing  to  main) 

will  n> 

ri.  i  men 

Alni'  length    ha 

Iterating  multipl  1  ding  din 

rents  f 

Unfortunately  there  i    not  always  propi 

perhaps  mon  'he  latter  eon  idef    solely   the   ] 


ing  points,  and  electrical  features  of  the  system,  without  regard  to 
the  fact  that  the  sub-station  may  also  serve  the  operation  of  trains 
and  be  fully  as  useful  as  an  adjunct  to  the  dispatcher's  office  as  it 
is  to  the  power  house.  To  fully  realize  its  proper  value  it  is  «ften 
necessary  to  place  the  sub-station  some  little  distance  away  from 
what  would  theoretically  be  its  correct  position.  As  an  example 
may  he  mentioned  the  case  of  a  road  where  a  sub-station  is  placed 
about  '  •  mile  away  from  a  siding  which  is  a  regular  meeting  point 
for  trains  on  a  single-track  road.  Electrically  the  sub  station  is 
correctly  placed,  hut  its  value  might  be  doubled  were  it  located 
immediately  at  the  passing  switch,  where  it  could  be  used  to  operate 
signals,  issue  orders,  etc.,  to  passing  trains,  which  arc  all  obliged 
to  stop  at  this  siding,  but  do  not  regularly  stop  at  the  sub-station. 
If  orders  are  to  be  given  to  passing  trains,  they  must  be  flagged 
to  stop  for  such  orders  under  the  present  arrangement.  The  pro- 
posed change  of  the  sub-station  might  slightly  unbalance  the  sym- 
metry of  tlie  electrical  distributing  system,  lint  this  disadvantage  is 
doubly  counterbalanced  by  the  advantage  gained  in  the  operation 
of  trains. 

In  order  to  fully  take  advantage  of  sub-stations  for  assisting  the 
operating  of  electric  trains,  it  is  necessary  to  have  a  properly  trained 
corps  of  attendants  at  such  stations.  These  positions  are  probably 
1  he  most  difficult  to  fill  of  any  on  a  railway  of  this  character.  The 
salaries  of  the  places  are  not  unsually  very  high,  and  this  is  all  the 
more  reason  why  the  utmost  care  is  necessary  in  choosing  men  for 
them.  Somehow  an  illusion  has  gained  prevalence  among  engineers 
an<l  managers  that  it  is  a  "snap"  to  operate  a  sub-station,  and  the 
salaries  are  therefore  small  and  the  hours  long.  One  engineer  of 
standing  expressed  himself  once  within  the  writer's  hearing  that 
all  a  sub-station  attendant  had  to  do  was  to  occasionally  "close  the 
circuit  breaker."  Needless  to  say,  that  engineer  never,  himself, 
operated  a  road  equipped  with  rotary  connected  sub-stations.  If 
sub-station  duties  are  compared  with  those  of  the  power  station, 
there  is  less  manual  labor,  no  doubt  in  the  former,  hut  in  case  of 
emergencies  there  is  always  present  a  skilled  and  experienced  man 
in  an  authoritative  position  at  the  power  house,  while  the  sub-sta- 
tion attendant  has  to  fall  back  entirely  upon  his  own  wits  and  ex- 
perience, supplemented  perhaps  by  a  little  telephonic  advice  from 
his  superior,  if  the  latter  can  he  reached.  It  seems  self-evident  that 
a  considerable  amount  of  judgment  and  self-reliance  is  required  for 
such  work,  and  if.  in  addition,  we  add  to  these  duties  the  respon- 
sibilities of  receiving  anil  delivering  train  orders,  the  operation  of 
signals,  sale  of  tickets,  collection  of  freight  bills,  handling  of  hag- 
gage,  etc.,  the  position  1 1 te  which  is  not  to  he  filled  by  any 

man  presenting  himself  and  willing  to  accept  the  wages.  The 
writer's  experience  has  been  that  it  is  quite  impossible  for  men  to 
attend  to  these  duties  and  do  so  for  twelve  hours  each  day,  and 
seven  days  per  week  Every  man  who  has  attempted  it.  to  the 
writer's  knowledge,  has  in  course  of  time  failed;  either  his  health 
succumbed  or  his  duties  were  neglected,  mostly  the  latter.  An 
eight-hour  relief  for  sub  station  men   whose  duties  include   those  oi 

station  agents  plu    thi    attendance    of   electrical  rotary    apparatus 

seems  to  In-  ih,  only  solution  of  the  question.  There  is  too  large  an 
amount    of   property  at    slake,  as  well   as  the  lives  of  employes  and 

1  make  the  practicing  of  too  much  economy  al  Hn    poinl 
•.■00,1  businesi  judgment,  all  the  more  so  when  ii  is  considered  thai 

I  he    sub      III  11. 11    a       .1    nili     1      nun  Ii    h  •■:■■;    fool    proof   .11  id    .1,  ,  id,  lit    proof 

than  the  power  station.     It    should  not   l.<    necessary   In  mention   that 

v in. hi  attendance  and  maintenance  should  nol  be 

charged   against  thi    eo  1   of  motive  power  entirely,  in   the  cases 

ited  01   a    timed      From  one-third  to  one-half  this  cost  is 

proper!}  chargeabli  to  tl st  of  train  operation. 

dering  all  the  devici      fot   the    afi    operation  of  trains  on 
single  and  doubli  trad  '  Iroads,  it  is  remarkable  thai  such 

.  . .Mi neral  u  i  lectt  ii  roads  of  sim 

1      With  tl  Erequi  nt   train  service,  the  bloi  I- 

■  .."ill   seem  al I   a   nece    ity.     I  unfortunately 

thi   bonding  of  thi   trad    itated  bj  electrical  operations  spoils 

tht    I"  autiful   simplii  ity  of  thi    bloi  I      ignal        a     applii  <i  on 

h .    .    then    olid  and  simple  than  a  pait 

ind  .1  pait  01     1  veral  paii s  of  cat    wheel     ind 

'•ii.  mi  closet   ■.!      -  iti  ii  '     Until  we  attain     m  h 

implii  "  ndi  .1  trad    thi   bloi  I     irsti  m  will  alway  .  be  handi- 

i  appi  d  I  ervice.    Ovi  rhead  di  i  It  •  ■   and  "trai  I    boxi  i" 

■  Ii      Some  :■  rill  devise  a        tern  over 

III  no  doniii  reap  a  i  ii  h  reward. 


146 


STREET    RAILWAY    REVIEW 


[Vol.  XII, 


I  In-  number  of  high  speed  electric  railways  it  steadilj   incri 
and  the  tendency   is  unmistakably  towards  steam  railro 

ids  designate  theii  trams  b)   numbers  which 
are  marked  on  tunc  tables,  and  are  also  conspicuous!)   marked  on 

hi   of  trains  01  ition   signals  are   in   it 

designating  extra  trains,  second  sections,  etc    Markers,  switch  lights, 
whistle  signals,  etc.,  follow   standard  sti  id  practice     Cars 

ovided  with  tl.i^~.  fusees  and  torpedoes,  and  trainmen  required 
to  protect  their  trains  in  case  of  stops  In  man)  cases  the  train  dis 
patching  system  is  quite  i^  complete,  and  discipline  as  strict. 

m  railroads.  Yel  all  these  precautions  will  avail 
nothing  if  the  personnel  of  the  operating  department  are  novices  in 
the  art  of  railroading  Vs  an  illustration  ma)  be  mentioned  the 
case  of  a   splendii  pi  ed   railway,   which 

steam  railway  standards  throughout,  and  had  an  expert   steam  rail- 
way tram  dispatcher  organize  the  operation  of  trains,      ["hi 
agemenl  and  heads  "i  operating  departments  to  a  man  were  former 
steam   railroad  nun  ,,f  the  most  splendid  experience  and  capacit) 
Train  crews  were  recruited  partly  from  the  streel  railw 
partly   from  steam  railroads.     This  road  had  one  serious  collision 
costing  six  lives  and  several  hundred  thousand  dollars  in  damage 
claims.     There   were  also   some  minor   accidents  and  a    few  hair 


POSTING  SCHEDULES  ON   INTERURBAN 
ROADS  BY   MEANS  OF   DIAGRAMS. 


1 1„.  p  tnnouncing  the  daily  runs  of  car  crews  by  the  aid 

■  ,i  diagrams  \«  ssi  il   advantages  over  tl  immon 

,    of  posting  run-  b)  chalking  up  a  column  of  figures  on  the 

bulletin  board,  "r  by  verbal  or  written  instructions,  ntst  as  ■  map 

,,f  the  road  presents  the  routes  in  a  form  more  easil)  and  quickly 

undersl I  than  does  a  written  description      I  In   practice  i 

daily  applicable  to  posting   schedules    on    single  track    interurban 
electric  roads, 

I  In-   Worcester    (Mass.)    Consolidated   Strict    Railway    t 
diagrams  for  announcing  runs  at  all  its  dispatching  stations  and  the 
system  will  be  made  clear  b)   describing  il  as  applied  to  the  Fitch- 
burg  division  of  the  Worcestei  company,     ("his  division  i-  about  ,?n 
miles  long  and  is  in  charge  of    Mi    George  II     Burgess,  d 
superintendent 

\ttcr  the  schedule  for  the  season  has  Keen  determined  (in  tliis 
case  a  half  hour  service  is  given  between  Worcester  and  Fitchburg) 
the  superintendent  plots  all  the  runs  on  a  sheet  as  shown  in  Fig    t, 

living   cross  section   paper   with    '.(-in.    rulings   fur  the   purpose.      I  he 

vertical    line-    designate   intervals   of   time    (in   tin  -   case   intervals 


LCOM/HSTER 


CASeVfiL 


Boris  tom 


L/AfCOLMSr 


tro/ec£Sr£/f 


PIG.  I-SIIPKRIN'TKNDKNT'S  RUN  SHEET. 


breadth  from  what  might  have  been  even    moreserious  acci- 

lian  lliat  first  mentioned.  In  each  and  every  case  it  was  men 
from  the  street  railwa)  field  who  wire  the  offenders  and  their  igno- 
rance or  disregard  of  the  rules  the  cause  of  the  accidents.  Yet 
these  men  were  carefully  selected  from  a  large  number  of  appli 
cants    and    in    intelligence    were    much    above   the   average    found    in 

railways.  Furthermore  they  had  been  carefully  drilled  and 
instructed  and  passed  an  examination  b)  the  above  named  expert 
dispatcher   in   the   rules. 


NEW   CASTLE  &  LOWELL   ROAD   OPENED. 


The   \"cw    i   istle    (O.)   >\   Lowell    R     R    was  opened   for  traffic 

February    15.    foul    cars   being  inn    ml,,  service.      The   line   has   since 
been  in   regular  operation   and  cars  are  run   from   Youngstown  al 

intervals  of  one  hour,  the  last  one  arriving  at  [0:30  in  the  evening. 
Mi.    nip  to   New  Castle  is   made  in   i'i   hours,  but   the   schedule 

will   he   faster  when  the  special  cars   an    put    in    s,-r\  ice.     The  prcs 
ent    local    cars    stop    at    all    street    corners    in    the  I    towns 

through    which    thi  0    take    up    passengers,    lint    llie    specials 

will    stop   onl)     .11    certain    points.       \s    ;,    large   portion 
pain's  tracks  are  laid  011  a  private  right  of  way  the  special  cars  will 
ihled   to  make   fast   time    without    difficulty. 


of   1   hour  1    ami  certain   of  the  horizontal   lines  designate  turnout 

points 

I  hi  inns  are  numbered  and  for  convenience  in  distinguishing 
intersecting  lines  on  the  diagram  each  run  is  plotted  with  a  different 
colored  pencil.  1  In  the  accompanying  engravings  reproduced  from 
the  diagrams  the  runs  an-  shown  in  different  symbols.)  Referring 
iliv  1.  a  single  example  will  suffice  to  explain  the  diagram.  The 
ear  moving  on  run  No.  88,  for  instance,  will  leave  the  operating 
ham  at  Bashaw's  turnout  at  5:4s  a.  m.,  run  to  Leominster  and  then 
turn  and  make  the  through  rim  to  Worcester,  arriving  at  Worcester 
al  Sam  a.  in.  It  will  immediately  turn  and  run  to  Leominster  and 
.11  on  a,  indicated  until  turned  into  the  barn  at  12:15  at  inglil 

This  large  sheei   is   for  the  use  of  tin   superintendent  only.     For 
the  information   ol    thi    employes   small   diagrams  of  each   run  are 
posted  on  the  bulletin  board  each  morning.     In   Fig    -■ 
is    shown    run    No.   88    for    the   entire   day        The  crew    that    has    been 
assigned  lo  this  run  lakes  the  car  ont  5:45.  makes  the  run    to    Leo 
minster  ami  hack  to  Worcester,  and  then   hack  to  Leominster,  arriv- 
ing I  eominster  al   10:00  a.  m.    tin  the  next  trip  instead  of  running 
straight   through  to  Leominster  they  run  only  to  Carvell's  turnout 
and  "swing"  with  the  crew    running  on  run  No.  87.  that   is.  the  two 
crews   change   places,   the  cars  proceeding   on    the   trips   in   the   direc- 
tion in   winch  they  are  headed,  but  the  crews  doubling  hack 
reach  their  respective  stations  in  time  for  their  mid-day  relief.    Lit- 


XI  \R.    15.   1902.] 


STREET    RAILWAY    REVIEW. 


147 


dor  this  schedule  the  crew  on  rim  No.  88  are  due  at  Bashaw  at  1 1 145 
a.  111..  and  are  nol  posted  to  make  another  trip  until  1:45  in  the 
afternoon,  giving  them  two  hours'  re- 
lief. They  go  to  work  again  at  1  :4;. 
making  the  trips  as  indicated,  and  ar- 
j  at  Bashaw  at  5:45  p.  m.,  when 
they  are  through  work  for  the  day,  hav- 
ing performed  10  hours'  actual  work 
within  (8  consecutive  hours  ["he  lower 
half,  of  the  diagram.  Fig.  _'.  indicates 
run  No.  88a,  which  is  the  relief  run  on 
run    No     88 

\  diagram  similar  to  Fig  2  is  pre 
pare. I  for  each  run  on  the  division. 
In  connection  with  these  diagrams 
produce  a  portion  of  the  printed 
schedule  which  the  company  causes  to 
ted  in  public  places  along  the  di- 
vision for  the  convenience  and  informa- 
tion of  the  public  By  referring  to  this 
table  and  to  diagram  Fig.  1.  it  will  be 
noticed  that  certain  cars  arc  assigned 
to  shuttle  service  exclusively  between 
certain  towns.  Thus  a  half-hour  service 
is  maintained  by  ibis  means  between 
Fitchburg  and  Leominster,  between 
Lancaster  and  Clinton  (Carvell's  turn- 
out), and  between   City  Line    ( \Y I's 

turnout  1  and  Worcester,  these  shuttle 
cars  serving  the  purpose  of  filling  out 
the  half-hour  schedule  which  at  certain 
hours  of  the  day  is  nol  provided  by  the 
through  cars,  as  will  1"    seen  by  reference  to  Fig.  1. 

and  motormen  are  required  to  familiarize  them- 
with   all   meeting  and  passing  points  and   are  instructed  to 


TROLLEY   EXPRESS  IN   ENGLAND. 


FIi..  2. 


WORCESTER    TO    FITCHBURC 

A.      M. 

•  -.      H. 

L— ti  WOftCEfTIB 

IM    (a    >a    fa    i«    ta 

100      IB    10  00    10  » 

iim  na 

iudIiimI  im 

IS 

U0 

cm  lui 

•a  Lie  "*  at  »»  ia 

U             M             1* 

»»  _i2  unliaa 

tin  114 

■tsllUI    i.a 

1 « 

US 

mum 

ta 

1146    1115 

■ 

IIS 

■ 

'L'lTJ 

u 

IB     711     tm     III     IB      III     IB 

itio  ma  11  in  na 

1)11    II« 

no    1  40   ?  10 

J4U 

lucutd 

ia 

JB      'BJB     IB     IB      IB    IBB    UB    MM    I'M    HOC    t?  10     100 

ia   ib   ia   ib   ta  im  ie»  iim  11a  i>i  km    im    ix 

is    100   ?* 

\00 

LBMUXITH 

in   m 

IN     IV    IX 

ia 

■ 

Am**  IIICUVM 

im   ta   im   ta  iim  11a  iim  na  iim  ita    tn    ia   im   m  in  in 

ia 

1 

-          UTZ» 

»■    ib    ia    <m    ta   1*    ia 

ib   ia    ia    it    in   ib    im    ta  iim  10 a 

not  IM 

cm  umi 

lit     IS     IM     *A     Ifl     in     tM 

in  J*   in  ±jj    in  jia   in  ji}  na  ioj 

nn  u». 

mum 

IN     14     411     441      |-t     i«     IH 

t«           ib            ta           ta          'ta 

"— — 

UtinitD 

•       IB     IB     IM     1* 

Til     IB     III     IB      11)     IB    1114    ll«    II  10 

!UJ|       | 

«■    ia    ki    <k    ib    >a    in 

im    ia    im    ta   iim  ita  iim  njpH,* 

IN     IX     IB     IB     IB     IM     IB 

ia   ib    ia  na  iim  iim  ua 

FITCHBURG    TO    WORCESTER 

,».      *t.                                                                                                                               ••.     M. 

u.»  HHBMM 

in      IB      >B      IB     11,      IH     IB    KM    l»B    UN  HB   UMillB,  IM 

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ta 

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lit 

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IB     4B     (B     IB     IB     IB      IB      IB     IB     IB      U 

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MB    UM 

1 

IH.         l.r.  I8IOM  TIME  Taiii.i 

follow  closely  the  running  tit  '   under  a 

dition  to  run  ahead  of  the  schedule  time 


win.  h  wai 
1    with    William    Nathaniel,   president 
begin    ill-     ■  ■  ed    line    from    Granville    to 

Poultney,   with   a    branch   to    Lake    Saint    Catharine,    in    thi 
•pring 


A  part  of  I  I    <"'in  the  DOWI  1    lion  t 

of  1  In    Marion   ilnd  i    R  Richmond    when    il   will  be 

d  in  th>   plan)  of  the  Richmond  Street  and  Interurbat 

1  from  the  new   power 


llie  subject  of  conveyance  of  freight  on  electric  trolley  lines  was 
recently  discussed  by  Mr.  A.  H.  GibbingS,  of  South  Lancashire,  he- 
fore  the  Liverpool  Engineering  Society.  Mr.  Gibbings  gave  an  out- 
line of  the  proposed  scheme  for  carrying  merchandise  on  electric 
tramways  between  the  Liverpool  docks  and  some  of  the  important 
manufacturing  towns  in  the  South  of  Lancashire.  There  is  no 
doubt  that  Mich  a  scheme  would  be  highly  beneficial  particularly  to 
the  manufacturers,  and  n  is  believed  there  would  be  no  difficulty  in 
laying  electric  lines  on  the  dock  sides  in  order  that  the  cars  can  be 
loaded  direct    from   the   -hips  or  depots.      As  each   car   was   loaded   il 

would  proceed  directly  to  us  destination  with  an  average  --peed,  in- 
cluding stops,  of  6  miles  an  hour.  The  form  of  car  proposed  is  one 
having  a  detachable  top  with  facilities  for  removing  by  means  of 
cranes  In  some  cases  it  will  undoubtedly  be  advantageous  to  lay 
special  tracks  and  sidings  to  the  warehouses,  mills,  etc.,  which  arc 
some  distance  away  from  existing  railways,  lull  in  other  cases  the 
author  suggested  that  steam  road  wagons  or  other  form  of  auto- 
mobile might  be  used  to  reach  isolated  places.  Careful  calculations 
had  been  made  regarding  the  question  of  charges  and  the  author 

Stated  that   it   was   found  possible  to  charge   for  carload  lots  only   50 

1    the    present   railroad   charges   and    Still   leave  a    sufficient 

profit.     The  principal  public  benefit   which   would   be  attained  would 

be  the  great    rebel  of  the  streets  from  heavy  trucking.      The  author 

d  that    the   alleged   difficulties  of   collecting   merchandise   at 

the  docks  and   delivering   it    from  the  lines  to  the    various  mills  and 

warehouses  were  problems  winch  could  be  readily  solved. 


COST  OF  ELECTRIC   MOTIVE   POWER. 


BY   ALTON   I).  ADAMS. 


(Copyright,  t'HiJ,  In   Alum  I).  Adams.) 

Electrical  energj  maj  bi  delivered  to  the  lines  outside  of  differ- 
ent generating  stations  at  an  almost  uniform  cost  per  unit,  except 
as  to  differences  due  to  the  price  ol  Euel,  where  outputs  arc  equal, 
With  stations  of  different  capacities  there  is  a  possible  decrease  of 
cost  per  111111  oi  energy  output  until  a  certain  point  is  reached,  but 
thereafter  expense  goes  up  at  the  same  rate  as  the  amount  of 
energj    supplied.     Line   and   Hack   losses,  the  efficiency  of  electric 

in 1    equipments,  the  sizes  and   weights  of  cars,  the  construction 

and  profile  of  the  track,  and  the  average  number  of  passengers 
carried  ill  enter  to  determine  the  cost  of  electric  motive  power  per 
car-mile. 

It  is  intended  here  to  discover  to  what  extent  differences  exist 
as  to  the  eosi  of  electric  motive  power  per  car  mile  on  differenl 
roads,  and   whether  these  differences  are  due  to   special   locations 

and  condil f  service,  01   to  causes  under  the  control  of  street 

railway  romp; F01   present  purposes  the  average  cost  of  elec 

trie  motive  powei  pei  cat  nub  on  all  the  street  railways  ot  the 
state  of   Massachusetts,  and  also  on  each  ..1   the   more   important 

n  idered.      During    the    yeai    ending    Sept.   .to.    1000. 

operation    on   all    street    railways    of    Massachusetts   amounted    to 

111  Ii      al    .1    total    est    ,,f   $1,678,258.98    foi    electric 

motive  power,  or  an  average  ol    1.04  cenl     per  car-mile      The  Bos 

1 oil'  'I  ih'    lituation  with  a  record  of  38,171,984  car 

miles  ai  an  .  i"  n  '  "i  $510,955.07,  or  an  average  oi  1  (6  cent  pei 
car-mile  Deducting  thi  cat  nub  foi  thi  Boston  Elevated  From 
ib.   total  foi  thi     tat'    leave   43,578,784,  and  thi    1  cpense  oi  electric 

motive    pOWd     outside    of    Ihi-     I  '„,    I.. 11       j    Imii.     wh.ai    do.  id.. I     bv    llns 

last    numbei  .  .  > I    1.64  cenl     pei    cat  mile  for  all 

of  th.  1        Mr    fig 1    1.64  cenl  [.94  times  as 

en  al  .1     11 1   i"  1   cai  milt    ..I  the   Boston  eli     ited        I  em,  and 

iIm    ..ib. 'i   road     il   ■        tati    to  pa 01    II 11  $5511. 

626.4  their  electric  tivt   1 would   1 1     il 

.     Boston  R 01    .'.■      m  I.   diffi  renci    in   tl 1    ol 

pi     ei   pei  .  Ii    1..  1  ween  thi    Bo  ton  and  Ihi    ol  hi  i 

'.  in    .'i .    hard  lo  find  in  the  1  ondit ioni    ol     ervici    foi    tl 

I     po 1 1  to  propi  1    n  cat 

hi   load  ...  In.  Ii  ii  1    carrying     1 1    in  th 

hi  1  -a  pa    .  11  mill   mi tl to ti  •   power 

thi    Boston    ■   1.  in  had  I I   cond 

■■■   il.. in    il Ii    ''     limit        Foi    tl thi 

i"  '  Ii   dm  "ir  the  year  wo     | 


148 


STREET    RAILWAY    REVIEW. 


[Vol.  XII.  No.  3- 


On  the  Boston  system  alone  the  avenge  number  per  car-mile  was 

5  .*■.  while  the  remaining  roads  carried  only  4-44  passengers  per 

car  mile  ""  an  average,    As  the  Boston  road  carried  18  per  cent 

-.;cr-  per  car  mile,  >t-  cost  of  motive  power  should  have 

reater,  other  things  being  equal.    The  profile  oi  the  tracks 

of  the  Boston  system  seems  to  involve  as  much  up-hill  work  as  do 

lor  the  remaining  street  railways  oi  the  state  on  an  average, 

tided  obsei v.tti"ti  indicates.    Of  tl 

maining    inherent    conditions   thai   determine   the   cost    "f   motive 

power  per  car-mile,  the  only  one  subject  to  important  variations 

for  different  roads  is  the  extent  of  operation,  measured  in  car-miles 

tch  system. 

It  may  he  at  once  suggested  thai  ess  in  the  amount 

of  operation  for  the  Boston  system  over  thai  of  any  other  road,  its 
number  of  car-miles  being  about  fifteen  times  as  great  as  tl 

•t  largest  system,  is  sufficient  to  give  it  the  superior  economy 
shown  as  to  cost  of  electric  motive  power  per  car-mile.  With  a 
view   to  test  the  soundness  of   tl  in,   the   cost   of  motive 

power  per  ear-mile  has  been  determined  for  each  street  railway 
1  of  the  state  that  operated  more  than  200,000  car-miles  dur- 
ing the  fiscal  year  of  1900.  In  the  table  the  railways  are  arranged 
approximately  in  the  order  of  the  number  of  car-miles  operated, 
to  facilitate  comparisons.  In  order  that  due  allowance  may  be 
made  for  passenger  loads,  the  number  of  passengers  per  car-mile 
of  operation  has  also  been  determined  for  each  road.  The  Street 
railways  included  in  this  table  number  43  out  of  the  1 18  systems 
in  the  state  at  the  beginning  of  the  year  named.  These  43  roads 
operated  74,011,315  car-miles  during  the  year  or  90  per  cent  of  the 
operation  for  all  the  systems. 

The  most  notable  feature  of  the  table  is  the  great  variation  pre- 
sented  in  the  costs  of  electric  motive  power.  Extremes  of  this 
variation  are  seen  for  the  Newton  &  Boston  road  where  the  cost 
was  I.31  cents  per  car-mile,  and  for  the  Worcester  &  Webster 
where  this  cost  was  5.71  cents,  an  increase  over  the  former  of  335 
per  cent.  On  eight  roads  the  cost  of  motive  power  was  less  than 
two  cents  and  on  five  roads  it  was  more  than  four  cents  per  car- 
mile.  It  appears  at  once  that  a  low  cost  of  electric  power  is  not 
confined  to  the  largest  systems,  nor  is  an  excessive  cost  peculiar 
to  the  smaller  roads.  The  Newton  &  Boston  Ry..  which  enjoyed  a 
lower  rate  for  motive  power  than  the  Boston  system,  operated  only 
534,676  car-miles  during  the  year,  or  less  than  two  per  cent  of  the 
car  travel  on  the  Boston  system.  The  Lowell  &  Suburban  road 
with  2.031.777  car-miles  to  its  credit,  or  less  than  6  per  cent  of 
tin-  distance  covered  at  Boston,  had  a  rate  of  1.49  cents  per  car- 
mile  for  electric  power,  which  is  not  quite  ten  per  cent  more  than 
the  like  rate  for  the  Bo-ton  system.  For  the  Leominster  &  Clinton 
road  with  263.892  car-miles  the  cost  of  motive  power  was  only  1.70 
cents  per   unit  of  car  travel 

This  last  case  represents  an  increase  of  about  20  per  cent  in  the 
power  rate  with  a  decrease  to  less  than  one  per  cent  of  the  car 
travel  on  the  Boston  road.  Turning  to  the  higher  power  rates, 
it  seems  that  the  figures  for  the  larger  roads  are  often  higher  than 
the  rates  for  many  of  the  smaller  systems.  Six  roads  that  oner 
ated  more  than  I.OOO.OOO  car-miles  each  show  a  rate  of  more  than 
two  rents  f,,r  motive  power  per  unit  of  car  travel,  and  in  three  of 
cases  the  rati  ire  than  three  cents.     For  the  Worcester 

system,  the  fourth  in  extent  of  operation  for  the  entire  state,  where 
travel  was  2,653,95s  miles,  the  motive  power  cost  3.1)1  cents 
per  car-mile,  or  nearly  three  times  the  rati-  on  the  Newton  & 
where  the  car  travel  was  less  than  one-sixth  as  great.  The 
South  Shore  &  Bost. m  road,  with  1 .346.167  car-miles  to  its  credit, 
was  obliged  to  pay  for  motive  power  at  the  rate  of  3.8.1  cents  per 
car-mile.  The  highest  rale  for  the  cost  of  electric  motive  power 
was  that  of  the  Worcester  &•  Webster  road  at  5.71  cents  per  car- 
mile,  where  there  were  only  238,791  miles  of  operation,  but  the 
next  largest  rate,  that  of  488  cents  per  car-mile  was  the  cost  on 
tin-  Interstate  Consolidated  road  where  the  operation  went  up  to 
693,171  ear  miles.  Of  the  twelve  systems  each  of  which  operated 
more  than  1.000.000  car-miles,  six  had  a  power  rate  of  less  than 
two  cents,  three  systems  a  rati-  between  two  and  three  cents,  and 
three  systems  a  rate  between  three  and  four  cents  per  car-mile. 
F.ight    i  ted  more  than  500.000.  but  less  than   1,000.000  car- 

miles    each,   one  of   these   at  an   expense   for   electric   motive   power 
of   1. 31  cents,  five  roads  at   between   two  and  three  cents,   om 
a!    between    three   and    four    rents,    and    one    at    between    four    and 
five  cents  per  car  mile. 


Of   twenty-three    systems    that    operated    from   200,000   to    500,000 
car-miles   each,  one   expended    ||  ,s  than  two  cents,   eight    expended 
between    two  and   three   cents,   tell   1  -. J ■ .  1 1 . 1  <  •  1   between    three   and    four 
rent-,   three  expended   between    four  and  toe   nut-,  and   one 
expended    between    I'm-    and    six    cents    per    car-mile    for    electric 
motive  power. 

1- 1   all    this    i!  il    that    the   |,,w    1 

n    Boston  is  no(  ->  result  peculiar  to  the  great   size  of  its 

railway  System,  since  the  Boston  rate  is  higher  than  that 
of  the  Newton  &  Boston  road,  and  only  a  little  below  the  COS)  pet 
car-mile  of  motive  power  for  the  Lowell  &  Suburban,  Holyokc, 
Springfield,  and  the  Leominster  anil  Clinton  systems.  True,  a  low- 
rate  rif  cOSl  for  motive  power  is  more  frequent  among  the  larger 
roads. 

-.f  electric  motive  power  per  car-mile,  and  number  of  pas 

sengers    per    car-mile    on    street    railways    of    Ma--arhu-i  tt 

ending  August  30,  1900: 

Total  Cent*    Paisenifer* 

Name    of  Railwar.  Car  Miles.         Per  Car     IVr  Oar 

Operated.  Mile.  Mile. 

Boston  Elevated   38,171,984  ij6  5.26 

Brockton    2,565,023  2.32  4.67 

Fall    River    i,44'.527  1-93  5-79 

Holyoke    1,268,961  174  3.88 

Lowell  &   Suburban    2,031.77;  140  4.50 

Lowell  &  Haverhill   1.921.815  2.83  573 

Lynn   &   Boston   7,508.170  2.01  5.16 

South   Shore   1,346,167  3-89  3-''-' 

Springfield    3.586.242  180  383 

Union  New  Bedford    1,088.803  108  421 

West     Roxbiiry     1,055,972  34t  4-28 

Worcester    Consolidated    2.653.052  3.61  5.38 

I  i!  chburg    &    Leominster    800.785  2.65  4.21 

Interstate  Consolidated  693,171  4.88  5.01 

Milford  &-  Framingham   531,583  2-84  4-73 

Newton     529.714  200  I  64 

Newton   &   Boston    534,676  1.31  3  47 

Northampton    58;  2.32  358 

Qttincy  &  Boston   622,662  244  462 

Worcester   Suburban    698,492  3-37  5-<» 

Newhuryport    342.789  3  '7  4  3') 

Commonwealth    Ave 426,560  3.00  3.00 

Gardner   &    Fitchhiirg    275,155  3.80  3.27 

South    Middlesex    282,683  2.66  4.47 

Wellesley  &  Boston   260,810  342  ""' 

Woonsocket    360.180  2.71  4.40 

Natick  &  Vochitute   4°5.654  2.98  336 

New    Bedford    &    Brockton    306.501  4,50  3.10 

Newton  &  Taunton   381,681  2.78  2.54 

Pittsfield    354-947  2.62  448 

Haverhill  &   Ameshtirv    474-69°  4-38  4-20 

ll.n -ac    Valley    490.45"  3  18  3.80 

Leominster    &    Clinton    263.892  17')  3-78 

Worcester  &-  Clinton    266,059  3.30  4.28 

Worcester  &   Marlboro    318,215  3.26  4  07 

Westfield   366,408  2.29  207 

Warren    &   Spencer 380.291  3.01  3.27 

North   Woburn    201.185  3.61  4.96 

Palmer   &   Mpnson 221,465  3.64  3. 1 5 

Plymouth   &    Kingston 224.S32  425  3.88 

Wakefield  &-    Sloneham 226,287  2.42  2.64 

Worcester  &   Webster 238.791  5.71  3.05 

Lexington    &    Boston 248.893  2.53  4.73 

All    street   railways  in   the   state 81.750.768  2.04  4.8 

Ml  -Ireet  railways  except  Boston  Kiev. 4  -,.578.784  2.64  4.44 

This  fact,  however,  seems  10  show  simply  that  the  larger  sys- 
tems more  frequently  adopt  methods  of  construction  and  operation 
that  lead  to  high  efficiency  than  do  the  smaller  roads. 

Comparison  of  the  costs  of  motive  power  per  car  with  the  aver 
age  passengers  per  car  mile  shows  that  heavy  passenger  traffic  can 
not  account  for  the  great  differences  in  the  power  rates.  Of  the 
eight  roads  with  power  rates  of  less  than  two  rcnls  per  ear  mile, 
two  rarried  more  than  five  passengers  per  car  mile,  two  carried 
more  than  four  hut  less  than  five  passengers,  and  four  roads  car- 
ried between  three  and  four  passengers  per  car-mile  on  an  average. 
On  sixteen  street  railways  the  costs  of  electric  motive  power  were 


Mar.  15.  1902.] 


STREET  RAILWAY  REVIEW. 


149 


between  two  and  three  cents  per  car-mile.  Of  these  sixteen  roads, 
two  carrried  between  five  and  six  passengers  per  c:ir  mile,  nine 
carried  between  four  and  five  passengers,  two  carried  from  three  to 
four  passengers,  and  three  carried  two  to  three  passengers  per  mile 
of  car  travel. 

Expenses  for  electric  motive  power  were  at  rates  between  three 
and  four  cents  per  car  mile  on  fourteen  roads.  Among  this  num- 
ber three  had  an  average  of  more  than  five  passengers,  rive  had  be- 
tween four  and  five  passengers,  and  six  had  between  three  and  four 

^ers  per  car  mile.  Of  the  four  street  railways  that  paid  out 
between  four  and  five  cents  per  car  mile  for  motive  power,  one 
carried  over  five  passengers,  another  carried  between  four  and  five 

^<rs.  and  two  carried  between  three  and  four  passengers  per 
car-mile.  A  single  road  expended  more  than  five  cents  per  car- 
mile  on  motive  power,  hut  carried  less  than  four  passengers  per 
car-mile.  From  the  foregoing  it  appears  that  the  roads  with  low 
-  had  as  large  or  larger  passenger  traffic  per  car-mile 
than  the  roads  with  higher  power  rates. 

-  of  electric  motive  power  per  car  mile  on  roads  of  different 
car  travel : 


MAGNETIC  TRACTION. 


Oar  Miles 
Operated. 

No.  ,.f 
Roads. 

Between 
1  and  2 
Cents. 

Between 
2  and  5 
Cents. 

Betw  eeii 
3  and  4 
Cents. 

Between 
4  and  5 
Cents. 

Between 

5  and  6 
Cems. 

Orer  l.OOO.iMi.. 
Between  500,- 

■■    ■. 
Between  200.- 

■  ■      A 

12 

8 
23 

6 
1 
1 

3 

S 
8 

3 
1 
10 

1 
3 

1 

Totals   of    all 

43 

6 

16 

14 

4 

, 

The  table  shows  the  number  of  roads  of  each  class  that  had  each 
rate  for  motive  power  per  car  mile.  Considering  all  the  roads,  the 
number  operating  at  a  cost  of  motive  power  between  1  and  2 
cents  2.1  per  cent  of  the  total  number.  Dividing  the  entire  niim- 
3  and  4  cent-  32.5,  between  4  and  5  cents  9.3.  and  between  5  and  u 
cents  2.1  per  cent  of  the  total  number,  Divindig  the  entire  num- 
ber of  roads  into  groups  according  to  the  number  of  passengers 
carried  per  car  mile,  it  seems  that  18.6  per  cent  carried  5  to  6 
passengers,  39.5  per  cent  4  to  5  passengers,  34.9  per  cent  3  to  4 
^ers,  and  "  per  cent  2  to  3  passengers  per  mile  of  car  travel. 

Number  of  roads  with  each  power  rate  carrying  the  stated  num- 
ber "f  passengers  par  car  mile: 


Nnmber 
••f  Roads. 

Cost  of  Power 
Per  Car  Mile. 

Roads  with 

5  to  6 
Passe  infers 

Per  1    ir  Sti'e 

Ri.a.ls  w ith 

4  to  5 
Passengers 
Per  Car  Mile 

Roads  with 

3  to  4 
Passengers 
Per  Car  Mile 

Roads  with 

2  to  3 
Passengers 

Per  Car  Mile 

- 
16 
14 

4 

Between  1  A  2 

2  4  3 

3  A  4 

4  A  5 

5  A  6 

2 
2 
3 
1 

2 
9 

S 
1 

4 
2 
6 
2 

3 

43 

8 

17 

15 

3 

ELECTRIC  TRACTION   IN   SWEDEN. 


A  report  from  Mr.  R.  S.  S.  Iiergh,  V.  S.  Consul  ai  Gothenburg, 
states   that   tin-   problem   of   employing   electric    1  tead   of 

steam  on  railroad-  in  Sweden  i,  receiving  constant  ing  at- 

tention.    II-  1    the  manager!  "f  the  state   railroads   arc 

making   investigations   in   this   direction    and    thai    a    numbei    of   pri 

d   in   the   matter,     A    Gothenburg 

that   a    number   of   managers   for   the    Falun 

'alarrics   Railroad  Co  to  thi    government  a  peti 

lion    for   the    gradual    adoption    of   electrical    locomotivi 

steam    engine,    throng1  try,    and    the    Utilization 

of  water  power,    The  petition  mentions  that  a  manufacturini 
pany  in  Switzerland  has  made  a  proposition  to  ire  the  Hubei 
tern  by  which  an  electric  cun  I  bj    1  train  pass 

ing  down  inrlines  which  current   ran  be   utilized   by  other  ti. 

UK   road      A    Swiss   firm   prODO  •      to   furni  h    th 
rolling  str«-k.  a  Swedi  b  company  tin-  elect ri  n"i  He   rail 

tnpany  is  to   furni  h   lint      for    thl    experiment       About   $»'7,- 

onn  is  needed  for  building  tran  former  1  f"i  the  equipment  of  .the 

ith  electricity,  Ik. tiding  thi 
asked  to  furnish  b.i   tie   electrical  apparatu    and  con 

struct  ion 


Reports  from  Seattle.  Wash.,  state  that  recent  tests  of  a  device 
invented  by  Mr.  A.  A.  Honey  for  increasing  traction  on  locomo- 
tives and  street  cars  by  means  of  magnetism,  have  shown  re- 
markably successful  results  and  that  the  increase  in  tractive  effort 
on  an  electric  car  equipped  with  this  device  amounted  to  over  300 
per  cent.  These  tests  were  held  at  the  barn  of  the  Jackson  St. 
car  line,  at  Seattle,  on  a  double  truck  car  35  ft.  long.  Around 
the  axle  of  each  wheel  is  wound  a  coil  of  wire,  through  which 
current  is  passed  by  means  of  a  switch.  The  car  is  equipped  with 
two  motors  of  40  h.  p.  each  and  during  the  tests  stood  011  the 
rails  within  the  car  barn.  One  end  of  the  car  was  attached  by 
means  of  a  cable  to  a  dynamometer  which  registered  the  tractive 
power  of  the  motors.  The  dynamometer  used  is  the  invention 
of  Mr.  II.  II.  Walker,  master  mechanic  of  the  Northern  Pacific, 
and  it  registered  the  pull  in  tenths  and  twentieths  of  a  ton.  Sev- 
eral distinct  tests  were  made  both  with  and  without  the  magnetic 
device.  Without  this  device  the  dynamometer  showed  the  pull  of 
the  car  to  be  less  than  half  a  ton.  while  after  the  application  of 
the  current  to  the  magnetic  device  the  pull  jumped  to  somewhat 
over  J  tons,  and  on  one  test  as  high  as  2J4  tons.  Practically  sim- 
ilar results   were   obtained   at   each  of   the  different  tests. 

By  means  of  this  device  magnetism  is  substituted  for  increased 
dead  weight  and  to  increase  tractive  force.  By  the  use  of  mag- 
netism to  create  adhesion  between  the  drive  wheels  and  the  rails 
nothing  is  added  to  the  weight  of  the  vehicle  and  consequently 
no  extra  power  is  required  for  propelling  the  extra  weight. 

Another  device  which  is  being  prepared  for  test  by  Mr.  Honey 
is  claimed  to  be  a  considerable  improvement  over  the  present  one. 
A  locomotive  and  one  or  two  street  cars  are  to  be  equipped  with 
it  at  an  early  date.  It  can  be  attached  to  any  vehicle  of  this  kind 
without  making  any  changes  whatever  in  the  running  gear. 
Instead  of  using  the  driving  wheels  as  magnetic  poles,  an  inde- 
pendent helix  is  constructed  with  small  wheels  about  1  ft.  in 
diameter  which  run  on  the  rails  as  close  as  possible  to  the  driving 
wheels.  This  closes  the  magnetic  circuit  through  the  rails,  drive 
wheels  and  axles,  thus  giving  an  uninterrupted  metallic  circuit. 
Any  number  of  these  independent  magnets  may  be  used  in  con 
1  with  tin  train  to  multiply  the  tractive  effort  to  any  desired 
extent. 


PROPOSED  NASHVILLE  INTERURBAN. 


Two  extensive  interurban  lines  are  being  projected  in  the  neigh- 
borhood of  Nashville,  by  Messrs.  C.  W.  Ruth  and  Prank  llaskill, 
Pittsburg,  Pa.  It  is  planned  to  connect  Nashville  with  Gallatin, 
Franklin,  Columbia.  Mt.  Pleasant  and  a  number  of  intermediate 
towns.  Two  separate  lines  are  planned,  one  running  to  Gallatin, 
a  distance  of  30  miles  and  the  other  directly  through  to  Mt. 
Pleasant  via  Franklin  and  Columbia,  a  distance  of  about  55  miles. 
Charters  for  these  companies  have  been  applied  for  under  the 
names    of   the    Nashville-   &    Gallatin    Electric    Ry.,  and    Nashville   & 

Columbia  Electric  Ry.  Mrs.  !■'.  P.  Bond, attorney  for  the  companies, 
states  that  the  roads  will  be  built  speedily  if  the  rights  of  way  are 
granted  through  the  city  of  Nashville.  I  he  capital  to  be  expended 
is  Pittsburg  money  and  the  parlies  behind  the  enterprise  do  not 
ask  for  any  I'"  tl  help.  All  that  is  required  is  the  good  will  of  the 
"f  Nashville  and  those  along  the  route  and  reasonable  aid 
in  the  matter  of  right  of  way  Power  for  operating  these  road,  1 
to  lie  secured  from  Scroggins  balls,  in  Cumberland  County,  and 
ne  water  power  will  hi'  utilized  to  furnish  light  ami  power 
in  the  city  of  Nashville  ami  tin-  towns  along  the  lines  of  tin  rail 
ways. 

*  »  » 

The  Newcastle  (O.)  &  Sharon  Electric  Railway  Co.  has  expended 

imately  $110,000  foi    ughts  of  way  in    l.awrenci    1  uiinty.     The 

road  will  extend  from  Newcastle  to  Hubbard,  where  connections 
will  be  made  with  the  Sharon  &  Youngatown  line. 


'I  be  St    Charlei    Streel   Rail    i     Co.,  ol    New  Orleans,  recently 

obi  $j  lie'11  rit,    10  Mo   gold  bond  .  thi    i ei  da  "i 

in   to  I,,   u  ed  in  construct! I  itt   new  lines,    The  bonds 

aren    largely  ovei    ubscribed  Bnd  | 1  premium   was   secured  on 

Mi.  in      1  he  bid    accepted  ranged  from  101.  15  to  to; 


150 


STREET    RAILWAY    REVIEW. 


[\',i    XII,  No.  3. 


'JKffc 


frSZ!t*i7 


Jf1 


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


NOTES  ON  THE  CARE  OF  THE  POWER 
HOUSE. 


ItY  ARTHUR  II.  UIIK^ 


It   sometimes  occurs  thai    repairs  on  I  reakers  arc 

the  following  notes  will  Ik-  of  value  to  thi 
lical    man. 

I  I u ■  type  K  circuit-breaker  herewith  described  is  buill  for  several 

different    capacities,    thai    illustrated    being   800  to    1,300   amperes. 

putting  a  breaker  of  this  style  ii  Rrsl   remove  the 

blow-oul   yoke,  the  top  fiber  piece  called  "fiber  cap  for  arc 


Fir,.  1 -TYPE  K  CIRCUIT  BREAKER. 

deflector,"  and  the  fiber  from  piece  for  the  arc  deflector,  in  ordei 
access  to  the  shunt  connections  where  the  arc  is  ruptured. 
While  the  breaker  is  open,  not<  g  al  the  mam  contacts. 

al-n   the    shunt,   01  lary     opening 

should  Ik-  ab  h  when  the  main  contacts  arc  open 

Mn-  allow-  the  shunt,  or  secondarj   contacts,  to  make  a  firm  con- 
tact before  the  main  circuit   is  closed;  and,  naturally,  a-  the  cir 
cnii  breaker  opens,  the  main  circuit  i-  broken  considerably  in  ad 
' ndarj  contacts.     This  is  to  prevent  an  arc  on  the 

I  his   breaker   should   be   inspected   occasionally   to  maintain   the 

secondary  heads  in  g I  condition.     Sometimes  copper  beads  will 

form  on  these  heads,  preventing  a  good  contact.     Again,  the; 
Inirn  away  and  out  of  shape,  when  it  will  be  necessary  to  remove 
and  t.mc!)  them  ii|>  with  a   smooth  file,  or,   if  too  badly   burnt,  to 
replace  with   new  part-   which  should  be  kept   m   -tuck.      \   material 
ion  in  adjustmcnl  imetimes  oc- 

i.it  the  main  contacts  become  badly  burned.     They  must   be 

: bed  up  befoi e  putting  gain,  and  can  be  di 

rmit. 
If   it   becomes   necessary   to   replace  the   blow-oul    spools,   when 
ordering  from  the  manufacturers  designate  them  as  right-hand  and 
left-hand  blow  oul  [iving  also  the  number  of  the  breaker. 

If  wound  at    -mm    local    works,  see  thai   the  winding   1-   exactly  like 


iginal,    and    that    the    free    end-    are    brought    ■  nit    properly    lo 

make  1:  -     Ii   1-  easy  to  make  a  mistake  lure,  if  one  i- 

ii"i    familiar  with  the  principle  upon  which  the   spools  blow  upward 

and  rupture  the  arc.     h  1-  possible  to  so  conned  the  -1 1-  as  to 

cause  the  arc  1.1  blow  down,  which  of  course  1-  to  I"  avoided  I  he 
following  sketch  will  illustrate  the  connections,  a-  well  a-  the  path 
for  the  shun)  circuit. 

In    adjusting    the   contact    head-,    try    each    to   he    -lire    that    there    IS 

p..  binding   which   will   cause    them    to  "hang  to  lexible 

springs  are  liable  to  cause  tin-  trouble  if  not  properly  -el.  especially 
if  the  springs  art  twisted  sidewise 

If  necessarj  to  remove  either  the  right-hand  or  left  hand  main 
contact,  ii  will  "f  course  be  necessary  to  disconnect  them  at  the 
hack  of  the  panel,  and  ordinarily  it  will  be  mure  convenient  to 
remove  the  breaker  itself  to  a  bench  where  every  pari  can  bi 
over  thoroughly,  lo  remove  a  main  contact  Stud,  take  out  the  cap 
-crew-  that  secure  the  fiber  separator  to  the  Studs  I  In  particles 
of  copper  which  fall  from  the  secondarj  contact-  due  to  the  ruptur- 
ing of  the  arc  lodge  here. 

There  i-  a  fixed  core  centralis  located  inside  the  flat  spiral  of 
copper  through  which  tin  main  current  passes.  \bovc  it  1-  pivoted 
a    Hal    piece    of    iron,    called    an    armature,    which     is    drawn     down 


PIG.  »— DIAGRAM  OF  CONNECTIONS-TYPE  K  CIRCUIT  BREAKER. 
A,  P,  secondary  contact   heads;    It,  flexible  copper  spring:  C.  blow-out  spool; 
D,  inside  wire;   E.  O,  outside  wire;   G,  main  contact;    F.  K,  main  contact  htud; 
L.  armature;  H.  solenoid:   M.  calibrating;  spring";  N,  scale. 

against  the  a<  coil  spring  called  a  calibrating  spring.    This 

springs   contain-  twenty-seven    turn-    of    jo-  in     steel    wire 

brating  rod  secured  to  the  upper  end  of  the  coil  spring  has  a  washer 
indicating  upon  a  scale  opposite  the  ampere-   for  which  the  breaker 
i-   set.      I  hi-  amount   i-  determined   by  the  tension  upon  the  cod 
spring. 
If  this  breaker  is  in  use  for  a  500  kilowatt  generator,  500  volts. 


Mar.  [5,  I002.] 


STREET    RAILWAY    REVIEW. 


151 


innal  current  is  goo  amperes.  Should  the  maximum  load 
occasionally  reach  1,200  amperes,  it  the  breaker  is  properly  adjusted 
and  in  good  condition  it  will  rupture  the  arc  it  set  at   1.200. 

The  generator  will  stand  a  considerable  overload  for  a  short 
but  one  should  be  governed  largely  by  the  heating  and  local 
conditions  regarding  the  length  of  time  the  generator  can  carry  such 
a  load.  Such  a  generator  is  guaranteed  to  run  at  50  per  cent  over- 
load for  short  intervals  only. 

It  sometimes  follows,  after  a  railway  switchboard  has  been  erected 
for  a  certain  duty  on  its  feeders,  that  conditions  unexpectedly  arise 
bringing  about   results  which  were  not  anticipated.     For  example. 


FIG.  3-LEAK  SPRING  CIRCUIT  HREAKER. 

tin-  load  on  a  certain  feeder  was  suddenly  greatly  increased,  ami 
it-  breaker  consequently  very  frequently  opened.  When  ii  came 
out.  the  current  jump'  >  an  adjoining  breaker.     On  an- 

other occasion,  the  breaker  failed  to  rupture  the  arc.  and  not 
until  the  machine  circuit-breakers  were  opened  by  the  electrician 
did  the  arc  cease.  In  this  case  the  breaker  was  entirely  ruined. 
There  was  no  time  for  delay,  being  an  especiallj  busy  da)  with 
railway  company,  so  a  trolley  line  jumper  was  put  on 
at    the   trolley   line   section   insula  thai    troll,-. 

lion    with   another   feeder   which   was  able    to  carrj    th<    load    lor  a 
short   time.     It  tided   things  Over  until   midnight,    when   the   circuit- 
Mi  in  the  accompanying   illustration   was   secured  to  a 
of  wood,  and   scl   up  temporanl  de  "i   [he  switch- 

board, out    of  the   way.   mini   ill,  m  ire   1" 

put   into  proper  condition. 

(■•I  from  the  burn!  out   cm  iMi  bi  1  al  ei 
and  transferred  to  the  temporary  one,   using  the  old   switch  a-  il 

1   this  kind  arise,  the  handy 

man.  ready  on  all  proves  himself  invaluable.     Main 

a  man.   who  ii   often   remarkable  in  improvising 

iker  illustrated  1-  thoroughly   reliable,  of  the  leaf 

I  he     111.,  :   li     the     leaf     Sprill| 

then  ih'    Hal  ear 
.en  iii  the  upper  part  of  the  illustration  (1 

intended,  preventing  air.  .,<■     u 

though 

familiar      1  modifii  d   horse  shoe    1 

drawn  up, 
"wr  winch  tr  :  I  I"   coil    pring    ill"  trated 

then   throw   it    int>  djusled    foi 

iry  of  the  breal 
To  clow    ile    breaker,  pull  down   insulated  handli    of  ii, 


lever,  when  it  is  again   reset.     If  insulated  upon  a  panel,  or  in   use 
as    above    mentioned,   the    feeder    switch    is   of   course   opened    before 

the  breaker  is  closed,  anil  the  switch  closed  last. 

This  breaker  also  gives  most  excellent  results  when  used  on 
alternating  circuits,  being  designed  especially  for  severe  duty.  It 
1-  a  familiar  breaker  in  heavy  power  work  for  A.  C.  current.     I  he 

illustration    (log     4)     -hows   another    form    of   this   breaker    in    serv- 
ice   upon    a    two-phase   alternating   circuit    of   2.200    \,,lis.      There    is 
still  another   similar  type   of  breaker   which   has   a  time  element    ai 
tachment,  set  to  open  on  a  short  circuit  after  a  predetermined  mini 
her  of  seconds. 

Ill  connection  with  the  slation  in  question  I  recall  the  case  of 
a  rotary  converter  whose  armature  had  been  taken  out  of  its 
bearings  bill  once  in  five  years.  It  was  due  lo  hot  bearings  that  it 
became  necessary  al  that  lime.  Some  of  the  oil  ways  were  com- 
pletely filled  with  sediment,  and  the  babbitt  considerably  scored. 

In  test  re-babbitted  or  scraped  boxes  before  putting  the  rotarj 
into  regular  Service,  run  il  as  a  direct  current  inoii, i'  fur  a  time 
if  direct  current  is  available,  and  the  alternating  current  motor 
not  large  enough  to  propel  it  without  overheating.  But  if  run 
.is   a   direct   current    motor,   should     the     machine   circuit-breakers 

1, pen.    do    not    close    Us   breaker   until    the    oilier    breakers    have   been 
closed  and  tin-  one  again  brought  up  to  the  bus-bar  voltage. 

The  oil  should  be  renewed  before  il  has  become  thick  wilb  aC 
cumulated  sediment.  Clean  out  cavities  thoroughly,  using  coal 
oil  for  the  purpose  Steam,  if  it  can  be  procured,  will  give  best 
results.     A    mistaken   idea    frequently  obtains,  that,  since   it    is   no 

longer  necessary  for  a  man  lo  go  around  with  all  oil  can  filling 
oil  cups  every  half  hour  or  so,  as  was  once  the  case,  the  auto- 
matic oiler  with  revolving  rings  can  be  depended  upon  indefinite 
ly.  The  time  will  always  com,-  when  a  cleansing  of  the  oil  cavi- 
ties  and   renewal  of  oil   will  be  imperative. 

If  a  bearing  allows  (he  oil  lo  run  down  upon  the  rocker  arms 
of    the    brush  holders,    saturating    everything    in    its    wake    and    fre 


HO,  a    .';>■!  voi.T  1  Ik  1  1  rr  BREAKERS, 

■  hi   i"  iIm    <  "iiiiniii.il"! ,  1 1   .1  remedy   for 

11    i"i    ii   will   .111. 1     ■•!  1    trouble   in  time     Oil   spattered  ."..i    the 

ii""i   undet   a  1 1 laioi   1, 10I     careli       and  unt idj    lo    aj   110th 

ing  of  the  w.i  o    I. ii.     "i   .•,.    i,    wedged  betv, ro     1 , 

1  ion     "i    Hi.    1,1 11  b  holdi  1     below   a   beat  ing   also  ha)  1    .1   bad   ap 

:       la      gage  foi  an  oil  beat  mi'  1    1 thi 

indpapei    1  rot nvertet   commutator,  run  the  armature 

■■■■  nil  .iii.  1  mil  me  .  hi  1 .111.  wiili  din  'i   'Hi        11.  1 1  >     ..pen 

Without   .ippat.  ni   irred   in   which  the  mil  a   bi 

it n     '  1   in    deep  .""i        "i    lone 

i  away,    Whi  "in  1  d ren  d,  a  11. 1  h  al  thi  bi  u  he    ci I 

.1    •  1  ion    buck,  which  opened  all  the  machin t-brcaket        l» 


152 


STREET  RAILWAY  REVIEW. 


[Vol.  XII,  No.  3. 


\    te-l    willi    :i    roll 

from  Kit  i"  bar  revealed  no  defects     An  insulation  teal  pn 
sound  in  thai  respect    Bui  the  bucking  was  caused  by  local 
circuits  from  copper  and  carbon-dust  which  had  collected  in  1 1  »*- 
cavities,  and  was  remedied  by  cleaning  them  out   thoroughly  and 
filling  with  a  stiff  paste  "f  pulverized  mica  ami  shellac,  thoroughly 
dried. 
The  burning  away  of  the  mica  might  have  resulted  from  sofi 

mica,    which    arcing    at    the    brushes    finally    I' "•Mind    and 

aii  opening.     Again,  ii  migbl  be  but  tin-  beginning  of  mon 

out  trouble,  thai  oi  a  grounded  commutator,  which  will  eventually 

hum  through  i"  the  iron  core,  as  was  the  case  several  montl 

un    another    rotary    converter    which    came    under    my    notice       Bui 
it   was  not  due  to  loose  or  broken  COnnei  ill  were  found  in- 

tact;    furthermore,   in  that  case,  the  mica   would   have  been   affected 
the   entire   length   of   the    bar. 


POWER  STATION  DAILY  REPORTS. 


The  value  of  a  certain  class  of  records  such  as  powei  house,  re 
pair  shop  and  mileage  reports  is  not  infrequently  greatly  reduced  bj 
reason  of  (he  fact  that  when  mosi  wanted  they  have  to  be  rooted 

out  from  a  mass  of  paper-  and  hooks  by  a  clerk,  and  it  often  happens 
that  the  particular  record  desired  by  the  manager  is  not  on  tile  at 
his  office,  hut  for  some  reason  is  held  at  another  part  of  the  system. 

Power  Station  Daily  Report. 


Cumberland  Coal lbs. 

Screenings  lbs. 

Boiler  Supply Gals. 

Kilo  Watts  

Car  Miles 

Cars  Operated  

4  Motor  Box     

"    4      "   Open 
■1     2      "       " 

"     Snow  Plows 

Engineer. 

Date  19 

itating  a  considerable  amount  of  telephoning  or  correspond- 
ence before  the  information  wanted  can  be  placed  on  [he  mi' 
desk.  This  delay  is  avoided  somewhat  by  having  heads  of  depart 
ments  make  reports  each  day  on  properly  prepared  hlanks.  hut  heir 
too  the  end  sought  is  often  defeated  by  trying  to  have  these  reports 
too  elaborate,  Daily  reports  from  all  branches  of  the  service  have 
of  the  greatest  value  for  comparison  and  checking 
.  hut  if  insisted  upon  should  he  more  in  the  nature  of  pre- 
liminary statements  to  he  followed  later  by  more  elaborate  and  per- 
manent records. 

For  daily  reports  from  the  power  house  il mpanying  blank 

used  by  a  prominent  road  in  New  England  is  suggested  as  giving 
in  condensed  and  convenient  form  a  complete  record  of  power  sta- 
tion performance  for  each  day.  The  engineer  of  the  station  just 
before  going  off  duty  tills  out  the  blank,  partly  from  his  own  read- 
ings and  partly  from  data  furnished  by  the  traffic  department,  and 
this  record  is  laid  on  the  general  manager's  desk  each  morning.     As 


the    hlanks    are    printed    on  m..    they    take    up    hut    little 

and   are   filed    daily   on    a   filing   standard    within 

Examination  of  the  hkmk  will  -how  that  although  general  h 
exceedingly  comprehensive  history  of  each  day's  operation  ami  pre 
sents  in  "gel  .il  able"    lhape  data  that  can  he  used  to  very  good  ad 
vantage.    Sudden  increases  in  coal  consumption  can  he  detected  and 
checked;   kilowatt    output   clucked    with   ear  mileage;  and   car   miles 

run  referred  to  the  schedule  ami  operating  departments  for  explana- 
tion or  revision.  The  blank  is  one  furnished  us  by  Mr.  Horace  15. 
Parker,  general  manager  of  the  Lexington  &■  Boston  Street  Ry.,  of 
Lexington,   Ms 


TAKING  SAMPLES  OF  WATER. 


The  fir-!  preliminary  to  treating  holler  water  is  to  secure  a  chem- 
ical analysis  of  the  water,  and  as  the  analysis  of  water  involves 
considerable  time,  labor  ami  expense  and  if  the  sample  is  not  prop- 
erly taken  the  results  of  the  analysis  are  valueless  anil  misleading, 
the  foil,, wing  instructions  for  sampling  water  which  are  published 
by  Kennicotl  Water  Softener  Co.  will  lie  of  interest.  About  two 
gallons  of  water  should  he  submitted  for  a  complete  examination 
and  this  i-  hesl  done  in  demijohns  enclosed  in  wicker.  If  these 
cannot  he  obtained  glass  bottles  will  do.  hut  jugs  or  tin  cans  should 
not  I,,-  used;  likewise  vessels  that  have  previously  held  vinegar. 
nils,   spirits.   111.  .l.i     1  ire   not   to  he  used,  as  the  vessels   must 

bi  absolutely  clean.  Clean  new  corks  should  also  he  used.  The 
vessel  in  which  the  sample  is  enclosed  should  be  rinsed  several 
times  with  the  water  to  he  sampled  anil  then  he  filled  only  within 
two  or  three  inches  of  the  cork,  leaving  space  for  expansion  with 
change  of  temperature.  If  the  sample  is  from  a  running  stream 
or  pond  it  should  he  taken  from  near  the  center.  The  surface  of 
the  water  should  he  avoided  and  also  the  sediment  at  the  bottom. 
If  the  sample  is  taken  from  a  tap  or  pump  let  the  water  run  for 
some  linn  before  tilling  the  vessel.  Care  should  he  taken  in  each 
case  to  get  a  sample  that  will  represent  fairly  the  average  of  the 
water-  The  cork  should  he  rinsed  in  the  water  that  is  being  sam- 
pled, the  vessel  tightly  corked  and  sealed  with  sealing  wax.  Each 
vessel  should  he  plainly  labeled  giving  the  source  of  the  sample 
and    the   date  when    taken. 


FIRE  ON  THE  BROOKLYN  ELEVATED. 


February  21st  the  shops  and  car  hams  of  the  Brooklyn  Rapid 
Transit  Co..  at  51I1  avenue  and  37th  street,  were  destroyed  by  fire. 
together  with  25  cars.  The  total  loss  is  estimated  by  the  officers 
of  the  company  at  $100,000.  The  fire  started  shortly  after  II  o'clock 
in  the  evening  in  the  work  shop,  which  is  a  frame  building  on  the 
elevated  structure.  Before  the  first  engine  arrived  it  was  apparent 
that  the  work  shops  must  he  destroyed  and  the  firemen  and  those 
of  the  railroad  company's  employes  who  were  present,  directed  their 
attention  to  the  saving  of  the  barn  and  its  contents.  Fifty-five 
cars  were  stored  in  the  barns,  hut  through  the  persistent  efforts  of 
some  of  the  motormen  30  of  them  were  taken  out.  The  cars  were 
brought  out  in  trains,  hut  many  of  the  rear  cars  were  in  flames  as 
the  trains  passed  out  of  the  barns.  The  origin  of  the  fire  is  un- 
known, hut  it  is  thought  to  have  started  in  a  motor  car  as  the  re- 
sult   of  an   overheated  heater. 


JIMCROW  CARS  IN  VIRGINIA. 


A  hill  which  has  recently  been  introduced  in  the  Virginia  Legis- 
lature provides  for  separate  street  cars  for  white  and  colored 
jers  and  the  street  car  employes  of  Richmond,  who  have  a 
strong  association,  are  making  a  fight  to  prevent  the  pas- 
the  hill.  The  reason  given  by  the  men  for  opposing  this  measure 
is  that  it  will  he  the  means  of  deteriorating  the  personnel  of  the 
men  engaged  in  operating  street  cars  throughout  the  state  either 
by  having  negro  motormen  and  conductors  or  by  bringing  a 
tough  element  into  the  business.  They  assert  that  no  men  ol 
the  class  now  available  would  want  to  take  the  position  of  motor- 
man  or  conductor  on  a  jimcrow  car. 


Canadian  capitalists  have  formed  a  company  to  build  an  electric 
line  from  Toronto  to  Cornwall,  with  a  branch  from  Brockville  to 
Ottawa. 


Mar.  15.  1902.] 


STREET    RAILWAY    REVIEW. 

RECENT  STREET  RAILWAY  DECISIONS. 


153 


EDITED  BY  J.  L.  ROSENBERGER,  ATTORNEY  AT  LAW,  CHICAGO. 


LIABILITY     FOR     WILLFUL     MISCONDUCT    OK    NEGLI- 
fi  1;  OF  EMPLOYES. 


H.irt   v.   Metropolitan   Street   Railway  Co.    (X.    Y.   Sup  I,   72   N.   V. 

Sup|.  ygj  Nov.  15,  1901. 
Once  the  relation  of  carrier  and  passenger  is  entered  upon,  the 
carrier,  the  second  appellate  division  of  the  supreme  court  of  New 
Yi  .rk  holds,  is  answerable  f"r  all  consequences  to  the  passenger  of 
the  willful  misconduct  or  negligence  of  the  persons  employed  by  it 
in  the  execution  of  the  contract  which  it  has  undertaken  towards 
the  passenger. 


ALL    INTERSECTIONS    OF    STREETS    ARE    CROSSINGS 
UNDER  ORDINANCE  REQUIRING  SOUNDING 

OF  GONG. 


Schneider  v.    Market    Street   Railway  Co.    (Cal.),  <>o   Pac.    Rep.   7.U 
Nov.  9,  1901. 
A  city  ordinance  requiring  a  hell  to  he  rung  "r  gong  sounded  as 
a   car  approaches   the   limit    of  -•?    feet    from    a    street    crossing,   the 
supreme    court    of    California    holds   applies    where     the     intersecting 
street  does  nol   pass   beyond  that  on  which   the  car  is  running,  hut 
terminates  it     In  other  words,  a  junction  nf  two  streets  is   a  street 
rig    miller  such  an  ordinance,  the   term,  according   to   its   com- 
mon  use,  including,  the  court    says,  all   intersections  of   streets,   and 
applying  equally  though  one  of  them   may  terminate  at  the  point  of 
intersection. 


FRANCHISE   PART   OF   REAL   ESI  \ll      VND    NOT 
1  E  SEPARATELY. 


TAX- 


Dallas   Consolidated   Electric   Street    Railway   Co.   V.    City   of   Dallas 
(Tex.  Civ.  App.  ),  65  S.  \V.  Rep  201.     Oct.  2,?.  loot.     Rehearing 
denied   No\ .  27,    1001. 
The  franchises  of  a   Btreel    railroad  appurtenant   to  the   use  of  its 
v.   the  court   of  civil   appeals   of    Texas   holds,  are  a   part  of 
its  real  estate  and  not  subject  to  a  separate  tax.     Moreover,  here  it 
thinks    was   an    especially   strong   case    for    tin-   application    of   this 
doctrine  because  not    only   was  the  whole  of  the  property,   real  and 
lal,   owned  by  the   street    railway  company,   taxed,   hut.   in  ad- 
dition   for   the   very  privilege    sought    to    he   taxed,   a   large  "bonus" 
or   "franchise   tax"   was   being   annually    paid,    independent    of    what 
the  privilege  to  operate  the  railway  might  lie  worth. 


INJURY  BY  JERK  OF  PASSENGER  GOING  ON  STEP  TO 
ALIGHT  WITHOU1    KNOWLEDGE  OF  CONDUCTOR. 


Sims    v.    Metropolitan   Street    Railway   Co.    (X,    V.    Sup. I.   72   X.    Y. 
Supp.  8.15.     Nov.    15,    IO0I. 
Before  an  agent  of  a  company  can  he   -aid   to  be  negligent   in  not 
Stopping   a  ear  at   a   crossing  divi   1011  of  the   su 

prcmc  court  of  New   York  thinks  that   the  pa     1  tiger  must    in   some 
way   ini  the  agent    ill  p       Not  can    il    see 

that  where  tin-  conductor  wa«  collecting  fai  d   had  hi     head 

down  on   the   step,  that 
lion  of  the  conductor  would  justify  an  inferenci    oi   negli 

it    hold     that    if  a  pa  lani.iuh    plai  I      himself 

upon  the  step  of  a  ear  approaching  a  crossing  when  tin-  car  is  in 

motion,  and  is  thrown  off  I.  peed   of  the  ear, 

which  happens  before  '<  of  iIm 

company  that  he  intendi  to  alight  irting  of  the  ear.  unac 

cotnpanicd  by  any  other  fact,  cannot  be  tie   foundation  ,,f  ,, 
•  f  negligi ' 


LEAVING  SIDE  l'.\R  UP 


VYhitaki  md  Midland  Railroad  Co    (N.  Y    Sup  1,  72 

1901 
An  i-  given  the  jury  iii  tin    ca  1    left   It    frei    to  find 

that  the  company  could  be  deemed  negligent  it  did 

not   have  the  side  leir  or  guard   rail   on   the   h  ft    side   of  the   open 


trolley  car  in  which  the  party  suing  was  standing  as  a  passenger 

lowered  at  the  time  when  she  fell  oft  or  was  thrown  off  the  car  at 
or  near  ian  abrupt  curve,  since  it  was  tolerably  plain  that  she  could 
not  have  fallen  off  if  the  bar  had  then  been  down.  This,  the  second 
appellate  division  of  the  sureme  court  of  New  York  says,  would 
have  been  correct  if  the  purpose  of  providing  the  bar  had  been  to 
guard  against  the  falling  out  of  passengers.  But,  in  view-  of  the 
uncontradicted  evidence  that  such  was  not  the  purpose,  it  was  error, 
the  court  holds,  to  tell  the  jury,  as  it  was  told,  in  substance,  that  it 
might  infer  otherwise,  and  hold  the  company  responsible  for  the 
passenger's  fall  solely  because  the  bar  was  up,  instead  of  down. 


INJURY    OF    WORKMAN    IN    TRENCH    ALONG    TRACK, 
FROM  PUTTING  HIS  HANI)  UNDER  CAR. 


Nolan  v.  Metropolitan  Street  Railway  Co.  (N.  Y.  Sup.),  72  N.  Y. 
Supp.  501.  Nov.  8,  1901. 
A  bricklayer  while  engaged  in  laying  terra  colta  conduit  pipes 
for  electric  wires  in  a  trench  about  four  feet  deep  along,  and  ex- 
tending partially  under,  certain  street  railway  tracks,  put  one  of  his 
hands  on  one  of  the  rails  of  the  track  as  a  car  was  passing,  and 
a  portion  of  the  car  ran  over  il.  This,  however,  the  first  appellate 
division  of  the  supreme  curt  of  Mew  York  holds  did  not  render  the 
street  railway  company  liable.  It  points  out  that  the  man  was  in  a 
place  of  safely  when  the  car  commenced  to  pass  over  him:  that  he 
was  familiar  with  the  character  of  the  work,  and  of  the  risks  inci- 
dent to  it:  that  he  had  been  engaged  in  the  same  kind  of  work  he- 
fore,  and  had  observed  the  passing  of  cars  on  that  very  day;  that, 
if  he  had  not.  it  must  have  been  obvious  to  him  that,  if  he  placed 
his  hand  upon  the  rail  while  a  car  was  passing,  he  would  sustain 
injuries:  and  it  says  that  the  rule  is  well  Settled  that  one  who, 
knowing  and  appreciating  a  danger,  voluntarily  assumes  the  risk 
of  il.  has  not.  if  injured,  a  just  ground  of  complaint. 


PRESUMPTION  OF  TRACKS  ISEING  IN  PUBLIC  STREET— 

Kit  ill  IS  OF  COVERED  \\   \Go.Y  ON    TRACKS. 


Vincent  v.  Norton  &  Taunton  Street  Railway  Co.   (Mass.),  61   N.  E. 

Rep.  822.     Nov.  25.   1901. 

rhi    suggestion   that   there  was  no  evidence  that   the  place   where 

the  accident    in   question,    the   running  down  of  a    wagon,   happened 

was  a  public  way.  the  supreme  judicial  court   of  Massachusetts  says 

was  plainly  a  mere  afterthought,  and    discredited    the    company's 

ul'"1,     '■'''        fhe    court    assumes    that    tracks    might    be    laid    over 

Private  land  belonging  to  the  company  so  thai  it  would  be  a  trespass 
b.r  others  to  drive  upon  than,  bnl  of  curse,  ii  continues,  Buch  a 

ease  is   very   uniisi,;,|.  :,„,|  ;„  ,„,.  absence  of  special   evidence  a  jury 

would  be  warranted  in  presuming  and  rinding  that   sheet   railway 

'•     laid    in    a   public   street 
The  wag,.,,   n  ,     a   covered  baker's  wagon,  and  the   rear  of  it    vv,,s 
do  ed    with    drawers  and   boxes.      I|    was   not    negligence,   the   curt 

holds,   to  drive  such  a  wagon   in   the  public  streets,  ,-ven   those  

taining   street   railway  tracks.      It    was   not    negligent    or   unlawful   to 
" 1  the  tracks.      The   fact   that    Ihe  horse   was   walking   made 

As  again  1  .1  cat   coming  up  behind  him  the 

driver   would   have  done   his   duly  by  gelling   off  the   track    when   lie 

knew  of  its  approach     Bui  the  driver  did  not  know  of  ii.     if  the 
hell  was  rung  those  in  tin-  wag. .u  testified  thai  they  did  not  hear  il 
They  wen   not  bound  to  keep  an  impossible  watch  upon  the  real 
panj   could  not   run  them  down   from  behind  under  any 

ordinal',     circum   1. with. .ill    negligence    or    willful    wrong,    and 

thi    1 1  o  1  in  .'■  bi     up| 1  io  b.u  e  known 

BOY  ECU  Uh  m  1    CAR   BY  MOTORMAN  KILLED  GOING 
ox  01  HER    1  RACK. 


Pindi  1  ..11.  Ighl     Railroad  Co    |  N.  Y,  Sup.)  27  N.  Y. 

Nov     23,    11,01 

'-.  1  ■  1  •  houl    [ideation,  a  motorman  kicked  off  the 

ear  a  1 ht  bo  vho  wa    riding  on  the  front  platform 

lb.    boj    fell     creaming,  upon  his  back;  then  picked  himself  up. 


154 


STREET  RAILWAY  REVIEW. 


|\  01      XII.    No    3 


turned,  and  walked  slowly  and  lamelj  track,  where 

he  was  struck  bj  a  car  »-•  >im ri(i  from  tl  rtion  without 

ng  and  at  a  very  high  rati  ol  speed,  receiving  fatal  injuries, 
I  he  second  appellate  division  of  the  supreme  court  of  New  ■*  ork 
holds  that  a  nonsuit  based  chiefly  upon  the  ^r. .»in<l  that  there  was 

dence  given  to  prove  thai  the  boj  looked  or  listened  before 
he  attempted  i"  cross  the  track  was  erroneous,  and  that  the  question 

tributory  negligence  should  have  been  submitted  to  the  jurj 
li  -.i>  -  that  if  the  act  of  the  motorman,  in  the  opinion  of  thi 
created  a  condition  l>y  which  the  boj  was  caused  to  walk  at  once 
mi  front  of  the  oncoming  car.  without  realizing  what  he  «;h  doing, 
or  appreciating  the  danger  he  was  incurring,  the  effeel  would  be 
quite  similar  in  p  if  the  motorman  had  kicked  him  over 

(,,  the  other  track,  and  directl)  in  front  of  that  car.     It  »a>  appar 
mi  that  practical  men  might  reasonably  thai   the  bo 

ercised   all   thi    caution   which   was  to  havi    been   expected  of  him 

under  the  circum  pany's  wrongful  act  of 

violence,  and   thai   therefore  contributory  neg  ould   not   be 

predicated  as  matter  of  law.  If  he  was  blameless,  in  a  legal  sense, 
for  hi*  act  ni  stepping  m  fronl  of  the  oncoming  car,  then  thi 
might  properly  determine,  under  suitable  instruction,  thai  the  act 
of  the  motorman  in  kicking  him  off  the  firsl  car  was  negligence  im- 
putable i"  the  company,  whollj  independenl  of  any  question  ol 
negligence  in  the  operation  of  the  car  by  which  he  was  killed. 


CONSENTS  CAN   BE  USED   BUI    ON(  E    \S    \   BASIS   FOR 
MUNICIPAL  ACTU'X 


State  (Currie,  Prosecutor)  v.  Citj  of  Atlantic  City  (N.  J.),  5"  Kti 
Rep,  504.  Nov.  1;.  1901. 
Under  the  acts  regulating  the  construction  and  maintenance  of 
street  railroads  in  New  Jersey,  approved,  respectively,  Maj  1''. 
1894,  and  \pril  21,  [896,  before  a  railway  company  can  lay  iis 
tracts  in  the  streets  of  a  municipality  it  must  have  the  municipal 
consent  and  also  the  consent  of  a  majority  in  lineal  feet  of  the 
abutting  owners.  Before  the  municipal  permission  can  be  ob- 
tained by  the  passage  of  an  ordinance  expressing  it-  consent,  there 
must  Ik-  on  tile  with  the  clerk  of  the  municipal  body  the  required 
consents  of  such  majority  in  interest  of  the  abutting  owners  Vnd 
the  conn  of  errors  and  appeals  of  New  Jersey  holds  that  when 
upon  the  tiling  of  the  necessar]  consents  of  the  abutting  owners 
the  city  conned  or  other  governing  body  has  once  regularlj  acted 
thereon,  by  the  passage  .md  approval  of  a  valid  ordinance  or  reso 
lution  giving  or  refusing  such  municipal  consent,  the  conned  or 
other  governing  body  becomes  functus  officio  or  a-  having  ful- 
filled it-  office,    SO   far  as  the  pending  application    1-   concerned,   and 

msents   of  the   abutting   owners,  thus   acted   upon,  cannot   be 

the  basis   of  further   municipal   action   upon   a   second   application 

Upon  the  question  a-  to  whether  the  consent  of  an  abutting  owner, 

after    being    once    tiled,    can   he    withdrawn   or    revoked    before   final 

court  expresses  no  opinion.  -It  observes,  too.  in  pas  ing 

he  consents   which  it   had  been  considering   were,  a-   it   ap- 
peared,   recorded   in    the    county   clerk's   office   soon    they    were   ob- 
tained; but  this,  it   -ays.  was  not  a  statutory  requirement,  and  Mich 
ding  could  give  to  them  no  additional   force  or  validity 


INJURING  CHILD  OF   POOR  PARENTS 


Cotter  v.  Lynn  &  Boston  Railroad  (Mass  I,  61  N.  I-'..  Rep.  StS. 
Nov    _><>.   1901. 

A  child  three  year-  and  ten  months  of  age,  whose  parent-  lived 
in  a  tenement  house  on  a  -tree!  in  which  there  was  a  line  of  electric 
cars,  having  been  allowed  to  go  down  into  the  yard  to  play,  wdtere 
iti  wa-  always  open,  and  left  unattended  and  unobserved  by 
the  mother  for  an  hour  or  more,  the  supreme  judicial  conn  of 
Massachusetts  holds  that,  there  being  no  pretense  that  tin-  child 
herself  was  using  the  care  of  a  prudent  adult,  she  could  nol  re- 
cover for  injuries  sustained  in  being  run  down  by  a  car.  while 
trying  to  run  across  the  street   directly  in   front   of  it 

I  In  1,  being  no  evidence  thai  the  child  used  the  care  that  would 
be  expected  of  an  adult,  the  court    holds  that,  therefore,   if  there 

■  il    the    part    of   her   parents    in    allowing    her    lo    he 

where    she   was   she   could   not    recover   damages       While   the   limited 

of   the   poor   must    he    taken    into   account    as    a    general    fact 

in   drawing   the   line   at    which   the   company's   responsibility    shall 
begin,   still,  the  court    says,   the  other  side   must    he  considers 


11.   a    third    party.    1-    made    responsible    for    an    accident,    and 

ibilit)    does   n. a    toll,..:  ity    from   the    fact    that 

the   parents  did  the   best    thej    could      There   is  a   certain   minimum 

of   precaution   against    the   dangers    into    which    infants    will    wander. 

which  must    he  taken   if  anotl  be   made   to  pay. 

Ill    course    when    tin-    case    gets    near    the    line    which    divides    thOM 
instances  ill   which   it   can   he   ruled  as  matter  of  law   that  the  parent 

ICgiigenl    from    those    in    which    11    can    he    ruled    that    du< 
was   shown,  it    is   left   to  the   jury.      Hut    in   the  cases   most  like  this 
in  which  a  jury  has  been  called,  the  court  says  the  precautions  were 

greater,  or   the   danger   was   less    obvious  and    not    s,,   great,   and   ill. 
tune   shorter  during  which  tile  child   was   left   to  itself 


PARK   OWNER    HAS   N11   KH, II  1    ni     VCTION    Ink    DAM 
VGES  FOR  REM(  i\  \l    1  IF  EX  I  ENSK  >N 


Harney    v.    Indiana    Railway    Co     Mini  1.   1,1    N     E     Rep.    101 
3.  toot. 
\n   owner  of  a   driving   park   having  advanced  the  money   to  buy 
the    rail-,    and    made   a    dollar  CO    out    of    the    money    SO    ad 

vanced,  to  Secure  an  extension  of  a  street  railway  line  to  his  park. 
iIh  company  agreeing  t..  "place  said  rails,  lay  -aid  track,  and  oper 
ale  11  and  have  it  ready  foi  Opcratioi  a  early  as"  a  certain  date. 
thi  -iipmere  court  of  Indiana  holds  that  such  park  owner  had 
no  cause  of  action  for  damages  for  the  subsequent  removal  by 
the  company  of  -aid  extension,  as  the  right  to  determine  how  long 
it  should  operate  the  road  remained  with  the  company,  ... 
lie  was  concerned,  the  contract  not  fixing  any  definite  time  during 
which   the  company  should  operate  the   road. 


CATCHING    HOSF.   TO    WHICH      MEN    ARE    HARNEI 
FLUSHING  PAVEMENT. 


Laschinger  v  Si  Paul  City  Railway  Co.  (Minn.),  87  N.  W.  Rep. 
836.  Nov.  8,  1901. 
Three  city  employes  were  harnessed  to  the  nozzle  end  of  a  5- 
inch  hose  200  Feel  long  used  in  Hushing  asphalt  pavement  Their 
duty  was  to  pull  the  hose,  which  was  placed  upon  rollers,  and  han- 
dle the  nozzle.  A  fourth  employe  was  to  keep  the  hose  as  straight 
as  practicable,  and  in  from  the  street  car  track.  Rut  a  bolt  under 
the  rear  step  ol  a  passing  car  caught  one  of  the  rollers  at  a  point 
some  40  feet  from  the  three  men  mentioned,  whereby  they  were 
thrown  into  the  air  and  to  the  ground,  and  injured.  There  was 
evidence  on  their  behalf  tending  to  show  that  this  result  was  due 
to  negligence  in  running  the  car  along  the  street  at  a  dangerous 
rate  of  speed,  while  the  company,  on  the  other  hand,  offend  evi 
dence  to  the  effect  that  the  car  was  going  at  a  rate  of  speed  not 
to  exceed  four  to  six  miles  an  hour.— a  safe  rate  of  speed.  The 
supreme  court  of  Minnesota  holds  that  the  evidence  presented  a 
question  for  the  jury  and  sustained  a  verdict  for  damages  in  favor 
of   each   of   the    three    men. 


DUTY  TO  I. DDK  AND  LISTEN  FOR  CAR  DEPENDS  UPON 

CIRCUMS1  \\i  ES     UNFAMILIARITY  WITH  STREET 

OF   PERSON    INJURED— PEDESTRIANS    XO I 

ALWAYS  TO  BE  DEEMED  IN  PERIL 


Russell  v.  Minneapolis  Street  Railway  Co    (Minn.),  86  N.  W.  Rep. 

(46.      May   .il.    lOOI. 

I  he  supreme  curt  of  Minnesota  says  that  it  is  not.  as  a  matter  of 
law.  negligence  for  a  pedestrian  to  cross  a  street  railway  track  (at 
least,  within  the  populous  pin  of  the  city)  without  looking  and 
listening  for  an  approaching  car.  Whether  the  failure  to  look  and 
listen  he  an  act  of  negligence  must  he  determined  from  all  the  cir- 
cumstances ,,f  each  particular  esse,  guided  bv  the  rule  of  ordinary 
care  and  prudence.  If  a  person  by  the  exercise  of  such  cm 
have  discovered  an  approaching  cat  and  avoided  the  accident,  and  he 
failed  to  do   SO,  he  cannot    recover      So  the  question  in  every  case  is 

one  of  ordinary  care.  Failure  to  look  and  listen  might  be  conclusive, 
or  at  least  very  strong,  evidence  of  negligence  in  one  case,  and  in 
another  of  no  particular  controlling  force  at  all.  The  ultimate  de- 
termination of  the  question  fhusl  depend  largely  in  each  case  or  the 
surrounding  circumstances. 

The  mere  fact  that  the  plaintiff  in  this  ease  was  not  familiar  with 
the  location  of  the  street  car  lines  in  Minneapolis,  and  did  not  know 
at   tile   time   whether  a   line   was   located  and   in   operation   upon   the 


Mar.  15,  iuoj] 


STREET    RAILWAY    REVIEW. 


155 


street  she  was  crossing,  the  court  holds,  was  not  conclusive  that  sh: 

was  not  negligent.  It  says  that  whether  an  injured  party  is  familiar 
with  the  location  where  an  accident  happens,  and  with  the  particu- 
lar danger,  is  always  an  element  to  be  considered  in  determining 
whether  he  was  guilty  of  negligence,  but  it  is  not  conclusive  one 
•  the  other.  The  rule  is  that  if  the  person  have  no  actual 
knowledge  of  the  danger  causing  his  injury,  and  could  not  by  the 
exercise  of  reasonable  care  have  discovered  it.  he  cannot  be  said  to 
he  guilty  of  contributory  negligence.  Bin  if  ignorant  of  the  danger, 
and  the  exercise  of  reasonable  care  would  have  made  it  known,  and 
e  a  failure  to  exercise  such  care,  he  is  chargeable  with  negli- 
gence, and  to  the  same  extent  as  though  perfectly  familiar  with  it. 

Furthermore,  the  court  hold  that  the  mere  fact  that  a  person  i> 
upon  a  street  upon  which  runs  a  street  car  line  is  no  evidence  that 
he  is  in  a  position  of  peril  The  motoneer  in  charge  of  a  stn 
has  the  right  to  presume  that  pedestrians  will  exercise  due  care  for 
their  own  safety  and  protection,  and  is  not  required  to  assume  that 
every  person  in  front  of  his  car.  at  a  considerable  distance,  "ill  fail 
■vise  that  care,  or  is  in  a  position  of  peril. 


nil-  car.  and.  ii  H  gets  there  without  permission,  through 
the  Oversight  of  the  company's  employe,  the  duty  of  the  latter,  as 
soon  a-  ii  i-  discovered,  is  to  remove  it  from  n -.  position  of  dan 
ger.      Failure  to  do  so   is   u> 


DUTY  TO  STOP  AT  REGULAR  CROSSINGS  VND  ON  OC 
CASION  TO  BACK  UP  To  SAMP!  FOR  PASSENGERS. 


n    Electric   Railway.    Light   &    Power   Co    \     Lowry    (Miss  I, 
.10  .So.  Rep  Oct    28,  1001 

\    street    railroad    company,    the    supreme    court    of      Mississippi 

is  under  a  duty  to  the  public  to  stop  at  its  regular  crossings. 
■in  a  seasonable  signal,  to  receive  those  desiring  to  take  passage. 
Ft  cannot  avoid  this  duty  by  any  practice  or  rule-  of  its  own.  Its 
rules  must  Ik'  reasonable,  and  an  absolute  contrary  rule  would  he 
unreasonable.     It  is  unreasonable  for  it  to  have  a  rule  that   where 

•  stopped  beyond  the  crossing,  tney  should  not  he  Lacked  to 
the  proper  place,  in  ord  on   signaling,   under  all 

circumstances.  Where  the  distance  is  short,  and  the  road  good, 
and  no  inconvenience  given  tin  propo  ed  pa  enger,  ii  is  not  meant 
to  hold  that  such  a  rule  might  not  In-  held  proper  Bui  it  is  highly 
improper  for  it  to  he  made.  I    lo  apply   in   a   case  like   this 

one.  Here  it  was  a  rainy  night,  ami  the  road  very  muddy,  and 
the  stop  20  or  40  feet  beyond  the  hrick  crossing,  and  the  passenger, 
as  known  to  the  operatives,  with  7  blocks  to  walk  unless  he  got 
passage  As  to  damages,  the  court  holds  that  this  ,  ,-,se  was  one  in 
which  exemplary  damages  could  b  1    it   Further  appearing 

that  when  the  car  was  on  it-  return  trip  thi  pa  ngi  1  hoarded  it 
and  paid  his  fare  to  get  the  names  of  il  f  it  and  was 

insolently  by  the  conductor  and  made  -port   of  by  him  when 

he  alighted.  

DUTY   OF    EMPLOYES   TO   REMOVE   YOUNG   CHILDREN 

FROM   PLATFORM-    WAYS  TO  I")  II       FORMER 

LANGUAGE  EXPLAINED 


Levin   v.   Second    Avenue    fraction    Co     (Pa  I     50   Ail     Rep,    225 
Nov.   8, 

in  of  Pennsylvania  says  thai  when  111 

',)     I'a       1:1.,     |5       \ll       1,11     II     In  Id  "W  ll'il     111'-     llloloi 

man    '1  the    platform    of    the    ear.    it    • 

doty   to  stop,  and   take    him    inside,   or    put    him   off"       l"hi       implj 
d    Railway  lldwell,    74    I'a    421,   and    what    the    Ian 

.    means    j-    that    when   a    child 

ninot    he    imputed   to   it    1-    found    by   a    conductor   01 
man  on  the  pat  form  of  his  moving  street  car,  In 
■    it    from   its   peril      This   can   hi-   don.  ping   the   car. 

ami   putting   it    off.   or   by    taking   it   in  1 
of  the  boy   exempted   him    from   the  charge   of   bi 

imputable  to  him."  in   101 
1  .111   that    thi 

. 

i',-    Pa     1'/..    17    \il    <i.tf 
■ion  company,  while   il  he  boy 

Id  to  be   a   '  'poii  |he  train   of  the   r.nlt 

1  rr   al-o  di  ould   not    ejet  1    him,   01 

him,   by   fright  while    in    rapid 

endanger  ind    thai    il    «■    the    duly    of 

him        I  In 
11dm  lot    or     motol 

d  to  be  on  the  platform  of 


MALICIOUS    \S.s\ll.l    OF  CONDUCTOR  ON    l'ASSFNCHR 
HELD   TO   JUSTIFY    EXEMPLARY    DAMAGES 


Lexington  Railway  Co   \    Cozine  iKy.  1.  04  S    \V    Rep   848.     Ocl 
23.  1001. 
A  passet  ger  requested  to  he  left  off  at  a  certain  place     As  the  car 
approached  the  place,  he  signaled  10  the  conductor  to  stop      Fail 
ing    10   attract    his   attention,    he    reached   up   to   pull    the   hell    cord. 
hut    by    mistake   got    hold   of  the    wrong  cord,   and    rung   up   a   fare. 
The    conductor   thereupon    went    hack   and   asked    what    he   ran-    the 
lull     lor,    and    said,    'Aon    owe    me    a    nickel."        The    passenger    n 
sponded,    "I    have    already    paid    you.    hut    1    will    give    you    another 
nickel."    and    shoved    il    along    the   seat,   and   al    the    same   time    arose 
for  the   purpose   of  alighting.      [*he  car.  however,   did   not   stop,  and 
he    remarked    to    the    conductor.    "If    you    do    not    stop    the    ear,    I 
will    ring   the    hell   again  "       \t    the   time   he   said    tin-    he    was   hold- 
ing   to   Hie    side   ol    tne   car    with    both    hands,   and    standing   on    lite 
Footboard.     The    conductor    responded,   with     an    oath,    "No,    you 

won't,"  and  inline. hal  cU  struck  him  twice  ill  ihe  face,  bruising 
oni  eye  and  cutting  a  gash  in  In-  Face  Ihe  passenger  was  1 
cripple,  and  partially  paralyzed  in  both  legs  from  the  knees  down. 
and   was   making   no  effort    at   all   to   assault   or  otherwise   injure    the 

conductor.  Ihe  Jury  was  instructed  that,  if  they  believed  from 
the  evidence  that  ihe  assault  made  upon  ihe  passenger  was  inspired 

by     111. due    on    the    part    o[    the    conducted    towards    the    passenger 
they    might    allow    the   latter    punitive   damage-     In     waj    of    punish- 
ment      This    meets    with    the   approval    of   the    court    of    appeals    of 
Kentucky,  which  affirms  .1   judgment  against  the  company,     h     .in 
that  while  there  was  nothing  in  the  record  to  show  that   the  corn 
pany  either  authorized  or  approved  the  conduct   of  the  conductor 
111   this   matter,  yel    lie  was  clearly  acting  in   the  line  of  his  employ 
mint     at    the    lime    of    his    brutal    and    unjustifiable    assault    upon    a 
pa    ienger    who    was     entitled     to    lus     earn    and    protection,    and    the 
ease   was  elcarU    brought    within   the  rule  of  law    authorizing  the  in- 
struction. 


COLLISION  WITH   PATROL  WAGON    \l    CROSSING. 


Deckel   v.   Brooklyn  Heights  Railroad  Co  (N.   Y.  Sup  ),  72  N.  Y. 

Supp     229       '  '•  '  •     '  '•    "IIH  - 

\  poll.  em. 111  in  charge    if  a   heavy  patrol  wagon,  which  another 

riving,  was  injured  m  a  collision  with  a  ear  at  an 

intersecti 1     treel         F"he   patrol   wagon   was  going   .11    a   brisk 

ne  of  the  hoi  I  galloping,  down  grade,  Ihe  ratchet  hell 
ringing  When  ihe  hoi  .,-.  reached  the  curb  line,  Ihe  ear  was 
near    Ihe    crossing     perl  |0   to    100    feet    away,    running   al 

ual  1 1     pet  d.  and  tin    drivei   oi   the  patrol  wagon 

whipped   up  I"     hoi  e  .  and  attempted  to  pass  in   f 1   of  the  ear 

rhi     "    uli    w,i     ihe   colli  ion,    ihe   ear   striking    the   patrol    wagon 

I  1 o    huh      1  fpon   1  in     r\  idence,   the     id   appellate 

'         if  New    Y01 1    . 1 1 1 1 1  in  .  ,1    judgment 

for  dan                   Ml    1 1 in],, in\       h     .n      thai    tin     ai  1  idem    in- 
curred at    a  II     v.  In  1  ,     the  1  iglll      "f  Ihe   pal  1 

equal      The  drivei   of  I  hi    patrol   wagon,   whose  negligence   might, 

p.  1I1  .p     I"-  imputed   to  the  polici  man     uing     ira     1 1     ml;     to 

of  that    di  lich  a  rea  blj    pi  iidi  nl 

man   would   . .1    should   ha'      1    erci     I  in  liki    cin  um  tain  e       and 

hi    1  ipii 1  1  ii  n  1 1 1 ip(  irted  1 1 1  In  ion  that 

Ihe  suing  did  trc  which  wa     Fait  Ij    to 

d  of  the  drivei  patrol       gon      Hi       is  1  inging  1  hi 

ratchet   hell      He  wa    dining  in   n   p 1  call     md  he  had  a 

right   ti  that  approai  hing  mid  l»    tind 

il       n 11 

in  a  publii 

i..   lie.-     di  ,      .   11       il       1      he.),     i.l,       Ol         pi   1   'I 

oid    ii,.     1.1,  1    thai    ill.    di  1 1    ih. 

!      "I       ..II,    ,.:  .,,,,       II,.         I 1,,     ( ,   ,      ,       (-1    , 

idl  nl     lol  lie      dl  n.i     I..    .,11.  mpl 

racl  ..,,'..  1,,      1,. a,,, 

with  ii  I,,,  h  in 

■'     ■ 


156 


STREET    RAILWAY    REVIEW. 


[Vol.  XII.  No,  v 


discovering  the  approaching  car.  and  it  was  for  the  jury,  with  all 
the  evidence  before  them,  to  determine  whether  the  driver  was 
exercising  that  reasonable  degree  of  care  which  the  circumstance! 

demanded. 


FAILURE  n>  LOOK  FOR  CAR    CARE  REQI  IRED  OF  Mi) 

rORMAN    WHAT  MAI    BE  VSSUMED  OF  VEHICLES 

MOVING    TOWARDS     TRACK 


Cowden  i    Shreveport    Bell    Railwaj   Co    (La  I,  30  So.   Rep.  747. 
June  .!.  kk>i     Rehearing  denied  Nov.  t8,  1 . x >  1 
Not  to  look  to  see  if  a  car  is  coming  before  attempting  to  cross 

the  track  of  an  electric  car.  the  supreme  court  of  Louisiana  holds, 
is  negligence  such  as  will  preclude  recovery  for  injuries  caused  by 
a  collision  with  the  car.  in  the  absence  of  proof  lh.it  the  persons 
in  charge  of  the  car  by  the  use  ,,f  ordinary  diligence  might  have 
avoided  the  collision.  Bui  ordinary  cue  f,,r  a  motoneer,  it  holds, 
comprehends  utmost  vigilance  \ml  u  doubts  whether  a  car  with 
a  speed  of  to  miles  an  hour  could  be  stopped  in  five  seconds. 

Then  the  court   says  that   the  motoneer   in  question   could   not   be 

supposed  to  have  been  looking  in  the  direction  of  an  intersecting 
street.  II.  musl  be  supposed  to  have  devoted  Ins  entire  attention 
to  the  street  on  which  his  car  was  running,  The  side  streets  being 
Opposite  to  each  other,  he  could  not  turn  his  face  in  the  direction  of 
one  without  turning  his  face  away  from  the  other.  He  had.  there 
fori',  to  divide  Ins  attention  between  the  two,  which  meant  that  he 
bad  to  devote  his  entire  attention  to  the  street  he  was  traveling  OR 
In  other  words,  lie.  unlike  the  occupants  of  the  wagon  approaching 
the  crossing  from  the  side  street,  could  not  keep  a  sharp  lookout 
at  the  corner. 

Vnd,  even  after  the  horses  had  fairly  emerged  from  behind  the 
corner  building,— say  when  their  heads  had  reached  the  sidewalk 
line. — he  was  not  hound,  the  court  holds,  to  divine  the  intention  of 
the  wagon  to  make  straight  for  the  track,  and.  so  divining,  to  have 
nrse  at  once  to  heroic  measures  for  stopping  the  ear.  The 
natural  assumption  in  such  a  case  was  that  the  wagon  would  stop 
or  turn  aside.  If  a  motoneer  must,  under  penalty  of  negligence  or 
worse,  assume  that  every  vehicle  or  every  pedestrian  he  sees  mov- 
ing towards  the  track  will  keep  on  the  even  tenor  of  their  way,  and 
acting  upon  such  assumption,  must  at  once  put  on  brake  and  re- 
verse current,  what  becomes  of  rapid   transit  in  cities? 


DUTY    OWED    TO   EMPLOYES   IN   FURNISHING    APPLI- 
ANCES—DEFECTIVE BROOKLINE— RELYING  ON 

MANUFACTURER  FOR  INSPECTMiX 


Murphy  v.  Coney  Island  &  Brooklyn  Railroad  Co.  (N.  Y.  Sup.), 
7.?  N.  Y.  Supp.  18.  Nov.  22,  1901. 
A  lineman  engaged  in  fastening  span  wires  into  a  brookline  or 
turn-buckle  received  a  severe  shock  of  electricity.  Subsequent  to 
the  accident  it  was  found  that  the  brookline  had  leaked,  and  thereby 
I1.1,]  become  defective,  though  there  was  no  evidence  that  the  defect 
was  visible.  \i  the  close  of  the  testimony  it  was  held  that  there 
was  not  sufficient  preponderance  of  any  violation  of  duty  upon  the 

part  of  the  company  to  justify  a  verdict,  and  that  as  it  hail  bought 
the  brooklines  from  a  reputable  manufacturer,  who  assumed  tin 
duty  of  inspection,  the  company  was  not  negligent  in  failing  1" 
make  another  lest.  The  second  appellate  division  of  the  supreme 
court  of  New  York  holds  that  this  was  error,  and  reverse-  the 
judgment  rendered  in  favor  of  the  company,  granting  a  new  trial, 
upon  the  ground  that  the  testimony  required  the  submission  of  the 
case  to  the  jury,  hut  with  the  statement  that  it  expresses  no  opinion 
as  to  the  liability  of  the  company. 

The  obligation  of  the  company,  the  court  holds,  was  to  furnish 
its  employes  good  and  suitable  appliances,  an, I  to  use  reasonable 
care  to  keep  them  so.  The  master's  duty  in  choosing  materials  for 
his  servants  is  to  use  care  similar  to  that  which  a  man  of  ardiuary 
prudence  in  similar  business,  acting  for  his  own  safety,  would  use 
losing  such  materials  for  himself,  were  he  doing  the  work. 
The  rule  is  the  same  whether  the  master  buy  the  appliance  ready- 
made,  cause  it  to  he  made,  or  purchase  the  materials  and  make  it. 
Of  course,  it  says,  it  does  not  hold  that  the  obligation  upon  the 
master  requires  him  always  to  inspect  appliances,  so  that  proof  of 
omission  to  inspect  is  proof  of  negligence  But  there  were  two 
features  in  the  testimony  in  this  case  which  in  its  opinion,  made 
the  question  one  for  the  jury:     First.     There  was  no  proof  what- 


ever  that   the  manufacturer  ever  made  BO)    lists   of   the  brooklines 

The  tcslii y   only   went   to   show   that   the  manufacturer   made   a 

verbal  promise  that  be  would  lest  them.     Second.      There  was  testi- 
I>3    'bat    practical,!,    i,    i     could    I"'   made   by   the   i ipany   of   the 

brookline  in  its  finished  form,  which  would  have  revealed  the  de- 
fect in  question,  and  that  the  defect   was  not  inherent  in  the  material 

trui  r  1 . .11.  bul  w.i    dui   i"   i   l<  akage  from  the  appliani  i 

i  iissary    for   the   lineman    to   connect    the    brookline    with    the 
-pan  wires,  ami  he  had  a  right  to  rely  upon  the  fact  that  the  master 
had   used  due  care   in   furnishing  an   apparatus   tin    very   purpi 
which   was  insulation. 


SUFFICIENCY    OF    COMBINED    CONSENTS    OF     COM- 
PANIES I  HA  1   MERGE    NATURE  OF  CONSEN  I  S 
— EFFECT    OF  SALES  OF  PROPERTY. 


Adee   v.    Nassau   Electric   Railroad   Co.    (N.   Y.   Sup.),   72   N.  Y. 
Supp.  992.     Nov.  is,  1901. 
Two  different  companies  having  each  obtained  a  number  of  con- 
sents  for  the  construction  of  a  street  surface  railway   on   a  certain 
street,  but   neither  company   alone  having   sufficient,    the   second  ap- 
pellate division  of  the   supreme  court  of   New   York  holds   thai,  on 
the  merger  of  one  of  the  companies  into  the  other,  the  latter,  with 
the    combined    consents    of    the    two    companies,    which    were    from 
different   parties,   and    were   in   the   aggregate   prima    facie    sufficient, 
was,    upon    the    face    of   the    papers,   justified    in    entering    upon    the 
street   and    laying   down    its   tracks.      Nor   docs    it    consider    that    in 
this  case,  an   action   brought    by  an  owner  of   properly   abutting  on 
the  street  to  enjoin  the  construction  and  operation  of  the  road  on 
the  ground  that  the  required  consents  had   not   been   obtained,    that 
conformity  of  the  merger  to  law  could  be  inquired  into,  that  being 
a  question  to  be  dealt  with  in  an  action  brought  for  that  particular 
purpose,  if  at  all.     Neither  does  it  consider  that  the  rights  of  the 
surviving   company   were   prejudiced   in   the  matter  because   it   had 
pending  in  the  courts  an  action  which  it  brought  before  the  merger 
to  get  the  authority  through   commissioners   to  construct  the  road 
on  the  ground  that  it  was  unable  to  secure  the  necessary  consents. 
Furthermore,    the    court    says    that    if   it    reads   and    catches    the 
spirit  of  the  state  constitution  and  statute  aright,  these  consents  arc 
nol    mere  licenses  to  be   revoked  at   will,  or  by  the  transfer  of  the 
property  before  the  construction  of  the  railroad;  nor  do  they  con- 
template a  conveyance  of  real  estate.     If  either  of  these  two  com- 
panies failed  to  record  the  consents  it  obtained,  the  sale  and  con- 
veyance of  the  properties  on  which  these  consents  were  based   did 
not  invalidate  the  consents.     The  most  that  could  be  claimed  would 
be    that    the   new   owners,   having   purchased   without    notice,    would 
not    be    estopped    to   assert    any    property   rights    which    might   have 
come  to  them  under  their  deeds  as  against  the  company.     Continu- 
ing, the  court  says  that  if  the  surviving  company  had  neglected  to 
record  its  consents  until  the  rights  of  third  parties  had  intervened, 
it  had  only  itself  to  blame,  and  it  might   not  complain,  perhaps,  if 
it    was   called   upon   to   pay   for  the  property    rights   of   subsequent 
purchasers   in   good   faith    without   notice:   hut   the  fact    that  parties. 
strangers  to   the   record   in   this  case,  might  have  a  cause  of  action 
against  the  company  for  taking  their  property  for  a  public  purpose 
without  just   compensation,   could   not   give  the  party   suing   in    this 
■   ise  any  rights  in  an  action   brought  to  restrain  the  company   from 
constructing  its  railroad   under  the   consents   which  had  been   given 
in    writing   by    the   property    owners.      In    other    words,    the    party 
suing  could  not  be  permitted  to  deprive  the  company  of  its  property 
rights  in  these  consents,  which  the  statute  declares  "shall  be  effect- 
ual   for    the    purposes    therein    mentioned."    because    some   one    else 
may  have  been  deprived  of  his  property  in  the  highway. 

The  consent,  if  valid  when  made,  is  the  consent  of  the  owner  of 
the  property,  and.  in  contemplation  of  law.  vests  a  certain  property 
right  in  the  company  to  which  the  consent  is  given,  which  cannot 
be  devested  by  any  subsequent  transfer  of  the  property,  although 
the  purchaser  without  notice  may  acquire  the  full  right  to  demand 
compensation  for  any  injury  to  his  rights  which  may  follow  from 
the  construction  of  the  road.  So.  the  party  suing,  never  having 
consented  to  the  construction  of  the  road,  assuming  him  to  be  the 
owner  of  the  fee  ft  it  le  >  of  the  street  in  front  of  the  premises, 
might  maintain  an  action  to  compel  the  payment  of  damages,  but 
he  had  no  right  to  prevent  the  construction  of  the  road  under  the 
consents  given  by  the  owners  of  one-half  in  value  of  the  abutting 
property. 


Mar.  is,  1902.] 


STREET    RAILWAY    REVIEW. 


157 


The  Operation  of  Street  Railway  Parks. 

Some  Experiences  at  Birmingham,  Binghamton,  St.  Louis  and  Elsewhere  —  Suggestions  for  1902  —  A  Novel 

Plan  for  Overhead  Lighting. 


SUBURBAN  GARDEN.  ST.  LOT  IS 
The  St.  Louis  &  Suburban  Railway  Co.,  of  St  Louis,  is  inter 
ested  in  an  amusement  park  which  lias  proved  to  be  very  popular 
and  consequently  has  been  successful  from  a  financial  standpoint. 
The  resort  which  is  known  as  Suburban  Garden,  1-  opei  ited  by  the 
Suburban  Garden  Amusement  Co.,  which  is  controlled  by  the  rail- 
way company. 

Suburban  Garden  is  situated  on  an  eminence  at  the  western  ter- 
minus of  the  company's  main  line,  and  is  by  all  odd*  the  coolest 
and  most  attractive  resort  of  the  many  in  St.  Louis  and  its  sub- 
urbs, although   its  area,  while  ample  is  not  as  great  as  that  of  one 


been  made  an  attractive  place  for  equestrians  and  drivers  of  pleas- 
ure vehicles  by  affording  ample  carriage  sheds  and  accommodations 
for  horses. 

Benefitting  by  the  experience  of  its  predecessors  at  this  garden 
and  that  of  its  competitors  the  company  eschewed  all  other  classes 
of  attractions  in  favor  of  high-class  vaudeville  and  found  that  the 
higher  the  class  of  the  attraction  the  more  popular  the  resort  be- 
came and  the  better  the  audiences  were  pleased.  So  gratifying 
was  the  experience  in  this  direction  that  the  one  certainty  about 
the  future  of  the  Suburban  Garden,  for  the  present  year  at  least, 
is  that  high-class  vaudeville  will  constitute  the  offerings  to  patrons. 


SUBURBAN   GARDBN,   ST.    LOUIS. 


other  St.  Louis  gardens.     In  addition  to  the  theater  which 
is   filled   up   with   light   veneer  orchestra    seats,   arranged   in   section! 
old   by   chart   numbers,   the   attractions   include  a   scenic   rail- 
way, an  electric  fountain,  two  pavilions,  one  containing  a  first-class 
cafe  (conducted  last  year  by  Louis  Caesar,  one  of  St.  Louis'  fore- 


■ 

mOTt  restaurantcurs),  and   ntimrr.  tioni   which   ha. • 
known  as  "midway"  shows,  merry  go  rout 

It   has   been   thl  ,|r    :i   '"k'1 

clan  r'               ring  only  to  id  all  the  appoint 

menu  were  made  with  thai  idea  in  mind  While,  natural! 

primarily   in)  lw:'y   «   "M 


By  courtesy  of  Mr.  T.  M.  Jenkins,  general  manager  of  the  St. 
Louis  &  Suburban  Ry.  and  president  of  the  Suburban  Garden 
Amusement  Co..  we  are  enabled  to  show  here  two  illustrations  of 
Suburban  Garden. 

EAST  LAKE  PARK,  BIRMINGHAM,  ALA. 
\    park    at   the   terminus   of  .1    railway   line   has  always   proved    a 

paying  investment  provided  something  was  offered  in  the  waj   oi 
mentc  to  induce  the  people  p.  patronize  the  resort       1  lie  Bir- 
mingham Railway.  Light  &  Powei  Co   lias  controlled  ami  operated 

a  beautiful  little  park  called  East  Lake  at  the  terminus  of  its  line 
of  that  name  for  seven  yeai  with  v. living  success.  A  number  of 
views  taken   .11    iln     park    were  published   in  the  "Review"    for  July. 

i.x.)X  11  ..1  11  opening  the  railway  company  assumed 
complete  charge  of  the  amusements,  building  an  enclosed  theatei 
and  I king  attn n     tot    ii   in  the   usual   manner.     A  coupon 

ml listing   of   [WO   street    ear  tickets   and   all   admission    ticket 

to  iln    theater  was   10W  by  conductors  for  to  cents  each,  bul  this 

■  1    abandon)  d  after  the  fit  1    1  ai  on,  ai    il  onlj     ei  ved  to 

1 ,  I,,. ,    ii,,   prici    to    '  certain  numb  1    who  al tendi  d  1 1  gulat ly,  and 

did   ii"1  1  11 1 hi     itt(  ndani  1        1  hi    attt  ai  1  ion 

playing   light    die'    Interspersed    with    vaudc 

vilb-  number       Phi    proved  a  s I  drawing  card  In  h  elf,  besidi 

which  then  was  il»  laki  when  thou  who  eared  to  do  0  mighl 
boat,  fi  li  01     •.■.mi  ,nid  foi   the  more  Indolent,  an  electrii    launch 

ol         I il       to  tie   othi '  'Hi'-  me  1 ;"  '     for  s 

cents  for  tin   round  nip.    This  wt     '■>     largely  pal i  ed  bj  thi 

.  hildren 

The  nexl  season  the  tame  term  of  .nun  emenl      reri    ed 

ol  bool  i": Ii  i"  ndently  the  company   1 1 

.  1  of  several  outhern  citii     thinking 

the  services  of  il,.  1I1   mui  h  1  hi  aper,  bul 

a   failure  for  the   reason  that    when    in    Inffei  billed    I" 


158 


STREET    RAILWAY    REVIEW. 


(Vol.  XII,  No.  3. 


appear  for  a  two  weeks'  engagement  there  was  no  remedy  but  to 
let  him  continue  until  the  end  of  his  engagement  and  tin t il  tin  next 
company  was  due  to  arrive.  This  of  course  mi  detrimental  to 
good  attendance  and  the  company  withdrew  from  the  circuit  as 
soon  as  practicable. 

Subsequent  seasons  the  railway  company  leased  the  Park  to 
individuals  or  companies  who  agreed  to  assume  entire  char^.  ,.1 
the  theatrical  attractions  for  the  door  receipts,  while  the  railway 
company  got  the  car  fare.  The  hill  was  the  usual  summer  park 
theatrical  production  changed  twice  weekly  and  wa  I  with 

varying  success,  according  to  the  class  of  performances  playing, 

On   Sunday   afternoons  a   band   of  ten   pieces   dispensed   pi 
airs  from  3  to  6  p.  m.    The  band  was  transported  to  the  park  on  a 
special   car   built   for  the  purpose,   first   riding  around   in   lli. 
of  the  town  playing  inspiring  music,  and  was  closely  folio., 
the   regular  passenger  cars  loaded   to  the   guards.     Tin-   band   on 
Sunday  afternoons  has  always  proved  itself  a  drawing  card 

While  the  attendance  was  at  all  time  very  good  the  management 
thought  that  if  there  were  other  attractions  besides  theatrical  ones 
that  the  attendance  would  increase  accordingly  and  to  that  end 
for  the  ensuing  season  the  park  has  been  leased  to  Mr.  W.  II 
Pickens,  a  popular  salesman  for  Robert  Johns,  of  Chicago,  and  an 
old  theatrical  and  park  manager.  Mr.  Pickens  is  going  to  build 
a  "Shoot  the  Chute"  of  the  latest  improved  plan,  install  a  merry- 
go-round  of  large  proportions  and  introduce  such  other  attractions 
as  may  seem  advisable  later  in  the  season.  He  has  under  con- 
sideration the  erection  of  a  "Loop-thc-Loop"  should  the  other 
features  draw  well. 

A  very  attractive  inducement  to  park  patrons  will  be  the  excellent 
refreshment  booths  which  will  be  located   in  desirable  places  about 


CASINO    PARK  —  BINGHAMTON    R.    R. 

the  park  and  in  the  center  will  be  a  large  dance  and  refreshment 
hall.  The  service  and  the  ices  will  be  of  the  best.  It  is  proposed 
to  use  the  main  refreshment  ball  for  a  roller  skating  rink,  which 
should  prove  a  good  idea  as  the  roller  skating  fad  has  seized 
Birmingham  with  a  firm  grip  and  to  keep  up  with  the  crowd  now- 
one  must  be  an  expert  on  rollers. 

The  railway  company  is  having  plans  prepared  for  an  open  air 
theater  of  2,000  seating  capacity.  This  is  to  be  built  after  a  rustic 
design  out  into  the  lake  and  is  to  be  lighted  with  500  incandescent 
lamps.  The  form  of  amusement  is  to  be  varied  ;for  instance  one- 
week,  vaudeville  will  be  presented,  the  next  melodrama,  and  the 
next  light  opera,  thus  avoiding  a  surfeit  of  one  particular  kind  of 
theatrical  attractions.  Every  evening  before  the  performance  in 
the  theater  a  band,  employed  for  the  season  will  render  a  concert 
and  on  Sundays  there  will  be  no  performance  in  the  evening,  but 
the  band  will  present  two  concerts,  one  in  the  afternoon  and  one 
in  the  evening. 

It  is  anticipated  with  such  increased  attractions  at  this  park  that 
the  travel  this  summer  will  be  very  heavy  and  to  that  end  the  con- 
struction department  is  hurrying  the  work  of  relaying  the  double 
track  with  70-lb.rails.  With  a  heavy  rail,  double  track  and  plenty 
of  cars  it  is  believed  that  unusually  large  crowds  may  be  handled 
with  comparative  ease  and  dispatch,  making  East  Lake  Park  one 
of  the  most  desirable  resorts  to  be  found  in  which  to  spend  an 
evening. 


BINGHAMTON,    N.    Y. 
The  plans  of  the  Binghamton    (K.   Y  )    Railroad  Co    tor  the   en- 
suing season  at  Ross  Park,  Binghamton,  and  the  Casino,  Endicott 
(the    new    village    recently    established    directly    opposite    Casino 
Park),   the   two   summer    resorts   controlled   and   operated    by    this 


J^yfSfl 

<FD 

■^. 

/' 

kftfc-     1 

_fc 1^ 

1^^* 

p  ,.fe&;g3fr 

y,-AL. 

^^^ 

P^^tS 

BRIDGHS    IN    CASINO    PARK. 

company,  will  be  very  similar  in  character  to  those  in  vogue  here- 
tofore. 

Ross  Park,  Binghamton.  is  the  public  park,  for  which  the  rail- 
road company  control  the  amusement  and  refreshment  privileges. 
The  Casino  and  Casino  Park  are  the  property  of  the  Binghamton 
Railroad  Co.  and  controlled  and  operated  by  it.  High  class  vaude- 
ville entertainments  are  provided  at  both  resorts,  the  company  con- 
ducting the  various  privileges,  refreshment  and  otherwise,  in  con- 
nection therewith 

By  courtesy  of  Mr.  J.  P.  E.  Clark,  general  manager  of  the  Bing- 
hamton Railroad  Co.,  we  arc  enabled  to  show  here  a  number  of 
views  taken  in  these  parks,  and  those  of  our  readers  who  are  in- 
terested in  the  details  of  the  street  railway  park  business  cannot 
do  better  than  refer  to  the  "Review"  for  April.  1809.  page  228. 
where  we  published  an  article  on  "Parks  and  Free  Amusements  as 
a  Means  of  Stimulating  Street  Railway  Traffic."  by  Mr.  Clark. 
who  has  been  most  successful  in  making  parks  profitable  for  his 
company. 

Among  the  principles  for  the  conduct  of  such  parks  laid  down 
in  that  article,  are  the  following:  No  liquor  must  be  sold.  Keep 
your  resort  clean,  wholesome  and  respectable.  Use  care  in  se- 
lecting entertainments.     Keep  within  bounds  as  to  expense 

SOUTH  BEND.  INF). 
Mr.  J.  McM.  Smith,  general  manager  of  the  Indiana  Railway  Co., 


CHILDREN'S    CORNER    AT    ROSS    PARK— BINGHAMTON    R.    R. 

of  South  Bend.  Ind.,  in  response  to  an  inquiry  advises  us  that 
the  company  is  undecided  as  to  the  operation  of  its  park  during 
the  coming  season.  The  city  has  annexed  part  of  the  park  and 
the  company's  track  running  to  the  park,  so  that  it  now  becomes 


Mar.  is,  1902.] 


STREET    RAILWAY    REVIEW. 


159 


necessary,  in  accordance  with  the  terms  of  the  franchise,  to  issue 
transfers  to  passengers  returning  from  the  park,  which  the  com- 
pany claims  it  cannot  do  because  the  distance  is  so  short  that  con- 
ductors barely  have  time  to  collect  fares.  The  company  has  before 
the  council  a  proposition,  which  if  adopted,  will  relieve  it  of  the 
y  of  furnishing  transfers,  and  in  that  case  it  will  go  ahead 
with  its  amusements:  otherwise  it  will  be  obliged  to  close  the  park 
for  the  season. 

NEW   BEDFORD.   MASS. 

The  Union  Street  Railway  Co.,  of  New  Bedford,  Mass.,  is  op- 
crating  one  park,  known  as  Lincoln  Park,  located  about  seven  miles 
from  the  center  of  New  Bedford  and  about  the  same  distance  from 
Fall  River  on  the  line  of  Dartmouth  &  Westportr  Street  Ry      The 


FOUNTAIN    IN    CASINO    I'AKK,     HINGHAMTON. 

park  is  not  on  any  body  of  water  but  depends  for  its  attractions 
on  a  beautiful  pine  grove.  It  is  supplied  with  the  regulation  park 
amusements,  such  as  free  dancing  under  certain  restrictions,  which 
is  that  perfect  order  must  be  preserved,  a  free  Punch  and  Judy 
show  for  the  children,  free  vaudeville  shows,  except  that  5  cents 
is  charged  for  a  few  of  the  most  desirable  seats,  the  show  being 
given  from  the  stage  30  ft.  square,  but  the  audience  see  the  show 
from  the  open  air.  There  are  located  on  the  grounds  the  ever 
present  merry-go-round  and  toboggan  slide  for  the  use  of  which  a 
charge  of  5  cents  is  made.  Clam  bakes  are  served  several  times 
each  week  in  a  building  built  exclusively  for  the  purpose  and  the 
bakes  are  well  patronized.  The  main  building  is  what  is  known 
as  the  casino  and  is  supplied  with   a  first-class  restaurant   and   ice 


WAITING    I  ok    Tin;    MATIMBR       KIM. HAM  I 

cream   parlor        I  '  "I    the 

grounds  arc  well  kepi   dean      Phe 

grove  in  (applied  with 

in  the  w:iy  of  Howl  I    l»  d 
vases,  but  1 
tractive.     Thi«   park   ii    probably  I    itiburhiin    parkl 


operated  by  car  lines  in  eastern  Massachusetts,  having  been  operated 
for  about  eight  years.  The  company  does  not  anticipate  making 
any  decided  changes  from  its  past  method  of  operating  or  of  in- 
troducing any  new  features.  In  addition  to  the  attractions  named 
free  open  air  band  concerts  are  given  evenings  and  afternoons  on 
Sunday. 

MULTIPLE  SERIES   FOR   PARK  LIGHTING. 

BY  GEORGE  K.  HYDE. 

The  Park  at  Savin  Rock,  New  Haven,  Conn.,  containing  about 
3/4  acres  is  lighted  by  about  500  electric  incandescent  lamps  ar- 
ranged to  give  a  canopy  effect.  The  current  for  these  lamps  is 
taken  from  the  trolley  circuit,  and  as  putting  the  lamps  in  series 
of  five  each  would  make  too  many  wires  overhead.  I  devised  the 
multiple-series  system  here  described,  which  will  doubtless  he  of 
interest  to  others  having  similar  work  to  carry  out. 

In  the  center  of  the  park  four  poles  were  set  at  the  corners  of 
a  100-ft.  square  surrounding  the  electric  fountain  ;  these  poles  were 
45  ft.  above  the  surface  of  the  ground.  Poles  15  ft.  above  the 
ground  were  set  at  the  outer  corners  and  too  ft.  apart  along  the 
outer  edge.      Iron    wire   was   run  to  connect   the   tops   of   the   four 


DIAGRAM    Ol'    I'AKK     WIKING,     NKW     IIAVICN. 

poll      forming  the  center   square,   around   the   outer  edge  of  the 

ground  .  and  to  connect   the  corners  of  the  center  square  i<>  the 

irnei  ol  the  park  boundary.    These  wires  were  to 

•  aiTjr   tb<   circuit    wires. 

1    f  1  ■  ,in   the  corner  two  Ea  itened   to  the 

iron  wire  with  insulator!  and  wen-  run,  at  right  angles  to 

the  outside  wire,  until  they  touch  the  diagonal  wire  where  they 

nded    B  ith    insulators. 

Fifteen  feet  from  thi  e  wires,  two  moo    were  run,  parallel,  till 

<  thi   dla  ind    0   every  t.s  ft.  around  the  edge; 

being  different  lengths,  according  to  thi  li 

■   from  the  comer,  and,  ■    the  light    wet    to  !»■  15  ft,  apart, 

al  en    fOI    a    standard. 

ting  on  iIm   in  1  paii  of  parallel  wires,  a  light  was  nected 

'li'    two   T/t    ft.    from   the  outside   wire;    011    the    second   pair 

the  light  wa-,  connected  13  ft.  fiom  ill i  Ide,  and iltei 

iii'    nun  hi    ai  li  i'  hi   of  -vin  1  ■  .11  nil  from 

one  to  elt  ini'   i"   their   length. 


160 


STREET    RAILWAY    REVIEW. 


[Vol.  XII,  No.  3. 


All  these  parallel  wire-  were  connected  in  multifile  to  the  two 
circuit  wires  around  the  outside.  This  method  put  all  the  lights  in 
multiple.    To  get  the  series  connections,  a  wooden  insulator  was 

cut   in  the  top  or  portion  of  the  outside  wire-.   so  as   to  Ii.t 

fifth  nf  the  total,  being  104  lamps  in  this  ease,  in  multiple,   Another 

insulator  miS  em  in  this  wire,  after  two  fifths  more  or  tlir. 
of  thi'  total  number  from  the  starling  point,  and  tin-  win 
ended  after  the  last  light   on  the  lame  pole  from  which  it   -1 

The  hottom  or  negative  of  these  two  "ires  has  an  insulator  after 
four-fifths    of    the    total    number,    bringing    the    insulators    on    this 

wire  half  way  between  those  on  the  positive,  putting  each  multiple 

of  lights   in    series   with   the  next    one,  ami    so  on    through   the   five 

multiples,  this   negative   wire  also  being  dead-ended  on  the  pole 

from   which   it    starts. 

Owing  to  the  various  lengths  of  the  parallel  wires  it  was  not 
possible  to  get  the  multiples  exact,  hut  there  heing  so  many  lights 
in  each  multiple,  one  or  two  more  or  less  did  not  make  any  differ- 
ence. 

advantage  of  this  system,  aside  from  the  saving  of  wire, 
lies  ill  tlie  fact  that  when  a  light  goes  out.  from  any  cause,  that  is 
the  only  light   affected,  and   not   five,  as  in   the  straight    series 


CARD  LEDGER  SYSTEM  ADOPTED  BY  BROOK- 
LYN RAPID  TRANSIT  CO. 


In  the  issue  for  Oct.  IS,  1901.  the  "Review"  published  the  first 
authorized  description  of  the  method  of  purchasing  and  storeroom 
accounting  on  the  Brooklyn  Rapid  Transit  system.  Tu  Januar)  of 
the  present  year  the  jurisdiction  of  the  general  storekeeper  of  the 
Brooklyn  roads  was  extended  to  include  certain  other  departments 
and  as  a  result  of  the  increase  in  the  number  of  separate  accounts 
to  he  carried  under  the  new  conditions  the  management  has  author- 
ized the  adoption  of  the  plan  by  which  the  slock  ledger  is  kept  on 
cards,  and  which  will  supersede  the  book  ledger  described  in  the 
article  referred  to. 

Under  the  new  order  the  general  storekeeper  in  addition  to  the 
accounts  previously  handled  by  him.  will  assume  the  custody  and 
issue  of  all  the  stores   for  the  track  and  power  house  departments 


The  new  stock  ledger  card  is  y'i  in.  long  by  5   in.   high  and   is 
ruled   (on  both  lidi  hown   in  the  sample   reproduced  on  this 

page.      As    has    been    (old    in   the   "Review."   the   Brooklyn    company 

keeps  a  daily  ledger  wil  material,  as  "Line, I'rack." 

!  Ins  ledger  is  Icep  bound  into  In^.k  form  and  gives 

a   daily  balance  for  all   material   and   supplies  in  store       Ibis  "daily" 

ledger  m  will  be  contint  irds  displace 

neral  supply  ledger  which  is  a  book  made  up  from  the  "daily" 

sheets  giving  "monthly1  i.mtity.  unit,  price,  and  total 

value  of  each  item  of  material  on  hand  and  issue. I  The  column 
headings  on  the  card  are  self  explanatory.  A  double  set  of  columns 
is  provided  for  the  "credit"  entries  as  goods  are  usually  given  out 
in  smaller  quantities  than  they  are  received  and  there  an'  therefore 
a  larger  numbei    of   entries   on   the  credit   side   than  on   tin    debit 

•  .  » 

D.   L.   &   W.   PENSIONS   ITS   EMPLOYES. 


In  addition  to  the  railroads  making  a  practice  of  pensioning  their 
employes,  which  were  mentioned  in  the  "Review"  for  January 
announcement  has  just  been  made  by  the  management  of  il 
aware.  Lackawanna  &  Western  Railroad,  that  a  pension  sysn-m  for 
the  benefit  of  the  employes  of  the  road  was  put  into  effect  March 
1st.  The  adoption  of  such  a  system  has  been  under  consideration 
by  this  company  since  iSqcj,  and  the  plan  finally  accepted  hi 
the  subject  of  careful  study  to  insure  the  inclusion  of  the  best 
features  of  the  systems  in  use  by  other  large  corporations  In  the 
system  adopted  any  employe  engaged  for  25  years  in  any  capacity, 
wdio  has  faithfully  performed  his  duties,  is  to  be  retired  at  the 
age  of  65  and  to  receive  thereafter  a  monthly  allowance  depending 
on  his  pay  and  length  of  service.  The  amount  of  the  pension  is 
gaged  by  the  average  monthly  pay  received  for  the  ten  years  pre- 
ceding retirement  as  well  as  by  the  actual  time  of  service  for  the 
company.  For  example,  if  the  monthly  pay  was  equal  to  $60  a 
month,  and  the  time  of  service'  30  years,  the  pension  will  be  $iR 
per  month,  equal  to  one  per  cent  a  year  for  30  years,  or  an  average 
monthly  wage  of  $60.  Tf  the  employes  from  the  ages  of  00  to  ("14 
years   have    served    the    company    for    25   years   or   more,    and    have 


CASES,  GEAR,  G.  E.  800. 


01-Dec.    6 


ORDER. 

reu'n. 

25045 

6873 

II 

13 

24 

11 


Ea. 


UNIT  PRICB 


11  50 


Dec. 
Balance. 


136  50 
149  50 

17(,  0" 
126  SO 


RULING    FOR    STOCK    LEHGER   CARD. 


13 
11 

24 


149  50 
136  SO 


DATE. 

S'K. 

yl'ANTITV 

AMOUNT. 

(except  coal  for  fuel),  of  the  freight  and  express  carrying  depart- 
ment and  of  all  the  company's  extensive  dock  properties,  fie  will 
also  assume  supervision  of  the  department  for  transporting  all 
material  and  supplies  from  the  general  storehouse  to  all  points  of 
the  system,  having  direct  charge  of  all  flat  cars  and  other  equip- 
ment detailed  to  this  work.  Hereafter  when  any  department  needs 
material  moved  or  emergency  work  done  in  transporting  man  rial 
on!  supplies,  application  is  to  be  made  direct  to  the  general  store- 
keeping  department.  The  general  storekeeper  will  also  engage  and 
discharge  all  stevedores,  laborers  and  helpers  employed  at  the  docks 
and  depots  for  loading,  unloading  and  transporting  material  and 
supplies.  General  charge  of  the  supplies  required  at  the  company's 
stables  is  also  to  be  delegated  to  the  general  storekeeper.  This 
will  give  this  official  the  custody  and  issue  as  well  as  the  trans- 
portation and  distribution  of  all  the  stores  required  in  every  depart- 
ment of  the   Brooklyn   Rapid  Transit    Co. 

At  the  present  time  the  company  has  on  hand  nearly  $600,000  in 
stock,  having  recently  taken  advantage  of  a  low  market  to  purchase 
extensively  of  certain  classes  of  material,  particularly  copper.  It 
is  estimated  that  the  interest  on  the  investment  tied  up  in  stores 
is  more  than  offset  by  the  saving  in  prices  at  the  present  markets. 
As  a  result  of  the  of  this  department  it  became  nec- 

essary to  add  over  i.ooo  new  accounts  to  the  general  stock  ledger. 
ft  was  determined  that  the  ledger  system  in  book  form  would  not 
be  sufficiently  elastic  to  afford  means  for  rapidly  charging  si  ores 
in  and  out  and  striking  balances  and  the  card  ledger  has  therefore 
been  selected  to  take  the  place  of  the  book. 


become  physically  or  otherwise  incapacitated  they  are   either  retired 

voluntarily  or  by  a  decision  of  the  board,   and  pensioned       [i 

of   injuries    the   board   has    jurisdiction   in    regard   to  awarding   pen 

loll- 

The  fund  from  which  payments  will  be  made  is  appropriated  each 
year  by  the  company.  Employes  are  not  required  to  contribute  to 
it.  For  the  remainder  of  njoj  an  appropriation  of  $50,000  has  been 
made  The  company  dors  not  consider  the  pension  as  ,-i  favor  but 
as  a  permanent   annuity  earned   by   faithful  and  loyal    service. 


AMMETERS  ON   ROTARY  PLOWS. 


Mr.  William  Pestell,  superintendent  of  motive  power  and  ma- 
chinery for  the  Worcester  Consolidated  Street  Railway  Co..  writes 
us  that  the  plan  of  placing  an  ammeter  in  the  fan  motor  circuit 
of  the  Ruggles  rotary  plow,  as  described  ill  the  "Review"  for 
February,  page  05.  is  working  very  satisfactorily.  It  had  been 
found  that  sometimes  when  working  with  the  rotary  in  very  hud 
snow  the  four  motors  on  the  plow  would  drive  it  faster  than  the 
fan  could  cut  its  way  into  the  drifts  ami  there  was  dangei  of  over 
loading  the  fan  motors.  An  ammeter  was  therefore  placed  in  the 
fan-motor  circuit  enabling  the  Operator  10  tell  just  whal  load  the 
motors  are  carrying  and  aiding  him  in  regulating  the  speed  of  the 
plow  ill  accordance  with  the  speed  with  which  the  fall  is  cutting 
into  the  snow.  The  fan  on  the  plow  is  driven  by  two  independent 
40-h.   p.   motors. 


Mar.  15,  1902.] 


STREET   RAILWAY    REVIEW. 


161 


New  Work  in  1902, 


New  Electric  Railways,  Extensions    Proposed,  Track  to  Be    Rebuilt,  Increase  in   Equipment,  Additional 

Building  Contemplated,  Etc. 


The  following  list  of  the  electric  railway  companies  which  con- 
template building  or  rebuilding  tracks,  erecting  new  buildings,  in- 
creasing equipment,  etc..  has  been  compiled  from  divers  sources 
and  is  believed  to  be  correct  for  the  companies  named. 

Those  ileitis  which  are  followed  by  a  date  only  are  taken  from 
statements  sent  us  direct  by  the  company.  Where  tlie  information 
has  been  published  in  the  "Street  Railway  Review  Bulletin"  thai 
fact   is  denoted  by   the   word    Bulletin   and  the   date. 

ALABAMA 

Anniston  Electric  &  Gas  Co.  Will  build  44-mile  extension,  for 
which  material  has  been  purchased.  H.  W.  Sexton,  general  mana- 
ger.  Anniston.   Ala. 

Warrior  River  Power  Co.,  of  Ensley,  Ala.  Recently  incor- 
porated to  build  an  electrical  plant  on  the  Warrior  River  for  the 
operation  of  the  proposed  Steel  Cities  Ry.  between  Birmingham 
and  Ensley.  J.  S.  Kennedy,  of  Ensley.  is  interested.  Bulletin. 
Feb.    13,    1002. 

ARKANSAS. 

Citizens'  Electric  Ry..  Eureka  Springs.  Ark.  Will  build  new 
car  house  with  capacity  for  storing  8  cars,  The  company  recently 
purchased  irucks  and  8  car  motors.  M  D.  Jordan,  manager. 
Eureka  Springs.     Feb.   5.   1902. 

Eort  Smith  Traction,  Eight  &  Power  Co.  Will  build  2  miles  of 
new  track  anil  buy  2  new  cars.  A.  N",  Sicaril.  manager.  Fori 
Smith,   Ark.      Feb.  5,   1902. 

CALIFORNIA 

Los  Angeles  &  Redondo  Railway  Co.  Will  build  17  miles  of 
new  track  and  rebuild  10  miles  of  present  system.  Will  build  new 
car  houses  with  capacity  for  storing  16  cars;  will  build  10  new  cars 
and  buy  40  car  motors.  H.  B.  Ainswoith,  manager.  Eos  Angeles. 
Cal.     Feb.   n,  1902. 

Redlands  Street  Railway  Co.  Will  build  one  mile  of  new  track, 
and  increase  capacity  of  power  Station  200  kw.  Will  buy  one  new 
car  and  two  car  motors  (".  W  A.  Cartlidge.  vice-president.  Red- 
lands,  Cal.     Feb.    14.  1902. 

Market  Street  Railway  Co..  San  Francisco.  Cal.  Planning  a 
new  power  house  of  2.500  kw.   capacity. 

Bakersficld  &  Kern  Electric  Ry.  Projects  an  interurban  line  to 
be  under  construction  this  spring.  M.  H.  French,  Eos  Angeles. 
Cal..  may  be  addressed.     (Bulletin,  .Ian    23,    1902.) 

Oakland  &  San  Jose  Railroad  Co.,  of  Oakland,  Cal.  Recently 
incorporated  to  operate  an  84  mill  electric  railway  system  con- 
necting Oakland.  San  Jose,  Log  Gatos  and  Santa  Clara,  a  50  mill 
portion  of  which  i^  now  in  operation  Will  construe!  remaindei 
•■111    t li i ^    year.      W.    I'".    Kelly,    general    manager,    Oakland. 

(Bulletin,  Dec   4.  '■> 
North  Pacific  Coast    R    R  .   San   Frai  1      Recently   pur- 

i.y  John  Martin,  R.  B    Colgate  and  E   .1    de  Sabla,  jr..  of 
the  Bay  Counties  Power  Co.     Line  between  San  Francisco.  San 
salito  and  San  Rafael  ai  present  operated  by  steam  will  l»    con 
i  into  an  electrii  (Bulletin,  Jan    16,  tooa  1 

I  OLOR 

Colorado  Spring-  Rapid  Transit  Co.    Will  build  5  miles  of  new 
irack,  and   rebuild  20  miles  "f   ]" 
parity   of   power      Ian.  •  and    build    1    ear    houses,   8OXIO0 

ft   an'!  bought   15  "  nd  will 

buy  f,  ndi  nt  '  olo 

rado   Sprine 

\'o  definite   information 

at  ibis  time,  but  .  ontemp  f  its  systi  m  in 

■inre      William  <',    Smith,  general   manager,    Denver,   Col 

'/02. 

f    Denvei  ding   '""I'  1 

way   for   a   JO  mill  -     '   ifayetti    .nid 

Boulder,    S   M    1  nt.    ( Hull,  tin    ran    •    100a  » 


CONNECTKTT. 

Torrington  &  Winchester  Si  reel  Railway  Co.  will  build  three 
miles  of  new  track.  Charles  Alldis,  superintendent,  Burrville, 
Conn.     Feb.  7.  1902. 

Watertown  &  Litchfield  R.  R.,  Litchfield,  Conn,    Will  build  12 

miles  of  new  track.  T.  IE  McKenzic.  secretary,  Southington, 
Conn.      Feb.   0.      (Bulletin,   Jan.   30,    looj. ) 

New  London  Street  Railwa]  Co.  Will  build  annex  to  car  house 
to  accommodate  8  ears.  Will  buy  2  double  truck  13-bench  ears 
and  G.  E.  07  motors  for  same.  L.  Bentley,  superintendent,  New 
London,   Conn.      Feb.  6,   1902. 

Norwich  Street  Railway  Co.  Will  rebuild  2'/S  miles  of  present 
system  and  enlarge  its  car  house  to  accommodate  8  additional 
cars.    w.  E.  Adams,  superintendent,  Norwich.  Conn.    Feb.  6,  1902. 

DISTRICT  OF  COLUMBIA. 
Capital    Traction   Co..   Washington,   D.   C.     Will   renew   rails   for 
distance    of    3    miles.      D.    S.    Carll.    chief    engineer.    Washington. 
Feb.  5,  1902. 

Washington  &  Annapolis  Electric  Railway  Co.  Has  46  miles 
of  street  railway  under  construction  to  be  completed  by  May  1. 
I903.  James  Christy,  general  manager.  Bond  Bldg.,  Washington. 
(Bulletin.   Feb.    13,   1902.) 

FLORIDA. 

Palatka  &  Heights  Street  Railway  Co..  Palatka,  Fla.  Will  build 
id  miles  of  new  track  and  19  miles  of  transmission  line.  Will  pur- 
chase some  equipment.  W.  P.  Craig,  treasurer,  East  Orange,  N.  J. 
Feb.   11.   1902. 

An  electric  railway  from  Tampa,  Fla.,  around  Old  Tampa  Bay 
to  St.  Petersburg  is  projected  by  a  syndicate  of  which  John  P. 
Martin,  of  Xenia.  0.,  is  at  the  head.  Entire  system  will  aggre- 
gate 100  miles.  Jewett  Car  Co.  will  furnish  40  cars;  boilers  will 
be  supplied  by  the  Aullinan-Taylor  company.  (Bulletin.  Dec.  12. 
IOOI.1 

GEORGIA. 

Augusta  Railway  &  Electric  Co.  Will  rebuild  3  miles  of  old 
track;  also  new  ear  bouse  with  capacity  for  storing  10  ears.  Will 
increase  capacity  of  power  station   1.000  kw.     W.   E.   Moore,  general 

superintendent,  Augusta,  Ga.     Feb.  7.  1002. 

Augusta  &  Aiken  Railway  Co.  will  build  20  miles  of  new  and 
rebuild   2  inile^  of  obi  track;   will  also  build  new  power  house  and 

a  car  house  with  capacity  f'>r  10  cars.    Car-,  ami  motor  equipment 

have  been  bought     Waller  M.  Jackson,  general  manager,  Augusta, 

Ga.       Feb.    7.    1002. 

Macon  Consolidated  Street  Railroad  Co.,  Macon.  I  la.  lias  no 
construction    plans    under    consideration,    and    expects    to    make    no 

purchases.     E.  !■"..  Winters,  general  manager,  Macon,  Ga, 
rgis    Railway  &   Electric  Co.,   Atlanta,  Ga.     Estimated   ex 

penditure    for   new    Hacks   ami    equipment,   $500,000       II     M.    Atkin 

on,    Atlanta      (Bulletin,  Feb,  20,  1002.) 
HAWAII. 
Manoa   &    Palols    Land   Co.,    Honolulu,   11     I      lias   increased 

capital    slock    from    $40,000    to   $j(x),ixxi  and    will    build    an    electric 

railway  from  ECapiolani  I'ark  to  connect  with  a  route  already  sur 

vivid  in  Manoa  ami  1  '.lb ib >  valley--  by  ibis  companj 

II  LINOIS. 
\nioi.i,    Elgin  S   Chicago   Railway   Co.,  Chicago,   III      No«    in 

0!  1 1 11. 1  n  hi     T    11    Bicknell,  manager      Feb    ra,  1002. 

St.    Loui      Belleville   &    Suburban    Railway   Co.,    Belleville,    111. 

Will  build   15  nub     .,1  new  track  and  rebuild  s  milet    ot   pn  enl 

\  tent      Will   increase  capacity   of  power   station   (,500  kw.,  and 

1 1 1 1 1  ■  ha  ■    1  j  m  ■.■■  '  .11    and    [0  cat  motoi  1      I    M    Bi  atnlette,  genet  al 

Bcllevilli      Feb   6    tooa 

Bloomlngton  S   Normal  Ry,     Will  build  six  miles  oi  new   track 

Will  buy  -i\   in-.    1  1 1  three  double  a loi        I     1  ddj 

manager,   Bloomington,   ill      Feb,   13,   tooa 

11  Co.,  Gatesburg,   III.     Will   build    to  mil 


162 


STREET    RAILWAY    REVIEW. 


[Vol.  XII.  No.  3 


new  track;  also  new  car  house  40  x   100  ft.     Will  build  4  new  cars 
and  16  car  motors  and  equipment.     F.  W.  Latimer,  man 
burg,   Feb.   12,   1902. 

Kankakee  Electric  Railway  Co.  Will  increase  capacity  of  power 
ItatJon  tOO  lew.  and  will  buy  2  new  cars  and  4  car  motors.  C.  II. 
Cobb,  general  manager,   Kankakee,   111.     Feb.   12,   1902. 

;nl)  &  Western  Illinois  Railway  Co.  Will  build  95  miles 
of  new  track  and  buy  a  Dumber  of  new  cars.  William  A,  Comp- 
ton,  president.   Macomb,   III.      Feb    7.   1002.      (Bulletin,  Nov.  28  and 

I  let  19,  1901.) 

Interstate  Railway.  Light  &  Power  Co,  Paris,  111.  Is  securing 
franchises  preliminary  to  proceeding  with  construction  work.  A. 
J.    Hunter,   president.      (Bulletin.    Feb,    14.    1902.) 

Quincy   &   Southeastern   Electric   Railway  Co.     Has   received   a 

franchise   through   Calhoun    County,   and   expects   to   receive   fran- 

through    Brown,    Pike,    Schuyler   and   Hancock   Counties   in 

s,    at    which    time    the    work    of    surveying    will    be    begun. 

Janus  E.  Adams  secretary,  Quincy,  III.     Feb.  21,   1902. 

Rockford  Railway.  Light  &  Power  Co.  Will  build  1  mile  of 
new  track  and  rebuild  2  miles  of  old  track;  will  build  new  car 
house  with  capacity  for  storing  36  cars.  Will  buy  8  new  cars  and 
8  motor  equipments.  F.  M.  Ellis,  general  manager,  Rockford,  III. 
Feb.    14,    1902. 

People's  Light  &  Railway  Co.,  Strcator.  III.  Will  build  an  18- 
nn'le  interurban  line  and  rebuild  3  miles  of  its  present  system. 
Will  also  build  new  power  station  of  3.000  kw.  capacity,  car  house 
with  capacity  for  storing  18  cars,  and  new  repair  shops.  Will  buy 
'1  large  and  8  small  cars.  36  motors,  controllers,  etc.  Six  of  the 
new  cars  are  to  be  equipped  witli  air  brakes.  J.  A.  Paul,  manager, 
Streator.     Feb.  12,  1902. 

Galesburg  &  Oneida  Electric  R.  R.  Proposes  30-mile  line  with 
northern  terminus  at  Kmamr,  III.  Rights  secured  between  Gales- 
burg and  Oneida.  16  miles.  Date  of  charter,  December  I,  1001. 
Officers  H.  W.  Crane.  Oneida.  III.,  president;  P.  F.  Brown. 
Galesburg,  HI,  vice-president;  F.  W.  Emery.  Knoxville,  HI.,  secre- 
tary, and  H.  C.  Lucas,  Galesburg.  treasurer.  Capital  stock  issued 
fur  preliminary  work,  $10,000.     Date  of  information.  Jan.  11.  1902. 

Local  promoters  contemplate  an  electric  railway  from  Litch- 
field. 111.,  to  CofTeen,  by  way  of  Hillsboro.  Franchises  secured. 
Line  is  estimated  to  cost  $350,000.  Six  cars  will  be  operated. 
0.  W.  Atterberry.  Litchfield.     Date  of  information,  Nov.  2,   1901. 

Olney,  Lancaster  &  Mt.  Carmel  Electric  Ry..  Mt.  Carmel,  111. 
Will  build  42-mile  interurban  line.  Date  of  charter.  June  19. 
1901.  Capital  stock  authorized.  $50,000.  Officers:  A.  Knoph. 
Olney,  111.,  president,  and  Robert  Parkinson,  Mt.  Carmel,  secretary. 
Date  of  information  Nov.  27,  1901. 

Rockford  &  Freeport  Electric  Railway  Co.  Has  private  right  of 
way  for  proposed  line  between  Rockford  and  Freeport,  and  sur- 
veys have  been  made.  Construction  work  to  be  begun  in  early 
spring.  T.  M.  Ellis,  superintendent.  Rockford,  111.  Date  of  in- 
formation,  Dec.  23.   loot. 

\11rora.  De  Kalb  &  Rockford  Electric  Traction  Co.     Incorporated 
to  build  a  line  from  Aurora  to  Rockford.     W.  P.  Kopf.  Chicago,  is 
ted.     (Bulletin,  Dec.  12.  1901. 1 

Aurora.  Elgin  &  Chicago  Railway  Co.  Proceeds  of  bond  issue 
of  $3,000,000  to  I.  1    for  the   construction  of  extensions   in 

Cook  County.     L.  J.  Wolf,  president.  Garfield   Bldg..  Cleveland.   O 
CBulletin.  Feb.  20   1902. 1 

Illinois    Valley     Traction    Co.    of   La    Salle,    HI.      Recently    incor- 
porated to  build  an  electric  line  connecting  La  Salle,  Ottawa.  Peru 
and    Spring   Valley.      W.    B.    McKinley.    Champaign.   111.,    is    inter- 
(Bullefin,  Jan.  23.  1902. ) 

Rockford    &    Freeport    Electric    Railway    Co..    of    Rockford.    Ill 
Has  completed   survey-   ami  is   soon   to   begin  construction 
electric  line  between    Rockford   and    Freeport.     'P.    M.    Ellis,    super 
intendent.  Rockford.  III.     (Bulletin,  Dec.  26,  1901.I 

INDIANA. 

J.  S.  Crump's  Electric  Street  Railway.  Light  &  Power  Co.,  of 
Columbus.  Ind..  has  not  definitely  determined  what  new  construc- 
tion it  will  undertake.  R.  V  Gottschalk,  manager.  Columbus,  Ind. 
Feb.  8,  1902. 

Indianapolis.  Greenwood  &  Franklin  Railroad  Co.,  Columbus. 
Ind.  Will  build  21  miles  of  new  track;  also  new  power  station 
and  new  car  house.  Will  buy  8  new  cars  and  8  car  motors.  W.  G. 
Irwin,  general  manager.  Columbus.     Feb.  8,   1902. 


Evansvillc  &  Mt.  Vernon  Traction  Co.     Will  build  16  miles  of 
new  track;  also  power  station  of  sufficient  capacity  for  the  opera 
tion  of  its  10 mile  road,  and  car  house  with  capacity  for  storing  \2 
cars.    Will  buy  12  new  cars  and  8  car  motors.     A.  D.  Jones,  secre- 
tary, Evansvillc,  Ind.     Feb.  4,  1902.     (Bulletin,  Nov.  14,  1901.) 

Indianapolis  &  Western  Traction  Co.  Will  build  20  miles  of  new 
track.     Charles  F.  Smith,  president,  Indianapolis.     Feb.  7,  1902. 

Jeffcrsonville,  New  Albany  &  ScIIersburg  Rapid  Transit  Co. 
Projects  20-mile  interurban  line.  George  H.  Holzbog,  secretary  and 
treasurer,  Jeffcrsonville,  Ind.  Feb.  4,  1902.  (Bulletin,  April  4, 
1901.) 

Lafayette  Street  Railway  Co.  Will  build  4  miles  of  new  track. 
C.  D.  Emmons,  superintendent,  Lafayette,  Ind.     Feb.  7,  1902. 

Logansport  Railway  Co.  Will  build  4%  miles  of  new  track  and 
increase  capacity  of  power  station  650  h.  p.  Will  build  new  car 
house  with  capacity  for  storing  6  cars,  and  will  buy  4  new  cars 
and  4  car  motors.  George  J.  Marott,  president,  Logansport,  Ind. 
Feb.  9,  1902. 

Chicago  &  Indiana  Air  Line  Railway  Co.,  South  Bend,  Ind.  Will 
build  70  miles  of  new  track  also  car  house  with  capacity  for  stor- 
ing 30  cars,  and  power  station  of  4,000  lew.  capacity.  Will  buy 
complete  equipment.  W.  0.  Orton,  South  Bend,  Feb.  20,  1002. 
(Bulletin,  Jan.  30,   1902.) 

Indiana  &  Ohio  Traction  Co.,  Cincinnati,  0.  Now  operating  40 
miles  of  track.  Will  build  103  miles  additional.  Capital  stock 
ed,  Sioo.ooo.  Officers:  George  M.  Shirk,  Brookvillc  Ind. 
president:  Alfred  A.  Beard,  Mt.  Carmel,  Ind.,  vice-president. 
John  C.  Shirk,  Brookville,  secretary  and  treasurer;  Weston 
Brothers.  Chicago,  consulting  engineers.  George  M.  Shirk.  Brook- 
ville, Feb.  25,  1902. 

Evansvillc,  Mt.  Vernon  &  New  Harmony  R.  R.  Projects  35- 
milc  electric  line.  Company  recently  organized,  with  Frank  B. 
Posey,  of  Evansvillc,  president,  and  A.  D.  Jones,  of  Howell,  Ind.. 
secretary.    Date  of  information,  Nov.  9,  1901. 

Fort  Wayne  Dayton  &  Cincinnati  Traction  Co..  of  Fort  Wayne, 
Ind.  Will  soon  begin  grading  on  proposed  third  rail  system  be- 
tween cities  named  in  the  title.  Road  when  completed  will  com- 
prise 300  miles  of  double  track.  Samuel  F.  George,  Dayton,  O.. 
president  and  general  manager.  (Bulletin.  July  4,  Oct.  22,  Dec.  12. 
1901,  and  Feb.  6,  1902.) 

Fort  Wayne  &  Southwestern  Traction  Co.,  of  Fort  Wayne.  Ind. 
Will  complete  46-mile  electric  line  from  Fort  Wayne  to  Wabash, 
20  miles  of  which  are  in  operation.  S.  L.  Nelson.  Fort  Wayne 
(Bulletin.  Feb.  6,   1002.) 

Kokomo  Railway  &  Light  Co.,  of  Kokomo,  Ind.  Recently  con- 
solidated with  local  lines  in  Logansport,  and  projects  interurban 
line  between  the  two  cities.  T.  C.  Reynolds,  manager  Kokomo 
Railway  &  Light  Co.     (Bulletin,  Feb.  6,  1002.) 

Muncie,  Hartford  City  &  Fort  Wayne  Railway  Co..  of  Muncie. 
Ind.  Projects  a  line  to  connect  Muncie.  Eaton.  Hartford  City. 
Montpclier  and  Fort  Wayne.  Will  erect  a  power  house  at  Eaton 
at  a  cost  of  $125,000.  E.  P.  Roberts  &  Co..  Cleveland.  (Bulletin. 
Dec.  12.  1901.) 

Chicago  S:  Indiana  Air  Line  Railway  Co..  of  South  Bend.  Ind 
Projects  an  electric  line  from  South  Bend  via  Michigan  City  to 
Chicago  W.  0.  Orton,  South  Bend,  is  interested.  (Bulletin. 
Feb.  6,  1902.) 

Wabash  River  Traction  Co..  of  Wabash.  Ind.  Present  system  to 
be  extended  from  Pern  to  Logansport.  Blakeslee  &  Co.,  58  Waverly 
Place,   New  Haven.  Conn.,  managers.     (Bulletin.  Jan.  2.   1902.) 

IOWA. 

Creston  Electric  Railway.  Light.  Heat  &  Power  Co.  Will  build 
40  miles  to  new  track,  and  increase  capacity  of  power  station  ta 
suit  the  requirements  of  the  same.  Will  build  car  house  with 
capacity  for  storing  the  25  new  cars  which  the  company  expects 
to  purchase.  Lyman  Waterman,  general  manager.  Creston.  la. 
Feb.  3,  1902. 

Davenport  &  Western  Electric  Railway  Co.  Will  build  25  miles 
of  new  track;  also  new  power  station  and  car  house  with  capacity 
for  storing  100  cars.  Will  buy  50  new  cars.  W.  E.  Snider,  secre- 
tary. Davenport,  la.     Feb.   14.  1902. 

Toledo  Electric  Railroad  Co.,  Toledo,  la.  Will  build  76  miles  of 
new  track,  and  buy  cars  and  car  motors.  W.  C.  Walters,  general 
manager,  Toledo,     Feb.  20.  1002.     (Bulletin,  Jan.  2,  1902.) 

Ottumwa  Traction  &  Light  Co.     Has  ordered  material  for  build 


Mas.  is,  1902.] 


STREET  RAILWAY  REVIEW. 


163 


ing  4  miles  of  new  track  and  for  rebuilding  part  of  present  system. 
Expects  to  buy  4  or  6  new  cars  and  equipment  for  same;  to  build 
a  new  car  house  and  increase  capacity  of  power  station.  J.  F. 
Springfield,  general  manager.  Ottumwa,  la.    Feb.  7,  1902. 

Oskaloosa  &  Tama  Railroad  Co.  Expects  to  begin  work  June  1st 
on  proposed  100-mile  electric  railway  system.  The  company  was 
organized  in  November  with  the  following  officers:  Dr.  S.  W. 
Clark.  Oskaloosa,  president;  Hon.  E.  G.  Penrose.  Tama,  vice- 
president:  U.  C.  Blake.  Cedar  Rapids,  secretary,  and  John  Hall. 
Montezuma,  treasurer. 

Waterloo  &  Cedar  Falls  Rapid  Transit  Co.  Now  operating  40 
miles  or  urban  and  interurban  street  railway-  Projects  35  miles 
of  new  track.  The  company  has  an  authorized  funded  debt  of  $700,- 
000,  of  which  $350,000  has  been  issued.  L.  S.  Cass,  president. 
Waterloo,  la.     Nov.  23,  1001. 

Charles  City,  Cresco  and  Eldora.  la.,  will  be  connected  by  a  pro- 
posed electric  line.  58  miles  in  length,  in  which  D.  A.  Lyons,  of 
Cresco,  is  principally  interested.  Construction  work  will  be  begun 
in  the  spring.     (Bulletin,  Dec.   12,  1901.) 

Davenport  &  Western  Electric  Railway  Co.,  Davenport.  la.  Re- 
cently incorporated  to  build  a  78-mile  interurban  line.  Work  to  be 
begun  at  once.  Robert  Kercheval.  president  and  general  manager, 
Davenport.     (Bulletin.  Feb.   13.   1002.) 

KANSAS. 

Atchison  Railway,  Light  &  Power  Co.  Will  increase  capacity  of 
power  station  200  kw.  and  install  500-h.  p.  boilers.  C.  M.  Marshall, 
general  superintendent.  Atchison.  Kan.     Feb.  6,   1902. 

Fort  Scott  Consolidated  Supply  Co.  will  build  1  mile  of  new 
track  and  rebuild  6  miles  of  present  system.  Will  buy  4  new  cars. 
E.  T.  Selig,  superintendent.  Fort  Scott,  Kan.    Feb.  7.  1902. 

Tola  Electric  Railroad  Co.  will  increase  capacity  of  power  station 
300  or  400  h.  p.  Expects  to  buy  new  cars.  F.  W.  Crouch,  presi- 
dent and  general  manager.  Tola,  Kan.     Feb.  8,  1902. 

Wichita  Railroad  &  Light  Co.  will  build  new  car  house  with 
capacity  for  storing  20  cars.  Will  buy  6  new  cars.  M.  Morrison. 
superintendent,  Wichita.  Kan.     Feb.  7,   1902. 

Mineral  Cities  Electric  Railway  Co..  of  Pittsburg,  Kan.  Re- 
cently incorporated  to  build  an  interurban  line  between  Joplin. 
I-  'In.  Chanute.  Pittsburg.  Columbus  and  Fort  Scott.  Frank  M. 
Moon,  of  North  Orville.  Pa.,  is  principally  interested.  (Bulletin. 
Feb.   13,   1902.) 

Topeka   Railway  Co..   of   Topeka,   Kan.     Entire   system    will   be 
relaid    with    new    rails,    and    other    improvements    effected.      J.    M. 
Patten,   general    manager.   Topeka.      (Bulletin.   Jan.   2,    1002.) 
KENTUCKY. 

Blue  Grass  Consolidated  Traction  Co.  Will  build  more  than 
too  miles  of  new  track  and  ereel  new  power  houses.  M.  C.  Alford, 
manager.  Lexington,  Ky.  Feb.  17.  1902.  (Bulletin,  Dec.  12.  loot, 
and  Jan.  16.  1902. 1 

.■(■town  &  Lexington  Traction  Co.,  of  Lexington,  Ky.  Pro- 
poses to  complete  at  Once  an  electrii  lim  between  the  cities  named 
in  the  title.     Will  purchase  or  ere  hos       ind  cat    hou  1 

H.  P.  Montgomery,  of  Georgetown,  is  interested.  (Bulletin,  Dec. 
4.   1001.) 

LOUISIANA. 
Charles  Street  Railroad  Co.,  "f  New  Orleati       Ha 
to  the  amount  of  $300,000,  and  will  expend  the  p 
improvi  I    railway    system.     Albert    G     Phelps, 

•  it  and  superintendent,  New  Orleans  (Bulletin,  Feb  13, 
1002.) 

MAINE 

igoi    Mi      Will  build  9  mile 
track;  ipacity  f"r  storing  10  cars     Will 

motors.    F.  A.  Bi  :il.  prei  ident,  B 

:rk  &  South   Berwick   Electric  Ry.      i"o  bi    practically  an 
i<-k.    Fli"t   X   York      Work   nof    b 
within  a   year.     John   P.   Mill.   AugUIta,    Me,     Nov    23,    1001 

Augusta,  Hallowefl  4  Gardinei 
power  home  at  Hallowell  and  ii  onal  equipmi 

mber,  manager,  Aug  I  ■"    0,    i'C>2.) 

MARYLAND. 
Hagerstown   4   Boonsboro   Rail  Has   completed   J   milei 

of  new  track  and  will  build  5  miles  more      Will   increase  capacity 


of  power  station  200  kw.  The  company  is  building  12  freight 
and  passenger  cars,  and  will  buy  two  2-motor  equipments  and  one 
4-motor  equipment.  W.  C.  Hepperle,  secretary  and  superintendent, 
Hagerstown,  Md.     Feb.  6,   1902. 

United  Railways  &  Electric  Co.,  of  Baltimore.  Contemplates 
building  several  miles  of  double  track.  W.  A.  House,  general  man- 
ager, Baltimore.     (Bulletin,  Jan.  30,   1902.) 

Maryland  Electric  Railway  Co.  Has  petitioned  for  franchises  in 
Baltimore,  projecting  a  50-mile  interurban  between  that  city  and 
Sparrows  Point.  St.  Denis  and  Catonsville.  R.  S.  Carswcll,  presi- 
dent.    (Bulletin.  Feb.   13,  1902.I 

Frederick  &  Jefferson  Electric  Railway,  Light  &  Power  Co.,  of 
Frederick,  Md.  Has  applied  for  incorporation,  to  build  an  electric 
line  through  Frederick  County.  Milton  G.  Rice  is  interested.  (Bul- 
letin, Feb.  13,  1902.) 

Hagerstown,  Smithburg  K:  Pen-Mar  Railroad  Co.  Has  applied 
for  charter  for  an  electric  line  from  Hagerstown  to  Rouzcrvillc, 
Pa.  James  E.  Hewes,  engineer  in  charge  of  construction,  may  be 
addressed  at   Hagerstown.     (Bulletin,   Feb.  6,   1902.) 

MASSACHUSETTS. 

Martha's  Vineyard  Street  Railway  Co.,  Vineyard  Haven,  Mass. 
Will  build  a  short  extension  of  present  system.  John  A.  Duggan, 
89  State  St..  Boston,  Mass.,  manager. 

Greenfield  &  Deerfield  Street  Railway  Co.  Will  build  7  miles  of 
new  track ;  also  new  car  house  with  capacity  for  storing  10  cars, 
and  will  buy  10  new  cars.  D.  P.  Abcrcrombie,  Greenfield,  Mass. 
Feb.  7,   1902. 

Westhorough  &  Hopkinton  Street  Railway  Co.  Will  build  3^2 
miles  of  new  track.  G.  L.  Hemenway,  Hopkinton,  Mass.  Feb.  7, 
1902. 

Concord,  Maynard  &•  Hudson  Street  Railway  Co.  Will  build  20 
to  25  miles  of  new  track;  also  a  car  house  with  capacity  for  storing 
20  cars.  Will  increase  capacity  of  power  station  400  to  600  kw., 
and  buy  10  open  and  7  closed  cars  and  4  motor  equipments  for  same. 
John  W.  Ogden,  superintendent,   Maynard,   Mass.     Feb.  7,  1902. 

Middlcboro,  Wareham  &  Buzzards  Bay  Street  Railway  Co.     Will 
extend  read  from  Onset  Ray  to  Falmouth.  11  miles.     The  company 
has  purchased  new  cars  and  equipment.     Charles  H.  Cox,  superin 
tendent,   Middlcboro,   Mass.     Feb.   12,   1902. 

Boston  &  Worcester  Street  Railway  Co.  Has  45  miles  of  new 
track  under  construction,  to  be  completed  in  1902.  Thirty-two  4- 
motor  equipments  will  be  purchased  by  the  General  Electric  Co. 
which  will  also  furnish  the  generators.  Two  Rice  &  Sargent  en- 
gines of  1,000-h.  p.  and  1, 500-h.  p.  respectively  will  be  installed. 
Three  boilers  of  500-h.  p.  each  will  be  furnished  by  Thayer  &  Co. 
One  power  house  2  sub  stations  and  2  car  houses  under  construc- 
ts 1        Officers:      W.    M.   Butler,   Boston,  president;   II.    Fisher  Eld 

redge,  Portsmouth,  N.  H„  vice-president,  ami  George  A.  Butman, 
Bo  ton,  secretary  and  treasurer.    General  contractors,  Jas.  F.  Shaw 

8    Co:,    Boston;   consulting  engineer,   E.   II.    Kit  field,    Boston.      Date 

of  company's  charier,  November,  [901,  Capital  stock  authorized, 
and  funded  debl  to  I"  authorized,  $750,000.  Dale  of  information, 
Dec.    11,    toot. 

Chicopce  Falls  ft  Ludlow  Street  Railway  Co.    Recently  organized 

to  build  a  line  from  Chicopee  Falls  to  Ludlow.     T.  G   Page,  ol 

pet    Falls,  i    inten   ted      |  Bulletin,  Feb  6,  tooa  1 

North  \ttleboro  X  Cumberland  Electric  Street  Railway  Co    lie 

:  iii!"  in  ei   for  a  line  between  the  cities  named  in  the  title 

and    Woonsockel.    R     I      Tlien.n    T.   Smith,   of   North    AttleborO,    is 

interested      (Bulletin,  Feb  '■.  1902.) 

MICHIGAN. 
Detroit,   Howell  ,v   1       Ing  I        Detroit,   Mich      Will  build  8a 

Iso  powet   hou [cat   hi  >uai .    1 1  new  ears 

and  equipment  for  cars    \    L  Parket    nd  vice-president,  Detroit 

Feb  6,  i'io2. 
!■'  canabs  Electrii    Street   Railway   to     Will  build  1  mile  of  new 

track;  also  addition  to  cai  ho 1 odati    1  cars     Will  buy 

a  new  38-ft  cars  and  4  cai  ton,    A.  R.  M> managei    Escan 

■  7,  1002. 

Grand   Rapids   Railway   Co    projects  no  coi tion  work  this 

id  ordinary  repairs.    G.  S    fohnson,  a, .d  managei 

Grand  Rapids,   Mi.  1 1       Peb    7.    [OJ 

Lansing,  Si  I"'"  X'  St  Louis  Railway  Co,  Will  build  new 
track  between   St.  Johns  and  St.   Louis,  35  miles,  and   erect  new 


164 


STREET  RAILWAY  REVIEW. 


[Vol.  XII,  No.  3. 


power  station  :il  Lansing.    Will  buy  several  new  cars.     F.  II.  Dodge, 
ctary,  Lansing,  Midi      Feb    to,  1002. 
Ludington  &   Northern  Railwaj   t',.     Will  build  1  mile  of  new 
track     Frank  r   Dunwell,  Ludington,  Midi     Feb,  7. 

Menominee    (Mich.)     Electric     Light,     Railway     S     Power 

Menominee   River  Gas   Co.,   an. I   Marinette    (Wis  1    Gas,   Eli 

Light  &  Street  Railway  Co,  Will  build  -' .■  miles  of  new  track; 
will  buy  5  new  car*  ami  to  car  motors  1  ontemplate  increasing 
capacity  of  power  house  Edward  Daniel!,  general  superintendent 
Feb  r.  190a, 

Saginaw    Valley   Traction   Co      Will   build    1    mile   doubli 
ami  rebuild  pan  oi  present   system,     Will  buy  2  new   cars      1'.   I' 
Its,  general  manager,  Saginaw,  Mich      Feb,  7.  1902. 

St  Mary's  fraction  Co.,  Saull  Sic.  Marie.  Midi.  Plan* 
for  new  construction  nol  yet  complete  Trans  Si  Mary's  Traction 
Co.,  per  secretary,  Satilt  Ste.  Marie,  Mich.  Feb.  8.  1002.  (Bulletin. 
1  1. 1    31,  [1)01.1 

Grand  Rapids,  Kalamazoo  &  South  Haven  fraction  Co.  Con- 
struction  iu-i  begun  on  no  miles  oi  new  road,  to  be  completed 
by  Sept..  rgoa.  Date  ol  company's  charter.  \ug.  27.  1901.  Officers; 
John  J.  Patterson,  president;  W,  II.  Patterson,  vice-president  and 
general  manager:  F.  II.  Williams,  secretary;  J.  G.  Zook,  treasurer; 
M  Van  llarlinger.  chief  engineer.  General  offices,  Grand  Rapids, 
Mich 

Southern  Michigan  Traction  Co.,  Date  of  charter.  July.  1901. 
Organized  with  nominal  capital  stock  of  $50,000  to  procure  rights 
of  way.  franchises  and  contracts.  Company  owns  private  rights 
from  Grand  Rapids  to  Kalamazoo  and  has  been  granted  franchises 
in  towns  on  route.  Will  build  44  miles  of  interurhan  railways  and 
4  miles  of  city  lines.  Expect  to  open  for  traffic  in  September,  1902. 
George  T.  Bishop,  president  Frank  H.  Ginn,  secretary  and  treas- 
urer: E.  P.  Roberts  &  Co..  Cleveland,  consulting  engineers.  Date 
of  information.  Nov.  JO.  IO0I. 

Michigan  West  Shore  Traction  Co..  of  South  Haven,  Mich.  Line 
under  construction  from  South  Haven  to  Benton  Harbor  and  St. 
]"o-ph.  To  be  running  by  July  1st.  S,  B.  Downer,  engineer,  South 
Haven.  Jan.  1.   1002. 

Bay  City,  Harbor  Beach  and  Lake  Huron  will  he  connected  by 
a  projected  electric  line  for  which  stock  to  the  amount  of  $50,000 
has  been  subscribed.  Rights  secured  and  surveys  under  way.  F.  A 
Little,    Cleveland,    is   interested.      (Bulletin.    Feb.   20.    1902.I 

Michigan  Traction  Co..  of  Kalamazoo.  Has  awarded  contracts 
for  the  equipment  of  the  32-mile  line  now  under  construction  bc- 
tween  Battle  Creek  and  Kalamazoo.  One  power  house,  6  sub- 
stations and  2  car  houses  will  he  erected.  D.  A.  Hegarty.  purchas- 
ing agent,  may  be  addressed  in  care  of  the  Railways- Company  Gen- 
eral.   Philadelphia.      (Bulletin,  Jan.   2.    1902.) 

Saginaw  Suburban  Railway  Co..  of  Saginaw,  Mich.  Grading 
under  way  for  electric  line  between  Saginaw  and  Flint.  Proposed 
equipment  to  include  u  passengers  and  JO  freight  cars.  George 
Silsby,   Saginaw,   president.      (Bulletin.    Feb.   6,    1002.) 

Minnesota  &  Iowa  Electric  Railway  Co..  of  Preston.  Minn. 
Recently  incorporated  to  build  a  line  from  Decorah.  Ta..  to  St. 
Paul,  by  way  of  Preston.  H.  R.  Wells,  of  Preston,  is  president 
(Bulletin.  Jan.    16.    1002.1 

MISSISSIPPI. 

Vicksburg  Railroad.  Power  &  Manufacturing  Co.  Will  increase 
capacity  of  power  Station  500  kw.  and  build  new  car  house  with 
capacity  for  storing  20  cars.  Will  buy  ten  35-n.  p.  car  motors. 
James   George,  general   manager.  Vicksburg.  Miss.     Feb.    14,   1902. 

Si  Louis,  Kirkwood  &  Manchester  Railroad  Co.  will  build  [3 
miles  of  double  track,  and  erect  new  power  station.  Will  buy  new 
equipment.  D.  C.  Taylor,  president,  Manchester.  Mo  Feb.  7. 
[OOS 

Kansas  City  &  Olathe  Electric  Railway  Co.,  of  Kansas  City.  Mo. 
Projects  [8-mile  interurhan  line.  Will  erect  2  power  houses.  F.  C. 
li Iwin,  president.   Kansas  City,     Nov.  27.   1001. 

MONTAN \ 

Helena  Power  &  Light  Co.  expects  to  buy  2  second-hand  double 
truck  open  motor  cars.  W.  I..  Walker,  receiver.  Helena.  Mont. 
1902. 

Citizens'  Electric  Co.  of  Billings.  Mont.  Recently  incorporated 
to  build  local  electric  street  railway  Christian  Ycgen,  of  Billings. 
may  be  addressed.     (Bulletin,  Feb.  20.  1902.) 


NEBRASKA 

Nebraska  City  Street  Railway  Co  Will  soon  convert  horse  ear 
line  into  electric  system  A  M  Muim.  engineer  in  charge.  NY 
braska   tin.   Neb,      Feb.  7,  1902. 

Nebraska    I  1     Railway    Co      Will    convert     its    j'-J-milc 

horse   car   line   into   an   electric   system.      II     II      Battling,    Nebraska 
City,    Neb.      (Bulletin.  Jan.    11..    - 

NEW  HAMPSHIRE 
nia  Street  Railway,  Laconia,  N  II     Expects  to  extend  lines 
to  Franklin  and  Penacook.    Will  relay  local  lines  to  standard  gage, 

L.   S.   Pierce,   superintendent.   Laconia,    Feb.    7.    IO02, 

Manchester  Street  Ry.  Co.,  Manchester.  N  II  Has  petitioned 
for  authority  to  increase  its  capital  st,,ek.  proposing  to  use  proceeds 
to  extend  its  system.  J,  I'.  Smith,  manager,  Manchester.  (Bul- 
letin,  Feb.    13.   1902.I 

NEW  JERSEY. 
leu    &    Suburban    Railway    Co.     Will    build    X   miles    of   new- 
track  and  rebuild  3  miles  of  present   system.     Will  increase  capacity 
of  power  station  800  kw.  and  buy   10  new  cars.     W.  E.  Harrington, 
manager.    Camden,    N.   J.      Feb.  9.   1902. 

Columbia  Traction  Co.,  Carlstadt,  N  J  Will  build  8  miles 
of  new  track:  also  a  new  power  house  and  a  car  bouse  with  a 
capacity  for  storing  to  cars.  The  company  expects  to  buy  8  new- 
cars.      E.   F.    Foote,   president.   Carlstadt.      Feb.    to,   1902. 

Delaware  River  &  Atlantic  Railroad  Co.,  Atlantic  City.  N.  J. 
Will  soon  begin  grading  40  miles  of  road  between  Atlantic  City 
and  Camden.  Site  for  terminal  station  and  power  bouse  purchased. 
James  B.  Reilly.  Atlantic  City.     (Bulletin  Feb.  20.  1902.) 

Elizabeth.  Perth  Amboy,  Newark  and  Railway  will  be  connected 
by  projected  electric  line  which  Governor  F.  M.  Voorhees.  Senator 
John  Keane  and  Frank  Bergen,  all  of  Elizabeth,  are  promoting. 
Plans  include  a  bridge  across  the  Raritan  River,  estimated  to  cost 
$150,000.      (Bulletin.  Jan.   2.  1902.) 

Burlington  County  Traction  Co.,  of  Mt.  Holy.  N.  J.  Recently 
incorporated  to  build  an  electric  line  from  Mt.  Holly  1  own. 

iFdward   B.   Jones,   of   Mt,    Holly,    is   interested.     (Bulletin.    Feb.    13, 
1902.') 

New  Jersey  &  Pennsylvania  Traction  Co.  Recently  incorporated 
to  build  an  electric  line  in  'Trenton.  J.  J.  Coleman,  of  Trenton,  and 
Charles  M.  Bates,  of  Allentown,  Pa.,  are  interested.  (Bulletin. 
Dec.  4.  1902.) 

Las  Vegas  Electric  Railway  &  Power  Co.  Has  purchased  site  for 
new  power  house.  Will  build  -to  miles  of  new  track.  George  W 
Baumhoff.  Las  Vegas.  N    M      (Bulletin.  Feb.  13,  1902. 1 

NEW  YORK. 

Buffalo.  Attica  &  Arcade  Railroad  Co.,  Arcade.  N.  Y.  Operates 
a  steam  road  but  has  under  construction  a  branch  to  be  operated 
by  electricity  from  Java  Center  to  Buffalo.  Electric  line  will  also 
be  extended  7  miles  south  of  Arcade.  Contemplates  eventually  in- 
stalling electric  traction  over  entire  system.  65  miles.  S.  S.  Bullis. 
president,  Arcade.   N.   Y.     Dec.  4.   1901. 

Binghamton  Railway  Co.  Will  build  (1  miles  of  new  track:  also 
new  car  bouse  with  capacity  for  storing  JO  cars.  The  company  has 
bought  4  new  cars.  J.  P.  E.  Clark,  manager.  Binghamton.  N  Y. 
Dec.   4.    1901.) 

Buffalo.  Springville  &  Cattaraugus  Railway  Co.,  Cattaraugus,  N. 
Y.  Will  build  38  miles  of  new  track:  also  a  power  bouse  of  700- 
kw.  capacity,  and  car  house  with  capacity  for  storing  12  cars.  The 
company  will  buy  0  passenger  and  10  freight  cars.  2  motor  locomo- 
tives, and  passenger  car  motors.  U.  L.  Upson,  Cattaraugus.  N  Y. 
Feb.  8.  1902.     (Bulletin.  Nov    21.  1001.1 

Elmira  &  Waverly  Railway  Co.,  F.linira.  N.  Y.  Will  build  18 
miles  of  new  track,  a  power  station  of  500  kw.  capacity,  and  a  car 
bouse  with  a  capacity  for  storing  15  cars.  The  company  will  buy 
10  new  cars  and  8  car  motors.  H.  B.  Rhymer.  Feb.  10.1902.  (Bul- 
letin. Nov.  7.   1001.I 

Jamestown  Street  Railway  Co.  Will  rebuild  2'  miles  of  old 
track  and  increase  capacity  of  power  station  500  kw.  Will  buy  2!^ 
miles  6  in.,  60-lb.  T  rail  and  a  30-ft.  baggage  car  on  single  truck. 
G.  E.  Maltby,  manager.  Jamestown.  N.  Y.    Feb.  12.  1902. 

Orange  County  Traction  Co.  Has  recently  bought  4  passenger 
and  1  freight  cars  W.  H.  Pouch,  purchasing  agent.  Newburgh, 
N.  Y.     Feb.   15,  1902. 


Mar.  15,  1902.] 


STREET    RAILWAY    REVIEW. 


165 


Newark  &  Marion  Railway  Co..  Newark.  N.  Y.  Line  under  con- 
struction. Inquiries  may  be  addressed  to  Syracuse  Railway  Con- 
struction Co..  Syracuse.  N.  Y.  F.  D.  Burgess,  secretary.  Newark, 
X    Y      Feb    !2.  1902.     (Bulletin,  Dec.  J<>. 

Mountain  Lake  Electric  Railroad  Co.,  Gloversville,  N.  Y.     Will 
build    i'!    miles   of    new    track    with   extra   turnouts,   and    increase    * 
capacity  of  power   station   150  kw.     Will   buy   2  new  cars.     H.   W. 
Shaw,  president,  115  Broadway.  New  York  City.     Feb.  17,  1902. 

Perry.  Castile.  Silver  Spring's  &  Pike  Electric  Railroad  Co.  No 
arrangements  for  building  as  yet.  J.  M.  Duncas,  Silver  Springs, 
X    Y.    Feb.  6,  1902. 

Syracuse  Rapid  Transit  Railway  Co.  Will  build  3%  miles  of 
new  track.  E.  G.  Connette.  general  manager,  Syracuse,  N.  Y. 
Feb.  12,  1902. 

Watertown  &  Carthage  Traction  Co.,  Watertown,  N.  Y.  Will 
build  18  miles  of  new  track.  Mason  M.  Swan,  Watertown,  Feb.  6, 
1902.     (Bulletin.  June  13.  1901.) 

Whitehall  &  Granville  Railroad  Co.,  of  Whitehall,  N.  Y.  Sixty 
miles  of  new  track  projected.  22  miles  of  which  is  now  under  con- 
struction. Contracts  to  be  awarded  for  power  house  equipment. 
C.  B.  Story,  general  manager.  Whitehall,  N.  Y.    Pec.  17,  1901. 

Albion  Electric  Railway  Co..  Albion,  N.  Y.  Recently  incorpo- 
rated to  build  local  street  railway  system.  George  B.  Church,  Al- 
ma y  be  addressed.  (Bulletin.  Jan.  16,  1902.) 
xander  Bay  &  Redwood  Railway  Co.  Has  line  under  con- 
struction between  the  cities  named  in  the  title.  Construction  con- 
tract has  been  awarded  to  W.  F.  Pascoc.  of  Easton,  Pa.  Jacob 
Amos,  of  Syracuse,  is  interested.     CBulIetin,  Feb.  6,  1902.) 

Balston  Terminal  Railroad  Co..  Balston  Spa.  N.  Y.  Will  build 
extensions  to  Amsterdam  and  Gloversville.  J.  H.  Norris,  super- 
intendent. Balston  Spa.  N.  Y.     (Bulletin,  Feb.  6,  1902.) 

Binghamton  Railroad  Co  Will  use  proceeds  of  bond  issue  to  the 
amount  of  $1,500,000  to  extend  and  improve  system.  Lines  to  be 
built  to  Vestal  and  Owcgo.  N.  Y  .  and  Hallstcad  and  Great  Bend, 
Pa.    J.  P.  F.  Clark.  P.inghamton,  N.  Y.     (Bulletin,  Jan.  9,  1902.') 

Beacon   Mountain  Railway  Co..  of  Fishkill,  X    Y.     Projects  a  5- 
mile  line  to  summit  of  North  Beacon  mountain.     Charles  F.  Mairs, 
v  York  City,  is  interested.      (Bulletin,  Feb.  13,  1902.) 

Xewark  &  Marion  Railway  Co.,  of  Newark.  N.   Y.     Has  secured 
funds  for  an  extension  of  i(s  lines  to  Williamson.     F    D.   Burgess, 
ark.      (Bulletin.  Dec.  2fi,   1901.) 

Rochester  &  Eastern  Electric  Ry  .  of  Rochester,  N.  Y.  Has  ap- 
plied for  authority  to  proceed  at  once  with  the  construction  of  its 
proposed  line  between  Rochester  and  Syracuse  John  Winter.  De- 
troit. Mich  .  is  interested.     (Bulletin.'  Jan.  2.1.   1902.) 

Trov  Terminal  Railway  Co..  Trov.  N.  Y.  Recently  incorporated 
to  build  a  local  line.  Edward  F  Murray,  of  Troy,  is  interested 
(Bulletin,  Peb    13,  1002.I 

Eri.'    R     R      Contemplates   converting   its    steam     road     between 
Dunkirk  and  Salamanca.  N    Y  .  into  an  electric  system.     Plans  call 
for  a  large  power  house  at    Salamanca      F    P,    Sheffer,   pur.  basing 
'  rk  City     (Bulletin,  Dec.  26,  toot.) 

IRTH  CAROLINA. 
Durham   Traction    Co .   of   Durham.    N.   C.     Ten    miles   of  track 
under    construction       Power    house    and    ear    house    in    course    of 
lion.     Eight   closed  and  R  open  cars  will  be  operated     Tl    T. 
manager.   Durham.     Nov    15.   tooi 
OHIO 
tuylvania   ft  Ohio  Railway  Co,  Ashtabula,  O.     Will   build    10 
miles  of  1  ,|,o  a  new  ear  bruse  with  capaeity  for  storing 

mpany  will  and  4  car  motor      Peb 

"2 

Lai  Bowling  c,rern  &  Napoleon   Railway  Co.,  Bowling 

n,    O.     Will    build    U    mil'  'ark  this  year;   also  new 

car   house    with   eapaeity    for   storing  R  ears       The   capacity   of   the 

power  station   will  be  increased  Ron  kw. ;  2  new  ears   will  be   pur- 

-  motors      I.    Black,  president.  Bowlin  rVb 

/•2 

Cleveland  City  Railway  Co.  Cleveland.  O      Will  buy  3J  new  cars. 

too? 

•    wn   A   Portsmouth    Railroad   Co      Will   build 
'■n  m  '    and  rebuild   t'  mil's  of  present  system      Will 

'ion    I  200   kw    and   build    new    ear 
with    rapacity    for    storit:'  Will    buy    to   new    ears 


and  15  car  motors.  A.  W.  Comstock,  president,  Cincinnati,  0., 
Feb.  14,  1902.  (Plan  to  convert  this  steam  road  into  an  electric 
system  noted  in  Bulletin  Nov.  21,   1901.) 

Urbana,  Mechanicsburg  &  Columbus  Electric  Railway  Co.,  Colum- 
bus, 0.  Will  build  50  miles  of  new  track;  also  a  power  house  of 
1,300  kw.  capacity  and  a  new  car  house  with  a  capacity  for  storing 
10  cars.  The  company  will  buy  a  full  equipment  of  rolling  stock. 
H.  A.  Axline,  president,  Columbus,  0.  Feb.  3,  1902.  (Bulletin, 
June  28  and  Nov.  22,  1901.) 

Columbus,  New  Albany  &  Johnstown  Traction  Co.,  Columbus, 
O.  Now  operating  9  miles  of  track  and  will  build  15  miles  addi- 
tional. Will  build  car  house  with  capacity  for  storing  8  cars,  and 
will  buy  4  new  cars.  Daniel  J.  Ryan,  president,  Columbus,  0. 
Feb.  6,  1902. 

Dayton  &  Northern  Traction  Co.  Will  build  46  miles  of  new 
track;  also  new  car  house  with  capacity  for  storing  10  cars.  Will 
buy  10  new  cars  and  40  car  motors.  J.  E.  Feight,  secretary,  Day- 
ton, O.     Feb.  11,  1902. 

People's  Railway  Co.,  Dayton,  0.  Will  build  8  miles  of  new 
track,  and  rebuild  3  miles  of  present  system.  H.  S.  Johnson,  man- 
ager,  Dayton.     Feb.   11,   1902. 

J.  E.  Lowes,  Dayton,  0.  Will  build  46  miles  of  new  track,  and 
erect  power  house,  car  houses,  etc.  J.  E.  Lowes,  Dayton.  Feb.  17, 
1902. 

Dayton  &  Xenia  Transit  Co.  Contemplates  extensions  of  its  lines 
this  summer,  but  details  are  undecided  as  yet.  A.  W.  Anderson, 
superintendent,  Dayton,  0.     Feb.  13,   1902. 

United  Electric  Co.,  Dennison,  0.  Will  build  V/2  miles  of  new 
track;  will  buy  1  new  car  and  motor  equipment.  0.  B.  Welch, 
manager,  Dennison.     Feb.   12,  1902. 

Sandusky,  Clyde,  Tiffin  &  Southern  Railway  Co.  Will  build  28 
miles  of  new  track,  a  large  power  house,  and  a  car  house  with 
capacity  for  storing  10  cars.  The  company  will  buy  10  new  cars 
and  equipment  for  same.  J.  C.  Parker,  president,  Sandusky,  0. 
Feb.   13.   1902.      (Bulletin  Nov.  28,   1901.) 

Tiffin  &  Southern  Railway  Co.  Will  build  about  46  miles  of  new 
track  and  rebuild  entire  present  system.  Will  build  new  power 
station  at  Upper  Sandusky,  and  car  house  with  capacity  for  storing 
8  or  10  cars.  Will  buy  10  or  12  new  cars,  and  complete  equipment 
of  new  car  motors.     Allen  Smalley,  Tiffin,  0.     Feb.  13,  1902. 

Toledo  &  Indiana  Railway  Co.,  Toledo,  0.  Will  build  30  miles 
of  new  track  during  1902.  Power  station  capacity  will  be  increased, 
though  to  what  extent  is  not  yet  determined.  Company  undecided 
as  to  purchases  of  rolling  stock  and  equipment  to  be  made.  Charles 
P.  Griffin,  president.  Toledo.     Feb.  11,  1902. 

Toledo,  Columbus.  Springfield  &  Cincinnati  Railway  Co.,  Toledo. 
O.  Will  build  250  miles  of  new  track.  Ellis  Bartholomew,  presi- 
dent, Toledo,  0.  Feb.  It.  1902  (Bulletin  Aug.  22,  and  Sept.  10. 
loot.-) 

New  Castle  &  Lowell  Railway  Co.  Projects  lo'^.-mile  inter- 
urban  line  between  New  Castle,  Pa  .  and  Lowell,  O.  Ten  closed 
Brill  cars  will  be  operated.  Power  house  at  Edenhnrg.  Pa.  Three 
280-h.  p.  Westinghouse  engines;  two  325-h.  p.  B.  &  W  boilers,  and 
three  250-kw.  G.  E.  generators.  A.  A.  Anderson,  general  ni.tn.r-.  1 
Youngstown.  0.     Nov.  28.   1901. 

Dayton  &  Kenton  Railway  Co.,  Dayton,  0.  Proposes  to  complete 
its  121-milc  intcrurban  line  in  1903.  B  II  Rannells,  Dayton,  gen- 
eral managers,     (Bulletin.  Feb.  13,  1902.) 

Dayton  &  Xenia  Traction  Co.  ,,f  Dayton,  0.    Contemplates  cx- 

tendlng   its  line  28  miles.     M.  J.    Murphy,   Dayton.      (Bulletin,  Feb, 
6,    '<|02.) 

Michigan   &    Ohio    Bell    Line    Railway   Co.,   of   Defiance,    O.  Will 

nd  the   pror. ,  ,1     .,f   ).  ,,f  $50,000    for    61  ,1    of 

line  which   will  eventually  c led   Hillsdale,   Mich.,  and  Defiai 

and   I  ' )     J.  w.  Boynl  it.     (Bulletin, 

Peb  6,  1902.) 

Upper    Sandusky    &    Lima    Railway    Co,    of    lima,    O. 

Recently  incorporated  to  build  an  electric  line  between  the  'iii' 
named  in  the  title     Charles  L.   Scbaber,  of  Lima,  is  Interested 

(Bulletin,  Feb.  6,   1902.) 

OKLAHOMA. 

Noma    City    &    Canadian    Railroad    Co.,    of    Oklahoma    City, 

ted   to   build   a   smile  local   electric   line, 

and    a    27-mile  Construction    work    to    be    begun    this 


166 


STREET  RAILWAY  REVIEW. 


(Vol.  XII,  No.  3- 


spring.    Guy  E.  BlackwKJder,  Oklahoma  Gity,  is  mti  Bul- 

letin, Dec    i'i.   i<- 

OREGON. 

Ashland  Wi"  ,,,,iM  S  "l 

of  m 
Will  increase  capacit;  :°  h.  P-  a'"1  Pur' 

new  cars  and  5  '    '     Uav'' 

Will  build  of  new  track,  and  re 

build  i  mile  of  old  track.    Will  increase  capacity  of  power  statii 

2O0  kw.  and  build  new  car  house  with  capacity  for  storing  ta  ca 

Astoria,  Ore.     Feb.  -. 

PENNSYLVANIA. 

Berwick  &  Nanticoke  Street  Railway 

building   20   miles  of  new   track.     Not   certain    I 
work  may  he  begun.     C.   W.   Miller,   president.   Bloomsburg.     I 
10.    1002. 

1'.!,   im  burg  &  Millville  Street  Rail 
equip  to  miles  of  new  street  railways  during  the  coming  sea 
Miller,  preside.  ° 

Harrishurg  &  Mechanicshurg  Electric  Railway  Co.  Will  build  ? 
miles  of  new  track.     G.  H.  Bartlc.  superb  burg,  Pa. 

Feb.  17,  1902. 

Kutztown  &  Fleetwood  Street  Railway  Co.,  Vllentown,  Pa  Will 
build  13  miles  of  new  track  also  ear  house  with  capacity  for  storing 
10  cars^  and  will  increase  power  station  capacity  400  kw.  Will  buy 
to  new  cars  and  8  car  motors.     J.  S    Ruth,  superintendent.  Allen- 

Latrohe  Street  Railwav  Co.  Will  build  5  miles  of  new  track  and 
rebuild,  present  svstem  to  be  all  new.  Will  buy  2  new  1  11  and 
,  car  motors.    I.  B.  Anderson,  president,  Latrobi 

Lewistown  &  Rcedsville  Electric  Railway  Co.     Will  build   1   mile 
of   new  track,    and   install   one   2?o-h.   p.   B.    &   W.   boiler   al    po 
station     Will  buy   1   or  more  Rrill   semi-convertible  double   truck 
ears     fully     equipped       W.    G.    Barlow,    manager,    1  Pa 

Feb.  12,  1002. 

Meyersdale  &  Salisbury  Street  Railway  Co.  Will  build  9  miles 
of  new  track,  erect  new  power  station  and  car  house  and  install 
new   equipment.      A.    O.   Lorcntz.   manager.    Meyersdale.    Pa.     Feb 

12.  1002. 

Wilkesbarre  &  Wyoming  Valley  Traction  Co.  Will  build  3  miles 
of  new  track.     F.   L.   Fuller,   general   manager,   Wilkesbarre,   Pa. 

Feb    14.   1002. 

Fairmount  Park  Transportation  Co..  Philadelphia.  Pa,  Will 
build  annex  to  car  house  with  capacity  for  storing  to  cars.  \\  ill 
buy  ten  45-ft.  Brill  cars.  A.  E.  Meixell,  superintendent,  Philade! 
phia.     Feb.  20,  T002. 

Lehigh   Valley   Traction   Co..    Allentown,   Pa.     Will    1 
house  of  4.000-h.  p.   capacity   at    Sellersburg.      S     1 
manager.  Allentown.     (Bulletin  Jan.  23.  T002.1 

Elizabeth  &  Monongahela  Street  Railway  Co.    Has  been  gTi 
a   charter   to   build    a    7-mile    line    in     Pennsylvania.        Charles     F. 
e,  McKccsport.  is  interested.      (Bulletin,  Feb.  6,   1 
Kittanning  &  Cowanshannock  Valley   Street   Railway  Co.,  of  Kit - 
tanning.    Pa.     Recently   organized   to   build   a    14-milc   electric    line 
which   is  to  he  in  operation   within  a  year.     George   S.   I 
(2t   Standard  Bldg .   Pittsburg.     (Bulletin,  Feb.  6.   1002.') 

rsdale   &    Salisbury   Street   Railway   Co.     Will    proceed   at 
once  with  construction  of  proposed  road  between  cities  named  in 
the  title.     A.  O.  I.orentz.  general  manager.  Meyersdale,  Ta.     I 
letin,   Tan.   23.   i0O2.> 

Youngstown-Sharon   Railway  &  Lighl    Co.,   of   Sharon.   Pa.     Will 
expend   part  of  proceeds  of  bond    issue   of  $1,000,000   for   impn 
ments  of  system.     L.  Calkins.  30  Broad  St..  New  York  City.     (Bul- 
letin,  Feb.  6.  1002.) 

RHODE  ISLAND, 
and  Rhode  Island  Suburban  Railwaj    Cos      Will 
hnild  10  miles  of  new  track,  and  rebuild  5  mil 
Will  buy  40  new  cars.     A.  T.   Potter,  general  manager.  Provid 
R.  I.     Feb.  10,  1902. 

SOUTH  DAKOTA. 
Sioux   Falls   Suburban  Traction   Railway  Co.     Will   build  an   in- 
terurban  electric  line  from  Sioux  Falls  to  Madison      J.  E.   Colton. 
manager,  Sioux  Falls,  S.  D.     Date  of  information,  Nov.  27.  1001. 
Dakota   Electric  Railway  Co.,  of  Woonsockct,   S.   D.    Recently 


in,-..:  I    build    a    10  nub-    line.      D     R    I  I 

v  be  addressed,  (Bulletin,  Feb.  13,  1902.) 
TEN 
Norti  Railway  Co.,  Chattanooga, 

Will    rebuild    I  old   track   and    increase  capacity   of   power 

u  (ioo  kw.    \'   11    Brown,  general  manager,  Chattano 
8.  1902. 
Rapid  Transit  Will  build  3  miles  of 

track    and    rebuild   5    mile-  tem.      Will    inert! 

capacity   of   power    station   600   kw    and    buy   4    new   can       M.    II. 
1.  general   manager,  Chattanooga.     Feb.  8, 

die  &   Gallatin   Electric   Railway   Co..  of   Nashville,    Tcnn. 
application    for   charter   has   been  filed.     Electric  lim 
connect   Nashville.  Gallatin  and  Mt.  Pleasant.     J.  II    '  A  il- 

Bldg.,  Na  hvitle,  represents  the  promoters.  (Bulletin.  Feb.  13. 
1902.) 

VERMONT. 

i)'.  ill.  S  Poultney  Railroad  Co.,  Poultney,  Vt.  Will  build  10 
miles  of  new  track  for  which  preliminary  surveys  have  been  com- 
pleted. Will  alsojbuild  power  house  of  500-kw.  capacity.  C.  B. 
Story,   vice-president.   Poultney,    Feb.    it.    1002. 

VIRGINIA. 

Berkley  Suet   Railway  Co.     Has  completed  y '■  miles  of  double 
track,  and  bought  8  new  cars.     Projects  no  new  construction.     11 
C.  Tunis,  manager,  Berkley,  Ya.     Feb.  10,  1902. 

Charlottesville  City  &*    Suburban   Railway  Co.     Will    extend  lines 
less  than  a  mile;  also,  increase  capacity  power  station  150  kw.     Ex- 
tn  buy  more  new  cars  or  car  motors.     R.  P.  Valentine,  prc-i 
dent  and  manager.     Charlottesville.     Feb    8.  1002. 

Lynchburg   (Va.)   Traction  &  Light   Co.  has  just  completed  %Vi 
miles  of  new  track  and  proposes  to  install  a  550-kw.  lighting  g. 
ator.     The  company  has  bought  6  new   Brill   convertible   cars,  and 

o  G.  E.  67  doubl tot    equipments,  and  will  buy  6  Peckham  8  A 

.1  strong  trucks.  R.  D.  Apperson.  president  and  manager. 
Lynchburg.     Feb.  8.  1002. 

Hampton  Roads  Railway  &•  Electric  Co.,  of  Newport  News.  Va. 
Has  32  miles  of  track  under  construction.  Capital  stock  authorized. 
$500,000      W.    J.    Neltns.   president.    Newport   News,    Va.      Nov.   30, 

WASHINGTON. 
Seattle  Electric  Co.    Will  build  10  miles  of  new  track  and  rebuild 
4   miles  of  present   system:   also  new   car  house  with   capacity   for 
ing    |0  cars.     Will  increase  capacity  of  power  station,  and  buy 
jS  new  cars  and   1 30  car  motors.     G.  W.   Dickinson,  general   mana- 
Seattle,  Wash.     Feb.    to.  1002. 
Citizens'   Electric   Railway  Co.,  Moundsville,  W.   Va,     Will  build 
about   4' '.  miles   of  new   track;   also  new  power  bouse,   new    rolling 
I    and   equipment.     T.   A.  Ewing,  Moundsville.     Feb.   17.   1002. 
WEST  VIRGINIA. 

dsville,   Benw I  &  Wheeling  Railway  Co.    Will  refcond  3 

miles  of  old   track.     C.   E.   Flynn,  general   manager.  Wheeling,   W. 
Ya.      Feb.  7.   1002. 

Wheeling  Traction  Co.  Will  increase  capacity  of  power  station 
1. 2110  kw.,  and  is  building  car  house  with  capacity  for  storing  12? 
cars.  Will  buy  ten  10-bcnch  open  cars  and  20  motors  of  35-h.  p 
C.   P..  Flynn.  Wheeling.  W.  Ya.     Feb.  7.   1002. 

Sheboygan    Light.    Tower    &    Railway    Co.     Will    build    about    10 
miles  of  new  track,  and  increase  capacity  of  power  station  from  .loo 
to  350  kw      Expects  to  buy  3  double  truck  cars.    II.  J.  Pagel,  jr.. 
general   superintendent.   Sheboygan,   Wis.     Feb    7.   1002. 
WISCONSIN. 

F !    -hi    Lac  X    Oshkosh   Electric  Railway  Co.     Contract    for   111. 

tion  of  proposed  line  between  cities  named  in  the  title 
awarded  to  the  Columbia  Construction  Co.,  of  Milwaukee.  Line 
w;il  ^  1  ding  feedei         d    1  power  houses  will 

b,     1  1, ill       Rails    have   been    ordered.     Date   of   information,    Dec.    2. 
IOOI. 


The  Sunbury   (Pa.)   &  Northumberland  Electric  Railway  1 

led  upon  the  equipment  to  be  purchased  for  its  propo 
intcrurban  line.     W.  L.  Keplinger,  of  Sunbury.   is  general   superin- 
tendent of  the  company. 


Mar.  15.  1902.] 


STREET    RAILWAY    REVIEW. 


167 


MONOGRAMS. 


BY  LOtls.  GRATON 


The  monogram  hero  presented  stands  for  Ithaca  Street  Rj  .  but 

any  combination  Of  tellers  may  occupy  the  center  of  the  sen  ill.    The 

"  this  company  are  painted  a  rich  red   (Will  in  red. 


Fig.  1  is  the  chuck  or  body  casting  which  is  threaded  at  A  to  fit 
the  spindle  of  the  lathe  on  which  it  is  mounted.  Its  internal  diani 
eter  is  made  of  sufficient  size  to  contain  the  largest  bushings  to  be 
handled.  Fig.  2  shows  an  end  view  and  explains  the  uses  of  the 
clamping  screws  which  draw  the  two  sides  of  the  chuck,  divided 
by  a  longitudinal  slot,  together,  thus  clamping  the  shell  or  bearing 
securely  inside.     Fig.  3  is  an  end  view  of  a  sleeve  or  bushing  which 


W//////A 


dark  shade)   and  in  the  scroll  and  monogram  herewith   reproduced 
gold  is  used  for  the  letters  and  silver  for  the  scroll,  all  bei 
lined  in  black.     This  produces  an  excellent  effect  and.  in   fa. 
and  silver  ornaments  make  a  good  appearance  on  almosl  any  back- 
ground.     In    monogramic   combinations   of  letters    the 
important  or  principal  letter  should  occupy  the  central 
n,  the  other  letters  intertwining  with  it  in  their 
original  order,  that  is,  from  left  to  right.     A 
rangement   may   be  effected    by  placin)  mdary 

from   top  if   tin    implied 

wording   contain  that    would    nol    pern 

r   balancing,  -ample,    P  and    li   or    1!   and 

I).     In   case  a  given  letter  must  be   repeated    it 
is   allowable  to   reverse  it    in   one  ease,   making  ii 
bacwards     for     the     symmetry     of     the     combination. 

the   abbri  FIG 

it       is       I  give       this      third 

in     importance.      Whili 

not  have  great  prominence      In  the  twining  of  letti  mity  to 

the    rule    of    alternating    over    and    under    should    be    kept    in    view. 
although  this  cannot  alway  out     The  pain! 

.  ith<  r  of   v.  lii.  h   v.  ill   ha: 

with  '  II  and  with  I  ram 


is  cut  through  on  one  side  to  be  used  for  small  sized  bearings.     The 
length  of  the  chuck  as  well  as  that  of  the  bushing,  Fig.  3,  is  made 


to    uit  the  tj  i"'  of  bearing  u  11  .1 
ipindle  with  hushing  1!  inset  ted 


Fig.  4  shows  the  end  of  the  lathe 
in   place    in   the    lathe    spindle    foi 


:]r-^. 


:::,•••;.-.- 


DEVICE  FOR   BORING   MOTOR   BEARINGS. 

We   I  [   Mr.   \V.    W.   Amiable. 

II.. wing 


u 


nn, 


production  and  boring  of  ■, 

informed  '  I   very  sati  I 


11  v   for   tin- 

I  lie     1 


bar  1  hows  in  Fig   6     '  Ine  end  of 
the  i.ii   ia  reduced  to  fil  the  bushing   B,  and  the  othei    end 

""I  '    fed  b]   1 1 Hi  M  tool  .  .11  ii  tgi    feed 


1  to.  7. 

Fig.  5  i    a  doubli   ■  rid  1  utti  1   »  hii  I  he  slot  < '  ..i  thi 

boring  I  1    hi  Id  in  plat  e  by  thi   rod  in  hi  tfi    1 1,  which 

nil  in  e, 
should  be  a  duplicate  of  thi  I      Fig.  7  i     1  mandrel 

for  lii  e  ol  1  1 ng.  • 


trie  Railway  Co.  has  erected  a  bridge  over 
He  mi   Ry.  crossing,  and   ha      completed   tl  of  the 

11   to   Eait   Avondal.         I  he    new    line   to    SI 
1  be  put   in  operation. 


168 


STREET  RAILWAY  REVIEW. 


[Vol.  XII,  No.  3. 


TROLLEY  TROUGH  OVER    RAILROAD  CROSS- 
INGS. 


Over  all  the  steam  railroad  crossings  on  the  lines  controlled  by 
the  International  Railway  Co.,  of  Buffalo,  N.  Y.,  there  are  sus- 
I  metal  troughs  which  serve  the  purpose  of  catching  the  trol- 
ley wheel  and  preventing  a  car  from  becoming  stalled  on  a  crossing 
in   the  event  of  the  wine]   leaving  the  trolley  wire. 

I  he  general  features  of  the  trough  are  illustrated  in  the  draw- 
ings for  which  we  are  indebted  to  Mr.  T.  E.  Mitten,  general  man- 
ager. The  body  of  the  device  is  a  malleable  iron  casting  held  in 
place  by  the  span  wires  with  clevis  and  regulation  strain  insulators 
in  the  manner  indicated.     The  inside  of  the  casting  is  an  inverted 


does  not  to  have  move  from  his  first  position.  This  not  only  saves 
time  but  is  much  more  convenient  for  the  painter  and  also  assures 
better  work  with  less  risk  of  marring  or  scratching  the  side  freshly 
painted. 

•  •  > 

MOTOR  LIFT  FOR  CAR  PITS. 


A  motor  lift  with  which  one  man  can,  unaided,  remove  a  motor 
from   beneath   a  car  and   transport   it  to  any  point    in   the 
made  by  Paul   B.  Patten,  of  Salem,   M 

The  machine  is  mounted  on  flat-tired  wheels  ami  does  not  re- 
quire a  set  of  tracks  to  travel  on.  The  top  platform  is  .1  ft.  5''  in. 
x  24  in.     The  screw  that  supports  the  platform 


1 


OVERHEAD   CROSSING    TROIGH. 


V  in  section  and  is  lined  with  sheet  metal  1-16  in.  thick  which  is 
insulated  from,  but  riveted  to,  the  body  with  Ji-in.  rivets.  The 
trolley  wire  is  carried  by  ordinary  hanger  ears  which  are  held  in 
place  inside  the  trough  by  ^-in.  eye-bolts  screwed  down  through 
the  top  of  the  casting  and  into  the  hanger.  The  length  of  the 
trough  varies  according  to  the  number  of  tracks  over  which  it  is 
suspended,  and  ranges  from  to  ft.  for  a  single  track  to  200  ft.  for 
a  complicated  crossing.  If  deemed  desirable  guy  wires  can  be 
strung  from  the  eye-bolt  to  the  side  poles  to  further  steady  the 
trough. 


VARNISHING  CAR  WINDOW   SASH. 


Mr.  J.  H.  McMullin,  former  painter  of  the  Worcester  (Mass.) 
Consolidated  Street  Railway  Co.,  has  devised  a  clever  arrangement 
for  holding  window  sash  while  they  are  being  varnished.  It  com- 
prises a  piece  of  J^-in.  board  circular  in  form  and  about  18  in.  in 
diameter.  To  one  side  of  this  are  fastened  four  small  chair  casters 
and  in  the  other  side  are  inserted  four  small  wooden  pegs  project- 
ing upward  about  an  inch.  This  circular  piece  is  mounted  upon  a 
common  table  by  means  of  a  bolt  passing  loosely  through  holes 
bored  in  the  center  of  the  circular  board  and  the  top  of  the  table. 
The  pieces  rests  upon  the  four  casters  and  is  free  to  revolve  about 


SASH    VARNISHING    TABLE. 

the  bolt  at  the  center.  When  a  sash  is  to  be  varnished  it  is  laid 
with  the  glass  resting  upon  the  four  pegs.  The  painter  stands  at 
one  side  and  as  he  varnishes  each  edge  of  the  frame  he  turns  the 
circular  rest  to  bring  the   work  immediately   in   front  of  him   and 


in  diameter  and  is  cut  with  a  V-thread.  The  large  gear  has  56 
teeth  of  'A-in.  pitch  and  is  fitted  with  a  composition  nut  which 
engages  the  screw  thread.  The  pinion  at  the  end  of  the  crank 
shaft  which  engages  the  large  gear  has  16  teeth,  giving  a  ratio  of 
3*/i  to  I.  The  large  gear  runs  on  hardened  steel  plates  cut  with 
72  l/2-'m.  rack  teeth.     The  leverage  is  ample  and  the  lift  is  built  to 


PIT  HOIST. 

withstand  any  load  that  would  be  put  upon  it  in  ordinary  pit  work. 

The  machine  illustrated  is  for  use  in  pits  measuring  4  ft.  6  in. 
from  top  of  rail  to  bottom  of  pit,  which  is  the  usual  depth  found 
in  car  houses. 

In  service  the  necessary  blocking  is  placed  on  the  tabic  or  plat- 
form and  the  machine  is  run  under  the  car.  The  table  is  elevated 
to  engage  the  motor,  the  motor  bolts  arc  loosened,  and  the  parts 
are  lowered  to  clear  the  axle.  The  motor  or  amature  can  then  be 
drawn  to  any  part  of  the  pit  for  inspection  or  repair  without  addi- 
tional handling.  The  machine  is  in  use  by  the  Lynn  &  Boston 
system  the  Brooklyn  Rapid  Transit  Co.;  the  Albany  &  Hudson  Ry  , 
and  others. 


Mar.  15,  1902.] 


STREET   RAILWAY   REVIEW. 


163 


SPECIAL  CONSTRUCTION   CARS    IN   DETROIT. 


The  accompanying  illustrations  represent  two  special  work  cars 
used  on  the  Detroit  United  Railway,  for  which  we  are  indebted  to 
Mr.  J.  Kerwin,  superintendent  of  tracks.  One  of 
these  cuts  represents  a  track  spiker  hy  means  of 
which  the  tracks  are  spiked  to  the  ties  without  the 
use  of  hand  labor.  This  car  is  provided  with  a 
boiler,  two  steam  hammers,  and  a  pair  of  tongs  op- 
posite each  hammer  which  are  used  for  picking  up 
the  tie  and  holding  it  firmly  against  the  rail  to  be 
spiked.  The  ties  are  held  in  position  under  the  rail 
with  a  pressure  of  four  tons  and  each  hammer  drives 
two  spikes  at  the  same  time.  The  rail  is  held  to  the 
gage  by  a  cross  bar  in  front  of  each  hammer  with  a 
roller  in  each  end  of  it.  This  gage  must  be  very 
accurate  or  the  hammers  will  not  hit  the  spikes. 
The  two  spikes  at  each  end  of  the  ties  are  driven 
home  by  two  blows  of  the  hammer  when  cedar  ties 
are  used.  Two  men  with  this  machine  can  spike 
1,200  ties  per  day,  which  amounts  to  a  saving  of  $15 
per  day  over  hand  labor. 

The  other  illustration  represents  a  derrick  car, 
which,  Mr.  Kerwin  informs  us,  has  given  the 
most  satisfactory  results  of  any  machine  em- 
ployed in  the  track  department.  It  will  be 
noticed  that  the  boom  swings  all  the  way 
around  so  that  this  car  can  be  un  up  alongside  a 
steam  railroad  car  and  the  derrick  will  lift  the  heaviest  special 
work  or  girder  rail  and  place  it  on  the  derrick  car  itself  or  on  a  car 
standing  at  the  end  or  at  the  opposite  side  of  it.  The  derrick  car 
has  no  windlass  or  power  of  any  kind  of  itself.  The  cable  for  hoist- 
ing runs  down  the  post  of  the  derrick  and  goes  out  under  the  draw 
head  so  that  any  motor  car  on  the  same  track  to  which  the  cable 
can  be  attached  can  do  the  hoisting.  As  an  example  of  what  can  be 
accomplished  by  the  use  of  this  car,  the  company  had  70  tons  of 
rails  which  were  to  be  removed  from  one  yard  to  another  to  clear  a 
space  for  building  a  new  car  house.  All  of  this  rail  was  removed 
by  two  men,  while  the  ordinary  method  of  handling  it  would  have 


required  a  gang  of  not  less  than  ten  men  and  would  have  cost 
$So  more  than  with  the  derrick  car.  This  car  has  been  found  useful 
in  so  many  ways  that  it  has  not  been  idle  four  hours  a  week  since 
being  put  in  service. 


DERRICK  CAR-DETROIT  UNITED  RY. 

IMPROVED  STREET  CAR  SERVICE  FOR  CIN- 
CINNATI. 


At  a  meeting  held  by  the  board  of  public  service  of  Cincinnati 
last  month  the  question  of  improving  the  street  railway  service' 
of  that  city  was  taken  up  and  a  bill  was  drawn  up  which,  if  passed, 
will  undoubtedly  improve  the  service.  Mr.  W.  Kesley  Schoepl 
lected  president  and  general  manager  of  the  traction  com- 
pany, was  present  in  the  interests  of  his  company  and  stated  his 
positive  intention  to  do  everything  in  his  power  to  improve  the 
in  the  city  and  to  give  prompt  attention  to  all  complaints 
that  are  not  anonymous.  Mr.  Schoepf  Stated  that 
the  only  solution  of  the  problem  would  be  to  pass 
a  law  authorizing  a  change  of  routes  so  that  ill 
the  cars  in  the  city  would  not  have  to  run  on  5th 
and  Walnut  Sts.  The  congestion  of  can  n  mlting 
from  this,  he  staled,  was  to  blame  f"i  delays,  and 
if  more  cars  were  added  i"  each  route,  the  conges- 
tion would  be  only  so  much  woi  1  and  thi  delaj 
greater    than    before     The    company    has   ordered 

larger    cars,    which     will     relieve    thl      0V6 wding 

somewhat,  but  the  only  method  of  Becuring  uninter 

ru|iled  street  car  traffic  is  to  have  a  number  of  turn- 
ing points  down  town  instead  oi  only  one,  as  at 
present.  At  his  suggestion,  a  bill  authorizing  the 
necessary  change  of  routes  was  prepared  and  will  he 
presented  to  the  Legislature.  The  material  foi  ,<> 
new  cars,  which  will  be   to  ft.  longer  than   thosi 

al  pn   1  hi  in  11  e,  ha    1 1  dei  1  d  and  the  cars  will 

be  built  .it   tin'  company's  shops  in  the   immediate 

future. 


1  ■  I"  11  idi    ot  er  the 

intt  rurban  line  of  the  Northern  Texa     ["rat  tion 
1    1  I  irth  and   1  tandli  j     1  di  tam  1 

'"  li        'i  ai  1    1 1  mi  ..' 

Haim      and    Superintendenl 

Renfro,  <■(  the  eompanj       ["hi    in  tallati 

thi    1 ! al    1 1  .null.  \    1 .  11.  ,11  lj 

pl<  ti  d,  and  worl    1    1 a  rushed  on  thi   ejrten 

ion    that    will    afford    1  on      bi  twei  n    P01 1 

Worth  and   Dalla 


I    SI-IKt.K      I.K'I  Hill     '     .1  I  I.I'   K< 


III        ...Ill,,; 

will  be  pui  in  effeel  on  " 1  in  lint    bel  teen 

,d    I  Inn..,    '.  1  ■ ,  1 1 1 


170 


STREET    RAILWAY    REVIEW. 


[Vol.  XII,  No.  3. 


A.   S.   R.    A.   CONVENTION. 


1  the  Ami 

,,i.i  in  Detroit  on  February  24th  i"  decide  npon  plans  foi 

ilu.  ,,,.  present  were:    11.  H.  Vreeland,  New 

\'..tk.  president;  I  '  leveiand,  E   I     Fosti  r,  Bos 

ton,  and  H.  M.  Sloan,  Chicago,  vice-presidi  ington, 

and  treasurer;  Walter  II    Holmes,  K 

i     J.   Nicholl,   R  N.  Y.; 

W.  Dickinson,  Seattle,  Wash.    John  A.  Rigg,  of  Reading, 
Pa.,  was  prevented  from  attending  and  was  the  only  absentee. 
The  bnsiness   transacted   was   .n   follows:     The   secretary  and 
ing  the  final  ondition,  and 

the  present  membership  of  the  asspciation  to  be  187,  was  approved. 
There  have  been  as  new  members  admitted  during  the  past  year 
and   17   retired,  leaving  a   net  gain  of  8. 
It  was  decided  to  continue  the  •  indling  exhibits. 

After   inspection   of   the  building,  the   Light    Guard   Anno 
Detroit    was  chosen   for  the  convention  hall. 
The  convention  was  fixed  for  Wednesday.   Thursday  and   Friday. 

Oct.  8,  9  and   10.   190J.  the  second  day.  Thursday,  Octob 
being  set  apart   at  exhibitors'  day.   no  meetings  of  the  association 
being  held  on  that  day. 

The  Hotel  Cadillac  was  chosen  as  the  headquarters  hotel  and 
the  banquet  will  be  held  there   Friday  evening. 

Ii  was  decided  that  a  standing  committee  on  rules  be  appointed 
by   the  president. 

It  was  also  decided  that  hereafter  subjects  of  reports  should  In- 
assigned  to  companies,  who  are  members  of  the  association,  and  not 
to  officers  of  the  companies.  The  subjects  assigned  were  as  fel- 
lows : 

"Settlement  of  Damage  Claims,"  Chicago  City  Railway  Co.,  of 
Chicago. 

iii    \ssociations,"  Metropolitan  Street  Railway  Co.,  of  New 
York. 

cipline    of   Employes   by   the    Merit    System,"    Metropolitan 
Street  Railway  Co.,  of  Kansas  City,   Mo. 

"Transportation  of  Light  Express  and  Parcels."  Detroit  United 
Railway   Co..   of   Detroit,   Mich. 

"Registration  of  Transfers,"  Cincinnati  Traction  Co.,  of  Cincin- 
nati, Ohio. 

111  Turbines  and  Rotary  Engines,"    Boston  Elevated   Railway 
1   li.i^ton,  Mass. 

"Signals  for  Urban  and  Interurban  Railways,"  Old  Colony  Street 
Railway  Co.,  B. 

The  first  four  of  these  assignments  have  already  been  aci  epted 

The  secretary  was  instructed  to  write  to  the  membership  urging 
that  the  deli  enl  to  the  convention  with  instructions  that 

their   presence  at   the    meetings   is  obligatory. 

When  the  members  of  thi    1  committer    reached   Detroit 

they  were  met  by  J.  C.  Hutchins,  president,  A.  II.  Stanley,  general 
nt.  an.l  Irwin  Fullerton,  auditor,  of  the  Detroit  United 
Ry..  who   discussed   the  plans  for  the  convention   with  the  com- 
mittee.     After  the  business  meetings   Mr.   Hutchins   entertained   the 
committee  and   other  visitors  at   the  Detroit   Club,  and   later  in   the 
evening  the  Vontodago  Club.     On  Tuesday  the  Detroit  United  Rail 
0.    provided   a    special   ear   to    Mt.   Clemens   and    the   party 
■  1  a   delightful  outing. 


LOW   FARE  LEGISLATION    IN   BALTIMORE. 


\  bill  has  recently  been  introduced  in  the  Maryland  Legislature 
requiring  the  United  Railways  &  Electric  Co.  to  sell  six  lick 

A  board  of  prominent  financiers  of   Baltimore  appeared 

the  city   delegation  to  whom  the  bill  was  reported,  in  order 

to   oppose   its   passage.     The   opposition   came  not   only   from   the 

railway  company,  but  from  a  number  of  hankers  who  opposed  it  on 

the  ground  that   its  passage  would  a  IT-  curities  which  are 

inks  and  savings  institutions.     The  most  imp 
testimony  was  given  by  Mr.  House,  genera]  manager  of  the  com 
ed  that  with   tickets  at    six    for   25  cent      thi     com 
pany  would  have  to  carry  over  50,000  additional   p  per  day. 

or  10  per  cent  of  the  entire  popul  citj    of   Baltimore  and 

its  suburbs,   in   order  to  take   in   the   same   amount, of   cash    as   was 
1  ed  in  scent  fares. 


The  company's  present   equipment   is   taxed  to   its   full  capacity 
and  should   it    secure  additional   riders  on   the  Ii 
would  '»'  obliged  to  providi  d  car  equipment  and  power 

additional    force   in    the    transportation 
unit   and   clerical    branch   without   additional   p 
amount  carried  to  the  surplus  aci  but  $.v.iiy. 

and   it   is   feared  that  a   reduction  of   fares  such  a     proposed   would 
1  the  company's   securities. 


W.    D.    RAY. 


Mr.  Win    I  >.  Ray,  electrical  and  mechanical  engineer,  has 

ce  in  the  Chamber  of  Commerce  Bldg  Mich.,  where 

he    will    carry    on    a    general    COB 

e  suiting  business  in  electrical  and 

mechanical  engineering.     Mr.  Ray 
has   had    15  years  of   prof, 
experience,    having    occupied    the 
1  position  of  electrical   cngin 

the  Detroit  Construction  Co.; 
electrical  engineer  of  the 
Vehicle  Co.,  Chicago;  g 
manager  of  the  Magann  Air 
Brake  Co.,  Detroit,  general  man- 
ager and  superintendent  of  the 
Everett  Railway  &  Electric  Co., 
etc.  He  is  a  member  of  the 
American  Institute  of  Electrical 
Engineers,  the  Chicago  Electrical 
w.   n.   kay.  Association   and   the   Detroit    En- 

gineering Society.  His  most  re- 
recent  engineering  work  has  been  in  connection  with  the  interur- 
ban railways  of  southern  Michigan  having  been  identified  with  tin- 
Grand  Rapids.  Holland  &  Lake  Michigan  Rapid  Ry..  the  Detroit, 
Lake  Orion  &  Flint  Ry.,  the  Detroit.  Rochester.  Rome,,  &  Lake 
Orion  Ry..  the  Orion  Light  &  Power  Co.,  and  the  Rochester  Light 
&  Power  Co.  He  will  maintain  a  competent  and  efficient  corps  of 
engineers  ami  specialists  for  engineering  work  of  any  nature  or 
magnitude. 


HOUSE   MOVING  ACROSS  ELECTRIC   RAIL- 
WAYS. 


An  injunction  was  asked  last  month  by  a  firm  of  house  movers 
to  restrain  the  Chicago  City  Railway  Co.  from  interfering  in  mov- 
ing a  building  across  its  railway  track  at  Halsted  and  20th  Sts.  The 
injunction  was  denied  on  the  grounds  that  the  house  mover  should 
pay  the  cost  of  cutting  and  splicing  of  electric  wires  when  he  de- 
sires to  have  them  removed  in  order  to  allow  the  passage  of  the 
building.  According  to  the  permit  granted  to  house  movers  by  the 
city,  they  are  held  liable  for  all  cutting  and  splicing  of  fire  alarm 
and  other  wires  and  for  all  damage  done  to  shade  trees,  curb  stones 
and  curb  walls.  The  court  held  that  inasmuch  as  the  city  permitted 
the  railway  company  to  string  its  wires  in  the  streets  it  should 
afford  them  protection  from  unnecessary  damage  and  that  it  was 
only  reasonable  that  the  house  mover  pay  the  cost  of  cutting  and 
splicing  wires.  The  counsel  for  the  house  movers  stale  that  the 
ease  will  he  appealed. 


SALE  OF  THE  LA  SALLE-PERU   LINE. 


January  15th  the  power  house  of  the  City  Electric  Railway  Co.. 
operating  in  La  Salle  and  Peru,  111.,  was  burned  down  and  for  five 
weeks  tin  peopli  of  these  cities  have  hern  without  street  railway 
facilities.  On  February  27th  Mr.  J.  R.  Borroughs,  receiver  of  the 
old  the  road  to  the  Illinois  Valley  Traction  Co.,  which 
Started  to  work  immediately  to  resume  the  service.  The  required 
repairs  were  completed  in  It  days  and  the  line  was  again  put  in 
ion.  The  appearance  of  the  first  car  after  the  long  shut  down 
was  greeted  with  great  enthusiasm  by  inhabitants  all  along  the  line. 
For  the  present  the  cars  are  being  operated  without  conductors  and 
are  supplied  with  fare  boxes  in  which  the  passengers  put  their 
fare. 


Mar.  15,  1902.] 


STREET  RAILWAY  REVIEW. 


171 


OFFICIAL  BUREAU   OF  STANDARDS. 


Mr.  S.  W.  Stratton,  director  of  the  National  Bureau  of  Stand- 
ards, has  issued  a  circular  of  information  relative  to  the  work  of 
the  government  in  bringing  about  more  satisfying  conditions  in 
the  matter  of  standard  weights  ami  measures  in  this  country. 
About  nine  months  ago  the  office  of  "Standard  Weights  and  Meas 
ures  of  the  Treasury  Department"  was  superseded  by  the  "Na- 
tional Bureau  of  Standards."  whose  functions  are  defined  as  fol- 
1  lie  custody  of  the  standards;  the  comparison  of  the  stand- 
aards  used  in  scientific  investigations,  engineering,  manufacturing. 
commerce,  and  educational  institutions  with  the  standards  adopted 
or  recognized  by  the  government;  the  construction  when  necessary 
of  standards;  the  testing  and  calibration  of  Standard  measuring 
apparatus;  the  determination  of  physical  constants  and  the  prop- 
erties of  materials  when  such  data  are  of  sufficient  value  to  scien- 
tific or  manufacturing  interests  and  are  not  obtainable  with  reliable 
accuracy  elsewhere.  It  is  to  be  the  desire  of  the  bureau  to  co- 
operate with  manufacturers,  scientists  and  others,  in  every  way 
le  in  the  work  of  determining  universal  standards.  The 
bureau  has  in  its  possession  much  valuable  data  winch  is  at  the 
d   of  those  interests. 

For  all  comparisons,  calibrations,  tests  or  investigations   for  pri- 
vate individuals  or  corporations,  a   reasonable  fee  will   he  charged. 

Pending  the  completion  of  a  well  furnished  laboratory  and  test 
ing  plant  now  in  course  of  construction  at  Washington,  the  bureau 
will  be  somewhat  hampered  in  the  accomplishment  of  its  aims  and 
for  the  present  must  limit  its  scope  to  the  fixing  and  comparing 
of  standards  of  lengths  from  I  to  10  ft.  or  from  1  decimeter  to  5 
meters :  engineers'  and  surveyors'  standards  and  tapes:  measures 
of  weight  from  0.01  grain  to  50  lb.;  capacity  measures  from  1 
fluid  ounce  to  5  gallons;  thermometers;  polariscopic  apparatus; 
hydrometers;  standard  resistance  coils  from  1  to  100.000  ohms;  low- 
ince  standards  from  O.I  to  0.0001  ohm:  coils  of  resistance 
potentionmeters;  ratio  coils;  standards  of  electro-motive 
force  as  Clark  and  other  cells;  direct  current  measuring  appara- 
tus as  millivoltmcters  and  voltmeters  up  to  150  volts,  and  ammeters 
up  to  50  amperes. 

All   communications  and  articles  intended    for  the  bureau    should 
be  addressed  "National  Bureau  of  Standards,"  Washington,  D.  C. 


mitted  for  a  steam  heating  plant.  The  exhaust  steam  from  the 
power  plant  will  be  utilized  to  this  end.  ["he  cosl  of  installing  the 
system  will   be  about  $100,000. 


BIRMINGHAM     ALA.,    NOTES. 


The  first  installment     I  the  ->o  lered  by  the  Birmingham 

Railway,  Light  &  Power  Co.  from  the  St.  Louis  Car  O 
ago  has  arrived  and  they  arc  the  finest  cars  that  this  company  has 
d  in  point  of  equipment,  design  and  finish.     The  cars  are  41 
ft.  long  over  bumpers,  painted  the  company's  standard    olor,  chrome 
yellow   medium,   and  are   finished   in   plain   mahogany,   with    bronzed 
nickel-plated  trimmings.     Tip-     a'     equipped  with    four    (',    E.  57 
n  motor-driven  dir  brake-.      The  seating  ca- 
pattern  of  Hale  &   Kilburn 
The    ceiling    is    bird's-eye    maple       The    ears    are 
lighted    with    20  incandescent   lamps    and    heated   with    1 
II  Co.'s  1  lei  t r i >    heaters       The   Root 

and   the   windows  are   so  arranged   that    both   the   lar( 

small    sash    can   1  it  ing   it 

r,  and  offering  an  urn  ie«   t"  the 

I  the  surrounding  scenery.     They  are  provided   with 

and  arc  hi  I      ide  the 

ineand' 

gives  all  the  light  in  the  city.     The  routi 

are  the  Htll  '  lb'-  upper  part     .f  I 

arranged  that  tl 

and  turn 
•.n  from  1! 
ip      Condt 

In  thi  Birmingham  Railway,  Liglil 

and    a  fran 

«m»ll  • 

my  has  und  g  sub- 


OKC.ANIZATION    OF    BIN  M  I  Nl  .11  A  M    OUII'ANV. 


A  diagram  showing  the  organization  of  tin 
i  ■  produced. 

■»  •  » 

GLOBE   HEADLIGHTS. 


impan)   i     herewith 


Mr.  Albert  k.  Schroeder,  formerly  manager  of  the  Multiplex 
Ri  Rectoi  Co.,  and  mon  1 1 1  entlj  «  ith  the  I  rli  ibi  Electt  ic  Manufac 
hiring  Co..  has  severed  bis  connection  with  the  latter  company  and 
has  established   a    factory   of   his  own  at  070-072   Hamilton   St., 

■ud.  where  he  has  installed  a  full  equip] 1  of  mod.  in  ma 

for  manufacturing  a  complete  line  oi    treel  railway  head 

including  both  1 1  and  da  h  headlights,    He  is  also  mak- 
ing two  types  of    reflectors    with    which    these    headlights    are 

equipped     i    thi   "Multiplex"  reflector  which  has  bee <  the 

market  for  about  threi  It  ba    mi  1   «  ith  1 h  favor 

on  account    of   it     special   adaptation    foi    u  e   with    incandi  cenl 
lamps.    The  multiple}  reflectoi  madi  by  Mr   Schroedei  is  de  igned 

eel  thi    distortion  n  bit  h  i  1  found  in  the I   thi    pat  a 

di       ■■  d  ■■  enl  lamps  foi  thi    rea  on  that 

the  light  of  an  Incandi   cenl  lam| not   practii  illy  be  reduced  to 

■■I  point  in  ti                                    '   '    is  the  case  with  an  01  dinat  \ 
arc  light       I  ■  1I1      reflei  toi   1    thai  of  a 

tl      hi.!    '  01 n  il 

•  lives    form     .  at  li    "i 

mint'  the  turn  tion    oi    ■    eparati   and  di  tim  1  reflector 
This  f'  ble  for  street 

railway  purpose!      Mr    Schroedei   also  manufactun     special  para 

report     that   hi    1     d 1  1   b 

with  h  United 


The  Mllwaukei    Bled  ly  ft  Light  1  [ranted 

six  additional  franchises  over  the  streets  of  Milwaul 


172 


STREET  RAILWAY  REVIEW. 


[Vol.  XII,  No.  3. 


CHAMPION   STEEL   ROCK  CRUSHER. 


LOS  ANGELES  INTERURBAN   LINES. 


As   track    standards    in    street    railway    work     have   appro 
.   more  expensive,   and  more  durable  form 

ling  call  for  heavier  and  in  ad  working 

and    devices-      The    American      Road    Machine    Co.,    of       1 
Square,   Pa.,   which   lias    for   25   years   Ih?cii   prominent   as   a   maker 
of  road  and  king  machinery,  conn 

plies,   early  recognized  this   demand  for  "practical"   machinery   and 
it    has   constantly  I    to   perfect   its   line   of    speci.iln 

cordingly.     Its  list  includes  road  graders,  road  rollers,   rock  crush 


CROSS  SECTION   Ol-*  CRUSHKK    NO.  5. 

ers,    elevators,   conveyors,   dump   carts   and   cars,    road   plows,   cul- 
vert pipe,  etc. 

The  Champion  steel  rock  crusher  made  by  this  company  is  fur- 
nished in  three  sizes,  known  as  No.  3,  No.  4  and  No.  5.  Nos. 
3  and  4  are  portable  machines  that  can  be  readily  mounted  on 
wheels  and  transported  from  place  to  place  with  the  aid  of  horses, 
and  No.  5  is  intended  for  contractors  and  companies  desiring  a 
machine   of  large   output    for  permanent   location. 

The  maker  especially  emphasizes  the  statement  that  the  main 
shaft  of  the  "Champion"  crusher  is  elliptical  in  shape  and  thus 
one  revolution  of  the  flywheels  produces  two  movements  of  the 
jaw.  permitting  slower  initial  speed  and  therefore  minimum  wear 
resulting  from  friction  and  heating  of  bearings.  The  frame  of 
the  crusher  is  of  the  best  rolled  steel  and  braced  to  withstand  the 
tensile  or  pulling  stresses  to  which  it  is  necessarily  subjected.  The 
swinging  and  stationary  jaws  are  of  cast  iron,  this  material  hav- 
ing been  selected  as  better  fitted  to  withstand  compression  stresses. 
111  shaft,  anti-friction  roller,  toggle  seats,  and  all  shafts  from 
which  castings  arc  suspended  are  of  steel  forgings  of  high  quality. 
The  dies  or  crushing  plates  arc  special  chilled  rectangular  castings 
and  arc  reversible  in  four  different  positions,  permitting  their  use 
until  the  corrugations  arc  worn  flat  over  the  whole  face  of  the  die. 

The  frame  of  the  crusher  is  thoroughly  bolted  with  double  nutted 

but  as  added   security  against   shearing  or  bulging  at  joints, 

the  frame  plates  are  tongue  and  groove  fitted.     The  stresses  are  all 

taken  up  by  the  metal  and  the  office  of  the  bolts  is  merely  to  hold 

the  parts  in  position. 

The  accompanying  table  gives  sizes,  capacity  and  driving  power 
required  for  the  "Champion"  crushers. 

No.  3.      No.  4.       No.  5. 
Size  or  receiving  capacity  of  jaws— inches  7  x  13      0  x   15     11  x  26 
Product  per  hour  in  tons  when  machine 

is    closed   to   2   in Rtoi2     utoiS     24tO30 

Weight   approximated    6,000         8,500        19,000 

Speed— Revolutions    170  755  140 

Driving  pulleys,  diameter  and  face 44  x    8    50  x    8    60  x  10 

Horse  power  required   12  15  25 

•-►> 

Mayor  Johnson,  of  Cleveland,  in  company  with  the  officers  of 
the  Lehigh  Valley  Traction  Co.,  of  AUentown,  Pa.,  recently 
made  a  tour  of  the  proposed  new  routes  in  and  about  Trenton. 
Mr.  Johnson  is  reported  to  be  perfecting  plans  to  join  the  inter- 
urban  systems  in  which  he  is  interested  in  the  east,  crossing  the 
Delaware  and  running  through  to  New   York. 


There  arc  two  great  systems  of  electric  railways  which  arc  opi  1 
ated  inside  the  city  limits  of  Los  Angeles  which  pretty  well  grid- 
iron the  entire  surface  of  the  city,  but  in  addition  to  tin 
extensive  system  of  interurban  lines  is  in  operation  which  connect 
this  city  with  a  number  of  neighboring  towns.  The  accompanying 
map  shows  the  interurban  lines  both  proposed,  under  construction 
and  in  operation,  but  not  the  urban  lines.  The  Traction  Co.  has 
nearly  completed  the  line  from  Los  Angeles  to  San  Pedro.  The 
Los  Angeles  Railway  Co.,  which  operates  the  greater  part  of  the 
lines  in  Los  Angeles  has  an  affiliated  company  known  as  the 
Pacific  Electric  Railway  Co.,  which  is  now  engaged  in  building  a 
line  to  Long  Beach  and  another  to  San  Gabriel,  Sierre  Madrc  and 
".  ia.  The  same  company  has  acquired  the  street  car  lines 
in  Santa  Ana  and  Orange  and  will,  at  an  early  date,  build  a  line 
from  this  place  to  Whittier,  Fullerton  and  Anaheim.  Eventually. 
this  company  proposes  to  extend  the  Monrovia  line  eastward  via 
Azuas  to  Pamona  and  ultimately  to  Riverside,  San  Bernardino  and 
Rcdlands. 

Another  contemplated  line  parallels  the  Southern  Pacific  Rail- 
road running  through  Ventura  to  Santa  Barbara.  The  length  of 
these  contemplated   roads  are  respectively,  30,  60  and  90  miles. 

The  Los  Angeles  Railway  Co.  operates  250  cars  on  its  lines 
within  the  city.  The  company  is  now  awaiting  new  cars  which 
were  ordered  long  ago  and  arc  far  over  due.  The  additional  cars 
are  greatly  needed  as  the  present  service  is  inadequate.  The  num- 
ber of  men  regularly  employed  by  this  company  is  about  1,250  and 
the  pay  roll  amounts  to  about  $80,000  per  month.  The  two  affil- 
iated companies  which  are  now  building  the  interurban  lines  have 
a  large  force  of  men  employed  and  the  construction  department 
pay  roll  amounts  to  about  $25,000  per  month.  The  shops  which 
are  now  being  erected  for  this  company  are  very  extensive  in  size 
and  are  being  elaborately  equipped.  The  amount  of  street  railway 
travel  in  and  about  Los  Angeles  is  very  large,  even  for  a  city  of 
120,000  inhabitants. 

The  Los  Angeles  &  Pacific  Railway  Co.  operates  a  line  to  Santa 
Monica  with  branches  via  16th  St.,  and  the  southwestern  corner 
of  the  city,  also  the  northwestern  route,  via  Hollywood  and  Cole- 
grove.  The  latter  line  operates  80  cars  a  day  and  120  on  Sundays. 
It  employs  200  men  and  has  a  pay  roll  of  about  $10,000  per  month. 


LOS   ANGELES   INTERTJKBAN   SYSTEM. 

The  Los  Angeles  &  Redondo  Railway  Co.  is  about  to  convert  its 
system  to  electric  traction.  The  line  is  38  miles  long  and  the  cost 
of  the  electrical   equipment  will  be  $500,000. 

A  contract  has  been  secured  by  Mr.  Robert  Sherer  for  the  grad- 
ing of  the  Huntington-Hellman  Long  Beach  electric  railway.  This 
work  will  extend  over  a  line  of  17  miles  in  length.  The  specifica- 
tions provide  that  it  shall  be  completed  60  days  from  February  1st. 
The  entire  road  will  be  built  upon  a  private  right  of  way.  and  the 
contract  for  the  bridge  work  has  been  let  to  Mr.  J.  D.  Mercereau. 


Mar.  15.  1902.] 


STREET  RAILWAY  REVIEW. 


173 


The  most  important  bridge  on  the  line  will  be  the  one  over  the  San 
Gabriel  River,  three  miles  from  Long  Beach.  The  tracks  will  be 
laid  as  soon  as  the  grading  is  completed  and  material  is  constantly 
arriving  for  the  equipment  of  the  road.  It  is  expected  the  line  will 
be  ready  for  traffic  about  July  1.  1903,  and  when  completed,  the 
system  will  represent  an  outlay  of  about  $1,000,000.  The  road  is 
to  be  laid  with  do-lb.  T  rails.  60  ft.  in  length.  Mr.  Huntington  and 
bis  associates  are  expending  in  the  neighborhood  of  $500,000  a 
month  in  the  construction  of  imerurban  roads.  The  total  expendi- 
ture in  imerurban  roads  since  the  Huntington-Hellman  syndicate 
was  organized  has  exceeded  $1,000,000.  About  500  men  are  em- 
in  addition  to  the  regular  operating  force  of  the  Los 
Angeles  Railway  Co..  and  the  operation  of  the  Long  Beach  line 
when  completed  will  require  the  employment  of  about  100  more 
men.     The  road  is  to  begin  its  service  with  20  cars 

This  syndicate  expects  to  invest  about  $10,000,000  in  interurban 
railways  during  the  next  four  years,  which  expenditure  is  already 
arranged  for.  In  addition  to  this  the  Kern  River  Power  Co.  will 
provid.  i  $5,000,000    for  developing  power   for   the   use  of 

the  railway  lines  and  other  purposes. 


The  Lis  Angeles  Railroad  Co  has  iu-t  received  30  cars  from  the 
St.  Louis  Car  Co.  The  accompanying  illustration  shows  the  gen- 
eral  appearance  of  one  of  these  cars.     It  is  the  typical   California 


makers  have  cited  to  us  some  40  Britisli  tramway  companies  as 
customers. 

"Sacarbolate"  is  handled  in  this  country  by  the  Frank  S.  De- 
Ronde  Co.,  46  Cliff  St.,  New  York  City,  sole  agent  for  the  United 
States  and  Canada.  The  DeRonde  company  says  concerning  this 
fluid  :  "We  claim  that  'Sacarbolate'  is  the  only  soap  of  its  kind 
worth  using,  that  is  now  on  the  market.  It  is  a  strictly  first-class 
washing  fluid  and  if  used  according  to  directions  will  wash  var- 
nish or  paint  work  for  any  length  of  time  without  injury  to  the 
surface.  It  has  a  very  agreeable  odor,  which  while  not  too  pro- 
nounced, or  suggestive  of  infection,  is  a  very  excellent  disinfectant. 
Its  use  is  absolutely  harmless  either  to  the  individual  who  may  be 
using  it  or  to  the  article  that  it  may  come  in  contact  with.  It  is 
very  easily  soluble  especially  in  hot  or  tepid  water.  It  is  recog- 
nized throughout  England  and  the  Continent  to  be  absolutely  the 
best  material  of  its  kind  that  has  ever  been  produced.  This  valu- 
able product  is  manufactured  in  Scotland  and  is  now  in  use  by  the 
principal  street  railways,  and  other  transportation  companies 
throughout  Europe." 

The  DeRonde  company  carries  a  large  stock  of  the  goods  pre- 
pared for  immediate  shipment  and  is  willing  to  send  to  all  those 
who  may  be  interested,  a  sample  one  gallon  drum  free  of  charge, 
so  that  a  careful  trial  may  be  made  and  thus  demonstrate  the  value 
of  this   high  grade  product. 


I.I1S  ANGE1.ES  CAR-    ST     I. (II    IS  I  A  K   CO. 


combination  design  with  open  compartm  oth  ends  and  a  15- 

ft.  closed  compartment  in  t!  landsome  de- 

sign  and    is    said    to   1  ■  laboralcly    finished    cars 

which  has   been   ihippi  lumpers,  its  out- 

dth  8  ft.  2  in.  ai  '.  from  under  part  of  the  sills  to 

deck,  <>  ft.  1  in. 
The  open  compartm"  ix  walk-over  slat 

■:.f\  the  closed  compartment   haa  long!'  is  which  arc 

upholstered.      The    ccilingand    interior    linings    are     of     mahogany 

trimmings  and   the   outside   of   the  car   ha 
cave  and  convex  p  Kith   No    i-'  iheet  steel.     The  cars 

are  fitted  with  four  double  tread   Stan.  11. 1  there  is 

one  S'  are  headlight   in  each   car      The  tiucks  on 

which  thev-  made  by  the   St     I 

and  are  known  a*  having  a  gage  of  3  fl 

H    3  in     'I "!  in,  in  diameter  and  the 

quipped  with 
two  Wr«tinghousc   No.   V*    H 


CLEANING  CARS. 


•he  trouMi  railway 

,  will   w(  I- 
erning  '.vn   as 

• 
can,   omnibtnci   and    ■ 

I       the     wa    '  If    pint 

gallon*    of   tepid    water,   and      foi 

I  lie    fluid    is 

ind  the 


The    DeRonde   company    makes    the    widely    used   "Lythite"    lire 
grade  armature  and  shellac  varnishes,  P.  &  B.  tape  Ruberoid  motor 
cloth  and  similar  goods. 


NO  LARGE  BUNDLES  ON  CARS. 


I"    •■!■■■    "I    ill'    Miiuil'il    Iitiouol    II-,   (  .11  s   the   Brooklyn    Rapid 

il   Co.  has  issued  orders  prohibiting  the  carrying  by  passen- 
packagea  or  bundles  that  can  not  be  held  in  the  lap  or 

'.  il    without   inconvenience  to  other   passengers. 

Persons  with   large  bundles  will  imi    In     ,   1  milled   lo  hoard  a  car. 

Mi.   ordei  provide)  that  a  person  with  a  cumbersome  bundle  and 

holding    a    transfer    from    another   line   must    be   accepted    as   a    pa 
sengcr    but    the    COnductOl     mil  1     turn    the    transfer    into    the    office 
with  a  report  of  the  matter  and  the  conductor  issuing  the  transfer 
will   1  k'ed. 


NO  FUNERAL  CARS  IN  SPRINGFIELD,  MASS. 


Springfield    (Mass.)    Street   Railway    Co.    d.ni.  ,   the   report 

bed  in  several  papei    thai  funeral  can  were  to  be  ini 

on   that    load       Mr,   Geo     W.    Cook,    Itipi  1  inl end<  1  II    -'I   tin pany, 

writes  u    thai  this  it  a  bu  ini      the  road  doei  nol  care  (01  and  haa 
,  1  few  exceptii  ' 


1 '  ■ .    10     1 '  ■  1     . , ,  1  ' .-,  1 1 , 1 '  1  ■  1 

.!  id 1 1  ui     in     j.|". ■ .  iSpnq 

,     1  •  •  1 1 1 1<  1  ■    •  .  "i    mi     ,    ,          ,  '  1  '''lll:M    '•jjii|i| 

1 >  y  Bqnui(  1   o| !  jo  Co|d |ini     • 1 put   u  >iu  iojoj 


174 


STREET  RAILWAY  REVIEW. 


(Vol.  XII,  No.  3. 


PERSONAL. 


MR    C    I'    BROWN,  formertj   electrician    of    the    Binghamton 

ngham 


M!<    WILLIAM   II    SAVERY  has  been  appointed  superintendenl 
of  the  Won  1  W  estfield,  Ma 

ing   Mr    lv    P.  I  igned. 


IK  \l    Ji  IHN   M    Hi  11  Mi  has  been  elccti  d  of  the 

;     Railways    &   1  Baltimore,    succeedini 


MR  J.  W    PATTERSON,  who  was  for  17  years  with  the   Vdams 
&   Wi  has  recentl 

of  the  1  '■  mill    I  Hi. .11   Brass  Co.,  of  Si    I 


MR.  .1  B.  HICKS,  who  i-  favorably  known  in  the  street  railway 
and  steam  railroad  fields,  has  been  appointed  manager  for  11  M 
Shaw  &  Co.,  with  offices  at  115  Broadway,  New  York  City. 


MR.  F.  G.  I..   HENDERSON  has  retired  from  the  active  man- 
agement of  the  Newton  (Mass.)   Street  Railway  Co.  to  assume  the 

position  of  superintendenl  of  the 
Boston  S11ln11l.au  Electric  Rail 
way  Co.,  which  is  a  consolidation 
of  all  the  Newton  roads  and  the 
Lexington  &  Boston  Street  Rail 
way  Co  \-  the  seniot  superin- 
tendent Mi  1  [endi  1  son's  duties 
will  connect  him  directly  with  ill 
the  roads  in  the  consolidation. 
Just  before  Mr.  Henderson  left 
his  old  oilier  at  Newton  to  take 
11  b  headquai  tei  ■  at  New  b  m- 
ville  he  was  called  from  his  housi 
me  night  on  the  pretext  that 
1  ik  had  occurred  at  tlic  power 
house.  On  the  way  to  the  power 
station  he  was  intercepted  and  led 
into  the  principal  restaurant  of 
the  town,  where  to  his  entire  surprise  he  found  all  the  employes  of 
enabled  around  a  banquet  table.  Amid  cheers  and 
enthusiasm  he  was  presented  with  a  handsome  gold  watch  by  the 
men  as  a  token  of  their  respect  and  esteem.  Speeches  and  dinner 
followed  the   presentation. 


F.  G.  L.  HENDERSON. 


MR.  J.   F.  DUSMAN,  who  for  the  past  year  has  been  managei 
of  the   Edis.  Light  1  0.,  of  York.  Pa.,   was  last    month 

id  general  manag  York  County  Traction  Co 


MR    P    f'SERSTEVENS  has  been   ipi ited    ecretary  general  of 

rmanenl  International  1  1  imway  Union  to  succeed  Mr.  Non- 
nenberg.  The  headquarters  of  this  association  are  at  No.  6  Impasse 
du  Park,  Brussels,  Bi  Ig 


MR.    L    E.    TROXLER,    formerly   connected    with    the    Louisville 
(Ky.)  Railway  Co.,  has  been  appointed  superintendent  of  equipment 
and  construction  of  the  Louisville,  Anchorage  &  Pewee  \  all. 
trie  Railway  Co..   succeeding  Mr    W.   G.   II  igned. 


MR.  E.  A    CUNNINGHAM,  formerly  superintendent  of  [hi 
Dodgi    Light  &  Power  Co.,  has  been  appointed  superintendenl   of 
Moines  (la.)   City  Railway  Co.     Mr    ]    E.  Welch  has  been 
appointed  superintendent  of  road  bed  and  track  of  the  Des  Moines 
company.  

MR.  JOHN   MARKLE,  p  I   the   Spragui     Electric  Co., 

ami  Lieut.   Frank   J.   Sprague,  technical   directoi    oi    the   sami    com 
pany.    were   included    among  the   "Capta 
Ihc  luncheon  in  honor  of  Prince  Henry  at    Sherry's,   Fchruai  ■ 


MR.   S    W,   GUNSALUS  will  succeed  Mr.  C.  E.   Raker  as  super 

ent  of  transportation  of  the  Southwest  Missouri  Electric  Rail 

at  Webb  City.  Mo.     Mr   Gunsatus  was  formerly  chief  .lis 


Mr.    Bakci    will   g..  ni,    lex.,   to 

.  trie  line  in  that  city. 


MR    I  who  for  several  year,  has  been 

neral  and  treasurer  ••!  the  Permanent  International  Tramwaj 
Union,  has  1  lire  of  his  other  work  been  obliged 

to  resign  thi  n.  but  will  continue  to 


\ll<    JULIAN    I.    YALE  has   been   made   vice  president  of  the 
American  McKcnna  Process  Co.,  with  headquarters  iii  the  Rookery, 

Chicago.     Mr    Yale   will  supervise  for  the  company  the  purchase  and 
and   oilier    materials  and   make  conti.:  moving 

rails.      1  my  has  re- roll  in)  foliet,  111.  Kan 

and    1  ;  ml.  N.  Y. 


MR    1  IH  i.MAS  P.  FOWLER,  representing  English  capital  in  the 

of   extending  the    Metropolitan    Street    Rj     of   New    York 

City,  has  been  elected  president  of  the  Metropolitan  Securities  <',, 

and  the  Interurban  Street   Railway  Co.     Mr.  Fowler  is  also  president 

of  the   New   York.  Ontario  &•   Western   Railway  Co. 


MR.  JOHN   SPEER,  of  the  Speer  Carbon  Co.,  St.  Mar) 

.nlly  a  caller  at  the  office  of  the  "Review."     Mr.  Speer  rep- 

a  firm  which  has   made  remarkable  progress  in   the  business 

world   since   i  uncut    in    [8oO,  and  he   reports  that    the   pr..-- 

1   the   Speer  company   for  the  coming  year  an-  better  than 


1  VSSIUS  M  \\  ICKER,  president  of  the  Zanesville  &  Ohio 
R.  K  :  vice  president  of  the  Brooklyn.  Queens  County  &  Suburban 
Railroad  Co.;  president  of  the  North  Shore  Traction  Co.,  and  a 
director  in  several  othet  corporations  with  headquarters  in  New 
York,  has  been  elected  president  of  the  New  York  associal 
former  Chicagoans  which  was  recently  organized  in  New  York  City 
bj   50  prominent  ex-Chicagoans. 


MR.  R.  LANCASTER  WILLIAMS,  treasurer  of  the  Richmond 
Traction  Co.,  who  is  also  interested  in  several  other  street 
railways  in  the  south,  is  about  to  go  to  England  to  investigate  the 
electric  traction  systems  in  that  country  in  the  interest  of  t'n 
Britain  Railway  Development  Co.,  which  was  recently  incorporated 
at  Trenton.  N.  J.  It  is  stated  that  the  future  investments  of  the 
Great  Britain  company  depend  largely  upon  Mr.  Williams'  n 


MR.  IX  II.  LAVENBERG.  superintendent  of  the  Norwalk,  O., 
division  of  the  Lake  Shore  Electric  Ry„  has  accepted  the  super- 
intendency  of  the  Northern  Texas  Traction  Co..  which  controls  elec- 
tric lines  in  Dallas  and  Fort  Worth,  as  well  as  an  inteurban  partly 
completed  between  those  cities.  Mr.  I.avenberg  was  formerly  chief 
dispatchet  of  the  Wheeling  &  Lake  Erie  R.  R.  and  has  many  years' 
experience  with  both  the  steam  and  electric  roads.  He  is  succeeded 
at  Norwalk  by  Mr  Smith,  superintendent  of  the  Cleveland  division 
of  the  Lake  Shore  railway. 


MR     1     1'    VGNEW,  superintendenl  of  thi   1  Street  Rail 

0.,  of  Vincennes,  In. I  .  died  at  his  home  111  that  city  recently. 
jysis  Mr  Agnew  was  horn  in  Coshocton  County.  Ohio,  in 
1842  Much  of  his  active  and  successful  business  career  was  in 
connection  with  the  steam  boat  business  on  the  Wabash,  Ohio,  Cum- 
berland and  Mississippi  Rivers,  but  in  1896  he  settled  in  Indiana. 
and  became  superintendent  of  the  Vincennes  electric  lines.  A  wife 
era!  children   survive  him. 


MR    WILLARD  A.  SMITH,  publisher  of  the  Railway  &  Engi 

i  hicago,  has  been  appointed  director  of  tra 
cation   exhibit!   .11    thi    Louisiana  Purchase  Exposition.     Mr.   Smith 
11    during   the    World's    Fair   at    Chicago,    in 
mil    iii    tooo   was   head   of   the    department   of   transportation 
and  en.  exhibits   for  the   United    States  government   at    the 

ition.     He   was  also  the  official   representative   of   the 
1  mint    of    the    government    at    the    International    Rail- 
waj    Congress   in   Paris,  and  subsequently   received  the   deci 
of  the  Legion  of  Honor  from  the  French  government. 


Mar.  15,  1902.] 


STREET    RAILWAY    REVIEW. 


175 


ELECTIONS. 


FAST  SERVICE  TESTS  ON  THE  LAKE  SHORE. 


THE  LA  CROSSE  (WIS.)  &  EASTERN  RAILWAY  CO.  has 
elected  the  following  officers :  Joseph  Roschert,  mayor  of  La  Crosse, 
president;  Dave  Palmer,  vice  president;  J.  P.  Reeve,  secretary,  and 
J.  B.  Taylor,  treasurer.  The  company  proposes  to  build  an  inter- 
urban  railway  between  La  Crosse  and  Viroqua. 


THE  GRAND  RAPIDS  (MICH.)  RAILWAY  CO.  has  elected 
the  following  officers :  C.  M.  Clark,  of  Philadelphia,  president ; 
Lester  J.  Rindge,  first  vice  president;  G.  Stewart  Johnson,  second 
vice  president  and  general  manager,  and  Benjamin  S.  Hanchett,  jr., 
secretary  and  treasurer.  Mr.  Clark  succeeds  Mr.  Anton  G.  Hoden- 
pyl  as  president,  the  latter  desiring  to  retire  from  the  duties  of  the 
office  owing  to  his  recent  removal  to  New  York.  He  was  re-elected 
as  a  director  of  the  company. 


MR.  JOHN  F.  BEGGS  was  elected  president  and  general  man- 
ager of  the  Milwaukee  Electric  Railway  &  Light  Co.  at  a  meeting 
of  the  board  of  directors  in  New  York  City  on  February  20th. 
Other  officers  were  elected  as  follows:  William  Nelson  Cromwell, 
first  vice  president ;  Charles  W.  Wetmore,  second  vice  president ; 
George  R-  Sheldon,  treasurer ;  Charles  A.  Spofford,  secretary,  and 
George  O.  Whcatcroft,  assistant  secretary  and  assistant  treasurer  at 
Milwaukee.  The  same  gentlemen  were  elected  to  corresponding 
offices  in  the  Milwaukee  Light,  Heat  &  Traction  Co.,  which  operates 
the  interurban  lines  between  Milwaukee,  Racine,  Kenosha  and 
Waukesha.  Mr.  Beggs  succeeds  Mr.  Cromwell  as  president  of  the 
Milwaukee  Electric  Railway  &  Light  Co.,  and  Mr.  Cromwell  as 
vice  president,  succeeds  Mr.  Payne  in  that  capacity. 


SALE  OF  THE  CLEVELAND  ELECTRIC  CO. 


The  transfer  of  the  Cleveland  Electric  Railway  by  the  Everett- 
Moore  syndicate  to  the  syndicate  organized  by  Mr.  Horace  E.  An- 
drews, took  place  March  8th.  A  certificate  for  43,000  shares  of 
stock  of  the  Cleveland  Electric  was  transferred  to  Mr.  Andrews 
for  the  sura  of  $3. 545,000,  a  check  for  this  amount  being  signed 
by  Mr.  Andrews  as  syndicate  manager.  A  special  meeting  of  the 
directors  of  the  company  was  held  immediately  after  the  sale,  at 
which  Mr.  Andrews  was  elected  president  of  the  company.  Mr. 
Henry  J.  Davies,  who  was  formerly  assistant  secretary  of  this 
company,  was  elected  secretary  to  succeed  Mr.  Fred  Borton.  No 
other  changes  were  made  in  the  officers  of  the  company.  The  re- 
signations of  Messrs.  Henry  Everett  and  Charles  W.  Wason  as 
directors,  were  accepted  but  their  places  have  not  yet  been  filled. 
President  Andrews  at  once  took  charge  of  the  company. 


TRUSTEES   FOR  AMERICAN   CAR  CO. 


The  American  Car  Co.,  of  St.  Louis,  on  February  19th  transferred 
all  its  property  to  William  B.  Thompson  and  Henry  B.  Dcnker, 
trustees  for  the  company's  creditors.  The  company  is  not  insolvent, 
but  has  been  seriously  hampered  by  want  of  sufficient  working 
capital,  and  the  trust  has  been  created  to  better  secure  the  creditors, 
while  the  business  is  continued  as  heretofore.  An  examination  of 
the  books  made  recently  by  Jones,  Caesar  &  Co.  shows  assets  in 
excess  of  $500,000  and  liabilities  less  than  $400,000;  a  conservative 
estimate  places  the  value  of  the  property  at  about  $125,000  over  alt 
liabilities.  » « > 

NEW  ENGLAND  STREET  RAILWAY  CLUB. 


The    regular  meeting   of  the    New   England    Slrrri  Kailwa  . 

was  held  at   Wealeyan   Hall,  ry  271I1  Thi    paper  ol 

■  ning  was  |ttiptnenti  and  tl 
Alternating    Current*    for    Street    Railway    k  '.Mm!     II 
ArmMr                   'ting  engini  ol   thi 
tl> 

The   M  which   was  recently  organized  in   Baltl 

with  William  T.  Levering  to  introduce  ' 

■<  «ystrm  invented  i,y  Howard  Tunis  "f  thai  nty,  will  erect 

an  experimental  track  alx.ut  one  ball  mile  in  length  at  Windsor 
IlilK  Walbrook.  in  order  that  the  meriln  claimed  tor  the  new  in- 
vention may  be  demonttrated  by  a  practical  1 


As  a  preliminary  to  choosing  the  car  equipment  for  the  fast 
through  electric  service  between  Cleveland  and  Toledo  experiments 
will  be  made  with  four-motor  equipments  of  the  General  Electric, 
Westinghouse  and  Lorain  Steel  companies.  Early  this  month  some 
trial  tests  were  made  with  a  51-ft.  car  mounted  on  Barney  &  Smith 
M.  C.  B.  trucks  and  equipped  with  four  G.  E.  66  motors.  The  time 
from  Norwalk  to  the  city  limits  of  Toledo,  a  distance  of  62  miles, 
was  2  h.  16  min.  Deducting  25  minutes  for  stops  made  on  sidings 
the  average  speed  was  about  33^  miles  per  hour,  the  maximum 
being  about  60  miles  per  hour. 


SLEET,  SNOW  AND  FLOODS. 


According  to  statements  made  public  by  the  official  weather  bureau 
the  winter  just  past  has  been  an  unusual  one  in  the  number  and 
severity  of  its  rain,  sleet  and  snow  storms.  The  storm  area  has 
extended  very  generally  over  the  country  east  of  the  Mississippi, 
but  New  York,  New  Jersey  and  Pennsylvania  have  received  seem- 
ingly more  than  their  share  of  unpleasant  weather  or  at  least  have 
been  the  greatest  sufferers  from  the  effects  of  rain  and  snow.  The 
comparatively  high  temperatures  that  have  accompanied  most  of  the 
recent  storms  has  been  exceptionally  disastrous  to  all  forms  of 
overhead  wires  in  that  the  rain  has  speedily  turned  to  sleet,  which 
is  always  more  to  be  dreaded  by  the  street  railway  manager  than 
snow.  From  all  parts  of  the  East  come  dire  tales  of  woe  of  wires 
down  and  feeder  systems  crippled  through  the  overweight  of  sleet. 
Added  to  this,  all  the  watersheds  in  this  part  of  the  country  have 
been  swollen  to  a  degree  almost  unprecedented.  During  the  latter 
part  of  February  over  a  dozen  street  railway  companies  within  200 
miles  of  New  York  had  to  suspend  business  utterly  for  from  one  to 
three  days  owing  to  the  presence  of  flood  water  in  their  power  sta- 
tions and  some  of  the  boiler  furnaces  were  two  feet  under  water. 

On  an  interurban  line  running  out  of  Philadelphia  the  sleet  and 
high  water  together  brought  the  cars  to  a  standstill  late  one  after- 
noon and  not  a  car  was  moved  for  over  48  hours.  The  motormen 
and  conductors  were  instructed  to  remain  with  their  cars  to  prevent 
boys  or  vandals  from  breaking  the  windows  or  doing  other  injury, 
and  oil  cooking  stoves,  food,  playing  cards  and  cigars  were  dis- 
tributed to  the  men  by  the  company  and  hy  kindly  neighbors.  The 
men  slept  on  the  slats  and  took  the  matter  as  considerable  of  a  lark, 
as  they  were  drawing  double  pay  for  very  little  work. 

The  lines  at  Albany,  Rochester,  Harrisburg,  Wilkesbarre  and 
othei  leading  cities  report  heavy  damages.  Mr.  E.  G.  Conette, 
general  manager  of  the  Syracuse  Rapid  Transit  Co.,  writes  that 
while  the  floods  did  considerable  injury  in  Syracuse  and  the 
suburbs,  his  lines  fortunately  escaped  any  great  damage,  although 
the  company  was  put  to  much  extra  expense  to  keep  the  routes 
open.  While  referring  to  this  subject  too  much  credit  can  not  be 
given  to  employes  and  employers  alike  all  over  the  afflicted  sections, 
many  of  whom  worked  uncomplainingly  for  days  at  a  stretch  with 
but  little-  rest  and  sleep,  in  the  efforts  to  keep  the  cars  moving  at  a 
time  when  the  public  most  needed  transportation  conveniences. 

It  might  he  added  that  those  street  railway  companies  who  were 
forced  to  shut  down  fin  a  l.tirf  period  may  take  consolation  from 
1  that  the  Empire  State  Express  on  the  New  York  Central 
for  the  first  time  in  its  history  had  to  be  temporarily  abandoned  and 
1  Buffalo  tWO  day)  behind  its  schedule  time.  The  telephone 
and  telef,  1  p. mies  also  suffered  severely  and  for  many  hours 

the  Only  telegraphic  communication  between  New  York  and  Phila- 
delphia,   Baltimore    and   Washington    was   hy   way   of    New    Orleans 

and  Chicago.  One  bunch  of  Important  telegrami  was  sent  to  Phila- 
delphia by  messenger  by  train  as  the  surest  method  of  getting  the 
•  II  pati  hi     through. 


Benson  and  Charles  P    Bidwell,  whose  testa  of  their  method  of 

telephoning  from  moving  street  cars  have  been  previously  men- 

tioned  In  the  "Review."  an-  reported  to  hi'    performed  another 

thorough  ..11.1  iniircly  satisfactory  test  on  the  Grand  Rapids  Ry., 

''ih      Three  cars   were  equipped   with  long  distance   teli 

line  was  brought   ii lervice,    ""i  ections 

■1.      iieeessftilly  made  and   communication    h.hl    with    several    dis- 
tant  cities. 


176 


STREET  RAILWAY  REVIEW. 


[Vol.  XII,  No.  3. 


THE   MALTBY   LUMBER  CO. 


The  Maltby  Lumber  Co.,  oi  Bay  Cn>.  tiling  t"  it- 

11  pamphlet  containing  of  the 

northwi  irmen    in   regard   to   poles    for   electric    railway. 

ne  and  telegraph  purposes,  which  contains  some  inten 
•     the  selection  and  it 
of  Hnnl)cr.     This  company,    which   deals   in    Michigan   whit. 
both    for   poles   and   ties,   has   a   number  of   large  yards    foi 

the  principal  ones  being  located  at  Boyne  Falls  on  the  Grand 
Rapids  &  Indiana  Railroad;  at  Pinconning  where  there  are  two 
connecting  railroads  to  furnish  cars:  and  at   River  Rouge,  a  suburb 

of  Detroit  reached  by  a  number  of  trunk  lines.  The  company  main- 
tains a  corps  of  competent  and  trained  inspectors  who  select  and 
count  every  car  of  stock  shipped  and  the  inspection  as  well  as  the 
tally  as  invoiced,  is  guaranteed  to  be  in  accordance  with  the  rule* 
laid  down.  Michigan  white  cedar  has  been  in  use  in  Michigan  and 
Wisconsin   for  ties  on  steam  road  last  20  years  and  as  it 

is  becoming  better  known  its  use  is  constantly  increasing.  For 
straight  line  work  it  is  said  to  be  unsurpassed  but  on  very  heavy 
curves  trouble  with  them  is  said  to  have  occurred  on  account  of 
spikes  pulling.  On  sharp  curves  many  roads  now  use  harder  tint 
hers  such  as  chestnut  and  oak.  The  chief  value  of  Michigan  white 
cedar  ties  however  is  for  very  heavy  traffic  where  it  is  undesirable 
to  disturb  the  road  bed  more  than  is  absolutely  necessary.  With 
the  use  of  tie  plates,  cedar  ties  can  claim  records  of  12  to  15 
years.  The  saving  in  the  labor  of  replacing  alone  amounts  to  a 
large   sum  and  at   the   same  time  the  price  of  cedar  is  still  helow 

that  of  oak. 

*  »  » 

LONDON   STREET  RAILWAY  EMPLOYES'  AN- 
NUAL BALL. 


had   been   instrumental   in  having  these  consents   withdrawn 

1  enjoin  the  old  companies  from  interfering  with 
the   efforts   of   the   new   company  to  procur. 
suits  being  filed  on  behalf  of  the  city  and  1  half  of 

Mr    !  wo  suits  were  practically  identii 


The  first  annual  ball  of  the  employes  of  the  London  (Ont.) 
Railway  Co.  wos  held  on  the  evening  of  February  2rst.  and  proved 
a  most  enjoyable  occasion.  The  dance  was  held  in  the  employes 
hall  at  the  car  barns,  and  the  number  of  people  participating  ap- 
proached close  upon  300.  The  ceremony  began  at  9:30  o'clock  with 
the  grand  march,  led  by  Mr.  Thomas  H.  Smallman,  vice-president 
of  the  company,  and  Mrs.  Thomas  Reycraft.  Other  guests  of  honor 
were  Mr  and  Mrs.  J  Smallman,  Mr.  and  Mrs.  P.  W.  Broderick  and 
General  Manager  and  Mrs.  Carr.  Letters  of  regret  were  received 
from  Mr.  Henry  A.  Everett,  president,  and  Messrs. Wason  and  Holt, 
directors  of  the  company.  Special  cars  were  used  to  transport  the 
numerous  company  of  guests  to  a  downtown  cafe  All  branches 
of  the  service  were  represented  at  the  gathering,  and  every  man 
who  could  be  spared  from  the  operation  of  the  road  was  present 
at  the  occasion.  The  party  dispersed  at  3:30  o'clock  in  the  morn- 
ing, and  special  cars  were  run  in  all  dii  convey  th. 
home. 


THREE-CENT  FARE  ROADS  IN  CLEVELAND. 


The  Peoples  Railway  Co.,  of  Cleveland,  was  incorporated  last 
month  with  $1,000,000  capital  stock,  the  incorporators  being  E.  J. 
Blandin,  W.  L.  Bice.  John  M.  Garfield,  A.  E  Green  and  E.  G. 
Ilartc.  This  enterprise,  which  is  popularly  known  as  Mayor  John- 
son's 3-cent  fare  road,  has  been  organized  to  build  a  system  of 
street  railways  in  the  city  of  Cleveland  on  all  the  streets  not  at 
present  occupied  by  other  companies,  according  to  an  ordinance  re- 
cently passed  in  that  city.  Seventeen  routes  were  specified  in  this 
ordinance  and  franchises  for  six  of  these  have  been  asked  by  Mr 
John  B.  Hoefgen  on  behalf  of  the  new  company.  The  six  routes 
designated  include  the  best  ones  of  the  17  mentioned  in  the  01 
ordinances.  The  request  for  franchises  was  referred  to  the  board 
of  control,  the  committees  on  judiciary  and  railways  and  thi 
poration  council. 

The  attempt  to  secure  franchises  brought  about  considerable 
trouble  in  regard  to  the  consents  of  property  owners  and  culminated 
in  an  injunction  granted  February  28th  restraining  the  two  old 
street  railway  companies  in  the  city  from  interfering  in  any  way 
with  the  efforts  of  the  new  company  to  establish  its  3-cent  fare 
line.  Mr.  Hoefgen  received  the  necessary'  consent  of  property  own- 
ers for  his  franchise,  but  later  some  of  the  property  owners  with- 
drew their  consents,  and  it  was  claimed  that  the  old  street  railways 


BROOKLYN   EXTENSION    OF  THE   NEW   YORK 
SUBWAY. 


The  detailed  plans   for  the  Br. .. .i  York 

subway  an-  now  so  far  completed  that   it   is  thought  that   it   will   be 

ble  t"  advertise  for  proposals  for  its  construction  and  operation 

in  al t   two  months.     The  special  contract  commit!.  -  tpid 

Transit    Commission    has    I  ing   the   problem    and    drawing 

up  a  satisl  ni  of  contract   and  the  question   involves  diffi- 

culties   which    may    make   a    satisfactO  iblesome. 

Brooklyn  extension  is  not  a  system  by  itself  but  a  verj 
essary  link  in  the  wl  1  included  in  the  <.f   Man- 

hattan, the  Bronx.  Brooklyn  and  Queens.  Public  sentiment  strong- 
ly favors  a  single  fare  for  the  entire  route  and  this  is  the  n 
difficult  question  the  commission  has  had  to  meet  Mr  McDonald, 
the  contractor,  who  is  building  the  Manhattan  and  Bronx  por' 
of  the  system,  has  contract  with  the  city  permitting  him.  when 
the  road  is  completed,  to  charge  a  5-ccnt  fare  down  to  the  city 
hall  terminal.  This  contract  can  only  be  modified  with  Mr.  M.- 
Donald's consent,  and  is  binding  for  50  years.  Holding  this  con- 
tract. Mr.  McDonald  is  by  far  the  likeliest  competitor  for  the 
extension  to  Brooklyn,  hut.it  is  not  expected  that  he  will  car. 
build  and  operate  three  miles  additional  road  and  receive  no  extra 
fare  for  the  increased  haul.  No  other  contractor  can  take  the 
Brooklyn  extension  under  agreement  to  carry  passengers  from 
Brooklyn  to  any  point  in  Manhattan  or  the  Bronx  because  in  order 
to  do  so  a  traffic  agreement  with  Mr.  McDonald  would  be  neces- 
sary and  it  is  thought  unlikely  that  Mr.  McDonald  v  down 
his  revenues  from  operation  by  giving  up  part  of  his  receipts  to  a 
rival  contractor.  If  the  Brooklyn  extension  should  be  operated  in 
connection  with  the  Long  Island  road  thus  extending  the  con- 
tinuous route  to  Jamaica,  a  still  more  difficult  problem  is  presented 
in  connection  with  the  single  fare. 

In  a  recent  report  of  Chief  Engineer  Parsons  to  the  Rapid  Tran- 
sit Commission,  he  disapproves  the  four-track  tunnel  to  Brooklyn 
which  has  been  urged  in  some  quarters.  The  cost  of  the  four-track 
road  would  exceed  the  appropriations  for  this  work.  Bridge  Com- 
missioner Lindenthal  also  favors  the  double  track  tunnel  to  Bl 
lyn  at  present  and  believes  that  the  congestion  of  traffic  would  be 
better  relieved  by  ultimately  building  other  connecting  tunnels  to 
the  different   parts  of  Brooklyn  Borough. 

The  proposition  for  a  two-track  extension  to  Brooklyn,  however, 
is  meeting  with  considerable  opposition.  Mr.  John  De  Witt  War 
ner  and  President  Swanstrom.  of  Brooklyn,  have  strongly  advocated 
a  four-track  road,  and  the  latter  in  a  recent  communication  to  the 
Rapid  Transit  Commission  states  that  this  is  the  only  plan  which 
will  be  approved  by  the  people  of  the  borough  of  Brooklyn.  He 
states  that  for  many  reasons  the  proposed  plans  do  not  satisfy  the 
existing  conditions  and  that  if  carried  into  effect  they  will  not  remedy 
the  congestion  which  is  now  a  feature  of  the  Brooklyn  Bridge  dur- 
ing the  rush  hours.  In  elaborating  his  argument  President  Swan- 
strom states  that  Brooklyn  is  hound  to  grow  faster  than  any  of  the 
other  boroughs  and  that  its  building  up  will  solve  the  tenement 
house  problem  He  claims  that  Mr.  Parsons  has  made  an  error 
in  his  calculations  that  from  four  to  five  times  as  many  people  will 
use  the  Manhattan  underground  road  as  will  use  the  Brooklyn 
extension,      II.  that    while    100.000.000     people     cross     the 

Brooklyn    Bridge  every   year  only   50.000.000  passengers    ire  carried 
yearly  by  the  railroads  in  Manhattan  and  the  Bronx. 

While  the  court  has  already  approved  of  the  two  track  pi 
the   Rapid   Transit   Commission  this   body   is   authorized   by   Sta 
to  present  such  modifications  of  the  plans  as  it  may 
and  such  amendments,  it  is  stated,  will  not  invalidate  the  approval 
already  given   by  the   court. 

■»  •  > 

The  electric  line  in  Gainesville.  Tex  ,  has  been  abandoned  and  its 
franchise  forfeited.  Local  traffic  is  accommodated  only  by  a  mule 
line,  and  it  is  said  that  there  is  a  desirable  opening  in  Gainesville 
for  prospective  street  railway  investors. 


Mar.  15.  1902.] 


STREET  RAILWAY  REVIEW. 


177 


NEW   ROLLING  STOCK   FOR  BROOKLYN 
RAPID  TRANSIT. 


The  Brooklyn  Rapid  Transit  Co.  has  been  making  extensive  addi- 
tions to  its  rolling  stock  in  order  to  better  handle  t lie  enormous 
increase  in  its  traffic,  especially  during  the  morning  and  evening 
rush  hours.  The  new  closed  cars  arc  the  semi-convertible  type 
described  by  the  company's  master  mechanic.  Mr.  Eugene  Cham 
bcrlain.  at  the  New  York  meeting  of  the  American  Street  Railway 
;ion  last  October,  and  published  in  the  "Review  Daily"  at 
that   time.     Of  these   cars   200  were  built    by   the   Laclede   Car   Co., 

ipany,  of  Elizabethpoi  1. 
X.   T      The  Stephenson  Company  is  also  building  a  number  of  open 
-  lyn. 
The  seats  in  the  closed  cars  are  the  Chamberlain   individual    re- 
volving seat,  made  by  the  Heywood   Brothers  &  Wakefield  Co..  of 
Wakefield,   Mass.  and  also   d  1   the  "Review   Daily."    Mr. 

Chamberlain    has    recently    devised   a    heater   to    l>c    placed    on   the 
-in  of  this  type  of  seat    and   which  it    is  believed  will    affect 
a  considerable  saving  in  the  cost  of  electric  heating 


NEW  MODEL  PROVIDENCE  FENDERS. 


The  Consolidated  Car  Fender  Co.,  of  39  Cortlandt  St..  Xew 
York  City,  has  added  a  new  model  to  it<  well  known  line  of  life 
saving   car    f  Phis   is   named    style   "C"    and   embodies   all 

improvements  made  by  the  company  in  life-saving  devices  up  to 
the  present  time.  The  shape  of  the  fender  proper,  or  basket,  is 
such   that   when   it   picks   up   a   person    it    holds   the   body   without 


!•«"'.  1  u i  11  k    MODEL  I 

injury  until  the  car  can  be  stopped      When  not   in  us. 
be  turned  n(i  and  fastened  I 
than  12  in 

.    .     ■  ,-.;,. 

w I 

I  ■  ion 

CONSOLIDATION   IN   PHILADELPHIA. 

|i  !  .  . 
upon     'I  hi 

third  and  fourth 


The  Consolidated  Traction  Co.,  will  be  capitalized  at  $30,000,000 
in  600.000  shares  of  a  par  value  of  $50.  The  Union  Traction  Co. 
stockholders  will  have  the  right  to  subscribe  to  one  share  of  new 
slock  for  each  four  of  present  holdings.  It  is  staled  that  the  con- 
trol of  the  Union  Traction  Co.  will  remain  in  the  hands  of  those 
who  exercise  it  at  the  present  time. 


FIRE  AT  INDIANAPOLIS   SWITCH  &  FROG 
COS.    WORKS. 


A  fire  occurred  at  the  East  St.  plant  of  the  Indianapolis  Switch 
&  Frog  Co.,  at  Springfield.  O..  on  February  loth,  and  it  was  at 
first  reported  that  the  works  had  been  destroyed  Wc  are  glad  to 
announce,  however,  that  the  company's  loss  was  confined  to  a  por- 
tion of  its  offices,  and  new  quarters  have  been  established  at  76 
Eastern  Ave.,  where  its  business  is  being  conducted  as  heretofore, 
and  all  orders  can  be  promptly  attended  to.  The  company  states 
that  its  file  of  manufacturers'  catalogs  was  entirely  destroyed  and 
it  wotdd  be  pleased  to  receive  catalogs  from  the  various  manufac- 
turers of  materials  and  supplies  in  its  line  in  order  to  renew  its 
files. 

*-++ 

PACIFIC   ELECTRIC   RAILWAY  CO. 


Official  announcement  was  made  under  date  of  Feb.  25.  1002. 
lliat  the  Pacific  Electric  Railway  Co.,  organized  under  the  laws  of 
California,  had  acquired  the  railroads  and  property  of  the  Los 
\ngclcs  &  Pasadena  Electric  Railway  Co.,  the  Pasadena  &  Mt. 
I.owe  Railway  Co.,  and  the  Pacific  Electric  Railway  Co..  of  Ari- 
zona, Possession  of  these  properties  was  taken  by  the  new  com- 
pany Feb  24th.  mi  which  day  all  officers  and  employes  of  the  sev- 
eral companies  were  ordered  to  report  to  and  be  governed  by  orders 
issued   by  the  officials  of  |he  Pacific  Electric  Railway  Co. 

The  officers  of  this  company  are:  IT.  E.  Huntington,  president; 
Epes  Randolph,  vice-president  and  general  manager:  W.  II.  Smith, 
manager:  George  E.  Pillsburv.  chief  engineer:  S.  C  Baxter,  aud- 
itor: C  E  Donnatin,  superintendent  of  mechanical  department; 
J.  R.  Atchison,  superintendent  of  power  department:  and  S.  II 
Anderson,  chief  electrician. 


INTERURBANS  TO  ENTER  CINCINNATI. 


\n  agreement  has  been  reached  between  the  Cincinnati  Trac- 
tion Co..  and  the  Cincinnati  &  Eastern  Electric  Ry..  whereby  the 
cars  of  the  latter  company  will  enter  the  heart  of  the  city.  The 
details  of  the  plam  for  the  entrance  of  the  interurbans  into  the  city 
have  not  been  worked  out  but  the  negotiations  have  been  brought 
'  ■  1  atisfactory  conclusion.  As  an  agreement  has  been  reached 
in  Cincinnati  on  this  subject  the  bill  recently  introduced  into  the 
tl  in  providing  the  privilege  of  1  ntrance  into  the  cities  by  in- 
temrban  cars  is  now  of  little  '..due  and  it  is  thought  ii  will  prob 
ably  be  « ithdrawn 

*  ■  » 

NEW    PUBLICATIONS 


CORNELL   UNIVERSITY    REGISTER,     foi has 

been  issued.    The  Registei  alendar  of  the  courses  for 

the  ensuing  year  and  historical   ' nit  of  the  foundation  and  en 

dowment  of  the  un    1  • ,! pli  :>   ii ton  ai  to 

the  varl i  in  tion  w  hii  h  ii   ini  ludi 


THE  WORKINGMAN'S  COLLEGE  mi     Australia 

!           ued  its  pros]              r  100  ■     This  is  a  technical  !  1 1II1 
school  of  mines  as  well  as  an  el ntarj     chool  for  the  working 

id  tl"'  cli lui  ted  In  the  1      ning      Mi 

"  ■" brlcl    1 '  '  1      machinist! 

ibinet    makers,    1 

eli   trii  lithograph)  i     phot hi  n 

courses  cover  two  and  three  yeat    ol  In  traction  tnd  ire  tl uglily 

;'.  h   1 


Five  burglars  raided  the  ofl 
Railway    C  ,-\,t    ,,f    l-'.-l,,  ,,  , ,  ...     1  f  ,1 1,     |,|,  ...     open    1   .  .. 

with  dynamite,  and  secured  $71-0  heck   for  % 


178 


STREET  RAILWAY  REVIEW. 


[Vol.  XII,  No.  3. 


JOLIET  BRIDGE  &  IRON   CO. 

The  Joliet  Bridge  &  Iron  Co.,  of  Joliet,  III .  makes  a  specialty 
of  building  railway  and  highway  bridges,  but  is  also  equipped  to  do 
all  kinds  of  structural  iron  work  on  power  houses,  car  barns  and 
factories.  The  company  was  organized  in  1806  with  a  capital  of 
$10,000  and  since  its  start  has  had  a  steady  growth,  its  capital  being 
DOW  $100,000.  It  has  a  large  amount  of  business  on  hand  which 
makes  it  necessary  to  keep  in  stock  all  sorts  of  bar  and  structural 
iron,  enclosed  beams,  etc.,  and  thus  enables  it  to  turn  out  work  on 
short  notice.  Its  location  on  the  outer  belt  railroad  line  enables  it 
to  make  direct  connections  with  all  railroads  running  into  Chicago. 
ensuring  prompt  shipments  and  low  rates.  The  company's  work  at 
present  covers  bridge  and  structural   work   extending  over  a  large 


blocks.  Its  length  is  76  ft.  and  the  roadway  is  42  ft.  wide  with  a 
12  ft.  sidewalk  on  each  side. 

This  company  also  builds  steel  culvert  pipes,  many  of  which  have 
been  placed  on  Street  railways  and  highways  and  have  been  found 
very  satisfactory.  In  many  places  these  pipes  save  the  building  of 
bridges  and  as  they  can  be  put  in  place  more  readily  than  other  cul- 
verts, their  use  has  been  found  very  desirable  for  street  railway 
work.  The  acccompanying  cut  shows  one  of  these  culverts  the 
diameter  of  which  is  irt  ft.  and  length  140  ft.  This  culvert  was 
erected  in  1898  in  the  Illinois  Michigan  canal  at  Marseilles.  111.  The 
company  is  prepared  to  build  these  culverts  in  any  sizes  from  18  in. 
in  diameter  up. 

The  president  of  the  Joliet  Bridge  &  Iron  Co.  is  Mr.  Robert  C 
Morrison. 


BRIDGE  OVBR    DBS   PLAINES   RIVER — JOLIET   BRIDGE   &   IRON   CO. 


territory  including  the  states  of  California.  Montana,  Dakota,  Michi- 
gan, Wisconsin,  Oklahoma,  Illinois,  Minnesota,  Iowa  and  Nebraska. 
While  this  company's  annual  capacity  at  starting  was  but  10.000 
tons  of  product  its  growth  has  reached  a  present  capacity  of  50,000 
tons  of  finished  product  per  year.  Among  its  contracts  which  are 
now  being  filled  may  be  mentioned  the  public  market  sheds  of  St. 
Paul,  Minn. ;  the  postoffice  at  Los  Angeles,  Cal. ;  the  postoffice  at 
Helena,  Mont. ;  the  factory  of  the  Peerless  Portland  Cement  Co.,  of 
Union  City,  Mich.,  the  buildings  of  the  Economy  Light  &  Power 
Co.,  of  Joliet,  and  the  three-span   bridge   over  the  Fox     River    at 


UNIFORMS. 


16-FT.    CULVERT   AT  MARSEILLBS,   ILL. 

Oswego,  III.,  for  the  Aurora,  Elgin  &  Chicago  railway.  It  is  also 
building  a  bridge  over  the  Illinois-Michigan  Canal  at  the  Des  ■ 
Plaines  River,  a  view  of  which  is  shown  herewith.  Several  bridges 
built  by  this  company  for  the  Chicago  &  Joliet  Electric  Ry.  were 
illustrated  in  the  "Review"  for  January  last.  This  bridge  which 
is  nearly  completed,  is  built  of  plate  girder  spanned  across,  it  has 
a   buckle  plate  floor,  cemented  on   top   and  paved   with   5-in.   oak 


There  can  be  no  doubt  as  to  the  benefits  which  have  followed  the 
practice  of  uniforming  street  railway  employes.  In  the  early  horse 
car  days  the  question  of  uniforms  was  not  appreciated,  but  with 
the  introduction  of  electric  cars  of  handsome  design  and  finish  the 
roads  of  today  are  generally  prescribing  neat  and  attractive  looking 
uniforms  for  their  operating  forces  which  are  in  harmony  with  the 
general  improvements  in  the  service  which  have  taken  place  in 
late  years.  The  subject  is  aptly  presented  in  a  recent  publication 
of  the  Pettibone  Brothers  Manufacturing  Co.,  of  Cincinnati,  makers 
of  uniforms. 

"While  street  railway  managers  are  devoting  a  great  deal  of 
attention  to  equipping  their  lines  with  large,  handsome  cars  con- 
taining the  latest  appliances  for  speed  and  for  the  comfort  of 
passengers,  the  matter  of  uniforms  is  not  always  given  the  atten- 
tion it  deserves.  No  matter  how  elaborate  and  comfortable  a  car 
may  be  a  conductor  with  a  soiled  or  patched  coat  or  worn  trousers 
destroys  the  general  good  effect.  There  is  no  excuse  for  tin-,  as 
these  employes  receive  salaries  that  justify  the  purchase  of  at 
least  one  suit  of  clothes  a  year,  and  with  proper  care  a  summer  and 
a  winter  suit  would  last  two  seasons,  if  they  are  of  a  good  material 
and  make. 

"If  the  earnings  of  a  road  will  not  justify  a  uniform  inspector, 
this  duty  should  be  added  to  those  of  the  stable  superintendent  or 
other  official,  and  he  should  see  that  both  conductors  and  motor- 
men  keep  their  clothes  looking  fresh  and  clean.  It  is  no  hardship 
to  compel  the  men  to  do  this  It  will  give  them  more  self  respect 
and  will  materially  improve  their  conduct  toward  passengers.  A 
suit  to  wear  and  look  well  for  two  seasons  must  be  made  of  strong 
cloth,  and  pure  indigo  dyed.  The  coat  must  be  well  made  ami 
properly  stiffened  so  as  not  to  break  down  in  front.  With  .a  suit 
.if  this  kind  and  a  cap  to  correspond  the  employe  presents  a  well 
dressed   appearance    in   every    way    suitable    to   his    surroundings." 


The  Lake  Shore  Traction  Co.  of  Westfield.  N.  Y..  was  recently 
organized  to  build  a  28-mile  electric  line  from  Westfield  to  Silver 
Creek  Among  the  principal  stockholders  are:  Arthur  C.  Wade  and 
A.  N.  Broadhead.  of  Jamestown,  N.Y.,  and  F.  R.  Green  and  Harry 
D.  Kirkover,  jr.,  of  Fredonia. 


Mar.  15.  1902.] 


STREET    RAILWAY    REVIEW. 


179 


FINANCIAL. 

METROPOLITAN  STREET   RAILWAY. 

The  Metropolitan  Street  Railway  on  Feb   28th 

made  public  its  report  for  the  quarter  ending  December  31st.  The 
report  shows  net  earnings  of  $2,010,000  as  compared  with  $1,039.29° 
for  the  corresponding  period  of  the  previous  year.  The  surplus 
after  deducting  all  charges  was  $993,823,  an  increase  of  $44,910. 

The  Third  Avenue  road  for  the  quarter  ending  December  3ISl 
reported  net  earnings  of  $187,836  which  was  a  decrease  of  $36,390 
compared    with    the   last    quarter   of    1900,   due   to   the   mere 

in    expenses.       1  he    gross    earnings    il  .'.<>;,;        ["he 

deficit  for  the  quarter  after  paying  all  charges  was  $217,837.  die 
accompanying  table  shows  the  income  account  for  these  roads  t"i 
the  last  quarter  and  the  changes  over  the  corresponding  quarter  for 
the  previous  year. 

METROPOLITAN'    STREET   RAILWAY   CO. 

1901.  Changes. 

Gross    earnings    $3,754,400        Inc.       $98,460 

Operating  e-  1. 723.972         Inc.        24.323 

Net  carning>    $2,010,428         Inc.       $74,137 

Other   income    133.53"         Dec.        1(1,551 

Total   income    $2,143,964         Inc.       $57-573 

Charges   1.151.140         Inc.  12.07; 

Surplus    $992,824         Inc.       $||oio 

on  hand  $4,595,763;  profil  and  loss  surplus  $5,452,525. 

TIIIRU   AVENUE   RAILROA 

1901.  Changes. 

earnings  $583,368        Inc.      $31,633 

Operating   1  395.531        Inc.       68,623 

N'et  earnings   $187,837        Dec.     $36,390 

Other  income   35477        Inc.        29,584 

Total  income  $223,314        I  lee.       $6,806 

Charges    441,152        Inc.  328 

it    $217,838         Inc.        $7,134 


I  HE  Ml-  1  ROPOL1  IAN  SECUR1  ITES  CO 

Metropolitan  Securities  Co.,  which,  it  lunced  in  our 

mtrol  the   Metropolitan   Street    Railway  system    has 

•   of  directors  is  a  strong  oni      md    rep 

.      financial   1  of  W.   II.    Baldwin,    ir. 

G.  D.  <  milliard  and 

■  niing  Mutual  and   1  1  mpan; 

affiliations.    Mortimer    I.     Sehiff  of   Kuhn.    Loeb  &    I  0.,   the  banking 

firm  with  which  the  new  plat  P    Fowlei 

probably 
Englisl  nd   !••   .1    Berwind  an.l   Paul    D.  Cn  f"hesi 

are  all  new  n  the   Metropolitan  compan 

impany   rem'  It   1 

v  large 

iffi  red  to  the 
thai  the  old    toi  khold 
trol  of  the  prop. 

rporarion  in  which  the  Mctropoli 

plans  now  formu 

■  thi    Metro  thi    In 

■  1  urban  Sti 
lirally  Bronx  district.     Il 

iiing   to   thi    value  of 

■ 


Market  Street  Railway  Co.,  of  San  Francisco,  Cal..  for  $13,500,000. 
The  sale  of  the  property  to  the  syndicate  was  subsequently  con- 
cluded. Since  the  extension  of  time  was  granted  the  Market  Street 
Railway  Co,  resumed  operations  on  a  number  of  improvements 
which  had  been  suspended  since  the  negotiations  began.  It  is  now 
preparing  to  construct  and  equip  a  large  power  house  on  North 
Reach.  The  new  power  house  will  be  equipped  with  boilers  and 
engines  of  3,000  h.  p.  capacity.  The  boilers  will  utilize  oil  for  fuel. 
and  will  be  of  the  Babcock  &  Wilcox  type.  These  have  already 
been  ordered.  The  electrical  machinery  throughout  is  to  be  sup- 
plied by  the  General  Electric  Co.  and  will  include  two  1,250  kw. 
generators  and  three  750  kw.   rotary  transformers. 

March  5th  the  United  Railroads  of  San  Francisco  was  incorpo- 
rated with  a  capital  of  $4,000,000  of  which  $200,000  was  subscribed 
by  the  incorporators  who  are  merely  agents.  The  properties  to  be 
taken  over  by  the  new  company  are  the  Market  St.  Ry.,  the  San 
Francisco  &  San  Mateo,  the  Sutter  and  the  Sutro  companies,  The 
lines  on  California.  Geary  and  Union  Sts.  are  not  included.  It  is 
stated  that  the  issue  of  securities  at  present  contemplated  will  be 
$20,000,000  in  4  per  cent  20  year  bonds,  $15,000,000  in  preferred 
stock  and  $10,000,00  in  common  stock.  The  Baltimore  syndicate  is 
represented  by  Mr.  J.  M.  Duaiie,  of  New  York,  and  the  transfer 
will  be  made  March  28th. 


RY 
1  Baltimori 

Uincd  an  r  •  held  OH  the 


BROOKLYN    RAPID   TRANSIT   O  ) 

The  a "in  ••in,  nt   ol   the   Brooklyn   Rapid  Transit  Co.,  of  the 

contemplated  issue  of  $150,000,000  of  bonds  for  refunding,  additions, 
betterments,  etc.,  has  been  explained  by  Mr.  Grcatsingcr.  president 
of  the  company,  who  states  that  while  the  plan  of  mortgaging  the 
property  for  $150,1100.000  has  been  determined  upon,  it  is  not  con- 
templated to  issue  bonds  for  the  whole  amount,  but  instead  to  issue 
them  for  amounts  of  $5,000,000  or  $7,000,000  from  time  to  time  as 

needed       The  company  has  not  planned  to  spend  the  money  in  any 

particular  manner  nor  has  it  decided  to  absorb  any  other  street 
railway  line,  however,  H  is  probable  that  it  may  do  so  in  the  future. 
The  new  bonds  will  bear  interest  at  4  per  cent.  There  has  been 
considerable  speculation  as  to  what  new  interests  will  be  acquired 
as  the  result  ,,i  the  new  bond  issue,  but  all  information  on  this  point 

has      been      uillield  It    has    been    denied,    however,    that    the    issue 

was  in  connection  with  the  pending  changes  in  the  Metropolitan 
Stree!    Ry  ,   in   Manhattan. 

°ve!    : 1 ..««.    ol    the    total    will    nol    be    issued    for   a    lllllnliei    of 

vi  ai    1 this  will  be  1  equii  ed  to  refund  or  lake  up  bonds 

1l1.1t  will  not  fall  .In.    foi  from  to  to  50  years.     The  remaining  $90, - 

000,000  will  only  be  issued  a    needed      diesi   1 Is  will  be  used  foi 

paying  ofl  additions  and  improi tnts  to  the  property  the  money 

for  which    for  some  time   past    has   been   paid   0U(    of  t.lie  earnings. 

ompany  is  steadily  increasing  its  grp      earnings  and  the  net 

earnings  have  been   decn   I     ng     imply  because  the  surplus  lias  been 

ed    "i   improving  the  property 

METROPl  U  1  [AN    I- 1  i  \  vi  in.   CHICAGO. 

The  Metropolitan   Elevated  of  <  hica mpleted  its  fiscal  yeai 

on  Febn         8th    ind  thi   ti  affii     tati  tii      hi  ivi  .1  dci  ided  gain  ovei 

the  previa  1  he  daily  average  trail 1  the  yeai  iva    g 

1  ired  ".  lib  86,731  foi  the  pre\  ious  year,  an  in- 

1     i"       1  "i       1  hi    total  iiuinliei  of  pa    engi  ra  can  ied 
hii  h  -.■■  '     1     on  of  2,253,818  ovei  thi 

0  ,  which  would   mil  •     1   g  in   111  pa     1  ngi  1 1     ol 

■    000      fhe  ti ncn     e  foi   thi    u  cal  yi  ai .  ii pari 

son  with   il hi    pn ai    i      how  n  in  the  following 

lOOIH  Hf In 

98  138  94,508 

Mud  97,018  90, 130  6  188 

.  93,573  86,388  6  84 

86,178  83    ■  .1.073 

7ft3'0  73.790 

81     6  78,468 

88     6 

iet                                             96,0  86,786              "    .  1 

9J  89,8  I                7,515 

tibi '  100,770  00,100  

......  08,1  8,330 

.     [oo  |6fi  970  i 


180 


STREET    RAILWAY    REVIEW. 


[Vol    XII. 


NORTHWESTERN   ELEVATED.  CHICAGO. 

The  North  welter  ii  Elevated  Railroad  Co.,  of  Chicago,  continues 
to  keep  up  its  remarkable  increase  in  the  number  of  passengers  car 
ricd.  In  February  it  handled  the  largest  daily  average  number  ol 
passengers  that  it  ever  carried;  the  daily  average  was  64,760.  the 
best  preceding  avi  -5.  which  was  reached  in  Decem- 

ber.    The  increase  of  the  past  month  over  February  last  year  was 
9.504  or  17.2  per  cent. 


5  (ARRIEII. 

I  17,863,990  7 

|g  (i  ;.;.u  3,397,739 
[67,379,733  i" 

1 


CHICAGO  CI  IV  R  \11.w\Y  CO. 

The  report  of  the  Chicago  City  Railway  Co.  for  the  year  [901, 
which  has  just  been  issued,  shows  a  good  gain  in  gross  receipts  and 
a  small  increase  in  net  profits,  resulting  from  the  large  increase  in 
operating  expenses.  President  Hamilton  stated  that  to  improve 
the  present  service  and  to  add  to  its  efficiency,  150  large  electric 
cars  have  been  purchased  and  are  now  being  put  in  commission. 
Negotiations  for  150  more  arc  also  in  progress.  A  new  car  house 
is  nearly  completed  and  extensive  additions  are  being  made  to  the 
present  boiler  plants  and  generating  machinery  and  a  stono 
tery  has  been  installed  to  supply  current  at  the  time  and  pla  ol 
greatest  need.  Every  effort  lias  been  made  by  the  management  to 
furnish  the  public  with  the  best  service  possible  under  existin 
ditions  but  the  lack  of  proper  terminal  facilities  on  the  Clark  St. 
line  and  the  breakages  of  the  Wabash  A\e.  and  State  St 
which  are  greatly  overtaxed  have  prevented  a  strictly  reliable  and 
satisfactory  service.  Large  expenditures  have  been  made  during 
the  year  in  reconstructions  and  maintenance  of  the  property  and  its 
physical  condition  is  good. 

The  entire  bonded  indebtedness  of  the  company  which  matured 
July,  1001.  was  paid  at  maturity.  The  following  tables  embody  the 
financial  statements  to  the  stockholders. 

TOTAL   GROSS   EARNINGS. 

Increase 
Year  iqoi.      over  1900 

iger    Receipts    $5,856,386        $350,072 

Receipts    from   other   sources 43,884  7.018 

"lings    $5,000,271         $357,091 

total  BXP1 

Operating  expenses,  taxes,  reserves  for  repl 

ments  and   renewals   and   damages $3,860,173         $214,171 

Interest  , m  bonded  indebtedness 103,938        *I03,938 

Depreciation    180.000         180,000 

income  1.747.150  66,858 

1 .620,000  45.000 

f[2   per  cent   on  $1                     fol    6  months  of 
IQOI,  and  o  per  cent  on  SiS.ooo.ooo  for  6  months 
of  1901  1 
Surplus  for  the  year 127.150  31,858 

♦Dcci 

Toot,  per  cenl    Ini 
Ratio   of  "pirating  expenses,   taxes,   and   re- 

earnings 0558        *.oo,-?6 

Ratio  of  operating  taxes,  and   rc- 

igei    rei    ipts .6607        *.oo3i 

Passet  1  day $16.0 1 1  $959 

The  miles  of  single  t  ted  by  each  class  of  motive  power 

follow-  : 

1901.  1900 

Electric    (8                                  total)        178.14  17320 

Cable   1                                           ■!  1    ..          34  75  34  75 

Horse  (.87  per  cent  ol                1.87  1.R7 

Ml  214.77  209.82 

M  It  ES    RUN. 

1901.  Incn 

Electrii                          il  of  total) 16.727,540  1,0 

Cable  (45.07  per  cent  of  total  > 13.809,620  384,600 

nl  of  total  *                    ,      106,090  1,130 

All    30,643,250  1,410.890 


IT-MOORE  PROPERTIi 

earnings  of  the  several  railroad  properties  controlled  by  the 
Everett-Moore   syndicate    for    the    month    of  January    show    de- 
cidedly sat:  ins.     In   each  case  the  gain   over  the  corrc- 
ding  month  of  last  year  has  been  con 
The  Detroit  United   Ry.  made  an   increase  in  its  gross  earnings 
of  $35,470  and  in  its  net  earnings  of  $13,175      The  increase  of  sur- 
plus for  stock  was  $6,302.     A   quarterly  dividend   of  one  per  cent 
declared  last  month. 
The  Detroit  &  P   h    Huron  Shore  Line  showed  an  increase  in 
lings  ol  $4,304.  while  the  increase  in  net  earnings  is  $5,551. 
The  net  earnings  in  January  this  year  2  greater  than  the 
fixed   charges,    while    for    Januat-                           fixed     charges    were 
$1,700  greater  than  the  net  earnings. 

The    Northern    Ohio   Traction    Co.    made   an   increase   of  gross 
receipts    for   the   month    of  $2,656.   while   the   expense    and    taxes 
la  reduction  of  $2,547.  giving  a  net  increase  in  earnings  of 
$5,203.    The  net  increase  of  surplus  for  stock  was  $3,120. 

The  Toledo  Railway  &  Light  Co  made  a  gain  of  $12,981  in 
gross  earnings  and  the  gain  of  $5,852  in  net  earnings.  The  fixed 
charges  showed  an  increase  of  $13,557,  making  the  surplus  available 
for  stock  $7,725  less  than  in  January'.  1901. 

The  London  (Ont.)  Street  Railway  Co.  had  gross  earnings 
increased  by  $861  and  an  increase  in  surplus  for  stock  of  $171. 
The  ratio  of  operation  to  the  gross  income  was  reduced  1.25  per 
cent. 

The  Cleveland.  Painesville  &  Eastern  Ry.  shows  the  gross 
earnings  for  the  month  to  have  gained  $1,569.  while  the  gain  in 
the  net  earnings  is  $5,542.  The  deficit  after  the  fixed  charges  are 
provided  for  is  $2,553.  a  decrease  of  $252. 

The  controlling  interest  in  the  Cleveland  Electric  Ry.  has  been 
sold  to  the  syndicate  represented  by  Horace  E  Andrews,  as  men- 
tioned  on  another  page. 

The  bankers'  committee  in  charge  of  the  Everett-Moore  proper- 
tics  lias  given  a  20-day  option  on  the  Toledo  property  to  parties 
whose  names  are  withheld,  and  it  is  believed  will  soon  be  able  to 
offer  for  sale  a  controlling  interest  in  the  Detroit  United  Ry. 

\  plan  for  financing  the  Lake  Shore  Electric  Ry.  is  under  consid- 
eration and  it  is  probable  that  the  receiver  can  be  discharged  within 
60  days. 

The  Canton-Massilon  and  the  Canton-Akron  roads,  as  mentioned 
last  month,  have  reverted  to  their  former  owners  and  have  been 
reorganized.  The  officers  of  the  Canton-Massilon  Electric  Ry.  arc: 
President.  P.  L.  Saltonstall.  Boston  ;  general  manager  and  treasurer. 
Chauncey   Eldredge.   Bo  ecretary,   Charles   A.   Kolp,   Canton. 

The  officers  "f  the  Canton   \kron  Ry.  are:   President,  Charl 
l-d ilp.   Canton:   secretary,   A.   M,   Synder.  Cleveland. 


LOUISVILLE    RAILWAY   CO. 

The  annual  report  of  the  Louisville  Railway  Co..  Louisville. 
Ky.,  for  the  year  ending  Dec.  31.  1901.  showed  the  property  to 
be  in  a  prosperous  condition.  The  gross  receipts  of  the  company 
for  the  year  were  Si.617.059.  The  operating  expenses,  including 
taxes,  were  $1,024,036.  and  fixed  charges  $445,934,  total  deductions 
from  earnings  $1,460,070.  leaving  net  earnings  of  $147,088.  A 
id  of  4  per  cent  on  tin  common  Stock  was  declared,  which 
a   net   surplus  of  $7,088. 

The  directors  of  the  company  have  arranged  to  improve  the 
equipments  of  the  road  during  the  coining  year  by  the  purchase 
of  75  large  cars  containing  all  modern  improvements  at  a  cost  of 
about  $300,000.  and  also  to  ill  vestibules  and  heaters  to  a  suf- 
ficient number  of  present  cars  to  provide  for  the  regular  winter 
schedule.  In  April  last  the  directors  sold  $200,000  out  of  the  4</i 
per  cent  second  mortgage  bonds,  the  proceeds  of  which  were 
together  with  the  surplus  available,  in  betterments  and 
improvements,  the  total  cost  of  the  same  being  $338,914. 


Mar.  15.  1902.] 


STREET    RAILWAY    REVIEW. 


181 


CINCINNATI,  NEWPORT  &  COVINGTON  RAILWAY  CO. 

The  annual  meeting  of  the  stockholders  of  the  Cincinnati.  New- 
port &  Covington  Railway  Co.  was  held  February  19th,  at  which 
the  directors  and  officers  of  the  previous  year  were  re-elected. 
The  financial  reports  showed  the  operation  of  the  system  for  the 
year  1901  to  have  been  highly  satisfactory  to  the  stockholders  and 
the  comparison  with  previous  years  made  an  excellent  showing. 
The  business  of  the  year  was  as  follows:  Gross  earnings  $819.- 
306,  operating  expenses  $485,263.  net  earnings  $333.924-  fixed 
charges  $188,362,  the  net  profits  $145,580.  The  net  profit  was  al- 
most 5  per  cent  on  the  total  outstanding  stock.  The  total  number 
of  passengers  carried  during  the  year  was  16.681.60.  an  increase 
of  901.837  over  the  previous  year.  The  car-miles  for  the  year 
were  3.310.345.  This  statement  shows  the  car-mileage  to  have 
decreased,  and  there  was  an  increase  in  the  cash  receipts  and  in 
the  number  of  passengers  carried.  The  operating  expenses  show 
a  material  decrease  while  the  average  earnings  show  a  good  in- 
crease. 


KANSAS  CITY  NOTES. 


The  Ncwburgh  Electric  Railway  Co..  of  N'ewburg.  New  York, 
reports  that  during  the  year  ending  June  30,  1901,  it  carried 
36  passengers  and  5.739  tons  of  freight.  Its  earnings  were 
$96,927,  of  which  $9,976  was  for  freight  and  $600  for  mail,  $1,013 
for  express  and  the  balance  for  passengers.  The  surplus  for  stock 
was  $7,264. 


The  Union  Traction   I  liana,  operating  about  no  miles, 

reports  gross  earnings  for  the  year  1901  as  $743,403  for  earnings. 
$320,726  other  income,  $9,116  interest  charges,  $224,429  taxes  and 
licenses.  $15,645.  The  company  has  $5,000,000  of  5  per  cent  bonds, 
$4,500,000  of  common  stock  and  about  $500,000  of  preferred  stock. 
The  net  surplus  for  paying  interest  on  the  bonds  or  5  per  cent  on 
the  preferred  stock  was  $24,604. 


The  Cohocs  City  Ry.  has  filed  its  report  for  the  quarter  ending 
Dec.  31.  1901.  and  the  following  table  shows  its  financial  statement 
for  the  comparison  of  the  same  period  in  1000: 

1900  1901. 

Gross   earnings    $6,141  $6,018 

Operating   expenses    4.756  5.641 

Net    from   operation 1.385  376 

Fixed   charges    1,650  1.800 

Net  deficiency   264  1,423 

Cash   on   hand 1.360 

Profit   and  loss    (deficiency) 34.48i 


The  Rome  (N.  Y.)  City  Railway  Co.  has  filed  its  report  for 
the  quarter  ending  Dec.  31,  1901,  which  shows  as  follows:  Gross 
earnings.  2.584;  operating  expenses,  $4,725;  net  loss,  $2,141;  other 
income,  $187;  gross  loss,  $1,953;  fixed  charges,  $1,628;  net  loss. 
$3-572- 


United  Traction  Co.,  of  Albany,  N.  Y.,  made  large  gains  in  its 
earnings  for  the  month  of  February,  the  aggregate  receipts  for 
that  period  being  $106,645,  as  compared  with  $96,256  for  thi 
month  last  year.  This  show-,  a  gain  of  $10,388,  and  is  thought 
to  be  mainly  due  to  the  fact  that  owing  to  the  completion  of  the 
Walcrford  bridge  the  company's  cars  now  run  through  in  both 
directions   from  Trov  to  Waterford. 


Ih-    Twin    City    Rapid   Transit   Co.   has    issued   its   report    for 

1902  [OOI  Increase 

Gross                                                   .  .$272,158  $236,274  $35.XR.t 

■   132.410  115.223  17  196 

[30,730  131,1  18.0KH 

Surplui                                                          63,723  50,222 


Mr  ill   of  iln-  Salt    i  In    .mil  the 

'land  Railw  eturned  to  Sail  Lai 

'.'■w  York      He  "I   will 

at  once  be  changed  in1-  trie  line,  will  be  Immediate!) 

Mi 
Bamberger   «t»tes   that   work   will   begin   ai    soon   at   tl 
franchises  are  obtain"! 


Mr.  K.  E.  Grebill,  who  has  been  appointed  superintendent  of  the 
t2th  St.  division  of  the  Metropolitan  Street  Ry.  has  been  in  the 
employ  of  the  company  for  14  years  and  his  promotion  is  a  re- 
sult of  the  policy  of  the  company  to  advance  the  nun  who  have 
served  it  faithfully.  Mr.  Grebill  is  a  very  energetic  worker  and  has 
already  made  several  improvements  in  the  service  on  his  division. 

February  26th  the  Metropolitan  company  let  a  contract  for 
$100,000  worth  of  No.  0  and  No.  00  triple  conductor,  lead-covered 
underground  cable.  This  will  be  used  to  carry  the  6,600  volt  alter- 
nating, three-phase  current  to  the  various  transforming  sub-stations 
where  it  will  be  converted  into  continuous  current  at  575  volts. 
I  he  contract  was  awarded  to  the  Standard  Underground  Cable  Co. 

Mr.  Walter  Simmons,  formerly  assistant  electrician  for  the  com- 
pany, has  been  appointed  chief  electrician  on  the  U.  S.  S.  Rainbow, 
now   "ii  its  way  to  the  Philippine  Islands. 

Kansas  City  has  been  especially  favored  this  winter,  as  up  to  the 
present  time  not  a  single  bad  storm  has  visited  it.  Tt  is  as  un- 
usual as  it  is  agreeable  for  the  city  to  pass  a  whole  winter  without 
1   delay  in  a  single  car  from  snow  or  sleet  storms. 

The  street  railway  mail  cars  have  all  been  repainted  white,  which 
has  added  greatly  to  their  appearance.     They  are  painted  pure  white. 

Mr.  E.  Lefler,  the  oldest  conductor  on  the  12th  St.  division  in 
point  of  service,  has  been  appointed  secretary  to  the  assistant  su- 
perintendent,  Mr.  J.  W.  Carter.  Mr.  Lefler  made  an  enviable  repu- 
tation as  conductor  and  was  one  of  the  most  popular  men  on  the 
road,  but  continued  service  on  the  cars  was  impairing  his  health, 
hence  his  promotion. 

The  contrail  for  an  addition  to  the  18th  and  Olive  StS.  ear  barn 
was  let  March  tst.  The  building  will  be  of  brick  80  ft.  wide  by 
50  ft.  long  and  will  cost  in  the  neighborhood  of  $5,000.  Tt  is  to 
be  used  for  a  car  storage  house.  Mr.  Becker,  master  mechanic  of 
the  company,  is  very  busy  preparing  to  occupy  the  new  shops  at 
19th  and  Lyster  Sts.,  on  May  1st.  The  cramped  condition  of  the 
present  shops  seriously  interferes  with  needed  repairs.  The  new 
shops  have  every  modern  convenience  for  doing  all  classes  of  work- 
expeditiously  and  at  minimum  cost.  They  will  contain  a  brass 
factory  where  all  the  brass  work  of  the  company  will  be  done,  a 
blacksmith  shop,  paint  shop,  machine  shop,  woodworking  shop  and 
electrical  shop.  In  order  to  do  away  with  much  of  the  manual  labor 
in  the  shops  they  are  so  designed  that  electrical  traveling  cranes 
will  carry  parts  of  cars,  machinery,  etc,  from  one  department  to 
anv  other. 


NEW  TERRITORIAL  AGENTS  FOR  CHRISTEN- 
SEN  CO. 


The   Christensen    Engineering   Co.,    of   Milwaukee,    makers   of   air 
brakes  for  electric  cars,  has  increased  its  staff  of  selling  agents  ami 
traveling  erecting  engineers   with   the   view   of   perfecting  a   selling 
organization    thoroughly   competent    to   attend    to   il»     growing   de 
mand  for  high  class  air  brakes.     Mr.  F.  C.  Randall  who  ha.  here 
tofore  been  manager  of  the  eastern  department,  will  a-  iumi    chargi 

of  all  sales  marten   of  the  company,  including  thi   oversight  of  all 

agents,  the  quoting  of  estimates,  etc.  Mr.  Randall  will  continue  to 
have  his  headquarter!  a!  t3S  Broadway,  New  York  City,  but  will 
probably  increase  his  suite  by  taking  in  adjoining  rooms  in  order 
to  properly  handle  the  increased  business  of  the  New  York  office. 
■  i  nr  of  territorial  representatives  acting  undei  Mr,  Randall 
will  include  tin-  following:  For  New  England  and  Canada,  J.  T. 
Cunningham,  with  headquarters  in  Boston;  for  Eastern  Pi 
vania  and  the  South.  W  W,  Power,  with  headquarters  in  Phils 
both    Mi    Cunningham  ami   Mi    Power  may  bi    ad 

■I   at    the   New    York   office,    I3S   Broadway;    for  Western    New 
York.  Western  Pennsylvania  and  Ohio,   llanv   Ransom,    With  offici 
in   if,     Markeen    Building,    1,101    Main   St.    Buffalo;    for  Illinois,    Iii 

ind  the  Middle  West,  William  A  Grauten,  with  headquartei 

in  Si    l.oni'      A  for  the  extreme  Wesi   will  1 be 

appoli  I       1  Isco, 

if.    foreign  sgenti  will   remain  as  heretofore,  namely;   W.  A. 
i     idon  ;  !<    W    Blai  kwell  S  <  !o  ,   London, 

Brussels    and    Paris;    Hem-.     Pel  '  Berlin;    Edge    &    Edge. 

Sydney, 


182 


STREET    RAILWAY    REVIEW. 


[Vol.  XII,  No.  3. 


THE  STRIKE  SITUATION. 


■  ■f  the  employes  of  the  Kai 

an  "rinin.il  turn,  February  17th,  when  Man 
agct    \\  oleott  ai 

med  in  the  worn  oul  by  leaders  of 

Mr.   Wolcotl   w 
of  having  violated  a  state  law  by  allowii  iperated 

without  vestibules  and  that  against  Mr   de  Coursey,  that  of  unlaw 
fully  discriminating  against  laboi   organizations  in  the  dismissal  of 
his  employes      rhe  -inkers  have  withdrawn  a  number  of  the 
demands  originally  made,  and  state  that  their  terms  of  settlement 

the  reinsl  ill  striking  employes  and  the  gi 

of  a  dinner  hour. 

p<  rate  it-  cars  de- 

inkers  have  "ii  several  stoned 

ears  filled  \\  it  Ii  pa  'her  ineffective  efforts  to  in 

terrupt  the  servici       \  speedy  settlement  of  the  I:  ilties  al 

Terre  I  faute  is,  how  evei        pi  cted. 

One  hundred  and  fifty  empl  the   Norfolk    (Va  1    Railway 

&■  Light  Co.  went   "lit  nn   strike  March    I  ion   being  taken  to 

a  rule  of  the  company  requiring  conductors  and  motormen  •■ 
bonds.    A  mob  gathered  in  the  stn  irevent  the  operation  of 

ear?,  ami  obstructions  of  various  kinds  were  placed  at  frequent  in- 
tervals upon  the  tracks.  An  attempt  was  madi  cul  the  trollej 
wire*,  but  this  was  promptly  frustrated  by  turning  on  a  to.ooa 
current.  The  police  being  entirely  unable  to  preserve  order,  an  at 
tachment  "f  militia  was  procured,  March  3d,  to  guard  the  company's 
ears,  anil  irregular  runs  were  tlms  made.  Hand  to  hand  conflicts 
between  the  soldiers  and  the  strikers  «  h  frequent 

was  some  discussion  as  to  the  advisability  of  call 
ring  1  irder. 
Dispatches   from    Ponce,    Porto    Rico,    Februarj    2isl     reported   a 
serious  rim  of  the  striking  laborers  <>n  the  electric  line  in  that  city. 
The  trouble  is  said  t"  h  caused  by  the  employment  of   17 

Italian  tracklayers,  whose  presence  aroused  the  animosity  of  [hi    na 

tivc    laborers 

■+-*+■ 

CAR-BARN   AND  OTHER    FIRES  AND  THEIR 
PREVENTION. 


OPBNHAGKN       THHK- 

Mi'sTlT.    '.    SI/K. 


The  importai ii  co  fin     lefore  it  has  had  a  chance 

iny  scrim:  cannot    possibly  be    overestimated;   an 

ounce  of  prevention  always  has  been  and  always  will  be  worth  many 
pounds   oj    cun        1  he   large   number  "!' 
serious    ear    barn    fires    which    have    01 
curred   recently  will   incline  our  reader: 
to  note  with  inter.  h arning  de 

vice  illustrated  in  the  accompanyil 
graving    and     known    as     tin     "Copen 
liagen"  therm  istat.     Ii 
per  disk  and  a  concave  silver  pla 
diaphragm,   the    two.    when    hermetically 
sealed,   forming  a  capsule  about   the  size 
"f  a   dime,  mount  d 
lain  base  with  neci  trical  con- 

nections.    In   tin  enclosed  a  volatile  liquid,  which  at   a 

certain  temperature  forces  the  diaphragm  with  a  pi  ip  from 

concavi  1  c,  thereby  el"sing  the  electric  ein  causing 

more  bells  t,>  ring  an  alarm,  at  the  same  inrj  111  tin 

nunciator  the  exact  location  of  the  trouble.     \s 

and    is    in  t,,    he 

1  as  the  i" 1 
applied.      I  traction  enables  anj    person  to  test   the 

may  be  desired       The  simplicity    of  the  de 
'  G  ipenhagen"   is 
usually   installed   a  circuit   tester,  by  means  of   which  any   break   in 
the    wires    may   be    r.-adih 

\    fev  instrument  ling   or   under   the 

roof  of  car-barns  and  other  buildings  will  unfailing!  n  .alarm 

the   moment   a   predetermined   degree   of  heat   is   reached,  therebj 
enabling  one  t"  nip  tin-  fire  in  the  bud.     The  "Copenhag 

give  notice  of  overl  rnals,  and  it  is  reported  that 

thousands  of  them   are   in   use   ill   the   large  terminal   grain   elevators 

"f  the  country.    The  "Copenhagen"  thermostat  is  manufactun 
the  Copenhagen  Automatic  Fire  Alarm  Co.,  of  Sheboygan,  Wis 


CANADIAN    NOTES. 

bill    I.,   in,  trie    Railway   Co.,   with 

power   I"   build   a  line   ft  til    t"   Toronto,  passing  thrmigli 

"r   touching  at    any   "r  all    of    the   ii"  tOWOJ   Or   vil- 

lagl  uilh   a   hi' 

villi  ng  30  miles  in  length. 

has  i  nuttee.     The  pii'mnmcrs  of  this 

company   include   Sir   Richard   Cartwright,   Ottawa;   G.   C.   Smith. 

\   Jewell,  1      ! 

The  annual  statement  of  thi  Electric    Tramway  ('".  shows 

earnings  for  tin-  year   toot   t"  have  been  S,-ii._- ■;  pared 

with  $74,6  Ihcre  have  been  four  quarterly 

divid  1  r   cent,    amounting   in    all   to   $40,000.   leaving   a 

-iirplus  ,,f  $39,232. 

Toronto  &  Hamilton  F.lcctric  Ry., 
over  which  there  has  been  a  very  stubborn  tight  in  the  railway 
committee  of  the  Legislature,  has  been  disapproved  by  the  sub- 
committee  to  which  it  had  Keen  referred. 

d    from    the   decision  of  the 
county  judge  in  the  application  of  the  company  to  have  the  at 
tneni   of  ears  and  other  rolling  sp.ek  das  malty  and   not 

realty,   as   the   city  assessment    rules   them.      The   amount    involved 
is   something  like  $450,000. 
'I  he  Cataract  Power  &  Conduit  I  irded  to  tin'  Wi 

npaiiy  the  contract  for  transformers  for  its  station.     There 
will  be  seven  of  thi  il  2,500  h.  p.,  "il  insulated  and  v. 

cooled.  These  transformers  will  be  wound  for  2,200  volts  two 
phase  to  i.ioo  or  2.200  volts  three-phase,  and  will  duplicate  the 
present   equipment   in  the  transformer  house  at   Niagara  Falls. 

tppeal    of    tin     Hull    Electric   Co.,   which   claimed   a   35-year 
monopoly    for   lighting  and    power    supply    in    Hull,   against    the  de- 
cision   of    1I1,     Supreme    Court    has    been     dismissed     by    the     Privy 
ncil. 

The  Lachine  Rapids  Hydraulic  &  Landy  Co.,  Montreal,  is  pre- 
paring plans  for  a  large  substation,  including  an  auxiliary  steam 
plant  of  about  3.000  h  p.  Mr.  R  S.  Kelsch,  chief  engineer,  has  the 
matter  in  band. 

Ilie  earnings   of   the   Toronto   Railway  Co.   continue  to   si 
satisfactory   increase.      The  January   earnings   were  $137,135,   being 
$15,478  more  than  in  January,   toot. 

Application  een   made     for    incorporation   by  the    Petrolia 

Rapid  Railway  Co.,  with  power  to  construct  an  electric  railway 
from  Sarnia  to  Corunna,  Courtwright,  Petrolia.  Dresden,  Florence 
and  Thamesville,  where  connections  will  be  made  with  the  Ca- 
nadian Pacific  Railway.  At  Courtwright  connections  will  be  made 
with    the    I  and    with    the    Rapid   Railway   of   Detroit, 

and  at  Sarnia  connection  will  be  made  with  Port  Huron.  The  plan 
to  handle  freight  and  express,  and  if  possible  secure  mail  con- 
tracts. The  districts  through  which  this  road  proposes  to  run  is 
now  practically  devoid  of  transportation  It  incorporation  is  granted 
the  intention  is  to  construct  tin'  line  between  Corunna  and  Petrolia 
this  spring,  together  with  puower  1  ations.     Mr.   S. 

\     Armstrong,  of  Sarnia.   is  one  of  the  promoter-  of  the  Sul 

The  Ontario  Legislature  ha  orporation  of  the 

Morrisburgh    Electric   Railway   Company,   with    power   to   build    an 
ric   railway   from   Morrisburgh   t"  Winchester.     The  application 
of  the  company  for   pi  to  generate  and  sell   electricity  for 

lighting  and  power  purposes  was  refused. 

The  Hamilton  &  Caledonia  Electric  Railway  Co.  is  trying  to 
arrange    with    the   various   municipalities    for    right    of   way. 

It.     Halifax     Tramway    expended   a    D  1I1     amount    during 

thi     p  in   'i-   pi. ml   and   equipment,   ami    is    contemplating  ex- 

tensive  improvements   during  the   coming   -. 

Premier    Kos-   i  uced   in   the  Legislature  a   bill   entitled 

"Am     \et    I  nic   Railways."  which  provides  for  a   rail- 

way committee,  consisting  of  the  Commissioner  of  Public  Works, 
the  Attorni     G  and   the  Commissioner  of  Crown   Lands,  to 

whom  shall  be  delegated  certain  powers  in  regulating  the  powers 
and  privil.  tilways  on   public  highways,  and  constituting  an 

it   for  the  settlement  of  disputi  companies  and 

municipalil 

The  corporation  of  Port  Arthur.  Out.,  expects  to  l.uild  about 
two  miles  of  new  road  during  the  coming  spring.  It  will  also  be 
in  the  market   for  open  and  closed  i   transformers. 

The   Berlin   &   Bridgeport   Electric   Railway  Co.  has  elected   Mr. 


STREET    RAILWAY    REVIEW. 


183 


W.  H.  Breithaupt  (president  of  the  Berlin  &  Waterloo  St.  Ry.  Co.) 
as  president  of  the  new  company.  The  company  proposes  building 
an  electric  railway  to  connect  Berlin  and  Bridgeport,  the  line  to  be 
completed  this  year. 

It  is  stated  that  the  bankers'  committee  having  charge  of  the 
re-Everett  interests  are  considering  the  question  of  disposing 
of  the  London  Street  Railway,  which  is  one  of  the  syndicate  prop- 
erties, in  order  to  provide  funds  for  the  Federal  Telephone  Co. 
Two  months  ago  an  offer  of  $180  per  share  was  made  to  the  syndi- 
cate for  the  London  Street  Railway  Company's  property.  This  was 
refused  at  the  time,  but  it  is  said  that  the  committee  are  now  will- 
ing to  accept  this  figure.  The  road  has  a  capital  stock  of  $400,000, 
and  is  bonded  for  a  similar  amount,  and  is  28  miles  in  length. 

At  a  meeting  of  the  board  of  directors  of  the  Montreal  Street 
Railway  Company  it  was  decided  that  in  pursuance  of  a  resolution 
adopted  at  the  special  meeting  of  shareholders  held  in  July  last  the 
company  issue  $1,500,000  of  41  i  per  cent  bonds,  for  the  purpose  of 
providing  for  the  purchase  of  the  Montreal  Park  &  Island  Railway 
securities,  the  same  to  be  offered  to  shareholders  at  par  pro  rata 
to  their  holdng  of  stock. 

Mr    J.  Butzen,  manager  of  the  British  Columbia  Electric  Ry.  has 

returned    from    California    where    he    has    been    inspecting    various 

water   powers,    with    a    view    of  adopting     the     most    advantageous 

methods  for  the  development  of  power  at  Coquitlam  Falls  for  the 

nver  Power  Co. 


PENSIONS  FOR  THE  METROPOLITAN  OF 
NEW  YORK. 


NEW   STUART-HOWLAND  CATALOG. 


The  Stuart-Howland  Co  .  of  Boston,  reports  a  remarkable  growth 
in  all  departments  of  its  business.  The  company's  sales  in  the  last 
year  show  an  increase  of  120  per  cent  over  the  previous  year.  The 
street  railway  department  has  been  particularly  prosperous,  having 
furnished  in  the  season  of  tool,  in  addition  to  the  general  supply 
business,  the  entire  overhead  and  pole  equipment  (excepting  wire) 
for  over  500  miles  of  new  road.  The  company  now  makes  this 
complete  line  and  has  several  large  orders  booked  for  delivery  the 
coming  spring.  It  also  carries  a  very  complete  stock  of  all  kinds  of 
electrical  supplies,  except  heavy  machinery,  and  has  now  10  sales- 
men on  the  road. 

The  Stuart-Howland  Co.  has  recently  issued  a  332-page,  6x8  in. 
general  electrical  supply  catalog,  handsomely  hound  in  cloth,  in 
which  everything  is  listed  alphabetically,  and  very  generally  illus- 
trated. It  is  printed  on  70-lb.  coated  natural  tint  paper.  Both 
print  and  illustrations  are  unusually  distinct,  and  as  practically 
everything  is  shown  which  contractors,  supply  dealers,  street  rail- 
ways, telephone  companies,  central  stations  and  isolated  plants  have 
to  purchase,  it  must  prove  decidedly  popular  in  the  purchasing  de- 
partments of  the  various  branches  of  the  electrical  trade 


MERGER   OF   NIAGARA   FALLS  FRONTIER 
LINES. 


The    merger    of    all    th'-   tinea    on    tin     Niagara    frontier    with    the 

on  of  two  roads  has  iusl  '■  name  "f  the 

.  >■  International  Railway  Co.,  of  Buffalo,  of  which 

•irate  of  incorporation  »j.  filed  February   19th,     Thi 

(panics  inclifded  in  this  consolidation  are  as  follows:  The  Buffalo 
Railway  Co.  the  Buffalo  &  Niagara  Falls  Electric  Ry.,  the  Buffalo, 
Tonawsnda    &    Niagara    Falls    Ell  the    Niagara     Falll    & 

Bridge   Ry..   the   Buffalo  &   LockpOrf    Ry.,    ' 
•t  Ry  .  the  Niagara  Falls  &  Suspension  Bridge  Railv, 
and  the  Niagara   Fal' 

The  capital  str*-k  of  the  company  is  $10,120  00       !'■    d 
include    Francis    I.yndr    Stct  P     Mil     Daniel    S     I 

W    Caryl    Ely.   Burt   Van    Horn,    William   R    Rankine.  and    Thomai 
He  Wilt  Cuyler      Mr    Fly  la  president,  and  T.  F    Mitten, 
manager       The    company's    main    offices    will    he    in    Buffalo       It     i 
'hat    the   company    has    formulated   plans    for   the    betterment 
of  the  lervire   throughout  t<  ■  will   hi    pul   into 

•    this    spring. 

»  ■  > 

April    rst   the   Wheeling  Traction   Co     will    [nit   a   ihw    wagi 
•ig  the   wages  of  its  employes  from    n, 
an  hour 


The  announcement  was  made  March  6th  that  the  Metropolitan 
Street  Railway  Co..  of  New  York,  had  adopted  the  policy  of  pen 
sioning  its  superannuated  employes,  making  it  the  second  street  rail- 
way company  to  do  so,  the  first  having  been  the  United  Traction 
&  Electric  Co.,  of  Providence,  R.  1..  whose  pension  plan  was  de- 
scribed in  our  issue  for  January,  page   14. 

The  Metropolitan  plan  is  applicable  to  all  employes  who  have  not 
received  more  than  $1,200  per  year  from  the  company,  The  scheme 
provides  for  voluntary  and  involuntary  retirement  of  all  employes 
so  included,  between  the  ages  of  65  and  70,  after  .'5  years'  service 
in  the  Metropolitan  Street  Railway  Co.  or  any  of  ils  constituent 
companies.    Employes  benefited  by  the  system  will  lie  of  two  classes : 

First — All  employes  who  have  attained  the  age  of  70  years  who 
have  been  continuously  in  such  service  for  25  years  or  more  preced- 
ing such  date  of  maturity,  and. 

Second — All  employes  from  65  to  69  years  of  age  who  have  been 
25  years  or  more  in  such  service,  who,  in  the  opinion  of  the  trus- 
tees of  the  pension,  have  become  physical!}   disqualified. 

The  pension  allowance  to  such  retired  employes  is  upon  the  fol- 
lowing basis : 

A — If  the  service  lias  been  continuous  for  35  years  or  more  40 
per  cent  of  the  average  annual  wages  for  tin-  ten  previous  years. 

B — If  service  has  been  continuous  for  30  years,  30  per  cent  of 
the  average  annual   wages  for  the  ten  previous  years. 

C — If  service  has  been  continuous  for  25  years,  -5  per  cent  of  the 
average  annual  wages  for  the  ten  previous  years. 

It  will  he  remarked  that  the  pension  proposed  under  the  Metro 
politan  scheme  are  considerably  less  for  long  service  men  than  was 

provided  for  by  the  Providence  road.    Thus  the  Metropolitan  pen 

sion  is  I  per  cent  of  the  average  annual  wages  during  the  last  10 
years  for  each  year  of  continuous  service  between  25  and  40  years, 
while  in  Providence  the  pension  is  1  per  cent  of  the-  average  wage 
for  10  years  for  each  year  of  service  up  to  20  years,  and  for  longer 
terms  of  service  increa  tea  till  for  35  years  or  ovei  the  rale  is  2  per 
cent   for   each  year  of   service. 


ACCIDENTS  OF  THE   MONTH. 


\   cave-in  on  the    new    electric    line    between   Beloit,   Wis.,  and 
Rockford,  111.,  February  20th,  resulted  in  fatal  injuries  to  two  pet 
sons. 

A  heavy  fog  caused  two  collisions  between  street  ears,  in  Pittston 
and  Wilkesbarre,  Pa.,  February  24th.  In  the  first  instance  the  cars 
were     wrecked,     while     passengers    and     crew     escaped    injury.      At 

Wilkesbarre  tin-  damai the  cars   was  light,  hut  tin-  motorman 

and   one  passenger   were   slightly   injured 

An  unusual  accident  occurred  on  tin-  Hawks  Vngus  line  between 
\nn  Vrbor,  Mich,,  ami  Jackson,  iusi  within  the  limits  of  the  latter 
city,  Februarj  14th,  The  ear  was  making  .1  sharp  curve  when  the 
car  body  left  the  trucl      and  with    10  passengers  inside,  rolled  over 

1  '  !l  1 1 1     topping     ( Inly  tu [hi  passengers  wen    h 

riously  injured 

INDIAN   TERRITORY  TRACTION   CO. 


1  I      Indian    ["erritorj    [faction  Co.,  of  South  McAlester,  1    T,  has 

I rganized   to   build   an    interurban    01, 1,1   , tcting    thai    citj 

with  a  number  of  the  adjoining  town        Mh   ofl f  the  companj 

an        I'o    id,  in     I..;      \v     Bryan    1 lent    Stati     Nat al    Bank, 

South   M.  Via  ■   president,   Lawrenci    P    Boyle,  804    I. henna 

ecretai       xi     \i     1  neil,  \ .   and   treasurei      \     M 

South    Me  Vlestei        rhi    pi lim     1      10   mil'  i    in 

length  and  inn     heein  South   \b  \h   iii   to  Mi  Vie  ter,  1  rcbh      Vn 
1 .      I     I  Buck,  I  'in  rryvilli     Hart  horn  and  Hal 

tal  pi  pulal  ion  to  1 lb;   thi    road  tiumln  1    al 1  35,000, 

Mr    S 1 1 1 :  ■      1   ■     et 1   '.I   !  1 1   Mc All    1 '  '  .  1     I  I  I  e  1  1 1 

road      il"   lini    1    to  bi   1  >pi  rated  on  tin   ->. erhead  trol 
ley   system,    and    thi el    mini       ill  ing    th ti      1  hi  1S1     pas, 

I    eel!  for      II  '  I"      I  HI Il 

» ■  » 

The  1  m  Co.  has  donated  $450  to  tin    fund 

(•.I  building  an  auditorium  in  thai 


184 


STREET  RAILWAY  REVIEW. 


[Vol.  XII,  No.  3. 


ALL   WIRE      RAIL   BOND. 


\ll   Wire"  r:iil   bond,   which   ;s  shown   in  made 

entire!) 

bond  now  on  the 
imirkc  1  and  terminals  from  1 

single  p  bit  and  thi  in  tlie 

bond    to   become   I 


imperfectly  cast  or  welded  joints.     The  conductivity  of  the 
"All  Wire"  bond  is  given  as  that  of  commercially  pun 
ii  is  claimed  that  this  conductivity  is  maintained  throughout   the 
entire  length,  including  the  terminals,  and  that  when  compered  Willi 
other  types  of  bonds  having  terminals  connected  to  strands  by  either 

[    welded    joints,    the   "All    Wire"   bond    shows    superioi 
dtictivity. 

The  bond  is  intended  for  use  under  the  fish  plate,  in   which  posi- 
tion  it  is  perfectly  protected   from   injury   from   outside  can 
well   as   from   theft,   and   a   variety  of  styles  are  manufactured   for 


such  use.     It  may  also  be  used  around  the  fish  plate  or  under  the 
base  of  the  rail,  if  desired,  special  are  furnished  for 

this   purpose,   as    well    as    for    cross-connecting    and    underground 
bonding. 

This  bond  is  applied  by  me?ns  of  a  compressor,  designed  to  in 
sure  a  perfect  contact  between  the  terminals  of  the  bond  and  the 
rail  ends     The  terminals  are  so  shaped  that  a  large  contact  surface 
is  presented  to  the  rail,  a  contact  of  extremely  low  resistance  is  se- 
cured.    The   rails   may  be  bonded   to  their   full   carrying   capacity. 


Being  made   from   stranded   cable,  the   bond   is   very    Rexibli 

can    successfully    withstand   the   jar   and   vibration   of  the   rails,   as 
well  as  their  expansion  nnd  contraction. 

This  1  <ine  piece  of  flexi  cable, 

which  is  cut  to  length  and  placed  in  a  forming  machine,  in  which 
the  ends  of  the  cable  are  cold  pressed  into  shape  for  the  terminals, 
as  illustrated  in  Fig.  2,  the  size  of  the  terminals,  howi  rtr,  being 
larger  than  in  the  Snishcd  bond.  The  ends  are  then 
the  melting  point  and  forged  accurately  to  size 
in  a  st,'  the  latter  i'  of  the  termi: 

siderably  reduced,  the  strands  of  wire  compi  ng  per- 

fectly welded  together,  and  forming  a  mass  of  solid  copper.     Fig.  3 
shows  the  appearance  of  the  finished  bond  and  illustrates  the  man- 


ner  in   which   the  strands  of  cubic   are  gradually 
solid   copper  terminal. 
The  "All   Win-"   rail  bond  ia  nude  by  11 

Mansfield,   O. 


NEW  CONTRACTING  FIRM   IN  INDIANAPOLIS. 


A   partnership  has  r-  J-  J- 

Brcnnan  and  I.  R    Nelson,  Franklin  Block.  Indian  tactors 

for    street    railway,    electric    light,    telephone    and    telegraph    lines 
Both    m  the   firm   have  had   exten- 

di.al   ci  Mr    Brennan  has  been  engaged   in  lini 

both  in  telephone,  telegraph  and  street  railway  construction  and 
has  worked  his  way  up  through  the  business  to  superintendent  of 
Overhead  construction  which  position  he  has  held  with  the  Ind'-n- 
apolis  Street  Ry.  Mr.  Nelson  worked  as  a  boy  with  thi 
Electric  Co.,  of  Cleveland,  and  afterwards  spent  a  number  of  years 
in  the  west  setting  up  and  operating  electric  lighting  plant-  He 
started  into  street  railway  work  with  the  Cleveland  Street  Ry..  at 
the  time  that  company  changed  from  horse  to  electric  power  He 
has  filled  a  number  of  positions  in  street  railway  work  including 
that  of  electrician  to  the  Indianapolis  Street  Ry.  The  new  concern 
starts  out  with  the  best  wishes  of  its  many  friends  and  acquaint- 
ances and  is  already  bidding  on  about  40  miles  of  intcrurban  road 
which  is  to  be  built  this  summer  as  well  as  on  a  number  of  smaller 


CHANGES  IN  THE  WORKS  OF  THE  HOOVEN, 
OWENS,  RENTSCHLER  CO. 


We    hi    informed  by  an  official  of  the  company  that  H»»  Ho 

Rentschler    Co.     of    Hamilton.    0.,    builders    of    Hamilton 
corliss  engines,  will  soon  bring  out   a  complete  new  line  of  vertical 

Up  to  7000  and  Socio  h.  p.  for  all  grad. 
in   which    vertical   engine-   can    be   utilized.     Heavy   vertical    engines 
for    direct    connected    street    railway   work    will    form    an    important 
li    i.f    the   company's    busini 
To   give   facilities   for   turning  out   this   large  work  the  company 
has  made  plans  for  a   new  foundry  and  shops  that   will   tr<  1 
output  capacity  of  the  present  plant.     The  foundry  will  occupy  an 
entire    new    building,    too    x    400    ft  .    with    two    long    bays    to    be 
utilized    as    niacin  The    present    building    will    al 

remodeled  and  rebuilt.  The  execution  of  these  plans  will  com- 
mence this  spring  as  soon  as  frost  is  out  of  the  ground- 
Mr  W  B.  Mayo,  of  39  Cortlandt  St  .  New  York  City,  eastern 
manager  of  the  company,  reports  a  satisfying  condition  of  business 
The  New  York  office  has  closed  orders  for  Hamilton  engines  in  the 
new  Perth  Amboy  plant  of  the  American  Smelting  Co.;  large  clcc- 

olytic   works  at   Quincy,   Mass.;   air-compressing  plants   am 
cral  electric  railway  stations   in  the  east. 


REORGANIZATION   ON  STATEN   ISLAND. 


A  receiver  has  been  appointed  for  the  New  York  &■  Staten  Island 
Electric  Co.,  the  Staten   Island  Electric  Railroad  Co.,  and  thi 

&  Staten  Island  Ferry  Co.  All  three  companies  have  phys- 
ical interests  in  common  hut  heretofore  have  been  under  separate 
managements.  It  is  officially  stated  that  the  receivership  is  a  pre- 
liminary step  toward  a  consolidation  of  the  three  properties.  The 
Xi'w  York  &■  Staten  Island  Electric  Co.  furnishes  power  for  elec- 
tric lighting  and  owns  the  stock  of  the  Staten  Island  Electric  Rail- 
road Co.  The  Staten  Island  Electric  Railroad  Co  owns  31  miles 
of  track  forming  a  belt  line  around  the  island  and  also  owns  one- 
half  the  stuck  of  the  Rapid  Transit  Ferry  Co..  whose  line  of  ferry 
boats  plies  between  the  northern  end  of  the  island  and  the  south- 
ern end  .if  N.w  York  City  The  stockholders  in  the  railroad  com- 
ind  the  lighting  company  have  the  controlling  interest  in  tin- 
New  Jersey  &  Staten  Island  Ferry  Co.  Mr.  J.  H.  Swinarton  is 
president    of  the   1  and  the  ferry  company,  and   vice- 

1  •     of     the    lighting    company       Mr.    John     Greenough    was 
named   as   receivi  r 

There  is  one  other  electric  railway  company  on  Staten  Island 
called  the  Staten  Island  Midland  Railway  Co..  of  which  Robert 
Wetherill,  of  Chester.  Pa.,  is  president.     It  owns  28  miles  of  track. 


Mar.  15,  1902.] 


STREET  RAILWAY  REVIEW. 


185 


HALF  FARES. 


The  promoters  of  the  proposed  electric  line  between  Aberdeen  and 
Hoquiam.  Wash.,  announce  that  the  road  will  be  in  running  order  by 
June  1st. 


The  Homestead  (Pa.-)  &  Mifflin  Street  Railway  Co    has  decided 
to  increase  its  capital  stock  hy  $25,000  and  employ  the 
building  an  extension  to  Lincoln  Place. 


The  Michigan  Suburban  R.  R.,  "the  Lansing.  St.  John?  and  St 
Louis  line."  has  issued  its  time  table  No.  1,  effective  Sunday.  Feb- 
ruary  16th.  over  its  lines  between  Lansing  and  St.  Johns. 


Among  the  promoters  of  the  Chicago  &  Indiana  Air  Line  R.  R ..  a 
projected  electric  line  to  connect  South  Bend,  Michigan  City  and 
Chicag  II  B.  Harrison.     Mr.   Harrison  is  reported  to  have 

recently  become  financially   interested   in  the  project. 


A  plan  for  doubling  the  capacity  of  the  Union  Elevated  loop  in 
Chicago  by  constructing  a  second  superstructure  above  the  one  at 
present  used,  has  been  evolved  by  a  member  of  the  Board  of  Local 
Improvements,  and  is  said  to  have  been  endorsed  by  local  engineers 


The  St.  Louis  Transit  Co.  has  issued  orders  to  conductors  to 
accept  without  question  bent  or  worn  small  coins  tendered  for  fare: 
nickels  that   have  been   clipped  or  punched   will   be   re- 

jected, and   gold  coins  will  be  not  accepted  unless   in  good  condi- 
tion. 


The  Richmond   (Va.)   &  Petersburg  Electric   Ry.,  connecting  the 
imed  in  the  title,  was  opened  for  traffic  between  Petersburg 
and    Manchester.   February  oth.     The   wife  of   Superintendent    Fell 
of  the  company  acted  as  motorncer  of  the  first  car  that  was  rui 
the   road. 


A  bill  has  been  introduced  in  the  Maryland  0  incor- 

ick  &  Jefferson  Electric  Railroad,  Light   8    Powei 

Md..  which  projects  a  new  interurban  line  over  the 

indicated  in  the  title.     L.  O.  Whip  will  be  president  01  thi 

company. 


The  Chicago  Union  Traction  Co.  lias  made  a  regular  5-ccnt   fare 
fin  and  the  city  on  all   surface  cars  west  of  jSV 

h  the  Lake   St.  Elevated.     Formerly,  a 
•anted  only  on  one  car  which  ran  on   a  40  minute 
'■tie. 


The    '  rit .)    Electric   Railway  Co.   projects   a   numl 

Columbia  Garden  this  season,  which    will   include 
a  large  base  ball  ground  with  grand  stand,  and  hand  ball  an 

Ten   thousand  dollars  will   be  expended   in   equipping 
this  park  with   I  rts. 


r  Mitten,  of  the  International   '! 
falo,   1:  .sport    free   all   the  fish    f r ,  by  the 

■inty    Anglers'    Club    from    I 
million  white  fish  fry  and  lake  trout  will  be  carried   from  I 

'ley  freight  ears,  for  planting  in  tin. 


The  Youngstown-Sharon    Railway  S   Light 
r  and  freif 
that  a  •  ig  will  be  erected  by  I  ny,  tin- 

hich    will    I*    u  [..my    is 

tie    and 

flic  by  June  t-.t    Thi 

tig  towns. 


equipped   with   a 

d    railwav 

■,f    the 

ndpipes    with    high    pi 


NEW  TERMINAL  FOR  METROPOLITAN 
ROAD. 


The  Metropolitan  West  Side  Elevated  KailiM.nl  Co.,  of  Chicago, 
announces  that  it  has  acquired  a  strip  of  property  to  provide  extra 
terminal  facilities  in  the  down  town  district.  The  property  has 
been  purchased  with  the  object  of  handling  the  increasing  traffic 
of  this  road  and  to  avoid  in  a  measure  the  overcrowded  condition 
of  the  Union  Loop.  The  property  acquired  extends  from  the  easl 
side  Mt  Market  St.  about  100  ft.  south  of  Jackson  boulevard  to  the 
west  side  of  Fifth  Ave.  An  extension  of  the  road  will  be  built 
on  this  strip  giving  an  independent  line  to  the  junction  with  the 
Union  Loop  on  Fifth  Avenue  in  addition  to  the  privileges  which 
the  mad  now  has  on  the  loop.  The  aggregate  cost  of  the  prop- 
ts  $771,000.  The  work  on  the  extension  will  he  commenced 
as  soon  as  the  company  can  take  possession  of  the  property  which 
the  officers  of  the  company  state  will  he  very  soon.  It  is  under- 
stood that  one  of  the  principal  object  of  the  new  terminal  will  be 
to  providi  accommodations  for  express  trains  on  the  several  dm 
sions  of  the  road,  especially  during  the  morning  and  evening  rush 
hours. 

*  ■  » 

THE  GENERAL   ELECTRIC  RAILBOND. 


The  General  Electric  Co.  is  now  manufacturing  a  bond  which 
was  brought  out  last  year  by  the  American  Railbond  Co.,  of  Chi 
cago.  The  head  of  this  bond  is  made  of  a  solid  piece  <  I  COppei  111 
which  is  east  a  steel  spool  having  hardened  heads  and  a  sofl  shank. 
This  bond  was  illustrated  and  described  at  length  in  the  issue  of 
the  "Review"  for  March  15,  toot.  In  applying  the  bond  to  the  rail 
the  heads  of  the  spool,  which  extend  about  's  in,  above  the  surface 
of  the  surrounding  copper  of  the  head  of  the  bond,  are  compressed 
causing  the  softened  shank  to  bulge  out  ami  a  consequent   flow  of 

the  copper  which  completely  fills  the  hole  in  the  rail  forming  a  1 

which  is  entirely  impervious  to  moisture. 


OBSERVATION   CARS. 


A  company,  named  the  American  Sightseeing  Car  X  Coach  1  o., 
was  formed  sometime  ago  for  the  purpose  of  instituting  in  a  num- 
ber of  citic  a  special  observation  cat  ervia  ["he  company  is  now 
running  these  observation  trips  in  Washington,  D.  C.  Charleston, 

1      .md  other  southern  cities.     In  these  eases  tin-  street   railway 

companies  merely  rent  the  necessary  rolling  stock  o>  the  "Seeing" 

companj    which   furni  lit     the  10ml,     and  assumes  all  the  responsi- 

1  'it   with  tie    1 1  ips       1  lie  ai  1  angemenl   "i   distance 

d,  tine    and   fare  is  practically  the  same  in  each  city,    The 

special  cars  an    termed  "Seeing  Washington"  or  "Seeing  Charles 

1   make  daily  and   Sunday  tout  .  affording   visitors   a 

liable,   inexpen  ivi    -md  quid    means  ol    seeing  the  principal 

■  111    and   alu  ill    e;n  h   citj  .    hh  1 1 1  •  1 1 1 1  ■  ■   the   public   build 

ings.  the  boulevard  and  parks,  n  tidences  "i  prominent  men,  the 
monuments  .md  othei  hi  torii  pot  Phi  te  trips  are  run  daily, 
ears  in  Washington  foi  1  amph  li  iving  the  centri  oi  the  <ii*  at 
to:oo  a.  m.,  12  noon,  and  2:00  p   ,,  .  the  round  trip  requiring    ibonl 

tl  di  1 trered  ii   about    15  mill  3, 

■  I  ing"   •  .1  1    hi I"  1  I    "ii!. I.     in     ill,  11,1.11,.  ,     win,   points 

mil  tl,,  Jong  the  route    ind  givi     a  1  keti  U  of 

their  hi  o,i'.      1 1, !  Id        ts  pei  I"  1  "a  Foi  the  round 

trip,     1  '  11     do  not  stop  to  tal  e  or  pa  u  1  m pi 

I    1'    Il  .,  1  ,     tie     1  .11    a  I    ane 

Observation  cat     maj    bi 
cured  I  I  ■    1  1       more  to  mi  el  tl 1  1 lepi  ,1 

or  hoti  I.  tl"  I    in, lite-  ,    perl  guide, 

F  50  For  each  

opi  a  ,  11     .0 ,    ,    igned  in 
mei  a,  e.  intei 


■  ectrii    tail  ■  at    ivhii  h    thi     Boland 

,    ,ii   i"  1  hii  "■"  '.'  ill   i"    open  foi 

the  f ■  1  1  ulj    '  I      1  he  pro 

1    1  hi     1     1 .1 1,1    Benton 

I  [arbor,  whii  h  is  to  b  1 1 lad    I  in 


186 


STREET    RAILWAY    REVIEW. 


[Vol.  XII,  No.  3. 


WAGES  INCREASED  AT  CAMDEN,   N.   J. 

you  that  we  ha\  e  d 
to  increase  the  v.  om   15 

in  hour  to  1  in  hour,  to  begin  March  6,   [903.    This 

...  with  a  premium   ol    10  pei    eenl   paid   monthly   f"r 
n  from  accidents  and  general  j  tment,  will  make 

,-cs  of  the  participating   18.7  cents  per  hour,  and 

the   men   who  have  been  in  our  employ  for  over   five  years 'will 
their  uniforms  as   usual,   which   will   make   the   rate   some- 
what in  that  paid  by  other  roads  in  ihis  vicinity.    Yours 

truly. 

The  Camden  &  Suburban   Railway  Co., 
W    E    HARRINGTON,  V    P.  &  G    M 


MUNCIE,   HARTFORD,  CITY  &  FT.   WAYNE 
INTERURBAN. 


LAST  VIENNA   HORSE  CAR. 


The  accompanying  engraving  is  from  a  souvenir  postal  card 
mailed  us  by  the  Wiener  Tramway  Gesellscaft,  of  Vienna,  Austria, 
and  shows  the  last  horse  car  operated  in  Vienna,  which  made  the 


final    trip   Jan.    28,    1902.     This   company   formerly   had   600   horse 
cars  and   is  now  operating  825  electric  cars. 


PROPOSED  BALTIMORE  INTERURBAN. 


Messrs.  Carswell  &  Sons,  of  Baltimore.  Md„  haw  secured  from 
the  Legislature  of  that  state  a  charter  for  an  interurban  line  run- 
ning from  Baltimore  through  five  of  the  neighboring  villages  hav- 
ing from  one  to  three  thousand  population  each.  This  charter  is 
the  only  one  in  Baltimore  that  is  not  owned  by  the  United  Rail- 
ways &  Electric  Co.  and  the  promoters  of  the  new  road  have  se- 
cured rights  of  way  through  sections  where  there  are  at  pri 
no  railway  facilities.  The  lines  p  55  a  large  steel  works  where 
nearly  3.000  men  travel  back  and  forth  night  and  morning.  Sev- 
eral summer  resorts  are  located  on  the  bay  near  by  which  will  un- 
doubtedly add  greatly  to  the  business  of  this  road.  The  work  of 
construction  has  been  delayed  by  the  withdrawal  of  two  members 
of  the  syndicate  on  account  of  not  getting  the  legislation   desired. 

but  as   s 1  as   these  vacancies  have  been  filled   the  work  on   this 

road  will  be  put  under  way. 


MAYOR'S  CERTIFICATE  PROPOSED  IN 
ALBANY. 


The  United  Traction  Co.  of  Albany  has  refused  to  honor  cer- 
S  issued  by  the  mayor  of  that  city  to  the  city  employes 
which  wrc  tendered  in  lieji  of  car  fare.  Two  employes  of  the  city 
and  fire  department  carrying  these  certificates  were  ejected 
from  one  of  the  company's  cars  upon  their  refusal  to  pay  their  fare. 
It  is  the  purpose  of  the  mayor  to  test  the  constitutionality  of  the 
law  of  1895  giving  permission  to  the  mayor  of  any  city  of  the  state 
or  president  of  any  village  "to  issue  with  the  seal  of  his  office. 
a  certificate  of  appointment  of  police  and  firemen;  and  it  shall  be 
the  duty  of  any  surface  or  elevated  road  to  furnish  free  transpor- 
tation to  police  and  firemen  while  traveling  on  the  cars  in  the  per- 
formance of  duties." 


Muncie,  Hartford  City  &  Ft.  Wayne  Electric  Railroad  I  d., 

which  is  to  build  an  interurban  line  between  the  places  named.  DM 
ordered  a  large  amount  of  its  material  and  equipment  and  expects 
to  commence  the  construction  of  the  road  immediately,     The  new 

company  has  pined  an  order  for  over  5°  miles  of  copper  wire  and 
has  also  unbred  several  thousand  poles  and  25,000  ties.  The  ties 
arc  now  being  received  and  distributed  along  the  right  of  way. 
Fight    new    passenger    cars    and    one    construction     car     have     been 

ordered  from  the  John  Stephenson  Co.  which  will  cost  about  (6,000 

each.  The  cars  will  be  44  ft  i"  length,  of  handsome  appearand-  and. 
according    to   the    contract,    must    be    delivered    not    later    than    July 

next. 

»  «  » 

IMPROVEMENTS  AT  MINNEAPOLIS. 


The  Twin  City  Rapid  Transit  Co.,  Minneapolis,  has  awarded  con- 
tracts aggregating  $350,000  for  the  equipment  of  its  new  power  sta- 
tions. The  \llis  Chalmers  Co..  Milwaukee,  has  been  awarded  the 
contract  for  engines;  the  Babcock  &  Wilcox  Co  will  furnish  boil- 
ers; the  General  Electric  Co.,  the  electric  generators:  the  George 
F.  Blake  Co..  the  condensers  and  pumps,  and  the  Jones  Underfeed 
Stoker  Co..  the  mechanical   Stokers      At   latest  reports  contra 

■■■ ,1   handling  machinery,  feed  water  heaters,  purifiers,  traveling 

cranes,   etc..   which   may    aggregate  an  equal    amount,   had   not    been 
awarded. 


'WONDERLAND'"  FOR   1902. 


Tins   is   the   title  of  a   publication   presented   by  the  passenger   de- 
partment of  the  Northern   Pacific  Railway  Co.,  a  most  artistically 

decorated  1 k  of  some   no  pages  containing  descriptive  articles  of 

all  the  western  country  tributary  to  the  Northern  Pacific  lines.  The 
publishers  have  surpassed  their  previous  efforts  in  making  the  an- 
nual "Wonderland"  both  instructive  and  beautiful.  The  cover  de- 
signs and  chapter  headings,  by  Alfred  Lenz.  are  engraved  from 
modeled  designs  in  plastique.  appropriate  to  the  text.  The  other 
illustrations  comprise  views  of  the  scenery  and  cities  en  route,  and 
the  important  industrial  institutions  in  the  flourishing  towns  of  the 
West.  The  leading  feature  of  this  number  is  a  chapter  on  mining 
in  Montana  from  the  early  days  to  the  present,  and  other  chapters 
describe  the  northern  Cheyenne  Indians.  Yellowstone  Park  and  the 
Puget  Sound  country  Wonderland,  from  its  genuine  literary  and 
artistic  merit,  is  now  generally  welcomed  in  the  library,  school 
room  and  home.  The  book  will,  as  heretofore,  be  sent  to  any  ad- 
dress upon  receipt  of  six  cents,  the  price  of  postage.  Inquiries  may 
be  addressed  to  Charles  S  Fee.  general  passenger  and  ticket  agent, 
St.  Paul. 


The  Ripley.  Georgetown.  Hillshoro  &  Columbus  Railway  Co..  of 
Hillsboro,  O.  has  nol  yet  begun  the  construction  of  its  projected 
line  between  the  cities  named  in  the  title. 


The    Austin    (Tex.)    Rapid   Transit   Railway   Co.   projects    a    con- 
siderable  amount    of  construction   work   this  season. 


The  Rapid  Transit  Co  of  Chattanooga.  Tenn..  has  completed  its 
line  to  Lookout  Mountain.  The  company's  system  now  embraces 
all  the  suburbs  of  Chattanooga. 


The  Philadelphia  Co.,  which  controls  the  Pittsburg  Railways  Co.. 
has  acquired  the  charters  for  elevated  roads  in  Pittsburg  which 
have  been  granted  during  the  past  year. 


The  Cumberland   (Md.)    Electric  Railway  Co.  expects  to  increase 
the  capacity  of  its  power  station  by  200  kw.    The  generator  will  be 
installed  by  the  Edison  Electric  Illuminating  Co 
■»  •  » 

THE  SHADE  OF  THE  PALM. 

Music  of  this  beautiful  piece  as  sung  by  the  Florodora  Opera  Co. 
will  be  mailed  on  receipt  of  15  cents  in  silver  or  stamps.  Address 
"Music,"  Advertising  Department,  C.  H.  &  D.  Ry„  Cincinnati,  O. 


Mar.  is,  1902.] 


STREET  RAILWAY  REVIEW. 


187 


^^^^^r^^m^^^^^^^^^^^^^^M 


m  u? 


:V 


^<^^&i 


U  ECHOES  FROM  THE  TRADE 


mw^&nm  ^^^i^^i^mm^w^^m^^^i^M^ 


ARTHUR  W.  FIELD.  53  State  St.,  Boston,  dealer  in  street  rail- 
way specialties,  is  presenting  friends  and  patrons  with  an  artistic 
calendar  of  convenient  size  for  office  use. 


THE   MORDEN  FROG  &  CROSSING  WORKS,  Chicago,   111., 

-'    let   contracts    for  an   addition    to  its  plant,  the   building  to 
n   120  ft.     The  new  plant  will  be  equipped  and  operated  bj 
electricity.      The   additional    machinery   has    been    contracted    for. 


HARTSHORN'S   ROLLER,   published  by  the  Stewart    Harts 
horn  Co.,   East   Newark.    N.   .1  .   in   the  interest   of  the   company's 
shades,   for  February  contained  an  announcement  of   Hartshorn's 
annual  banquet,  and  the  usual  quota  of  humorous  arto 
jokes  and  pictures. 


THE  ALUS  I'll  \LMKRS  CO.,  of  Milwaukee,  has  received  an 
order  for  six  additional  engines   of  a  maximum    12,000   h.   p.   each. 
:urnished   the    New  York    Underground    Railway    Co.     The 
contract  with  thi-  company   now   calls  for   12  engines,  anil  ag 
J  1.305.000. 


I  111'.  J    G     BRILL  CO.,  of    Philadelphia,   I  -1  an   order 

I  -1     with     the    |,l  ,   -.1,1,  ill     ,,f    tile 

Union  Traction  Co.,  of  Philadelphia,  Mr.  Jobn  B    Pai  on     and  ha 

'   very  popular.     They  will  be  mounted  on   the  I  [ruck 

pe  "D"  trucks. 


THE  C.  H.  WORCESTER  CO..  of  Mann.:!..  Wis.,  dealer  in 
white  cedar  products,  has  published  a  code  by  means  of  which  the 
buyer  can  order  any  kind  of  cedar  supplies  by  the  use  of  a  few 
The  pamphlet  also  contains  inspection  comments  from 
the  Northwestern  Cedar  Men's  specifications  and  information  to 
the  method  of  shipping  its  materials. 


THE  J.  T.  SCHAFFER  MANUFACTURING  CO.,  of  Roch- 
ester, N.  V..  has  moved  to  a  new  factory  which  is  much  larger 
than  the  one  wh:ch  it  has  operated  for  the  past  few  years.  The 
new  factory  is  at  the  corner  of  Circle  &  East  Main  Sts.,  and  con- 

tnplc  room  for  machine  shops  and  foundry.    The  busii 
the  company  has  recently  far  outgrown  the  facilities  of  its  old  fac- 


1-  kl.li  M  of  Victor,  N.  Y„  maker  of  por. 

rvice,  now  has  his  new  factory  in  full 
id  shop  burned  down  on  January  51I1  and  on  March    [SI 
the  new  plant  wa  orkihg  on  orders.    This 

.11  the  latest  clayworking  in  ,  m   thi    inanu 

Inn,  ill, 

capacity  of  the  old  plant. 


THE  OHIO  Bl  bulletin  No. 

I  bird-rail   I  1    pamphlet   il  a  highly  .  r.  fill 

bird  rail  in 
"i  th»-  ■  .-,  brief  desi  ription  of 


d  M    Lamar  I  o  Broadwaj 

York    I 

■    I 
well  known  ,,,|  the 

Mr     II     D 

ified  io 
1  it  and  ha*  iurrotind<  ifl  of  1  apal 

aid*. 


THE  FRANK  S.  DE  RONDE  CO.,  of  46  Cliff  St.,  New  York 
City,  sells  a  cold  water  paint  for  application  to  wood,  stone  or  brick 
surfaces  and  which  is  said  to  be  an  excellent  substitute  for  oil 
paints  at  about  one-half  the  cost.  It  is  sold  under  the  trade  name 
of  "Lythite"  and  comes  in  dry  powder  form.  By  the  addition  of 
cold  water  it  is  all  ready  for  use.  The  paint  is  furnished  in  many 
colors  for  inside  or  outside  application.  This  company  also  makes 
1   red  bricl    stain  for  permanently  coloring  brick  a  rich  red  hue. 


P  \V  CI1  AMHF.RLAIN,  an  American  engineer,  has  closed  a 
contract  with  the  Nicaragua!]  government  for  300  tons  of  steel 
rails  and  other  fixtures  to  be  used  [01  the  Atlantic  Railroad  which 
is  now  under  construction.  It  is  stipulated  in  the  contract  that 
the  material  is  to  be  purchased  in  the  United  States.  Mr.  Cham 
berlain  is  now  pushing  the  completion  of  work  on  that  part  of  the 
road  connecting  the  Indio  River  with  the  San  Juan  River  at  San 
Francisco,   from   which  point    there  is   steamboat   navigation. 


THE  II.  W.  JOHNS  MAW  II. I.K  Co.  lias  been  formed  h>  the 
consolidation  of  the  II.  W,  Johns  Manufacturing  Co.,  of  New  York 
and  the  Manville  Covering  Co.,  of  Milwaukee,  which  was  effective 
January  ist.  The  new  company  is  prepared  to  furnish  a  complete 
lim  ,'i  all  grades  of  si,. on  pipe  and  boiler  coverings,  and  asbestos 
goods  of  all  descriptions.  Officers  will  be  located  in  New  York, 
Milwaukee.  Chicago,  St.  Louis,  Boston,  Philadelphia,  Pittsburg, 
Columbus,  New  Orleans,  and  London,  England  The  company's 
factories  are  at   Brooklyn  and  Milwaukee. 


1  ill    STORAGE  BATTERY  CO.,  of  New  York  City, 

has  jusl   completed   the  installation  of  a  plan!   at   Easton,   Pa.,  for 

ill.  I'.i  ton  Town  Co.,  which  is  subsidiary  Io  ihe  Light.  Ileal  & 
Powei    Corporation,   of   Hos|,,n.     The  new    plan!    consists  of  2.S5   cells 

of  the  Gould  company's  type  S  on,  in  lead  lined  tanks,  having  a 
capacity  of  408  kw.  bonis,  and  a  Gould  patented  C.  E.  M.  F.  regu- 
lating booster.  This  equipment  is  to  be  used  in  regulating  the 
fluctuations  of  the  street  railway  load  and  replaces  a  plant  of  half 
its  size. 


1  ilk   l.l'Ml.i  IW  SUPPLY  CO.,  of  Cleveland,  agenl  for  the  Gore 

I,,!    drill,   which   was   illustrated   and   described   in   the    February 

ue  of  the  "Review,"  reports  thai  ii   is  having  good  success  with 

this   machine   and   is    receiving  almosl    daily   inquiries    regarding   the 

working  of  this  drill      Sinci   the  rail  mills  have  been  charging  $1,00 

i,,  1   i".,  for  drilling  I I  holes   in  the  rails,  there  has  been  an   in 

demand  for  track  drills,  by  the  use  of  which,  nol  only  a  great 

saving  can    1 ade,    bul    the   bond   bob',   being   .billed     on     the 

ground,  do  nol  require  reaming  a:   thej  do  when  drilled  at  the  mill 

1  11 1    '  ,1    [ERA!    ELECTRK    CO   ha  1  n  cently  issued  the  fol 

lowing       ' in  No.  4271,  "i  olated  Planl   Switchboard;  "     Bul 

letin  No.  4272,  "Small  Direcl  Coupled  Generating  Sel    "     Bulletin 
GE  '■'.  Railway  Motor,"  Bulletin  No.  4274,  "Mag 

ttoi         Catalog  and  Prici    lit  No.  7552  1   "1 ling 

19)    "Pari    ..ii     S    [Volleys."     Plyei    N 10  I   n] 1 

60)      Pendant   Pu  h  Button  Sw  iti  hi   ."   Price  Li  1   No, 
'  Direct  Currenl    Multiple   Arc    I  amps  for 


.Ml  I'M      S    1:1  I  IVI  1  I'  CO.,  Detroit,  Mich  ,  ha     i    u<  d 
u     illu  trated    eel  ..  134,  descriptive  0  8.  I 

ventilating  and  drying  planl  1,  Forci  .1 

■  ti       1  horough  di     •  ip lis  | 

and  illu  ; lull  hou  i  d  and  thrci   quai 

t.a   ho  en,  together  v  ith    tati  tii  ,1   tabli  1 ,  pi  ii  t 

,  all.  d  to  the  impoi  tai 

id  of  tl 1  to  desig 

n  win.  h    1.1.  ih.  pull,     di   ircd    1    thej    in   buill  1  itl ghl 

01    left    hand 


18K 


STREET  RAILWAY  REVIEW. 


(Vol.  XII,  No.  J. 


lllK  WABASH  RAILROAD  CO.  and  the  WHEELING  & 
LAKE  BRIE  R.  R.,  anticipating  the  early  completion  of  the  con- 
nections of  the  Wabash  line  into  Pittsburg,  which  will  bring  that 
city  into  close  touch  with  Wheeling,  Cleveland,  Toledo,  Detroit, 
Chicago,  St.  Louis.  Kansas  City,  Omaha  and  Dcs  Moines,  have 
issued  a  handsomely  illustrated  booklet  containing  announcements 
apropos  of  the  event.  The  passenger  station  will  be  located  at 
Ferry  ami  Liberty  Sis  .  and  will  be  a  commodion 
era  in  its  appointments.  It  will  be  reached  by  elevated  roao 
ing  from  the  bridge,  which  is  to  cross  the  Monongahela  River. 


rill'.  l'AI.K  CO.,  of  Milwaukee,  Wis.,  is  engaged  in  making  a 
large  amour  l   work  and  it!    too  employes  are  being  kept 

very  busy.  The  sales  in  the  gear  and  pinion  department  are  ex- 
tremely brisk  ami  the  outlook  for  business  during  the 

son  is  exceptionally  g I  The  fact  that  this  company  makes  it- 
own  steel  for  the  manufacture  of  gears  and  pinions  appeals  very 
strongly  to  street  railway  managers  for  the  reason  that  they  get 
metal  of  the  desired  analysis-  A  number  of  contracts  for  welding 
tracks  have  been  closed  already  this  season  which  is  considerabl) 
ahead  of  the  record  in  pi  ii I  time. 


O.  D.  TRANSFORM  ERS,  is  the  title  of  an  illustrated  catalog 
published  by  the  Westinghouse  Electric  &  Manufacturing  Co..  in 
which  this  type  of  transformer  is  illustrated  and  described  in  de- 
tail. The  pamphlet  also  illustrates  the  method  of  grouping  single 
phase  transformers  for  polyphase  work  and  contains  curves  show- 
ing the  efficiencies  of  these  transformers  under  various  loads 
from  the  descriptive  features  the  catalog  contains  much  useful  in- 
formation in  regard  to  transformers  which  will  prove  of  service  to 
eis  in  connection  with  alternating  current  work. 


THE  CHASE-SHAWMUT  CO.,  of  Boston.  Mass.,  has  pub- 
lished a  small  pamphlet  ol  convenient  size  to  be  carried  in  the 
which  is  entitled  "Electrical  Data."  It  is  designed  for  the 
use  of  electrical  workers  and  contains  wire  tables  and  formulae  for 
determining  the  size  of  wire,  tables  of  equivalent  sections  of  differ- 
ent gages,  the  ampere  per  generator  and  per  motor  of  machines  of 
various  horse  power  capacities,  definitions  of  electrical  units  and 
much  other  useful  information.  It  also  contains  descriptions  of  a 
number  of  this  company's  specialties  including  fuse  wire,  enclosed 
fuses,  switches,  switch  boards,  motors  and  generators,  conduit,  rail 

bonds,    etc. 


BULLETIN  NO.  69,  of  the  Electric  Storage  Battery  Co.,  of 
Philadelphia,  contains  an  article  on  "The  Distribution  of  Electri- 
cal Energy  in  Large  Cities."  by  Louis  A.  Ferguson,  which  was 
read  at  a  recent  meeting  of  the  American  Society  of  Electrical  En- 
gineers. The  article  contains  a  description  of  the  installation  of 
chloride  accumulators  in  the  service  of  the  Chicago  Edison  Co.. 
and  points  out  tin  n  operating  expenses  which  is  secured 

by  means  of  properly  installed  accumulator  plants.  Aside  from  the 
economy  gained  in  operating  expenses,  perhaps  the  greatest  value 
of  the  storage  battery  lies  in  its  ability  to  carry  a  plant  through  an 
emergency  which  as  a  rule,  comes  with  but  little  warning  and  at 
the  time  of  heavy  lead.  A  fully  charged  battery  floating  on  the 
system  responds  automatically  to  every  call,  keeping  the  pressure 
constant,  despite  breakdowns  in  machinery  or  on  sub-station  trans- 
mission lines. 


THE  SARGENT  CO.,  of  Chicago,  heretofore  operating  an  open 
hearth  steel  plant  at  50th  St.  for  the  manufacture  of  draw  bars, 
knuckles,  coupler  parts  for  repairs,  and  a  plant  at  Chicago  Heights. 
111.,  for  the  manufacture  of  "Tropcnas"  steel  castings  and  steel 
and  iron  brake  shoes,  has  transferred  the  plant  at  Chicago  Heights, 
together  with  the  classes  of  business  done  there,  to  the  American 
Brake  Shoe  &  Foundry  Co.,  which  company  will  hereafter  conduct 
the  business  of  this  department  from  its  offices  at  Chicago  Heights. 
The  Sargent  Co.  will  continue  the  operation  of  the  open  hearth 
steel  plant  at  59th  St.,  where  its  general  offices  will  be  located. 
Plans  are  being  made  for  enlarging  the  Sargent  Co's.  works  to 
three   times   their  present   capacity. 


lished  a  small  folder  describing  its  apparatus  and  also  a  reprint 
from  Power  on  "The  Transfer  of  Heat  f,,„n  Steam  to  Water 
Through  a  Partition."     The  efficiency  of  the   f.rd  water  dependi 

upon  the  readiness  with  which   In  at    may  be  transferred  to  the  feed 

water  through   the  walls  of  the  tubes      The  tubes  in  tins,-  beaters 

•ungated  in  order  that  the  water  pass- 

ing  through  them  may  be  agitated  in  its  flow  s,,  as  t,,  bring  every 

Ontact    with    the   walls    of   the    tubes.      The    reprint 

I-    which    show 

cellenl  efficiency. 


1  lib"  NICHOLS  T.INTKN  pneumatic  track  sander  i 

lied  upon  cars  being  built  for  the  following  roads:     1 
land,   Elyria   &  Western   Railway   Co.,   F.lyria.   Cra  outhern 

Railway  Co.,  Cleveland  &  Chagrin  Falls  Electric  Railw... 

Medina  &  Southern  Railway  Co.,  Develand  &  Eastern  Kail- 
way  Co.,  Toledo  &  Western  Railway  Co.,  Western  Ohio  Railway 
Co.,  Union  Traction  Co.  of  Indiana.  Indianapolis.  Greenwood  & 
Franklin    R.    R.    Co.,    Indianapolis    &    Martinsville    Rapid    Tran- 

1  Co.  Omaha  &  Council  Bluffs  Railway  &  Bridge  Co., 
Toledo,  Fremont  &  Norwalk  Railway  Co.,  Canton  &  Akron  Rail- 
way Co.,  Hamilton,  Glendale  &  Cincinnati  Traction  Co..  Lorain 
Street  Railway  Co.,  Aurora.  Elgin  &  Chicago  Co.,  Chicago,  Harvard 
&•  Geneva  Lake  Railway  Co.,  Little  Miami  Traction  Co.  Muncie. 
Hartford  &  Ft.  Wayne  Railway  Co..  Louisville.  Anchorage  &  Pewec 
Valley  Railway  Co..  Ft.  Wayne  &  Southwestern  Traction  Co., 
Brooklyn  Heights  Railroad  Co 


THE  STERLIXG-MFAKER  CO..  on  another  page  of  this  is- 
sue, shows  working  drawings  of  the  Sterling  brake  and  invites 
attention  to  some  salient  points  of  the  mechanism.  The 
progress  made  by  this  brake  in  the  favor  of  railway  men  for  five  or 
six  years  constitutes  a  really  remarkable  history.  The  market  has 
been  invaded  by  scores  of  inventions  of  great  apparent  merit,  but 
the  Sterling  has  kept  right  on  broadening  its  field  and  doing  satis- 
factory work  day  after  day  and  year  after  year  under  all  the 
most  trying  and  danger-breeding  conditions  known  to  Street  rail- 
roading. Clearly  this  brake  must  have  the  solid  qualities  claimed 
for  it — quickness,  power,  smooth  operation  and  economy — or  it 
could  not  have  held  its  own  so  sturdily,  to  say  nothing  of  making 
new    friends  constantly. 


THE  LIBERTY  MANUFACTURING  CO..  Pittsburg.  Pa.,  re- 
ports the  following  recent  sales  of  the  well-known  "Famous"  oil 
filler  and  refiner:  New  York  Athletic  Club  Building.  New  York- 
City  ;  Onondago  Lake  Railway  Co..  Syracuse.  N.  Y.  :  T.  M.  Ramsey 
Manufacturing  Co..  St  Louis.  Mo.;  Berliner  &  Son.  New  York 
City;  Southern  Elevator.  East  St.  Louis,  Til.:  The  Grand  Leader. 
St.  Loin's,  Mo.:  Iron  River  Water.  Light  &  Power  Co..  Iron  River. 
Wis. ;  The  Arcade  Building.  East  St.  Louis.  III. ;  Ashburn  Mining 
Co.,  Folsom.  Cab:  City  of  North  Vernon.  Water  &  Light  Depart- 
ment. North  Vernon,  Tnd. ;  Commercial  Building.  St.  T..>uis  1 
Cannonshurg  Electric  Light,  Heat  X-  Power  Co.,  Cannonsburg,  Pa.: 
Colorado  Ice  &  Cold  Storage  Co..  Kansas  City,  Kas. :  Pitcher  Lead 
Co.,  Joplin.  Mo.:  Peper  Tobacco  Co..  St.  Louis.  Mo.:  Firth  Carpet 
Co.,  Firth  Cliffe.  N.  Y. ;  John  Schroder  Lumber  Co.  Milwaukee. 
Wis  :  Armour  &  Co.  Sioux  City.  la.;  George  T.  Roberts  &  Bros., 
New  York. 


MM     TAUNTON   I'"  OMOTIVE   MANUFACTURING  CO., 
which  makes  the  Wainwright  even  How  feed  water  beater,  has  pub- 


TIIF  WESTERN  ELECTRICAL  SUPPLY  CO.,  of  St.  Louis. 
reports  that  it  is  receiving  some  very  good  orders  for  the  "I.awton 
Peerless"  fender,  and  that  it  has  equipped  a  number  of  roads 
throughout  the  south  and  west  with  this  fender.  The  company 
claims  to  have  a  fender  which  will  absolutely  do  its  work,  and  do  it 
every  time:  that  it  is  strong  and  durable  and  can  be  furnished  ill 
either  wood  or  steel.  It  is  so  made  that  it  can  be  put  either  under  the 
platform  or  on  the  front  end  of  the  car.  and  will  not  interfere  in 
dash  signs  It  has  no  bolts  to  bother  with  and  can  be  removed  in- 
stantly and  is  easily  adjusted  to  any  height  from  the  rail  It  is  in- 
stantaneous in  its  action,  and  can  be  dropped  by  either  hand  or 
fool  This  fender  appears  to  possess  unusual  merit  and  those  con- 
templating purchasing  equipment  of  this  kind  would  do  well  to  ex- 
amine thoroughly  into  this  fender  before  placing  their  orders.  The 
company  issues  a  pamphlet  fully  describing  same,  which  will  be 
mailed  on  application. 


Mar.  is,  1902.] 


STREET    RAILWAY    REVIEW. 


189 


THE  STANDARD  UNDERGROUND  CABLE  CO.  announces 
thai  on  and  alter  Mar.  1,  igcs,  its  Boston  office  will  be  at  No.  1 01 
Milk  St..  the  Converse  Building.  This  removal  lias  been  made  to 
secure  larger  quarters  and   a   more  central  location. 


&  X  W.  Ry.,  the  Escanaba  &  Lake  Superior  Ry.,  and  the  same 
"ii  the  T).  S.  S.  &  A.  Ry.,  also  a  large  yard  at  Ontonagon,  Mich, 
on  the  C,  M.  &  St.  P.  Ry. 


II  li:  JOSEPH  DIXON  CRUCIBLE  CO.,  of  Jersey  City,  has 
issued  its  automobile  circular  No.  5  in  the  interests  of  Dixon's 
automobile  graphites  "Graphite",  published  monthly  in  the  in- 
terests of  D  oductions,  contains  for  March  a 
number  of  interesting  artii 


THE     CHASE    SHAWMUT    CO,     Boston,    Mass.,    announces 

that  it   has   secured  commodious  quarters  and  is  now  making  a   full 

line  of  fuse  wire,  fuse  links  1      ed  fuses,  rail  bonds,  junction 

nipples,   couplings   and   cable   clips.      The   company   is  in  a 

::    to    make    prompt    deliveries    of    all    of   the    above    lines   of 

goods. 


\VM.  B  M'VICKER.  eastern  manager  for  the  Dearborn  Drug 
&  Chemical  Works,  reports  business  in  excellent  condition.  Mr. 
McVicker  has  offices  at  120  Liberty  St.,  New  York  City,  where 
he  will  d   to  hear  from  any  one  in  the  East   who  is  having 

trouble  with  boiler  scale  or  .Uteri. .ration  of  boiler  lubes  through 
the  action  of  injurious  ingredients  in  the  feed  water.  His  compaiij 
.|..es  not  sell  a  cure-all  compound  for  preventing  scale  but  makes 
a  business  of  analyzing  the  troublesome  feed  water  in  each  indi- 
vidual case  and  prescribing  those  chemicals  that  will  neutralize  the 
scale  forming  properties 


THEHEII.  RAIL  JOIN  I    WELDING  CO.,  of  Milwaukee.  Wis., 
criptive  pamphlet  on  the  lied  improved  cast  welded 
rail    joint    ami    complete    welding    outfits,       Ibis    company   has   per- 
fected  the   cast    welded  gree   that   will   bear  the   most 

minute   scrutiny  of  engineer         li mpany  claims  that    rails  con- 

jointS  will  have  a  life  at  least  50  per  cent  longer 
than  with  the  ordinary  fish  plat,  joint,  also,  that  by  using  these 
ca-t  welded  joints  a  66-lb.  rail  may  be  used  which  will  save  the 
f  the  joint  in  first  construction.  The  results  have  proved 
that  a  uniform  and  durable  fusion  of  the  two  metals  can  only  be 
obtained  by  an  accurate  temperature  in  heating  tin  rail  ends  while 
the  pouring  is  in  operation 


PAWLING  &  II  VRNISCHFEGER,  of  Milwaukee.  Wis.  have  is 

bulletin   No.  5.  dated  January.   t<X>2.  descriptive  of  the  hand 

traveling     cranes    built    by    them.       While    their    electric     traveling 

n  nun.    the  principal  feature!     of  theii 

making  of  band  traveling  cranes  ha-   recentl)    ..named 

great  prominence.     Thi  de  of  the   best   material  and 

are    well   built    in  pert.     Thesi    an    made   in   two    types. 

called  type  A  and  type  C,  thi    former  being  built  in  capacities  from 

i  t..   10  tons   and   the  latter   in  1  arying   from   10  to  40 

I  he  bulletin  contains  many  illustration     ol  tin    1    hand  cranes 

and   a  list   of  prominent   manufacturer,    and   other   companies   for 

whom  they  have  been   installed 


THE  KELLOG  HBOARD  &  SUPPLY  CO.  is  in  rc- 

ceipl  of  a  gr.  at  many  inquiries  relative  1  1      and  the  indica 

.re  that  the  '  brisl   and  even  greatei  than 

the  field  about  Januar)    tool     ind 

'    from    tb<-    producers    in    tin-    vicinity    of    Escanaba.    Mich,    a 

large  stock  of  white  cedar  poles,  with  th.-  idea  of  furnishing  them 

on  with  1'  id  and  tclc- 

.  umber  of  poles   for  the  in 
Mich;  <  olumbu      Vlliance 
-■,.,,    11     Iowa    Indiana,  Illinoi    and  the  louthwi 

..... 

manufai  hiring  company  ti 

:.  ||    thi     i.    till 
■  II    with   ii  11   that 

1I1.  r   year 

d  io  have 

.1.1.  ■ 
I  in  yard<  the  shipping  facilities  of 
died      It   I  large  yards  on  the  C 


C.  J.  HARRINGTON,  formerly  with  the  Morris  Electric  Co., 
F.  H.  Lovcll  &  Co..  and  11.  M.  Shaw  &  Co.  has  established  a  new 
supply  business  ai  15  Cortlandt  St..  New  York  City,  under  the  style 
of  C  J  Harrington  wdicre  he  will  be  pleased  to  meet  all  his  former 
friends.  This  is  a  new  concern  but  is  thoroughly  equipped  to  trans- 
act business  in  electric  railway,  electric  lighting  and  telephone  ma- 
terial ;  also  machinery  and  general  supplies  for  the  trade.  Mr.'  H. 
J.  Newkirk.  formerly  with  Wendell  &  MacDuffie.  is  associated 
with  Mr.  Harrington.  The  firm  has  secured  a  number  of  good 
agencies,  among  which  are  the  Heil  Rail  Joint  Welding  Co.,  of 
Milwaukee:  the  General  Equipment  Co.,  of  Camden,  N.  J.;  the 
United  States  Fender  Co..  of  Camden,  N.  J.;  and  the  New  Century 
Car  Heater  Co.,  of  Jersey  City. 


THE  W.  T.  VAN  HORN  CO.,  Chicago,  reports  that  the  new 
year    has    started    out    with    excellent    prospects   for    new   business. 

The  company  has  recently  booked  the  following  orders:  220 
couplings  f,,r  the  J.  G.  Brill  Co.,  for  the  Baltimore  Traction  Co.; 
,!0  couplings  for  the  same  company  for  the  Colorado  Springs  Rapid 

1  ransit  Co..  Colorado  Springs,  Colo.:  20  car  equipments  for  the 
Boston  Elevated  and  also  equipments  for  all  of  the  rolling  stock 
of  the  Asheville  &  Craggy  Mountain  Railway  Co.  The  Brill  com- 
pany has  also  ordered  11  car  equipments  for  the  Providence,  War- 
ren &  Bristol  branch  of  the  New  York,  New  Haven  &  Hartford 
road  and  the  Cincinnati  Traction  Co.,  has  given  a  large  order  for 
No.  11  couplers.  An  order  received  through  the  Peckham  'Truck- 
Co.  calls  for  20  car  equipments  ..f  the  hall  joint,  No.  5  couplings 
for  Yokahatna.  Japan.  'The  company  has  also  hooked  recently  a 
large  number  of  smaller  orders. 


Till.  CROCKER-WHEELER  CO..  of  Ampere.  N.  J.,  has  re- 
cently received  ..  large  number  of  new  orders  for  its  engine-type 
generators  which  gives  assurance  of  the  high  regard  in  which  the 
machines  are  held  throughout  the  country.  It  has  been  the  com- 
pany's aim  to  reduce  its  generators  to  standard  sizes  that  will  give 
a  wide  range  ..f  ..inputs  and  still  maintain  speeds  corresponding 
10  those  chosen  by  most  prominent  engine  builders.  Among  others 
the  following  companies  have  recently  placed  orders  for  Crocker- 
Wheelei  generators:  Pittsburg  Reduction  Co..  New  Kensington, 
Pa.:    National    Mining    Co.,    Siigan.    Pa.;    Lake    Shore   &    Michigan 

Southern  Railroad.  Collinw I  Shops,  0  :  Federal  Lead  Co.,  Alton. 

III.:  Farrand  Organ  Co.,  Detroit,  Mich.:  Snellenberg  &  Co..  Phila 
delphia,    Pa.;    Efarrisburg   Pipe  .V    Pipe    Bending    Co.,    Harrisburg, 
Pa       American  Bridge  Co.,   New   York;  Allis-Chalmers  Co.,  Mil- 
waukee. Wis  ;   Hawley  &  Hoops.  New  York  :  Hall  ..I   Records,  New 
' 


HI  1  El  1  RIC  STOR  \'.T  r,\  TTERY  Co..  of  Philadelphia, 
Pa.,  is  engaged  in  building  and  installing  a  large  number  of  mil- 
way  and  lighting  battery  plants  thai  will  be  pin  into  operation  with 
in  'in  ni  i  r.'vi  months  In  addition  I,,  three  large  batterie  foi 
the  luin  City  Rapid  Transit  Co.,  the  following  orders  may  also 
be  mentioned  Wesl  Hampton  Park  Ry.,  Richmond,  Va.,  250 
cell  of  |8o  ampen  hours  capacity;  St.  Albans  Streel  Railway  Co., 
Sl  \lbans.  \'i  ,  316  cells;  Indianapolis  8  Eastern  Traction  to. 
Indianapoli  .  in. I  230  cells  f..r  regulation  and  emergency  work-, 
San  Juan  &  Santa  Clara  Railwaj  I '.. .  San  rose,  CM.,  264  cell 
which  "ill  furni  h  power  during  periods  of  light  load  when  the 
generatoi  planl  will  bi  hul  down;  Trenton  Street  Railway  Co., 
Trenton,  N'  J..  264  cell  ol  no  ampere  capacity;  Chippewa  Vallej 
Electric  Railroad  Co.,  Eau  Qiaire,  Wi  164  cells  ol  200  ampen 
rginla  Bla  trii    Railway  8   Devi  lopmi  m  Co.,  Rich 

tterj    of    1. 1  |o  ampen    h 1    1  apai  ity    of   which 

i"  Isi    i  ml     oi       1    i,  ni     , allow  ..f  an   in 

I      1  hit  battel  y  1    divided  into  two 

•  ■  tlon    of  140  cell    eac! pi  rati   on  •  ai  h    idi   of  the  three  wire 

■•  tew  ipan      ilsc   .1 itti  m  tlon  a    battery  of 

the  Washington    Arcade  building,  in   Detroit,  to 

regulate  the  fluctuation ed  b    eli    ind   for  night 

lighting       \noib.i    phuil    1     being   Installed   for  the   Pennsylvania 
Epileptii    Hospital,  al   Oakbourni     Pa    foi  lighting  purpose       An 


190 


STREET  RAILWAY  REVIEW. 


[Vol.  XII,  No.  3. 


other  I  in  is  lu-itiR  placed  in  the  private 

yacht  I  I  mk   I    1  lot  new  yachts 

"""    i"  ng  equipped   with  bat- 


STREET  RAILWAY   PATENTS. 


HIE    ELECTRIAL    INSTALLATION    CO.,   of   Chicago,    has 
warded  the  contract  for  the  entire  construction  of  the  inter- 
urban  line  1  Byesville     Work  ha 
commenced  and  material  is  arriving  daily. 


1  III-.  WESTINGHOUSE   ELECTRIC  X   M  \NUFACTUR1  \(i 
owing  publications:     Bulletin    No. 
1.75.  "Hi.    1"   E   Mote  ,  t.  "Small   Continuous 

Ctirri-ti!  Stationary  Motors,  type  C  A."  Bulletin  No  4.77.  "Au- 
tomatic Circuit  B  1  .  Form  D."  Bulletin  No  1-.7S. 
"Horizontal    Edgewise    Instruments."     Supplj    Department    Flyers 

Radial  Fan  Motor,"  "Snap  Sum. 
Printing  witl  N0s.  5091,  5092. 

;oo6,  "Porcelain  Cut-outs  For  123  and  150  Volts,"  "Principal 
Parts  ..f  Power  Circuil  1    mp     1  orm  ->."  "Principal 

Parts  of  Form  5.     Direi  nl   Current   Series.     Enclosed  Arc 

Lamps,"  "High    fension,  Quick   Break  Form   B.  Switches." 


PAWLING  &  HARNISCHFEGER,  of  Milwaukee,  Wis.,  publish 
a   genera]    description   of  their  products   in  catalog   L.   which  is  a 
"iok  containing  131  pages  of  illustrations  and  descriptions  of 
numerous   styles  of  cranes   mad,-  by   this  firm.     This  concern  lias 
many  improvements  in  both  standard  and  special  cranes  dur- 
ing the  past   u  years  and  it   devotes  its  entire  shop  equipment   to 
tins    line    of    work    exclusively.      Its    shops    are    equipped    with    the 
'■ry  facility   for  turning  out  work  of  a  thoroughly 
high   grade  and   no   expense   1-    spared    in    securing    the   lust    results 
in  the  design  and  if  every  part  of  the  appara- 

tus. The  catalog  contains  an  excellent  series  of  photographs  of 
the  Pawling  &  Harnischfeger  shops  as  well  as  a  very  large  num- 
lie  cranes  installed  by  this  company  in  numerous 
manufacturing  plants,  central  stations  etc.  Besides  its  standard 
cranes,  tin.  company  builds  many  of  a  special  character  for  handling 
material  in  situations  where  a  crane  of  the  usual  type  would  he  out 
of  the  question. 


Mil    1M  I'  STOKEE  CO.  of  America,  which  manu- 

factures   the  Jones    underfeed   stokers,   has    recently   closed   a    iiiini- 
Cts  among  which  the  following  may  he   men- 
tioned:    Twin  City    Rapid  Transit  Co.,   Minneapolis,   Minn.:   AmoS- 
Vfanufacturing  Co.   Manchester,  X,   II  ;   Gund   Brewing  Co.. 

0  ,  Indianapolis,  Ind. :  Theo- 
lamm  Brewing  Co.  St  Paul,  Minn.;  Reed  House.  Chatta 
Tenn.:  Stephens  Bldg.,  Detroit,  Mich.  The  contract  with 
the  Twin  City  company  calls  for  the  equipment  of  boilers  in  its 
new  power  house  now  in  thi  cout  of  erection  which  is  among 
the  numerous  improvements  now  being  undertaken  by  that  com- 
pany at  an  outlay  of  $1,250,000.  The  plant  of  the  Amoskeag  Mami 
factoring  Co..  is  operated  by  a  batter]  of  Manning  hollers  under 
which  these  stokers  will  he  used.  Mr  W.  II  Van  Sickle,  formerly 
connected    with   tl  office   of  this  company   has  recently   as- 

mpany's  New  York  office,  ion  Singer  Bldg.. 
Broadway,  New  York.    Thi  ipany's  busini 

recently  net  increa      ir   il     office  space  ami  on  March 

ins   S37   and  838  were  added  to   the   suite   formerly   occupied 
■1  the  Marquette  Bldg.,  Chicago. 


MK.  ELMER  }'.  MORRIS,  treasurer  of  the  Morris  Electric  Co.. 
of  15  Cortlandt  St.,  New  York  City,  reports  some  good  ship- 
ments of  material  to  foreign  countries,  including  a  lot  of  wire  to 
.  Mexico,  etc.  His  company  has  ju-t  shipped  SO  additional 
Monarch  fare  registers  t<  thi  tramway  Company  in  the  city  of 
Mexico,  this  making  a  total  of  loo  registers  recently  sold  to  that 
company. 


Rapid  progress  is  being  made  in  the  construction  of  the  inter- 
urban  electric  line  between  Jackson.  Mich.,  and  Battle  Creek.  It 
is  said  that  cars  will  he  running  between  these  cities  this  summer.' 


This  list  of  patents   furnished  by  T.  Reed  >  'lilt.  Patent  Attorney, 
Washington,  D.  C. 
No.  692,271,  Feb    1    1 ''  ■    1    Granbery,  Memphis,  Term.    Railway 

switch  and   mechanism    for  operating   it. 

No.  602,271,  Feb.  a.   1  I  ubery.  Memphis,  Tenn.     Railway 

switch   and   mechanism   for   operating   it. 

No.   692,272.   Feb    4,   Gidi  I    mbined 

spike    puller    and   car   mover. 

No.  692,422,  Feb.  4.  Seth  J.  Buckland,  Springfield,  Mass     Water 
shed  or  deflector  for  trolley  poles  or  ropes. 

No.  692,423.  Feb.  4.  Conrad   Bn.lhe.  Jr.,  St.  Louis,  Mo.    Electric 
signal. 

No.  692,499,   Feb.   4.   Wm.    S.   G.    Baker,   Baltimore,    Md.     Car 
truck. 

No.  692,513,  Feb.  4,  Charles  E   Gierding,  Westhaven,  Conn.    Fare 
register. 

No.  692,691,  Feb.  4,  Clifton  M    Moore,  Monroe,  Me.    Car  fender, 

No.  692,747,    Feb.   4.    Win.   H,   R.   Welton.     Akron    O.       Switch 
throwing  device. 

No.  692,259,  Feb.  4,   Lester  H.   Bayne,  Washington.   Pa.     Tram- 
way switch. 

No.   692.817.   Feb.    11.   Daniel    S.    Bergin,   Chicago,   111.     Electric 
system  for  railways. 

No.  692.938,   Feb.   11,   Abraham  L.   Sprague,   Milton,   Mass.     Car 
track   sanding  device. 

No.  692.974.   Feb.   11.  Daniel   S.   Bergin,  Chicago,  111.    Combined 
underground   and  overhead  trolley  railway. 

No.  692.085.  Feb.  11,  Nicholas  H.  Colwcll.  Pawtuckct.  R.  I.  Fold- 
ing car  gate. 

No.  693.185,   Feb.    II.   Peter   I.   Swank,  Conemaugh,   Pa.     Switch 
throwing  device. 

No.  693.351.  Feb.   n.  Bert  D.  Gibson,  Alexandria.  Ind.     Overhead 
trolley  electric   railway. 

No.   693.384.    Feb     18.    Matthew    S.    Farmer.    Washington.    D.    C. 
Railroad  switch. 

No.  693,603.  Feb.  t8.  Chas.  M.  Hobbs,  Baltimore,  Md.    Third  rail 
insulator  for  electric  railways. 

No    693,611,  Feb.  18,  Peter  M.  Kling.  Elizabeth,  X    J.     Car. 

No.  693,762,  Feb.   18,  Wm.  J  Ward.  Pittsburg  Pa.     Car  fender. 

No    693,786,  Feb.   iS.  Nicholas  II.  dwell.  Pawtuckct.  R.  I.    Fold 
ing  gate   for  electric  railway  cars. 

No.  693,935,    Feb.  25.  Chas.  A.  Willard.   St.   Louis,   Mo.     S 
attachment    for   cars. 

Xo    693,944,  F*b-  25-  Walter  J.  Bell,  Los  Angeles.  Cal. 
railway  switch. 

No.  693.060,  Feb.  25.  Albert  Fisher.  Detroit.  Mich.     Car  fender. 

No.  693.088.  Feb.  25.  Eugene  W.  Taylor  Spokane.  Wash.     Trolley 
for  electric  cars. 

No.    694.020.    Feb.    25,    Fosher    II.    Lippincott.    Philadelphia.    Pa. 
Trolley  pole  support. 

No.  694.058.  Feb.  25.  David  J.  Griffiths,  McKeesport.  Pa.     Rail- 
way switch. 

No.  694.114.  Feb.  25.  Wm.  T.  Shryock  Allegheny.  Pa.    Car  track 


The  Louisville  (Ky.)  Street  Railway  Co.  and  the  Louisville. 
Anchorage  &  Pewee  Valley  company  have  effected  an  arrangement 
whereby  the  cars  of  the  latter  will  enter  the  city  over  the  tracks 
of  the  Louisville  company. 


Owing  to  the  blizzard  which  swept  over  New  Jersey  on  February 
17th.  cars  on  the  lines  of  the  North  Jersey  Street  Railway  Co.  out 
of  Jersey    City    were   operated   irregularly,  and   the   entire   force   of 

.now  sweepers  was   in  demand. 


February  1  rt li  the  hoard  of  supervisors  of  San  Francisco  passed 
the  following  resolution:  "Resolved,  That  the  hoard  of  super- 
visors hereby  declares  its  determination  to  commence  and  com- 
is  soon  as  the  law  will  permit,  the  necessary  proceedings  to 
construct  and  operate  a  modern  municipal  electric  railway  system 
on  Geary  street  and  Point  T. olios  \Vc.  covering  the  present  Geary 
Street.  Park  and  Ocean  Railroad  franchise,  the  terminal  of  the 
completed  system  to  be  the  ferry,  foot  of  Market  street  and  Golden 
Gate  Park." 


1 


--' 


STREET  RAILWAY  REVIEW. 


191 


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Addriss  all  Communications  and  Rtmittancis  to  Windsor  &  Ktnfiild  Publishing  Co., 
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CORRESPONDENCE. 

We  cordially  invite  correspondence  on  all  subjects  of  interest  to  those 
engaged  in  any  branch  of  street  railway  work,  and  will  gratefully  appreciate 
any  marked  copies  ol  papers  or  news  items  our  street  railway  friends  may  send 
as.  pervAtainff  either  to  companies  or  on 


DOES  THE  MANAGER  WANT  ANYTHING? 

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

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


VOL.  XII. 


APRIL  15,  1902. 


NO.  4 


The   decision   m   the    Detroit   3-cenl    tare   case   rendered   by   the 

United  Siau--   Supreme  Court  last  month  affirmed  the  decision   of 

nited    States   Circuit    Court    rendered  a   year  ago,   ami    1-    a 

Ireet    railway.     The   Detroit    case   i-.  we  believe, 

at  fare  casi      « hich  has  been  carried  t" 

deral  Supreme  Court,  but  the  result  wa    no     urprise  t"  those 

who  have   followed  il  1    similar  litigation   in   the   lower 

Ii  may  now  be  taken  a-  settled  that  an  ordinance  fixing  a  max- 
imum rate  of  fare  which  was  a-  an  inducement  fur  the  company  t" 
build  il  contract  that  1  innol   l«-  im- 

iicil  under  a  power  t"  "regulate"  which  may  have 


We  notice  that   in  the  assignment  of  papet     to  bi    read  al   the 

coming  meeting  of  the    American   Street    Railwaj  ion  thai 

ide   by   giving   thi      ubjecti    to  the    railway 

■  '   of  to  individuals  a-   ha-   formerly  been   done 

hangc  will  !.•   .1  la  10  ficial  one  1 
as  well  •    who  pupate  ■  Most  all  of  1! 

holding  erj 

would    naturally  In  nil  - 

ompany  by   which  il  - 
employi  :unii>ii  the  papei  nip. my.  hi 

obliged  i"  pul  the  preparation  of 
of  one   of   11     emplo  ualified 

ill    feel    far   inoie   al    li| 
aire, I   f.,r   •  1011  of  the    paper    when   am 

by  hi*  11  In-  would  ai  the  request  of  the 

n  of  his  empli 

1   il 

ni  they 
will  f.  bility  in  then  preparation  than  if  they 

'    opinion    of    thl 
emi.l' 


In  lliis  issue  is  presented  a  description  of  the  chief  physical  char- 
acteristics and  some  of  the  operating  details  of  the  Hudson  Valley 
Railway  l'o.  To  one  who  finds  interest  in  studying  "possibilities" 
in  transportation  enterprises  this  Hudson  Valley  property  afford- 
rare  opportunities  for  conjecture.  Here  is  an  instance  of  an  elec- 
tric road,  having  a  tributary  territory  100  miles  long  and  50  miles 
wide,  and  a  resident  population  of  100,000  along  iis  lines  with  250,- 
000  more  within  10  miles  of  its  southern  terminal,  which  proposes, 
in  competition  with  a  steam  road  and  a  canal,  to  do  for  the  section 
served  all  that  a  steam  railroad  could  do,  and  moreover  it  pro- 
poses   10   do   it    at   far   less  cost    to  itself  and   to   its    patrons. 


While  the  growth  of  the   trolley   freight   and   express   business    is 
generally  welcomed  as  an  advantageous  addition   to  the  transports 
tion    facilities  of  suburban  communities   we  occasionally  find  people 
who  can  only  see  disaster  to  country  merchants  as  a  result  of  the 
trolley    invasion. 

\n  editor  in  Jersey  City.  N.  J.,  where  a  hill  authorizing  the 
carrying  of  freight  and  express  by  trolley  has  been  introduced, 
-tales  that  the  trolley  freight  hill  may  he  a  good  thing  for  rural 
and  suburban  sections  hut  it  will  not  he  a  good  thing  for  country 
-tores  because  all  manner  of  goods  will  he  ordered  from  the  large- 
cities  and  shipped  by  trolley  freight.  He  believes  it  will  also  be 
a  had  thing  in  large  cities  because  there  is  no  more  room  on  the 
Streets  for  any  more  cars.  This  same  complaint  has  been  beard  re 
peatedly  in  nearly  every  place  where  improved  transportation  facil- 
ities have  been  proposed,  hut  we  believe  the  place  slid  remains  to 
be  found  where  the  establishment  of  trolley  lines  or  trolley  freight 
has  proved  anything  but  a  benefit  to  the  country   -lores  which  it 

reaches.  The  trolley  has  prove, I  lo  be  in  every  instance  a  most 
important  factor  in  building  up  suburban  communities,  and  in  spite 
of  the  fact   that   some  few    orders  may  be  transferred  from  the  coun- 

ii\  -ion-  to  the  larger  cities,  the  country  merchant  within  a  short 
time  will  have  several  customers  where  be  previously  had  one, 
owing  to  the  colonizing  effect  of  the  trolley.  There  is  also  no 
reason  why  the  country  merchant  should  he  le-s  wide  awake  and 
progressive  than  bis  city  competitor  and  with  the  natural  increase 
in    his    business    which     follows    the    increase    in    population     he    is 

placed  in  a   position  to  buy  more  extensively  and  consequently  at 

better  prices.  His  rent  is  proportionately  much  smaller  than  that 
of  the  city  merchants  as  are  also  bis  running  expenses,  and  in 
addition  there  i-  the  cost  of  delivery  from  a  larger  city,  so  that 
there  seem-  to  be  no  reason  why  he  cannot  compete  with  hi-  citj 
rival-   with   entire   SUCCeSS.      In   looking  over  the  communities   where 

the  trolley  has  been  introduced  we  find  that   in  almost   every  case 

be  has  done  SO.  We  have  yet  lo  bear  of  a  single  case  of  business 
failure    due   to   the    introduction   of   trolley-   or   trolley    freight    lines. 


Elsewhere  we  print   an  article  by  Mr.   II.   M     Sloan,  general   man- 
ager of  the  Calumet   Electric  Street   Ry.,  on  "Municipal  Ownership 

and   Operation   of  Sine]    Railways,"      The    subject    is   a    live   one   in 

Chicago  ai  the  present  lime  owing  io  the  attitude  of  many  of  the 

city    officials    who    are   advocating    ihe    purchase    by    the    city    of    the 
Chicago    street    railways   as   soon   as   their    franchises   shall    have   e\ 
pired,      While   the  arguments    for  and   again-l    nnmipical    ownership 
are    al SI     inexhaustible    and    (he    subject    ha-    been    Ihra-hed    OUl 

1    Mr    Sloan  presents  a  number  of  facts  which  are 

practical  rather  than  theoretical  and  which  should  appeal  to  every 
lio  seriously  considers  this  question 
1  fin-  point  alone  which  he  brings  oui  is  in  reality,  sufficient   to 

di  1 1  the  wie  "on  ni  munipica!  ownership,  that   i-.  what  ad 

vantage  ,  mi  ib.  re  be  lo  the  municipal ily  in  owning perating  the 

Heel    iailwa\      when   thl    city    i-  already   in   a   position    I"  inak.     .on 

ind  I"  exact  anj   pensation  il  deem-  adequate  from  the 

lini     1  wned  bj   private  parties?     in  either  case  the  'iii    is  reallj 
the  ma  tei   ol  'le     ituation  and  by  granting  franchises  to  the  pri 
"    11   cannot  only  demand   whatevei    c pensation   for 

imi      ''       •  •        In     bill     il     avoid-    all     llu     details    and     pol il 

■huh   would   be   involved   111   1 licipal   ownership   or 

||     "'Il 

'in.    oi   Ho    111. ib. ni     mentioned   in   this   papei    1     to  grant    the 

franchii  e  on  a  percentagi    I I  pro'  ide  thai   all   nel   " 

:  percentagi    on  the  capital  made  by  the 

•  11  io  ib.   city      1  hi    method  of  sei  in  mi pi  ni  a 

the  city  has  been  tried  in  variou    placi     and  while  il   hs 


L92 


STREET  RAILWAY  REVIEW. 


(Vol  XII,  No.  4- 


generally  proved  a    failure  as   far   as   cash    return!    arc  concerned, 
it  is  indirectly  a  facial  arrangement   for  both  parties  to 

the  contract.    Under  these  conditions  the  company  is  pretty  sure  to 
take  care  that  its  net  earnings  do  not 

which  it  pays  a  portion  to  the  city,  but  in  keeping  its  net  earnings 
down  to  this  figure  its  surplus  is  spent   in  bi 

tcm  and  improvements  in  the  service,   so  that  while  the  city  treas- 
ury benefits  hut  little  if  any  in  cash  receipts,  the  traveling  public 
who  patronise  the  car  lines  is  considerably  benefited  by  the  in 
ments  both  in  the  service  and  the  equipment  of  the  road. 

These  considerations  apply  of  course  only  to  where  the  city's  com- 
pensation is  fixed  as  an  amount  over  and  above  certain  net  earnings. 
If  a  certain  percentage  of  the  gross  earnings  of  the  road  revert  to 
the  city  a  considerable  cash  income  may  result,  but  such  a  percent- 
age must  be  conservatively  estimated  or  it  may  result  in  gross  in- 
justice to  the  stockholders  if  the  compensation  demanded 
ccssive. 

Apropos  of  municipal  ownership  and  operation  thi    recenl 
of  the   Montreal    Street  Railway  Co.  in  asking  that   it   be  permitted 
to  remove  the  snow  from  the  streets  now  occupied  by  it.  '1 
attention.     The  work   is  now   done  by   the   city   the   street   railway 
company  paying  a  share  of  the  cost,  and  the  company  claims  it  can 
do  the  work  in  one-fourth  the  time  and  at  one-half  the  cost 
pared  with   city   supervision.     Here   is   an   object   lesson   as   to   the 
relative   efficiency  of  public  and  private  employes  and  the   relative 
rost  of  public  and  private  administration. 


At  the  municipal  election  held  in  Chicago  April  rst  the  electors 
were  invited  to  give  an  expression  of  opinion  on  the  desirability 
of  the  city  acquiring  ownership  of  the  street  railways.  The  total 
votes  cast  for  aldermen  was  204..171.  this  number  being  less  than 
57  per  cent  of  the  votes  cast  in  the  city  at  the  presidential  election 
in  1000,  .164,545.  On  the  street  railway  referendum  the  total  of 
votes  was  rS0,s8l;  of  these  124.504  were  for  and  25,987  against 
municipal  ownership,  a  majority  in  favor  of  the  proposition  of 
08,007.  Only  7.1  per  cent  of  those  who  voted  at  the  election  voted 
on  the  municipal  ownership  question,  and  those  in  favor  of  the  city 
owning  the  street  railway  constituted  but  .14  per  cent  of  the  number 
voting  in    IQO0. 

The  question  submitted  was  purely  an  academic  one,  because  the 
city  has  not  power  to  acquire  street  railways  nor  is  it  at  all  prob- 
able that  the  legislature  will  ever  grant  the  necessary  power  to  the 
municipality.  The  only  effect  of  the  vote  on  this  question  has  been 
to  lead  the  mayor  of  Chicago  to  take  the  position  that  discussion 
of  the  terms  on  which  the  existing  street  railway  franchises  are  to 
be  extended  should  be  postponed  until  the  Illinois  Legislature  has 
had  another  chance  to  refuse  to  give  the  city  the  right  to  own  the 
railways. 

The  Chicago  Tribune  takes  the  position  that  the  city  of  Chicago 
is  utterly  unfit  to  operate  a  street  railway.  The  city  has  been  cx- 
trcmelv  slow  in  repairing  some  of  its  bridges  and  the  Tribune  says: 
"If  it  takes  a  munipical  corporation  fifteen  days  or  more  to  make 
bridge  repairs  which  ought  to  be  made  in  three  days,  how  long 
would  it  take  a  municipal  corporation  operating  a  street  railroad 
to  make  repairs  which  a  traction  company  rushes  through  in  from 
one  to  three  hours."  And  in  conclusion:  "A  municipal  corpora- 
tion which  never  is  able  to  make  bridge  repairs  promptly  is  not  to 
be   trusted    with   the  operation  of  an   electric   street    railway" 

We  believe  that  the  conditions  which  would  make  the  city  IfflSat 
isfactory  as  an  operator  also  would  limit  the  efficiency  of  the  service 
were  the  lines  owned  by  the  city.      A  public  corporation   is  always 
slow  to  install  new  devices,  and  is  wasteful   in  its  administration. 


Elsewhere  we  print  an  abstract  of  a  paper  recently  read  before 
the  Western  Railway  Club  on  "Vision.  Color  Scn<=e  and  Hearing" 
which  describes  the  tests  of  these  senses  to  which  applicants  and 
employes  of  the  best  managed  steam  railroads  are  submitted.  The 
subject  is  one,  however,  which  will  be  of  interest  to  street  rail- 
way managers  and  more  especially  to  those  operating  long  distance 
high  speed  roads. 

While  few  of  the  electric  companies  have  as  thoroughly  organ- 
ized operating  department  as  the  older  steam  roads,  the  tendency 
to  improve  the  operating  departments  is  distinctly  marked  at  the 
present  time,  and  on  a  number  of  the  more  thoroughly  organized 
tlectric  railways  cars  or  trains  are  run  according  to  the  dispatcher's 
crders  and  are  governed  by  semaphore  or  other  visual  methods 


of  signalling.     This  requires  that   motormen  should  be  as  thi 

'  v   tested    for  ilor    blindness   and   hearing    as   are 

locomotive  engineers,  and  the  necessity  lor  this  is  perhaps  more 
pronounced  in  the  foqner  than  in  the  latter  case  as  the  molor- 
man  operates  his  car  or  train  at  speeds  often  approximating  those 
of  the  steam  railroad  trains  and  upon  public  highways  and  other 
streets  often  thronged  with  pedestrians.  On  a  number  of  strict 
railways  the  motormen  arc  now  tested  for  defects  of  this  nature. 
and  we  believe  the  time  will  come  when  such  tests  will  be  gener- 
ally required  for  the  operating  departments  of  street  railways. 

Several  years  ago.  the  employes  of  the  Twin  City  Rapid  Transit 
Co.  were  submitted  to  similar  tests  and  quite  a  number  of  men 
were  found  who  possessed  various  ocular  defects  which  totally 
disqualified  them  for  operating  cars.  These  men  were  subsequently 
given  employment  in  other  departments  of  the  company  and 
their  places  filled  by  men  who  could  pass  the  required  tcMs. 

Another  point  which  may  be  mentioned  in  connection  with  this 
subject  is  the  favorable  impression  which  is  created  by  such 
examinations  in  case  of  an  accident  involving  litigation  of  ques- 
tions where  hearing  or  color  sense  are  in  issue.  The  court,  the 
jury  and  the  public  will  be  far  more  favorably  impressed  by  the 
knowledge  that  the  company  had  been  sufficiently  thoughtful  of 
the  public  welfare  to  compel  examinations  for  sight  and  hearing 
than  were  no  such  records  on  file.  There  are  many  well  authen- 
ticated cases  of  accident  caused  by  nearsightedness  of  motormen 
which  have  cost  street  railway  companies  many  thousands  of 
dollars.  

The  committee  which  has  in  charge  the  preliminary  organization 
of  the  "Street  Railway  Manufacturers'  Association"  is  much  grati- 
fied by  the  keen  interest  shown  in  the  proposed  association  by 
the  firms  and  individuals  which  exhibit  at  the  A.  S.  R.  A.  conven- 
tions. Replies  have  already  been  received  from  a  large  percentage 
of  those  to  whom  announcements  were  sent  by  the  committee,  and 
these  are  practically  unanimous  in  regard  to  the  advantages  of  a 
plan  such  as  proposed.  Some  express  a  desire  to  know  definitely 
what  will  be  the  cost  of  membership  and  the  scheme  of  organiza- 
tion; these  questions  it  is  of  course  impossible  to  answer  at  this 
time  because  no  action  will  be  taken  until  the  meeting  of  supply 
men  to  be  held  in  Detroit  on  October  8th  next. 


The  development  of  manufacturing  industries  in  America  to  their 
present  state,  where  there  is  in  all  foreign  lands  a  well  defined 
fear  of  "peril"  of  American  competition,  has  been  very  largely  due 
to  the  adoption  of  certain  fundamental  principles  on  the  part  of 
shop  and  mill  owners.  These  are  first,  the  use  of  special  and  auto- 
matic machinery  whenever  possible:  second,  the  immediate  adoption 
of  improvements,  even  at  the  cost  of  scrapping  the  older  equip- 
ment ;  third,  the  use  of  every  means  to  encourage  workmen  to  push 
the  output  up  to  the  limit  of  the  existing  tools,  and  to  suggest 
improvements  in  machinery  and  methods  whereby  a  saving  either 
in  time  or  labor  can  be  effected. 

The  most  effective  method  of  securing  the  efficiency  of  the  manu- 
facturing plant  is  recognized  to  be  a  system  wherein  the  compen- 
sation of  the  workmen  is  based  upon  the  amount  of  work  turned 
out,  and  not  solely  upon  the  time.  The  various  plans  which  have 
been  adopted  are  sufficiently  well  known  to  our  readers  under  the 
names,  piece  work,  premium  system,  differential  rates,  etc.  The 
principal  difficulty  in  applying  these  scales  of  wages  has  been  that 
too  often  not  sufficient  care  was  exercised  in  establishing  the  I 
for  piece  work  in  the  first  place.  If  amicable  relations  are  to  exist 
between  employer  and  employe  there  cannot  be  continual  cutting 
of  piece  work  rates,  unless  the  cut  is  justified  by  the  introdui 
of  improved  machinery;  consequently,  the  rates  should  be  deter- 
mined in  the  first  place  only  after  the  most  carefn'  ition 
and   experiment. 

While  Hi.  advantages  of  piece  work  for  manufacturing  plants  arc 
recognized,  it  has  not  generally  been  considered  that  the  system 
could  be  successfully  applied  in  shops  devoted  to  repair  work, 
and  therefore  the  article  on  the  "Repair  Shops  of  the  North  Jersey 
Street  Railway  Co.",  on  page  223  of  this  issue  will  be  particularly 
interesting  to  master  mechanics.  In  these  shops  all  repair  work 
is  done  by  the  piece  with  most  satisfactory  results,  and  the  scale 
of  prices  which  is  given  on  page  228  will  be  of  the  greatest  assist- 
to  others  who  are  desirous  of  adopting  a  similar  systra, 

Interesting  data  on  the  economy  of  painting  cars  by  piece   work 
were  given  in  the  "Review"  for  November,  1000,  page  649. 


AlR.     Ij.     1902.] 


STREET    RAILWAY    REVIEW 


193 


The  Hudson  Valley  Railway. 


Articles  of  Incorporation— Territory  Traversed— Track  and  Line  Construction— Bridges  and  Masonry— Power 
Generation  and  Distribution— Car  Houses— Freight  and    Express  Business— Park  System— Personnel. 


By  an  act  of  incorporation  passed  in  1901  there  were  merged 
into  a  single  corporation  six  street  railway  companies  owning  lines 
in  eastern  New  York  and  there  was  formed  thereby  the  longest 
intcrurban  electric  road  in  New  York,  and  one  of  the  longest  in 
the  United  States.  The  companies  consolidated  were:  The  Glens 
Falls,  Sandy  Hill  &  Fort  Edward  Sti 
Railroad  Co..  the  Warren  County  Rail- 
way Co.,  the  Greenwich  &  Schuylerville 
Electric  Railroad  Co.,  the  Sa 
Traction  Co.,  and  the  Saratoga  North- 
ern Railway  Co.  These  pr.  ip 
first  individually  acquired  by  what  is 
known  as  the  Powers-Colvin  syndicate 
and  were  then  transferred  to  the  m 
crating  company. 

The  corporate  title  of  the  company  has 
been  fittingly  chosen  for  the  consolidated 
lines  with  such  extensions  as  have  been 
added  under    the  new 
management    form    a         UOVW'11         ,\ 
continuous        electric 
railway      system 
through      the      upper 
valley  of  the  Hudson 
River    from  the  head 
of  navigation  at  Troy 
and   Albany  to    Lake 
George  and    into    the 
foot  hills  of  the  Adi- 
rondacks,  70  miles  to 
the  north — a  tcrr 

unusual    in   its   historic,   scenic,   agricultural    and 
commercial  For  most  of  the  distance  the 

Delaware  &  Hudson  R.  R.  by 
a  route  some  nine  miles  shorter  and  the  Cham- 
plain  Canal. 

ideally  the    Hudson  Valley  forms  a 
natur  I   ike   George  and 

Champlain.  and  ihe  natural 

outlet  to  t:  try — the   valley  of   tli 

the     Hudson   mar 
nial  and  pr''  colonial   times  the 
bunting     ground   a 
the  trail  path  for  the  white  trader  and  Indian  alike,  and  later  be- 
came tl  d  war  path  for  ':  ■Ii.iti  Nations,  the 

t   Albany  and  Ft.  Orange  and  the 
11  later  thi 

my  of  Hi'    most  stirring 


actions  of  the  Revolutionary  war.  It  is  said  that  this  valley  has 
been  debatable  ground  in  no  less  than  nine  important  wars.  As 
can  be  easily  imagined  these  strenuous  deeds  and  incidents  have 
left  almost  innumerable  landmarks,  battlefields,  and  points  famous 
in  history  and  tradition,  which  have  become  places  of  pilgrimage 
for  tourists  and  sightseers  and  will  have  an  appreciable  influence 
on  the  earning  power  of  the  electric  railway. 

Added  to  this  pleasure  travel  the  new  consolidated  system  will 
enjoy  a  large  part  of  the  excursion  and  tourist  travel  to  Lake 
George  and  Saratoga  and  still  in  addition  to  these  attractions  the 
company  has  established  three  important  parks  of  its  own. 

Commercially  the  Hudson  valley  is  the  site  of  hundreds  of  mills 
and  factories  attracted  by  the  abundant  water  power  afforded  by 
the  upper  Hudson  and  its  tributaries.  The  products  are  chiefly 
paper,  wood  pulp,  lumber,  wall  paper,  collars  and  cuffs,  machinery, 
farming  utensils,  cement  and  cotton  cloth.  Some  of  the  largest 
mills  in  the  world  in  these  lines  are  located  in  this  valley.  As 
stated  at  greater  length  elsewhere,  the  Hudson  Valley  Ry.  is  already 
hauling  much  of  this  outgoing  freight  in  carload  lots. 

The  territory  covered  is  rich  in  productive  farms  and  the  freight 
business  will  include  the  transporting  of  all  kinds  of  garden  truck, 
dairy  products  and  farm  produce  to  Albany  and  by  railroad  and 
steamboat  connections  from  there  to  New  York. 

A  considerable  source  of  revenue  will  be  the  carrying  of  the 
employes  of  the  mills  and  factories  to  and  from  their  work,  and 
for  this  class  of  patrons  the  company  provides  workingpeoples' 
tickets  at  33  rides  for  $1.00  for  certain  local  fares  and  half-fare  for 
longer  distances.  Upon  the  city  lines  of  Glens  Falls  which  form 
part  of  the  Hudson  Valley  property  these  tickets  are  especially  in 
demand. 

At  Albany  connection  is  made  over  the  lines  of  the  United  Trac- 
tion Co..  with  the  Albany  &  Hudson  Ry.  running  down  the  Hud- 
son River  to  the  town  of  Hudson;  with  the  Schenectady  Ry.  run- 
ning to  Schenectady  and  there  connecting  with  the  electric  division 
of  the  Fonda,  Johnstown  &  Gloversville  R.  1\  With  the  exception 
of  the  Albany  &  Hudson  road  there  is  a  community  of  interests 
among  all  the  systems  just  mentioned. 

TRACK  AND   OVERHEAD  DEPARTMENT   AND   SAFETY 
SIGNALS. 

The  total  main  track  owned  by  the  company  including  the  branch 
to  Greenwich  and  the  branch  to  Saratoga  Lake  is  103  miles.  With 
the  exceptions  of  jhorl  ti  Holies  of  girder  rails  in  Glens  Falls  and 
Saratoga,  the  track  is  laid  with  60  or  70-lb.  T-rails  on  ties  6  x  6  in. 
x  8  ft.  The  road  bed  is  gravel  ballasted  and  in  all  new  work 
gradei   are  limited  to  1  pel   cent,  and  no  curves  are  to  exceed    . 

The    roadbed    is    1  I    ft.    wide   anil    in    heavy    fills    is    16    ft. 


VALLEY  Ol     llll.  111  i'  I     I  H"M  TBI  BATTLEFIELD  01    11     II      BEIGBTI 


194 


STREET  RAILWAY  REVIEW. 


[Vol    XII.  No   4- 


wide.  Cuti  are  -•-■  it  wide  Iti  most  ol  ii»-  track  work  the  ilopei 
;n  tin-  lidea  .ir<-  i'.  to  i.  except  in  clay  work  where  they  :irc 
madi  . « 1 .- ■  1 1 1  iij  to  i  In  Gila  up  i"  ta  ft.  in  depth  vitrified  pipe 
is  put  in  tor  drainage,  but  in  deeper  til  I  -  cast  iron  pipe  is  used 
There  an-  a  lew  concrete  culverts. 

I  In-  rails  .in-  bonded  with  :i  new  styl«  "i  rail  bond  which  « .i~  ii' 
vised  by  Mr.  J    A    Powers,  general   manager  of  the  road.     This^ 


-l"  r,     '-    - 


\PK      I?.     1002.] 


STREET  RAILWAY  REVIEW. 


195 


comprises  I  set  of  tinned  copper  leaves  I-IOO  in.  thick,  the  number 
Spending  on  the  conductivity  desired,  and  held  in  place 
by  two  .-in  copper  rivets  driven  in  the  end  of  the  rail  I  in. 
from  the  end.  Corrugation  in  the  leaves  between  the  rivets  make 
the  necessary  provision  for  expansion.  The  rails  are  drilled  and 
the  surface  faced  off  under  the  rivet  head  and  the  rivet  driven  by 
steam   or   hydraulic   pressure. 

The  trolley   wire   is    No.    COO  copper  of  figure  8   section   and  two 

wires  are  strung  the  whole  distance  thus  avoiding  overhead  switches 

and  lessening  the  chance  of  a  total  breakdown  through  the   snap- 

'    a  trolley   wire.     The  wires  are  suspended   from  home-made 

brackets   carried  on  35-ft.  chestnut   poles  having   not   less  than  "-in. 

Overhead  material  was  supplied  by  the  Ohio  Brass  Co. 

About  85  miles  of  the  road  are  on  private  right  of  way  most 
of  which  is  50  ft.  wide  or  over,  making  it  possible  to  double-track 
the  r. .ad  when  the  increase  in  traffic  demands  it. 

To  the  matter  of  .1  reliable  signal  system  the  company  has  given 
considerable   consideration.      As   the   first    precaution  a  private   tele- 


SPECIAL  RAIL  BOND. 

phone  line  has  been  installed  with  telephones  in  booths  at  turn- 
outs and  instruments  in  all  the  company's  offices,  car  barns  and 
power  houses.  The  dispatching  of  cars  is  done  by  telephone.  Car 
reporting  and  regular  orders  are  verbal  but  variation  from  the 
regular  schedule  arc  only  made  by  using  a  triplicate  train  order 
ticket.  The  motorman  receives  the  order  over  the  telephone,  it 
is  repeated  back  by  the  conductor  and  checked  by  the  dispatcher, 
the  conductor  punching  an  order  slip  in  triplicate,  one  copy  to  be 
taken  by  the  conductor,  the  second  by  the  motorman  and  the  third 
is  deposited  in  a  box  kept  for  the  purpose  so  that  there  is  always 
a  means  of  checking  or  verifying  the  orders.  The  system  is  found 
to  be  a  trifle   cumbersome   but    is   believed   to   be    reasonably    safe 


more  than  one  car  in  a  block,  the  practice  is  to  allow  the  con- 
ductor of  the  first  car  to  unlock  the  block  and  bold  the  switch 
over  until  all  the  ears  have  entered,  the  last  car  to  carry  the  staff, 
and  all  the  cars  carry  the  regular  "car  following"  signal,  lights  by 
night  and  flags   by  day.  as  is  done  on    steam  roads. 

.Mr.  Powers  is  still  giving  this  matter  of  protective  signals  close 
Study  and  is  of  the  opinion  that  the  successful  signal  system  of 
lite  future  will  be  one  in  which  the  stationary  block  will  be  elimin- 
ated, and  the  automatic  indicator  on  the  car  itself  substituted  there- 
for, lie  believe-  it  is  not  impossible  to  arrange  a  circuit  whereby 
an  incandescent  lamp  in  the  motorman's  vestibule  will  light  up 
when  another  car  approaches  from  either  the  front  or  rear  say 
within  a  distance  of  a  thousand  feet.  He  thinks  perhaps  some- 
thing, like  the  system  employed  in  tall  office  buildings  for  signalling 
the  operator  and  also  for  indicating  the  approach  of  the  elevator 
ear,  can  be  applied  to  the  problem  of  signalling  on  electric  roads. 

In  times  of  fog  or  storm  it  is  the  practice  on  the  Hudson  Valley 
road  to  forbid  any  car  to  leave  its  switch  except  after  it  has  met 
and  passed  the  regular  car  going  in  the  opposite  direction,  and 
the  rule  is  adhered  to  even  if  it  ties  up  the  road  indefinitely.  It 
is  believed  that  absolutely  no  chances  should  be  taken  in  mist  or 
Fog  when   operating  a   single  track   road  at  high   speed. 

Wherever  necessary  to  put  in  bridges  or  trestles  the  company 
has  adopted  the  policy  of  using  concrete  arch  masonry  bridges. 
Mr  Powers  informs  us  that  the  cost  of  this  concrete  arch  work- 
is  practically  the  same  as  steel  truss  bridges  with  the  required 
masonry  abutments  and  is  believed  to  be  more  durable,  less  expen- 
sive to  maintain,  and  more  satisfactory  in  every  way.  The  concrete 
arches  on  the  road  range  from  20-ft.  spans  upward,  and  there  arc- 
two  spans  of  100  ft.  each  with  75  ft.  of  concrete  viaduct. 

The  plans  which  we  reproduce  on  page  104  show  an  over  cross 
ing  structure  on  the  Hudson  Valley  Ry.  between  Mechanicsville 
and  Ballston.  It  carries  the  electric  railway  over  the  tracks  of  the 
Boston  &  Maine  and  the  Delaware  ec  Hudson  railroads,  and  will 
be  completed  by  May  1st,  when  connection  will  be  made  between 
Mechanicsville  and   Saratoga. 

There  will  be  two  steel  girder  spans  over  the  railroads,  one  of 
68  ft.  anil  the  other  87  ft.,  the  sub-structure  for  these  is  to  consist 
of    concrete   abutments,    pier    and    pedestal.      On    the    "hog's    back" 


ti't/t'aip 


52T /'3*<r*as 


jHWAW'  - 


3fcr/0A'  r///f0&6#  £f" 


sti    I  IONS  Of  COM  RK'I'K    WORK. 


Sfcr/0#  /-///rot/G//  "G// 


on  portions  oi  the  road  having  sharp 
1  :'  di  lam  e  in  ad 
.ink   gri  atest,  the  movable 
tried  with  latisfactory  result!     On  thi 

;ring    .brad    is    put    at    •  .nil    end   of    tin     1,1,,,  k 

locked  with  a  duplicate  padlock,  the  key  to  which 

be  motorman  can  get   hit  cat    oul   rd  the 

block,    but    i  .1    Mock    withoul    having    pc 

ff  and  tin   attached  key.     When    1  1  block  the 

'tf  with  bun  and  delivers  il  to  thi   oppo  ing 

ear  at  tbr  ,•  1  tb.-  block      I  be  system  I  lapted  for 

11  delay  would  be  too 

•  I    trark    it    has   many   points 

nd  11      If  the  travel  becomes  heavy  enough  to  require 


between  the  pier  ami   thi    beginning  of  arch     pan.  there  will  be 
concreti    retaining   wall  and  fill   in  center,      the   Anthony   Kill  is 

ed  with  1  li  1  • eti   arches,  two  spans  ,,i  100  ft,  each  and 

"i  55  (1      1  be    ise  of  the  former  is  20  ft    and  the  latter 

1a  ft 

1  In-  false  wrk  1  1    oi  pili  .  driven  down  to  rock  and  tlmbei 

paced   in  ft,  apart      lie    covering  consists  of  double   1  in, 

11 reti    <  in  "I,    md  laid  according  to  thi    following  specif! 

■  ationt : 

1  ■  in, hi      \iu  1  I,    ol   i"   '  qualit]   ol  freshly  binned  and  ground 

hydraulii  a  id  be  1  qual  in  qualitj  to  thi   be  I  bi li  of  ce 

menl     li  will  i»     ubjeel  to  li  1   mad.   bj   il 1 :er  or  bis  ap 

-I  it,  |><  1 1. .1  .ui.|       nd    '   proof   ten  ill    oi   50  lb,  per    q    in 


1% 


STREET  RAILWAY  REVIEW. 


[Vol.  XII,  No.  4- 


of  sectional  area  on  Specimens  allowed  a  set  of  30  minutes  in  air 
and  24  hours  under  water. 

Concrete. — Concrete   shall    1»    c posed    of    fragments   of   hard, 

sound  and  acceptable  stone  <>r  clean  gravel,  broken  to  a  size  that 
will  pass  through  a  2  in.  ring  in  any  direction,  thoroughly  clean 
and  free  fnun  mud,  dust,  din  or  any  earthy  admixture  whatever. 
It  is  to  he  mixed  in  proporh  in  hulk  of  the  hroken 

ind  clean  gravel,  to  one  part  of  fresh  made  cement  mortal 

of   the  quality   described,  an. 

in   layers   not  exceeding  9   in.    in   thickness,   and  oughly 


will  be  stepped  up  to  22,000  volts  for  transmission  to  the  converter 
and  transformer  sub-stations.     The  transmission  line  will  be  No.  3 
wire  supported  011  pol  .inns.     The  high- 

potential  wires  will   he  carried  on  the  outside  of  the  poles  leaving 
ill.-  inside  pins  1 

The  live  direei  current  stations  now  owned  by  tin  company  were 
taken  over  with  the  individual  companies  at  the  tune  of  the  merger 

Much  of 

I'd    it    would 

seem  thai  ed  from  the 


K   WORK    FOR  CONCRETE  AKCH     HTDSoN  VALLEY  RV. 


rammed  until  the  mortar  flushes  to  the  surface ;  it  shall  be  al- 
lowed at  least  12  hours  to  set  before  any  work  is  laid  on  it. 

Stones  not  more  than  a  cubic  foot  can  be  placed  in  the  heart 
of  piers,  abutments  and  wing  walls  where  the  wall  is  over  4  ft. 
wide.  These  stones  are  to  be  placed  so  that  there  will  be  at  least 
1  ft.  of  concrete  to  cover  them  and  6  in.  of  concrete  between  them. 

One  of  the  illustrations  shows  the  false  work  and  molds  for 
springing  the  concrete  arches  into  place. 

POWER  GENERATION  AND  DISTRIBUTION. 

At  the  present  writing  it  is  not  possible  to  give  all  details  for  the 
permanent  power  scheme.  Broadly  the  plan  is  to  do  away  with 
the  five  power   houses  owned   by   the   company  and   substitute  a 


designs  of  these  early  machine,.  Mr.  Powers  states  as  a  curious 
fact  that  two  of  the  small  generators  in  the  Glens  Falls  power 
house  which  were  installed  by  the  United  States  Electric  Co.  in 
1891,  and  which  have  run  on  an  average  of  20  hours  a  day  since 
that  time,  are  still  running  with  the  same  brushes,  armatures  and 
commutators  that  they  h3d  when  first  installed,  the  commutator 
wear  for  II  years  not  exceeding  1-16  in.  He  attributes  this  long 
life  to  the  unusually  large  and  heavy  brushes  used  and  to  the 
comparatively  slow  speed  at  which  the  machines  are  run.  The 
commutators  are  built   up   with   hard  fiber  insula!  en   1  lie- 

bars. 

It  is  proposed   to  eventually   shut   down   these   stations   with   the 
exception   of   the   combined  d    -tram    plant    at    Stillwater 


STANDARD  CLOSED  CAR     J.  M    JONES  SONS. 


three-phase  22,000-volt  transmission  system  with  sub-stations  of  300 
kw.  rated  capacity  placed  at  intervals  of  approximately  10  miles ; 
current  to  be  generated  in  two  water-driven  plants  of  large  capacity, 
one  near  the  northern  terminus  and  one  somewhere  near  the  south- 
ern terminus  of  the  road.  The  upper  water  power,  where  about 
3.000  h.  p.  is  available,  will  be  developed  first  and  the  second  one 
in  the  future,  the  final  plans  calling  for  an  aggregate  of  8,500  h.  p., 
including  the  two  water  power  plants  now  in  use.  The  new  stations 
will  probably  contain  650-kw.  turbine-connected  units  generating 
alternating   three-phase   current   of   40   cycles   at   390   volts,    which 


where  the  economy  of  operation  will  always  insure  that  the  sta- 
tion be  kept  in  service.  The  other  plants  will  not  be  dismantled 
but  will  be  held  in  reserve   for  emergency  duty. 

As  a  temporary  resource  or  until  the  larger  water  power  sta- 
tions are  available,  it  is  proposed  to  install  at  once  at  the  present 
power  houses  and  at  the  rotary  sub-stations  the  rotary'  converters 
that  will  be  used  under  the  new  alternating  system  of  distribution. 
For  the  immediate  future  and  at  least  for  the  coming  summ< 
power  house  will  be  reversed,  converting  direct  current  to  alter- 
nating from  the   direct   current  machines  and   transmitting  the   al- 


Apr.   15,   1902.] 


STREET    RAILWAY    REVIEW. 


197 


ternating   current  after  passing  through   the   transformers   to   the 
nearest  rotary  sub-stations  at  22,000  volts. 

The  Hudson  Valley   Railway   Co.  owns  130  cars,  of  which  over 
half  are  double  truck.     Most  of  the  cars  were  built  by  the  J.   W. 


PARLOR   IN   HUDSON   \  AI.LIV  CAR. 

Jones'  Sons  Co.,  of  Watervliet,  N.  Y.,  and  are  said  to  be  the  finest 
ever  turned  out  by  that  concern. 

The  closed  cars  which  have  31-ft.  bodies  represent  the  Jones 
standard  high  speed  car,  which  is  8  ft.  wide  and  has  4  ft.  3  in. 
vestibules  at  each  end.  The  cars  have  center  sills,  side 
and  end  sills,  and  arc  rcenforced  by  steel  phtes.  It  will 
be  noticed  that  the  car  is  somewhat  high  on  the  trucks, 
thus  dispensing  with  traps  in  the  floors  and  allowing  of 
inspection  from  underneath  the  car.  The  front 
platform  is  provided  with  controller.  air  brake,  switches, 
etc.,  and  the  rear  platform  has  a  Baker  beater  installed, 
the  car  being  piped  for  and  heated  by  that  system.  The 
r  is  divided  into  smoking  and  passenger  compart  - 
ihc  smoking  compartment  being  in  the  forward 
end.  The  seats  arc  made  and  arranged  so  as  to  be  easily 
removed,  and  carpet,  chairs,  card  tables  and  tapestry,  ar 
ranged  as  shown  in  one  of  the  illustrations  for  use 
as  a  chair  car.  The  interior  finish  is  of  mahogany,  with  plate  glass 
in  sash  and  doors. 

The    15-bcnch   open   car   is   also   the   Jones    standard   high   speed 
:"  that  type.     The  extreme  length   is  41   ft.  5  in. ;  width,  7  ft. 
i)  in   over  seats.     'I  Ik  f  extra  strong  buffer  const 


trie  Truck  Co.,  of  Troy,  N.  Y.  There  are  four  Westinghouse  No. 
56  motors  to  each  closed  car  and  two  on  each  open  car,  but  both 
motors  are  carried  on  the  forward  truck,  the  rear  truck  running 
as  a  trailer.  It  is  held  the  motors  work  better  when  thus  mounted 
and  the  arrangement  greatly  facilitates  the  changing  of  trucks 
from  open  to  closed  car  bodies  and  vice  versa. 

All  double  truck  cars  are  fitted  with  Westinghouse  standard  auto- 
matic air  brakes.  The  air  supply  is  carried  in  a  storage  tank  at 
about  300  lb.  pressure  and  from  this  is  reduced  through  valves  to  a 
working  pressure  of  about  75  lb.  in  the  brake  cylinder.  The  cars 
are  all  provided  with  Baker  hot  water  heaters  made  by  W.  C. 
Baker,  of  143  Liberty  St.,  New  York  City. 

The  company  owns  two  electric  locomotives  that  are  utilized  for 
hauling  standard  steam  railroad  freight  cars  from  the  mills  and 
factories  on  the  route  to  steam  railroad  connection  with  the  Dela- 
ware &  Hudson  and  the  New  York  Central  railroads.  The  loco- 
motives were  assembled  in  the  company's  own  shops.  The  bodies 
were  built  by  the  J.  M.  Jones'  Sons  Co.,  and  are  mounted  on  Tay- 
lor trucks.    Each  locomotive  has  four  Westinghouse  No.  56  motors. 

CAR  HOUSE  STANDARDS 

The  company  has  operating  barns  and  repair  shops  at  Glens 
Falls  and  Stillwater  and  storage  bams  at  advantageous  points.  In 
all  power  house  and  car  barn  construction  a  standard  style  has 
been  adopted  and  most  of  the  buildings  have  been  rebuilt  to  con- 
form to  the  new  standards.  These  include  brick  walls,  steel  I- 
beam  roof  construction  with  flat  roofs  covered  with  3-in.  planking 
with  loose  tongue  and  groove  matching,  and  protected  with  tar 
and  gravel  roofing.  In  building  car  barns  the  interior  is  divided 
into  compartments  with  not  more  than  three  tracks  in  a  compart- 
ment. The  partitions  are  heavy  brick  walls  and  are  carried  4  ft. 
above  the  roof.     There  are  no  doors  or  openings  of  any  kind  in 


PT  I         IONS. 

.y  steel  plates  which  continue  around  front  and  along 
tidei  The  cart  arc  equipped  with  double  steps  on  one  side  (the 
lower  tread  may  I  itid  on  each  side  arc  wooden 

guard  poles. 

are  40  ft    long  over   platforms,  and  8  ft.   wide 
over    siding,    thry   are    made    strong    and    servii  cablr,    the   capacity 
'•■  rig  40,000  lb      I  be  tracks  are  arranged  with  Y's  at  the  terminals 
and  at  slated  intervals,  and  cars  run  the  same  end  on  at  all  times. 
\ide  of  each  platform   in  permanently  enclosed. 
Mandard  c,  I  all  double  truck  cars  is  the  ftMldsrd 

•  wing  motion  extra  heavy  d  made  by  the  Taylor  Elec- 


3T  \M>AKI>  OPEN  l  AH      J.  M.  J"NI.S'  SONS. 

these  fire  walls,  the  only  communication  with  different  compart- 
ments being  around  through  the  front  doors.  It  is  believed  the  lit- 
tle additional  inconvenience  occasioned  in  this  way  is  more  than 
offset  by  the  security  against  the  destruction  of  any  large  portion 
of  the  rolling  stock  by  fire.  Pits  in  the  barns  have  been  done  away 
with  entirely  and  instead,  the  barn  floor  is  dropped  4  ft. 
1   eithei    side  of  each  rail.     It  is  found  litis  arrange- 

not  only  int  ii"     bettei   lighl  E01  the  1.  n  paii 

bul  a)  idei     all  pari  1  ol   1 1n-  it  nek  and  motors 

more  readily  ai  a     ible  , 

THE  HANDLING  OF  FREIGHT  AND  EXPRESS 

MA  mm 

All  of  the  franchises  of  the  companj  givi   il  thi 

i"   >atry    freight     and   express     in   connection   with     its 

••  r      1 1  .t(ii.        'i  in  ,    di  pat  1 hi  1     ■  teadil) 

widened  i"  icopi   and  the  traffi a  ed  in  volume  but 

pected   t"  reach    greatei    pn  ipoi  tions   dut  inn  this 

year.  Not  only  is  small  freight  handled  bul  the  com- 
pany also  owns,  as  ii  ited  elst  o  heavy  electric  locomotives, 
that  haul  trains  of  steam  railroad  carl  to  and   1 1  thi    tailroad 

Many  of   the   target    plantl   along  the   route  have   sid- 
ings and  from  the  electrit   road  into  theii  irardi  and  make 

all   theil      hipi is  in   freight  cars   which  an      U       red   and   taken 

by   the   electric  lot  with  less   delay    <'"]    annoyance 

Dtlld  be  the  case  if  they  had  to  depend  upon  (team  locomo- 
tives The  fatalities  of  the  company  will  soon  i»  u  ed  to  the 
utmost  to  care  for  all  the  1  of  thi,  nature  presented, 

I  he  handling  of  package*,  farm  produce  and  other  small   freight 
within    the    territory    directly    served    is   also   to   become   I    valuable 


198 


STREET  RAILWAY  REVIEW. 


[Voi    Nil.  N"    i 


source  of  income.  Four  box  express  and  freight  cars  arc  making 
regular  trips  al  present  but  tins  number  if  to  be  increased.  The 
company  has  an  agreement  with  the  United  Traction  Co.,  of  Albany, 
whereby  the  freight  house  of  the  latter  company  al  I  roy  will  be 
used  jointly  by  the  two  roads  for  the  handling  and  transferring  "f 
express  and  freight  mattei 

SYS1  EM  ("I-   I'l.lASI  KI-:  PARKS 

\<  has  been  intimated,  the   Hudson  Valley  Railway  Co.,  aside 

from  the  excursion  travel  naturally  gravitating  toward  the  famous 

oi    Saratoga    Springs    and    Lake    <  leorge,    has   endeavored 


where  is  bad  a  commanding  vie*  of  thi    Hudson  Valley,  the  lake. 

and  the    \dir lacks, 

.  v.  .11.1  pleasure  ground  owned  by  the  Hudson  Valley  Rail- 
.-.a   Park.  30  mik-s  from  Waterford  and  .11  miles 
in. in  Glens   Palls,  on  the  branch  from  Schuylervi  enwich, 

in  the  heart  of  thi   pirn    fori  place  lias  all  the  charms  of 

the  woods  and  lias  i.ccn  fitted  with  facilities  i"r  picnic  partii 
excursionists,  including  dancing  pavilion,  restaurant,  bicycle  track 
and  base  ball  Seld.      [Tie  car  stups  at  a  little  ri  ion  that 

adds  I.,  the  charm  "f  the  surroundings.     At  the  upper  end  of  tin- 
park  is  the  celebrated   gorge  of   Dionondehawa,   whose  cliffs  are 


THEATER  IN   KAVDEROSS  I'ARK_HlMiSOS   VAI.I.EV   RV. 


to  encourage  and  create  pleasure  riding  by  developing  a  system  of 
parks  and  pleasure  resorts  arranged  with  proper  regard  to  the 
facilities  at  hand  for  rapidly  moving  large  crowds. 

The  most  northerly  of  these  resorts  is  Fort  William  Henry 
Park,  at  the   extreme   southern   end  of   Lake  George  and  about    5.! 

From  Waterford  or  65  miles  from  Albany.  In  this  park 
which  borders  the  lake  stands  a  splendid  hotel  that  is  also  owned 
and  managed  by  the  railway  company.  The  house  is  called  Fort 
William  Henry  Hotel,  and  has  earned  a  reputation  which  makes  ii 
the  chief  hostelries  in  the  Adirondack  region.  The  house 
contains  300  rooms,  has  a  broad  attractive  piazza  commanding  a 
line  view  of  the  lake  and  mountains,  and  is  fitted  with  all  the 
appurtenances  Of  a  rirst-class  hotel.  The  property  est  nver  half 
a  million  dollars.  It  may  be  well  to  note  here  that  the  railway 
management  docs  not  intend  to  run  the  Fort  William  Henry  House 
as  a  large  dividend  payer  in  itself,  but  the  hotel  is  to  be  managed 
with   the  interest   of  the   railway  primarily  in  view    to  the  extent 

iccellent  accommodations  and  cuisine  will  be  furnished  al 
reasonable  rates  with  the  view  of  keeping  the  house  filled  with  a 
desirable  class  of  guests  and  thus  increasing  the  number  of  possi 
ble  and  probable  patrons  for  the  road.    As  further  inducement  the 

ny  will  arrange  to  run  special  cars  from  Albany  to  Fori 
William  Henry  for  the  accommodation  of  private  parties  going 
to  and  from  the  hotel,  and  it  is  believed  this  trolley  rule  lasting 
about  four  hours  will  be  not  the  least  interesting  and  enjoyable 
feature  of  an  outing  in   this   region. 

Near  the  hotel  is  an  artistic  casino  built  at  a  cost  of  $10,000. 
The  architecture  is  Spanish  in  style.  The  casino  is  fitted  with 
stage  and  dressing  rooms  for  out-of-door  theatrical  and  vaudeville 
entertainments,  and  is  also  arranged  for  dancing  and  for  the  use 
of  conventions  There  are  bath  houses  below  on  a  sandy  beach 
and  along  the  lake  is  an  evergreen  walk  which  has  been  a  favorite 
spot  with  amateur  photographers.  Near  the  park  is  Prospect 
Mountain,    up    which    runs   an    inclined   cable   road   to   the    summit 


115  It.  high  and  covered  with  shrubbery  and  ferns.  Al  the  foot 
of  the  cliffs  runs  a  picturesque  stream  making  the  spot  one  of  un- 
usual beauty  and  attractiveness.  The  company's  railroad  crosses 
this  gorge  on  a  steel  span   180  ft.  long. 

KayderOSS    Park,    near    Saratoga    Lake,    on    the      Mechanii 
Saratoga   branch,   is   the  third   park   in   the   series.     The    pleasun 


KAYDEROSS  PARK. 

grounds  extend  for  half  a  mile  along  the  lake  shore.  In  a  natural 
hollow  has  been  arranged  a  rustic  stage  and  dressing  rooms  of 
logs  wilb  none  of  the  bark  removed.  The  seats  for  1,200  people 
in  placed  around  three  sides  of  the  amphitheater,  and  at  irregular 
intervals  are  small  platforms  on  which  are  comfortable  wicker 
chairs,    these    constituting   the   boxes    for  this   unconventional    thea- 


Awt  15.  ux'j] 


STREET  RAILWAY  REVIEW 


199 


ter.    Back  of  the  stage  is  a  shadowy  pool  which  with  its  surround- 
ing trees   forms  part  of  the  scenery  for  the  performances  on  the 
["here  is  a  restaurant  here,  a  merry-go-round,  and  a  con- 
ry,  and  on  the  rise  from  the  shore  is  a  casino,   set  with  the 
water  and  hills  forming  a  charming  and  effective  background.    The 


excursions  if  desired.  Sacred  concerts  are  held  on  Sundays  during 
July  and  August.  A  specialty  is  made  of  elaborate  displays  of  tire- 
works  at  frequently  recurring  intervals  and  the  company  has  a 
standing  contract  with  the  Payne  Fireworks  Co.  for  a  certain 
number  of  fireworks  displays  during  the  season. 


HOTEL,  BOAT  BOOSE  ASH  CASINO   AT  FT.  WII.I.IAM   HENRY. 


as  fool  lights  across  the  front  and  electric  lights  on  poles 
and  among  the  trees  furnish  adequate  illumination  at  night,  ["he 
paths   which    lead   to   the   theater   also    communicate    with   a    shaded 

where  there  are  swings  and  other  outdoor  attractions  for 
the  children  and   rustic   seats   an  obks  inviting  rep 


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The  three  parks  mentioned  are  the  chief  recreation  points  on  the 
road  but  there  are  also  camp  meeting  grounds  and  numerous  lesser 
resorts  and  pleasure  grounds  on  the  many  small  waterways  and 
mineral   springs  with  which  the  territory  abounds. 

In  the  handling  of  excursion  crowds  on  its  cars  the  company 
has  had  considerable  experience  and  has  been  very  fortunate  in 
this  traffic,  always  having  in  mind  that  the  crowds  are  to  be  started 
moving  and  to  be  kept  moving  with  all  possible  dispatch,  but  with- 
out personal  risk  to  any  individual  making  up  till  croud.  As 
pointed  out  in  a  recent  issue  oi  the  "Review"  the  experiment  ol 
hauling  cars  in  trains  with  a  heavy  snow  plow  as  the  locomotive 
has  been  tried.  This  worked  satisfactorily  and  fJOO  passengers  have 
been  carried  in  a  single  train  of  five  trail  cars  without  accident. 
During  the  coining  season  the  new  electric  locomotives  built  by  the 
company  will  probably  be  utilized  in  this  servici 

DISI  \WKS.  FARES    \  X  1  >    riCKETS. 

li Ubany,     Watervliet,      troy    and    Cohoes    to     Waterford 

11  li 1  nited    fraction  Co.),  distance  Albany  to  Waterford, 

t2  mill       running  tune.  60  minutes;  Fare,  15  cents. 
\\  ih  in, 1. 1   to   i"ii    Edward,   distance  .(O  miles;   running  time,    1 

In. 111    and  50  minutes;    fare,  75  cents. 

Fort  Edward  to  Glen  Fall  di  lance  7  miles-;  running  time,  35 
minute   .  fat  e,  1  ~  cents. 

1,1  11  Fall  in  Warren  burg,  distance  16  miles;  running  time,  60 
ininnii        1  i"  

1  h rough  ticket  11  1  ild  Mbanj  lo  I  Hep  1  Fall  .  fot  $1 ;  1  ound 
trip,  $1.90  I  1" ■  i'ii  1 1  di  1. mi '  1  a-  trifle  over  70  miles,  and  the  run 
mug  1 about    .  houi 

The  branch    from    Mechanicville   to   Saratoga    Lake   is 

18  miles  long,     I  In  een   lli'i   1    terminal     Is  50  cents,  and 

the  running  timi      ,   minuti 

I  In-  Greenwich   branch   1-  6J4   milt      long       I  I ■■    fare   from   the 
1 '"     mil  ii ing  time  -'5  minute 

In  the  g'  patron  1  tl mpanj    mal  1 

number  of  comb  rati      61    fat I    diffcri  nl    classi     1  il 

In  1  .mug  fot    ii    ord 1 1  11 1 ling   Fr< im  any 

othei   "'i  Hi'    - and  pa; fan    to  tl ndui  tot 

■     'Mi  Im  'i  1  1 1  -ii    1 1 1 y  emploj     1 1" 

1 1  in  kcl   rcpri iduced  here      I*hi    ticket   i    he  dupli 

■   puni  lung  thi    - '   thi     tat 1 1 it  hich  and 

the  1  I    I Ilected,  and  the 

dirci  iM.n.  ih,    -  iir    1  wo  h  ii  '     .a   thi    ticket   apart. 


200 


STREET  RAILWAY  REVIEW. 


[Vol.  XII,  No.  4. 


Riving  one  half  to  the  passenger  and  retaining  the  other  half  as 
his  record.    The  size  of  one  half  of  this  ticket  is  2  x  5  in. 

The  company  sells  200-ridc  coupon  books  for  $7.50,  each  coupon 
entitling  the  holder  to  a  ride  over  a  5-cent  zone.  For  the  benefit 
of  daily  ride  is  to  and  from  the  mills  and  factories  weekly  tickets 
an  sold  .it  one  half  the  regular  fare  for  the  same  distano 
the  i  ity  of  Glens  Palls  an  old  franchise  requires  the  sale  of  33 
tickets  for  $1,  good  only  within  the  corporate  limits  of  that  city. 

The  conductors  are  required  to  enter  on  their  daily  report  sheets 


OAU»  NtrOftT  w*tmfO»0  Division 

HUDSON    VALLEY    RAILWAY    COMPANY. 


Nm*  M* 

t» 

fc      h 

etMMium 

r_w.  t—      •on,      rum 

'.    , 

■ 

n  »  n  nil!  i»|i.ii»!«* 

« 

*    II    It 

1 

'MM 

.    .... 

MM 

.  ■- 



_■. 

' 

.   ■- 

— 

..... 

— 

1        '    ' 

M* 

.-.. 

.  : 

.     .. 

_    . 

">'•" 

CONDUCTOR'S  REPORT  BL\NK. 

1  sample   shown   reduced   in  one  of  the  accompanying  engravings) 
a  record  of  each  kind  of  ticket  and  denomination  of  fare  collected. 
["he  Original   size  of  this  sheet  is  about   12  x  7J4   in.,  there  being 
ni.  margin  at  the  bottom  for  endorsement  signatures. 

PERSONNEL. 

Mr.  A.  B.  Colvin  is  president  of  the  Hudson  Valley  Railway  Co. 
and  gives  his  attention  to  the  financial  and  to  some  of  the  operating 
departments  of  the  road.  The  number  of  enterprises  in  which 
Mr.  Colvin  is  interested  has  greatly  increased  within  the  past  few 
years  and  he  holds  at  present  many  important  offices  of  trust  in 
commercial  and  financial  institutions,  both  in  his  native  city  of 
.lis  Falls  and  elsewhere.  He  is  president  of  the  Glens  Falls 
Trust  Co.,  of  the  Empire  Real  Estate  &  Theater  Co.,  of  the  Harris 
Safety  Co.,  of  New  York,  and  of  the  Glens  Falls  &  Lake  George 
Plank  Road  Co.  He  started  and  has  developed  an  extended  print- 
ing and  publishing  house  with  headquarters  at  Glens  Falls.  He 
was  an  organizer  and  first  vice-president  of  the  Commercial  Union 
Telegraph  Co.,  now  included  in  the  Postal  Telegraph  Cable  Co. ; 
an  organizer  of  the  United  Press  Association,  and  one  of  the  or- 
ganizers of  the  People's  National  Bank  of  Sandy  Hill,  N.  Y.     He 


republican  state  conventions.  He  is  a  vice-president  of  the  New 
York  State  Street  Railway  Association.  In  addition  to  his  street 
railway  connections  at  Glens  Falls  he  is  vice-president  and  a  large 
stockholder  of  the  Niagara,  St.  Catharines  &  Toronto  Railway  Co., 
at  Niagara  Falls,  Canada.  Mr.  Colvin  was  born  in  1858.  He  makes 
Ins  headquarters  at  Glens  Falls. 

Mr.  J.  A.  Powers  t.ii  of  the  practical  and  technical  af- 

fairs of  the  Hudson  Valley  road,  a  work  which  his  civil  and  electrical 
engineering  training  peculiarly  fits  him  to  handle.  He  had  a  care- 
ful academic  training  and  afterwards  graduated  from  Rensselaer 
Polytechnic  Institute  with  a  degree  of  civil  engineer  in  1880.  He 
early  engaged  with  the  Lackawanna  railroad,  first  as  assistant  en- 
gineer and  then  as  bridge  engineer,  filling  the  latter  position  for 
three  years,  in  which  time  he  built  160  bridges  and  trestles  be- 
11  Binghamton  and  Buffalo.  Returning  to  Lansingburg  Mr. 
Powers  turned  his  attention  to  electrical  engineering  and  was  en- 
gaged in  the  manufacture  of  electrical  machinery.  He  then  went 
with  the  Delaware  fit  Hudson  R.  R.  as  bridge  engineer,  in  which 
position  he  carried  out  a  number  of  difficult  bridge  undertakings. 
The  field  of  electrical  railway  engineering  then  attracted  his  at- 
tention and  he  projected  and  carried  through  several  of  the  street 
railway  systems  now  included  in  the  Hudson  Valley  property,  and 
also  built  the  Niagara  Falls,  St.  Catharines  &  Toronto  Ry.  and 
roads  in  Vermont  and  other  parts  of  New  England.  He  was 
one  of  the  organizers  of  the  electrical  manufacturing  business  after- 


j.  A.  POWERS. 


A.  B.  COLVIN. 

lias  also  found  lime  to  take  an  energetic  interest  in  the  political 
affairs  of  the  Empire  State  and  he  filled  for  two  terms,  dating  from 
Jan.  1,  1894,  the  responsible  and  arduous  position  of  treasurer  of 
the  state  of  New  York.  Mr.  Colvin  was  a  delegate  to  the  first 
national  republican  convention  which  nominated  Mr.  McKinley  for 
president,  and  was  representative  of  his  county  for  many  years  in 


wards  succeeded  by  the  E.  G.  Bernard  Co.,  of  Troy,  N.  Y.  Mr. 
Powers  was  born  in  Lansingburg  in  1858.  He  has  the  title  of  gen- 
eral manager  and  makes  his  headquarters  at  Watervlict,  N  Y.,  the 
southern   terminal   of  the  road. 

Other  officers  of  the  company  are :  Secretary  and  attorney, 
Thomas  O'Connor.  Watcrford;  treasurer,  F.  L.  Cowdes,  Glens 
Falls ;  general  freight  and  passenger  agent,  Charles  T.  Ames.  Wa- 
terford;  chief  engineer,  I.  II.  Armstrong;  roadmaster,  I.  M.  Har- 
ris; superintendent  of  lines,  II.  C.  Shcrer ;  master  mechanic,  B.  J. 
Singleton;  chief  engineer  of  power  stations,  E.  A.  Clark;  supcr- 
intendenl  Saratoga  division,  John  Mahoney,  Stillwater,  N.  Y.; 
superintendent  Waterford  division,  H.  A.  Fitzsimmons,  Saratoga, 
X  Y. ;  superintendent  Glens  Falls  division,  F.  W.  Kinmouth,  Glens 
Falls,  N.  Y. 


TEXAS INTERURBAN  OPENED. 


The  Northern  Texas  Traction  Co.,  which  has  built  an  interurban 
line  between  Dallas  and  Ft.  Worth,  Tex.,  which  was  described  in 
the  i^^ue  of  the  "Review"  for  August,  1901,  opened  its  new  line 
between  Ft  Worth  and  Mandley  to  the  public  on  March  181I1.  Mr. 
F,  M.  Haines,  superintendent  of  the  company,  stated  that  it  had 
taxed  the  facilities  of  the  new  road  to  the  utmost  to  accommodate 
the  crowds  that  wished  to  take  the  first  ride  on  the  line.  The 
in. i'  linn  iv  is  being  placed  in  the  new  power  house  as  rapidly  as 
possible,  but  it  will  be  several  weeks  before  this  is  entirely  com- 
pleted, after  which  the  line  will  be  opened  through  to  Dallas. 


Apr.  is,  1902.] 


STREET  RAILWAY  REVIEW. 


201 


NEW  ORLEANS  STRIKE  AVERTED. 


In  June.   igOI,   the  en  he  four  street   railway  companies 

operating  in  New  Orleans  made  a  request  for  higher  wages  and 
shorter  working  hours.  In  response  to  this  request  the  wages  of 
conductors  and  motonnen  were  raised  from  13  to  18  cents  per  hour 
and  thi  ortened  to  ten  hours  of  platform  work. 

These  -   were  brought  about  largely   through   the  efforts 

of  Mayor  Capdevielle  and  the  agreement  was  accepted  by  the  men 
as  absolutely  satisfactory.  For  some  time  past,  however,  there  has 
been  considerable  agitation  among  the  street  railway  employes  for 
further  concessions  from  the  company.  A  union  was  formed  among 
the  men  and  W.  D.  Mahon.  president  of  the  Amalgamated  Associa- 
S  1  Railway  Employes  of  America,  came  to  New  Orleans 
at  the  request  of  the  union  and  a  number  of  meetings  were 
held  at   which   demand  irmulated   to  be  presented  to   the 

street  railway  companii  demands  had  been  presented 

the  officers  of  the  four  street  railway  companies  addressed  a  joint 
letter  to  Mayor  Capdevielle  in  regard  to  the  subject  as  follows: 

"Pear  Sir— As  you  exhibited  your  care  for  the  public  welfare  l.i^t 
year  by  lending  your  kind  and  able  assistance  to  the  settlement  of 
a  pending  controversy  between  the  undersigned  street  railway  com- 
panies and  their  employes,  we  take  the  liberty  of  addressing  yon  iliis 
communication,  because  we  arc  informed  by  the  public  prints  that 
a  nonresident,  not  in  any  w:  d  with  this  city,  or  interested 

in   its   I  fort  and   well    being,  is  now  here   conferring   will] 

our  employes  and  organizing  them  for  the  purpose  of   formulating 
and  presenting,    in   the   near    future,   demands   upon   us.   the 
and  principal  one  of  which  is  that  these  companies  shall   recognize 
a  lal>or  unii  1  of  these  employes. 

"We  understand  that  what  is  meant  by  the  term  'recognition  of 
the  union.'   which  this   nonresident  is  formulating  for  presentation 

":.      That   we  shall   not  have   the  right  to  employ,  and   that   we 
shall  not   employ  in   our  service  any  person  who  is  not  a  member 
b  union  in  good  standing 
"2     That   we  shall  not  have  the  right  to  discharge  and  shall   not 
discharge  any   employe   without   the  consent   of   said   union. 
"We  are   further  informed  that  an  all-night  meeting  of  our  cm- 
held     this     very    night,    under   the     leadership    and 
this  nonresident   to  agree  upon  the  demands  to  be  pre- 
us. 
"If  we  are  right  in  our  understanding  that   the  principal   point 
■itcd  to  us  is  'recognition  of  the  union,'  and  that   this 
•  ion  means  what  we  have  stated  above,  then  we  feel  com- 
pelled to  make  to  you.  and  through  you  to  the  public  and  to  our 
employes,    the   announcement   that,    under   no   circumstances    what- 
ever and  under  no  pressure  or  pi  n,    will   we  accede  to   thi 
demand.     We  cannot  and  will  not  consent  to  surrendei   control  of 
iffected    with    a    public    interest,    standing    in 
such    vital    ;                         the    business,   the   safety,    tin'    comfort,    the 
health  and  the  ha|                          ommunity,  representing  such  large 
retributing  such  large    urn    to  tl 
functions  of  ibis  municipality,  into   the  hand     of 
our  employes,  among  whom  whom 

■  in  ed  undi  1 
r  judgment  the  Krai,  md  would  impaii 

ind   ultimately    result    in   the 

and  tin-  gl  f  the  public. 

' till 

dmdtially  ami  collectively  stand  ready  at  all  timi     to 
with  t!  ibljl  and   fairly  all   dill' 

■  oning,  ami  in  pn  inn!   out    d 

arbitration 

that   if  any  Struggle    i-    to  can. 
over  tl  i ■;>     '    and   COUnti 

Tig  of  the  community  at  large." 

'he    union    employes    of    the 

d  on  the  demands 
ignition 

1. .iiow 

1  .  onductori  shall  be 
itive    li.  on  - . 
..I  Irippi  1 

I     foi     m.al 


Sec.  2.  The  wages  for  all  motormen  and  conductors  to  be 
twenty  cents  per   hour. 

Sec.  3.  Where  men  are  laid  off  to  look  up  evidence  in  the  case 
of  accidents,  and  so  on,  they  shall  be  paid  the  same  rate  of  pay 
they  would   receive  had  they  been  operating  their  cars. 

Sec.  4.  All  employes  lo  he  promoted  to  the  best  runs  in  accord- 
ance with  their  continuous  age  in  the  service  of  the  company. 

Sec.  5.  This  section  included  the  rules  and  penalties  in  regard 
to   the   men   missing  their   cars. 

Sec.  6.  All  motormen  and  conductors  are  to  be  members  in  good 
standing  of  this  association.  This  section  to  in  no  way  interfere 
with  the  company  in  their  selecting  or  hiring  employes,  the  rule  to 
he  that  where  the  company  employs  new  men,  these  men  shall  work 
sixty  days,  and  if  at  the  end  of  that  period  they  are  satisfactory 
to  the  company,  they  then  shall  become  members  of  the  association. 
Any  motorman  or  conductor  at  the  present  time  in  the  employment 
of  the  company,  and  not  a  member  of  the  association,  shall  become 
a  member  within  the  next  sixty  days  from  the  date  of  this  agree- 
ment. 

Sec.  7.  All  business  arising  between  the  parties  hereunto  shall 
be  transacted  through  the  properly  accredited  officers  of  the  com- 
pany and  the  properly  accredited  committees  of  the  association,  with 
ception  "i  ihe  cases  or  complaints  that  might  arise  over  con 
ductors  who  have  been  discharged  for  missing  or  other  irregular! 
ties  in  the  collection  of  fares.  It  being  understood  that  the  com- 
mittee to  1  real  with  this  company  shall  be  selected  from  (lie  regular 
employes  of  the  company. 

Sec.  8,  For  the  purpose  of  hearing  ami  deciding  any  contention 
that  might  arise  over  tin-  discharge  of  conductors  for  missing  or 
other  irregularities  in  the  collection  of  fares,  there  shall  be  selected 
a  committee  of  two  members  of  the  association,  the  members  of  this 
Committee  to  be  mutually  agreed  upon  by  the  officers  of  the  com- 
pany and  the  accredited  committee  of  the  association.  It  shall  be 
the  duty  of  this  committee  to  investigate  any  ease  of  this  kind 
that  may  arise.  They  shall  treat  confidentially  all  information  and 
evidence  that  is  submitted  to  them,  and  they  shall  have  full  power 
to  decide  these  cases  without  any  further  consideration  on  Ihe  part 
of  the  organization.    This  committee  is  to  be  selected  and  to  serve 

the    sain,     period    that    the    Other   officers    of   the    association    serve, 
vacancies  to  be  filled  as  heretofore  prescribed. 

See  .,  fixed  the  wages  of  pitmen,  helpers  and  washers  and  pre 
scribed  the  hours  of  work  and  the  pay  for  overtime. 

Sec.  in  related  to  the  settlement  of  disputes  between  Ihe  men  and 
tl nipanics  by  a   board   of  arbitration. 

V    was  to  be  expected  the  companies  refused  to  treat   with   the 

union,  and  on  this   point  the   companies  were   all   in   accord.     The 

following   letter,   which    was    signed    by    the   presidents    of   all    the 

Me.  1    railway   companies,    was    sent    in    answer    lo    the   demands    of 

the  Amalgamated   Association: 

"Gentlemen— We  have  received,  from  persons  stating  themselves 
to  be  your  subcommittee,  a  'memorandum  of  agreement1  which  you 
propo  .  hall  I.,  entered  into  between  your  association  and  ihe  streel 
railway  1  orhpai 1   iliis  city. 

" '  hi  "'-"-■'  '"I  contract  provides  thai  the  railway  companies, 
among  other  things,  are  io  obligate  themselves  to  retain  in  their 

service  no  1 r  conductors  not  members  in  g 1  standing 

'i  the  a    ociation,  and  thai  all  business  arising  between  the  parties 
conti  h  .li  I..    1  ran  ai  ti  .1  hrough  the  properly  ai  credited 

ol  tti mpanii     and  oi  thi   s    ....  iation,  «  ith  the  exception 

disi  hargi  .1   foi    dishonesty  *  hall   have   their  'con 
tention'  tried  and  decided  by  a  committee  to  be  1 posed  of  two 

Ol     lh.       .      ...  1.1I  ion 

"And  this  suggested  eontracl   provides  thai   these,  1 ■  other 

obligations,  are  to  bi    u   1 id  by  the  street   railwaj   lanii     in 

ration  of  the  association   'continuing  the  operation   of  the 
said   (o  til  ways  foi  om    veai   From  the  fit  1   daj 

Of     \|.irl.    1. 

"  1  hat  '  01  iation  proposes  nol  only  to  Interpol  1 

■  ni   betwi  en  tl panii     and 

'  fi n  He  .1  1  ighi  in  .  mploj  in.  11  outsidi 

ol  thai       01 li  1  1 iiilucior.  even  .1  eon 

"i  embezzling  fan     but  il  . moral.     1..  ii  ,11  .1,,  powei  to  continue, 
01  mic  11  ntially,  to  discontinui   thi   operation  oi  these  railwaj 

Il    l"ll ■ . ■  1 ..... I    lo    Ibis 

■  ommunity,  and  •, iation,  in  making  them,  openly  procli 

.11  •  in  in v  alii  1   io  pi  ivate  and  t..  public  righl 


202 


STREET    RAILWAY    REVIEW. 


[Vol.  XII,  No.  4. 


"U  1   decline,  therefot  1  iatioti  and  t"  <\\- 

of  these  companies,  "r  the  relation!  cxist- 
ing  between  them  and  their  empli 

This    refusal   on   the   p.iri   of   the   companies    to   treat    with   the 
Amalgamated    Association  created   considerable   excitement    among 
the   nun  and  a   number  of   meetings  wire  held  no(   only   by   this 
union,  but  l>>  a  number  of  other  trade  and  labor  unions  of  th 
at   which   n  d   promising   moral    and    financial 

assistance  to  street  railway  men  in  case  of  the  strike  which  threat- 
ened, 

March  25th  .1  modified  form  of  the  demands  already  mentioned 
was  adopted  bj  the  men  and  submitted  to  the  company,  fhese 
were  however,  essentially  the  same  a*  the  previous  demands  and 
were  unanimously  ifficers  of  the  siren  railway  com 

panics.     I  In  ween  the  employes  and  the  companies  had 

I  bul   Mr    Mali. m.  who  was  the  leading  spirit 

in  the  negotial s  apparently  became  convincd  that  a  strike  at  (hi- 

nine  would  prove  disastrous  to  the  nun.  a-  Mayor  Capdevielle  and 
public  opinion  were  opposed  to  the  demands  of  the  men.  Instead 
of  a  proposition  to  strike  therefore,  Mr  Mahon  submitted  a  prop- 
osition  to  the  vote  of  the  men  which  had  been  arranged  al 

with  Mayor  Capdevielle.  rhis  agreement  provided  for  tin 
continuance  of  the  arrangements  under  which  the  men  had  Keen  at 
work.  It  was  voted  upon  by  the  members  of  the  unnm  March  27th, 
and  while  the  in. .re  radical  of  the  men  were  eagei  to  precipitate  a 
strike,  the  conservative  element  prevailed  at  the  election  and  the 
proposition  of  Mayor  Capdevielle  was  earned  by  a  verj  large 
iv  of  the  votes 

The  agreement  which  the  mayor  submitted  and  to  which  the 
companies  agreed  in  a  written  communication  was  a,  follows; 

"Should  the  present  demands  of  the  men  he  withdrawn  '>r  not 
insisted   up.. 11.  we  .l.i  11.  >l  hesitatl    to  ill  Our  assurance  that: 

"1.  We  are  willing  to  sign  with  our  employes  a  renewal  of  the 
menl    of  last   June   for  .me  year  from   date. 

"2.  We  are  willing  to  discuss  with  the  pitmen,  carhclpcrs,  etc., 
the  question  of  their  wages  whenever  they  themselves  approach  us 
mi,- 

"3.  If  not  already  provided,  we  will  provide  sufficient  and  proper 
accommodations   for  the  use  of  our  men. 

"4.  We  will  so  adjust  matters  as  to  allow  our  men  sufficient 
stand  time  to  make  use  of  the  accommodations  provided  ill  para- 
graph 3. 

"5.  Ihe  rules  for  missing  p,  be:  When  a  man  misses  his  car. 
for  the  first  offense  he  shall  serve  three  days  on  the  extra  list; 
should  he  miss  his  car  a  second  time  in  thirty  days,  he  shall  serve 
five  days  on  the  extra  list;  and  for  missing  his  car  the  third  time 
inside  of  thirty  days,  he  shall  lose  his  run  .111. 1  be  placed  at  the 
bottom  of  the  extra  list.  Men  missing  their  cars  shall  report  in 
time  for  the  next  relief.  Should  a  man  miss  any  relief  while 
serving   on   the   extra    list,   an    additional    day    to   he  added    for    each 


THE  CHICAGO  STREET   RAILWAYS. 


CLEVELAND  THREE-CENT  FARE  ROADS. 


Mi,  m  of  the   Peoples   Railway   Co,  of   Cleveland,  lo 

build  3  roads  in  that  city  was  mentioned  in  the  "Review" 

1  >i  March.  ig02.  At  that  time  Mr.  lloefgen.  one  of  the  principal 
promoters  of  the  new  lines,  had  secured  an  injunction  against  the 
Cleveland  City  Railway  Co.,  preventing  it  from  interfering  with  the 
efforts  of  the  new  company  to  secure  tin-  consents  of  the  propert] 
owners.  March  20th  the  circuit  court  dissolved  this  injunction 
after  the  city  council  had  granted  franchises  to  the  new  company. 
Ihe  Cleveland  Recorder   states  that    Mr.    lloefgen   will   begin   opera 

tions   011   the  building  of  the  3-cent    fare   lines    just    as    s 1   as   the 

ordinance  becomes  operative,  and  that   it    will    he  hut   a    few    months 
until  the  roads  will  he  completed  and  running.      The  lines  are  to  he 
built    where    there    is    need    of    railway    facilities    and    the    company 
will  he  able  to  secure  considerable  Im-nns-  even  in  case  the  exist 
ing  lines  in  the  city  should  reduce  the   fares  to  ihe   same  figures. 

April   7th   an   interlocutory   injunction    restraining    Mr.    II" 
and  his  associates    from  ng  with    the  work    was   granted,    n 

being  alleged  in  the  hill  that  the  ordinances  were  illegal       I  i 

on  tile  merits  of  the  ca  for  April    14th. 


\l   the  uniting  of   th.  il    March    (8th,    ' 

luiion   was   unanimously   pa  ting  ihe  traction  companies 

ago   1. 1  present    by  .Inn.    l,th  proposals   for   renewal-  of   their 

franchise-  l  h.  preambli  stated  thai  as  important  street  railway 
franchi  expire   within    iX  months  the  discussion   of  the 

terms   of  their    renewal   at   the  la-l    moment    would   put   the  city  at   a 

disadvantage,  as  the  terms  .,i  the  new  ordinances  could  not  he  s.,t 

i-facioiiU    discussed      without    perhaps    a      temporary    cessation    of 

i  tat facilities.      Ihe   resolution  concluded  that  even   in  tile 

.Mill    of    the    failure    or   refusal    of   the   old   companies    to   hegill    lUCfa 

itions  hy  June  15th  the  city,  through  an  appropriate  commit- 
tee,  should  ask    for   bids    from  outside   pan 
h   was  announced  thai  the  Union  Traction  Co,  was  preparing  to 

meet    the    terms    of    this    resolution    and    is    engaged    in    preparing    a 

propo  hi. .n  1.1  submit  to  the  council  on  the  date  specified.     ' 

lot  ihe  company  slated  thai  the  COSt  of  carrying  0111  the  improve- 
ments discussed  hy  ihe  .hi.  upany  will  approximate 
$20,000,000  and  the  company  is  prepared  to  spend  this  amount  if 
a   long   term   franchise  is  granted. 

The  debati  "ii  ihe  report  ..f  the  committee  of  transportation  in 
ihe  city  council  111  regard  1"  the  proper  form  of  franchise  extension 
ordinance  has  been  postponed  until  the  new  aldermen  elected  April 

1st    shall    have    taken    their    seat-. 

Imnic.liai.lv  after  the  city  election,  which  showed  a  majority  of 
some  125.0(H)  votes  in  favor  of  municipal  ownership,  the  mayor 
asserted  thai  he  would  veto  ally  franchise  extension  ordinances 
passed  before  ihe  legislature  passes  municipal  laws  for  the  city. 
As  the  legislature  does  not  assemble  until  next  winter  it  is  thought 
that  the  mayor  will  probably  postpone  the  consideration  of  the  trac- 
tion franchise  question  until  next  year.  The  City  Council,  however. 
-in'  "ii  record  demanding  that  the  traction  companies  present 
propositions   for  new    franchises  by   April    15th. 


Ihe  tir-i  passenger  train  was  run  over  the  new  third-rail  system 
.-ii  the    I  Innl    Vve    Elevated  road.  New   Y.>rk.  March  23d,     Fifteen 

,,i-  20  train-  of  the  new  type  will  he  put  in  commission  in  April. 


In  the  "Review"  for  November,  toot,  page  830,  we  noted  the 
decision  of  ihe  Illinois  Supreme  Court  in  ihe  mandamus  proceed- 
ing brought  by  the  Chicago  Teachers'  Federation  lo  compel  the 
State  Board  of  Equalization  to  increase  the  assessment  for  1900 
of  23  corporations  doing  business  in  Chicago,  including  2" 
railway.  1  telephone  and  2  lighting  companies.  In  accordance  with 
this  ruling  the  Board  reassessed  these  properties  fixing  the  value  as 
stock  market  value  of  the  capital  and  indebtedness  of  the  several 
companies  on  Apr.   1.  1000. 

The  companies  interested  filed  a  hill  in  the  United  States  Circuit 
Conn  praying  an  injunction  to  prevent  the  collection  of  taxes  based 
on  the  reassessment,  and  lliis  court  rendered  its  decision  April  4th. 

In  its  decision  the  court   said  in  part   after  comparing  the  ;i-.-- 
ment  of  seven  companies   for    [OOO,  which   was  about  42  million  dot 
lars,  and  for  1901,  which  was  about  26  million  dollars:    "Th. 
sessments,    widely   divergent,    were   upon   the   same   properties,    sub- 
stantially by   the  same  hoard,  entered  almost  on  the   same  day. 

"In  the  very  nature  of  things  one  or  the  other  has  been  made  up 
under  some  species  of  mistake,  fraud,  or  coercion,  and  a  few  preg 
nant  circumstances  convince  us  that  whatever  may  be  said  of  Ihe 
assessment  for  tool,  the  reassessment  for  iyoo  cannot  be  accepted 
as  the  independent  judgment  of  the  state  hoard.  One  of  those 
circumstances  is  Ibis:  The  reassessment  of  each  of  the  complainant 
corporations  for  1900  is  a  close  approximation  to  the  a| 
its  indebtedness  and  ils  stock  value  as  measured  bv  the  stock  market 
■  imitation-  for  April  1.  1000,  The  hoard  seems  to  have  adopted  as 
it-  own  standard  in  the  making  of  these  reassessments  the  Stock 
Exchange  records  for  thai  one  day  of  the  365,  and  to  have  restricted 
its  fundi. .11  to  the  mere  arithmetic  of  adding  up  the  figures  of  that 

.lav's    record. 

"It  goes  far  Inwards  convincing  us  that  the  objective  of  lb. 
•  ,      n"i    the   real    value   of   the   properties   a-   entireties,    bul 
what    the    -lock    market    for   one    day    indicated    SUCh    value    I"    have 
been, 

"What    vva-  Ihe  real  value  in   fact  of  the  property  reassessed?     To 
arrive  at  such  value  we  have  looked  into  the  earnings  of  the 
companies    for  the  year    1900.      An  annual   reduction   equal   to  6  per 
cent  of   the  current    value   of  cars,   track-   and   machinery    has    been 
allowed. 

"Several  other  elements  in  a   fair  calculation,  beside  the  net  earn- 
have   rai-e.l  questions  to   which  we  have  given  careful   consul 
eralion.    The  fir-t  of  these  is  upon  what  rate  of  true  net  earnings  ihe 


Air.   15.   1902] 


STREET    RAILWAY    REVIEW. 


203 


gg  .gate  value  of  the  property  should  be  capitalized?  We  have 
fixei!  the  rate  at  6  per  cent.  It  is  less  than  the  rate  thai  some  ad- 
vanced advocates  of  municipal  ownership  are  willing  to  guarantee 
to  investors  upon  any  securities  of  this  character.  The  rate  as 
adopted  is,  we  think,  justified  l>y  the  consideration  that  usuall)  at 
tend  a  real  investor's  purchase  of  stock. 

Uniformity  Over  the  State. 

•her  element  entering  into  the  calculation  is  this:  Should 
the  capitalization  thus  arrived  at  he  equalized  to  the  assessment  on 
the  other  property  of  the  state?  The  record  before  us  convinces 
that  the  assessment  on  other  property  throughout  the  state,  in- 
cluding- railroads,  tor  the  year  IO0O,  as  finally  equalized  by  the  State 
Board  of  Equalization,  did  not  exceed  70  per  cent  of  the  cash  value, 
and  that  such  standard  was  not  adopted  by  the  state  board  unin- 
tentionally or  through  inadvertance.  hut  deliberately  a-  a  means  of 
arriving  at  an  equalization  of  taxable  values  generally  throughout 
the  state. 

"In  our  opinion  uniformity  is  still  the  statutory  policj  of  the 
state  in  the  laying  of  taxes  with  respect  to  franchise  corporations 
ill  as  other  property:  accordingly  it  was  imperative  that  before 
the  reassessments  for  190O  were  entered  there  should  have  been 
such  deductions  as  would  have  equalized  the  valuation  adopted  with 
the  valuation  placed  upon  the  other  properties  of  the  state. 

Musi    Pay  to  Get  Benefit. 

"Before  an  injunction  i-sucs  we  shall  require  the  payment  to  the 
proper  officers  by  the  complainants  of  the  taxes  of  the  year  1900 
according  to  the  following  rule:  The  basis  shall  be  the  true  net 
earnings  of  the  several  complainants  for  the  year  covering  April 
1.  IO0O.  proper  allowances  being  made  for  depreciation  and  replace- 
ment, but  not  for  extensions,  and  reduced  further  by  the  amount  of 
additional  taxes  that  the  enforcement  of  this  rule  produces.  Upon 
this  basis  the  value  of  complainants'  capital  stock,  including  fran- 
chises and  tangible  property,  shall  be  capitalized  a!  a  rate  of  6  per 
cent,  this  equalized  by  reduction  of  30  per  cent,  and  then  divided  by 
five.  The  sums  thus  produced  will  be  regarded  as  the  true  :i<sf.- 
ments  for  the  year  iqoo.  Upon  ibis  the  taxes  will  be  extended  at 
the  true  rate  for  icjoo  exclusive  of  interest  and  penalties  not  to 
exceed  8.37  per  cent,  from  which  will  be  subtracted  the  taxes  al- 
ready paid,  and  the  balance  will  be  the  sum  required.  We  allow 
no  penalties,  for  the  reason  that  the  reassessments  complained 
are  in  lent  void." 

ill.-  judgi  -  gave  estimates  of  the  de- 
crease their  rule  would  make  in  tin-  valuations  of  the  capital  stock 
of  the  seven  companies  parlies  to  the  suit,  the  figures  being: 

St:iii    i„  Courl 

Company.  value.  Decrease. 

Union  'It  ..$14,013,000       $7,763,000       $0,250,000 

11      ......        3.821,000  621,000  3.2OO.OO0 

12,631,000  8,501,000  4.I3O.OOO 

6*23,000  1,015,000  2,I08,000 
2,600,000  I.85O.OOO 
2.4OO.OOO  1 .800,000  fioO.OOO 

Total  mi  188,000     $24,550,000     $17.0; 

CHICAGO   M<  \N<  IHS1-.    1  wi-.s   HELD   VALID 

larch  28th  in  tl 
■    the   Union  and   Consolidated   Traction   companies 
which  upholds  the  levy  made  by  the  lllin<  E     rd  of  1  quali- 

two  coin 

panics     The  decision  hold-  thai  thi  ;  only  valid  but 

the  ainoi  irer 

1  mi. ill/. 1 

■  I    f,  ,1 

only,  but  the  Circuit  Court  hold    thai  the  itate  leg 

i 
uch  taxi 
id  ici  ording  to  1  ompanii 

will 

1  endi  r<  d  M-m  h  19th  in  the 
1  thai  ih. 


two  corporations  were  separate  and  therefore  could  not  be  compelled 

to  issue  transfers  to  each  other's  lines.  The  decision,  however, 
states  that  both  corporations  are  in  charge  of  Mr.  J.  M.  Roach  and 
thai   since  the  operating  agreement    between  the  two  roads  went    into 

effect  iii  1899,  the  two  companies  have  been  practically  one.  The 
final  decision  was  that  upon  lines  owned  by  practically  one  company 
one  fare  must  prevail.  I'lus  means  that  the  citizens  of  Austin  and 
the  northwest  suburbs  will  be  carried  into  the  business  center  of 
Chicago  for  a  5-cent  fare  if  the  decision  is  sustained  by  the  supreme 
court  to  which  it  was  appealed.  The  ordinance  p.issr.l  by  the  city 
council  in  180.7  requiring  5-cent  fares  to  all  points  within  the  city 
limits    was   also    declared   valid. 

ELECTROLYSIS  CASE  AT  DAYTON,  O. 


The  case  of  the  city  of  Dayton,  t>.  against  the  City  Railway  Co 
iva  il. eided  ill  the  Courl  of  Common  Pleas  011  Apr  5.  1002.  the 
summary   of  the  findings  being  as   follows: 

"  I  bis  conn  has  no  authority  in  law  to  compel  a  change  in  the 
system  from  the  single  trolley  to  the  double  trolley,  and.  if  the 
same  was  warranted  by  the  law,  the  facts  would  not  justify  such  a 
change. 

"The  defendant  has  been,  and  is.  operating  its  road  in  a  negligent 
manner,  causing  continual  damage  to  the  water  pipes  of  the  plaint- 
iff, for  which  the  plaintiff  has  no  adequate  remedy  at  law,  and  r-.an- 
nol    by  any  practical   method   prevent    such    damage. 

"It  is  no  excuse  ill  law.  and  the  facts  would  not  justify  lie 
defense  that  other  electric  lines  in  Dayton  are  contributing  to  ibis 
or  doing  like  damage 

"It  is  therefore  the  duly  of  the  court  to  enjoin  the  defend. ml 
from   so  operating  its   railway  and  to  compel   it,  within   a  reasonable 

lime,  to  introduce  such  improvements  in  the  system,  in  order  thai 
the  operation  of  the  single  trolley  system  authorized  by  the  franchise 

and  tract,  will  he  in  accordance  with  the  present  standard  of  the 

art  of  operating  single  trolley  roads.  The  plaintiff  shall  co-operate 
to  that   end. 

"All  matters  of  detail  can  be  arranged  between  counsel  and  the 
court   in   the   final   order. 

"The  COStS  will  be  adjudged  against    the  defend. nil 


ELECTRIC  LINE  FOR  LAKE  COUNTY,  ILL. 


Messrs  R.  D,  Wynn.  David  T.  Webb  and  John  M  Gray,  ol 
Wankcgan.  HI.,  have  secured  franchises  for  an  entrance  into 
Waukegan  and  options  on  private  ligbis  of  way  from  Waukegan  to 
the  Fox  Lake  region  that  give  them  the  kej  to  ivhal  should  be  a 
profitable  electric  interurban  line  in  Lake  County,  111  ["here  are  in 
1  ..I  .  County,  which  lies  just  north  of  Cook  County,  over  fifty 
lakes,  the  greater  number  being  iii  the  northern  pan  ol  the  county. 

The  route  chosen  by  Mr,  Wynn  and  his  associates  is  the  most 
advantageous  one  thai  could  be  chosen  through  this  territory;  the 
proposed  25  mile  line  from  Waukegan  to   Idrian,  via  Gjirnee,  Mil 
burn,  Lake  Villa  and  Antioch  reaches  17  of  the  lakes  direct  and  as 

many    more    are    easily    accessible    by    biro  \l     the    present     time 

indred    ol  had  -  and  buses  which  regular!)   meet  trains 
io  serve  ibis  lake  region  during  the  summer   leason, 
Waukegan   is  connected   with  Chicago  by   the  Chicago     &     Mil 
oil,,    if. 111,    Ry    ami  the  Chicago  8    Northwestern   Ry.,  and  is 

the  first  harbor  oul  from  Chicago  on  the  west  si •  1  al  e  Michi 

1  in    \- 1 1 1 1 1  i  populations  ol  the  towns  in  the  reg an    small, 

inn  the  country  is  well  settled  and  iii  summer  the  town  populations 
an   doubled  and  a  large  numbet  ol  people  resort  to  the  Fox  Lake 

Lake  Villa  and  Graj     Laki  1  the  la  1   ni id  il   is  intended 

to  reach  by  a  3-mili    branch  line.     A  conservative  •   timati    placi 

pulation"  ,n   70,000 

While  the  Waukegan   f ranch i  e     ecured   bj    the   1 tera  gives 

thein  1     on    i,  [903,  1 nun.  in  r  building  ami  the  options  on 

.0    .in    1 . .  ■    iln     .inn    ti  1  in.  ni     Mi     Wynn1    intcn 

r"  ii  ii     construction  thi      cason  1 .1    In   can  arrange 

foi   the  capital  ni 

« » » 

1  In    Burlington   (la.)    Railway   8   Light  Co    ha     granted  a  liberal 

1 ii.iui  toi     and  moil  .1  iiieii  in   it     1  mpli  >\ .  1  In 

call      '  folio  '     cent     pei   hi  iui    foi   a    1  1  1 Iaj 

foi   ih.  .    <  1    io     •  1  6    per  da;    ifter  thi    firsl     <■ 

months,  and  $1.80  per  da     tfter  the  fi 


STREET    RAILWAY    REVIEW. 


[Vol.  XII,  No.  4- 


I  I  OTECTION  FOR  SINGLE  TRACK  CITY 
ROADS. 


Tlir  lash  "f  Bnding  a  signal  system  f..r  properly  protecting  single 
track  electric  t . ..ids  has  proved  to  be  difficult  in  the  extreme,  al 
though  comi  pointed  by  the  American  Street  Railwi 

Mew  York  and  other  Btate  associations,  and  by 
individual  companies  have  spent  much  time,  money  and  effort  in 
endeavoring  to  find  a  system  that  would  be  reliable  under  all  con 

'TIS. 

The  problem  is  one  thai  confronts  not  only  the  builders  of  new 
interurban  lines,  but  also  forces  itself  upon  the  owners  of  city  sys. 
tems   built    in   the  earlier   days   of  (be   art.      In   fact,   difficulties   not 
encountered   ..n   straightaway   interurban  roads  arc  introdui 
tbc  complicated  nature  of  many  of  the  smaller  citj 
ing  as  they  usually  do  several  single  track  In  rging  .it   some 

prominent    center,   with    irregularly   spaced    sections   .if   double   track 
..I  wiili  long   stretches  of  single  track  and  with  switches  n.it 
always  placed  to   the  best  advantage. 

Mr.  John  Daly,  the  superintendent  of  the  Yonkcrs  (N.  Y.)  Rail- 
road Co.,  has  devised  two  or  three  ingenious  schemes  for  affording 
protection  at  several  of  the  more  complicated  points  on  the  system 
in  his  charge.  The  Yonkers  company  is  now  controlled  by  the 
Metropolitan  Street  Railway  Co..  of  New  York,  through  the  hitter's 
lease  of  the  Union  Railway  Co..  which  some  time  ago  purchased 
control  of  the  Yonkcrs  Railroad  Co.,  but  tbc  Yonkers  road  is  still 
operated  practically  as  an  independent  system.  The  company  has 
25  miles  of  track  and  about  32  cars.  The  road  is  a  typical  small 
city  line  with  double  tracks  on  a  few  of  the  main  streets,  and  single 
track  branches  reaching  out  to  several  nearby  points  of  local  attrac- 
tion. One  line  runs  to  Hastings,  which  is  six  or  eight  miles  to 
the  north ;  one  out  Park  Ave.,  for  five  or  six  miles  through  a  resi- 
dential section,  and  one  runs  to  Mount  Vernon,  about  four  miles  to 
the  west.  These  and  other  lines  converge  on  the  main  streets,  and 
all  of  them  run  on  different  schedules  which  have  to  be  frequently 
changed  upon  short  notice  to  accommodate  extra  heavy  travel  on 
s  and  evenings.  The  situation  is  further  complicated  by 
a  large  number  of  excessive  grades  and  sharp  curves  on  all  of  the 
outlying  lines  and  also  upon  several  of  the  business  streets. 

Mr.  Daly  has  taken  the  individual  lines  separately,  and  also  the 
two  or  three  points  in  the  city  where  the  congestion  and  delay  has 
been  the  most  annoying,  and  has  endeavored  to  find  a  solution  for 
each  particular  situation,  as  it  was  feared  no  one  system  or  regu- 
lations could  be  found  to  cover  the  requirements  for  all  the  lines. 
In  proof  of  the  efficacy  of  the  rules  adopted  it  might  be  stated 
that  prior  to  their  enforcement  about  seven  months  ago.  the  com- 
pany was  having  a  serious  head-on  collision  at  least  once  a  month, 


YONKERS  R.  R.     COMPANY. 


First  Car  to  Receive  Instructions. 


OUT. 


Leave  Depot  at  6:80  P.  M. 
0D  4  car  time 


I35T. 

On   4  car  time  and   lays  at 
Depot  until  7:1  ">. 


2nd  trip  out  meet  at  Getty  2nd    trip   in   meet  at  Club 

Bqnare,  Aahbnrton  and  Lake        II. .use,    Ashburton    Avenue, 
Avenue,  then  to  end  of  line.  and  go  to  Depot. 

After  that  on  3  car  time. 
INSTRUCTION  CARD  FOR    MOTORMAN. 

to    say   nothing  of  vexing   delays  and  congestion.     During   Ih.    pa   I 
seven  months  not  a  single  collision  has,  taken  place. 
One  of  the  serious  difficulties  on  the  single  track  lines   u.is   the 
ty    of   changing    the    schedule    every   morning    and    evening 
For  instance,  the  line  I  Vernon  for  several  hours  of  the 

day  is  run  on  what  is  called  4-car  time;  that  is.  four  cars  till  the 
line  between  Yonkers  and  Mount  Vernon,  there  being  always  two 
going  in  either  direction.  As  the  traffic  increases  during  the  rush 
hours  in  the  evening,  the  schedule  is  changed  to  6-car  time,  and 
sometimes  to  8-car  time.     Of  course,  this  changes  all   the  meeting 


points  en  route,  and  introduces  a  much  to  be  dreaded  opportunity 
for  the  motormen  to  forget  what  schedule  they  are  operating  under, 
and  so  "run"  their  switch.  Similar  conditions  arc  found  to  a  large 
degree  on  the  Park  Ave.  line,  where  the  schedule  changes  from 
3  car  to  4  car  time. 

As   the    New    York    rail  -    have    ilv 

with  more  or  less  disfavor  on  automatic  mechanical  safety  signal- 
ing devices,  Mr.  Daly  concluded  to  do  away  with  mechanical  ex- 
pedients as  far  as  possible,  and  rely  solely  on  the  responsibility  of 
his  car  crews      To  this  end,  the  utmost  care  is  taken  in  th. 


SIGNAL  BOX     YONKERS  RAILROAD  CO. 

ti.  u  and  training  of  the  conductors  and  motormen,  and  inasmuch 
as  the  number  of  men  required  is  not  excessive,  the"  superinti 
is  able  to  give  his  personal  attention  to  this  matter.  He  selects 
only  the  best  men  and  then  takes  care  that  their  instructions  shall 
be  in  such  form  as  to  leave  no  excuse  whatsoever  for  neglect  of 
duty.  The  regulations  on  the  Park  Ave.  line  will  illustrate  this 
point. 

During  the  regular  3-car  schedule  for  the  most  part  of  the  day 
there  is  very  little  difficulty,  as  the  men  become  thoroughly  familiar 
with  the  3-car  passing  points.  In  the  late  aftcrnon  when  the 
extra  car  is  put  on,  the  first  motorman  out  under  the  4-car  schedule 
is  handed  a  little  cardboard  folder,  about  4' _>  in.  wide  by  4'i  in. 
high,  folded  down  the  center  so  that  it  will  slip  into  his  vest  pocket. 
This  notifies  him  of  the  increased  schedule  and  gives  him  full  in- 
structions. The  inside  of  the  folder  is  illustrated  herewith.  Like- 
wise the  motorman  on  the  second  car  starting  out  on  the  changed 
schedule  is  handed  a  similar  folder  with  his  passing  points  clearly 
stated,  and  so  on  with  the  third  and  fourth  cars.  The  men  are  re- 
quired to  read  these  instructions  each  day  and  to  keep  them  about 
their  persons  for  instant  reference  if  any  doubt  arises  as  to  the 
proper  meeting  point.  As  soon  as  the  running  time  is  changed 
again  the  cards  are  collected  by  the  dispatcher  as  each  crew 
cines  in. 

1  additional  check  each  motorman  as  he  starts,  hangs  up  a 
small  number  under  the  hood  over  his  platform.  The  nun 
painted  in  white  on  a  small  metal  disk  and  serves  the  purpo  I 
identification  for  the  en  w  s  of  passing  cars.  The  numbers  for  this 
line  arc  1.  2.  3  and  4.  each  crew  keeping  the  srmir  numbet  for  the 
day's  run.  The  car  starting  out  first  in  the  morning  takes  X...  1. 
the  second  No.  2  and  the  third  X.'.  3.  No.  4  being  reserved  for  the 
extra  car  that  goes  on  during  the  rush  hours.  This  scheme  of  hang- 
ing up  the  numbers  has  been  instrumental  in  preventing  one  - 
accidents  at  least,  as  it  enables  every  employe  of  the  company  who 
may  see  the  number  to  check  the  car  and  determine  whether  or  not 
it  is  at  its  proper  place  on  the  line. 

In  the  case  of  non-arrival  of  an  opposing  car  the  crews  are  in- 
structed to  wait  at  the  switch  for  five  minutes,  and  then  to  proceed 
cautiously,  ringing  the  bell  and  flagging  around  curves. 

Another  expedient   is  in    force  to  prevent   accident-    and   del 
the  entrance  to  a  long  loop  running  around  several  city  blocks  in 


Are.  is,  1902.] 


STREET    RAILWAY    REVIEW. 


205 


the  business  district.  Two  or  three  lines  of  cars  use  this  loop  and 
congestion  was  caused  through  the  inability  of  the  motormen  to 
tell  after  they  had  run  around  the  loop  whether  or  not  the  single 
track  at  the  entrance  was  clear  for  them  to  proceed  on  their  outward 
trips.  The  running  times  were  such  that  certain  cars  should  reach 
the  entrance  and  pass  into  the  loop  at  just  about  the  time  that 
opposing  cars  were  scheduled  to  pass  out  of  the  loop  at  the  same 
point.  To  avoid  misunderstanding  at  this  place,  a  small  wooden  box 
was  hung  on  a  pole  at  the  point  where  the  ears  turn  off  to  run 
around  the  loop.  This  box  has  a  small  compartment  for  each  sep- 
arate line  using  the  track,  and  is  fitted  with  a  glass  door.  In  the' 
bottom  of  each  compartment  are  several  numbered  metal  disks  cor- 
responding to  the  numbers  carried  on  the  cars.  When  a  car  enters 
the  loop  the  conductor  jumps  off  and  places  the  disk  bearing  his 
car's  number  in  an  upright  position  so  that  it  will  be  visible  through 
the  glass  door.  The  motorman  of  the  car  coming  in  the  opppositc 
direction  can  thus  tell  at  a  glance  what  cars  have  entered  the  loop 
and  whether  the  track  is  clear  for  him  to  proceed  on  his  outward 
run.  Of  course  each  conductor  after  completing  the  run  around 
the  business  district  turns  the  number  down  in  the  box  as  he 
passes  the  point  on  his  outward  trip. 

The  only  mechanical  signal  on  the  Yonkcrs  system  is  one  on  a 
principal  street  where  a  very  severe  grade  combined  with  a  sharp 
compound  curve  prevents   motormen   from   seeing   but   a   few   feet 


CONSOLIDATION  IN  PENNSYLVANIA. 


■  -   *  «-. 


-& 


WIRING  FuR  SIGNAL   BOX. 

ahead.  At  the  foot  of  the  hill  is  a  complicated  set  of  crossings  and 
switches  and  it  is  desirable  to  have  but  one  car  on  the  section  at 
a  time.  A  tell-tale  signal  was  therefore  arranged  to  indicate  at 
one  end  of  the  section  whether  or  not  a  car  had  entered  the  sec- 
tion from  the  other  end.  The  section  in  question  is  about  1,000  ft. 
long.  The  diagram  and  half  tone  engraving  will  give  an  idea  of  the 
device  which  is  very  sin  lion  of  the  trolley  wire  about  400 

ft.  long  was  insulated  by  section  insulators  and  the  current  for  tins 
stretch  of  400  ft.  is  taken  by  means  of  an  auxiliary  wire  through  a 
signal  apparatus  placed  at  the  other  end  of  the  1,000  ft.  section.  The 
signal  apparatus  is  housed  in  a  wooden  box  hung  on  a  pole  and 
consists  of  a  solenoid  which  when  actuated  moves  a  semaphore  arm. 
It  will  be  evident  that  current  will  flow  through  the  coil  only  as 
long  as  there  is  a  car  on  the  insulated  section.  The  fact  thai  thi 
insulated  section  of  trolley  wire  is  only  400  ft.  long  i  explained 
by  the  statement  that  a  car  on  this  stretch  is  obstructed  from  view 
by  the  sharp  curve  and  as  soon  as  it  has  passed  through  thi  |00 
ft.  is  is  visible  from  the  top  of  the  hill  and  the  signal  is  not  needed 

»  • » 

ANTI-SMOKE   LAW   IN   WASHINGTON,   D.   C. 


A  determined  effort  is  being  made  in  Washington  to  enfoi 
anti-smoke  law  at  the  rariou  and  warehouses  in  that  city, 

and  the  first  '■    I.    I..  Sinclair,  general  in 

iperintendenl  of  the  Washington  Traction  &  Electric  Co.,  for 

violating  this   law    was  tried    !.,  1    month.      The    suit    relate      I"    th' 
alleged  omissions  of  dens<    black   smoke   from   tl  oi    the 

United  States  Electric  Lighting  I 

iny  that   full 
ptiance  with  the  bility,  .md  it 

mpany  in  any 
of  the  pending  "n't'  •  will  be  r< 


in.  li  'i"  >  '  ailway  and 

II  build  a  108x250  ft 


it.  In'1 .  h 
to  approximate  '150,0  impany 

■nilr^  of   r  .  Peru   and 

my. 


Negotiations  for  the  merger  of  the  Pittsburg,  McKeesport  & 
Connellsville  Ry.,  and  the  Pittsburg,  McKeesport  &  Greensburg 
Ry.,  are  stated  to  have  been  closed,  and  arrangements  for  operat- 
ing the  lines  by  the  new  interests  were  expected  to  be  complete! 
about  April  1st.  The  company  running  through  Connellsville  is 
building  its  line  through  the  coke  region  at  this  point  with  Ma- 
sontown  as  its  objective  point.  A  number  of  branch  lines  are  to 
be  built  to  run  through  important  towns  in  the  counties  through 
which  this  road  operates. 

To  furnish  power  for  this  system  a  large  plant  is  to  be  built  it 
New  Haven,  directly  across  the  river  from  Connellsville.  The 
company  running  to  Greensburg  is  building  a  line  from  that  place 
to  Irwin  with  an  extension  recently  opened  to  Youngwood.  This 
company  has  also  secured  franchises  for  two  extensions  west  from 
Lima.  One  is  via  North  Irwin  to  East  Pittsburg  and  the  other 
is  to  McKeesport  via  Jacksonville  and  Stuartsville.  The  extension 
to  McKeesport  is  to  be  built  at  once.  In  addition  to  these  trac- 
tion interests  the  new  consolidation  also  includes  the  purchase  of 
the  Westmoreland  Light  &  Power  Co.,  which  operates  several 
electric  lighting  plants.  The  consolidation  represents  a  total  capi- 
talization of  nearly  $5,000,000. 


THE  RHODE  ISLAND  LEGISLATURE. 


In  the  closing  days  of  its  last  session  the  Rhode  Island  Legis- 
alture  passed  three  important  bills  affecting  the  electric  roads  of 
the  state. 

One  known  as  the  "Merger  Bill"  makes  possible  a  consolida- 
tion of  the  street  railway  interests  controlled  by  the  United  Trac- 
tion &  Electric  Co.,  of  Providence,  with  the  Providence  Gas  Co. 
and  the  Narragansett  Electric  Lighting  Co.  It  is  said  that  all 
these  properties  will  be  taken  over  by  a  new  company  incorporated 
as  the  Rhode  Island  Cc. 

Another  bill  provides  for  a  universal  transfer  system  among  the 
roads  operating  in  Providence. 

A  third  bill  provides  that  a  day's  work  for  all  conductors  and 
motormen  in  the  state  shall  not  exceed  ten  hours'  work,  to  be 
performed  within   12  consecutive  hours. 


PROPOSED 


BOSTON-PROVIDENCE  INTER- 
URBAN. 


A  plan  is  being  promoted  to  furnish  a  through  line  of  electric 
cars  from  Providence  to  Boston  in  which  five  or  six  different 
companies   are   interested.      It   is   thought  by  the  promoters  that   all 

the  street  car  companies  between  these  two  points  will  derive  con- 
siderable benefits  by  inaugurating  a  through  system.  The  lines  of 
the  Boston  Elevated  extend  through  Hyde  Park  and  a  continuous 
line  extends  through  Providenci  and  Attlcborough.  It  is  proposed 
to  build  a  connecting  link  between  \ttleboro  and  Hyde  Park  by 
means  of  which  cars  from  Providence  to  Boston  can  make  a 
through    trip    in    about    three    hours.      The    fare    will    be    about    DO 

■hi'  li  i     1 1    i'      than  thi    regular  fare  on  steam  roads, 

1  in    length  of  the  through   electric  road  will  be  about  45  miles. 

nought  thai  through  clectrii  cars  will  be  run  over  this  route 
withott  1   


NORTH   JERSEY  STREET  RAILWAY  EXTEN- 
SION. 


1    fei  ej   Street   Railwaj   Co    has  formulated  plans  for 
building  a  bell  line  17  miles  in  length  to  run  between  Jersey  City, 

Hi    and   Baj  1  mm       1  hi    m  w  line  »  ill  I  I  he   1  'enn  1 1 

lerse;    Cil       itl    Bergen  Poinl  and  Bayonne,    The 

■  ompan  rvej     and  mapped  oul  the 

ini.    in  be  followed      Thi    onlj    requirement    now   neci    ary   is  to 
...  in.         11  1  1, ii  .  1    pected   will  bi    n  adilj    granted  a 

the  imp  would  1 f  great  benefit   to  thi     action  o 

by  tin-  contemplated  i"-"l      !  joining  heart 

led  to  ie\  elop  the    1 1  •  ion 

west  1  Hi    ■■  in'  it  ii 1   impi  oved  1     rapidly  .1  1  thai  on 

.t  the  trolley  line  aln  td 


206 


STREET    RAILWAY    REVIEW. 


|Voi    XII,   No    i 


JACOB  LOWMAN   GREATSINGER. 

much   ncw.ul.is~  about   the  potent    infl 
erted  by  the  electric  railway  upon  the  lives,  habits,  customs  am 
ditions  ,,f  the  people  thai  thi  ■  'I  and 

make  the  impression  il  once  did.  Bui  in  speaking  of  the 
transportation   conditions   of   the   citj    of    Brooklj  mes   ■ 

peal  the  statement  and  with  emphasis 
It    in  d    without    I  thai    the    future 

growth  of  Brooklyn  depends  solely  upon  thi  rossing 

i  River,  It  these  accommodations  are  enlarged  t"  meet  the 
requirements  of  the  city's  progress,  real  estate  values  will  advance, 
new  property  will  become  available  and  more  people  will  g"  to 
Brooklyn  not  only  t"  live  but  to  build  factories  and  transact  bit-i- 

The  Brooklyn  Rapid  Transit  Co.  fr..m  the  nature  of  its  Franchise 
holdings  controls,  with  the  exception  of  a  Bingle 
business  on  Long  Island,  every  avenui  ill  the  pres 

ent   facilities   in  operation   for  carrying  passengei  B klyn 

to  Manhattan,  and  the  situation  is  such  that  it  musl  necessarily 
control  the  travel  to  any  other  facilities  thai  may  be  offered  in  the 
future  for  crossing  the  river,  in  (he  form  of  new  bridges,  tunnels 
other   than   private   enterprises,    or  additional    ferry    routes.      It    will 

therefore  to  what  degree  the  welfare  of  the  city  has 
entrusted  to  this  company. 

The  man  who. directs  the  policies  of  the  Brooklyn  Rapid  Transit 
Co.  and  the  constituent  companies  which  it  controls,  is  Mr.  .1  L 
Greatsinger,  who  was  elected  its  president  on  March  20,  [901  Vnd 
be  it  saiil  that  no  man  appreciates  Letter  the  responsibilities  that  go 
with  this  office. 

Under  the  skillful  and  able  management  of  Mr.  Greatsinget  the 
Brooklyn  Rapid  Transit  Co.— notwithstanding  ill  informed  and 
prejudii  criticism   to   tin-   contrary-  is   doing   everj 

thing  possible  to  meet  the  requirements  put  upon  it  In  fact  it  is 
probablj  doing  more  for  its  patrons  than  any  other  road  in  the 
United  States.  For  instance  by  operating  the  tramways  of  the 
Brooklyn  Bridge  at  an  annual  expense  of  nearly  $700,000,  it  is  sav- 
ing the  people  of  Brooklyn  $2,500,000  every  year  by  carrying  free 
IOO.ooo.ooo  passengers  over  the  bridge  win.  otherwise  would  haw 
to  pay  cents  each  or  walk.   Moreo  ving  in  time 

is  in  itself  important  inasmuch  as  the  company  now  lands  il-  pas- 
sengers in  the  central  portions  of  both  Brooklyn  and  Manhattan, 
where  they  are  in  direct  touch  with  radiating  lines  to  all  city  and 
suburban  portions  of  the  metropolitan  district.  These  very  con 
in  the  interests  of  the  people  are  largely  responsible  for  the 
present  congestion  and  thus  we  have  the  anomaly  of  the  company 
hearing  harsh  criticism  for  conditions  brought  about  by  its  own 
rts   to   meet    the   demands   for  hetter  and   cheaper   transit 

In  transfer  regulations  the  management  has  almost  gone  to  l     CI 

in  its  liberality.  There  an  evi  ral  possible  continuous  rides  of  over 
\2  miles  iii  ion    for  a    -ingle  fare,  and  by   taking  transfers 

24  miles   in   the   same   general   direction       A, 
a  matter  of  fact  a  person  could  ride  all  day   for  5  cents  if  he  s,,  de- 
Taking    the    number    of    transfers    issued    the    Company    com- 
putes that  the  fare  of  each  person  is  brought   down  to  practically 
cents  per  ride. 
Since  Mr.  Greatsinger  assumed  the  presidency  arrangements  have 
been  made  and  are  in  process  of  execution  for  securing   additional 
equipment    new    tracks,    and    more   available    motive   power.       The 
number  of  closed  cars  has  been  increased  50  per  cent,  and  the  num- 
ber of  25   per  cent,  the  design  of  the  new   rolling   stock 
providing    increased    passenger   capacity    per    car    as    well.      A    new 
combined    alternating    and   direct    current    power    house     is     nearing 
completion  and  will    soon   enable  the  compart)    to  make  needed  in- 
in   car  mileage  and   improve   the   servid    011    certain   lines 
hitherto  hampered  by  insufficient   supply   of  power. 

Mi    Greatsinger   ».is  born  July   1.    [849,  in   Filmira,   X     1       His 
father.  John   S.  Greatsinger,  was  3  New  York   farmer  ol    G 
and   Scotch  parentage.     His  mother.   Aurelia    I      Gri        tiger,  is   a 
1    Irish  parentage.      Both   parents   are   still    livi 
ty,  N.  V 
1  ireatsinger  received  h 

Chemung  County,  and  later  attended  the  Elmira 
free  academy.  While  attending  school  in  Elmira  he  was  employed 
as  clerk  in  a  hardware  spire.  He  was  afterwards  in  the  Bank 
of  Chemung  for  a   short  time      Later  he  entered  the  wholesale  and 


nt.iil  coal  business  in   Elmit  d   work   was 

evidenced    while   engaged   in  and   agricultural    implement 

i  he  frequently  took  a  hand  at  tirmg  the  6  ft    gag 
l<    K    switch  engine  yard.     He   subsequent!)    -old  his 

interests  in  the  coal  and  agricultural  implement  business  and 

i-'ii    with   the    t'tica.    Ith.na   ,\    1  Ituira    R     K     as   fireman.      He 

subsequently  became  machinist,  station  agent,  roadmaster,  locomo- 
tive engineer,  train  dispatcher,  master  mechanic  and  luperinti 
in  quick  succession     The  road  expanded  and  when  he  severed  his 

connection  with  it    in    1886  it   comprised  live  lines,   including  the  F.I 

mini.  Cortland  &•   Northern   K.   R,  all  of  which  have 
merged    with   the   Lehigh   \  alley    System 

In  [886  \lr  Greatsinger  left  New  York  State  and  entered  the 
employ  of  thi  8    I  astem  Illinois   R.  R.  as  master  mechanic 

with  headquarters  at  Brazil,  Ind.,  and  later  at  Danville.  III.  In 
[888  l"    was  transferred  to  the  Duluth  &  Iron  Range  Railroad  Co 

in   Minn,    ots  mechanic     In   lf»jo  lie  was  appointed  general 

superintendent,    and    in    1X01    he    was    elected    president    and    general 
the    Duluth   >\     I  Railroad   Co.     tin    Mar.    20, 

[001,  hi  'it   of  (he   Brooklyn   Rapid 

Brooklyn  Heights  Railroad  Co.  and  constituent  companies 
Under   Mr,   (ireatsinger  the   Duluth  &   Iron  Range  road  was  one 
of   the   lir-t    railroad-   in  the  country  to  introduce   heavy  locomotives 
irs.      In   point    of  number  of  trains   per  mile  ami    ton 
iii-'.    moved  the  road  ranks  high  among  western   steam   railr 

In  the  matter  of  considerate  and  fair  treatment   of  employes   Mr 
Greatsinger  has  always  taken  a  decided  stand.     He  early  reci 
the  value  of  the  Railroad  Young  Men's  Christian  Association  work 
railroad    men    and    encouraged    the    formation    of   branch    as- 
ms   among   the   men    on    hi.    road       lie    provided    rooms    for 

this  purpose  properly  equipped  for  the  comfort  and  entertainment  ol 
members,   including   reading,    reception,   smoking  and   class   rooms, 

baths,  locker  boxes  I"''  the  men'-  clothing,  howling  alley-,  billiards 
ahd    other    games,    gymnasiums,    etc.       As    stated    elsewhere    in    this 

issue  he  is  carrying  out  the  same  idea  among  the  employes  ol  the 
Brooklyn  Rapid  Transit  Co.,  with  mutual  insurance  and  benefit 
funds  added. 

During  his  career  in  the  west  a  1  man   Mr    Greatsinger 

has  al-o  been  president  of  the  Minnesota  Iron  Co.  and  it-  constitu- 
ent companies,  a  director  of  the  First  National  Hank  of  Duluth, 
and  president  of  the  Kitchi-Gammi  Club. 

Tn  1872  Mr.  Greatsinger  married  Catherine  F.  Dailey,  who  died 
in  [882,  He  has  one  daughter.  Edna,  who  married  Dr.  P.  J.  H. 
Farrcll    and   now    re-ides   in   Chicago. 

Upon  leasing  the  Duluth  &  Iron  Range  R.  R..  as  attesting  Mr 
Greatsinger' s  popularity  with  his  employes  .,  souvenir  photograph 
allium  containing  about  500  photographs  of  his  employes,  which  in- 
cludes office  clerks,  engineers,  firemen,  hrakemen.  train  dispatchers, 
switchmen  and  others,  has  been  presented  him,  together  with 
framed  resolutions  from  the  Brotherhoods  of  Locomotive  En- 
gineers, Firemen  and  Conductors  He  has  also  been  the  rei 
of  other   testimonials. 

Mr.  Greatsinger  is  affiliated  with  the  Kitchi  Gamini  Club  of 
Duluth,    the    Minnesota    CI ul ■    of    St     raid,    the    Chicago    Club    of 

Chicago    i!i,     B klyn,    Hamilton,  Marine  ami  Field,  Crescent.  M011- 

tauk,  and   Riding  and   Driving  Cluhs  of   Brooklyn,   and   the    Metro 
politan   Club  of   New   York   City,   besides   numerous   railroai 
gineering  and  mechanical  associations. 


YERKES'  LONDON   RAILWAY  PROJECTS. 


\ller    long    negotiations,     Mr.    Charles    T.    Yerkl  iplctcd 

1 1  lent  with  the  Baker  St  &  Waterloo  K\  which  giv  :s 
him  control  of  four  different  underground  lines  This  road  '- 
aboul  half  built  and  a  new  contract  has  been  signed  for  it-  com- 
pletion        I  lie   old    contractors    will    finish    it    and    it    is    expected    that 

it    will   he  11  0011   as  the  power   liousi    can 

built,  and  the  Metropolitan  District  road  is  read}  to  run.  Tin 
four  road-  owned  by  Mr.  Yerkes  will  form  a  system  connecting 
with    the    Metropolitan    District    railway.      The   latter   will    ad 

I   for  the  others  and  ii   it   intended  to  build  connecting  lines 
and  transfer  stations   for  the  other  roads.    The  contracts  fot   most 
of  the  work  have  been  let  to  British  companies.     The  firsl 
1.  10  he  in  operation  t8  month-  after  December,   [901,  and  the  last 
engine    six    months    later. 


Supplement  lo  STfEl  I    RAIIWA1  Rl 

April  15.  \'*>2 


Apr.  is.  1902.] 


STREET  RAILWAY  REVIEW. 


207 


NEW   CAR   HOUSE  OF  CHICAGO  CITY   RY. 


By  courtesy  of  Capt.  Robert  McCulloch,  general  manager  of 
the  Chicago  City  Railway  Co.,  ami  Mr.  Richard  McCulloch.  as- 
sistant general  manager,  we  are  enabled  to  present  some  of  the 
details  concerning  the  new  car  house  the  company  is  now  build- 
ing at  77th  St.  and  Wentworth  Ave.  The  company  owns  the 
entire  block  bounded  by  77th  and  ;Sth  StS.,  Wentworth  Ave.  and 


INTKKIOR  OF  CAK  HOUSE. 

Vinccnnes  Road,  a  location  which  is  convenient  to  the  Went- 
worth Ave.  and  Hoisted  St.  lines,  two  of  the  largest  divisions 
of  the  system,  and  in  event  the  State  St.  line  is  converted  for 
electrical  operation  cars  for  that  division  would  also  use  this 
barn.  The  building  now  under  construction  is  353  ft.  4  in.  long, 
from  east  to  west,  and  348  ft.  8  in.  wide,  and  is  at  the  northeast 
corner  A  structure  of  like  capacity  will  later  he  erected 

west  of  this  barn,  leaving  a  space  for  a  possible  street,  and  the 
tracks   extended   clear   through   both   buildings.     The   entrance   to 
cond  house  will  be  on    Vincennes   Road. 


the  idea  was  to  have  nothing  combustible  about  the  house  except 
the   cars  themselves. 

A  section  of  one  bay  is  shown  in  the  line  drawing.  Each  bay 
contains  five  tracks,  which  are  spaced  11  ft.  from  center  to  center, 
making  room  for  34  of  the  large  double  truck  cars  such  as  are 
used  on  the  Wentworth  Ave.  division,  and  giving  a  total  capacity 
for  the  house  of  204  of  these  cars.  The  grade  of  the  lot  was  be- 
low the  street  track  level  and  the  track  rails,  which  are  100-lb. 
T  section,  in  the  car  house  are  therefore  carried  on  cast  iron 
columns  spaced  6  ft.  between  centers  longitudinally.  This  gives 
a  pit  extending  over  the  entire  area;  the  pit  floot  is  concrete 
.end  well  drained  to  a  sump  from  which  the  water  is  taken  by 
a    motor   driven    pump. 

The  spac-os  between  the  tracks,  the  rails  of  which  are  4  ft.  6  in. 


-  if- 

DETAIL  OF  Till'  OP  SUPPORTING  COLUMN. 

above  the  pit  floor,  arc  floored  with  concrete  laid  in  arches  with 
iv ire  netting  in  the  center.  The  rails  between  which 
the  arches  are  laid  are  kept  from  spreading  by  transverse  angles 
bolted  to  the  supporting  columns.  The  methods  of  attaching  these 
angles  and  of  securing  the  track  rails  to  the  posts  are  shown  in 
the  detail   of  the  post  top. 

At  the  front  or  Wentworth  Ave.  end  of  the  house  each  bay  has 
two  27  ft.  5  in.  doors;  at  the  other  end  there  are  five  10-ft.  doors 
per  bay,  one  to  each  track.  All  of  these  are  of  the  steel  rolling 
lift  type  furnished  by  the  Kinnear  Manufacturing  Co.,  of  Colum- 
bus. O. 

The  building  is  52  ft.  from  the  center  of  the  track  in  Wentworth 
Ave.  from  which  the  entrance  curves  branch.  The  middle  track 
of  each  bay  is  not  entered  directly  but  is  reached  from  a  cross- 
over connecting  just  inside  the  building  with  one  of  the  adjacent 


m"W    U 


I  Koss  ski    I  ION   • \C.O  '  II  V    l<\     I  AH   HOIisK. 


by  17 

.11   .|'..,r    for 


ihi    i ach  ba} 

and  thi  rough  il  ing  only  1  1  bram  he  ■ 

from  the  main  track  in  Wentworth    Vve   foi  thi   entiri   housi 

1  "  h  led  .-.  ith  on 1    ol  hydt  aulic 

jacks  for  lifting  1  ft.. in  the   trucki      The  arrangement 


208 


STREET    RAILWAY    REVIEW. 


[Vol  XII,  No.  4- 


of  the  piping  for  the  jacks  is  shown  in  one  of  the  line  drawings, 
and  another  of  the  illustrations  shows  the  jack  cylinder  in  plan 
and  section.     The  lifting  pistons  in  this  mechanism  are  4'/i  in.  in 


the  admission  of  oil  to  the  two  pairs  of  cylindtrs,  and  the  third 
for  opening  a  passage  to  the  oil  reservoir  when  the  jacks  arc  low- 
ered.    Ft.  Zero  oil  is  used  in  the  jacks. 


CAR  BODY  ON  JACKS. 

diameter  and  7  ft.  long,  made  of  cold  rolled  steel.  Bearings  for 
the  pistons  are  furnished  by  the  upper  and  lower  portions  of  the 
jack  cylinder  casting  which  is  extended  below  by  a  section  of 
piping  long  enough  to  accommodate  the  pistons  when  lowered. 
In  this  case  the  cylinder  castings  are  supported  on  the  tops  of 


i  \  LINDEK  CASTING. 


O  Ji  Hi  cy?inder        Q 


HAND  PI'MI'. 


At  the  77th  St.  house  motor-driven  pumps  will  be  used  for  oper- 
ating the  jacks  but  our  drawings  show  a  hand  pump,  which  is 
used  in  connection  with  similar  installations  at  other  of  the  com- 


ELEVATION  AND  PLAN  SHOWING  PIPING  KOR  JAc  KS 


columns  which  rest  on  concrete  foundations  which  are  flush  with 
the  pit  floor. 

It  will  be  remarked  from  the  piping  plan  that  the  two  cylinders 
at  one  end  of  the  car  are  fed  from  one  supply  pipe  which  has 
branches  of  equal  length  so  that  the  oil  pressure  is  as  nearly  as 
possible  the  same  in  both.  A  special  fitting,  shown  in  detail  in 
one  of  the  drawings,  has  three  valves  in  it,  two  for  regulating 


pany's  car  houses.  This  pump  has  two  cylinders  each  operated 
separately  by  independent  handles.  One  is  I'A  in.  in  diameter 
and  is  used  in  pumping  up  the  pistons  to  a  position  ready  to 
take  the  load.  The  smaller  piston  is  I  in.  in  diameter  and  is 
used  after  the  load  comes  on  the  jacks.  The  jacks  were  designed 
and  built  in  the  company's  shops  under  the  direction  of  Mr.  M. 
O'Brien,  master  mechanic. 


Are.  is,  1902.] 


STREET  RAILWAY  REVIEW. 


209 


VISION,  COLOR-SENSE  AND   HEARING. 


A  paper  on  this  subject  was  read  at  the  meeting  of  the  Western 
Railway  Club  by  Charles  H.  Williams.  M.  D..  of  Boston,  Mass., 
in  which  he  considered  some  of  the  examinations  which  are 
needed  to  secure  reliable  results  and  which  are  fair  to  both  the 
employes  and  the  company.  To  those  who  arc  skeptical  as  to  the 
necessity  of  such  examinations,  the  experience  of  one  railroad 
running  out  of  Chicago  should  be  convincing.  On  this  road, 
from  June,  1890,  to  Nov.  30,  1901.  there  were  rejected  1.888  men 
applying  for  work  who  could  not  pass  the  test  for  acuteness  of 
vision,  and  441  who  were  defective  in  llicir  color  perception  to  a 
dangerous  amount.  These  figures  also  show  that  defects  of 
vision  are  more  frequent  than  those  of  color  sense.  For  many 
years  it  was  supposed  that  test:;  with  Holmgren's  colored  worsteds 
was  sufficient  to  detect  all  dangerous  forms  of  defective  color 
perception,  but  reports  of  cases  are  beginning  to  accumulate 
it  has  failed.  Some  times  the  man  who  can  without  hesitation 
pass  the  worsted  test  will  make  many  mistakes  in  naming  the 
color  in  a  distant  green  or  red  signal. 

The  Pennsylvania  Railroad  and  New  York,  New  Haven  & 
Hartford  Railroad  adopted  methods  of  examination  about  three 
years  ago  which  extend  to  the  whole  system  of  employes.  Each 
examiner  of  the  company  is  appointed  by  the  division  superin- 
tendent, subject  to  the  approval  of  the  general  superintendent, 
and  the  examiner  is  himself  first  examined  as  to  his  vision,  color 
sense  and  hearing  by  an  expert  oculist,  and  when  found  qualified 
for  the  position  is  supplied  by  the  company  with  the  following 
outfit: 

A  set  of  standard  test  letters  on  cards,  including  cards  on  which 
semaphore  signals  are  printed,  for  testing  the  acuteness  of  vision. 

A  set  of  cards  with  reading  matter  in  print  of  various  standard 
sizes  and  some  train  orders  written  on  a  manifold  copying  sheet 
for  the  reading  test. 

A  set  of  approved  Holmgren's  worsteds  (125  colors,  each  with 
numbered  tags)  and  a  standard  testing  lantern  with  13  glasses  of 
different  colors  and  smoked  glasses  for  testing  the  color  sense. 

A  ratchet  acoumeter  for  the  hearing  test. 

Two  pairs  of  spectacles,  one  with  plain  glass  and  the  other 
with  a  convex  lens  of  two  diopters  for  each  eye. 

Blank  forms  of  certificates  for  noting  the  results  of  the  exam- 
ination. 

xperience  of  three  years  with  this  outfit  has  not  suggested 
any  change  except  that  the  lantern  at  first  used  has  been  replaced 
by  an  improved  form  showing  one  or  two  lights  at  a  time  of 
different  colors  or  of  the  same  color. 

The  tests  arc  made  in  a  well  lighted  room  in  which  a  di 
of  20  ft.  can  be  measu  t  type  to  the  person   i"   be 

examined.     Dark  shades  or  shutters  should  be  provided  to  darken 
the  room  for  the  lantern  test. 

Acuteness   of  Vision. 

The   ;  be  examined  is  placed   so  that  he   m 

a  strong  light  and  one  eye  is  completely  covered  by   holding  a 
card  over  it.     One  of  the  20-ft.  cards  is  hung  at  a  distance  of  20 
ft.  from  him  in  a  good  light  and  if  he  can  read  the  letters  correctly 
another  20-ft.  card  is  held  up.     If  the  second  one  is  ret 
the  examiner  notes  on  the  1 

were   read  and  th   it   the   number  of 

line    fif    test    typ<  rrectly;    in    ' 

If  he   cannot   read  the  letters  on   ll  ird   at   20  ft. 

card  : ■■    ■  1  until  letters  arc 

.  ith  his  eyi  .'.  ill  be 

it  20/40  of  normal.     I  he  numerator  of  the  fraction  being 
it   which   the  letters   were   rend  and  ninatOI 

being  the  nn 

I  riis   tr»t    il 
n  red. 

in   the   fii 

■ 
of  the  rard  with 

with   li'.' 


feet  is  noted  at  which  the  signals  can  be  read  correctly  without 
glasses.  The  reading  test  is  made  by  noting  the  smallest  size 
of  print  read  correctly  at  the  ordinary  distance  of  about  18  in. 
either  with  or  without  glasses.  Also  it  is  noted  whether  manifold 
train  orders  can  be  read  correctly  at  that  distance.  The  latter  is 
intended  both  as  a  test  for  acuteness  of  vision  as  far  as  concerns 
the  size  of  type  which  can  be  read  and  also  as  to  the  test  of  the 
ability  to  read  both  printed  and  written  cards.  A  case  was  found 
at  one  time  where  a  man  had  learned  the  alphabet  and  could  sign 
his  name  but  was  unable  to  read  and  for  years  had  depended  upon 
his  fireman  to  read  to  him  every  order  he  received.  In  case  of 
men  making  applications  to  enter  the  engine  service  a  test  with 
glasses  is  also  prescribed.  Place  one  pair  of  test  glasses  in  spec- 
tacle frames  before  the  eyes  of  the  applicant  and  if  he  reads 
one  of  the  20  ft.  cards  at  20  ft.  then  try  the  other  pair  of  gl 
If  he  can  read  the  letters  through  the  plain  glass  but  cannot  read 
them  through  the  convex,  or  magnifying  glasses,  enter  on  the  form, 
"Test  with  Glasses  Satisfactory"  but  if  the  letters  can  be  read 
through  both  pairs  of  glasses  enter  "test  with  test  glasses  not  sat- 
isfactory." If  engineers  and  firemen  have  20/20  or  20/30  vision, 
with  both  pairs  of  glasses  they  will  be  examined  yearly  for  vision, 
The  object  of  these  tests  is  to  ascertain,  when  a  man  applies  for 
work,  whether  his  eyes  are  in  such  shape  that  when  he  is  45  years 
old  or  sooner,  he  will  be  unable  to  read  distant  signals  without 
glasses. 

Color  Sense. 

The  whole  number  of  colored  worsteds  are  placed  on  the  table 
in  good  clear  daylight.  The  light  green  test  skein  A,  is  placed 
at  a  little  distance  from  the  others  and  the  person  examined  is 
asked  to  select  from  the  heap  of  colors  all  that  look  to  him  like 
the  test  skein  and  place  them  opposite  it.  He  is  not  expected  to 
find  an  exact  match  for  the  test  skein  but  it  is  explained  to  him 
that  he  is  to  choose  all  the  colors  that  appear  to  him  of  the  same 
general  color  as  the  test  skein,  both  those  that  arc  lighter  and 
those  that  are  darker  in  shade.  If  he  docs  not  understand  what 
is  wanted  the  examiner  himself  selects  the  colors,  then  having 
returned  them  to  the  general  heap  and  mixed  them  with  the  rest, 
the  person  examined  is  called  on  to  repeat  the  selection.  This 
dene  mstration  will  not  enable  the  person  who  is  defective  in  his 
color  perception  to  select  the  colors  correctly.  He  will  pick  out 
as  looking  like  the  green  test  skein,  some  green  and  also  some  of 
the  gray  or  brown  confusion  colors  which  will  appear  to  him  of 
the  same  general  color  as  the  test  skein,  only  varying  from  it  in 
shade.  The  numbers  on  the  tags  of  the  colors  selected  arc  noted 
on  the  form.  Also,  whether  the  selection  is  prompt  or  hesitating. 
All  the  colors  are  returned  to  the  heap  and  mixed  together  and 
the  rose  test  skein  is  placed  apart  from  the  rest  and  the  applii  mil 
selects  as  before  all  the  colors  that  look  to  him  like  this  skein. 
The  numbers  on  the  colors  so  chosen  are  also  noted  on  the  form. 
In  the  first  case  if  the  person  examined  selects  any  of  the  grays 
and  browns  as  looking  like  the  green  skein  it  shows  that  he  is 
In  '  oli ii  perception  cither  for  red  or  green,  if  in  the 
'I  1  in  electa  some  blues  or  violets  as  looking  like  the 
in  in  defective  in  his  color  perception  for  red,  or  if  he 
selects  for  the  rose  colors  some  of  the  greens  or  blues,  he  is  de- 
fective in  his  perception  for  green.     The  test  with  the  green  skein 

"I   defective  color  sense  and  the  lest  with   the 

rose  skein  shows  whether  the  defect  is  more  for  red  or  for  green. 
ntern  test  the  ro  ed  ami  thi    lighted  test 

n   ll     from  the  person  being  examined,  and  about 

level  with  his  eye       Differ  in    shown  which  the  appli 

cant   must   name,  the  colors   1  .11  two  at  a  time  or  two  of 

"i'.i  .11  1  hi     test  i     1  'I"  .'ii'l  with  a  diaphi agm 

showing  tin    1  '■1..I   iin ..Mi- 1 1  mil  1         nail  1  ,.--111111-      in  casi 

is  any  q  lot     perception  othei     testa   lade  by 

combining  lasses  with  tl  1  aes.    No  pei  ion 

1  pen  eption  who  .ill 

.1  n'l  *  reen,  and  vici    versa,  undei  .my  of  the  condition    ol 

Hearing   1 

lli.   person  examined  is  placed  at  a  di  tanci   "i  ao  It    with  on. 

.  a>  towai  'iii  ■■  ■    '"ii"    mil.)  pped  by  plai  ing  He 

repes       loud  words  and  numl kei 

1,.,  thi  .         .''  -'  '  onvi  1  ational  tone,  and  tie 


210 


STREET  RAILWAY  REVIEW 


[Vol.  XII,  No.  4- 


;it   which   they  can   V"  ited      The   test   is 
1  with  the  other  car. 

With   one  ear   closed  in    feet   is 

a  which  tin-  ti.  ninted 

the   acomnctcr   in   addition   to   tin-   test    with   tin-   vein-    is   that    it 
prevents  a  man  bi  mnl  of  a  low  tone  "i  \ 

indistinct  speech  of  the  examin 


PROPER    DRAINAGE   AT  CROSSINGS. 


Mr.  John  Kerwin,  superintendent  ..i  tracks  <<i  the  Detroit  United 

erning 
his  practice  in  laying  crossings  with  ctcam  railroad  track.  The 
steam  track  paved  and  charges 

are  to  I  d   proper  drainage   must   bi 

For  this  |  lazed  drain 

is  laid  under  the  center  lini  empty 


METHOD  OF  DKAIN1M.  CR<  iSSINGG 

into    a    main    which    is    led    to    the    nearest    sewer.      In    sonic 
three  lines  of  tiling  are  laid  for  a  double  steam  track.     The  mini- 
mum distance  below  the  grade  for  the  tiling  is  iS  in    and  where  the 
level  of  the  outlet  to  the   sewer  is   such  as   to  permit  the   fall   is 
made  I  in  18. 

The    red   ti  |    in.  it   5   in.   in   diameter   while    the   main   is 

larger,  for  which  glazed  01  sewei   till      in    u      !      ["hi     ketch  shows 
a  tiled  crossing  in  plan  and  section.     In  excavating  the  undisturbed 

earth   is  shaped   i"   give  drai to   thi    till    a     indicated   in  the 

section. 

The  Railway  and  Engineering  Review   recently   re] ed   a    meet- 
ing of  an  association  of  section  foremen  on  the  Chicago.   Milwau- 


no    little    difficulty    in    maintaining    track    at    road 
from  the  pi  h.i  grade  highways  up  to  a 

point  higher  than  the  roadbed  outside  the  ends  of  the  ties,  thus 
forming    an    obstruction    which    prevents    the    water    from    draining 

Bod  "i  drainage  adopted  by 

highways  al 

hould  In-  dug   oul   5  it.  from  tie 

a  depth  of  one  foot  below  tin-  bottom  of  ties  at  the  ends  of  the 

and  18  in.  below  botti  a  the  ends  of  the 

same,  this  space  to  he  filled  in  with  cobble  stones. 

Cthod    decided    npon    in    this    important 

1   is  referred  to  the  two  accompanying   sketches. 
Sketch  "A"  shows  tin    mistake  sometimes  found,  where  thi 
and  ball  lade  to  lie  in  a  trench  of  earth  formed  by   gliding 

the  road  11 1  >  to  tl  I   the  rail.     From  this  trench 

irainage.    S  shows  tin  method  adopted 

bj   tin    society,  the  space  ior  a  d  ide  the  ends 

of  the  1  starting  >-■  in.  1"  low  thi 

their  ends  and  running  to  .1  depth  of  18  in.  in  the  distance  of  5  ft., 
'i   with  cobl  the  drainage 

of  surface  water  sinking  into  the  track,  hut  also  catching  and 
diverting  water  which  otherwise  might  run  upon  the  track.  It 
would  seem  that  the  latter  method  should  afford  efficient  drainage 
at  road  crossings." 


MUNICIPAL   OWNERSHIP  IN   COLOGNE. 


The  Belgian  company  which  built  the  first  street  railway  sys- 
tem in  Cologne  in  1878,  obtained  concessions  which  would  not  have 
expired  until  1924  had  not  the  municipality  come  into  possession 
of  the  lines  on  the  following  terms:  the  city  of  Cologne  was  to 
pay  tin  street  railway  company  the  equivalent  of  $238,000  per  an- 
num from  January  1,  1809.  to  June  30,  19:3,  and  the  sum  of  $5,950 
each  year  from  1903  to  June,  30,  1913,  making  a  total,  inclusive  of 
iin  cost  of  buildings  subsequently  taken  over,  of  $3,927,000.  An 
iriation  amounting  to  $4,284,000  was  granted  by  the  city   for 

livers      1    of    existing   lines    into   the   overhead    trolley    system 

and  the  construction  of  two  new  lines.  The  installation  was  made 
by  Siemens  &  Halske.  of  Berlin,  and  a  section  was  opened  for 
traffic  on  October  15. 

The  management  of  the  railways  is  in  the  hands  of  the  munic- 
ipal council,  an  actual  manager  being  appointed  by  that  body.     M- 
toinien    are    paid   83   cents   and   conductors   71.4   cents   per   day   of 
to  hours.     Profits  to  the  company  are  said  to  have  increased  regu- 
larly. 


COST   OF  REMOVING  SNOW   IN    MONTREAL. 


-SxcrcHA- 


-SkctchB- 


kce  &  St.   Paul  Ry.,  where  the  subject  of  draining  road   crossings 
We    reproduce    two    sketches     old    the    following 
extract  from  this  report: 

"i  >ne   remedy  proposed  was  to  lay  tile  drains   parallel  with  the 

track,    outside   the    ends    of   the    ties   and   between    the    tracks    on 

track,  where   the   crossing  com  1    or   where   water 

ble    to   settle   around    the   crossing.      In    the   case    of   double 

track  the  tile  in  the  center  space  is  to  be  turned  under  one  of  the 

into  the  ditch.     The  remarks  of  a  number  of  the   speakei 

directed  to  the  great   diffii  1     naintain  n 

at  undrained  road  crossings   in  wet   places       It  also  appeared   that 


I  ii,    following  table  shows  the  cost  of  rcmo  1    from  those 

treel  in  Montreal  which  are  occupied  by  street  railway  tracks  and 
al  0  iIh  amount  of  this  which  is  borne  by  the  company.  The  pro- 
portion paid  by  the  company  has  varied  under  different  agreements 
between  the  city  and  the  Montreal  Street  Railway  Co.  At  p 
the  city  removes  the  snow  and  the  company  pays  two-thirds  of 
the  cost. 

Winter.  Total  Cost.  Paid  by  Company. 

1893-94  $89,029.38 $57,101.18 

1894-95   75.532.35 44.200.00 

96 7I.975-87 52.47000 

1896-97 52,36708 40.457.87 

08 102,41(1. 10 50,131.66 

1S98-99  90,608.00 60.456.00 

1899-00 126,384.00 84.256.50 

1900-01   118.757.45 79.'7"'5 

The  street  railway  company  is  now  a^king  that  it  be  allowed  to 
do  the  removing  of  the  snow,  claiming  that  under  the  city  super- 
vision this  work  is  costing  altogether  loo  much.  The  company 
claims  that  bj  the  use  of  an  equipment  consisting  of  electric  shovels, 
and  self  dumping  cars,  it  could  do  this  in  a  much  more  thorough 
manner,  in  about  one-quarter  of  the  time,  and  at  about  one-half 
the    COSt. 


The  Clinton  (Mo.)  Street  Railway  Co..  of  which  II.  P.  Paris  is 
president  and  manager,  contemplates  converting  its  horse  car  line 
int..   an    electric   railway. 


A  IK.   15,   1902.] 


STREET    RAILWAY    REVIEW. 


211 


MUNICIPAL    OWNERSHIP  AND  OPERATION 
OF  STREET  RAILWAYS. 


liv  11.  M.  Sloan.  General  Muaget  Calumet  Electric  Street   Ry..  Third  Vice- 
President  American  Street  Railway  Association.* 

There  arc  a  great  many  people  who  believe  that  public  owner- 
ship, and  even  public  operation  of  street  railways,  would  be  bene- 
ficial to  the  people,  but  I  am  inclined  to  the  belief  that  a  great 
majority  of  those  who  would  recommend  such  action  on  the  part 
of  the  city  have  not  given  the  subject  the  thought  it  desei 
perhaps  have  not  had  the  opportunity  to  thoroughly  understand  both 
sides  of  the  controversy. 

To  unthinking  people  the  idea  of  public  ownership  and  operation 
is  no  doubt  very  enticing.  They  look  only  at  the  rosy  side,  with- 
out stopping  to  figure,  or  may  be  to  understand  the  difficulties  lying 
in  the  way.  which  would  make  it  not  only  unadvisable,  but  im- 
practicable. 

\s  a  relative  question,  which  it  is  admitted  does  not  beat  on  the 
matter  in  its  entirety,  but  in  which  the  principle  is  identical,  the 
query  might  be  made,  "Why  should  not  the  city  obtain  enabling 
acts  and  build  upon  its  school  land?" 

There  can  be  no  doubt  but  that  large  revenues  result  from  this 
class  of  property.  Presuming  the  municipality  had  the  power. 
would  it  be  justified  in  tearing  down  existing  buildings,  as  is  now 
being  done  by  lessees  of  school  property  in  Chicago?  Would  there 
rtunities  for  jobbery  and  speculation?  Keep  in  mind  that 
the  men  who  speculate  with  the  people's  money  have  nothing  to 
nd  this  kind  of  speculation  is  very  attractive.  This,  of 
course,  is  not  a  parallel  case,  but  it  is  merely  desired  to  bring 
out  the  thought  that  there  are  large  profits  made  by  lessees  of  school 
lands.  The  fact'  remains,  however,  that  the  city  is  much  better 
off  in  leasing  the  ground  than  in  attempting  to  build,  and  this 
same  idea  is  carried  out  by  individual  owners,  for  a  great  propor- 
tion of  the  valuable  inside  property  is  lit  on  ground  rent  for  long 
terms,  not  only  in  this,  but  in  every  large  city  in  this  country  as 
well  as  in  Europe.  The  collecting  of  ground  rent  involve  bul 
little  detail,   and  the  security   is  enormous. 

Practically  without  any  further  legislation  the  city  po 
the  functions  of  ownership  that  a  safe  business  man  would  care 
to  have,  with  the  full  knowledge  that  his  estate  could  he  increased 
at  any  time,  for  franchises  granted  or  renewed  must  carry  with 
them  such  terms  and  conditions  as  the  city  chooses  to  impose,  and 
these  conditions  and  terms  could  be  so  onerous  that  no  individ- 
ual or  corporation  could  possibly  bear  The  query  then  arises. 
Why  dors  the  city  want  ownership  with  all  its  attending  rcsponsi- 
when  it  can  obtain  better  results  cither  by  taxes  on  the 
gross   receipts,  or  to   the   citizen   with    reduced    fnre.    than   could   be 

'   by   owning  the  property    and    renting  it 
or  any  other  basis? 

In    this    connection    the   claim    will    di  made,    th 

railways   of  Or  financed    beyond   theii    legitimate 

limit.  bul   upon 

any  basis  the  conditions  set  forth  remain  the  same 

To   own   the  pr  would    ha  price 

would  pay  what    it    would 

•hen.  the  municipality  would  ha  owner 

»hip  assuming  th-  ,,f  all 

I  all  other  burdi       which 
hip   implies      'I ; 

■  r  things  that  tl  Id  be   kept   in   re- 

'  withstanding  thl  '   naturally 

-il   running  down   from  the  condition  at   the  beginning.     To 

final   track   last    with   as  little 

it     would 

Il  r   civil 

'  em? 

led   in 


their  charter  is  the  provision  that  all  over  and  above  a  stipulated 
percentage  of  earnings  on  a  prescribed  security  issue  is  to  revert 
to  the  state.  1  am  not  positive  as  to  the  results  within  die  last  two 
or  three  years,  but  up  to  a  very  few  years  ago  the  road  had  not 
earned  anything  over  the  stipulated  percentage. 

The    reader's    attention    is    called    to   the    workings    of    municipal 
Ownership   in  the  city  of  Edinburg.   Scotland. 

"The   municipal    cable   system   was   installed   in   this   city   in    1897 
and   has   proved   a   costly    failure   to   the  city    both   financially   and 
mechanically.      In    [802    the   municipality  acquired   the   horse   tram- 
ways   for   the   sum    of  $1,070,000.     The   council    decided   that    (he 
ns    would    not    permit    the    streets    to    be    disfigured    with    the 
overhead   trolley    system   and   the    underground  trolley   system   was 
considered  too  expensive,    so  the  cable   was  finally   adopted  though 
it   was   pointed  out   at  the   time   that   cables   were  being  abandoned 
in   the   United    States.     It   was   estimated  that   a  cable  plant    could 
be  put  in  operation  for  about  $3,900,000,  hut  the  expense  has  already 
1  $5,840,000.  and  the  system  is  not  yet  complete.     A  number 
tlj    mechanical   devices   for  conducting  cars   around   compli- 
cated   curves    have    been    tried    and    abandoned.      Following    these 
mechanical  failures  comes  the  failure  of  the  company  which  based 
the  tramways  to  pay  the  agreed  7   per  cent  on  the  capital  expendi- 
ture,   which    amounted    to    about    $.;So.,;jo    a    year,    and    which    the 
company   declares   it   cannot  pay  out  of  the  earnings.     It 
has    therefore   applied   to   be    relieved   of   its   lease,   and   the   city   is 
suing  for  a  large  amount  of  arrears." 

Incidentally,  a  word  in  this  connection  might  be  said  of  the 
fares  charged  on  the  street  railways  of  Glasgow,  the  much-vaunted 
municipal  ownership.  While  it  is  true  that  short  distance 
gers  ride  for  less  than  a  nickel,  yel  at  the  same  time  it 
must  be  remembered  thai  a  ride  uch  as  the  Chicago  City  Railway 
Co.  gives,  for  instance,  from  Clark  and  Washington  to  79th  and 
Ilalsted    StS.    for   5   cents,   would   cost    in   Glasgow    nearly    II    cents, 

notwithstanding   the    fa.  1    il 1    oi    operation   is   much    cheaper 

than  in  tin.  country.     Glasgow  has  one  mile  of  street  railway   E01 

about   every   10,000  inhabitant    ,    Chicaj ne  mile  for  about  every 

2.500. 

The  demand  in   this  country   is    for  cheap  transportation  reaching 
limits  f  1  ■  on  the  crowded  centers  to  homes  which  are  at  once  health 
ful  and  economical,  and   cheap   transportation   is  the  only  avenue 
by  which  the  desit  1  .1  1  t ■ .  1  1  mplished. 

Ten    years    ago  wen     operated    by    horses    and    cable, 

all  of  which  have  become  obsolete  and  their  replacement  by  eais 
propelled   by  electricity    has  becomi  ry,   running  into  an   ex- 

penditure involving  millions,  and  which  will  cost  many  millions 
more  before   completion. 

Wlni                  ii  electricitj   is  wonderful  in  its  performance,  the 
best  minds  in  unil   in  the  conclusion  that   it  is 

iii  bul   its  swaddling  clotl mpared  with  its  possible* develop 

So  thi  ilities  arc  that    in  a   few   yeai  a  the  pi  1   enl 

method     "ill  b me  ob  olete  ami  new  ones  will  materialize  which 

'  ill    '1'  in. iinl    ml  urn    ami  idopl  "  hi    I"  1  ause  of  their    ntil 

ity  and  gn  any. 

As  it  is  with  the  Bchool  land       0  it  i    with  thi     m eel  ra 

building     I  odern  I Id  ami  pai  1  theii  pi ofita 

mil  nun ,  modern  structut  i  ■ 

I  be    land    la  I  lltl  lbl(    1    I  In     I  il  v'      nil.  1  1    its    ,.i 

and  that  which  i. ..!..  in  street  1  ailw  ay  pi  at  tice, 

I  antiquated,  and  will  ha-.,    to  make 

ail.  .1    ami    up    In    .III. 

irgued  thai  if  the  city  owned  1'"     treel   railways  il 
la-  in  1                                                   ions.    This  it  a  wi  ah  argu- 
ment, for  hi  v. in  1,    in .11,1  I,,  i„    inadequate, 

11  il.  it  tin  in. ni, 1.  i    n.,t  wiih  iim  laws, 
bin  with  ib.  maintained  thai   any  1  ondl 

'ion  in.,  . . .  iM    forced  just  a    i  igidlj 

■    1  ouid  be  ib litioni 

n|.  1     niniii.  ipal    own.  1    hip 

'  if  what  1  tic  to  municipal  ownei  hip,  1 1 

ibility    -ml  iin 

ii 1  p "a  ni   trouble 

,  1  ■    iin     ■  in. 1.'  unil.  1  taking  a  fail 

the    word 

•It  " 


212 


STREET    RAILWAY    REVIEW. 


fVoi..  XII.  No.  4. 


If  it  were  not  financial,  then  it  would  be  political,  or  a  mixture 
of  both,  ami  there  can  be  BO  doubt  but  that  the  whole  structure 
of  municipal  operation  would  be  doomed  at  an  early  stage  of 
its   history  to  disappointment   and   utter   failure. 

The  oportunity  for  political  manipulation  is  a  grave  matter  to 
consider.  You  can  only  guess  at  its  possibililies,  and  no  one  can 
prophesy  its  development. 

As  party  affiliation  in  municipal  politics  is  becoming  a  bugbear, 
at  each  successive  election   party  pr.  I  'iild   be  less  potent, 

and  it  would  logically  follow  that  party  lines  would  be  entirely 
obliterated  with  street  car  employes,  for  their  interests  would  lie 
directly   with   the   "powers   that 

The  1  J   to   the  employe's   hope  of  personal 

advancement  ;    he    would    promise    him    la  5    and    shorter 

hours,  and  in  time  it   would  result  in  an  iar  beyond  the 

iliility  of  a  nickel  fare  to  meet.  This  with  other  forces  to  hold 
men  together  would  result  in  a  political  organization  that  would 
relatively  be  far  more  powerful  than  Tammany.  There  would 
arise  a  boss  and  you  would  have  a  political  condition  that  would 
he  almost  impossible   to  overthrow. 

Municipal  operation  would  be  the  victim  of  the  selfishness  of 
every  citi/cn  who  might  have  a  purpose  to  serve,  frequency  of  cars 
would  be  demanded  and  put  in  service  that  would  be  totally  unjus- 
tified by  the  business,  surrounding  farms  would  be  subdivided,  a 
few    cottages   run   up,  and   thin  come    the   clamor   for    un- 

profitable extensions:  the  nark  force  would  he  augmented;  addi- 
IS  made  in  car  repair  and  line  repair  gang;  inspector's  clucking 
clerks,  and  all  the  safeguards  in  the  way  of  superfluous  men  that 
governments  surround  themselves  with  in  the  manipulation  of  their 
business  detail. 

CITY   CANNOT    OPE'RATE    AS    CHEAPLY   AS     PRIVATE 
COMPANIES. 

It  easily  follows  that  the  present  force  employed  in  operating 
the  roads  today  could  and  would  be  swelled  at  least  one  thousand 
men,  and  at  a  conservative  figure  of  $60  a  month,  would  aggregate 
a  yearly  sum  that  would  he  sufficient  nearly  to  meet  the  interest 
charges  on  practically  half  the  present  bonded  debt  of  the  Chicago 
street  railways.  It  can  not  be  argued  that  a  municipality  can 
operate  a  utility  as  cheaply,  or  manage  it  as  wisely,  as  an  individual 
or  a  company.  The  street  railway  business  is  one  of  vast  detail. 
and  the  city  is  no  more  fitted  for  municipal  operation  of  railways 
than  to  manage  a  large  department  store. 

Governmental  operation  is  notoriously  lax  and  expensively  cum- 
bersome in  its  business  methods,  and  the  many  leaks  that  exist 
in  conducting  the  affairs  would,  under  private  ownership,  pay  a 
big  dividend  on  the  money  invested  in  any  commercial  enterprise. 
It  would  be  necessary  by  the  very  nature  of  things,  for  the  pur- 
pose of  a  reasonable  safeguard,  to  employ  men  to  watch  others, 
thus  adding  to  the  pay  roll  unnecessarily. 

As  an  exemplification  of  the  foregoing,  the  chief  naval  con 
structor  a  short  time  ago  appeared  before  the  committee  of  naval 
affairs,  and  advised  that  all  warships  be  given  out  on  contract,  as 
it  costs  the  government  from  50  to  100  per  cent  more  to  build 
the  vessels  in  the  navy  yards  of  the  government  than  they  would 
cost  by  contract  to  private  builders. 

When  you  consider  with  municipal  operation  that  the  conductors 
of  the  cars  are  the  cashiers  of  the  business,  you  may  imagine  what 
a  force  of  clerks  would  be  necessary  to  see  that  the  receipts  reach 
the  treasury. 

And  then  what  about  the  accidents?  As  a  conservative  estimate 
the  street  railways  of  Chicago  pay  out  over  a  million  dollars  a 
year  in  satisfying  judgments  and  settling  accident  claims. 

Contemplate  for  a  moment  the  graft  possible  in  disbursing  the 
money  to  satisfy  personal  injury  cases,  for  a  great  many  threatened 
suits  are  settled  out  of  court,  both  for  the  city  and  the  sti 
railways.  At  least  three-fourths  of  the  money  thus  paid  by  the 
street  railways  of  the  city  of  Chicago  is  in  personal  injury  cases 
that  are  either  fraudulent  or  unjustified.  If  street  railways  were 
managed  by  the  city,  attorneys  elected  to  office  or  appointed  through 
political  influence  would  have  the  handling  and  disbursement  of 
all  this  money,  and  what  an  opportunity  it  would  be  for  dishonor- 
able men. 

The  attorneys  who  take  care  of  the  business  for  street  railways 
are  men  selected  for  their  qualifications  as  trial  lawyers;  citizens 


could  not  exercise  such  discretion  in  selecting  their  candidates,  be- 
sides which,  as  it  would  take  a  great  number  of  them,  the  city 
would  not  pay  the  fees  that  street  railways  pay  their  lawyers.  The 
companies  are  compelled  to  have  the  very  best  legal  advice,  for 
the  claims  arc  in  a  great  many  instances  fraudulent,  and,  of  course, 
it  takes  the  brightest  minds  to  combat  this  element.  Juries  are 
just  as  heedless  of  justice  in  personal  injury  suits  against  the  city 
as  they  arc  against  any  other  corporation.  As  an  example  I  quote 
from  the   Chicago  Tribune,   Saturday,  Jan.   18,   1902: 

After  the  jury  had  been  selected  in  Judge  Hutchinson's  court 
Saturday  to  try  the  case  of  Dominico  Rossc  for  damages  against 
the  city  on  account  of  personal  injury,  Maurice  Barnett,  one  of 
the  twelve,  asked  the  judge  to  excuse  him  on  the  ground  that 
some  of  the  members  of  the  jury  were  prejudiced. 

Sore  the  jury  was  font  Barnett,    I   heard  a  number 

personal  injury  cases,  and  that  they  were  in  favor  of  soaking  the 
city  every  time.' 

"The    judge    excused    Barnett,    and    gave    the    lawyers    pcrmis- 
to  re-examine  the  other  jurors." 

nidifies  the  justice  that  the  city  may  expect  in  its 
numerous  personal  injury  cases  if  it  were  operating  the  street  rail- 
ways. 

As  a  matter  of  fact,  the  treasuries  of  corporate  bodies,  whether 

city  or  individual,  are  objects  of  public  plunder.     With   individual 

corporations  these  marauders  get  at  the  treasury  only  through  ac- 

its  and  alleged  injuries.     With  the  city  other  methods  besides 

injury  cases  arc  used  to  get  at  the  funds. 

In  prosecuting  and  persecuting  corporations  through  their  acci- 
there  has  arisen  a  class  of  "shysters"  wdio  give  themselves 
the  title  of  lawyer.  They  employ  procurers,  who  arc  technically 
termed  "ambulance  chasers."  and  who  earn  a  livelihood  in  running 
after  and  inflaming  the  minds  of  individuals  who  may  be  slightly 
injured  with  the  idea  that  they  can  obtain  thousands  of  dollars 
as  damages.  These  parasites  frequently  create  criminals  by  hold- 
ing out  the  alluring  promise  of  large  results,  and  consequently 
templing  claimants  otherwise  honestly  inclined  to  perjure  them- 
selves. In  many  instances,  if  they  have  not  the  evidence  they 
create  it.  In  a  word,  they  are  a  disgrace  to  their  profession.  They 
prey  like  hungry  wolves  around  corporate  bodies  and  their  game 
is  just  as  toothsome,  whether  it  be  just  or  unjust.  With  them 
ends  justify  means.  They  are  a  menace  to  society,  for  their  work 
is  far-reaching  in  its  effects. 

It  is  by  no  means  meant  to  imply  that  every  lawyer  who  han- 
dles a  personal  injury  case  is  necessarily  of  the  class  described. 
When  a  client  goes  to  an  attorney  who  cares  for  his  reputation, 
with  a  trumped-up  case,  or  one  with  no  merit,  he  will  tell  him  at 
once  that  his  plea  will  have  no  standing  in  court,  and  will  not 
stoop  for  a  moment  to  the  methods  that  the  "shyster"  is  not  only 
willing  but  eager  to  undertake. 

The  city  of  Chicago  is  robbed  of  vast  sums  yearly  by  the  means 
that  have  been  enumerated,  and  in  this  connection  it  would  be 
well  to  state,  that  the  city  has  standing  against  it  $3,300,000  in 
unpaid  judgments,  and  $800,000  unadjusted;  80  per  cent  of  these 
are  personal  injury  judgments.  To  combat  this,  requires  the  most 
watchful,  sagacious  management,  as  well  as  honest  and  faithful 
service  to  the  principle. 

The  class  of  dishonorable  lawyers  referred  to  will  sue  a  com- 
pany with  the  idea  of  settlement,  knowing  that  it  costs  the  cor- 
poration, let  it  be  the  city  or  individual,  a  considerable  sum  to 
try  a  case,  hoping  to  bleed  it  to  avoid  the  cost  of  suit.  All  this 
in  turn  involves  a  great  deal  of  business  before  the  courts,  that 
has  in  justice,  absolutely  no  place  there,  consequently  swelling  the 
city's  expenses  and  necessarily  its  taxes. 

The  civil  service  is  the  landing  net  used  by  the  advocates  of 
municipal  operation  for  their  argument.  Some  of  the  more  con- 
servative believe  that  while  at  present  it  is  not  in  the  desired 
condition  that  it  may  he  brought  to,  but  by  better  methods  it 
can  reach  a  more  perfect  standard.  The  civil  service  is  undoubt- 
edly a  grand  thing  and  all  good  citizens  should  be  in  favor  of  it. 
for  its  mission  is  to  prevent  corruption  in  public  office.  It  can 
very  successfully  select  mail  carriers  and  clerks,  but  nevertheless, 
it  is  practically  a  machine,  pure  and  simple,  and  never  can  suc- 
cessfully pick  out  the  most  efficient  men  to  manage  a  street  rail- 
way, or  any  other  business  involving  voluminous  detail. 
The  man  who  rises  from  the  ranks  is  the  man  of  selection.    He 


Apr.  is,  1902] 


STREET    RAILWAY    REVIEW. 


213 


is  picked  out  from  a  minor  position  and  placed  in  one  of  greater 
responsibility.  The  great  chances  are  that  many  in  the  ranks 
from  which  he  rose  could  pass  a  much  more  successful  civil  service 
examination,  but  the  man  promoted  has  been  carefully  watched; 
his  work  has  been  satisfactory,  and  the  chances  are  the  confidence 
placed  in  him  will  be  verified ;  if  not,  he  will  be  relegated  to  his 
former  position  and  another  selection  made.  The  successful  one 
possesses  judgment,  executive  ability,  honesty,  perseverance  and 
application.  These  factors  can  be  known  only  by  those  who  are  in 
constant  and  daily  touch  with  him.  Upon  the  degree  of  these 
qualifications  depend  his  further  advancement. 

The  human  mind,  with  all  its  cunning,  could  not  possibly  de- 
velop a  machine  that  would  bring  out  these  traits.  It  is  very  fre- 
quently the  case  that  the  poorest  mechanic  makes  the  best  fore- 
man :  that  he  is  a  poor  mechanic  is  possibly  the  fault  of  his  birth. 
hut  he  has  that  something  about  him  that  keeps  his  men  not  only 
in  good  spirits,  but  inspires  them  to  perform  their  duties  willingly 
and  cheerfully. 

Glance  for  a  moment  on  the  methods  used  by  the  civil  service 
in  the  selection  of  a  candidate  from  the  ranks.  He  will  be  interro- 
gated as  to  his  knowledge  of  geography,  arithmetic,  history  and  in 
the  main,  of  course,  questions  appertaining  to  his  business.  It  is 
very  possible  that  the  one  passing  the  best  examination  would  be 
the  man  least  fitted  for  the  position.  He  might  in  the  performance 
of  his  duties  exercise  all  the  prudence  and  ability  he  possessed, 
but  he  might  not  fill  the  bill  by  a  good  deal.  All  of  us  see  ex- 
amples of  this  class  of  men,  of  which  all  we  arc  able  to  say  about 
him  is,  that  he  is  not  the  man  for  the  place.  Under  civil  service, 
charges  would  have  to  be  preferred  against  him.  Civil  service  could 
not  find  anything  particularly  against  him.  and  if  the  charges  were 
sustained  he  would  have  recourse  to  the  courts,  and  they  would 
have  less  opportunity  to  discover  his  shortcomings,  and  the  result 
is  possible  that  he  would  be  reinstated. 

The  writer  looks  at  this  whole  matter  purely  from  a  business 
standpoint,  with  all  sentiment  left  out ;  but  if  the  chief  desire  is 
ownership  merely,  without  any  regard  for  results,  then  it  is  a  dif- 
ferent matter  and  all  this  argument  is  useless. 

But  it  is  supposed,  however,  that  the  city  desires  to  obtain  the 
best  results  in  the  better  way,  and  if  the  city  can  get  as  much  reve- 
nue out  of  street  railways  without  owning  them,  it  must  follow  that 
it  is  much  more  desirable  that  the  Id  be  owned  by  private 

-'s.    There  can  be  no  doubt  bill  thai  1 1 1  < -  city  can  accomplish 
taxing  the  gross  receipts  on  a  sliding  scale,  so  that  when 
the  city's  revenue  will  increase  proportionately, 
ted  as  the  city  i  1    any  tax  it  chooses  to 

the   proposition   of  ownership   ill-advised   and  un- 
profifc 

■id  necessitate  the  exploration  in  a  new  Geld  thai 

disastrous,  and  if  there  is  nothing  to  be  gained,  what  is 

I  assuming  the  responsibility 

ments  are  advanced  that  municipal   ownership  is   successful 

in  other  countries     This  has  by  no  mean     been  proved.     It  is  new, 

and  much  is  still  left  in  doubt,  and,  wdiilc  it  may  be  in  some  loca- 

'1  apparent  sure  failure  in  others. 

But  that  which  is  possible  in  Africa  is  not  possible  in  Europe  and 

wholly  unfitted   for  this  country. 

Take  as  an  example,  no-seat-no-fare  proposition      The   strongest 

■"s  of  this  scheme  have  abandoned  it  as  impossible  in  Chi- 
cago, though  it  is  a  well-known   fart   that   it   is  strictly  enfol 

faults   and    shortcomings  li    in    the    way    of   the 

fill  handling  of  utilities  by  municipality.     The  moral  stand 

below    par. 

alar  dem<       rat  ion  of  this  on  any  r> 

offer  a 

fare  t!  ...  busi- 

1*'  men  can  be  seen  any  dnv  on  ban  trains   industriously 

hiding  behind  their  n<-  I  the  dipping  of  their  com- 

\    great   many   of  these    very  same   people   would 

:g  an   individual      It   seems   to  be 

i    1  ud,!'     of 

human  r0D  ,|,, 

that  tin-  Inhen  1 
-imng  with  the  corporation  as  with  the  individual, 

'   municipal   own- 


has  been  and  is  being  debated  in  the  minds  of  a  great  many  thought- 
ful and  prudent  men,  and  some,  influenced  by  what  they  consider 
violations  of  their  ideas  of  what  street  railway  corporations  should 
do,  have  concluded  that  municipal  ownership  is  the  better  thing. 

But  the  advocates  of  municipal  operation  are  in  the  main  poli- 
ticians who  have  personal  ends  to  gain ;  or  social  revolutionists 
whose  dreams  bear  the  relative  relation  to  sound  business  principle 
that  perpetual  motion  does  to  mechanics,  and  the  other  class  who 
know  absolutely  nothing  about  the  subject. 

To  those  who  are  in  favor  of  the  municipal  operation  it  might 
be  suggested  they  are  beginning  at  the  wrong  end  of  the  subject: 
that  when  we  can  educate  out  of  human  nature  all  selfishness,  all 
acquisitiveness,  all  covetousness  and  general  cussedness  then  and 
not  until  then  we  will  be  fit  for  municipal  operation  and  all  attend- 
ing socialistic  ideas. 

Over  and  above  all  the  subjects  here  treated  comes  the  demand 
for  the  referendum — a  strong  argument  against  municipal  control, 
for  it  is  but  a  confession  that  the  people  do  not  trust  the  men  they 
elect  to  attend  to  their  interests,  and  if  the  citizens  lack  confidence 
in  their  officers  to  make  a  contract  how  can  the  referendum  be 
brought  to  bear  in  the  case  of  ownership  in  all  the  detail  that  may 
go  to  make  up  a  ruinous  whole?  The  referendum  is  all  right  and 
self-satisfying  if  care  is  taken  to  thoroughly  educate  the  public. 
but  to  call  on  them  to  vote  on  a  subject  when  their  prejudice  only 
and  not  their  intelligence  has  been  appealed  to  may  result  in  an 
evil  to  the  community  that  would  take  years  to  correct. 

In  preparing  this  article  the  writer  lias  not  drawn  on  his  fancy, 
but  merely  fitted  cold,  existing  facts  to  conditions  sure  to  arise  with 
municipal  ownership  and  operation. 

■»  «  » 

UNLOADING  PASSENGERS  FROM   MOVING 
TRAINS. 


v  novel  patent  for  loading  and  unloading  passengers  from  rapidly 
moving  trains  without  making  any  stops  or  reductions  in  the  run- 
ning speed  has  recently  been  granted  to  Mr.  John  W.  Jenkins  of 
New  York  City.  The  prominent  feature  of  this  invention  consists 
of  what  is  called  a  saddle  car,  one  of  which  is  placed  at  each  station 
on  the  line  and  is  picked  up  by  the  moving  train  and  carried  along 
to  1  he  next  station  where  it  is  dropped.  The  railroad  cars  are  sup- 
posi  1  to  he  of  the  usual  pattern  with  the  exception  that  each  car 
is  provided  on  its  roof  with  a  pair  of  rails  which  project  over  the 
hoods  so  as  to  form  a  continuous  track  along  the  whole  length  of 
the  roof  of  the  train,  anil  the  ends  of  the  mils  on  each  car  are 
bent  laterally  so  as  to  preserve  the  continuity  of  the  roof  track 
whin  the  train  is  on  a  curve.  The  saddle  car  consists  of  a  narrow 
compartment  to  which  is  connected  an  iron  truss  frame  under 
which  the  train  runs.  Normally  this  saddle  car  stands  upon  auxili- 
ick  laid  in  1  ..id  ide  of  the  regular  tracks  and  rests  upon 
four  flanged  wheels,  two  of  which  are  under  the  passenger  com- 
partment and  the  other  two  being  under  the  iron  lattice  which 
spans  the  train.  The  auxiliary  tracks  for  the  saddle  car  extend  only 
a  short  distance  either  side  of  the  station  and  arc  raised  at  one  end 
and  depressed  at  the  other.     When  the  train  passes  under  the  frame 

of  ili.-  saddle  rar  four  broad  Faced  wheels  of  the  latter  rest  on  the 
'oof  tracks  of  tin-  train  and  the  saddle  car  is  slightly  raised  from 
Mm    depressed  portion  of  the  auxiliary  track  and  is  carried  along  on 
lOf  Of  ili-  train. 

When  it  leavet   th<    train  the  saddte  car  runs  upon  the  elevated 
end  "f  'In-   auxiliary   track  which   takes   its  weight   and   allows  the 
train  to  pass  out    from  beneath  the  upper  broad   faced  wheels.     The 
tddll     car    would    b     of    COUI    -     provided    with   a    set    of  brakes    to 
1    III-    desired  point.     By  this  means  the  invention 
tati      running  Lratns   over   lone  distances  without   making  any 
stops    whatever,    in-  mwhile    unloading    and    loading    the    train    be- 
tween each  two  station!  by  ni-  in     of  the  Saddle  rnr. 

Tin-  inventor    si  0   belil    ■      thai    thi       v   1.  in   will   be  applicable  to 
railway!  to  a  limited  extent      Of  course,  he  says,  it  would  be 
if   spplli  ition  in   narrow    streets  but   on  broad  streets 
under  certain  conditio!  mid    tve  considerable  time. 

-Ml"  "lii-      in  iv    I.,     pointed    out.    however,    iii    regard   to    the 

'■•■I  traffii    which   ire  namely    thai  ti  tmi   could  not  in-  allowed  to 

ml  ili  -I  the  trolley  poles  on  the  cars  would 
1  auxiliary  trolley  wire  stretched  inside 
of  thi  saddle  car.  I 


214 


STREET    RAILWAY    KliVIEW. 


(Vol.  XII.   No    t 


CONNECTICUT  STREET  RAILWAYS. 


In  iqoi  the  Connecticut   Legislature  extended  i lie  supervision  of 
ill,-  Rail  and  the  re 

port  oi  the  comm  "mi  which  lias  recently  been  published 

includes  sia:  I  of  the  street   railway  companiies  oi  thai 

These  are  shown  on  the  accompanying  map  which  it  redrawn 
fr.>m  n  map  included  i"  the  genera]  report    No  Connecticut  street 

railway  can  now   be  opened    I'm    public   IrafTic   until   it    I 

amined  by  the  Railroad  '  omt  and  I  certificate  issued  that 

it   is   in   a   suitable  and  idition.     They   are   required  to  ex- 

amine the  street  railways  once  in  each  year  or  oftener  when  they 
deem    that    public    safety    mi    requires.      The    examination    ot 
roads   during  the  past   year   showed   them  to   be  in  good   condition 
generally  and  the  commissioners  had  but  a  few  suggestions  to  make 

in  the  tine  of  improvements.    On  roads  the  trolley  poles 


The   companies    having   lb'  the    I  "in,. 

Railway  flk   Lighting  Co.,  owning  and  operating   152.173  miles,  the 
Railway  Co.,  with  7.\>iX$  miles  and  the  Fairhaven 
,\    Westville  with  68.020  miles      1  be   Winchester    Kvtnw    Kadi. .ad 
is  owned  and  operated   bj    the   latter  company,  which   brin 
mileage  up  to  81  00 

it  mad.   up  from  ib.  arious 

compan 

an. 1  indefinite  in  so  far  as  it  relat 

and  equipment,   on   account   of   the   fa.  ome  oi   the   com 

.1  not  only  in  operati  >u(  also 

in   operating  capital 

bonds  ami  Boating  indebb  le  upon  the 

property  and   consequently   the   amounts   shown   under   thi 
counts  are  not  all  applicable  to  the  sireei  railway  business       \- 
far  as  the  gross  receipts  and  operating   expensi 


\HP    ill-    CuNNKeTKVT    SHOWINC    TKCI1.I.KV    KOAI.S    OI'    TUB    STATE. 


have  been  placed  nearer  the  tracks  than  was  considered  safe  foi 
the  operation  of  open  cars  with  running  boards.  It  has  been  recom 
mended  that  poles  be  placed  not  less  than  5  ft.  from  the  ni 
rail  and  changes  in  the  1.  cation  of  poles  were  generally  voluntarily 
made  at  the  time  of  the  inspection,  It  was  also  recommended  that 
all  the  large  double  truck  ears  should  be  furnished  with  power 
brakes    in   order   1  .lied   with    safety.     This    i 

essential  on  roads  with  steep  grades  and  it  is  a  wise  precaution  in 
thickly    settled  cities   where  promp  oi   the   ears    may  avert 

an  accident. 

The  total  mileage  of  the  street  railways  in  operation  in  Cor 
cut  reporting  for  the  year  ending  June  30,  1001,  is  492.227  miles  ex- 
clusive of  sidings,  and  515.835  miles  including  sidings,  making  the 
length  of  the  latter  23.608  miles.  This  shows  an  increase  during 
the  year  of  21.257  miles  in  the  length  of  main  tracks  and  the  de- 
crease of  5.153  miles  in  the  length  of  sidings  reported  N 
companies  were  added  to  the  list  of  operating  roads  except  the  Con- 
necticut Railway  &  Lighting  Co. 


r.  the  street   railway  departments  have  been   kept  separate 
and  distinct,  and  are.  correctly   shown   in  the  rep. 
The   capitalization  and   construction   equipment  accounts  of  the 
cticut    Railway    &    Lighting    Co.,    including    its    sub 
companies,  are  a-  folio 

Capital    stock.  $15,000,000;   bonded    di  ting   in- 

debtedness,    $75,000.     Total,    $24,425,000       lb.  in     and 

equipment  accounts  oi  this  comp  follows: 

'  apital  stock,  bonds  and  properties  purcl  1.  1"  1 

lennents  on  gas  and  electric  properties,  $32,207;  expenditures  dm 
ix  months,  $153,248     Total,  $24,405,525. 
The    1  eel    railway   1  ol   the 

comprising  340.055  mill  <      -i      being  $-'3,031 

of  capital  slock  per  mile  of  road. 

The    bond,  d    debl    0      ill    othci      tt  eet    railwaj 
$6,008,000,  being  $20,31 1  pi  1   m  : 

The    floating   indebtedness    of   all    other   companies    is    $82 
being  $2,419  per  mile  of  road.,  , 


Are.  is,  1902.] 


STREET  RAILWAY  REVIEW. 


215 


The  cost  of  installation  and  equipment  of  all  other  companies 
-16.2SS.  being  $46,510  per  mile  of  road  constructed,  exclud- 
ing siding. 

The  gross  earnings  of  all  the  street  railway  companies  for  the 
$3,629,783,  being  $7,162  per  mile  of  road  operated,  and 
$0.2001  per  mile  run. 

The  operating  expenses  of  all  the  companies  were  $j. 208.063. 
being  62.11  per  cent  of  the  gross  earnings.  The  average  expense 
per  mile  operated  was  $4,554.  and  the  expense  per  mile  run 
$01266. 

The  net  earnings  for  the  year  have  been  $1,333,976;  the  net 
earnings  per  mile  operated  were  (2,627,  and  per  mile  run  $0.0735. 

Eleven  of  the  27  operating  roads  paid  dividends  amounting  to 
$383,300.  upon  a  total  capital  stock  of  $6,005,000.  No  dividends 
were  reported  as  paid  cap  tal  -luck.    The  number 

of  miles  run  was  18,138,124.  The  approximated  cost  of  operating 
per  mile  run  was  $0.1266,  and  the  gross  earnings  per  mile  run 
were  $0.2001.  The  total  number  of  passengers  carried  was  78,222,- 
with  54235,707  carried  by  the  steam  roads  of  this 
state.  'The  number  of  cash  passengers  per  mile  of  main  Hack 
I  was  136,137,  and  the  number  of  cash  passengers  per 
mile  run  was  3.8. 

There  were  225  persons  injured  on  the  street  railways  during 
the  year,  15  being  killed.  Of  those  killed  3  were  passengers,  one 
was  an  employe  and  11  were  persons  on  the  street. 

The  railroad  commissioners  for  Connecticut  during  tin  pasl  year 
were  Washington  F.  Wilcox.  William  0.  Seymour  and  Orasmus 
R.  Fylcr. 


The  facing  page  is  headed  "Explanation"  and  the  description  of 
the  accident  or  occurrence  for  which  the  employe  is  disciplined  is 
entered  under  the  subheads  "line."  "car."  and  "place."  By  this 
method  a  complete  record  of  each  employe's  conduct  is  displayed 
for  a  year,  or  any  portion  thereof,  in  concrete  form  on  a  single  page 
of  the  suspension  book.  .  , 


THE  BROWN  SYSTEM  OF  DISCIPLINE  AT  BIR- 
MINGHAM,  ALA. 


Mention   was   made   in   February   issue  of  the   "Review"   of   the 
Brown    system   of   discipline   in   effect    since   Jan.    I,    1902,   on    tin 
Detroit  United  Railway.    The  Birmingham  Railway  Light  &  Power 
Co.  inaugurated  this  system  on  July   1,   1001,  and  has  found  its  re- 
sults highly  satisfactory.     Previous  to  its  adoption  when  it  becami 
necessary  to  discipline  an  employe  he  was  suspended  from  work  for 
a  specified  number  of  days  and  on  account  of  this  suspension  of 
work   it   was  necessary  to  maintain  an  excessive   number  of  extra 
men  in  order    t"  have  enough  crews   t"  operate    the  cars.     With 
•he  merit  system  this  extra  list  was  reduced  to  a 
large   extent.     Instead   of   merits   and    demerits   "Debit    days"   and 
"Credit  days"  are  the  terms  used  in  this  connection.    A  book  called 
the  "Suspension   Book"   is  kept   in  the  general   office  and   when  an 
infraction  of  rules  occurs  a  bulletin  order  is  sent  to  all  the  bulletin 
relating  the  circumstances,  place,   etc,  but   withholding  the 
f  the  one  who  violated  the  rule.     A  copy  of  this  bulletin  is 
mailed   him  in  an   envelope  and   in   tin-  lower   left    hand   comer   the 
■  are  the  man"  an-  written      When  a  man  gets  as  many 
as  thirty  days  on  the    I  ounl   he  is  called  in  the 

nd  the  snip  1      If  the  previous  good  1  pn 

I  the  empl 
and  he  is  allowed  to  continue  in  the  service  of  tl  if  not 

he  is  dismissed.     It   is   bdieved   that   the   system   is   pn 

ilea  than  thl      II 
pension  wit'  time,   as    in   that   cue    when   a   man    wanted  .1 

vacation  and  thought  it  would  nol  1"   granted  him  an  infraction  "f 
a  rule  would  place  the  way 

The  '  'i   which  t!  of  the  men  are 

kept  is  a  large  volume  with  uring  8x1  ich  two 

facing  •  number     The  left  hand  pages 

the   nam.-   'if  the   tiki 

1    experience  and 
ted  fbni  tii 

ring  a  new  name  fin  tin' 

man  i<  -mcMy  enti 

remaining  hut 
time   v 

in   tin-    bl 

the  left  hand  one 
nth  and  the  remaining  24  a  dibit  and 
h  month  liti  and 

the  balance 

month. 


SURFACE  CONTACT  SYSTEM   AT  WOLVER- 
HAMPTON. 


The  first  surface  contact  system  to  be  used  in  the  United  King 
dom  has  been  installed  in  Wolverhampton,  the  system  employed 
being  that  of  the  Lorain  Steel  Co.,  of  Johnstown.  Pa.  Two  miles 
of  this  system  have  been  installed,  and  will  he  tested  for  a  period 
of  30  days.  If  the  results  of  this  experimental  line  arc  deemed 
satisfactory,  the  balance  of  the  system  is  to  he  similarly  equipped 
and  the  entire  installation  must  lie  completed  by  May  next,  at  which 
time  an  exposition  is  to  take  place  in  Wolverhampton.  The  total 
length  of  the  line  to  he  equipped  is  II  miles. 

There  arc  two  general  classes  of  surface  systems,  namely,  those 
in  which  the  switch  mechanism  is  actuated  by  solenoids,  or  elec- 
tromagnetic devices,  one  in  cadi  contacl  box,  or  a  number  grouped 
together  in  a  manhole  in  the  street;  and  second,  those  which  carry 
the  magnets  underneath  the  car,  with  a  switch  in  each  contact 
Box,  which  is  actuated  by  the  magnets  carried  on  the  car  Tin  Lo 
rain  system  is  of  the  latter  class,  of  which  the  only  prominent  ex- 
amples  are    two    systems   operating   in    Paris.     One   of   the   claims 

of  superiority  made  for  the  Lorain  method  over  the  French     \    

is  the  absence  of  vapor  of  mercury  in  the  switches.  Some  years 
ago  the  Lorain  company  carried  out  a  series  of  experiments,  em- 
ploying a  switch  consisting  of  an  iron  sphere  floating  in  mercury. 
It  was  found,  however,  that  the  results  weir  disastrous,  on  ac- 
count of  the  vopor  of  the  mercury  collecting  on  the  interior  sur- 
face of  the  insulated  cup.  This  s,,  reduced  the  insulation  that 
the  contacl  plates  would  become  charged  sufficiently  to  injure  horses 
and  other  animals  coming  in  contacl  with  llnni  The  prescnl 
tern  has  the  advantage  thai  a  defect  in  the  magnetic  coil  cannot 
under  any  possibility  leave  a  contacl  plate  charged  iii  the  street 
The  switch,  which  is  the  only  moving  pari  of  the  system  below 
the  ground,  is  enclosed  in  a  cup  of  insulating  material  and  her- 
metically sealed  against  all  moisture.  In  this  system  a  minimum 
number  of  cabli  i  required  for  connecting  the  contacl  boxes  with 
the  current  supply  main,  and  no  T  joints  are  required  in  any  of 
the  cables, 

The  i'  1      for  replacing  or  repairs   without    dis 

lurhing  any  of  the  paving.  By  removing  two  nuts  holding  the 
of  tin  ."ui.ni  boxi  .  the  lattei  may  be  lifted  up,  and  with  it 
the  switching  mechanism  i"  the  cup  "f  insulating  material.  The 
replacing  "f  this  can  be  done  in  two  or  three  minutes  The  contacl 
box    cover    is    r 2 ^ :f    in,    by    t'1!    in     wide,    the    upper    surface    being 

and  projecting  a  fraction  of  an  inch  above  the  surface  of 
the  paving  Thi  vacant  space  in  the  contacl  box  is  filled  with  nil 
to  prevent  the  possible  creeping  in  of  moisture,  ami  if  neb  should 
occur,  the  moi  tUM    will   naturally   rise  lo  the  top  of  tin-  nil,   where 

rio    harm.      A    special    oil      is   used,    which    do«    nol    thicken 

■I  cold    vi  ithet  I  d",     n, ,1  oxidize  01   deteriorate      \   long  col 

hoi  1  provided  under  the  car,  which  i  durable  and  aid 
to  be  1  opet  al  ion  The  collei  h  n  o  msisi  1  if  a  phos- 
phor hum,',     trip  a  i",  11    which  is  carried  by  a  2  in. 

rubber  hose,  which  in  turn  is  carried  by  a  wooden  piece  attached 
to  the  magnet     The  rabbet  hose  give    the  necessary  in  illation  and 

1  hi    |0  days  period  of  trial  hat   bee ti  red  upi  n,  and 

at  the  present  timi    there  appeal    to  be  no  doubt  as  to  iti 

!  m  hai   i"  en  di    1 1 ipi  'I  bj    Mi    W    M    Brown 

ngineei    fot    thi    Lorain   Steel  C I   it  i     n 

il.  titute  whi  n   0  crhi  ad  ■■  in     arc  1  ibji  ction 

able  peel     Ii planl  al    Mm 

town  for  the  n  ifactui  ing  the  new   appliam 


Swedi ting    all    the    1  illroada    of 

ime  7,500  mil 0  1  lei  1 1  ii   lines,  to  be  op 

fionr   [2] 1     1,000   Ii     p    each,   in    various  parts 

of  the  1  Estimates  of  tl  ed  and  the  1  ■ 

consummating  the  pro,.  1  |,v  one  of  the  promi 

nrni   electricians  of  Stockholm.     The  cost  is  placed  at  $10,000,000 


216 


STREET  RAILWAY  REVIEW. 


[Vol.  XII,  No.  4- 


BERLIN   ELEVATED  AND   UNDERGROUND 
RAILWAY. 


i:y  FRAN!  C    PERKINS. 


The  recent  equipment  of  the  elevated  and  underground  electric 
railways  in  Berlin,  is  particularly  interesting  at  this  time  ""  ai 

uf  the  activity  in  this  line  of  railway  practice  in  the  principal  Ameri- 
can and  European  cities.  The  Berlin  railways  an  by  the 
haft  fur  Elektrische  Hoch-und  Untergrundhahnen  in  Ber- 
lin, and  the  elect!  ■                                                Siemens  &  Halake. 

I  be  subway  sysl  i  with  thi  \tends  from 

the  Warsaw  bridge  to  the  Zoological  Garden,  a  distance  of  nearly 

7  miles,  and  runs  approximately  east  and  west  through  the  central 

portion  ol  the  city.     A  branch  line  about  half  a  mile  long  runs  to 

mier  Platz  and  ends  there  in  an  underground  terminal. 

The  road  descends  13  ft  below  the  surface  from  the  junction  of 
this  line  first  passing  over  a  bridge  spanning  the  Landwehrkana]  and 
then  running  down  to  the  Droschkenplatz  at  the  Potsdam  railroad 
station.  The  underground  tunnels  arc  excavated  in  the  main  streets 
and   the   subways   constructed,    concrete    arches    being   used    at    the 


■  care  has  been  taken  to  avoid  vibration  of  the  elevated  struc- 
ture ami  I  ^"rt  ol  pumice  cement  and  gravel  is  used  for  ballast  and 
to  deaden  the  sound.  This  ballast  is  clearly  shown  in  the  accom- 
panying illustration.  The  third  rails  for  supplying  the  current  are 
well  insulated  and  mounted  inside  the  track.  They  are  constructed 
of  iron,  and  copper  feeders  are  used  for  supplying  the  current  at 
.1  potential  of  750  volts.  Part  of  the  track  consists  of  rails  weigh- 
ing 80  lb.  per  yd.  and  some  of  56  lb.  per  yd.,  while  the  distance  be- 
tween the  ties  is  28  in.  in  the  latter  case  and  39  in.  in  the  former 
These  arc  fastened  securely  to  the  iron  work. 
I  he  trains  of  three  cars  weigh  about  80  tons,  carry  22  passengers 
and  have  a  5  minute  headway.  Each  of  the  motor  cars  runs  on  two 
bogies,  and  four  single  reduction  motors  arc  mounted  on  the  two 
trucks.  The  current  consumption  varies  from  1,000  to  1,400  amperes 
at  750  volts.  The  normal  speed  is  18  to  25  miles  per  hour  and  the 
stations  arc  about  2,000  feet  apart.  The  wheels  of  the  motor  cars 
are  33  in.  in  diameter  and  the  weight  of  the  car  about  24  tons.  The 
motor  cars  are  io^j  ft.  high  and  7  ft.  to  in.  wide,  while  the  total 
length  between  buffers  is  41  ft.  7  in.  The  cars  are  divided  into 
two  parts,  one  for  the  driver  or  motorman  and  the  other  for  the 
passengers.     The  motor  cars  are  arranged  for  third  class  passengers 


VIEW  el'   BERLIN  ELEVATE!'  RAILWAY  SH! 


,HT  STONE  BALLAST. 


.rown  8J£  in.  thick,  the  surface  of  the  street  being  2  ft.  above.  'Hie 
distance  between  the  transverse  girders  is  about  5  ft.,  the  rise  of 
the  arch  8  in.  and  the  total  width  of  the  subway  is  21  ft.  3  in.  Water 
tight  asphalt  sheathing  and  cement  is  used  in  the  trenches,  side  walls 
and  ceiling  which  insures  a  dry  subway.  The  floor  of  the  tunnel 
consists  of  concrete  about  3  ft.  thick  and  the  rails  have  a  gage  of 
4  ft.  8  in. 

Iron  pillars  are  used  as  supports  between  the  tracks  on  account 
of  the  width  of  the  tunnel.  The  underground  portion  of  the  line 
starts  at  the  west  of  the  city,  north  of  Charlottenburg,  near  the 
Zoological  Garden  and  terminates  at  Nollcndorf  PI.  Electric  trains 
consisting  of  three  coaches,  the  two  end  ones  being  equipped  with 
motors,  pass  from  the  underground  subway  to  the  elevated  structure 
illustrated  herewith. 

The  elevated  part  of  the  line  is  supported  on  uprights,  free  to 
swing,  as  they  arc  set  in  globular  foundation  shoes.  Much  of  the 
work  on  this  structure  needed  the  highest  engineering  skill,  par- 
ticularly in  places  where  the  tracks  were  carried  over  streets,  the 
canal  and  railway  lines  and  in  passing  the  Potsdamhof,  some  of  the 
spans  being  nearly  400  ft.  long.  At  several  points  the  line  cuts  di- 
rectly through  houses.  These  are  known  as  "slit-houses,"  part  of 
the  walls  being  removed  and  the  buildings  strengthened. 


and  the  center  car  is  used  for  second  class  passengers,  no  first  class 
compartments  being  provided. 

Air  brakes  are  provided  for  all  of  the  cars,  which  also  have  hand 
brakes  for  emergency.  Forty-one  motor  cars  and  21  second  class 
cars  arc  required  to  make  the  schedule  trips. 

The  power  house  is  located  near  the  center  of  the  line  and  at  a 
point  where  the  greatest  consumption  of  energy  takes  place.  This 
is  near  the  triangular  junction  illustrated,  where  the  line  meets  the 
Ringbahn  at  Pottsdam  bahnhof.  The  station  is  built  with  the  coal 
bunkers  at  the  top  of  the  building,  and  just  below  them  arc  the 
boilers  wdiich  supply  the  superheated  steam  at  135  lb.  pressure  to 
the  900-h.  p.  vertical  engines  located  on  the  floor  below. 

There  are  three  generating  sets,  each  having  a  normal  capacity  of 
000  h.  p.,  but  capable  of  standing  an  overload  of  1,200  h.  p.  The 
engines  are  of  the  vertical  cross  compound  type  and  are  directly 
1  to  compound  wound  direct  current  generators  of  the  inner 
pole  type  with  ring  armatures.  The  firm  of  Siemens  &  Halske  de- 
signed a  special  dynamo  for  this  plant,  the  combined  armature  and 
commutator  type  not  being  adapted  to  it,  but  a  very  large  com- 
mutator is  used,  which  does  not,  however,  form  the  actual  surface 
of  the  armature  winding.  The  generators  are  80-kw.  machines  and 
have  10  poles,  and  in  addition  a  large  fly-wheel  weighing  33  tons 


Apr.  is,  1902.] 


STREET  RAILWAY  REVIEW. 


217 


is  mounted  on  the  engine  shaft,  and  a  20-h.  p.  electric  motor  is  ar- 
ranged for  turning  over  the  engine  and  fly  wheel  when  desired. 
There  are  six  tubular  boilers  each  having  a  heating  surface  of 
2.480  sq.  ft.,  the  pressure  being  135  lb.  and  superheating  230°  C. 
The  feed  water  is  supplied  by  two  steam  pumps  having  a  capacity 
of  21.000  gallons  per  hour.  The  coal  is  hoisted  by  automatic  con- 
veying apparatus.  The  chimney  is  adatf  ft.  high  and  has  a  diameter 
of  n  ft.  9  in.  at  the  top,  only  216  ft.  of  the  height  being  available 
for  draft  on  account  of  the  boilers  being  located  at  the  top  of  the 


FIRE  PROTECTION. 


SUBSTRUCTURE  Ot  BERLIN  ELEVATED  RAILWAY. 

building.    The  lower  portion  of  the  chimney  i-  fitted  up  for  closet-. 
wash  rooms  and  bath  rooms. 
The  engine  room  is  supplied  with  two  traveling  of  15 

er  of  20  tons  capacity.    Thi 
signed  by  Mr.  D.  Wittig,  director  of  the  company. 


A   PICKPOCKETS'   UNION. 


sudden  increase  in  the  number  of  n 
enrring  on   street  cars  in  the  lower  East  Side  of   Manhattan,   thi 
claim   to  have   unearthed  a   perfectly   organized    pickpockets 
and  sneak  thieves'  syndicate,  .with  established  offices  and  regularly 
appointed  officers. 

The  association  has  two  classes  of  members,  the  "workers."  who 
do  the  actual  stealing,  and  the  "honest"  members,  whose  part  is 
as  respectable  citizens.  The  city  is  divided  into  districts, 
and  certain  pickpockets  are  assigned  to  each  district,  street  cars 
being  the  particular  field  chosen  for  activities.  Each  member  pays 
into  the  general  fund  a  percentage  of  his  "takings." 
Some  original  n  •   introduced  in  the  way  of  doing 

'  uccessful  plan  ha?  been  as  follows     Two  men  board  a 

crowded  car  and  at  th'  ttunity  one  of  them  takes  a  dia- 

mond   stud,   or   watch,   or  a  Ic,   as    the   rase   may   present 

and   immediately  itjf   to  the   other,    who  jumps 

from  the  car   with   tin  >blc   delay  and   withoul   attracting 

'f  the  article  in  missed  the  taker  will  probably  he  the  one 

tolen  prop 

md. 

If  the  victim  insists  on  pressing  the  charge,  or  if  either  man  is 
;i  him.  the  "hoiieft"  members  of  the  associa- 
rh«  victim  is  wailed  upon  by  a 

f  th--  unfortunate  thief 

•:ike  what  •'  :.,  hini 

•  returned,  and  if 

.•  a  umall  sum  if  the  | 
In  nine  ea<- 

■     trial  th'-  organization 
p»yt  the  enpetue*  of  a  lawyer  to  d<-f*nd  him 


Fire  Extinction— It  is  better  to  prevent  a  fire  if  you  can,  hut  it 
is  good  to  have  facilities  to  extinguish  one  if  it  occurs.  For  depot 
buildings,  coal  houses  and  freight  houses,  my  practice  is  to  have 
each  building  equipped  with  at  least  one  barrel  of  salted  water  and 
a  bucket.  Three  pails  of  salt  should  be  dissolved  in  each  barrel  of 
water.  This  will  keep  it  fiom  freezing  in  the  coldest  weather  when 
inside  a  building,  but  you  must  see  to  it  that  the  salt  is  dissolved. 
Locate  the  barrel  near  the  door  and  keep  it  free  from  accumulations 
of  freight  or  other  material.  A  round  bottom  bucket  is  recom- 
mended. It  is  not  so  likely  to  be  stolen  and  it  cannot  be  used  for 
ordinary  purposes — two  features  lending  towards  its  being  where 
it  ought  to  be  when  wanted.  Paper  buckets  of  this  design  are  made 
especially  for  this  purpose.  Instruct  agents  that  this  equipment 
is  just  as  much  :in  important  part  of  their  station  supplies  as  their 
stove  or  safe,  and  must  receive  as  much  care.  If  they  ever  need  a 
pail  of  water  for  fire  extinguishing  purposes,  they  will  need  it  very 
badly  and  very  quickly.  Excellent  results  have  followed  this  prac- 
tice. Where  water  tanks  are  at  a  station,  an  inside  hydrant  will 
answer  the  purpose  of  a  barrel  of  water,  providing  you  have  a  fire 
bucket,  and  also  providing  it  does  not  freeze  up  in  the  winter.  Do 
not  permit  the  agents  to  empty  the  barrels  in  summer  ami  use  them 
to  catch  rain  water  in  for  scrubbing  purposes.  The  barrel  of  water 
and  bucket,  although  one  of  the  simplest,  is  one  of  the 
equipments  for  small  stations.  You  can  furnish  it 
for  ill  kinds  of  buildings,  it  is  cheap,  it  requires  the  minimum 
amount  of  care,  is  m  I  patented,  and  every  one  of  your  employes 
knows  bow  to  use  it.  Do  not  despise  it  because  it  is  homely.  It 
holds  tin-  record.  For  large  freight  bouses  the  fire  pail  pump  is  an 
excellent  hand  apparatus.  This  is  nothing  more  than  a  large  tin 
pail  (holding  aboul  five  gallon  ol  water)  with  a  small  submerged 
pump  in  it.  with  a  short  hose.  Its  advantages  are  that  it  requires 
no  skill  to  operate  it:  can  throw  water  overhead,  which  is  very  im- 
portant, is  easily  transported  through  a  yard  to  burning  ears:  does 
nol  corrode  and  is  not  patented.  They  are  used  quite  extensively. 
about  $5.00  each.     The   fire  hazard  of   freight    houses   is  low. 

hould  not  be  greater  than  a  dwelling  house,  and  there  is  no  excuse 
for  so  many  of  them  burning. 

.  Shop   Plants — The   protection   of  large   shop   plants   is  not   only   a 
very    important,   but    is  also  a   very   broad   and   difficult    proposition 

dependent   upon  many  circumstances    location,  charactei    of 
construction  "f  buildings,  their  exposure  to  each  other,  water  sup 
ply,  contiguity  to  a  first  class  firr  department,  and  willingni 

mpany  to  spend  money  for  protection.  In  general,  there 
should  be  both  inside  and  outside  protections.  For  inside  protec- 
tion, assuming  you   have   plenty  of  water  and  power,   I    like    i'<  in 

1 1 lions,   with   50  ft.  or  less  of  linen  hose  at    each   upon   a 

reel,  and  attached  re.nlv  fm  in  laul  service.  Connections  should 
be  so  made  that  all  parts  of  the  building  can  be  reached  by  a  stream 
of  water.  The  connectioni  should  nol  be  upon  a  pipe  smallei  than 
two  inches  The  hose  and  valve  thread  of  this  si/c  is  Standard, 
nd  there  il  no  difficulty  in  buying  the  equipment,  including  the 
reels,  f)o  not  spend  your  money  for  this  equipment,  however,  un- 
less yon  have  1  constant  pressure  of  not  less  than  20  lbs.  upon  the 
pipes.  The  equipment  mu  I  bi  read]  fol  business  at  all  times,  and 
the  workmen  impressed  with  the  knowledge  that  it  can  be  de- 
pended upon      If  conditions  are  such  that    von  cannot  get  the  hose 

service,  do  not  forget  the  barrels  and  bucl  eta.    Some  chemical 

tingnisbers   are    very    good,    if    taken   care   of   and    the    men    trained 

bow    to   use   them,   hut    my   experience   is   that    they   are    shamefully 

ted,   as   a    rule,   .-mil    that    the    men    an-   often    afraid   of   them. 

Hand  grenad  1   as  good  as  a  bucket  of  water.     In  your  paint 

il  room  and  parts  of  your  planl   where  oil  is  stored  or  drawn, 

■  ill     of  dry,   lharp  sand.     Paint   the  pails   red,  and 

mark  tl  1         Purpi    1         rhen  tell  thi    men  that  sand  ii 

I  I    bl    1   thing       ''I  know  of  for  extinguishing  fires.     Design 

vour  i'  in.iii  with  the  idea  of  immediate  use  on  Ini 

firrr 
Apparatui    foi   fl"'  Ide  Utt    if  you  havi    ""t  a  rood  permanent 

waler  n I  hi    I"    I    thing  to 

(fine  and  drill   your  men   bow   lo  use  it. 
If  von  have  a  good  water  supply,     •'    if  JT0U1   pump  and  stenm  plant 

.    H,si<»  ..1  Rallwaj  1  b.  ii-   '•■.  ■   I,, ,, 

I.   le,     W      S.    W,.l„l.o,  ■      \.    W       I(V. 


218 


STREET  RAILWAY  REVIEW. 


[Vol.  XII.  No.  4. 


arc  so  housed  that  it  will  nol  I"  involved  in  the  burning  of  the 
building  or  building!  yon  arc  aim  Ct.     Keep  in  mind  that 

when  a  fire  where  v^n  rausl  fight  it  from  the  out- 

'i  have  a  very  serious  prnpnsiii.ni  mi 
the  most  you   will  lie  ahle  to  accomplish   will   be 

Assuming  that  you  have  the  water  and  p 
have  your  yard  mains  of  ample  size      I   will  not  take  your  time  dis- 
cussing the  necessity  of  having  piping  of  sufficient  size  more  than 
to  say  that  in  no  department  is  more  care  needed  in  this  regard  than 
in  your  lire  department  Where  a  plant  i  lendent  in  the  matter 

of  a  heavy  hose  service,  a  fire  pump  of  the  "Underwriter's"  pat- 
tern, or  one  equally  as  good,  is  a  necessity.  A  14x7(4x12.  or  500 
gallon  pump,   throws  two  good  hose  streams.     A    16x9x12,  or  750 

treams.   \n  [8x10x12,  or  1,000 
pump,  thru  lod  hose  streams.  A  20x11^x15,  on, 500 

gallon   pump,  throws  six  or  seven  good  ho  \s  stated. 

conditions  so  vary  that  full  rules  cannot  l«  given  \  G  in  yard  main 
fnr  a  small  plant  is  good,  but  an  8-in.  main  is  better.  After  getting 
.1  yard  main,  a  4-in.  pipe  is  large  enough  to  branch  to  a  yard 
hydrant,  if  not  more  than  75  ft  fi  un  the  main.  Place  your  hydrants 
sufficiently  remote  frnm  buildings  to  he  free  from  danger  of  fall- 
11s.  Place  them  near  roadways,  Outside  hydrants  are  usu 
ally  double,  2' j  in.,  with  frost  case,  and  4-in.  or  large  ground  con- 
nection. Have  cut-off  valves  near  the  ward  main  on  all  pipes  lend 
ing  into  buildings,  and  have  the  valves  boxed  so  that  you  can  get 
at  them.  Your  hose  for  outside  use  should  he  2'j-in.  cotton,  rabbet 
lined.  I  standard  2'j-in.  thread,    o  be    uri   thai   pour  hose 

fits  your  hydrants.  Also  see  that  you  have  facilities  for  utilizing 
the  city  or  town  service,  if  the  thread  of  its  fire  hose  differs  frnm 
your  own.  Get  first-class  hr.se.  It  is  cheapest.  Rubber  hose  for 
fire  protection  purposes  is  cumbersome,  and  apt  to  crack  near  coup- 
lings. Have  the  couplings  put  on  hy  the  makers.  The  hose  may 
he  kept  upon  a  cart,  or  may  be  attached  to  each  hydrant  and  cov- 
ered hy  a  house  about  6  ft.  square.  The  house  plan  is  best,  when 
plant  is  of  moderate  size.  Have  the  house  weather  tight,  with  big 
doors,  well-ventilated.  Do  not  coil  the  hose,  hut  keep  it  on  a  slat- 
te  1  shelf,  raised  from  the  floor  of  the  house,  and  piled  in  a 
zig-zag  fashion.  Do  not  forget  spanners,  wrenches  and  nozzles. 
These  tools  are  needful  to  work  the  hose.  Do  not  attach  the  hose 
to  both  sides  of  the  hydrant.  Keep  the  cap  on  one  of  the  butts  of 
the  hydrant.  Take  good  care  of  your  hose.  The  chief  cause  of 
rotting  is  from  water  remaining  in  it.  See  that  it  is  properly 
drained  after  use.  also  that  the  hydrant  does  not  leak  into  it.  When 
hose  is  kept  on  a  reel,  it  should  be  taken  off  and  aired  occasionally, 
particularly  during  the  summer  months.  When  replaced  on  the  cart, 
reel  it  up  the  opposite  way. 

Private  Organization — This  is  a  vexed  subject.  You  certainly 
train  all  of  your  help,  and  yet  it  is  cleat  thai  your  protective 
apparatus  is  useless  unless  some  concerted  use  can  be  made  of  it. 
Tt  seems  reasonable,  however,  that  every  shop  should  have  some 
one,  the  foreman  .>r  his  assistant,  who  shall  knowwhat  fire  apparatus 
there  is,  and  shall  keep  it  in  good  conddition.  He  should  also  se- 
lect some  of  the  men  from  each  department  and  drill  or  instruct 
them  as  to  action  in  case  of  fire.  The  following  are  general  sug- 
gestions : 

Select  men  likely  to  be  permanently  employed — active,  sober  and 
intelligent.  It  will  be  found  that  a  few  men  who  know  where  to 
find  and  how  to  work  the  apparatus  will  he  able  to  control  the  bal- 
ance of  the  "men. 

Take  those  whose  homes  are  in  closest  proximity  to  the  plant 
when  practicable. 

Always  take  the  watchmen. 

Organize  your  night  force.     This  is  very  important. 

Distribute  the  selection  as  greatly  as  possible  over  your  entire  de- 
partment. 

Do  not  give  the  men  the  idea  that  you  are  trying  to  make  firemen 
nf  them. 

Do  not  permit  any  horse-play  in  the  handling  of  the  apparatus  or 
at  drills. 

Drills  should  be  simple,  consisting  principally  of  the  running  out 
of  a  length  of  hose  from  a  hydrant  to  the  building  where  the  men 
heiug  drilled  are  employed,  and  the  opening  up  of  a  stream  through 
nne  or  two  of  the  inside  connections.  Use  different  hydrants  and 
different  connections  at  each   drill.     Give  the  men  time  enough  to 


require  them  to  take  care  of  the  hose  properly  after  the  drill.     It 
must  be  thoroughly  drained  and  dried  and  returned  to  its  reel. 

It  is,  perhaps,  more  satisfactory  tli.it  the  men  be  remunerated  fol 

than    that    their    services   lie    voluntary — say    time    and    a    half 

during  one  hnur's  drill.      The  remuneration  is  a  useful  lever  for  the 

maintenance  of  proper  discipline  and  is  in  many  ways  more  efficient 

than  a  voluntary  one  combined  with  some  special  benefit 

Every  selected  member  should  be  made  acquainted  with  the  work- 
ing  of   all    the    different   appliances,    etc.     The   drills   should    have 
1    reference  to   the   buildings   they   arc   primarily   expected   to 
protect. 

The  inspections  by  the  chiefs,  or  such  selected  men  as  they  may 
designate  from  time  to  time  to  make  inspections,  should  not  be  of 
a   perfunctory  nature,  but  a  thorough  examination  of  all  hydrants, 
hose,  etc.,  in  his  jurisdiction,  and  any  defect  should  be  re- 
paired promptly. 

•  >t  provide  the  chiefs,  their  assistants,  nor  the  selected  men. 
with  any  distinctive  badge  or  paraphernalia;  educate  them  to  the 
idea  that  the  best  results  .ire  obtained  while  the  fire  is  young,  and 
that  quickness,  without  demoralization,  is  the  very  essence  of  the 
1  vice;  that  when  an  alarm  of  fire  is  given,  they  are  expected 
to  get  there  quickly,  but  quietly  and  coolly,  and  be  able  to  handle 
the  apparatus  to  the  best  advantage. 

Particularly,  dull  tin-  night  watchmen  in  the  quick  handling  of 
the  inside  hose  and  the  location  of  the  fire  alarm  boxes. 

Do  not  permit  any  racing  at  drills,  nor  competition  between  se- 
lected men  of  different  divisions  or  departments. 

Furnish  each  chief  and  each  of  his  assistants  with  blue  prints. 
showing  water  system,  hydrants  and  fire  alarm  boxes,  to  be  framed 
and  hung  in  the  office  of  each. 

General  Order  and  Cleanliness — The  only  general  rule  is  not  to 
have  anything  about  that  cannot  show  some  good  reason  for  its 
presence. 

Ordinarily  dirt  and  accumulations  are  not  always  inflammable  or 
liable  to  spontaneous  combustion,  but  you  never  can  tell  what  day 
something  may  be  mixed  up  with  it  that  is. 

The  value  of  cleanliness  in  preventing  fires  applies  to  every  part 
..f  the  plant:  it  not  only  removes  nearly  all  the  causes  nf  spontane- 
ous combustion,  but  brings  about  a  double  inspection  service,  first 
from  the  sweepers,  and  second  from  the  foreman,  who  sees  that 
the  shop  is  clean.  As  a  moral  effect,  cleanliness  improves  the  pride 
and  caution  of  employes  It  is  a  matter  of  habit  and  men  disciplined 
to  it  will  do  better  and  more  work. 


COMPLAINT  CLERK   AT  MEMPHIS,  TENN. 


The  Memphis  Street  Railway  Co.  has  introduced  an  innovation 
in  employing  a  complaint  clerk  whose  duties  arc  solely  to  listen  to 
I  he  I  roubles-  of  dissatisfied  passengers.  Mr.  Frank  Smith,  super- 
intendent of  the  company,  Stated  that  the  purpose  of  the  company 
is  10  look  carefully  after  the  rights  of  its  patrons.  The  company 
intends  to  give  the  people  a  good  service,  to  correct  the  defects 
which  may  he  made  apparent  in  the  service  and  tn  guarantee  cour- 
teous treatment  of  its  passengers-  All  these  matters  will  hereafter 
he  attended   to  by    the  complaint   clerk. 

It  would  undoubtedly  surprise  many  people  to  know  the  number 
of  letters  received  by  a  street  ear  company  daily  relating  to  various 
iiits  One  person  is  easily  kept  busy  answering  these  com- 
munications nn.l  attending  to  the  little  details  which  they  involve. 
The  company  will  consider  it  a  favor  if  any  patron  sends  in  a 
report  nf  any  lost  article  or  of  any  dereliction  in  the  conduct  of  its 
employes.  The  company  hopes,  through  the  establishment  of  this 
office,  to  give  its  patrons  the  very  best  service  possible. 

AN   ATTRACTIVE  FOLDER. 


The  New  Orleans  S:  CarrolltOn  Railway.  Light  &  Power  Co.,  has 

a   handsomely   illustrated    folder,   entitled   "Around   the   St. 

CI   irli      Belt."     This  describes  a  trip  over  the  company's  lines,  and 

,"t  tin    numerous  monuments  and  buildings  of  interest  which 

arc  passed  on  this  route.     A  map  of  the  road  is  also  printed  on  the 

which  is  a  handsome  as  well  as  .1  useful  souvenir, 

isiinrs  desiring  to  reach  the  prominent 

points  of  interest  in  the  city. 


- 


Apr.  is,   1902.] 


STREET   RAILWAY    REVIEW. 


210 


RECENT  STREET  RAILWAY  DECISIONS. 

EDITED  BY  J.  L.  ROSENBERGER,  ATTORNEY  AT  LAW,  CHICAGO. 


DUTY  OF  MOTORMAN   SEEING  CHILD  AHEAD  ON   OP- 
POSITE TRACK. 


Jones  v.  United  Traction  Co.  (Pa.),  50  All.  Rep.  826.    Jan.  6,  1902. 

Where  a  child  not  quite  two  years  old  was  walking  on  one  track, 

the  motorman  of  a  car  coming  from  the  opp  lion  on  the 

other  track,  the  supreme  court  of  Pennsylvania   holds,   was   bound 

v  that  in  her  childish  caprice  she  was  as  likely  to  cross  over 

in  front  of  his  moving  car  as  to  go  back  to  the  pavement;  and  his 

duty,  the  instant  he  saw  her.  or.  if  exercising  proper  care  and  watch 

he  .night  to  have  seen  her.  was  to  stop  or  to  so  absolutely 

control  his  car  as  to  avoid  the  risk  before  him. 


FAILURE  TO  STOP  "1  HE  CAR  WHEN  FIRST  REQUES1  ED 

NO  EXCUSE  FOR  GET  [TNG  OFF  WHILE  1  I 

IS  IN   MOTION. 


Campbell  v.  Los  Angeles  Railway  Co.  (Cal.),  67  Pac.  Rep.  50. 
Dec.  21,  1901. 
While  it  says  there  might  be  cases  in  which,  by  reason  of  a  condi- 
tion brought  about  by  the  negligence  of  the  carrier,  where  great 
danger  was  apparent,  or  where  the  passenger  was  told  by  the  person 
in  charge  of  the  car  to  jump  off,  or  other  peculiar  circumstances,  it 
would  not  be  negligence  in  a  passenger  to  alight  from  a  car  while 
the  car  was  moving,  the  supreme  court  of  California  holds  that  be- 
cause a  motorman  did  not  stop  his  car  when  first  requested  fur- 
nished no  excuse  for  a  passenger  getting  off  while  it  was  in  mo- 
tion, especially  when  the  motorman  did  finally   stop  il  in  a  1 

manner,  and  with  due  caution   to   the   1 nol    to  get   off  till 

the  car  stopped. 


WALKING   ON   TRACK   AT    NIGHT   TO    AVOID    MUD    IS 
CONTRIBUTORY  NEGLIGENCE. 


Penman   v.    McKcesport.   Wilmcrding  &   Duquesne   Street    Railway 
Co.    (Pa.),  50  Atl.   Rep.  973.     Jan.  6,   1902. 
A  man   walking  on   an   electric   street    railway  track  at   night   to 
avoid   the  inconvenience  arising   from  the  muddy  condition   of   the 
paved  portion  of  the   street,   wherein   he  could  have   walked   with 
■y,  was  pin  down  and  injured  by  an  electric  car  coming 
up  from   behind   him.      lb  looked   back   several   times, 

•   time  jus>  ndi  d 

■v  that  the  bell  on  the  car  wa     nol  1  niip;  until  just  about  the 
time  he   was    struck,   and   that    the    moti 
the  car  at  the  tin:  timony  in  the  case,  the  supremi 

dearly  showed  of  1  L>-  man. 

and   fidly  ji  direction  nonsuit,  on  tin- 

groun  butory  negligence,  and  a  refusal  to  set  it  a 


INJURY   TO   PASSENGER     BY     FALL    OF     FIRE    EXTIN- 
GUISH! 


Allen  v.   Ui  Co.   (N.   Y.   Sup.),   7.5   N.   Y.   Supp    7(7 

A  pattenger  was  injured  by  the  fall  of  a 
The  third  appellate  division  of  the  supreme  court  ol 
nays   that    had    this   exttngui 

1  n  due 
;inally  or  to  a   negligent   mainte 

nd   from   the 

without  di 
and  holds  that  11  v.  .    -nor  to  ditmuM  the  patten 


LIABILITY    TO    ASSESSMENT    FOR    STREET    IMPROVE- 
MENT  OR  REPAYING   NOT  IMPOSED. 


Si  iti  1  I  ir.ui,  Prosecutor)  v.  Mayor,  Etc.,  of  City  of  Paterson  (N. 
J.  Sup).  50  Atl.  Rep.  620.    Nov.  29,  1901. 

While  the  ties,  rails,  and  othei  equipment  of  a  street  railway 
ni.i\  partake  of  the  nature  of  real  estate,  and  be  liable  to  general 
taxation  as  such,  and  may  be  benefitted  by  a  Street  improvement 
such  as  the  repaying  of  a  street,  still,  whether  it  is  liable  to  as- 
sessmenl  for  such  benefits  the  supreme  court  of  New  Jersey  says, 
must  depend  upon  the  fair  meaning  of  the  governing  statute  It 
thinks  ii  clear,  for  example,  that,  under  the  acl  of  June  13,  1S11S, 
which  directs  the  assessment  to  be  made  in  proportion  to  the 
benefits  acquired  by  lands  and  real  estate  bordering  on  the  street 
so  improved,  an  assessment  upon  a  street  railway  for  benefits  would 
lie   without   authority. 

Moreover,  under  the  provisions  of  an  ordinance  requiring  a 
railway  to  keep  and  maintain  the  portion  of  a  street  inside 
its  rails  and  for  two  fee!  outside  of  them  in  good  and  sufficient 
repair,  the  court  holds  that  the  company  is  not  bound  to  repave 
within  those  limits  with  a  new  and  different  material  selected  by 
the  city,  nor  is  it  liable  to  the  expense  of  such  repaving  when  laid 
down  by  the 


RIGHT   OF   ABUTTER   TO   INJUNCTION    AGAINST   CON 
S  PRUCI  tON  OF  ROAD 


Peck   \     Schenectadj    Railway    Co    (N,   Y.  Sup).  7,;  N.   Y.  Supp. 

;o|       Dee.    31,    1001 

lie-  third  appellate  division  of  the  supreme  court  of  New  York 

holds   that    the   appropriation   by   a   street    railroad   company  of  a 

treel  in  which  the  abutting  owner  has  the  fei  or  title  is  the  taking 

ut'  pn\  ii.    property,  within  the  settled  law  of  that  state,  and  that 

mil   1  .wnii    is  entitled   to  an    injunction   against    its  construction, 

without    his    alleging   damage,      Nor   does    il    consider   that    it    is 

rendered   otherwise   by   the   offei    oi    th<    company   that   the  court 

should    estimate   the   damage    which    such   abutting   owner    would 

hj   n.i  t  us  appropriation  of  any  property  rights  which 

■lit   have,  ami  also  offering   to  give  any  undertaking  which 

req indemnify   him    for  any   damages   he 

might  suffer  by  rea    m  ol  the  company's  appropriation  of  his  land 

["0    Itold    that    tl ml     should,    against    his    protest,    assess    the 

[rant   an  alternative    iud| m.   it    says,   would  prac 

dept     1    him  of  his  constitutional  right   in  that  state  to  the 

1    >     1 ;   oi     mil   damage  either  by  a   jury  or  by  a  commission 

ol     tol    Ii        than     hrei     1 ns       Furthermore,    w here    it    is   not 

that   il in;. .He    lii     taken  the  preliminary   steps  required 

by  th<    statute  to  authorize  the  condemnatii 1  private  property, 

and  ii   1     not    ili'.i'h    in  po    '     I'll,  the  court   holds  that  the  in- 
junction should  no 1   iii    di  in.  .1  because  ol  the  1 pany's  offering 

to  give  adequate  security   f"i    the   payment   of   any  c pensation 

which  might  lawfully  be  found  to  be  due  the  owner  by  reas 1 

ppropriation  of  the  land. 


COMPANY    Nor    INSURED    AGAINST    LIABILITY     FOR 
PASSENGER    BEING    IN'SI  AN  1  LY    Kill  ED 


..ml.  in  Street  Rail      y  Co.       1  ravelet  s1  tnsui  inci 

.    '  ■  '.    Is    Rep    to  1      I. in   3,  mi. ' 

compai  insured  "again  1  lo      from  lia- 

bility  ■  i"  1  on,"    who   might,   dining   a   period   of  twelve 

month     ii .1   line    11 '  "■  d,    ' Ii  ntallj     u  tain   bi idily   1 

while  '  .il"   railroad  '.1  the  in  m  1  d,  01   n  hili    in  the  car 

litn  id  bed  01   othei  propet  tj   of  thi    in  iut  ed,  under 

1I1    iiaii  itnpi.  -    hi the  in  lured  a  comn law 

niit .'    fni      m  Ii     injut  n    "      1  in    qui  t  ion   at  osc 
whi  tin  1   He    : 1  thi    policj      en    broad  gl vet  the 

ItO  Il   '      "Il      Hi  I  11. id     died     ill 

itl 1      uffei mi  "in..  .|i 1    


220 


STREET    RAILWAY    REVIEW. 


[Vol  XII,  No.  4. 


dent  lor  which  the  company  was  responsible.  The  supreme  judicial 
curl     i  melts  says  that  the  diligence  of  counsel  fun 

it  with  no  case  in  which  .1  policy  in  the  terms  of  this  om 

m.I  it  was  obliged  i"  consider  the  case  mainly  upon 

1  principles.     Its  decision  is  in  favor  of  the  insurance 

party,    It  says  that  the  liability  insured  against  was  that  to  a  person 

who  sustained  bodily   injuries,  and  such  person  must   have  a  right 

■  if  action  therefor,  either  at  common  law  or  by  statute.    The  policy 

could  not  include  the  O  I,  fur  which  the  person  never  had 

a  right  of  action  In  that  commonwealth  there  is  110  common-law 
liability  for  death.  Nor  is  there  any  statute  which  gives  a  right 
of  action  for  the  death  of  a  person  to  his  executor  or  administrator 
as  an  as>el  of  llie  estate.  In  all  the  statutes  which  have  allowed 
an  executor  or  administrator  to  bring  an  action  on  account  of  the 

11   by   the  negligence  of  a  1 
vanls  the  action  is  for  the  benefit  of  the  widow,  children,  or  next 
of  kin. 


1.IAUILITY  FOR  SAFETY  OF  STATION  PLATFORMS. 


Indianapolis  Street  Railway  Co.  v.  Robinson  (Ind.),  61  N.  E.  Rep. 
936.  Nov.  22,  1001. 
In  this  case  the  supreme  court  of  Indiana  affirms  a  judgment 
for  damages  for  permanent  personal  injuries  sustained  by  a  woman 
stepping  upon  a  rotten  board  that  broke  under  her,  or  into  a  hole- 
in  it,  as  she  was  crossing  a  platform  at  one  of  the  company's 
stations  on  her  way  to  its  cars.  The  court  says  that  if  the  situation 
at  the  time  of  the  accident  was  such  that  the  woman  could  not  sec 
the  hole,  or  if  there  was  nothing  in  the  appearance  of  the  decayed 
plank  to  indicate  that  it  was  liable  to  break,  she  was  not  negligent 
in  stepping  into  the  hole  or  upon  the  plank.  By  reason  of  an 
effort  to  shift  the  responsibility  for  the  accident  from  the  company 
to  the  crowd  which  pushed  the  woman  into  a  place  of  danger,  or 
prevented  her  from  avoiding  the  place  by  the  exercise  of  ordinary 
care,  the  court  says  that  the  company  was  bound  to  know  thai 
crowds  might  congregate  upon  its  platform,  and  that  injury  to  its 
intended  passengers  might  result  from  defects  in  its  platform 
under  such  circumstances.  The  presence  and  struggle  of  the  crowd 
to  get  upon  its  cars  only  increased  the  danger  of  accidents  from 
the  unsafe  platform.  It  did  not  relieve  the  company  from  respon- 
sibility for  such  accidents.  It  is  settled  by  numerous  decisions 
that  railroad  companies  must  provide  means  by  which  their  pas- 
sengers may  safely  enter  their  cars  at  stations,  and  must  keep  their 
platforms  provided  for  that  purpose  in  a  safe  condition.  They 
are  bound  to  know  that  if  platforms  become  unsafe  the  lives  and 
limbs  of  passengers  are  put  in  peril.  Failure  to  keep  such  plat- 
form in  a  safe  condition  for  the  use  of  passengers  entering  or 
leaving  their  cars  is  a  neglect  of  duty  which  makes  the  company 
liable  to  persons  injured  without  fault  on  their  part  by  reason  of 
such  defective  platform. 


MOVEMENT   OF   CAR   BACKWARD  FROM   SLIPPING  OF 
TROLLEY   WHEEL. 


Campbell  v.  Consolidated  Traction  Co.  (Pa.),  50  Atl.  Rep.  829. 
6,   1902. 

In  front  of  a  man  seated  in  a  wagon  standing  on  a  street  rail- 
way track  were  two  cars,  the  nearest  being  about  10  feet  in  ad- 
i  his  horses,  and  a  car  was  back  of  him,  close  to  his  wagon, 
t  in  another  track  a  car  stood  to  his  left,  and  to  his  right  the  street 
was  crowded  with  people,  so  that  he  was  completely  hemmed  in. 
As  the  second  car  in  front  of  him  moved  ahead  on  an  ascending 
grade,  the  trolley  wheel  slipped  from  the  wire,  and  the  car  stopped, 
and  then  slipped  backward  about  60  feet,  and  struck  the  car  back 
of  it.  Either  the  force  of  the  collision  drove  the  rear  car  against 
the  man's  horses  and  wagon,  or  the  motorman  of  that  car  moved 
it  backward  to  avoid  a  collision. 

In  affirming  a  judgment  for  damages  in  the  man's  favor,  the 
supreme  court  of  Pennsylvania  says  that  the  proof  of  the  foregoing 
facts  established  a  prima  facie  case  for  him.  He  was  not  bound 
to  go  further,  and  show,  by  affirmative  evidence,  that  the  accident 
was  an  unavoidable  one.  He  was  in  a  place  of  apparent  safety, 
and  had  110  reason  to  apprehend  danger  from  a  backward  move- 
ment of  the  cars.  In  the  ordinary  course  of  events  such  a  move- 
ment was  not  to  be  expected.    No  extraneous  cause  interfered  with 


the  company's  control  of  its  cars.  The  loss  of  control  may  have 
pure  accident,  or  the  result  of  mismanagement,  or  of  de- 
appliances.  If  the  slipping  of  the  wheel  was  an  accident 
which  could  not  have  been  guarded  against,  the  question  would 
arise  whether  proper  means  had  been  provided  to  arrest  the  move- 
ment of  the  car  in  such  an  emergency;  and,  if  so,  whether  proper 
use  had  been  made  of  them.  The  case  was  one  in  which  the  proof 
of  liie  accident  and  the  attendant  circumstances  gave  ris. 
presumption  of  negligence,  and  made  it  incumbent  on  thi 
pany  to  show  that  due  care  had  been  used.  Whether  this  was 
shown  was  necessarily  for  the  jury. 


OWNER  OF  TRACK   NOT   LIABLE   FOR  A   USER'S   PAS- 
SENGER BEING  STRUCK  BY  TREE. 


Skis  v.  Rochester  Railway  Co.  (N.  Y.),  62  N.  E.  Rep.  132.  Dec. 
20,  1901. 
A  passenger  on  a  car  "i  a  suburban  electric  trolley  road  which 
used  the  tracks  of  another  company  in  the  city  while  standing  upon 
the  platform  and  projecting  his  person  beyond  the  side  of  the  car 
was  struck  upon  the  head  by  a  tree  standing  within  one  foot  and 
seven  inches  of  the  rail,  receiving  fatal  injuries.  This  was  in  the 
city.  There  was  no  lease  of  either  road,  and  each  company  oper- 
ated and  managed  its  own  trains  of  cars.  And  notwithstanding 
that  the  contract  of  the  passenger  for  his  carriage  was  with  the 
suburban  company,  it  was  sought  to  make  the  other  company 
liable  for  the  results  of  the  accident,  the  negligence  relied  upon 
to  create  the  liability  consisting  in  the  construction  of  its  rail- 
way in  such  close  proximity  to  a  tree.  But  the  court  of  appeals 
of  New  York  does  not  think  that  the  company  sued  was  charge- 
able, upon  the  proofs,  with  the  neglect  of  any  duty  owing  to  this 
passenger  on  the  other  company's  car,  and  it  holds  that  for  that 
reason  the  dismissal  of  the  complaint  was  proper.  It  says  that 
the  company  sued  sustained  no  contractual  relations  to  that  pas- 
senger, and  none  such  could  be  predicated  upon  a  mere  traffic 
arrangement  between  the  two  companies,  which  permitted  the 
suburban  company,  for  a  compensation,  to  run  its  cars  over  the 
tracks  of  the  company  sued.  The  company  sued  had  the  right 
to  construct  its  tracks  as  and  where  it  did,  and  what  duty  of  care 
and  precaution  it  was  under  for  the  safe  operation  of  its  cars  it 
..wed  to  its  passengers.  How  it  performed  its  duty,  the  court 
was  not  informed,  and  it  says  it  was  immaterial  here.  It  knew 
that  cars  could  pass  the  tree.  If  there  was  any  negligence,  from 
which  the  passenger  in  question  suffered,  it  could  only  have  been 
in  the  manner  in  which  the  suburban  company  operated  its  cars 
upon  such  a  track.  If  the  construction  of  its  cars  was  defective, 
or  if  their  operation  and  management  were  such  as  not  to  fur- 
nish adequate  security  for  passengers,  then  that  company  would 
be  at  fault. 


WHERE   DUTY   IS   TO    KEEP    IN   REPAIR   SURFACE  OF 
STREET  ALONG  TRACKS. 


Leary  v.  Boston  Elevated  Railway  Co.  (Mass.),  62  N.  E.  Rep.  1. 
Jan.  1,  1902. 

Section  32  of  chapter  113  of  the  Public  Statutes  of  Massachusetts 
provides  that  a  street  railway  corporation  shall  keep  in  repair,  to 
the  satisfaction  of  certain  officers  therein  named,  simply  "the 
paving,  upper  planking  or  other  surface  materials"  of  the  part 
of  the  street  covered  by  its  tracks,  and,  in  the  case  of  an  un- 
paved  street,  an  additional  space  of  18  inches  upon  each  side  of  its 
tracks.  Under  this  statute  the  railway  corporation,  the  supreme 
judicial  court  of  Massachusetts  says,  is  no  longer  required,  as  for- 
merly, to  keep  in  repair  the  whole  of  that  part  of  the  street  covered 
by  its  tracks,  but  only  the  surface  thereof.  This  limited  liability 
cannot  be  construed  as  imposing  upon  the  corporation  the  duty 
of  filling  an  excavation  from  the  bottom.  It  is  only  when  the  ex- 
cavation has  been  so  filled  by  the  municipality  or  other  party  upon 
whom  rests  the  general  responsibility  for  the  safety  of  the  street  as 
to  reach  the  plane  where  surface  material  is  required  that  the  duty 
of  the  railway  company  begins,  and  it  is  only  when  its  duty  begins 
that  it  can  be  held  answerable  for  the  condition  of  the  street  and 
then  only  to  the  extent  of  that  duty. 

In  this  case,  it  appeared  that  the  corporation  in  question  owned 
and   operated  a    street   railway   with   tracks   in   a   street   which   the 


Apr.  is,  1902.] 


STREET   RAILWAY    REVIEW. 


221 


court  assumes  was  unpaved.  A  trench  was  dug  so  as  to  come 
within  lS  inches  of  the  track,  by  a  party,  under  a  permit,  it  was 
said,  from  the  city,  for  the  purpose  of  constructing  a  sewer  in 
the  street.  If  so,  then  the  opening,  the  court  holds,  was  legally 
made,  and  the  corporation  had  no  authority  to  close  it ;  and  while 
the  trench  was  legally  there  it  was  not  charged  with  the  duty 
of  keeping  in  repair  the  portion  of  the  street  within  the  lines  of 
the  trench  until  the  latter  had  been  so  far  filled  as  to  call  upon 
it  to  fix  the  surface.  Until  that  time  arrived,  there  was  no  sur- 
face to  be  cared  for  by  the  corporation,  and  the  responsiblity  for 
the  condition  of  the  street  and  the  duty  of  protecting  travdei  5, 
either  by  guards  or  otherwise,  were  upon  the  city. 


BICYCLIST   BOUND   TO    LOOK     VND    LISTEN    BEFORE 
CROSSING   rRACK— DOMINANT  RIGHT  OF  COM- 
PANY—GETTING ON  OR  OFF  MOVING  CAR. 


McCracken  v.  Consolidated  Traction  Co.   (Pa.),  50  Atl.  Rep.  830. 
Jan.  6,  1902. 

The  supreme  court  of  Pennsylvania  says  that  in  this  case  both 
a  bicycler  and  the  company  attempted  to  use  one  particular  place 
on  the  track  at  the  same  instant  of  time.  The  dominant  right  to 
the  track  was  in  the  company.  That  right  must  be  conceded  and 
deferred  to  by  all  of  the  public  who  have  a  right  to  cross.  When 
about  to  cross  they  must  use  ordinary  prudence  to  ascertain  whether 
the  owner  of  the  track  is  about  to  use  it.  This  bicycler  was  bound 
to  look  and  listen  before  crossing.  A  bicycler  is  not  exempt  from 
observing  the  caution  imposed  upon  all  others  of  the  public  about 
to  cross  railway  tracks.  To  hold  otherwise  would  be  to  give  the 
bicycler  a  right  on  the  tracks  superior  to  that  of  the  railway  com- 
pany. As  a  necessary  preventive  of  accident,  the  court  would  be 
compelled  then  to  hold  that  the  motorman  must  stop  and  look 
out  for  the  bicycler.  In  passing  on  the  question  as  to  whether 
the  bicycle  is  a  vehicle  chargeable  with  toll  on  turnpikes,  this 
court  has  held  that  it  was;  therefore  in  propelling  his  vehicle 
the  rider  was  bound  to  exercise  in  some  degree  the  care  of  a 
driver  of  a  team. 

Again,  the  court  says  that  it  is  per  se  negligence,  or  negligence 
in  and  of  itself,  to  get  on  or  off  a  moving  car,  yet  we  see  usually 
prudent  and  careful  men  every  day  commit  that  act,  and  compara- 
tively few  are  injured;  but  nevertheless  it  is  negligence.  Many 
persons  usually  careful  attempt  to  cross  in  front  of  a  moving 
car;  many  do  not  stop,  look,  and  listen  when  about  to  use  the 
crossing  of  a  steam  railroad.  While  the  fear  of  death  or  mangling 
ought  to  prompt  care,  this  court  knows  from  long  observation  of 
the  appeals  in  it  that  in  very  many  cases  it  docs  not.  The  court 
cannot,  therefore,  assume  that  it  is  incredible  that  this  bicycler 
attempted  to  cross  in  front  of  a  rapidly  moving  car  in  full  view. 
It  is  possible,  but  not  probable,  that  when  he  made  up  his  mind 
to  cross  the  car  was  100  or  200  feet  distant;  but  where  was  it 
just  as  he  approached  the  first  rail?  He  was  then  bound  to  look. 
1  lien  just  about  one  second  in  time  distant,  about  the  time 
it  took  him  to  cross  the  roadbed.  If  he  then  looked,  as  he  was 
to  do,  he  saw  it,  and  was  negligent  in  attempting  to  cross. 
If  he  did  not  look,  it  was  negligence  in  him  not  to  do  so.  I  bi  re 
was  no  imperious  necessity  dictated  by  hastily  formed  judgment 
impelling  him  to  go  straight  on,  as  in  cases  where  a  man  by  no 
fault  of  his  own  is  in  peril  He  was  then  still  in  a  place  of  safety. 
Id  have  stopped  and  dismounted,  <>r  he  could  have  kept  out- 
I  the  rail  on  the  same  side  of  the  road.  To  argue  that  he 
could  not  cross  because  a  car,  when  he  saw  it,  500  feet  off,  with 
out  fault  on  his  part  ran  him  down,  is  at  war  with  every  man's 
senses  and  experience  derived  from  oliscrv.it  1 

">ly   to  traverse  as  many    fe<t   on   the    rails   as    would 
his  time   in  the   17'A   feet  crossing  them. 


QUIRED   POR    PR(  OP   PERSONS  AT 

<JRN  STATIONS  IN  PARKS. 


Mulilhautc    v.    Mi  '  la  ) , 

R*p  017    Jai 

A  carrirr,  the  I    Perm  rl    in  i   hold  .   mil  1    fur 

nish    a   »af'  from 

in.     It  is  likewiv  incumbenl  upon  rdinary 

I  from  dancer  peraoni  atfcmbled    it  it-,  station*, 


intending  to  depart  by  its  trains.  Rudeness  and  bad  manners 
of  strangers  and  intending  passengers,  resulting  in  injuries,  will 
not  convict  a  carrier  of  negligence.  Such  conduct  is  not  to  be 
anticipated,  and  the  carrier  is  not  required  to  provide  against  it. 
But  when  a  street  car  company  invites  the  public  to  use  its  line 
to  visit  a  park  or  other  public  place  of  amusement  or  recreation, 
and  thereby  induces  large  crowds  of  people  to  assemble  at  its  sta- 
tions in  such  place,  the  corporation  must  use  reasonable  care  in 
handling  the  people  and  in  protecting  them  from  injuries  arising 
from   the   conduct  of  the   crowd   in   entering  and  leaving  its   cars. 

That  many  people  will  collect  at  the  stations  on  such  occasions, 
the  corporation  must  anticipate,  and  it  is  obligatory  on  it  to  see 
that  its  station  accommodations  and  means  for  assuring  the  safety 
of  its  intending  passengers  are  commensurate  to  the  crowd  which 
is  likely  to  assemble.  It  is  the  experience  of  every  one,  and  es- 
pecially of  those  who  operate  street  cars,  that  large  bodies  of 
people  awaiting  transportation  rush  on  the  car  to  secure  seats 
immediately  on  its  arrival  at  the  station,  regardless  of  consequences 
to  individuals;  and  this  is  true  of  all  classes  of  people.  This  fact 
the  corporation  is  presumed  to  know,  and  to  use  proper  care  in 
controlling  the  crowd  and  guarding  against  the  dangers  arising 
from  its  probable  conduct.  What  means  shall  be  employed  to 
insure  the  safety  of  persons  on  such  occasions  must  be  left  to  the 
corporation,  subject,  however,  when  the  question  is  raised,  to  the 
approval  or  disapproval  of  the  proper  legal   tribunal. 

In  litis  case,  a  boy  standing  one  Sunday  evening,  at  about  three 
feet  from  the  track  in  an  inclosure  for  taking  cars  in  a  park  was 
knocked  under  the  car  wheel  by  the  crowd  which  rushed  for  a 
car  hanging  on  it  and  projecting  from  the  running  board  striking 
his  sister,  causing  her  to  fall  against  him.  In  affirming  a  judg- 
ment in  his  favor  for  damages,  the  court  points  out  that  large 
crowds  were  attracted  to  the  park  by  the  advertisements  and  in- 
ducements held  out  by  the  company,  whose  street  car  lines  fur- 
nished the  means  of  transportation  to  and  from  it,  and  whose 
cars  and  stations  were  crowded  on  such  occasions,  on  this  one 
not  in  excess  of  other  similar  occasions,  and  it  says  that  it  was 
therefore  clearly  the  company's  ditty  to  anticipate  the  size  of  the 
crowd  that  would  assemble  at  the  station  on  the  evening  of  the 
accident,  and  to  make  suitable  arrangements  for  its  control  and 
management.  The  case  it  says  was  necessarily  carried  to  the  jury 
on  the  question  of  the  company's  negligence  by  evidence  that  there 
were  150  to  200  people  at  the  station,  ready  and  anxious  to  board 
the  first  departing  car,  when  but  a  single  open  car  entered  to 
carry  them  to  their  destination,  and  this  at  an  excessive  rate  of 
speed,  much  beyond  what  the  safety  of  the  people  awaiting  it 
permitted,  and  that  there  was  no  person  in  charge  of  the  gateway 
11  ed  aa  an  entrance  to  the  station,  nor  was  there  any  officer  or 
at  the  station  to  control  or  direct  the  movements  of  the 
1  rowd 


CROSSING  DIAGONALLY  IN  FRONT  OF  CAR  TO  TAKE 
SAME— CAR    NOT   STOPPING— HEARING   RUM- 
BLING AND  NOT  LOOKING  SECOND  TIME. 


rid    .     Metropolitan  Street    Railway  Co.   (N.  Y.  Sup.),  73 
N.  Y.  Supp,  856.  Jan    to.  1 
A  woman  started  diagonally  across  a  strict  crossing  to  be  in  posi 

tion  to  Bi  foi  c  I" ding,  1  he  had  obsi  1 1  ed  thi    pi  1 

■    1  whii  h,  when  she  was  neat  the  track, 

w  half  a  block  away,   and   ob       ed  at  that   moment    that 

her  son,  who  was  with  her,  gave  1  signal  to  stop  it    She,  no  doubt, 

hi   that  the  signal  wotdd  cau  e  the  cat   to  slow  down  01   to 

ind  n  wonl.l    1 <  in  thai  in  such  evi  1  iuld  tun  e  cro  ised 

witl t   the  torman   having   'I anything, 

0  t.n  1    tred    Lo  cheel    thi     peed  ol  the  car,  1  he  bad   il 1 

di  valk,  and  was  in  the  acl  of  placing   net   left   fool 

hen      ■        '     struct)   by  the   rapidly  pa  ising   car,   whii  li 

did  not   stop  aftei   ihe    tccidenl   occurred  until   il   had   gom    two 

rthet   on     Undei   thi   t  - n  1 .  the  fit  si  appi  llati 

division  ol  th      1 in  of   New  Y..1I;  thinks  thai  the  quel 

ti ell  as  that  ol   the  1  omp  my1 

Id  havi    b omitted  to  t!  ind  that  the 

1  i  hi     ompl  tinl    ii  iii    dost    ot  the  plaintiffs  1  1  le  was 

foi    whii  li   the   judgment    should   1 1     ind 

ti  id  orden  >i 


m 


STREET    RAILWAY    REVIEW. 


[Vou  XII.  No.  4. 


Ili»-  woman's  judgment  that  she  could  cross  in  safety,  the  court 
thinks  the  foregoing  showed,  wu  in  fault  only  becausi  of  the  fact 
that  the  motorman  had  decided  not  to  stop,  and  did  not,  in  answer 
10  the  signal,  sli.w  down;  nor  did  he,  by  the  ringing  of  the  bell, 
her  of  his  intentions,  Had  he  rung  the  bell,  thus  indicating 
of  tin'  car,  she  could  have  accelerated  her  steps  and 
reached  a  point  ■  It   could   not   In-   said  that,  as  mattei 

of   law  since  il    ap 

.  hich  -in  thought 
cient  i"  enable  her  to  cms*  in   safety,  .unl  her  judgment 

unusual   and   exceptional   thing 
of  the   motorman,   after   tin-   signal    was   given   him   to   stop 
while  she   was  in  plain   sight,   crossing  tin    track,    failing  t"  stop 

■  if  slow   down   at    tin-  crossing,   Or   to   give    warning,   by    ringing    the 

lull,  of  his  intention  to  proceed  at  undiminished 

There  were  two  circumstances  which  would,  no  doubt,  the  courl 
goes   in   tn   say,   have   sunn-   weight   with   tl 

eeing   tin-  cat    when   near  the  track,   ami   starting   to   cru 
it  diagonally,  the  woman  did  nol  again  look,  and  that  during 
lime   she   heard   the   rumbling   of   the   wheels.     The   rumbling,   in 
itself,  however,   would  not   be  a   warning,  because  she  had   heard 
tins   when   the  car    was    halt'    a  block  away,  and   she  expected   such 
sound    to    continue    until    thi  pped    at    the    crossing.      And, 

her  failure  to  look  at  the  car.  she  could  not  very  well  do 
nsidering  the  direction  in  which  she  was  walking,  without 
■:  nearly  around;  ami  not  only  would  this  have  been  diffi- 
cult, but  it  would  have  tended  to  retard  her  progress,  and  thus 
increase  the  risk  of  reaching  the  sidewalk  in  safety.  These  cir- 
cumstances, as  stated,  were  to  he  considered  by  the  jury;  but  they 
were  not.  in  the  court's  opinion,  sufficient  to  justify  the  inference, 
as  matter  of  law,  that  the  woman  was  guilty  of  contributor'. 


in   PASS]     '.1  1:    in  SOUND  GONG  AND  TO  TRY 
TO  A\'(ilD  COLLISION  \VI  111  VEHICLE. 


West  Chicago  Street  Railroad  Co.  v.  Tuerk  (III),  61  N.  E  Rep. 
1087.     Dec.  18,  1901. 

This  action  was  brought   to    I for  personal  injuries  which 

a  passenger  on  a  cable  train  sustained  in  a  collision  of  the  latter 
with  a  buggy.  It  appeared  thai  the  buggy  had  been  driven  several 
blocks  along  the  same  avenue  that  the  train  was  running;  that  it 
would  sometimes  be  behind  the  train,  and  sometimes  ahead  of  it; 
that  most  of  the  time  it  was  out  of  the  track;  that  it  was  driven 
rapidly,  and  sometimes  passed  the  train  and  sometimes  was  passed 
by  the  train;  and  that  shortly  before  the  accident,  because  of  ob- 
structions in  the  street,  it  had  to  be  driven  on  the  track  along  the 
street.  Now,  if  the  driver  of  the  buggy,  instead  of  a  passenger 
on  the  train,  had  been  suing  the  company,  it  might  be,  the  supreme 
court  of  Illinois  says,  that  there  was  such  knowledge  brought 
home  to  him  that  he  would  have  bun  deemed,  in  law,  to  have 
not  exercised  ordinary  care  for  his  own  safety,  because  of  bis 
knowledge  of  the  presence  of  the  train,  or  its  proximity  to  bun. 
and,  under  such  state  of  the  case,  would  not  have  been  in  a  posi- 
tion to  insist  that  the  mire  failure  of  the  company  to  sound  the 
bell  was  negligence,  inasmuch  as  he  might  be  deemed  to  know 
just   what   the   sounding   of   the   bell   would  inform  him. 

The  duty  of  <the  company  in  this  case,  however,  was  not  to  be 
measured  by  the  relative  rights  of  the  driver  of  the  buggy  and 
the  company,  but  by  the  rights  arising  from  the  relation  existing 
between  it  and  the  passenger.  There  was  no  pretense  that  she  was 
not  using  all  the  care  she  could  use  for  her  own  safety,  and  the 
on  that  was  presented  to  the  jury  was,  did  the  company  use 
all  the  care  for  her  safety  that  il  was  its  duty  under  the  circum- 
stances of  the  case?  While  it  might  lie  that  it  could  say  to  the 
driver  of  the  buggy,  "You  have  no  right  to  complain.  You  knew 
our  train  was  running  on  this  track  at  that  particular  time,  and 
near  to  you;  and  ordinary  care  required  that  you  use  reasonable 
effort  to  avoid  injury,  and  that  reasonable  effort  would  have  re- 
quired you  to  have  driven  off  our  track,  or,  when  off,  to  have 
remained  off  until  wo  passed  with  our  train."  Yet  the  passenger 
had  the  right  to  demand  and  rely  upon  the  company  exercising 
every  act  that  human  care,  vigilence  and  foresight  could  reasonably 
do.  consistent  with  the  operation  of  its  road,  to  avoid  injury  to 
her;  the  court  declares  that  it  is  unable  to  say  that  the  judge  should 


have  instructed  the  jury  that  it  was  not  the  company's  duty  to 
ring  the  bell,  or  to  do  any  other  and  every  other  act  that  was 
calculated  to  avoid  this  injury.  This  was  especially  so  in  view 
of  the  fact  that  the  train  was  running  at  full  speed,  and  that  it 
was  not  pretended  that  the  company's  servants  in  charge  of  the 
train  did  not  know  that  the  buggy  was  on  the  track,  or  that  they 
did   nol  see  it. 

Wherefore,  the  court  holds  it  was  not  efroi  an  instruc- 

tion in  this  case  that,  because  the  driver  of  the  buggy  knew  that 
the  train  was  traveling  in  tin-  same  direction  1»  was  driving,  it  was 
immaterial  whether  the  bell  or  gong  on  tin-  train  was  Bounded 
or   nol,    which    me  ame  as   to    say    that    the    failure   to   ring 

il    was    not   negligeuci  nlainid   a    . 

charge   of   negligence,   and    it    was   a    question    of    fact    for   the   jury 
niiine  whether,   under  all  the   facts  and  circumstances,  the 
company   was  guilty  of  such  negligence  a-  made  it  liable.     Judg 
m.  nt  against  company  affirmed. 


VALIDITY    AND   EFFECT    OF    ORDINANCE    REQUIRING 

REPAIR  OF  PAVEMEN  I     E\  IDENCE  oh  NEGL1 

I  1      Mil  ICE    IMMAI  ERI  VL  -INJURY 

1  IF  PASSENGER  PASSING  BE 

I  HMD  CAR. 


Fielders  v.  North  Jersey  Street   Railway  Co.   (N.  J.  Sup.),  50  Atl. 
Rep-   533-    Nov.    11,    1901. 

A  city  ordinance,  passed  under  due  legislative  authority  to  regu- 
late street  railways,  that  require  operating  companies  to  repave 
and  keep  in  repair,  to  the  satisfaction  of  the  proper  city  authorities, 
in  any  paved  street  of  the  city  in  which  their  tracks  are  or  shall 
be  laid,  a  space  between  lines  one  foot  outside  of  their  outer  rails, 
under  penalty  that,  en  default  after  notice,  the  city  may  repair  at 
the  company's  cost,  the  supreme  court  of  New  Jersey  holds,  is  a 
valid  police  regulation,  creating  a  duty  towards  the  traveling  public, 
and  is  evidential  in  an  action  for  negligence  brought  against  such  a 
company  by  a  passenger  who  is  injured  through  a  defect  in  that 
part  of  the  street  pavement  while  passing  from  car  to  sidewalk.  In 
such  a  case  the  ordained  duty  is  absolute,  and  not  dependent  on 
notice.  It  is  immaterial  whether  the  defective  pavement  was  laid 
under  the  ordinance,  or  previously  laid  and   fallen  into  repair. 

In  this  case,  there  was  evidence  that  the  passenger  alighted  at 
lb.  only  place  afforded  for  that  purpose  from  a  car  which  was 
stopped  for  her  at  a  crosswalk.  By  direction  of  the  conductor,  she 
passed  behind  the  car  towards  her  destination,  pointed  out  by  the 
conductor,  on  the  opposite  side  of  the  street.  In  so  doing  she  was 
injured  through  a  defect  in  the  pavement  adjoining  the  cross  walk, 
at  a  place  where  it  was  the  duty  of  the  company  to  keep  the  pave- 
ment in  repair.  The  defect  had  existed  for  upwards  of  two  months. 
She  did  not  see,  and  had  no  warning  of,  the  danger.  Under  these 
circumstances,  the  court  holds  that  it  would  not  have  been  lawful 
fur  the  trial  judge  to  have  held  either  that  no  negligence  chargeable 
to  the  company  had  been  proved,  or  that  the  negligence  of  the 
passenger  indisputably  contributed  to  her  injury.  The  case,  in  both 
-.  was  for  the  jury. 
\s  in  the  company,  the  court  says,  negligence  was  fairly  inferable 
from  a  management  of  affairs  that  permitted  the  passenger,  without 
warning,  to  alight  from  and  pass  behind  the  car  when  so  over- 
hanging the  cross  walk  as  to  make  her  encounter  a  dangerous  de- 
fect long  existent  in  the  pavement.  When  to  this  was  added  the 
ordained  duty  of  the  company  to  have  kept  the  pavement  in  repair, 
negligence  was  hardly  disputable.  With  regard  to  the  contention 
that  a  passenger  alighting  from  a  strict  car  --h. >i:  1,1  be  held  to  take 
the  risks  of  defects  in  the  highway,  the  court  says  that  depends 
upon  circumstances,  a  most  important  one  in  this  case  being  that 
thi  defect  was  a  result  of  the  carrier's  breach  of  duty.  Where  a 
duty  is  imposed  by  law  to  keep  a  highway  in  good  condition,  an 
action  lies  for  injury  sustained  by  reason  of  the  neglect  of  that 
duty.  That  the  fulfillment  of  the  requirement  to  repair  was  to  be 
measured  by  the  satisfaction  of  the  board  of  street  and  water  com- 
missioners, the  court  says,  was  immaterial,  as  was  also  a  provision 
for  the  city's  making  repairs  at  tli.  o  mpany's  cost  on  default  after 
notice.  The  failure  of  the  board  to  act  would  not  be  proof  that  it 
itisficd  with  the  condition  of  the  pavement,  nor  did  the  pro- 
vision for  notice  imply  that  no  tepair  need  be  made  except  upon 
notice. 


COST  OF  CAR  REPAIRS— NORTH  JERSEY  STREET  RAILWAY  CO. 


(See  page  224) 


CLOSED  CARS. 

Class  I.-43  Can. 

Class  III.— 55  Cars. 

Class  IV.— 44  Can. 

Class  V.-37  Cars. 

Class  VI.-26  Cars. 

Class  VII— 30  Care. 

West.  No.  3 
G.  E.  W 
G.  K.  1000 

Peck   M 

Brill  Mai 

Tract. 

Brill  21A 

Sleph.Mfl 

and  IS  i ' 
Gilbert  24 

ft. 
Rogers  2* 

ft. 
American 

18  ft. 
Brill  16  ft. 

West.  No.  3 
G.E.  1000 

Brill  Mai. 
Tract. 

Brill  22  ft. 

G.E.  1000 

Brill  Mas. 

Tract. 

Peckharu 

14-D-8 

Lacleds 

25  ft. 
[Spliced) 

G.E.  1000 

ltrill  J7D 

Brill  I5ft. 

G.  E.  57 

Brill  27D 

BrilIZ5ft. 

G.  E.  1200 
G.E.  1000 

Brill  23 

Laclede 
25  It. 

Electrical 

Truck* 

Bodies 

Mileage 

Electrical 

Eiuipm'nt 

Trucks 

Bodies 

Mileage 

Electrical 
Et|uipm'nt 

Tracks 

Bodies 

Mileage 

Electrical 

Equipm'nt 

Trucks 

Bodies 

$1,612.84 
.0016 

Mileage 

993.195 

Electrical 

Ei]uipm*nt 

Tracks 

Bodies 

Mileage 

Electrical 

Eijuipm'nt 

Tracks 

Bodies 

Mileage 

Total  for  year  1901 

A».  Com  per  t  I'*>1 

Car  Mile     tiwo 

t6.167.H4 

.0076 
.0077 

(2,274.61 

.0028 

.003: 

I2.3U.94 
.0027 

.0103 

808,091 

$16,102.6* 
.0106 
.0095 

(4,600  30 
.0030 
.0034 

$3,692.03 
.0024 
.0095 

1,510  14S 

$9,440.04 
.0092 

.0095 

.0033 
.0034 

ft.116.2J 
.0036 
.0006 

1,158,699 

.0106 

$3.x80.17 
.00^9 

$3,335.74     t    £3,022.10 
.0051               .0046 
.0093              .0037 

$1,497.33 

.0023 
.0059 

652,144 

f5,811.S2 
.0106 

.0114 

$3,506.21 
.0064 
.0054 

$5.364  51 
.0098 
.0023 

548,605 

CLOSED   CARS. 

Class  VIII.— 68  Cars. 

Class  IX. -53  Cars. 

Class  X.-20  Cars. 

Class  XI.  -30  Cars. 

Class  XII. -5o  Cars. 

Class  XIII— 46  Cars. 

West.  No.  3 

Peckharu 

Slaodard 

Brill  2IA 

Beml* 

Brill  I8*i 

G.  E.  800 

Peckbam 
Standard 

Brill  30  It. 

G.E.  57 

Brill  27D 

Brill32ft. 

G.  E.  57 

Pecktaam 

Laclede 
32  ft. 

G.E.  57 

Brill  27G 

32  ft. 

G.E.  57 

Peckham 

I4-1S-.1 

Laclede 
32  ft. 

Electrical 

Equlpm'ni 

Tracks 

Bodies 

Mileage 

Electrical 
K.juiiim  'in 

Trucks 

Bodies 

Mileage 

Electrical 

$4,202.78 
.0087 
.0078 

Trucks 

Bodies 

Mileage 

Ele.  mcai 
Equlpm'ai 

Trucks 

Bodies        Mileage 

Electrical 

Trucks 

Bodies 

Mileage 

Electrical 

Ei|Uipm'tn 

Trucks 

Bodies 

Mileage 

Total  (or  jearl'i»l 

A*.  Cost  per  i  run 

Car  Mile      i  1900 

$16.050  6*   '    $6,487.67 
MU            .003* 

.oon  ,      «w 

I7.253.W 

.0018 
.0063 

1.891,353 

$10.06284 
.0075 
.0068 

$4,510  73 
.0034 
.0040 

.0038 
.0031 

1,333.947 

(2.401.18 

.0050 
.0041 

$7=7.45 
.0015 
.0046 

480,106 

$6,148.76 
.0088 
.0099 

-    3*6    9 
.00*8 
.0045 

$3,776.36     |      702,103 
.0054     1 
.0018     | 

$3,554  52 
.0061 
.0040 

$4.399. 55 
.0037 
.0021 

$5,799. e 2 
.00*9 
.0011 

1,172,170 

$6,792.18 
.0041 

.0024 

(3.'i33.S6 
.0023 
.0012 

$3,433.55 
.0021 
.0005 

1.659,737 

Total  for  rear  lvoi 

A».  Cost  per  I  11U 

Car  Mile     i  mi 


OPEN    CARS. 


Class  I. -62  Cars. 


(4.1)5.25 
.0078 
.0135 


11,087.44 

.0020 
.0041 


Class  II  —40  Cars. 


$3,327.1* 
.0074 
.0073 


(338.49 
.0011 
.0024 


$2,105.25 
.0047 
.0008 


Class  III.-89  Cars. 


(H.MJ.M 

.0107 
.0106 


(1,773.34 
.0022 
.0027 


(12.4--.Vn 
.0154 
.0043 


Class  IV.— 32  Cars. 


Class  V.-SO  Cars. 


(4,17-3.4(, 

.ooo7 
.0077 


$1.1-17. "5 
.0019 
.0022 


Supplement  to  Strbbt  Railway  Khyiew,  Apr.  15,  1903. 


Apr.  is,  1902.] 


STREET  RAILWAY  REVIEW. 


223 


Repair  Shops  of  the  North  Jersey  Street  Railway  Co, 

Describing  Machines  and    Devices   for   Facilitating    Repairs — Wire    Cleaning   and   Coil  Winding    Machine 

Device  for   Testing   Armatures — Special  Armature  Pit    Truck — Special  Car  Hoist 

Complete  List  of  Prices  for  All  Street  Car  Repair  Work. 


We  are  indebted  to  the  officials  of  the  North  Jersey  Street  Rail- 
way Co.  for  the  privilege  of  inspecting  the  repair  shops  of  the  com- 
pany at  Newark,  N.  J.,  where  practically  all  the  repair  and  main- 
tenance work  on  some  800  cars  is  done.  Many  of  the  records  of 
the  company  have  been  placed  at  our  disposal  and  we  are  able 
to  present  in  this  article  statements  of  cost  in  detail  of  the  various 
dasses  of  equipment,  together  with  other  records,  statistics  and 
data,  never  before  published  to  our  knowledge. 

The  repair  shops  occupy  a  group  of  buildings  with  considerable 
yard  space  on  the  Plank  Road  near  the  center  of  Newark.  The 
company  is  somewhat  cramped  for  room,  and  this  has  necessitated 
the  placing  of  the  machine  shop,  armature  department  and  store- 
room on  the  second  floor  of  the  main  building.  To  overcome  this 
difficulty,  electrically  operated  elevators  are  placed  at  convenient 
points  and  by  means  of  the  excellent  shop  methods  employed,  labor 
saving  devices  and  good  management,  work  is  pushed  through 
without  interruption  or  delay. 

AH  repairs  to  rolling  stock,  including  painting  and  carpenter 
work,  are  under  the  supervision  of  Mr.  F.  F.  Bodler,  master 
mechanic.  The  shops  are  divided  into  five  departments,  namely, 
motor  and  truck  department,  armature  department,  machine  shop, 
carpenter  shop  and  paint  shop.  Each  of  these  divisions  has  its  own 
foreman,  who  reports  directly  to  the  master  mechanic.    The  black- 


tures  and  also  for  car  wheels,  in  which  a  complete  history  of  each 
armature  and  wheel  is  entered,  making  it  an  easy  matter  to  deter- 
mine for  instance,  when  an  armature  was  purchased,  what  cars  it 
has  run  in  and  the  length  of  time,  how  often  it  has  been  in  the 
shop,  and  what  repairs  have  been  made  upon  it. 

The  master  mechanic  keeps  in  close  touch  with  the  men  under 
him,  and  with  all  work  passing  through  the  shops  by  means  of  daily 
reports  from  his  department  foremen.  For  instance,  the  foreman 
of  the  repair  shop  sends  to  the  office  before  10  o'clock  in  the  morn- 
ing of  each  day,  a  report  covering  the  previous  day,  and  giving  the 
total  number  of  men  on  duty,  the  total  number  of  men  off  duty  and 
the  number  of  men  on  each  class  of  work  classified  as  painters, 
machinists,   tinsmiths,   register  repairers,  electricians,  winders,  etc. 


ink  fur  ct,eanin<;  and  retaping  wire. 


smith  shop  is  under  the  foreman  of  the  carpenter  shop.  In  the 
rtment,  in  addition  to  the  foreman,  there  are  three 
inspectors,  two  assigned  to  house  work  and  one  to  road  work. 
It  is  the  duty  of  this  road  inspector  to  take  each  car  after  it  lias 
been  through  the  shops  and  give  it  a  thorough  running  test  on  a 
»pur  track  about  a  mile  in  length.  He  makes  a  final  inspection  of 
ntrollcrs,  switches,  motors,  wiring,  etc.,  and  he  must  give 
each  car  a  clean  bill  of  condition,  as  it  were,  before  it  goes  back  in- 
to service. 

The    company's   system   of   keeping   repair    records    is    unique    ill 
IWflJ  ind  is  exceedingly  thorough  and  minute. 

of  the  data  desired  from  the  111  mic's  department 

naturally  centers  about  the  car-milcagr  1  !,<•  mileage  made 

by  each  car  is  entered  in  a  large  book  ruled  with  columns  about  1 
in.   wide.'    !  itively  .-it   the  top 

and  the  number   I  1(?c  figures  arc  1 

I   by  the  auditing  department,  the  car- 

Ifl  being  computed  from  ll  •  ,,  its.    From 

thii  car-mileage  book,   all   Other   mileage  fit-  <<■   por- 

Dp      Every  armature,  .ill   wheels. 
n  and  pinii  ri  and  other  parts  arc 

•!  with  individual  nun  numbers 

m  of  the  equipment  is 
d  >n  tin-  ear  and  the 

off      The  "mile-    run"   for   any   pari    for   .my  par- 
ticular ,0   tnr 


He  also  gives  a  list  by  number,  of  the  cars  in  his  department  for 
the  day,  the  number  of  men  that  work  on  each  car  and  the  nature 
of  the  repairs.  This  enables  the  master  mechanic  to  keep  track 
of  each  car  in  the  shop  as  the  work  progresses  from  day  to  day  and 
if  the  work  is  taking  too  long  in  view  of  the  repairs  required,  he 
is  enabled  to  make  inquiries  and  determine  the  cause  of  the  delay. 
Another  report  that  greatly  facilitates  the  work  at  the  shops  is 
one  made  by  the  motor  shop  foreman.  This  gives  a  list  of  crippled 
cars  at  the  shop,  the  cars  in  the  paint  and  carpenter  shops  and  the 
crippled  cars  reported  the  previous  day  from  each  of  (he  different 

divisions  but  not  yet  at  the  shop,  and  the  crippled  cars  1. , ,  ,|  dm 

ing  the  morning  of  the  current  day.     The  report  is  made  on  a  Man] 

14V2X7  in.  with   2  columns   for  each   division  of  the     system,     one 

in  for  the  car  number  and  one  for  the  cause  of  the  disability. 

["he   fo  liiis  this  information  by  calling  each   morning  by 

telephone  the  superintendent  of  each   division  and  asking  him   what 

disabled  cars  are  at  the  division  barai   and  whal  cai     will  probably 

need  repairs  during  the  next  day.    It  will  be  seen  thai  this  informs 

1   mechanic  to  arrange  his  working  forces, 

pace,  etc.,  In  accordance  with  the  work  that  may  be  expected 

for  the  following  24  hours.    From  thi    ■ 1  he  is  enabled  b 

intelligi  1,  iii  !,,   01  di  n  d  into  the    hop 

and  if  h       pace  I    I i    1  hal  1  11     ma  .   propi  1 1     1 tinned  in 

1   few  houi  1 hi  hi   1 1 1 Ii    foi    theii 

1  :.i  the  n  pair  1  hopi      EXe  Is  also  In   1  po  h -  1  rig 

help  in  advance  and  lay  off  nun  when  necessai      thuj  distributing 
his  forces  to  the  best  ad  The  value  of  this  feature 


224 


STREET  RAILWAY  REVIEW. 


[Vol  XII.  No.  4. 


NORTH  JERSEY  STREET  RAILWAY  CO. 

RECORD   OF   WORK  ON   CARS. 


Worko* cf Cmr  Nt Rt 

Xatmr.  n/Herl,  ,V„.  lad  


■ 


Vmmtl  of  Workmtn  ' 


ComfttltJ  amj  imipti  ItJ /ye 


In  Ckargt. 


Nat  1  hioi    KttFAlMk 


Controllers,  .     . 
Arm.  and  Fields, 

Inspecting,  •    • 

Bearings,   .  .    . 

Trolleys.     .  .     . 
Gears  and  Pinion* 

Bl.  Brakes,  . 

Misc.  El.,    .  . 

Brakes,  .     ■  . 
Journals, 

Wheels,        .  . 

Misc.  Truck,  . 

Sand  Box,  .  . 
Glass,      .     . 

Fenders,      .  . 

Misc.  Body,  . 

TOTAL,      .  . 


AMOUNT 


FlIKM  1     KKI'AIK  CAR1>. 


although  it  is  one  thai  is  verj  frequently  neglected 
by  street  railway  companii 

When  a  car  comes  into  the  shop  for  any  repair  work  whatso- 
ever, the  shop  foreman  makes  out  a  card  similar  to  the  form  repro 
in  Form  1  Tin  face  oi  this  card  shows  the  nature  of  the 
work  to  be  done.  The  foreman  then  writes  sub-orders  upon  the 
foremen  of  each  of  the  other  departments  for  the  work  to  bi  done 
upon  the  parts  coming  under  the  several  departments  of  the  shop, 
whether  armature,  machine  sin, p.  carpenter  shop.  etc.  The  suh- 
Orders  are  made  upon  cards  exactly  similar  to  the  one  reproduced 
in  Form  I,  but  ol  different  color.  Alter  each  class  of  work  is  com- 
pleted, the  foreman  enters  in  the  column  at  the  right,  under 
"Amount"  the  cost  for  labor  on  each  job.  <>n  the  reverse  side  •■( 
the  card  he  enters  the  quantity  of  material  and  the  cost  of  same. 
All  the  cards  for  each  job  hear  the  same  serial  number.  The  cards 
are  sent  to  the  office  where  they  are  assembled  by  job  numbers,  and 
tin  complete  set  of  five  card-  (one  for  each  department)  gives  the 
history  of  each  job,  including  the  amount  paid  for  labor,  and  the 
amount    for  material.      After   entry   in  the   proper  book,  each    set  of 


Form  No.  Ki.     I  ■fc.'-lM  M. 


NORTH  JERSEY  STREET  RAILWAY  CO. 


MACHINE  SHOP  TIME  CARD. 


Date, 


Car  No. 

Order  No. 


Nature  of  Occupation, _._ 

Name,   

Time  began, Time  finished. 

Hours  work,  .  Rate,  AroX- 


O 

PS 

Si* 

O  <» 

"■    X 
t-   t- 
O 
Z 

o 

Q 


NATURE  OF  REPAIRS. 

TIME. 

AMOUNT. 

Controllers,     .     .     . 

Arm.  and  Fields,   . 

Inspecting, 

Bearings,  .... 

Trolleys 

Gears  and  Pinions, 

El.  Brakes.     .      .     . 

Brakes 

Journals,    .... 

Wheels 

Miss.  Truck,    .      • 

Sand  Box 

Miss.  Body,     .     .     . 

Accident 

Other  than  Cars,   .      . 

KOH.M   3  -TIME  CARD. 


the  card-  .-  tiled  in  a  cardboard 
filing  case,  about  0x4',  in.  x  1  in. 
thick.    Thi  ire  sel  "it  edge 

in  filing  cases,  and  each  one  bears 
a    separate    car    number.      The 
for    each    car    therefore    contain-    a 
id    of   all    the    repairs    that    have 
been    made   on   that    particular  car. 

The  column  bladings  oi  the  book 
in  which  entries  are  made  from  the 
shop    cards    are    shown    in    Form    J. 

As  will  be  seen  rep  1 

into  electrical  maintenance,  main- 
tenance   of    trucks    and    maintenance 

of    bodies,    with    sub-headings    for 

each    of    the     various     parts     of     the 

equipment. 

In  one  of  the  table-  accompany- 
ing is  given  the  cost  of  repair-  for 
two  years  on  all  cars  of  the  North 
Jersey  system.  The  equipment  is 
divided  int"  classes  according  to 
the  type  oi  motors,  trucks  and 
bodies  It  will  be  understood  in 
examining  these  records  that  the 
combination  of  trucks.  electrical 
equipment  and  length  of  body  will 
hie  influence  upon 
the  cost  of  repairs.  For  instance, 
certain  types  of  motors  are  better 
tilted  for  service  with  certain  types 
ol  truck-,  and  so  on.  The  number 
of  the  class  indicates  to  some  ex- 
tent the  relative  age  ..f  the  equip- 
ment and  it  is  interesting  to  trace 
the    inline!  upl  "i    the    cost 

of    maintenance. 

These  shops  are  somewhat  un- 
usual in  that  all  repair  work  is  done 
upon  the  piece  work  system  and  the 
foremen  are  practically  the  only  em- 
ploye- ,ii  the  -Imp  who  have  a  fixed 
-alary.  This  piece  system  has  given 
results  satisfactory  alike  to  the  com- 
pany and  the  men.  as  the  employe 
finds  that  he  makes  more  per  week 
in  the  aggregate,  and  the  com; 
finds  thate  it  is  able  to  accomplish 
more  work  with  the  same  force  of 
men  than  would  be  the  case  if  the 
men  worked  on  stipulated  we 
The  company  also  finds 
to  hold  the  men  more  thoroughly 
responsible  for  their  work  as  when 
they  are  working  on  their  own  time 
they  are  required  to  rented]   di 

on   their  jobs    due    to    carclessnc- 

poor  workmanship.     For  the  infor- 
mation  of  officials  who  are  consid- 


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Apr.   15,   1902.] 


STREET  RAILWAY  REVIEW. 


225 


ering  the  advantages  of  the  piece  system,  we  give  in  this  article 

a  detailed    schedule  of  prices  paid  by   the    Xotth   Jersey   Company 
ior  all  classes  G:  car  repair  work.     Til  wilj  also  >  mtain 

infr.  until ui  of  int<  omparison  purposes  1  1  companies  thai 

hire  their  men  at  stipulated  rates   per  day  or  per  hour      In    Form 
1   .en  the  time  card,   which  is   made   nut   by  the   men    for  each 
jcb  th.v  they  do.     These  cards  are  approved  by  the  foreman,  an  ' 
ir.i.it  them  are  made  out  the  weekly  payrolls.      The   paymaster  vi  ■ 


AKMATIRK  TESTING  HEV1CK. 

■hop  oner  a  week   and  each   man   is   required   to  sign   his 
on  the  payroll  paid  him. 

APPAB  VTUS     VND    Mill:  IR  TES1  IMG. 

equipped  with  a  number  of  novel  testing  di 
n   insuring  ({1  hiiI  work  and  also  for  securing  dala  from  which 
riti  of  various  supplies  brought  t" 
the  company, 

dition  ,,f  the  armatures 
core,   formed  o( 
iund  aboul 
■    k  of  about  3   double  1 

■  in  roughl) 

1 11 1 1  •  <  I  on  a 

iderablc  range  of  mo- 

arma 

the    alternating  ■  tu  rem 

ilternating  current  of  aboul    1  0     oil     with  a 

through  the  coil  making  a   strong  mag* 

■hr  laminal  When  the  face  of  thi 

•    •  n  .'.ill    In 

■  in  a  cloned  1  In  uil      B) 
■lowly  in  id  the  di 

ti  d  1  oil 

■  uii  the  ah- 

i  from  an  old  S 


R.  G.  ,io  direct-current  motor  rewound  to  act  as  a  converter  giving 
from  us  alternating  current  side,  as  staled,  a  250-voIt  alternating 
current.  Close  to  this  motor  are  placed  two  small  transformers  with 
which  11  is  possible  to  secure  a  i.;oo-volt  current  for  making  ground, 
tests  The  iron  frame  carrying  the  magnetic  C<  re  described  is 
mounted  on  wheels  and  can  be  moved  to  any  bench  or  lathe  in  the 
shop  as  desired.  The  upright  rods  upon  which  the  core  slides  are 
of  brass  for  the  reason  thai  brass  will  nol  conduct  the  magnetic 
lines  of  force  and  these  are  therefore  concentrated  on  the  ere.  Tin- 
wares  carrying  the  alternating  current  are  suspended  from  the  ceil- 
ing and  have  leads  off  at  frequent  intervals  connecting  to  the  ma 
chine  by  means  of  an  ordinary  lamp  sockel  \rniatnres  are  tested 
with  this  apparatus  after  winding,  after  soldering  and  after  the  com- 
mutator hars  have  been  turned  down. 

The  armatures  are  also  put  through  a  running  (est  in  which  they 
are  mounted  by  pairs  in  motor  cases  and  made  to  run.  one  as  a 
motor  and  the  other  as  a  generator  for  about  JO  minutes.  I  he 
connections  are  then  reversed  at  the  switchboard  so  that  the  rela 
tion  between  the  machines  is  changed,  the  motor  then  running  as  the 
dynamo   and    vice   versa. 

TESTS   OF   BABBITT   METAL. 

Mr.  Bodler  some  time  ago  carried  out  a  very  interesting  series 
of  tests  on  babbitt  hearings  made  from  different  compositions.  For 
carrying  on  these  experiments  the  hearing  to  be  tested  was  mounted 
on  a  shaft  and  by  means  of  levers  similar  to  a  "walking  beam" 
weighing  machine,  about  300  lb.  pressure  was  brought  against  each 
half  of  the  lower  side  of  the  bearing.  The  relative  frictional  prop- 
erties of  the  differenl  metals  was  determined  by  the  weight  it  was 
necessary  to  add  to  One  of  the  levers  in  order  to  preserve  an 
equilibrium  between  the  two  ,VX)  lb.  weights  when  the  shaft  was 
rotated,  ll  will  be  understood  this  is  not  an  accurate  determina- 
tion of  the  co  efficient  of  friction  of  the  metals,  but  it  is  a  fairlj  ai 
curate  comparative  lest  of  the  frictional  properties.  The  rise  in 
temperature  was  determined  by  pressing  the  bulb  of  a  thermometer 
on  to  the  bearing  metal  through  a  small  hole  in  the  shell.  Three  of 
the  curves  secured  are  illustrated  herewith.  The  curve  for  "Stand 
ard"  babbitt  is  taken  from  the  metal  now  used  exclusively  by  the 
company  for  all  armature  and  motor  bearings.  Ibis  metal  is  made 
from  the  following  formula  : 

Tin   80  per  cent. 

Antimony    15   per  cent. 

Copper    4%   per   cenl 

Lead    'j  per  cent. 


w  40  -J 

II.  £.-ov  summer  motor  create.  Copin-i  reader,  i-it-as,-  cap  freittily  tilled. 
"Standanl"  li.il.biu  21,  in.  bfarinir.  Load,  600  lb,  A  v.  .pof.l  52'l  r.  |,.  in.  Teni 
paratuM  at  atari  86v  B*. 


JO  4a  SO 

T/rrc  /nn/Arures 
Oreaaa cap  t reahlj  :  "•  with  "Standard"),    Magnolia lal3J4-ln. 

-'It,.     A  v.  xpted  524  r.  p.  in.     Temp  Itart  92*  IT ■ 

i  s,  i,i    BEARING  Ml.TAbS. 


226 


STREET  RAILWAY  REVIEW. 


[Vol  XII,  No.  4. 


^otcr 


la 


JO  00 

T/Af£  M  SfMi/r£3 

<;.  E.  ]!»M>itt.    Load  mk)  lb.    At.  spent,  QO  r.  p.  m.    Tempentacs  at  start,  S» F. 
s  1   01  BEARING  METAL. 

Babbitt  bearings  are  cast  in  iron  moulds,  it  of  course  being  neces- 
sary to  have  a  different  mould  for  each  type  of  motor  in  service. 
After  pouring  the  bearings  arc  bored  in  a  small  lathe.  The 
ment  is  being  tried  of  boring  the  bearings  just  a  trifle  off  center. 
thus  securing  a  greater  thickness  of  babbitt  in  the  lower  half  of  the 
bearing  where  the  greatest  wear  takes  place.  Shells  so  treated  have 
not  been  in  service  long  enough  to  determine  the  success  of  the  idea. 
but  no  trouble  is  anticipated  and  it  is  believed  the  hearings  will 
run  a  greater  mileage  without  repouring.  The  oil  grooves  arc  cut 
with  a   pneumatic  gouging  tool. 

WHEELS  AND  WHEEL  RECORDS. 

The  North  Jersey  company  has  been  giving  especial  attention  to 
the  subject  of  wheels  in  response  to  the  demand  made  by  certain 
"public  improvement"  officials  of  Newark,  who  have  succeeded  in 
having  an  ordinance  passed  fining  the  Street  Railway  Co.  $50  per 
car  for  each  day  it  permits  the  car  to  run  with  a  flat  wheel.  The 
effort  of  these  guardians  of  the  public  welfare  to  abolish  the  flat 
wheel  would  be  amusing  if  the  matter  were  not  so  serious,  and  we 
could  suggest  no  better  method  of  convincing  them  of  the  difficul- 
ties in  the  way  of  solving  this  flat  wheel  problem  than  to  invite 
them  to  take  charge  of  a  street  railway  repair  shop  for  about  a 
week.  However,  it  is  the  desire  of  the  company  to  do  all  in  its 
power  to  improve  its  service  and  to  this  end  very  careful  wheel 
records  are  being  kept  and  the  subject  of  proper  dimensions  and 
compositions  for  wheels,  the  advantages  of  grinding  wheels  and 
other  matters  in  this  connection  have  been  carefully  considered. 

The  company  is  now  using  three  types  of  wheels :  a  400-lh.  New 
York  Car  Wheel  Works  chilled  wheel  with  2J1  tread  and  M  in, 
flange:  a  7-spoke  cast  steel  wheel,  and  the  St.  Louis  Car  Wheel  Co's. 
re-enforced  spoke  wheel. 

We  append  some  of  the  wheel  records : 

From  Jan.  3,  loot,  to  Jan.  I,  1002,  1,764  chilled  iron  wheels  were 
shipped  back  to  the  makers  for  cause.     These  made  an  aggregate 


■  ir  lir.  ikni  tread,  1  had  loose  spoke  and  2  had  cracked  hub.    Several 
•  •f   tht  made  individual   records  of  over  80,000  miles. 

il  equipped  with  1  wheel  press,  1  boring  machine, 
a  Springfield  wheel  grinder,  1  lalhe,  1  keyseating  machine  and  1 
axle  Rtraightener.     It    is  customary   t"   regrind   wheels   whenever  it 


ARMATURE  PIT  JACK. 


is  thought  the  prolonged  life  so  gained  will  justify  the  trouble  in- 
volved. 

CAR  HOIST. 

There  has  been  in  use  at  these  shops  for  some  time  a  hoist  for 
raising  car  bodies  for  the  purpose  of  removing  wheels  and  trucks. 
Recently  plans  have  been  prepared  for  an  improved  form  of  this 
hoist  and  these  plans  appear  in  this  article.  With  the  aid  of  these 
drawings  it  will  be  seen  that  the  device  consists  of  a  frame  work 
suspended   from  the  ceiling  girders  over  the  car   pits.     The   frame 


WHEEL  PLATFORMS. 


of  63,982,731  miles  or  an  average  of  36,271  miles  per  wheel.  Of  the 
wheels  making  the  highest  individual  records,  one  wheel  made 
92,346  miles  and  was  removed  as  practically  worn  out;  one  made 
91,669  miles,  worn  out;  one  made  91,688  miles  and  was  removed 
on  account  of  cracked  hub;  one  made  90,143  miles  and  was  removed 
on  account  of  double  flange. 

Of  143  steel  wheels  removed  for  causes,  I  was  broken,  14  were 
small  diameter,  32  had  thin  flange,  46  developed  blow  holes,  24  had 
double  flange,  4  had  broken  flange,  1  had  soft  spot,  18  had  cracked 


work  consists  of  four  12-in.  I-beams  about  25  ft.  long  and  the  two 
inside  beams  spaced  far  enough  apart  to  clear  widest  car  body.  At 
the  center  of  these  are  cross  I-beams  supporting  the  direct  current 
railwa\  Mich   drives  a  shaft  about  II   ft.  long  by  3  in.   in 

diameter.  The  two  ends  of  this  shaft  are  provided,  one  with  right 
hand  worm  and  the  other  with  left  hand  worm,  these  worms  being 
5%  in.  in  diameter  by  il/&  in.  pitch.  These  worms  engage  the  worm 
wheels  which  are  about  18  in.  in  diameter,  2%  in.  face  and  1%  in. 
pitch  keyed  to  the  shaft  as  shown  in  sketch.     Running  from  each 


Ape.  is,  1902.] 


STREET    RAILWAY    REVIEW. 


227 


worm  wheel  is  a  screw  shaft  13  ft.  long  and  3  in.  in  diameter,  cut 
with  right  hand  thread  at  one  side  of  the  wheel  ami  left  hand 
thread  on  the  other,  the  outer  ends  of  these  shafts  being  carried  in 
bearings  suspended  from  the  main  I-beams  by  special  castings. 
Travelling  upon  the  screw  shafts  are  special  carriers  provided  with 
nuts  which  engage  the  threads  of  the  screws.  These  carriers  slide 
upon  stationary  guide  rods  and  to  them  are  attached  the  ends  of  the 
hoist  ropes.  The  rope  used  is  a  ^  in.  wire  rope  and  about  215  ft 
are  required  for  the  hoist.  The  rope  passes  over  sheaves  of  36  in. 
pitch  diameter  built  to  support  a  weight  of  5  tons.  At  the  lower 
ends  of  the  rope  are  attached  10-in.  I-beams  and  to  these  I-beams 
in  turn  are  fastened  the  attachment  for  engaging  the  car  body.  When 
raising  closed  cars  it  is  customary  to  place  beams  or  sections  of 
T-rails  under  the  body  at  each  end  and  these  rails  are  carried  in 
small  square  castings  suspended  as  shown.     For  open  cars  the  cross 


are  held  against  the  wire  by  helical  springs  attached  to  the  outer 
ends. 

After  leaving  the  scrapers  the  wire  passes  through  a  series  of  ten- 
sion wheels  mounted  on  the  frame  and  which  serve  to  straighten 
out  the  kinks  in  the  wire  as  well  as. aiding  in  the  cleaning  process, 
After  passing  under  the  last  tension  wheel  the  wire  leaves  the  ma- 
chine through  the  center  of  a  flat  disk  which  carries  near  its  outer 
edge  a  frame  for  receiving  the  roll  of  new  tape.  This  disk  is  driven 
by  a  small  belt  from  the  shaft  of  one  of  the  tension  wheels  and  as 
the  wire  travels  forward  the  disk  revolves  carrying  with  it  the  roll 
of  tape  and  in  this  manner  tapes  the  cleaned  wire  as  it  passes  to 
the  new  field  coil.  The  new  core  or  field  frame  is  mounted  on  a 
revolving  shaft  and  draws  the  wire  through  the  machine  on  to  it- 
self, the  whole  operation  requiring  the  services  of  but  one  man  to 
guide  t he   wire   on   to   the  new  coil   and   insure   even   winding.     At 


Arr*c*/t£e#r  rm  or*  c**3 

J  &  ArMc*nf*r  sat  cioita  cmj 

PLAN  ANIi  ELEVATION  OF  CAB  HOIST. 


|oired,  and  hooks  arc  used  which  engage  the  lower 
f  the  main  car  sills. 

'  iken    from  th(  line  current  and 

the   car  barn   floor.     The 
worm  (faring  gives  a  very  powerful  quick  acting  I  1    whole 

arrangement,   including   everything   except    the   motor,    will 

r.  about  $t,ooo,  but  could  probably  be 
pan/i  own  idi  rablj   le      than  this, 

ily  if  timbers  were  substituted   for  the   I  b 

Wll-  Wli    PJ 

Aire  in  bur  Id  ,  ,,il,  is  utilized 

which  automatically  takes  the  wire  from  thl 
old  fir'  o(T  all   the  old  insulation,   retapel  it   with   m 

ralatii  new  field 

The  I  '  on    1  rigid  stand      The  wire  an  it 

DKt  with   .1  ng  knives     set     at      dil 

angles  to  in«ure  •  n   will   l„-  broken  off  all   tb< 

way  around  the  rid  and 


two  points  in  it^  passage  through  the  cleaning  device  the  wire  en 
tet      leeves  of  fell  which  effectively  remove  any  particles  of  insula 

lion  or  (in  .1  thai  "  i"     I  1  I  .in'  ei  01  teni  Ion  h  heels, 

1  hi  in"  "  ed  '    1    pet  ial  make  having  an  adhesive  coating  on  one 

side. 
A  machine  foi   doing  about  thi      ame  kind  of  work  ims  been  in 

11  e  hi   Detroit  and  ws    di  cribed  and  illustrated  in  the  "Review" 

for  \l  11    15,  [poo,  pagi   iy-\      1  hi  de>  ii  e  at  thi      ewarl     hop    1    bi 
■  'i  ■  1        •■'■!■  moving  pi [uirei    It       hand  adjt •  til 

and  the  scrapei    come  in  contact  with  the  wire  .11  a  greatei  num 

Iht  of  points  than  in  the  I  It  troll  mat  hint 

in  im;    VRMATURES. 

■  1  al  1 11  m  urn  1  1 

found  of   great    1    istanci     in    moving 

armatures  from  placi    to  plat  1    iboul  tl 

ng  .1  rmatun  .  from  under  cars  the  ma  iti  1  mi  1  hanii   hai 
,in  the  pit       \  ri  gu1  it  ion  Bar 
nit  lifting  jack,  made  by  the  I  >u  fT   Manufacture      '             Pitt 
burg,  f'n ,  was  flttt  'I   it  Ith  an   ■  I iti  d   racl    bat   to  ■  I  1    1 


228 


STREET    RAILWAY    REVIEW. 


IVol.  XII,  No.  4 


range  of  action.      I"he   jack  i-  mounted  upon  an   iron  pedestal  as 
shown  in  one  of  the  illustrations,  and  this  pedestal  I-  l» .it i-«t  to  the 
platform  of  a  low  trui 
The  upper  end  ol  1 1 1 »-  reck  bai  carries  a  cradle  to  receive  the  arma 
omprising  a  frame  supporting  tw  eel  pipi 

upon  which  the  armature  1  ■ 

DIPPING   FIELD  COILS 

ing  field  coils  is  ingenious  and  effectivi    and 
will  be  understood  frot  lie  engravings,     \  shoi 


arran<;emf.xt  for  dipi-inc,  field  coils. 

track  is  suspended  from  the  ceiling  and  on  this  are  placed 
a  number  of  small  trolleys  having  hooks  at  their  lower  ends.  Pass- 
ing up  over  the  top  of  the  track  runs  a  rope  one  end  of  which  winds 
upon  a  spindle,  tin-  other  end  carrying  a  large  hook  Die  procedure 
i-  to  hang  the  coil  to  be  dipped  upon  this  large  hook.  Then  by 
lindli  and  .rank  the  field  coil  1-  lowered  into  the 
tank  of  insulating  compound.  Winn  sufficiently  covered  with  the 
compound  tin    fit ild  d  and  transferred  to  one  of  the  trolley 

hooks,  where  it  is  allowed  t..  hang  and  air  dry  for  a  short  time.  A 
!mi  trough  placed  under  the  row  of  coils  catches  all  excess  "i  in- 
sulation tliat  may  drip  from  the  fields  and  leads  it  back  into  the 
tank. 

PRICES  PAID  FOF    PIEI  E   WORK    \  I    REPAIR  SHOPS  OF 
\()K  I  II  JERSEY  STREI       Et  \II.\Y  VY  CO 


JTRI  ILLERS 

ral    overhauling    including    replacing   cylinder-wipers,    spring 
-vers  and   handles,   blowing   and    inspection   of   controllers, 


py  twitches,  fuse  boxes  and  cut  out  l»'\.  $.15.  foi  either  W 
inghouse  or  General  Llcc'tric  make 
Exchanging  various  pan-,  paid  for  according  t"  regular  schedule 

nig  from  $01  for  changing  a  contact  fingi 
lindei 
Assembling  (..  I',    K    io  controller  $-'4°  each 
Winding  and  taping  -park  coil,  complete,  $.60  each. 
I  'utting  contact  points  on  G    E    reversi    cyl 
\\  m  ing  K    to  1  onnection  boards,  v  '1" 
Stripping  '      park  coils  | 

ARM  VI  URES    \\'l>  FIELDS 

Weal.     1..  B.     '..  1  .     (..  1       1     1 
No.  3.        800.        1000.        1200.         57. 
Replacing    armature     $    "8     S    Bj     $    85     $1.10     $1.10 

Replacing  field  coils    (each)    ,16  ,16  ,16  20 

Replacing    and     adjusting     brush 

holder   and    brushes 05  I  .OS  OS 

Replacing    and     adjusting     brush 

holder  and   yoke    o,\  <>.i  o\        o,\ 

Replacing  l>rn-li  spring   01  .01  .01  .01        .01 

Replacing   connecting   hoard    05  

Replacing  dust   fan  and  cover 05  .05  .05  .05 

Striping    and   cleaning   cores 45  .50  .50  .50 

Insulating  and   winding    2.00  4.00  4.00  6.50       5.00 

Putting  on    commutator    25  .25  .25  .30         .,10 

Connecting 75  1.00  (jo  2.00      125 

Soldering     40  .JO  .25  .40 

Covering  hoods,  hand-,   etc 80  1.00  1.00  1.25  125 

Making    li Is,    10    for 08  .08  .08  .08  08 

Winding   armature   coils    015  .01,)  .ot.i 

Taping    armature    COlls    Ol  ,0S8  .028  

Pressing,  flipping,  rolling  and  trim- 
ming.   100  coils   for 40  .40  

Turning    armature    -haft    On    large 

lathe    2.30  2.00  2.00  2.30  2.30 

Turning    armature    shaft    On    small 

lathe    2.60  2.25  2  2i  2.60  2.60 

Reconnecting,     including     retaping 

ends    t.8s  250  2.00  3.00  .too 

Changing  connections  and   soldering      80 

Turning  commutator    15  .is  '5  20  .20 

Slotting  commutator   20  .20  .20  .20  .20 

Cleaning  commutator   10  .10  .10  .10  to 

Putting. on  jam  nut   .OS  05  05  .0;  .05 

Hushing    armature    shaft,    pinion 

end    50-55   ..15-40    60   <>.-    60-.6S  60   ''.- 

Bushing  armature  shaft,  com 

mutator   end    25-.3O  .3O-.35    40-. 45  .40-45  (0    |; 

Bushing   both   end-    80  .70  1.00  1.00  1.00 

Testing    for   short   circuited  coil 02  .02  .02  .02  .02 

Testing   for   spring   shaft    05  .05  .05  05  ,  ; 

FIELD  (OILS. 

Winding  new    (15         .70         .60        ...  70 

1  mrring  with  mica  I  painting  in- 
cluded 1     50  |o  |0         ...  .50 

Covering  without  mica 40 

Winding   retaped  fields    So  So         

Taping  (i.    E.    57  top  field    (spool) 15 

111    BRINGS 

Replace  armature  hearings 05         75        .75        .75        .75 

Kit    hearing  on   exchanged   armature     .03  o.i         .03         .03  o.t 

In   axle  bearings,  new 06       .06       .06        .06       .06 

Axle    hearings    wick-,    each of,         .00  06  06  06 

Babbitting  armature  hearings,  com 
mutator  end   05        .05       .05        05        .05 

Babbitting    armature   hearing-,    pi 

ion     end     .07  ...  .07 

Finishing  armature  hearing-,  com- 
mutator end 025      .025        .03      .025      .o,?5 

Finishing  armature  hearings,  pin- 
ion  end    02       ...        o.v5      .0.1       .04 

Babbitting  axle  bearings,  each  half.     o,i        o.i        ...        

Finishing  axle  bearings,   each   half.     .01 


Aw.    IS,    1902.] 


StREET   RAILWAY   REVIEW. 


W 


BEARINGS  (Continued). 

\\>si.      ('..  E.      i..  L.      G.  E.      li.  E. 
No.  3.        800.        1000.        1200.         57. 

Finishing  axle  bearings,   tops 025      .03        -°3       ■03 

Finishing    axle    bearing-,    bottoms 01         .02         .02        .02 

Shaping  ask-  bearing  shells 03        ...        

Turning  axle  hearing  shells 45        

INSPECTION,   MOTOR   SHOP. 

Inspecting  wheels,   each.   >     ; 
Inspecting  trolley,  $05 

Inspecting  armature  clearance,   blowing,   etc.,   $.30   for   Westing 
bouse  motors,  and  $.75  for  G.  E.  motors 

TROLLEYS. 

Replacing  worn  out   wheel  and  spindle.  $.0 
Replacing  worn  out    rope,  $.02. 
Replacing  damaged  pole,  $.11. 
Straightening  pole  with  straightcticr.  | 
Replacing  trolley  base,  $.08. 
Painting  trolley  pole,  $.02. 
Painting  trolley  pole  and  base,  - 

GEARS  AND  PINIONS 

■lace  pinion  (armature  in  car).  $..u 
Replace  gear   (  under  car  1 
Replace  one  half  gear   case,   $.08. 
Replace  whole  gear  fan.  $.16. 
Putting  in  gear.  J.52. 
Taking  off  gear.  $.10. 
Reboring  gears,  $.30. 
Cutting  off  old  pinion.  $.03  and  j 

-ing  off  good  pinion.  $.10. 
Putting  on  pinion   (removing  old  pinion  no(   included),  $10  for 

s««i  motor,  and  $.05  for  others. 
Putting  on  pinion   (removing  old  pinion  included),  $  12  for  G     E 
r,  and  $.07  for  others. 

BR  VKES. 

Brill         Peckham 

Truck.  Truck. 

Rep:  I  each )    $  .08 

Rep!                       each)    05  .05 

Replace  hanger   (each  )    .02 

Replace  hanger  casting      (each)    02 

Repi                      ting         03 

Replace   slide   block    ,03 

per  truck  10  ,20 

Replace  brake  beam    (each  I    25  ,2j 

Replace  brake  rod  (each)   04  04 

Replace    ro.l  ha  

13  ,13 

bain,  worn  out 03  03 

Repi  

Repi  -11 

Replace  tumbuckle,  each   •-/  00 

Replace  equalizing  lar   ,05 

Ij  nst  ing    roil    OS 

I    "|  04 

JOURNALS. 





ind  boll 

03 

.nd  rubbei 

04 



"i 

M| 

Will  I  I 


WHEELS  (Continued). 

Brill        Pecktaani 
Truck.         Truck. 
Prssing  off  old  wheels  (per  pair)  including  helper..     .09 
Pressing  mi  old  wheels  (per  pair)  including  helper. ,     .10 

resting  wheel  for  chill  with  drill 025 

Trimming   each   journal    08 

Trimming  each  bearing  scat   08 

Fitting  each  wheel   seat    08 

[urning  each,  gear   scat   08 

[urning  each  journal    (new    axle)    -\s 

testing    axles,    each    03 

Roughing   wheel    seat    03 

Cuming    new    hoi    rolled  axles    1.00 

Centering  new  axle  09 

Recentering   old    axle    07 

Straightening  old  axle   -5 

Boring  wheels 08 

Facing  wheels  08 

MIS*  ELLANEOUS 

Cleaning  and  painting  trucks,  per  truck.  $ .40 
Wiring  car  for  Westinghouse  motors  and  controllers,  $2.40. 
Wiring  large  open  car  not  including  resistances,  $425 
Panning  overhead  switch,  $025. 

Painting   heater   fuse  bo\    cover.   $.04. 

Cleaning  brass  on  [6  to  25-ft.  box  car,  $1.50. 
Cleaning  brass  on  32  ft.   box  car,  $1.12. 
Cleaning  brass  on  open  car-..  $1.50. 

BODIES. 
Stripping  [6  ft.  box  car,  $.90. 
Snipping    iS  or  20- ft.  box  car,  $.90. 
Snipping  20,  24  or  25-ft.  box  car,  $1  00 
Sn  ipping  32  Et.  car,  $1.25. 
Trimming  i<>  ft.  box  car.  $2  00 
1  rimming  [8  or  20  ft,  box  car,  $2.00. 
Trimming  22  or  24  ft.  box  car.  $2.25. 
I  rimming  2^  ft.  box  car.  $2  50. 
Stripping  9  bench  open   car.  $.90. 

Stripping    15  bench  open  car.  $1.00. 

Extending  18 -ft.  box  cars  to  2$  ft,  cars  by  adding  new   section  in 
center  (including  placing  heaters)  $0585. 

PAINTING    CAR    Bl  IDIES. 

16  11     is  ft.  20  ft.  22  ft,  24  n.  20  ft.  25  ft.  82  ft 

Burning    oil    flashes....*    50   $    7:.    C  .50    %  .76    $.50  t  .60  $  ...  «... 

Ulei ig    Inside     B0  .90  1.00  U10      1.10  1.15  1.15      1 

Washing    blinds    10  .46  .62  .68        .64  

Cleaning    nil    glass    ..          .62  .68  .7n  .71        ...  .80  ... 

Burning    off  cm     .           .2.60  3.00  8.50  1.00       ...  4.00  2.60  J.5U 

Pr ng    car     1.00  1.08  1.16  1.24      t.82  ban  .86  5(1 

Puttying    car     00  lam  1.10  1.26      LIS  1.26  1.25  1.26 

Sand    papering     .                   B6  1  00  t.10  1  1"      1.18  1  is  I  is  1.5U 

Painting       bod]       (per  .  . 

,.,,.,, ,  1,11s  1  16  1.24      1  82  1.38  1.86      1 

Painting    gate,    each             10  .10  .10  .10       .1"  .10  .1"  .10 
Palutlng       Boor,       per 

11  16  18  .20        .22  .23  ,28  ■!■• 
Pnlntlug  pl;ii  Pa  in-  ..  n.i 

■1  1   ii     per  coal 75  .76  .75  .75       .75    .   .75  .76  .16 

Painting      trucks,      per 

truck    I"'  10  I"  I"       .40  .40  .40  .40 

Painting   1 r.   pet at.     .62  58  .62  .67       .72  .7.".  ,7.r.  .7.". 

Kcrnplng    In  Idc  I  26  1  10  I  I"      1.50  1.76 

tplng    celling    8.70 

Soil 1    \;in,Uli   wmllPfl    I  mi  ...  6  nil 

I'm.      mi, 1    uraln    utahe  8.00  8.20  6.65      7. In  7. In  8.50  8.60 

\  iirulHll    v  on t  Hi npi 

1  .is  1  in  1.20      1.24  t  24  1.24  1  88 

\  nrnlah   blinds   ■  ■  86  BB  1  05      1.15  

Km                         1  0             1.20  1  80  1   i"  1 1.86  1  90 

1  1,     in  Mi      86  I. no  1.06  1.10      1.15  1  18  1.18  1    ill 

lettering    and    striping    .'•'«'  8.00  6.50  7.00      7.60  8.00  8.00  nun 

Polishing  7.'.  1.00  2 .  r*  1  1.25 

,1,     1   1 

r.iini in.-   i".ii\     1 H  7.'i  1.00  

I  ■«•  8.60 

trlplou 6.00       

ell 

Pointing    in  nod  -knis.    pel    fool        086 
Painting  dash    -1 

Painting  dash  d Ii      I  86 

«■> 

'I  in-   Mahoning   Valley   Rail  1  town    0     on    Feb 

fi  o| 1   in.      n  ni  1 1    inn     to  New  Castle,   Pa 

1I1,   in  t  trip  bei  Pri    idi  nl    Hili      ol     i  1 1  land    Man  u  1 

\    A    Audi  1  on  and  a  pa  u   1        1 1 mpanj   m  m    it-1 

1        ol  II     tO      New 

1  thi   route 

to  l.e.niilsburg. 


220 


STREET  RAILWAY  REVIEW. 


[Vol.  XII,  No.  4 


BROOKLYN   COMPANY   MAY   MANAGE  ITS 
OWN  AFFAIRS. 


An  important  dci  to  the  rights  oi  ■  street  railway  com- 

il  ill  the  routes  and  tin  1   opera- 

tion of  its  ears  has  been  rendered  by  the  Appellate  Division  of  the 
Supreme  Court  of  New  York,  Second  Judicial  Department.  Tin- 
title  of  the  case  is  People,  on  the  relation  of  Linton,  versus  Brook- 
lyn Heights  R.  R. 

in.  writ  of  mandamus  having  been  granted  at  the  in- 
Of  Linton,  the  jury  found  that  "public  necessity  or  con- 
venience require  that  the  defendant  operate  its  elevated  road  system 
from  and  between  the  termini  at  Brooklyn  Bridge  and  Broadway 
Ferry  ami  the  terminus  at  Cypress  Hills  in  the  manner  the  same 
was  operated  prior  to  Apr.  1,  1900,"  and  an  order  of  court  in  con- 
formity with  this  finding  having  been  issued  it  was  for  the  Appellate 
Division  to  determine  whether  there  was  a  specific  legal  duty  on  the 
Brooklyn  Heights  Railroad  Co.  to  operate  its  road  in  the  manner 
prevailing  prior  to  Apr.  1,  1900. 

It  is  well  settled  that  a  writ  of  mandamus  to  compel  a  railroad  to 
do  a  particular  act  in  operating  its  road  can  only  issue  when  there 
is  a  specific  legal  duty  on  its  part  to  act  and  a  breach  of  that  duty ; 
and  if  no  such  duty  has  been  imposed  by  common  law  or  statute  it 
is  not  within  the  province  of  the  courts  to  direct  in  what  manner 
a  quasi-public  corporation  shall  serve  the  public.  Such  direction 
is  the  province  of  the  legislature,  and  is  always  the  proper  subject 
for  legislative  consideration  unless  prevented  by  some  charter  con- 
tracts. With  these  propositions,  and  the  fact  that  the  court  is  not 
clothed  with  legislative  power  in  mind,  the  court  proceeded  to  con- 
sider some  of  the  provisions  of  law  in  relation  to  corporations  of 
this  character. 

It  is  found  that  subject  to  the  limitations  of  the  railroad  law  to 
run  its  cars  at  regular  times,  to  be  fixed  by  public  notice,  and  to 
furnish  sufficient  accommodation  for  all  intending  passengers  pre- 
senting themselves  at  the  starting  point,  railroad  junctions  or  regular 
stopping  places,  and  to  take,  transport  and  discharge  such  passen- 
gers at,  from  and  to,  such  places  on  the  due  payment  of  fare  legally 
authorized,  the  legislature  has  specially  delegated  the  power  to 
regulate  the  time  and  manner  in  which  passengers  and  property 
shall  be  transported. 

The  case  of  Commonwealth  v.  Fitchburg  R.  R.  Co.  (12  Gray  180) 
was  cited  with  approval  where  it  is  said  "the  power  to  judge  of 
what  is  necessary  or  reasonable  in  the  premises  is,  except  in  those 
cases  where  the  legislature  has  expressly  intervened,  in  the  first  in- 
stance in  the  corporation.  *  *  *  It  would  seem  to  be  therefore 
not  only  its  right  but  its  duty  to  exercise  a  sound  discretion  in  the 
use  of  its  capital,  lest  by  exhausting  it  in  running  trains  that  were 
not  required  by  the  public  wants,  it  should  deprive  itself  of  the 
means  of  running  at  reasonable  rates  those  that  were.  *  *  *  We 
cannot  see  that  a  beginning  to  run  these  trains  rendered  their  con- 
tinuance, at  whatever  cost  or  sacrifice,  a  legal  duty.  It  might  be 
more  plausibly  said  that  it  was  the  duty  of  the  corporation  to  make 
the  trial  of  running  regular  trains  for  passengers  and  freight. 
*  *  *  but  when  the  trial  had  been  fairly  made  and  had  proved 
disastrous,  the  duty  would  have  been  discharged." 

The  court  says  in  part: 

"Taking  the  facts  to  be  as  stated  by  the  relator,  he  has  been  a 
resident  of  the  26th  ward  of  the  borough  of  Brooklyn  for  thirty 
years.  During  that  time  elevated  railways  have  been  constructed 
in  Brooklyn  by  the  Brooklyn  Elevated  Railway  Co.,  the  Union  Ele- 
vated Railroad  Co.  and  the  Sea  Side  &  Brooklyn  Bridge  Railroad 
Co. 

In  February,  1899,  the  system  of  elevated  roads  in  the  borough  of 
Brooklyn  passed  to  the  ownership  and  control  of  the  Brooklyn 
Union  Elevated  Railroad  Co.,  and  on  or  about  April  1,  1900,  the 
Brooklyn  Union  Elevated  Railroad  Co.  leased  all  of  the  said  rail- 
roads belonging  to  the  system,  with  all  of  the  structures,  etc.,  to  the 
Brooklyn  Heights  Railroad  Co.,  the  appellant  in  this  proceeding.  At 
this  time  there  were  two  distinct  and  continuous  lines  which  had 
their  terminii  at  Cypress  Hills.  One  started  from  the  Brooklyn 
Bridge  and  ran  through  Fulton  St.  to  East  New  York,  thence  to 
Cypress  Hills ;  the  other  started  at  the  Broadway  Ferry,  ran  through 
Broadway  to  Crescent  St.  and  through  Crescent  St.  to  Cypress 
Hills.  On  both  of  these  lines  a  continuous  service  from  terminus  to 
terminus  was  maintained  up  to  about  Aug.  15,   1900,  when  the  de- 


fendant inaugurated  a  new  system.  The  old  station  at  Manhattan 
Crossing  was  torn  down  or  remodeled,  and  a  new  station,  known 
as  the  loop,  was  erected  in  its  stead,  and  the  arrangement  was  such 
that  the  two  lines  of  railroad  were  connected  at  this  point,  traini 
being  enabled  to  pass  from  one  road  to  the  other.  On  Aug.  15. 
1900,  the  Brooklyn  Heights  Railroad  Co.  discontinued  the  direct 
service  between  the  Brooklyn  Bridge  and  the  Broadway  Ferry  with 
I  Hills  on  Sundays  and  holidays,  and  upon  week  days  be- 
<  lie  hours  of  10  a.  m.  and  4  p.  m.  and  between  the  hours  of 
8  p.  m.  and  5  a.  m.  That  is,  during  the  days  and  hours  named  the 
trains  of  the  Brooklyn  Heights  Railrad  Co.  ran  only  from  the  bridge 
or  the  ferry  to  the  loop,  and  returned  thence  to  the  place  of  starting, 
passengers  for  Cypress  Hills  being  transferred,  without  extra  cost, 
to  the  street  surface  cars  of  the  company,  which  are  operated  direct- 
ly underneath  one  of  the  elev  and  by  this  surface  line  car- 
ried to  their  destination.  The  distance  from  the  loop  to  Cypress 
Hills  is  about  two  miles,  the  surface  line  is  operated  by  electricity, 
and  there  is  no  allegation  that  the  defendant  has  not  provided  a  suf- 
ficient number  of  cars  to  carry  the  traffic  in  a  reasonable  manner,  or 
that  it  has  not  operated  such  cars  upon  a  published  schedule  and 
in  a  regular  and  orderly  manner.  The  effect  of  this  arrangement 
is  that  at  a  point  where  the  old  lines  converged,  and  from  which  they 
were  closely  paralleled  to  the  terminus  at  Cypress  Hills,  the  Brook- 
lyn Heights  Railroad  Co.  operates  but  one  line  of  elevated  railroad 
instead  of  two,  and  that  during  certain  hours  of  the  day  and  night 
it  does  not  operate  its  cars  over  this  one  line,  but,  transfers  its  pas- 
sengers to  the  street  surface  railroad  without  extra  charge;  and  the 
question  presented  is  whether  this  is  such  an  abandonment  of  the 
road,  or  such  a  misuse  of  its  franchise,  as  to  warrant  the  court  in 
directing  that  the  defendant  shall  go  back  to  the  system  prevailing 
prior  to  Apr.  1,  1900.  We  are  clearly  of  the  opinion  that  it  is  not. 
There  is  nothing  in  the  Railroad  Law  which  makes  it  the  duty  of 
the  defendant  to  operate  its  trains  over  the  entire  system  during  all 
hours  of  the  day  and  night,  nor  yet  upon  Sundays  and  legal  holi- 
days; it  is  specially  given  the  power  to  regulate  the  time  and  man- 
ner in  which  passengers  and  property  shall  be  transported  (sub- 
division 8,  sec.  4,  Railroad  Law),  and  it  is  not  disputed  that  during 
the  "rush"  hours  it  does  operate  its  trains  between  the  Brooklyn 
Bridge  and  Cypress  Hills,  as  well  as  between  Broadway  Ferry  and 
the  same  point,  upon  regular  schedules,  while  at  all  times  it  operates 
an  electric  car,  with  free  transfers,  to  connect  with  the  trains  at  the 
loop.  It  operates  its  entire  system,  between  all  of  the  terminal  points, 
so  far  as  we  are  able  to  discover,  in  entire  good  faith,  and  with  a 
view  to  an  economical  management  of  the  property,  and  as  the 
legislature  has  delegated  the  power  to  determine  when  passengers 
and  property  shall  be  transported  over  all  railroads  to  the  corpora- 
tions owning  the  same,  we  are  unable  to  discover  any  proof  in  the 
court  to  order  the  defendant  to  do  any  differently  than  it  is  now 
doing." 

It  was  held  in  People  v.  R.,  W.  &  O.  R.  R.  (103  N.  Y.  95,  109) 
that  where  a  railroad  owns  by  consolidation  two  lines  of  road,  and 
can  substantially  accommodate  the  people  of  the  state  by  operating 
one  line  between  the  same  points,  it  should  not  be  compelled  by 
mandamus  to  operate  both  lines  at  a  great  sacrifice  of  money  upon 
the  fanciful  idea  that  the  sovereignty  of  the  state  is  wounded  by 
its  omission  to  operate  both  lines. 

The  court  further  says  in  discussing  the  Linton  case,  "we  are 
convinced  that  no  interest  of  the  public  requires  the  economic  waste 
incident  to  the  operation  of  two  closely  paralleled  railroads,  where 
one  is  abundantly  able  to  take  care  of  all  the  traffic." 

A  careful  examination  of  the  authorities  discovers  no  case  in 
which  the  courts  have,  in  the  absence  of  a  specific  legal  duty,  under- 
taken to  prescribe  the  manner  in  which  a  railroad  shall  be  operated. 

The  order  should  be  reversed  with  costs. 
•-»♦ 

TAPES   AND   WEBBINGS. 


Companies  that  do  their  own  coil  taping  and  armature  repairing 
will  be  glad  to  know  that  the  Hope  Webbing  Co.,  of  Providence, 
R.  I.,  supplies  tapes  and  webbings  of  any  width,  thickness  or  qual- 
ity for  this  special  class  of  work.  The  company  has  spent  years 
in  the  making  of  fabrics  needed  in  the  construction  and  repair  of 
motors  and  dynamos,  and  its  plant  is  fitted  with  special  machinery 
of  its  own  design  for  turning  out  this  class  of  goods.  Samples  and 
prices  will  be  sent  on  application. 


Apr.  is,   1902.] 


STREET    RAILWAY    REVIEW. 


231 


CANADIAN   NOTES. 


During   the    recent   session   of   the   Quebec   Legislature,   the    fol- 
g    Dills    have    been   passed,    and   the    companies    authorized    to 
commence  operations  in  that  province:     St.  Francis  Water  Power 
latane  &  Gaspe  Railway  Co.,  Morth  Shore  Power  Co.   (.Mon- 
treal;,  Lews   County   Railway   Co.    (.A.   Collyer,   Montreal;,   Cana- 
dian Electric  Light  Co.,  Beauharuois  Light,  Heat  cc  Power  Co.   (.U  ■ 
dian  Electric  Light  Co.,  Beauharuois  Light,  Heat  &  Power  Co.  (W. 
morency   Telephone   Co.,   Provincial  Light,  Heat  and   Power   Co., 
Kamoutem  Littoral  Electric  Co.,  Shawinigan  Falls   rerminal  Rail- 
-.   (J.  E.  Aldred,  Montreal;,  Sorel  Electric  Co.,  Power  Pulp 
&    Paper   Company   of   North   America,   St.   Lawrence   &   Megantic 
Railway  Co. 

Ihc  loroiito  Suburban  Electric  Railway  Co.  (controlled  by  the 
1  oronto  Railway  Co.;  has  secured  a  franchise  from  the  township 
authorities  of  Etobicoke,  to  extend  the  line  to  Summerville,  with 
the  right  to  carry'  freight  and  passengers.  The  work  on  this  new 
extension  will  be  put  in  hand  early  this  summer. 

Capitalists  interested  in  the  Toronto  electric  railways  and  light- 
ing companies  have  formed  a  company  to  build  a  transmission 
line  from  Niagara  Falls  to  Toronto.  As  soon  as  the  power  is  avail- 
able, the  existing  electric  lines  will  be  extended  along  the  lake  shore 
from  Toronto  to  Hamilton,  a  distance  of  about  forty  miles.  Mr. 
William  Mackenzie,  president  of  the  Toronto  Railway  Co.,  and 
Mr.  Pellate  of  the  Electric  Light  Co.,  are  the  chief  promoters. 

A  very  peculiar  accident  happened  recently  in  Toronto.  A  motor 
car  with  trailer  attached,  was  turning  the  corner  of  one  of  the 
busiest  thoroughfares  at  a  fair  rate  of  speed.  The  motorman,  en- 
deavoring to  stop  suddenly  at  the  corner,  caused  the  trailer  to 
bump  into  the  motor  car  with  such  force  that  the  drawhead  broke, 
and  one  piece  weighing  several  pounds  flying  to  the  sidewalk,  seri- 
ously injured  a  pedestrian. 

The  Toronto  Street  Railway  Co's.  assessment  on  rolling  stock, 
tracks,   etc.,  has  been  compromised,  the  company  agreeing   to  an 
•  sment  of  $450,000. 

promoters  of  the  new  Hamilton  &  Caledonia  Railway  Co. 
have  agreed  on  the  terms  under  which  they  will  construct  the  road. 
Among  other  things  they  are  to  provide  street  lights  for  the  light- 
ing of  the  village  of  Caledonia.  It  is  expected  that  the  council 
will,  under  these  circumstances,   grant  the    franchise. 

Mr.  James  Battle  of  Thorold,  and  Mr.  William  M.  German, 
M.  P,  of  Welland,  have  secured  a  charter  for  the  Niagara  District, 
Wcllandport  &  Dunnville  Electric  Railway  Co.,  with  power  to  op- 
erate an  electric  line  between  Thorold  and  Dunnville.  Work  on 
the  construction  of  this  road  will  be  put  in  hand  this  summer. 

Permission  has  been  granted  by  the  legislature  to  the  Middlesex 
&  Interurban  Railway  Co.  to  construct  an  electric  line  between 
Aylmer,  St.  Thomas  and  London 

The  St.  Thomas  Street  Railway  Co.  has  been  refused  permission 
to  extend  its  lines. 
A  franchise  has  been  granted  the   Huron,  Bruce  &  Grey  Elcc- 
ilway   Co.    with   permission   to  construct  an   electric  line   in 
the  townships  of  Huron,  Grey  and  Bruce. 

Paris  Electric  Railway  Co.  will   commence  construction  of 
I  lines  without   delay.       The  line  from  Paris  to  Gait 
will  also  lie  built.     Dr.  Ickcs  of  the  Woodstock  &  Ingcrsoll   Elcc- 
.  is  the  prime  mover  in  this  pro 
Sandwich,   Windsor  &   Amherstburg  Electrii    Railwa 
lege    from    • 
by  $350,000,  the  money  to  be   u  ng   the   un 

of  its   road      Flfti  to  be 

tting   that    it   mu  d    thi« 

iitmmrr,  or  thr 

it  Radial   r 
it  of  $35,000  per  mil'   f"i   iIm    purpose 

of    building  railway    from    Wind  or    to    Wheatley,    am  I 

m,  with  tin-  understanding  thai  1 

.     Ml. 

oi    Hamilton    ii  ■    with    the    city 

•    for  the  Wind 

f  the  Shrr 

'way,  i*  Interested  In  this  propi 
I 

for  tli<-  purpose   of  opera! 
in*  an  rl«rtrir  railway  in  that  virinity 


Mr.  Conmee,  M.  P.  P.,  of  Port  Arthur,  has  secured  a  franchise 
for  the  construction  of  an  electric  railway  from  Wabigoon  to  the 
west  end  of  Lac  Seul,  in  the  Ramy   River  District. 

A  franchise  has  been  granted  to  the  Hurouian  Alining  Co.  for 
the  construction  of  an  electric  railway  connecting  the  mines  with 
the  Canadian  Pacific  and  other  railways,  within  a  radius  of  one 
hundred  miles  from  the  company's  mines.  The  franchise  also 
grants  power  for  the  construction  of  telegraph  and  telephone  lines. 
The  postmaster  of  Copper  Cliff,  Nipissing,  (Jnt.,  has  the  matter  oi 
construction  in  charge. 

A  company  is  being  formed  at  Rat  Portage,  Out.,  to  build  an 
ekctric  railway  from  the  town  of  Rat  Portage  to  English  River, 
a  distance  of  40  miles. 

A  company  is  being  formed  at  Winnipeg  for  the  purpose  of 
building  an  electric  railway  from  the  city  of  Winnipeg  to  Lac 
Bonnel,  a  distance  ot  5S  miles.  Mr.  H.  Burkholder  of  Chicago  is 
the  prime  mover,  and  has  just  completed  the  survey,  and  estimates 
for  the  construction. 

Permission  has  been  granted  for  the  construction  of  an  electric 
railway  between  Winnipeg  and  Headingly,  Man.  The  promoters 
have  secured  right  of  way  from  the  various  municipalities,  and 
the  line  will  be  constructed  this  year  as  far  as  Sturgeon  Creek. 

The  Velvet  Mines,  of  Rossland,  B.  C,  have  applied  for  a  charter 
to  construct  and  operate  an  electric  road  from  Rossland  to  con- 
nect with  the  Red  Mountain  railroad,  a  distance  of  30  miles. 

Mayor  McGaw  of  Vernon,  B.  C,  is  promoting  an  electric  railway 
between  the  towns  of  Lumby  and  Vernon,  a  distance  of  16  miles. 

The  Dominion  Statistics  for  the  year  ending  June  1,  1901,  show 
the  following  particulars  regarding  the  electric  railway  companies 
operated  in  Canada:  Miles  of  track  operated,  675;  capital  in- 
vested, $39,076,019;  gross  earnings,  $5,768,283;  gross  expenses,  $3,- 
435.'<>3;  net  revenue,  $2,333,120. 


STERLING-MEAKER  CO.  AT  NEWARK. 


For  several  months  the  Stcrling-Meaker  Co.  of  New  York  City, 
has  been  looking  for  a  factory  site  where  increased  space  could  be 
had  with  quick  shipping  facilities  and  all  the  requirements  for 
growing  and  economical  manufacture.  A  site  was  finally  chosen 
on  Ogden  St.,  Newark,  N.  J.,  close  to  the  Lackawanna  R.  R.  and 
on  the  Passaic  River.  The  Pennsylvania,  Erie,  Lehigh  Valley  and 
Jersey  Central  roads  are  conveniently  near,  while  two  steamboat 
express  lines  connect  daily  with  all  points  in  New  York. 

A  four-story  brick  factory,  47  x  145  ft.,  is  being  erected  on  the 
site  and  fitted  up  for  the  needs  of  the  company,  which  will  occupy 
the  building  on  May  1st  and  be  prepared  by  its  enlarged  and  im- 
proved facilities  to  handle  its  growing  business  more  promptly 
than  heretofore.  The  city  of  Newark  possesses  many  advantages 
and  is  rapidly  becoming  a  great  center  of  industrial  and  financial 
activities. 

The  Sterling-Meakcr  Co.  makes  the  Sterling  safety  brake,  six 
types  of  fare  registers,  the  Sterling  sand  box  and  fender  and  the 
Earll  trolley  retriever. 

^  •  » 

IMPROVEMENTS  IN   FLOOD   EMERGENCY 
BRAKE. 


Mr.  Patrick  Flood,  of  Albany,  N.  Y.,  inventor  and  maker  of 
the  Flood  emergency  brake,  which  was  described  in  the  "Review" 
for  last  February,  has  brought  out  a  new  form  of  track  shoe  to  he- 
used  with  his  braking  devicr.  I  I"  hoc  is  intended  for  roads  hav- 
ing very  steep  grades  or  where  quick  stops  arc  wanted  and  com- 
1  body  of    oil  metal  having  in  its  face  an  insert  of  call in 

diim.    There  been  added  to  the  track  shoe  a  lug  along  the 

side  which  will  prevent  poi  libit    derailment  oi  til.-  car  when  the 
-plied. 

Mr,    Mood   stalls   In-   has    i-  u     <  1 1  •  1 1  ■  1 1  t .       mi    ii-lalion   to 

lee  "in'  of  them  from  Paris,  Frano 


'I  In-  Baton  Rouge  Ma  1    Electric  ft  Ga    Co    ha    opened  a  new 

irl  on  its  street   railway  line   in   Hi'    OUtsklrt!  "I   th 

One  hundred  uid  twenty  treei  of  -.vial  varieties  have  been  tram 
planted  to  tin-  retort  bv  a  new  method  and  Ing  will      \ 

pavilion,  1.         II     ml-,  and  other  attraction)     will     be 

iddi  'I 


232 


STREET    RAILWAY    REVIEW. 


[Vol.  XII,  No.  4. 


PERSONAL. 


MR.  GEORGE  J.  KUHETS  has  been  appointed  chief  engineer 
of  the  Los  Angeles  Railway  Co.,  vice  F.  VV.  Skinner,  deceased. 


MR.   GEORGE  A.   STANLEY  has  been  appointed    purchasing 
agent  of  the  Cleveland  Electric  Railway  Co.,  succeeding  Mr.  C.   W. 
>n. 


MR.  GORDON  CAMPBELL,  master  mechanic  <>f  the  W 
ton   (D.  C.)   Traction  &  Electric  Co.,  will  add  the  duties  of  pur- 
chasing agent  to  those  of  his  other  position. 


MR.  A.  G.  MAISH,  formerly  secretary  of  the  1  I  (la.) 

City   Railway   Co.,   !ia»   been  appointed  superintendent,   succeeding 
Mr    W.  G.  Owens,  who  has  resigned  to  engage  in  stock  raising. 

MR.  A.  E.  DAVIES,  formerly  superintendent  of  the  Chicago 
Electric  Traction  Co.,  has  been  appointed  general  manager  to 
succeed  Mr.  E.  R.  Gilbert;  the  appointment  is  effective  April  15th. 


MR.  J.  F.  DUSMAN,  who  was  recently  elected  general  manager 
of  the  York  County  Traction  Co.  and  of  the  Edison  and  Westing- 
house  lighting  companies  of  York,  Pa.,  was  born  in  York  county. 
near  Hanover,  in  1865.  His  connection  with  electrical  work  began 
in   1891   when  he  secured  a  position  in  the  shops  of  the  Baxter 

Motor  Works,  of  Baltimore:  later 
he  was  with  the  Ries  Electrical 
Specialty  Co.,  of  that  city. 

At    this    time   the   electric    rail- 
ways   in    and    around    Baltimore 
wire  being  opened,  and  men   ex- 
perienced in  repair  work  wi 
demand.     Leaving  the   Ries  com- 
pany. Mr.  Dusman  was  employed 
by    the    General    Electric    Co.    to 
take   charge   of   the   repairing    of 
the  railway  equipments  during  the 
trial   period.     His  duties  also   in 
eluded  the  direction  of  the   same 
line  of  work  at  Washington. 
While  in  this  position  Mr.  Dus- 
J.  F.  DOSMAN.  man  had  his  headquarters  at  the 

Lake  Roland  Railroad  Co's. 
shops.  He  remained  nearly  two  years  at  the  Lake  Roland  shops, 
at  first  as  electric  repairman,  later  as  general  foreman  of  all  re- 
pairs, until  the  sale  of  the  road  to  the  City  &  Suburban  Railway 
Co.,  of  Baltimore.  Feb.  1st,  1895,  Mr.  Dusman  was  re-engag,  .1  bj 
the  General  Electric  Co.  to  assist  in  installing  the  plant  and  equip- 
ment for  operating  the  Baltimore  Belt  Line  Tunnel.  The  work 
was  completed  in  about  six  months,  and  he  remained  with  tin- 
company  for  four  years,  first  as  operator  of  the  power  house,  later 
as  foreman  of  the  electrical  department  of  the  company.  Auc;.  1. 
1890,  Mr.  Dusman  became  general  foreman  for  the  United  Electric 
Light  &  Power  Co.,  of  Baltimore.  March,  1001,  he  became  the 
general  manager  of  the  Edison  and  Westinghouse  Electric  T.iplit 
Co.,  of  York,  and  on  February  10th  last  the  management  of  the 
York  County  Traction  company  was  given  to  him  in  addition 


MR.  GEORGE  R.  SIKES,  of  Buffalo,  N.  Y.,  has  been  appoint,, 1 
chief  engineer  of  the  Buffalo-Rochester  extensions  of  the  Williams- 
ville  Electric  Ry.  Mr.  Sikes'  office  is  at  895-897  Ellicott  Square, 
Buffalo. 


MR.  ANTHONY  N.  BRADY  has  been  elected  a  director  of  the 
Sea  Beach  R.  R.,  one  of  the  lines  operated  by  the  Brooklyn  Rapid 
Transit  Co.,  filling  the  vacancy  in  the  board  created  by  the  death 
last  fall  of  Maior  John  D.  Keiley. 


MR.  E.  R.  GILBERT,  who  for  several  years  has  been  general 
manager  of  the  Chicago  Electric  Traction  Co.,  popularly  known 
perhaps  as  the  "storage  battery  road"  until  the  overhead  trolley 
was  substituted  in  1900,  has  been  appointed  general  manager  of  the 
Miami  &  Erie  Canal  Transportation  Co.  with  headquarters  in  Cin- 
cinnati, the  appointment  taking  effect  April  16th.  The  Miami  & 
Erie  company  expects  to  have  its  electric  line   in  operation   along 


the  bank  of  the  Miami  &  Erie  Canal  from  Cincinnati  to  Dayton 
by  July  1,  1902,  and  contemplates  an  extension  across  the  state  to 
Toledo. 


MR.  E.  C.  FOLSOM,  of  Indianapolis,  has  been  appointed  man 
agcr  of  the  Indianapolis  &  Logansport  Traction  Co.,  and  will  have 
charge  of  the  extensive  improvements  which  the  owners  of  the  in 
terurran  road  contemplate  making  this  spring. 


MR.  THOMAS  FITZGERALD.  JR.,  has  tendered  his  ri 
tion  as  manager  of  the  Fairmont   (W.  Va.)   &  Clarksburg   Street 
Railway  Co.,  to  accept  a  position  as  general  manager  of  the  Norfolk 
it  Newport  News  Railway  Co.  of  Norfolk,  Va. 


MR.  J.  C.  WHITRIDGE,  who  for  the  past  five  years  ha 
associate   editor   of   the  Railroad    Gazette,   on   April    1st    resigned 
that   position   and   is  now   in    the   engineering   department   oj   the 
Buckeye  Malleable  Iron  &  Coupler  Co.,  of  Columbus,  O. 


MR.  A.  E.  W.  WELCH  will  be  secretary  and  treasurer  of  the 
South  Western  Traction  Co.,  which  projects  a  sstcm  of  electric 
lines  radiating  from  London,  Ont.,  to  Ingersoll,  Glcncoe  and  Strath- 
roy.     Mr.  Welch's  office  will  be  in  the  Masonic  Temple,  London. 


MR.  BAILEY  WHIPPLE,  recently  connected  with  the  Buckeye 
and  Jandus  Electric  companies,  of  Cleveland,  O.,  is  now  associated 
with  the  Sawyer-Man  Electric  Co.,  with  headquarters  at  the  gen- 
eral offices  and  works  of  the  company.  West  23d  St.,  New  York 
City. 


MR.  F.  N.BAYLIES. who  was  formerly  connected  with  the  Metro- 
politan Elevated  Railway  Co..  Chicago,  has  been  appointed  Super- 
intendent of  the  Rockford  Railroad.  Light  &  Power  Co.,  and  the 
Roclcford  &  Belvedere  Railway  Co.  The  appointment  took  effect 
March  15th. 


MR.  E.  KESSLER,  who  has  been  general  manager  of  the  Rich- 
mond (Ind.)  Traction  Co.  and  superintendent  of  the  Richmond 
Street  &  Interurban  Railway  Co.  for  the  last  nine  years,  tendered 
his  resignation  to  take  effect  April  1st.  and  will  engage  in  the  hank- 
ing business  at  Milton,  Ind. 


MR.  MARTIN  KNAPP  has  resigned  as  general  superintendent 
of  the  Wheeling  (W.  Va.)  Traction  Co.  to  accept  a  position  as 
superintendent  of  construction  with  the  Penn  State  Construction 
Co.,  of  Philadelphia,  which  at  present  has  a  line  under  construc- 
tion from   Cumberland,   Md.,  to  Westernport. 


MR.  JOHN  W.  ALVORD  has  his  office  at  127  Hartford  Build- 
ing, Chicago,  where  he  will  continue  his  consulting  practice  in  mat- 
ters pertaining  to  water  powers,  water  supplies  and  appraisements, 
sewerage,  sewerage  purification,  and  financial  examinations  and  re- 
ports. By  mutual  consent  the  engineering  firm  of  Alvord  &  Shields, 
sanitary  and  hydraulic  engineers,  was  recently  dissolved. 


MR.  AUGUSTUS  M.  MOORE  has  been  appointed  chief  engineer 
of  the  Georgia  Railway  &  Electric  Co.,  which  was  recently  organized 
to  effect  the  consolidation  of  the  street  railway  systems  in  Atlanta. 
Mr.  Moore  was  formerly  master  mechanic  of  the  Atlanta  Rapid 
Transit  Co.  In  his  new  position  he  succeeds  Mr.  Thomas  Elliott, 
who  resigned  to  accept  a  position  with  the  Pittsburg,  McKeesport  & 
Connellfvillc  Street  Ry. 


MR.  W.  P.  COOKE,  chairman  of  the  Port  Arthur  Electric  Streel 
Ry.,  has  been  identified  with  the  rapid  growth  of  that  city  since  he 
first  made  it  his  residence  in  1873.  He  has  almost  continuously 
served  in  the  council,  and  has  held  several  offices  of  public  trust. 
The  first  telephones  to  be  installed  in  Canada  outside  of  Brantford 
it  in  by  Mr.  Cooke  in  1877;  he  also  opened  the  pioneer  office 
of  the  Canadian  Pacific  telegraph,  and  was  the  projector  of  the 
first  street   railway  in  Port  Arthur. 


MR.  ALBERT  E.  McREEL  has  resigned  as  manager  ami  super 
intendent  of  the  Exeter  (N.  H.),  Hampton  &  Amesbury  Streel 
Railway  Co.,  a  position  which  he  has  held  for  five  years,  and  will 
remove  his  residence  from  E'xeter  to  Boston.  Mr.  McReel  was  for 
the  10  years  prior  to  his  coming  to  Exeter  engaged  in  the  electrical 


Apr.  is.  i9<»-] 


STREET    RAILWAY    REVIEW. 


233 


business  at  Athol.  Mass.  The  assistant  superintendent.  Mr.  Everett 
P.  Weeks,  will  assume  the  management  of  the  Exeter.  Hampton  & 
Ameshury  road  until  Mr.  McReel's  successor  shall  be  appointed. 


MR  WALTER  J.  BRADY  has  been  appointed  superintendent  oi 
tin  Hudson  County  division  of  the  North  Jersey  Street  Railway 
Co.,  Jersey  City,  succeeding  the  late  William  W.  MacCormack.  who 
died  la*'  month.  Mr.  Brady  was  bom  in  Jersey  City  4°  years  ago, 
and  has  been  in  the  service  of  the  North  Jersey  company  or  its 
predecessors  for  10  consecutive  years,  first  as  conductor,  later  in  the 
capacities  of  starter,  claim  agent,  and  chief  clerk  in  the  division 
superintendent's  office.  In  his  new  position  Mr.  Brady  will  have 
charge  of  all  the  company's  lines  in  Hudson  County. 


MR  I  Oil?  MILTON  ZAPP.  a  senior  of  Purdue  University,  is 
engaged  in  the  performance  of  important  tests  which  are  being 
made  by  the  Union  Traction  Company  of  Indiana  with  a  view  to 
determine  the  commercial  efficiency  of  its  system  under  ordinary 
operative  conditions.  The  part  of  the  work  which  has  been  en- 
trusted I'  Mr  Zapp  comprises  tests  to  determine  the  essential  fac- 
tors in  the  rating  and  operating  of  the  motor  equipment.  Mr.  Zapp 
is  a  graduate  of  the  Louisville  (Ky.)  Manual  Training  High  School 
and  will  soon  be  graduated  from  Purdue  with  an  enviable  record. 


MR.  H.  A.  NICHOI.I.  has  resigned  as  superintendent  of  | 
of  the  Rochester  Railway  Co.,  to  become  assistant  manager  and 
treasurer  of  the  Ithaca  Street  Railway  Co.,  the  Brush-Swan  Electric 
Light  Co.  and  the  Cayuga  Lake  Railway  Co..  all  of  Ithaca.  N.  Y.. 
and  all  operated  under  one  management.  Mr.  Nicholl  was  formerly 
superintendent  of  construction  of  the  Rochester  &  Sodus  Bay  Ry. 
and  has  held  positions  with  electric  railway  companies  in  Chatta- 
nooga and  other  cities  of  the  south,  beside  which  he  has  had  an 
extended  experience  in  connection  with  the  operating  department 
am   railroads. 


MR.  F.  I.  DAME  has  been  chosen  general  manager  of  the  Union 
Railway  Co.,  of  Dubuque,  la.,  succeeding  Mr.  W.  J.  Brown,  re- 
signed Mr.  Dame  assumed  charge  April  1st.  Mr.  Dame  in  1800 
was  the  engineer  of  the  Portland.  Ore.,  office  of  the  Westinghouse 
company,  and  afterwards  was  with  the  Thomson-Houston  and  Gen- 
eral Electric  companies.  From  1896  until  Mar.  1,  iqot,  he  was 
general  superintendent  of  the  Tacoma  Railway  &  Power  Co. ;  from 
that  date  till  his  appointment  as  general  manager  at  Dubuque  Mr. 
Dame  was  in  charge  of  improvement  work  and  the  operation  of  the 
railway  department  of  the  company. 


MR  JOHN  DALY  has  been  superintendent  of  the  Yonkers  (N. 
Y.)  Railroad  Co.  for  seven  months.  The  Yonkers  system,  as 
elsewhere  in  this  issue,  is  an  extremely  difficult  one  to  oper- 
ate, owing  to  the  many  grades  and  sharp  curves,  but  thus  far  Mr. 
Daly  has  not  had  a  single  accident  He  has  been  with  thi 
for  nearly  ten  years,  first  as  line  foreman,  then  as  assistant  super- 
intendent and  recently  as  superintendent.  Mr  Daly  has  had  a  very 
lial  experience  ;n  l^d,  track  and  overhead  work,  having 
worked  for  some  time  with  the  Metropolitan  Telephone  To  in  tbe 
line  department  and  with  the  West  Shore  R.  R    in  traek  work. 


MR     I    I.    M  \TSON,  until  of  late  assistant   master  meeli 

on  Traction   Company  of  Indiana,  has  been   appointed  gen 
rral  master  mechanic,  which  office  was   recently  vacated  by   Mr.  J. 
!in      Mr    MaMon  has  had  a  varied  experience  in  steam  and 
railways,  dating  back  as  far  as  the  early  eiglr 

'  is  apprenticeship  in  the  Chicago  shops  of  the  Illinois 
'    Railroad   Co,      lie    also   served   several    years    in   an    official 
capacity  with  the  South   Side  Elevated  Railway  Co.,  CI 
ing  in  iSr/i  to  change  the  entire  equipment  from  steam  to  electricity 
He  remained  with  the  latter  company  until  June   1,    [001,   v.  1 

'    ■  hanie    of    the    Union    Trar 


DILL,  who  for  the  p 

rating  department   of  the   Metropolitan   Street    Railway 

I   New   York   City,   in   the   eapae-  ,,f  (lie 

•tanville  ft   St    Nicholas   Avenue 

gned  his   position    to   accept    that    of   assistant    general 

manar  •    Ypsilanti,   Ann   Arbor  *  Jackson   Railway 


Co.  Mr.  Dill  has  always  held  a  high  place  in  the  esteem  of  his 
employes  and  business  associates,  who  heard  with  regret  of  his 
intended  departure.  In  leaving  New  York  he  takes  with  him 
the  best  wishes  of  many  friends  both  in  the  business  and  social 
worlds.  A  farewell  reception  was  given  Mr.  Dill  on  the  evening 
of  March  I2th,  at  which  time  his  friends  presented  him  with  a 
fitting  token  of  their  regard  for  his  business  principles  and 
fellowship. 


OBITUARY. 


MR.  R.  R.  SWEPSON,  who  had  owned  the  street  railway  sys- 
tem in  Richmond,  Va..  during  the  civil  war,  died  at  Knoxville, 
Tenn.,  March  23d,  aged  77.     Mr.  Swcpson  was  a  native  of  Virginia. 


MRS.  JOHN  I.  BEGGS.  wife  of  the  president  of  the  Milwaukee 

ic   Railway  &  Light   Co.,   died  on   March    13th  at   the   family 

home  in  Harrisburg,  Pa.    Mrs.  Beggs  had  but  a  short  time  previous 

returned    from    Europe,    where    she    had   traveled    for    the    last    five 

years  in  the  hope  of  regaining  her  health. 


MR.  WILLIAM  L.  ELKINS,  JR.,  a  son  of  Mr.  Elkins  of  the 
Widener-Elkins  syndicate,  died  March  13th  at  his  country  home 
near  Philadelphia,  from  a  cerebrospinal  trouble  with  which  he  had 
been  afflicted  since  last  October.  The  deceased  was  president  of  the 
Pennsylvania  Iron  Works  Co.;  the  Otto  Coke  &  Chemical  Co.:  the 
Pittsburg  Gas  X'  Coke  Co.:  the  United  Coke  &  Gas  Co.;  the  Hvgcia 
TTi.le  &  Cold  Storage  Co.;  the  McKeesport  Gas  Improvement  Co., 
and  the  New  England  Gas  &  Coke  Co..  and  a  director  in  the  Allis- 
Chalmcrs  Co.  He  was  also  a  memher  of  numerous  clubs  and  fra- 
ternal organizations.     He  was  38  years  old. 


NEW  PUBLICATIONS. 


ENGINEERING  PRACTICE'  AND  THEORY  FOR  STEAM 
ENGINEERS,  by  W.  H.  Wakeman,  New  Haven,  Conn.,  cloth,  1R0 
pages,  published  by  the  author.  The  second  edition  of  1,000  copies 
of  this  hook  has  just  been  published.  It  is  written  for  the  benefit 
of  engineers  in  charge  of  steam  plants  who  wish  to  improve  their 
knowledge  of  engineering  in  order  to  pass  examinations  where  a 
license  is  required.  It  is  divided  into  18  chapters  devoted  to  the 
study  of  the  various  apparatus  and  machinery  in  use  in  steam  plants 
and  it  is  written  in  a  simple  style  entirely  within  the  scope  of  the 
average  engineer.  All  the  calculations  in  this  volume  are  simple 
arithmetical  ones,  the  use  of  higher  mathematics  being  entirely 
avoided.  The  hook  is  supplemented  by  a  number  of  questions  di- 
vided into  groups,  each  group  pertaining  to  a  certain  chapter,  which 
the  reader  or  student  is  supposed  to  answer  after  mastering  the  con- 
f  each  chapter.  It  also  contains  a  well  arranged  alphabetical 
index  of  subjects.  The  contents  of  this  book  are  too  elementary  to 
be  of  service  to  a  technical  student,  hut  it  contains  considerable  use- 
ful information  for  men  engaged  in  the  practical  operation  of  a 
steam  plant. 


SPECIFICATIONS   FOR   ELECTRIC  RAILWAY   BRIDGES, 
by  C.  S.  Davis.  48  pages,  paper,  published  by  the  author,  Toledo    I  ' 
price  50  cents.     This  work,  which  will  prove  a  valuable  aid  to  Btreel 
railway  engineers  engaged   in   the  design  and  const  1  net  ion   oi     inn 

railway  bridges,  contains   a   general   form  of  specifications  to   be 

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:    tree:  railway  bridges  which  are  classified  in  accordance  with 

their  rapacities.     The  best  type  of  bridge  for  various   spans   is  pre- 
scribed as  well  as  the  kind  of  material  desirable,  the    method    of 

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tains  some  excellent  table  and  formulae  for  determining  the 
ii  an  I  proper  dimensloni  of  the  various  members  of  a  bridge 
'1   wrought   iron    jofi  steel  01   medium  ■tee!     The  work  is 

mplete  in  every  reaped   and  includes  all  the  important   points 

which  should  he  considered  ttioni  for  such  worl 


Ti  li  don  I  1  Mir  an  electric  Hi"'  i" 

Uth    and    interurhan    lines    radiating    from    that    eitv   through 

the  conntv.  has  applied  for  .1  charter,  thi   Incorporators  being:   W. 

W.   McCullough,   W.    R    Young  and   S    S.  Ilatlam.     A    1 
Monmouth   has   been    secured 


>34 


STREET  RAILWAY  REVIEW. 


I Vou  XII.  No.  4 


FINAL  DECISION  IN   DETROIT 
CASE. 


-CENT  FARE 


During  the  first  half  of  1809  a  very  determined  effort  wai  made 
by  the  late  Hazcn  S.  Pingrce  to  secure  mnnicip.il  ownership  and 
Operation  of  the  street  railways  of  Detroit,  and  the  campaign  was 

bandoned   until  the  Michigan   Supreme  Court  on  July   6 
rendered   its  decision    (St.  Ry.  Rev.   1890,  p.  452),  holding   the    Ml 
I.eod  act  under  which  the  Detroit  Street  Railway  Commission  was 
1.  to  lie  unconstitutional.    July  14.  185  ear  franchise 

was  granted  to  t lie  Detroit  Municipal  Railway  Co.  which  was  I" 
purchase  the  existing  lines  for  $10,800,000  in  4  per  cent  g"hl  bonds, 
and  reduce  rates  to  f>  rides  for  25  cents  and  8  rides  for  25  cents 
during  certain  hours.  Four  days  later  the  council 
the  passage  of  the  48-year  franchise,  and  the  interests  controlling 
the   railways  thereupon   withdrew  their  offer  to   sell 

The  city  council  on  August  Rth  passed  an  ordinance  requiring 
all  street  railways  (except  the  Detroit  Railway  Co.,  the  3-cent  line-) 
to  sell  tickets  at  the  rate  of  8  for  25  cents,  good  at  all  hours  and 
entitling  the  holders  to  universal  transfer  privileges.  This  was 
approved  by  the  then  mayor.  Mr.  Mayburv,  Aug.  16,  1890,  On  the 
same  day  the  Detroit  Citizens  Street  Railway  Co.  filed  a  hill  in  the 
United  States  Circuit  Court  for  the  Eastern  District  of  Michigan 
for  an  injunction  restraining  the  city  of  Detroit,  the  mayor  ami  the 
corporation   counsel   from  enforcing  this   ordinance. 

Mar.    19,    1900.   the   case   was   decided    in   favor   of   the   con 
and  a   permanent  injunction  granted.     This   decision   was  published 
in   full   in  the  "Review"  for  April.   1000.   page  21R. 

The  city  appealed  to  the  United  States  Supreme  Court  ami  on 
Mar  .1,  1002,  this  court  affirmed  the  ruling  of  the  Circuit  Court, 
leaving  the  outcome  of  the  Detroit  ,1-cent  fare  case  a  complete 
victory    for   the   company. 

The  principal  points  of  the  decision  are: 

Where  the  legislature  authorizes  a  municipality  and  a  railway 
company  to  agree  upon  rates  of  fare  and  other  terms  of  a  franchise 
and  an  ordinance  is  subsequently  passed  by  the  city  council  fixing 
the  rate  of  fare  the  general  power  "to  prescribe  from  time  to  time 
rules  and  regulations  for  the  running  and  operation  of  the  road" 
does  not  include  the  right  to  prescribe  a  lower  rate  of  fare  without 
the  consent  of  the  company. 

Such  an  ordinance  fixing  the  fare  is  a  contract  within  the  mean- 
ing of  the  Federal  Constitution,  and  the  obligations  of  this  con- 
tract may  not  be  impaired  under  the  guise  of  regulations 

Fquitv  has  jurisdiction  (in  such  a  case  as  this)  on  the  ground 
that  if  the  company  he  left  to  its  remedy  at  law.  a  multinlicitv  of 
suits  would  result  from  the  attempt  to  enforce  the  low-fare  ordi- 
nance. 


place  the  company's  securities  as  tin  y  need  to  be  sold.  '1  he  demand 
for  such  agents  has  of  course  led  to  the  organization  of  firms 
which  engage  exclusively  in  the  handling  of  public  securities,  and 
one  of  the  well-known  Chicago  houses  in  this  line.  Stephen  l>  D(  m 
nion  &  Co.,  is  making  a  specialty  of  street  railway  investments, 
while  also  acting  as  fiscal  agent  for  municipalities,  gas,  electric  light, 

and  railroad  companies,  and  private  corporations  engaged  in  manu- 
facturing. 


BRILL  CARS   FOR   WESTERN    AUSTRALIA. 


The  T.  G.  White  Co..  of  London,  which  is  largely  interested  in 
electric  tramway  systems  in  the  rapidly  growing  cities  of  Western 
Australia,  is  sending  to  Kalgoorlie  25  cars  built  by  the  J.  C  Rrill 
Co.  of  Philadelphia.  Situated  about  a  hundred  miles  inland  from 
Perth,  in  a  rich  gold  district,  Kalgoorlie  has  lately  become  one 
of  the  most  important  cities  in  the  colony. 

As  will  be  seen  by  the  accompanying  illustrations,  the  cars  are 
of  two  types;  10  of  them  are  41  ft.  long  over  the  crown-pieces,  and 
8   ft.   2*4   in    over  the  sills;   the   rest   arc  28  ft.   long  over  crown- 


SINGLE  TRUCK  BRILL  (   \R  FOB    AUSTRALIA. 

pieces,  and  7  ft,  gl/2  in.  over  sills.  The  windows  in  both  types  arc 
extra  large  and  the  window  rails  low.  with  the  intention  of  making 
the  cars  suitable  for  summer,  as  well  as  winter,  service.  The 
upper  sections  of  the  windows  are  made  stationary,  while  the  lower 
portions  slide  into  pockets  in  the  walls.  This  arrangement  includes 
end  windows. 

The  large  cars  have  a  seating  capacity  of  52,  there  being  13  re- 
versible-back seats  to  a  side.  The  sides  of  these  cars  are  of  straight 
up  and  down  construction,  giving  space  for  the  sash-pockets,  with- 
out much  lessening  the  floor  width.     The  shorter  cars  are  seated 


DOUBLE  TRUCK  BRILL  CAR  FnK  AUSTRALIA. 


FISCAL  AGENTS  FOR   CORPORATIONS. 


The  modern  method  of  building  railways  is  to  do  the  work  pii 
meal,  only  sufficient  capital  being  provided  at  the  start  to  build  a 
short  section  of  the  line.  Then  follow  successive  sales  of  bonds 
which  are  salable  by  reason  of  there  having  already  been  work 
done,  and  the  proceeds  of  each  block  of  bonds  thus  sold  are  used  to 
build  the  next  section  of  the  road.  It  is  quite  apparent  therefore 
that  after  getting  its  franchises  a  company  needs  the  services  of 
fiscal  agents  who  by  reason  of  their  business  connections  can  readily 


for  28;  these  have  curved  side  panels,  protected  by  a  metal-shod 
guard   rail. 

The  interiors  are  finished  in  natural  ash,  with  white  birch  ceilings 
handsomely  decorated.  The  windows  are  provided  with  roller 
curtains,  the   rollers  of  which  are  concealed. 

The  platforms,  besides  having  supports  re-enforced  with  angle 
irons,  arc  strengthened  and  protected  with  Brill  patent  angle  iron 
bumpers.  Among  other  patented  specialties  which  make  the  Brill 
cars  singularly  complete,  are  radial  draw  bars,  "Dedenda"  gongs 
and  ratchet  brake  handles 


Ant.   15.   1902.] 


STREET  RAILWAY  REVIEW. 


235 


Tht  long  cars  are  mounted  on  Brill  No.  27  trucks,  for  which  it  is 
claimed  there  is  practically  no  limit  as  to  the  speed  capacity,  and 
their   absorption    of   shocks   and   vibration    and   the    well-cushioned 


INTKRI'iR  "F  CAB   KOR  Al'STRALIA. 

side  motion  in  rounding  curves,  add  greatly  to  the  comfort  of  the 

The  four-wheelers  have  Brill  21-E  trucks.  Both  of  these  Brill 
trucks  are  well  known  on  account  of  their  original  and  distinctive 
features;  solid  forged  frames,  spring  arrangement  and  brake  system. 


EMPYLOYES'  ASSOCIATION  IN   CONJUNCTION 
WITH    Y.   M.   C.   A. 


Brooklyn  Rapid  Transit  Co.  is  carrying  out  a  plan  fur  or- 
ng  a  mutual  benefit  and  social  association  ainr.iiK  its  employes, 
but  is  going  about  the  matter  in  a  little  different  way  than  has  usual 
ly  been  followed  in  other  cities.  After  consultation  with  the  offi- 
cers of  the  Railroad  Branch  of  the  Young  Men's  Christian  Vsso 
ciation  the  officers  of  the  street  railway  company  have  decided  thai 
better  results  can  be  obtained  by  availing  themselves  of  the  wide  ex- 
perience and  facilities  of  the  Y.  M.  C.  A.  workers  in  movements 
of  this  kind  and  the  details  of  forming  local  branches,  fixing  up 
libraries,  reading  rooms,  gymnasiums,  etc..  and  arranging  social 
features  will  be  left  largely  in  the  hands  of  the  older  association, 
always  of  course  under  the  supervision  and  with  the  co-operation  of 

mpany,     'flu    failures   such   as 

sick,  accident  and  death   funds,  will   be  kept   separate   and   directly 

the   jurisdiction  of  an   Employes'  Mutual   Association,  the 

which  will  l«-  paid  by  the  sireet  railway  company.     The 

vrhcmr    hai  nVed    out    in    detail,    hut    it    is   be- 

'lilt    by    working  along   these   lines    a  t .  1 1    ad 

II  accrue     By  working  with  the  Railroad  Branch  of  the 

the  men  will  secure  all  tli  luics  of 

They  will  at   the  same  time  retain  control   of  all 

insurance  and  benefit  funds,   while  the  street    railway  company   will 

rental    oversight    over    the    whole    mi 

I   or  mismanagement.     The    no 
will  be  entirely  unsectarian  in  characer. 


A    NEW   ELECTRIC  CLUB. 


hr  title  r.f  a  new  ors> 

'   mrmliers  of  the  testing  and 

I  rch  10th  t" 

... 

A   committer   of  which    Ml  .inn. in 

railed   upon  the  managrmri-'  mpany,   who  irreatlv   f 

the  plan  an.'  ■  mild  aeti- 

payinir  rid    further   a«<i 

!    ill  the 

affirma  The 

barter  m«tnber«  includei  150  name* 


According  to  the  Constitution  of  the  club  its  purpose  is  for  social 
recreation,  mutual  benefit  and  improvement,  ami  more  particularly 
for  the  dissemination  of  electrical  and  engineering  knowledge  among 
its  members.  Reading  rooms,  class  instruction  and  small  societies 
..r  sections  for  the  presentation  and  discussion  of  electrical  engi- 
neering subjects,  general  lectures  by  engineers,  and  excursions  to 
places  of  interest  in  and  around  Pittsburg  will  be  within  the  scope 
of  the  club. 

Three  of  the  members  of  the  board  of  directors  are  to  be  desig- 
nated by  the  Westinghouse  Electric  &  Manufacturing  Co.  and  the 
remaining  six  members  will  be  elected  Ky  the  members  of  the  chili, 
two  of  which  shall  be  selected  from  the  permanent  engineering 
staff,  two  from  the  apprentices  who  have  been  with  the  c.inpam 
I'.r  one  year  or  upwards,  and  two  from  other  departments.  The 
six  members  Shall  hold  office  for  two  years,  one  man  of  each  class 
retiring  at  the  end  of  each  year. 

The  headquarters  of  the  club  are  at  Hammetl  Mall  Wilkins 
burg.  Pa.,  and  the  following  officers  have  been  elected:  1*.'.  M  tllin. 
president:  E  D.  Townsend,  vice-president;  C.  E  Downton,  secre 
tary:   I      \    1  1  shorn,  treasurer. 


NEW   LINES  IN   PENNSYLVANIA. 


The  York  County  Traction  Co.  is  planning  to  connect  all  towns 
and  hamlets  within  a  radius  of  25  miles  of  York,  Pa.,  by  elect  lie 
railways.  The  company's  line  will  first  he  extended  cast  to  WrightS- 
ville  via  Hellam  and  Stony  Brook.  The  present  line  to  Dover.  7 
miles,  will  l.e  extended  to  Mechanicsburg,  via  Rossville,  Wellsville 
and  Dillsburg.  Another  proposition  is  the  extension  of  the  North 
York  line  through  Emigsville,  Manchester,  York  Haven,  and  Golds 
boro  to  Lewisberry,  where  connection  will  be  made  with  the  New 
Cumberland  &  Lewisberry  Electric  Ry.  and  thus  an  outlet  from 
that   section  of  the  Cumberland  Valley  secured. 

The  Harrisburg  &  Mechanicsburg  Electric  Ry.  is  now  operating 
to  New  Cumberland  and  it  is  reported  that  this  company  will  make 
arrangements  to  use  the  new  steel  bridge  to  be  built  over  the  Sus- 
quehanna River  between  Steelton  and  New  Cumberland. 

The  Harrisburg  and  Mechanicsburg  electric  railways  are  already 
operating  a  line  to  that  town,  and  they  arc  planning  to  improve 
their  line.  There  are  reports  current  that  the  Harrisburg  Traction 
Co.  is  also  making  arrangements  to  use  the  new'  steel  bridge  to 
l.e  l.nilt  over  the  Susquehanna  River  between  Steelton  and  New 
Cumberland,  thus  giving  direct  connection  for  five  cents  to  Harris 
burg. 

The  Cumberland  Valley  Traction  Co..  which  has  built  from  Car- 
lisle   to    Shireman's    Town,    through    Boiling    Spring    and    Carlisle. 

has  projected  a  line  to  New  Cumberland,  over  a  new  route,  parts 

of  which  will  be  over  private  riiilils  of  way  \t  New  Cumberland 
the  cars  will  meet  those  from  Lewisberry  and  the  New  Cumberland 
Railway,    which    was    chartered    last    year       This    will    also    conned 

with  the  system  of  electric  railways  in  York  County,  touching  York 
Haven  and  intet  mediate  pi  lints. 

There  is  a  movement  on  fooi  iii  connection  with  these  projected 
railw.'n    to  open  a  large  pari   neat   Lewisberrt 

\noiii,  1  branch  of  the  York  County  system  will  he  that  wi   1  to 

II 1    over  the  Gettysburg  pike,  taking  in  a  number    of    the 

1   towns  and  villages  on  the  way,   and  connecting  with  the 
Baltimore    Westminstei   and  Gettysburg  electric  railways 


SEATTLE-TACOMA  INTERURBANS. 

It   is  expected  thai   the  interurban  railway  line  between  Seattle 

and  Tai  ..ma  will  l.e  put  in  operation  about  July  tal  This  road 
1  being  built  on  the  third  rail  system  except  where  it  lies  within 
ritv   limits   and   at    gradi    cro    ino      tlonj    the   country   highways. 

to  operati    lat hi     1  imilat   ti  1  tho  e  01 11 1  of 

mi  .... 1. 1  ,  w I...  l.  an   I..  1..   equlppi  d  F01  high    i"  ed 

1  ghl   of  wav  has  been   fenced  iii   with  especial!) 
trong  fulling  mi  account  of  lb.    11  ,   of  ik,   third  rail 

« « » 
Mr    I'    \    I!   Widen.  1  purpose    n.  .   i.i.ii  i.  :[  home  foi  crippled 

I' .      with  an   initial  t  of  $3,000,000      li 

will  be  not  oniv  a  home,  bul  '  Institution    ind  i     '• 

signed  to  be  a  memorial  to  Mr    Widrnrr's  wife 


lib 


STREET  RAILWAY  REVIEW. 


[Vol.  XII,  No.  4- 


AMERICAN   STREET  RAILWAY  ASSOCIATION. 


A  supplementary  notice  in  regard  to  the  Detroit  convent! 
the  American  Street  Railway  Association  has  been  issued  b 
retary  Pennington  und 

I  lie  exposition  will  be  held  ai  the  Light  Guard  Armor] 
1 1 >•  •!,  where  all  light,  luat  and  power  required  cm    It  furnished, 
invention  will  also  1"   held  in  the  Armory,  thus  assuring  the 

attention  of  all  the  di  I  visitors  to  the 

Applications   for  space   should  he  made  to  Mr.  J. dm    II.   I'i 
troit    United    Railway.    12   \\  ■  lit,    Mich.,    who   is 

chairman   of   the   committee   of   exhibits.     Applications    for 
should    slate    the   length    and    width    of    the    space    desired    and    the 
committee  on  exhibits  will  comply  with  the  demands  if  p 
All    articles    intended    for    exhibition    should    be    delivered    at    the 
Light    Guard    Armory  by   the  agent   or   owner  at    his   own    expense, 
hut   the  local  committee  have  made  arrangements   with   the   River- 
side   Storage    &    Cartage    Co.    to    haul    all    shipments    made    to    the 
building  if  desired,  at  low  rates.     Goods  should  be  addressed   to 
the  name  of  the  exhibitor,  care  of  the  Riverside  Storage  &  Cartage 
Co.,   accompanied    by    bill    of    lading    or    advice    of      shipment,    and 
should   be  prepaid.      Articles   will   be   placed   in    exhibitors' 
in   the   hall   if  the   number  of  such   space   is   marked   on   the 
Exhibitors  will  be  advised  of  these  numbers  in  ample  time 
for  shipment. 

Space  should  be  applied  for  by  August  ist.  Assignment'  will  be 
made  as  promptly  as  possible  and  exhibitors  will  be  notifi 
their  location.  Exhibits  of  like  character  will  be  grouped  and  space 
will  be  assigned  in  the  order  of  application.  The  committee  on  ex- 
hibits will  make  contracts  with  carpenters,  electric  workmen  and 
laborers  at  regular  prices  so  that  the  exhibitors  will  not  be  over- 
charged for  lumber.  labor,  etc. 

Thursday,  October  nth,  has  been  set  apart  by  the  executive  com- 
mittee for  the  examination  of  exhibits.  No  session  of  the  associa- 
tion will  be  made  for  that  day  and  no  entertainments  of  any  kind 
will  be  given  by  the  local  committee,  so  all  delegates  will  have  am- 
ple time  to  call  on  exhibitors  and  examine  the  goods  displayed. 

The  railroads  will  sell  tickets  on  the  certificate  plan.  Certifi- 
cates should  be  left  with  the  clerk  on  the  first  day  of  the  conven- 
tion at  the  time  of  registration.  The  certificates  will  be  signed. 
vised  and   ready  to  return  to  members   October  oth. 


REPORT  ON    LIVERPOOL  TUNNEL  ACCI- 
DENT. 


SOUTHWESTERN  ASSOCIATION. 


We  have  received  from  Mr.  T.  H.  Stuart,  secretary  of  the  South- 
western Gas.  Electric  &  Street  Railway  Association,  a  program  of 
the  convention  which  is  to  be  held  at  San  Antonio,  Tex..  April  iSth 
to  2ist.  A  good  business  program  has  been  arranged  and  after  this 
has  been  carried  out  the  delegates  will  be  presented  with  the  social 
side  of  the  program,  a  prominent  feature  of  which  is  a  trip  to 
Mexico  including  visits  to  the  principal  cities  of  interest  in  that 
country.  The  itinerary  for  the  Mexican  trip  contemplates  leaving 
San  Antonio  at  0  o'clock  on  the  morning  of  April  22d  by 
train,  reaching  Mexico  City  on  the  afternoon  of  April  25th.  Stops 
will  be  made  at  I^iredo.  Monterey.  Saltillo.  San  T.uis  Potosi,  San 
Miguel,  Toluca.  Tocuca.  Two  days  will  be  spent  in  the  City  of 
Mexico  and  the  return  to  San  Antonio  will  be  made  on  April  20th 

The  approximate  cost  of  the  trip  of  seven  days  in  accordance 
with  this  itinerary,  including  railroad  fare.  Pullman,  hotels  and 
meals  will  be  $50.00.  An  opportunity  will  be  offered  to  those  de- 
siring to  make  the  trip  to  Monterey  only  to  return  from  this  point 
to  San  Antonio.  The  cost  of  the  latter  trip  will  be  about  $18 .50. 
+-— 

ST.   LOUIS  TRACTION  COMPANY  PROVIDES 
FOR  AGED  EMPLOYES. 


A  new  rule  has  recently  gone  into  effect  on  the  St.  Louis  Tl 
Co.,    which    provides    for   the   employment   of  the   men    who     have 
grown  old  in  its  service.    The  rule  which  was  conspicuously  posted 
in  the  different  buildings  of  the  company  recently  read  as  follows : 

"Motormen  or  conductors  will  not  hereafter  be  discharged  on 
account  of  old  age,  but  will  be  given  other  places  as  watchmen. 
switchmen  and  trolley  holders,  and  will  be  required  when  on  duty 
to  wear  full  uniform.  The  rate  of  pay  will  be  continued  the  same 
as  if  they  continued  in  the  service  as  motormen  or  conductors " 


A  report  on  the  fire  which  occurred  in  December,  1901,  in  the 
tunnel  of  the  Liverpool  Overhead  Ry.  has  been  made  to  the  British 
Hoard  of  Trade  by  Colonel  Yorke  and  Mr.  A.  P.  Trotter,  experts 
representing  the  Board  of  Trade 

Mr.  Trotter's  report  states  that  from  the  evidence  it  appears  that 
1  he  insulated  covering  of  one  of  the  cables  on  a  motor  near  the 
id  of  the  train  had  become  deteriorated,  and  broke  down 
when  there  was  an  extra  heavy  demand  for  current.  An  arc 
current  caused  the  circuit  breaker  to 
topping  the  train  The  driver  reset  the  circuit  breaker 
several  times  and  it  is  probable  that  he  held  it  in  place;  the  arc  set 
fire  to  the  woodwork  of  the  car  and  the  strong  wind  caused  the 
flames  to  spread.  The  driver  is  censured  for  not  having  cut  out 
the  motor  affected  when  the  trouble  developed.  While  the  motor 
was  an  old  one  care  had  been  taken  to  keep  it  in  repair,  and  a 
:  totor  of  the  modern  ironclad  type  would  not  have  made  an  essen- 
tial difference  in  this  case. 

Mr     I  roller's   recommendations  are  as    follows: 

Flexible  cables  covered  with  india  rubber  or  other  combustible 
material  are  used  unnecessarily  in  many  cases  in  electrical  work. 
They  are  used  from  habit  and  for  convenience.  This  mode  of  con- 
struction docs  not  commend  itself  to  mechanical  engineers.  Com- 
bustible insulating  materials  should  not  be  used  in  the  main  current 
conductors  of  electric  trains,  particularly  in  tunnel  railroads.  These 
conductors  should  be  rigid,  and  might  be  bare,  or  enameled,  or  pro- 
tected  by  incombustible  ferrules  in  iron  pipes.  Flexibility  should  be 
restricted  to  necessary  joints,  and  not  used  for  convenience  in  ar- 
ranging the  conductors.  Flexibility  should  be  provided  by  pinned 
hinge  or  knuckle  joints  shunted  by  bare  flexible  links  of  wire  gauze, 
or  cable  braided  with  wire,  or  by  some  other  sound  mechanical 
mode  of  construction.  Little  or  no  woodwork  should  be  used  in 
the  construction  of  electric  locomotives,  or  of  the  driver's  cabs  of 
motor  coaches,  and  in  the  latter,  the  resistances  and  the  controlled 
switches  should  be  placed,  if  possible,  in  front  of  and  outside  the 
cab. 


TROLLEY  MEN  APPEAR  IN  VAUDEVILLE. 


The  employes  of  the  East  New  York  division  of  the  Brooklyn 
Rapid  Transit  Co..  entertained  their  families  and  friends  with  a 
unique  vaudeville  performance  on  the  evening  of  March  20th.  The 
affair  was  given  in  the  repair  shops  of  the  depot  building  on 
Jamaica  Ave.  which  was  temporarily  transformed  into  a  theatre, 
and  the  success  of  the  occasion  is  generally  ascribed  to  the  har- 
monious relations  existing  between  them  and  the  superintendent  of 
the  division.  Mr.  John  E.  Webb  Music  was  furnished  by  an 
orchestra  of  railway  men,  and  several  of  the  men  pro/ed  to  be  as 
clever  and  amusing  as  many  of  the  entertainers  on  the  professional 
stage.  Refreshments  were  served  after  the  performance  and  the 
employes  were  highly  complimented  by  the  guests  on  their  skillful 
performance. 

*  «  » 

RAILWAY  EXTENSION  IN  SEATTLE. 


The  Seattle  Railway  Co.  intends  to  extend  its  line  to  the  top  of 
Queen  Anne  Hill,  forming  a  new  route  which  will  do  away  with  the 
counter-weight  system  at  present  employed.  It  will  be  a  surface 
line  for  part  of  the  distance,  but  near  the  top  of  the  hill  the  grade 
rises  so  rapidly  that  it  will  be  necessary  to  tunnel  the  hill  reaching 
the  level  plateau  on  top  by  means  of  an  underground  route.  After 
emerging  on  the  plateau  the  line  will  traverse  that  district  on  a 
level  grade  and  give  service  to  a  section  covering  an  area  of  al>out 
three  square  miles  which  now  lacks  transportation  facilities.  The 
lines  will  run  circuitously  up  the  hill  and  at  no  point  will  the  grade 
exceed  six  per  cent.  The  line  will  be  double  tracked.  The  plans  for 
the  extensions  have  been  completed  and  have  been  placed  before  the 
city  council  for  its  consideration..  It  has  been  understood  between 
the  members  of  the  council  and  the  management  of  the  company 
that  in  the  near  future  this  line  to  the  top  of  the  hill  would  be  con- 
structed so  as  to  do  away  altogether  with  the  counter-weight  sys- 
tem, and  permission  to  construct  the  road  will  undoubtedly  be 
granted. 


Apr.  is,  1902.] 


STREET  RAILWAY  REVIEW. 


237 


PENNSYLVANIA   RAILROAD  PENSION 
SYSTEM. 


PACIFIC  COAST  NOTES. 


President  Cassatt  in  his  annual  report  for  the  year  ending  Dec. 
31,  1901,  gives  some  figures  in  regard  to  the  voluntary  relief,  pen- 
sion and  employers'  savings  departments  of  that  company.  The 
total  receipts  of  the  employes'  beneficial  relief  department  for  the 
year  were  $1,170,206  which,  added  to  the  balance  of  $337,331  from 
the  previous  year  made  an  aggregate  of  $1,553,537.  Out  of  this, 
death  benefits  of  $370,274  were  distributed  and  $590,362  were  paid 
out  for  cases  of  disability  arising  from  sickness  and  accident. 
After  meeting  all  obligations  for  the  year  there  remained  to  the 
credit  of  the  fund  a  balance  of  $357,369,  and  in  addition  to  this 
balance   there   is   an   accumulated   surplus   of  $751,256. 

The  employes'  savings  fund  at  the  close  of  the  year  amounted  to 
»)8.  There  were  220.  employes  retired  during  the  year  under 
the  pension  stipulations  of  the  company.  The  amount  paid  these 
pensioners  was  $236,648,  and  the  total  number  of  pensioned  em- 
ployes of  the  road  is  1,105.  It  'S  the  policy  of  the  company  to 
pursue  a  liberal  course  toward  the  employes  between  65  and  70 
years  of  age  who  are  incapacitated  for  active  service,  and  this, 
together  with  the  extension  of  benefits  the  Buffalo  &  Allegheny 
Valley  division,  which  has  become  part  of  the  Pennsylvania  system 
since  the  pension  department  was  first  inaugurated,  has  consider- 
ed the  demand  upon  this  fund.  For  this  reason  an 
increase  in  the  appropriation  from  $230,000  to  $300,000  per  year 
was  asked. 


TO  SAVE  OIL. 


Engineers  of  power  plants  arc  quick  to  appreciate  the   waste  of 
lubricating  oils  which  follows  the  injudiciou  ordinary  nil 

cans  as  well  as  some  special  forms  of  which  the  "squirt  gun''  type 
is  a  common  one  for  a  variety  of  applications,  and  they  will  he 
interested  in  the  accompanying  illustrations  which  show  two  forms 


of  a  device  ncally  applying  oil    to   the    working   p; 

machinery.     This    is   known   as   tin-    Ironside*    improved     ' 

and  was  first  designed  for  oilii. 
when  used   for  this  purpose  its  ad  1    thai 

it  wjj  adopted  in  other  operating  eporl   it 

that  a  saving  of  50  per  cent  in  tl 

f  the  device  by  some  of  thi  1  mining  prop*  rl 

I  he    oiler    consists    of    a    central    working    ban  nig    a 

plunger  and  surrounded  by  an  oil  work- 

ing barrel,   sealed  or   unseal  tion   of   the 

.municate   with  tl  I  it  y   of 

f  plunger  governs  the  quantity  of  oil  for 

'■ 

from  Icakagl  I  from  dtl 


■V.    III.    I.  .|    (wo 

large  totem 


Mr.  R.  R.  Colgate,  one  of  the  largest  owners  in  the  North  Shore 
Railroad  Co.,  is  now  in  New  York,  completing  arrangements  for 
the  conversion  of  this  road  to  electric  traction.  The  road  at  prcs- 
ent  consists  of  about  100  miles  of  narrow  gage  and  is  operated  by 
steam  locomotives.  This  is  to  he  transformed  into  a  standard  gage 
electric  line.  A  part  of  the  equipment  has  just  been  ordered. 
Twenty-one  cars  have  been  purchased  in  the  east  and  the  16  cars 
now  in  use  will  be  remodeled  into  electric  cars.  The  cars  are  to 
be  run  in  trains  of  4,  5  or  6  cars  on  a  high  speed  schedule.  The 
current  for  operating  the  road  will  he  supplied  either  by  tin  Baj 
Counties  Power  Co.,  or  the  California  Central  Gas  &  Electric  Co. 

The  McAllister  St.  cable  road,  one  of  the  recently  acquired  prop 
ertics  of  the  United  Railroads  of  San  Francisco,  is  being  changed 
into  an  electric  line.    The  new  owners  contemplate  changing  a  mini 
f  cable  lines  into  trolley  roads. 

The  annual  stockholders  meeting  of  the  Oakland  Transit  Co., 
which  operates  all  the  street  railways  of  Alameda  County,  Cal.,  was 
recently  held  in  Oakland.  The  old  board  of  directors  was  re- 
elected and  it  was  announced  that  the  work  of  reconstructing  the 
track  of  part  of  the  company's  lines  would  be  commenced  at  once. 
The  company  will  also  begin  work  within  a  short  time  on  three 
extensions  of  its  lines  in  Berkley,  Cal.,  for  which  franchises  have 
just  been  obtained. 

March  25th  the  Merchants'  Association  of  San  Francisco  ad- 
dressed a  communication  to  the  board  of  supervisors  asking  that 
in  all  street  railway  franchises  hereafter  granted  the  stipulation 
should  be  made  that  within  a  prescribed  area  only  grooved  girder 
rails  should  he  used,  and  that  when  any  existing  roads  are  recon- 
structed,  grooved    rails    should    also  be  used. 

The  Alum  Lake  Railway  Co..  operating  between  San  Jose,  Cal., 
and  Alum  Lake  Park,  is  now  transforming  its  steam  line  into  an 
electric  railway.  All  the  poles  are  in  place  and  it  is  expected  that 
the  road  will  he  in  operation  within  two  or  three  weeks. 

The  Northern  California  Power  Co.,  has  been  incorporated  with 
a  capital  of  $2,000,000  for  the  purpose  of  consolidating  several 
cal  properties  in  Shasta  County.  Cal.  Tin'  company  will  con- 
trol a  large  amount  of  power  ami  it  is  stated  thai  an  electric  rail- 
toarl  between  Redding  on  the  Sacramento  River  and  Keswick  in 
Me-  copper  mining  district   will   he  constructed   within   a   short    time. 


IMPROVEMENTS  IN   WHEELING,   W.   VA. 


["hi   Whet  ling  (W.  Va  )  Trad o.,  has  been  doing  considera- 
ble   reconstruction    and    general    overhauling    of    iis    property.      It 

1  ntlv   1 ii  1: 1 .1   fifti  en    10  bench  open   1  ars    from   the    St, 

Louis    •  hicli    are    to    I,     unted   on    McGnire   trucks       ll 

tiling    two  550-h.   p.    Stirling   boilers,   two    1,000-h,    p.   C. 

I  G    Coopei   engines  and  two  600-kw.   Hullo,!.  rators  with 

pump  ,  1 ors,  etc.,  in  its  power  house  in  42d 

St.    This  plan)  will  have  a  capacity  when  completed  of  about  3,000 

kw.    A  new  powei  hou  1   is  also  being  built  at   Brilliant,  0.,  which 

will    be   equipped   with   three  500-kw.   generators   and    t.ooo-h    p 

with  the  necessary  boilers,  pumps,  etc.    This  machinery  has 

;l"  !" '  n  pun  li.i  ed     U       ■    1 1  to  di  livei  powt  1   from  the  new 

In  ii, ni  flood  the  company  suffered 

tge,  having  its  trad     in  somi    pi  10     8  fi    under 


STRIKERS   MAY   BE   HELD  RESPONSIBLE. 


A  pri  1  Ii  hi  d  bj   ludge  Braley  in  the  Supreme 

lass.,  in  thi   1  n  •    at  the  R     S     Brj  111 
the  Brotherhood  of    1  earn 

I '  ill hi    1  rotl I  tried  whil 

1    'viih  the  tin i  ii,,    plaintiff,    The 

court   "  0|  ,i,  1     pr,  . ,  n|  (ng 

membi  union   En ■  ,  Fi  1  ,,-■    .•.  h,   thi    bu  ine      of  the 

i 11,     1  ,  ,1, 

ruling  thai  thi     trikei     01  jani  al an  bi 

hi  Id  n  spoil'  Ible  fo  ,,i„ ,    to  thi  property 

of  the  plaintiff.    'I  In   qi  to  I"    1 11 


238 


STREET  RAILWAY  REVIEW. 


[Vol.  XII,  No.  a- 


NEW  WORK  OF  THE  COLUMBIA  CONSTRUC- 
TION CO. 


The    Columbia    Construction   Co.,  of    Milwaukee.    Wis  .    li 

ccived  contracts  for  much   new   work  which  is  to  be  undertaken 

during  the  coming  season.     This  company  is  now  completing   the 

m  the  Oshki.sh  \  iiinm  ivy  .  an. I  is  about  to  eommeni 

tension  fur  the  Winnebago    fraction  Co.,  of  Oshkosh,  Wis., 

of  iV4  miles.    The  new  extension  will  reach  the  Northwestern  rail- 

ition  and  the  Lake  Shore  Park.    The  rails  are  to  be  of  the 

Sii.uie.lii  type,  (i  in.  high  and  in  <«>  ft  lengths.    The  special  work 

will  be  furnished  by  the  Falk  Co.,  of  Milwaukee,  Wis.    Pari  of  the 

line  is  to  be  paved  with  asphalt.     This  company  is  also  prepared 

1 1,   on  the  consti union  of  the   Fond   du   I  ac  S 

Oshkosh  Ivy.    All  the  deeds  f,,r  the  right  of  way  of  this  line  have 

btained  and  the  road  parallels  an  existing  sleam  line  The 
right  of  way  is  50  ft.  wide  throughout  The  road  is  to  be  built 
under  the  general  law  of  the  state  which  does  not  require  a  fran- 
chise from  township  boards.  Four  double-truck  cars  hav. 
ordered  for  this  line  of  the  same  type  as  are  now  in  use  011  the 
Clark  St.  line  of  the  Chicago  City  Ry.  with  the  exception  that  a 
steam  coach  roof  and  a  smoking  compartment  will  be  used.  They 
will  he  mounted  on  St.  Louis  Car  Co.  23  A  trucks  with  5-in  axles 
The  bodies  are  34  ft.  long  and  the  platforms  5  ft.  6  in.  long.  The 
cars  are  to  be  equipped  with  Westinghouse  No.  56  motors  and 
1  to  run  at  45  miles  an  hour.  The  power  for  the  road  will 
be  furnished  by  the  Fond  du  Lac  Street  Railway  &  Light  Co. 

March  27th  the  Columbia  Construction  Co.  began  the  work  of  re- 
building the  10th  St.  and  Brooklyn  Ave.  line  of  the  Metropolitan 
Street  Railway  Co..  of  Kansas  City.  This  was  formerly  a  cable 
road  which  is  now  operated  electrically.  The  rails  are  to  be  6  in 
girders  laid  on  standard  white  oak  ties  8ft.  long  and  the  roadbed 
will  have  a  foundation  of  5  in.  of  crushed  rock.  The  entire  line 
will  be  paved  with  brick  or  asphalt. 

This  company  is  also  about  to  begin  the  rebuilding  of  the  Pros- 
pect Ave.  and  19th  St.  lines  of  the  Metropolitan  company.  The 
former  line  is  4  miles  in  length  and  the  latter  is  1%  miles;  they  will 
1  with  106-lb.  Q-in.  girder  rails  and  the  Prospect  Ave.  line  is 
to  be  paved  with  asphalt  and  brick.  The  10th  St.  line  will  be  paved 
with  asphalt.  All  the  rails  on  both  of  these  lines  are  to  be  cast- 
welded  by  the  Falk  Co. 

*  »  » 

CONVICTION   IN  ST.   LOUIS  BRIBERY  CASE. 


Kind  A.  Meysenburg,  an  ex-member  of  the  St.  Louis  City  Coun- 
cil, has  been  convicted  of  accepting  a  bribe  of  $9,000  from  Philip 
Stock,  financial  agent  in  charge  of  the  Suburban  railway  bill.  A 
check  for  $9,000  drawn  by  the  president  of  the  St.  Louis  &  Subur- 
ban Railway  Co..  was  paid  to  Meysenburg  for  200  shares  of  stock 
in  an  old  company,  alleged  to  be  absolutely  worthless.  The  confer 
tion  of  the  state  was  that  this  $9,000  was  paid  to  Meysenburg  for 
bis  vote  on  the  Suburban  bill.  Although  the  instructions  of  the 
judge  were  favorable  to  the  prisoner,  and  the  jury  was  instructed 
that  unless  it  was  satisfied  that  the  defendant  made  an  express 
agreement  to  vote  for  the  traction  bill  he  must  be  found  not  guilty. 
the  iury  returned  a  verdict  of  guilty  as  charged,  and  the  punish- 
ment was  fixed  at  three  years  in  the  penitentiary.  A  motion  for 
an  appeal  was  filed. 

♦*-• 

CEDAR   OF  THE  GREAT  LAKES  DISTRICT. 


The  total  number  of  telegraph,  telephone,  electric  lighl  and  trolley 
now  standing  in  the   United    States   has  been   estimated    b] 
tenl   authorities  as  exceeding  20.000.000      Assuming   that    the 
life  of  these  poles  averages  [5  years,  it  is  estimated  that  the  repair 
work   necessary   to   maintain   these  lines,  taken   in   connection   with 
new   construction,   repn  ll    annual   consumption   of   poles   of 

over  2,000.000.  Chestnut,  red  cedar,  cypress  and  juniper  are  used 
to  a  limited  extent,  but  chief);  in  ection  when  thi  •  trei  an 
indigenous,  which  comprises  a  comparatively  small  area.  The 
territory  east  of  the  Rocky  Mountains  is  being  supplied  principally 
from  the  white  cedar  swamps  of  the  Great  Lakes  district,  which 
comprises  parts  of  Michigan  and  Wisconsin  and  the  islands  of  the 
lakes.     The  Valentine-Clark  Co..  234  La  Salle  St.,  Chicago,  has  its 


main  yards  throughout  this  region,  and  makes  a  specialty  of 
poles. 

There  has  been  a  moderate  movement  of  cedar  from  Idaho  and 
Washington  to  the  territory  east  of  the  Missouri  River  during  the 
last  few  years,  but  owing  1  freight  charges  this  move- 

ment has  been  largely  confined  to  poll  -  50  ft.  and  upward  in  length. 

The  value  of  the-  cedar  Itumpage  now  remaining  is  rapidly  in- 
creasing in  proportion  to  thi  llg  supply  and  constantly  in- 
creasing demand. 

■»  •  » 

CONSTRUCTION   CAR. 


1  lie  accompanying  illustration   shows  a  general  utility  car,  de- 
signed by  the  Ludlow  Supply  Co.,  313  Electric  Bdg.,  ('level.. 

for  use  on  trollev    roads.     The  crane  lias  a  lifting  capacity  of  from 
5  to  20  tons,  and  can  he  built  for  operation  by  hand,  electric  or  pneu 


CONSTRUCTION    CAR. 

matic  power.    The  boom  of  the  crane  is  about  10  ft.  in  length,   'flic 
load  is  supported  on  a  trolley  and  can  be  moved  to  any  point  on 
the  boom,  by  the  hand  chain  which  hangs  near  the  mast.    Thi 
panv   is  prepared   to   furnish  cranes  of  any  capacity  or  design,   but 
does  not  furnish  the  cars. 


A  LIVE  ELECTRIC  RAILWAY  SUPPLY  HOUSE. 


Porter  &  Berg,  309  Dearborn  St.,  Chicago,  carry  a  complete  line 
of  street  railway  supplies  comprising  nearly  every  article  from  a 
rail  bond  to  a  working  set  of  United  States  electric  signals.  The 
firm  has  opened  a  new  ware-room  at  47  Plymouth  Place,  Chicago, 
in  the  building  which  after  May  1st  will  be  the  home  of  the  "Street 
Railway  Review,"  and  this  in  addition  to  its  spacious  offices  and 
sample  rooms  on  Dearborn  St.  gives  it  every  facility  for  handling 
its  increasing  business  promptly  and  conveniently.  Porter  &  Berg 
represent  the  Ohio  Brass  Co.,  manufacturer  of  pole  brackets,  over- 
head material,  rail  bond-,  etc  ;  the  Cutter  Co.  of  Philadelphia, 
I-T-E  circuit  breakers;  the  1'nitcd  States  Electric  Sign. 
Watertown.  Mass.;  Frank  Ridlon  Co..  Boston.  Mass.;  Wilson  trol- 
ley catchers:  Ham  Sand  Box  Co.,  Troy.  N.  Y. :  New  Haven 
(Conn.)  Car  Register  Co.;  Speer  Carbon  Co.,  Si  Marys,  Pa., 
manufacturers  of  carbon  brushes;  the  Trolley  Vestibule  Shai 
Bridgeport,  Conn.;  American  Brake  Shoe  &  Foundry  Co.,  Chicago, 
and  the  Hunter  Illuminated  Car  Sign  Co..  Cincinnati,  O. 


FIRE  AT  ANDERSON,   IND. 


March  14th  a  fire  if  unknown  origin  almost  totally  destroyed 
the  machinery  supply  house  and  temporary  machine  shops  of  the 
Union  Traction  Co  of  Indiana.  None  of  the  company's  cars  was 
burned  but  the  fire  interfered  temporarily  with  the  operating  of 
the  line.  The  loss  in  supplies  and  machinery  is  about  $15,000  and 
on  (he  building  $5,000  This  was  partially  covered  by  insurance. 
The  building  was  erected  by  the  Anderson  Street  Railway  Co.. 
and  used  as  a  power  house  previous  to  the  purchase  of  thi-  com 
pany  by  the   Union   Traction   Co. 


Apr.   15.    1902] 


STREET  RAILWAY  REVIEW. 


239 


RIDLON  S    REPRESENTATIVE. 


The  Frank  Ridlon  Co.,  of  Boston,  Mass.,  has  always  been  a 
staunch  believer  in  good  advertising  and  its  attractive  displays  in 
the  "Review"  have  always  occasioned  attention  and  favorable  com- 
ment. In  the  direction  of  supplementing  and  increasing  the  value 
of  its  advertisements  in  the  trade  papers  the  company  has  com- 
menced publication  of  an  interesting  little  pamphlet  which  is  de- 
signed to  give  information  concerning  its  many  well-known  spe- 
cialties in  greater  detail  than  can  be  done  in  its  monthly  announce- 
ments in  the  paper. 

The  publication  has  been  styled  "Ridlon's  Representative,"  and 
the  issue  for  March  contains  among  other  things  descriptions  of 
the  "New  England"  motor,  the  Weld  babbitting  device,  and  other 
of  the  Ridlon  supplies. 

Some  of  the  "editorials"  are  worth  quoting.  The  following  are 
a  few :  A  Wilson  trolley  pole  catcher  is  better  than  an  accident 
policy.  Your  conductor  would  collect  more  fares  if  he  didn't  have 
to  watch  his  trolley.  Lightning  never  strikes  twice  in  the  same 
place,  because  nobody  can  find  the  place.  Sometimes  it  is  worth 
more  to  keep  down  expenses  than  it  is  to  increase  your  earnings. 
The  nickel  you  get  as  fare  is  worth  no  more  than  the  nickel  you 
cut   off   from   the   expense   account. 


TICKET  FRAUDS  IN  PHILADELPHIA. 


A  number  of  employes  of  the  Union  Traction  Co.,  of  Philadel- 
phia, were  arrested  last  month  charged  with  using  the  mails  to  de- 
fraud the  company.  The  plan  of  the  men  has  been  to  trade  ex- 
change tickets  in  large  bundles  which  were  forwarded  by  mail  be- 
tween different  conductors.  The  question  of  fraud  hinged  upon  tin- 
trading  of  exchange  tickets  through  the  mails  with  a  consequent 
loss  of  money  to  the  company.  The  offense  lies  directly  in  the  fact 
that  the  men  used  the  mails  in  the  furtherance  of  their  scheme, 
which  was  fraudulent  only  because  of  their  being  employes.  The 
trading  of  exchanges  among  passengers  of  the  various  lines  is  a 
common  practice  and  one  that  meets  with  no  protests  from  the  rail- 
way company.  Mr.  James  Bricker,  superintendent  of  transporta- 
tion of  the  Union  Traction  Co.,  testified  that  on  an  average  of  250,- 
000  exchange  tickets  changed  hands  each  day.  He  stated  that  while 
the  company  had  been  victimized  by  employes  on  many  occasions 
the  present  plan  was  the  first  one  discovered  in  which  the  mails  had 
been  used.  The  general  trading  of  exchange  tickets  keeps  an 
enormous  number  of  the  slips  in  circulation  and  so  long  as  the  tick- 
ets are  purchased  by  passengers  there  is  no  serious  objection  on  the 
part  of  the  company  to  their  being  exchanged,  but  when  the  con- 
ductors trade  whole  packages  of  tickets  and  turn  them  in  as  cash 
fares  it  nets  them  a  profit  of  one  cent  on  each  ticket  which  the 
company  loses. 


SHADE  ROLLERS  FOR  STREET  CARS. 


Among  the  many  articles  used  in  car  building,  one  of  nearly 
absolute  necessity  is  the  spring  shade  roller  which  finds  its  use 
for  all  fabrics  from  the  lightest  silk  or  bunting  shade  up  to  the 
heaviest  rain  curtains  on  open  cars.     This  ai 

d  both  in  construction  and  form  in  the  factories  of  tin 
Stewart  Hartshorn  Co.,  whence  it  originated  and  attained  under 
that  make  its  reputation   for  tiring  a  standard   article 

litest  change  in   Hartshorn  shade  rollers  for  cars  is   in   the 
•[.ring  end  bearing  or  spear  which  is  now  11 

malleable    iron.      The    d  of   this  thai    11 

rak   as   a    •'  will.    and.    being 

alway  and    form,    it    a 

the  lengthi 
of  shade   rollers   from  ,      ubjed    to 

slight    variation*   as   b(  fad   of   im  Work, 

*mall   alio  nrav    in    the 

All  of  the   i-in    and    I"!  in     H  .oil.-,  . 

which  are  I 

with  this  n>  ■  !  now  that  ■  found  to  give 

•atisfa  mpany  hi 

on   the    1%  in    and    iK  in.    roller*   wli  totted   will 

■   parts  in  •  mile  the  long  and   I 

used  00  open  siren  can. 


The  old  form  of  round  groove  tin  roller  has  also  undergone 
improvement  in  the  method  of  mounting,  which  consisted  first  of 
hemming  wires  or  cord  in  the  narrow  strip  of  shade  cloth  sewed  at 
the  top  of  car  curtains  and  then  drawing  them  from  end  to  end 
of  the  roller.  The  two  chief  dangers  of  this  method  consisted 
in  the  difficulty  of  hemming  the  cord  or  wire  at  right  angles  to  the 
curtain  so  that  it  should  roll  up  straight,  and  of  sometimes  tear- 
ing the  cloth  while  pulling  it  into  the  groove.  These  disadvantages 
have  been  cleverly  overcome  in  the  Hartshorn  "New  Groove"  tin 
roller.  To  mount  a  curtain  on  one  of  these  rollers  the  strip  sewed 
at  the  top  of  the  shade  must  first  be  perfectly  squared  with  the  sides 
of  the  cloth  as  in  any  other  method  of  mounting,  then  one  of  the 
fasteners  furnished  with  the  goods  is  placed  upon  it  and  pressed 
down  perpendicularly  into  the  groove  until  it  turns  under  the  fin- 
gers. It  is  only  necessary  to  repeat  this  operation  about  every  six 
inches  along  the  roller  barrel  when  the  curtain  will  be  rigidly 
fastened  to  it  and  still  can  easily  be  removed  by  pulling  it  out 
of  the  groove  at  either  end.  When  once  understood  this  way  of 
mounting  car  curtains  is  even  simpler  than  the  description  and 
in  many  cases  operatives  who  at  first  could  see  no  advantage  in  it 
have  by  its  use  increased  their  speed  in  turning  out  accurate  work. 
The  reasons  are  logical,  for  in  the  first  place  the  tedious  operation 
of  hemming  wires  or  cord  at  the  top  of  the  curtain  and  getting 
them  square  with  the  sides  is  eliminated,  while  again  there  is  no 
danger  of  tearing  the  top  strip  while  pulling  it  through  the  groove. 
Another  thing  claimed  for  the  "New  Groove"  tin  roller  is  that  in 
shops  which  are  in  any  way  crowded,  the  shade  mounting  hench 
room  can  he  reduced  one  half  by  the  use  of  this  form  of  roller, 
as  the  cloth  is  directly  inserted  into  the  groove  by  the  use  of  fas- 
teners instead  of  being  first  spread  out  with  its  width  added  to 
the  lenth  of  the  roller  and  then  drawn  into  its  place. 


BRAKE  SHOE  COMPANIES   CONSOLIDATE, 


Announcement  was  made  March  iRth  that  the  American  Brake 
Shoe  &  Foundry  Co.,  with  temporary  offices  at  26  Cortlandt  St., 
New  York,  had  assumed  control  of  the  brake  shoe  output  of  the 
following  plants : 

Ramapo  Foundry  Co.,  Mahwah.  N.  J.:  Sargent  Co.,  Chicago; 
Lappin  Brake  Shoe  Co.,  Bloomfield,  N.  J. ;  Corning  Brake  Shoe 
Co.,  Corning.  N.  Y. ;  Streeter  Brake  Shoe  Co..  Chicago.  These  con- 
cerns manufacture  the  following  well  known  types  of  brake  shoes: 
The  Sargent  skeleton  steel,  the  "Diamond  S,"  the  skeleton  steel 
insert,  the  Lappin  steel  back,  the  Streeter  steel  back,  the  Corning 
and   the   Ross-Meehan. 


CHANGES  AT  WAUPACA,  WIS. 


Mr.  W.  B.  Baker,  formerly  secretary  and  a  large  stock  holder 
in  the  Waupaca  Electric  Light  &  Railway  Co.,  of  Waupaca,  Wis., 
has  sold  his  interest  to  Mr.  Irving  P.  Lord,  the  president  of  the 
company,  and  John  D.  Caughcll  of  Embarrass,  Wis.  Mr.  Caughcll 
has  been  elected  secretary  and  a  member  of  the  board  of  directors, 
and  Mr.  William  Dressen,  cashier  of  the  National  Bank  of  Wau- 
paca, has  been  elected  treasurer.  Mr  Lord  owns  a  majority  of  the 
1  nd  will  continue  his  duties  as  president  and  general  manager. 

The  company  is  in  most  excellent  condition,  not   owing  a   dollar 
to  anybody  outside  of  its  bonded  indebtedness  of  $36,000.    The  capi- 
tal  stork  is  $75,000,  fully  paid  in.   and  the   original    bonded   indebl 
edncss  three  years  ago  was  $42,000.  hut   the  bond)  are  bring  retired 
ii   the   rate  of  $2,000  per  year. 

The  Waupaca  Electric  Light  rv   Railway  Co.  has  a  modern  light 

ing  system,  and  one  of  the  best  five   mile  electric   railways  in  the 

west.  1    operated  by  water  power,  of  which  there  is 

an  abundance,  and  tho  In  a  position  to  know  state  that 

ndition  of  the  company  is  a  very  proiperoui  one 


V.    1.  in  Ohio  F.lrrtrir  Railway  Co.  ran  its  first  ear  over  the 
newly    completed    hrterurbsn    line   between    St,    Mary's      and      Lima 
1  pth       It   was  the  fit   |  nm   in   Anglai7c  County. 


Manitowoc  (Wii.)-Two  Riven  [nterurban  Electrii   Ky.  will 

be  put  in  opt  DUl  May  1st      The  power  lions,-  ;,t  Little  Mani 

rly  ready  for  the  installation  of  machinery;  the  company 
nptltCI  a  new  bridge  in  the  city  of  Two  Rivers, 


240 


STREET  RAILWAY  REVIEW. 


[Vol.  XII,  No.  4. 


THE  STRIKE  AT  SCRANTON,   PA. 


Under    date    c,f    March    20th,    Mr     Frank    Sillnn.ui.    Jr.    general 
manager  of  the   Scranton  Railway  Co.,   writi  follows   con 

ceming  the   strike  and   boycott : 

tnki-   is   still   nominally    in    force,   although    all   that    remains 
of  it  is  a  partial  boycott  which  is  still  officially  in  force  and 
a  part  of  our  business.     The  boycott,  however,  is  lifting  il 

On  March  12th  hist.,  there  was  ill  of  violence  in   Mir 

ooka.  a  village  in  Lackawanna  Township,  next   south  to   Scranton, 
which   resulted  in  driving  the  crew   from  their  car,   and   tin 
qucnt  setting  fire  and  total  destruction  of  the  car.     Now  and  then 
other  slight   outbreaks   of  violence   occur,   which  consist   principally 
of  stoning  the  cars.    The  strike  has  been  on  since  Oct    1st.   1901. 


AMERICAN  POLES  FOR  EGYPT. 


W.  C.  Sterling  &•  Son.  of  Monroe,  Mich,  have  jusl  heard  from 
their  first  consignment  of  poles  to  Alexandria,  Egypt;  the  company 
was  well  pleased  and  the  Becond  1  nl  will  

Sterling  &  Son  are  probably  the  oldest  cedar  pole,  tie  and  post  firm 
in  the  United  States,  and  are  certainly  one  of  the  larg 

\t  the  present  time  they  have  their  cedar  stock  well  out  of  the 
swamps  and  there  are  now  at  the  main  yard  nearly  100.000  poles 
sorted  and  piled  ready  for  shipment.  The  firm's  tie  business  is  also 
a  very'  large  one.  and  there  is  kept  at  all  times  a  stock  of  100.000 
ties  on  hand  notwithstanding  continual  shipments.  The  firm  pre- 
fers that  purchasers  visit  the  yards  and  make  their  own  selections, 
as  they  then  can  make  sure  of  getting  just  what  they  want,  although 
in  most  cases  the  buyer  who  takes  the  dealer's  inspection  gets  the 
best  inspection.  The  large  stocks  kept  on  hand  gives  time  for 
the  timber  to  dry  and  permits  lighter  shipping. 

Sterling  &  Son  report  that  the  outlook  for  the  coming  year  is 
good  and  and  as  there  will  probably  be  a  shortage  in  all  cedar 
stocks  because  most  of  the  producers  were  caught  by  the  early 
spring  with  about  25  per  cent  of  their  stock  still  in  the  swamps  and 
will  be  unable  to  get  it  out.  Customers  are  therefore  advised  to 
place  orders  as  early  as  they  can. 


MISUSE  OF  TRANSFERS  IN  KANSAS  CITY. 


The  officers  of  the  Metropolitan  Street  Railway  of  Kansas  City 
are  seeking  to  have  a  new  ordinance  passed  making  it  a  misde- 
meanor for  any  one  to  ride  on  a  street  railway  transfer  which  has 
been  secured  by  another.  Mr.  Saterlee,  general  superintendent  of 
the  company,  explains  that  there  are  men  in  the  two  Kansas  Citys 
who  make  a  business  of  misusing  street  railway  transfers.  News 
dealers  and  newsboys  have  been  in  the  habit  of  giving  a  transfer 
together  with  a  morning  newspaper  for  five  cents. 

Another  practice  which  has  been  discovered  is  the  exchange  of 
transfers  by  working  men  in  the  wholesale  houses  and  other  estab- 
lishments in  the  center  of  the  city.  A  man  who  is  living  on  the 
cast  side  for  example,  goes  to  work  in  the  morning  getting  off 
near  the  center  of  the  city.  He  gets  a  transfer  to  the  west  side, 
and  another  man  living  on  the  west  side  procures  a  transfer  to 
the  east  side.  This,  two  men  exchange  transfers  during  the  day 
and  ride  home  on  them  in  the  evening.  Although  the  transfers 
have  morning  and  evening  sections  which  are  punched  the  cars 
are  so  crowded  during  the  morning  and  evening  hours  that  in 
most  cases  the  conductors  overlook  the  fact  that  the  transfers  are 
intended  for  a  morning  ride  instead  of  an  evening  one. 

While  the  law  would  hardly  be  sufficient  to  slop  this  practice 
the  officials  of  the  company  believe  it  will  be  the  means  of  fright- 
ening many  of  those  who  misuse  transfers,  and  a  section  is  to  be 
included   in   the   new  ordinance   governing  this  point. 

■»»  » 

NEW  ELECTRIC  LINE  FOR  UTAH. 

The   Salt   Lake  &   Utah  Valley   Raili       I    ;  lias    been     incor- 

porated to  build  a  system  of  electric  roads  running  from  Salt  Lake 
to  Bingham  and  Provo  which  will  pass  through  a  number  of  inlcr- 
mediate  towns  between  these  places.  The  new  company  is  a 
Colorado  corporation  and  is  headed  by  I.  T  Munn,  of  Teluride, 
Col.,  manager  of  the  Telluride  Power  Co. 


Mr  Munn  at  present  controls  the  West  Side  Rapid  Transit  Co.. 
of  Salt  Lake  City,  which  will  eventually  form  part  of  the  new  road. 
The  first  work  to  In-  undertaken  is  to  !«'  the  -  1  these  lines 

to  Bingham.     It  will  touch  the  suburbs  1,,  tin-  South  of  Salt   Like 

and  reach  the  different  smelters  in  this  neighborl d  SO  thai  freight 

as  well  as  passenger  business  can  be  built   up,       111,    directors  of  the 

mpany  are  L.  L.   Munn.    Trinidad,  Col.;  J,  J.   Munn.   Provo, 

Utah;    Win.    Story,    jr.,   and    A     \l     French.      'The    capitalization    is 

$250,000.  but  this  amount   will  eventually   be   increased       There   will 

nd   issue  to  provide  funds    for  the  project. 


NEW  OHIO  INTERBURBAN  OPENED 


Another  link  in  the  chain  of  interurban  railways  which  is  being 
built  to  connect  Cincinnati  and  Toledo  was  completed  last  month 
and  about  100  miles  of  new  road  belonging  to  the  Western  Ohio 
Traction    Co.    was    put    into    operation.      'The    portion    of    tin 

i  runs  between  Lima,  Wapakonela.  St,  Marys  and  MinsUr. 
The  other  extensions  of  this  line  are  well  under  way.  one  being  the 
northern  extension  from  Lima  to  Findlay  and  the  other  the  south- 
ern extension  from  Wapakoneta  to  'Troy.  When  these  are  com- 
pleted a  continuous  line  between  Cincinnati  and  Findlay  will  be 
formed,  as  Troy  and  Dayton  are  connected  and  Dayton  and  Cin- 
cinnati an  connected  by  the  Souther^t  (liio  Traction  Co.  All  of 
these  lines  largely  represent  the  samc^TOncial  interests,  and  while 
they  have  not  been  consolidated  up  to  the  present  time  it  is  gen- 
erally admitted  that  a  consolidation  will  be  brought  about  when 
the  other  service  is  ready  to  be  established. 
■»  •  » 

BUFFALO,  SPRINGVILLE  AND  CATTARAUGUS. 


The  Buffalo,  Springville  &  Cattaraugus  Railway  Co.,  of  Cattarau- 
gus. N.  Y.,  has  secured  the  necessary  franchises  ami  is  now  at 
work  getting  rights  of  way.  The  company  will  have  34  miles  of 
its  line  through  or  over  private  property  and  will  have  to  erect  a 
bridge  209  ft.  high  and  666  ft.  long,  and  it  is  not  contemplated  to 
have  the  line  in  operation  before  the  summer  of  1903.  The  con- 
tract for  construction  has  been  let  and  calls  for  70-lb.  rails  and 
bridges  to  carry  700  tons.  The  equipment  will  comprise  6  passen- 
ger cars,  10  freight  ears  and  2  electric  locomotives  of  40  tons  each. 

The  officers  of  the  company  are:  President.  H.  L.  Moench : 
vice-president  and  genera!  manager,  LT.  I.  lTpson  ;  secretary.  Theo- 
dore Truby;  treasurer.  W.   A.  Oakes. 

+—+ 

INGENIOUS  WATER  SHED. 


'The  American     Street     Railway  Paving     &     Improvement   Co.. 

Springfield.    Mass.,   has    recently   placed   upon    the    market    a    device 
for  deflecting   water  from  trolley  ropes.     This   is  the   invention   of 

Seth  J.  Buckland.  of  Springfield,  and 
is  well  shown  in  the  accompanying 
illustration.  The  advantages  claimed 
for  the  water  shed  or  deflector  are 
that  it  will  prevent  water  containing 
rust  from  the  pole  from  coming 
down  the  cord  and  thence  being 
thrown  over  si^ns.  windows  and 
passengers'  clothing,  and  that  the 
oil  from  the  trolley  wheel  is  pre- 
vented from  reaching  the  car  and 
TROLLEY.  WATER  SUED.  causing  it  to  drop  off  at  the  end. 
»  »  » 

The    Twin   City  Rapid  Transit  Co.  is  remodeling  its  principal  car 
house  in    Minneapolis,   and   will    build    an   addition    to   the    p 
structure,   123x330  ft.,  at  a  cost  of  $60,000.     Beside  accommodations 
for  new  cars  the  addition  will   include  bath   rooms  and   bickers   foi 
employes. 


(  itizens  of  Washington  have  submitted  a  bill  to  the  District 
Commissioners  providing  that  no  street  railway  company  operating 
within  the  city  limits  shall  he  permitted  to  run  cars  exceeding  10 
tons  in  weight;  a  restriction  as  to  the  fares  and  a  provision  re- 
quiring that  schedules,  routes  and  transfer  arrangements  shall  be 
submitted  to  the  Commissioners  are  contained  in  the  bill. 


Apr.  is,  1902.] 


STREET  RAILWAY  REVIEW. 


241 


FINANCIAL. 


METROPOLITAN  STREET   RAILWAY 

The  stockholders  of  the  Metropolitan  Street  Railway  Co.,  of 
New  York,  approved  the  proposed  999  year  lease  of  that  com 
patty's  properties,  rights  and  franchises  to  the  Intcrurban  Rail- 
■'•>..  by  more  than  two-thirds  majority.  The  stockholders 
also  approved  the  proposed  i  isue  of  $65,000,000  to  take  up  the 
$54,000,000  of  bonds  outstanding  and  to  pay  off  certain  indebted- 
ness conected  with  the  equipmet  of  the  Third  Aveue  road.  There 
was  a  strong  minoiity  opposition  to  the  leasing  of  the  property 
and  immediately  after  the  meeting  of  the  stockholders  Mr.  Isidor 
Wormscr,  jr.,  filed  a  suit  for  an  injunction  on  the  ground  that 
the  lease  and  merger  proposed  was  unlaw  fnl  In  the  brief  sub- 
mitted  by  defense  in  the  Wormscr  suit  the  statement  was  made 
by  the  company  that  the  Metropolitan  Street  Ry.  could  not  earn 
the  7  per  cent  dividends  pai.l  last  year  which  was  to  be  guaranteed 
by  the  lease  during  the  time  that  the  reconstruction  of  its  100 
miles  of  horse  railway  was  taking  place.  The  com- 
pany claims  that  with  accruing  dividends  on  the  Third  Avenue 
road  and  increased  charges,  only  the  proposed  7  per  cent  guaran- 
teed protects  the  present  dividend  rate.  A  temporary  injunction 
which  was  granted  preventing  the  consummation  of  the  lease  was 
tinned  April  8th  by  Judge  Gildersleeve  in  the  Supreme 
Court  and  the  lease  of  the  Metropolitan  to  the  Interurban  com- 
pany was  executed  and  filed  immediately  after  the  decision  was 
rendered. 


BROOKLYN-  RAPID  TRANSIT. 

At  a  meeting  of  the  stockholders  of  the  Brooklyn  Rapid  Tran- 
sit Co.,  on  March  20th.  the  raising  of  $150,000,000  by  mortgage 
on  the  franchises  and  property  of  the  company  was  authorized. 
This  was  in  accordance  with  the  unanimous  recommendation  of 
the  directors  who  some  time  ago  recommended  the  issue  of 
bonds  to  that  amount.  The  report  of  the  operations  of  this  com- 
pany for  the  months  of  January,  1902  and  1901,  and  for  the  seven 
months   ending  January   .list   has  been  published,   as  follows: 

1002.  1901.  Increase. 

$096,824.71     $917,750.17    $79,074.54 

including    taxes 7K1.350.00       663.893.13       120,467.77 

212.463.81       253,857.04      *4i,393.23 

For  Seven    Months   Ending  January   31. 

[902.  [901.  Incn  1 

J7-.U.7.s2.4?    $7,055,706.63     $408,045.81 
5,300,232.02       (,565,044.89       734,287.13 
Net   p  •  ■  2,333,520.41       2,489,761.73    ♦256,241.32 

It    will    be   s, •<•!!    from    the  thai    the   gross   earnings   are 

■teadilj  clearly   indicate:   the   steady   growth    of 

:  earnings,  however,  show  a  de- 

•  I.  nt  1 .1.  atsinger*s  pol  pending 

pin.   dollar   in   improvement!   -mil  equipments.    It   is 

ilc   thai  hereaftei   thi  traordinary  improvements 

will   no  1   the   new   bond 

■ 

1  his  will   make  a 
n  tlw   com]  m  ial  reports  as  it  will  then 

fair  dividend  earned 


METROPOl  im.i  111.   VGO 

■    the    .mil"  m<  .  I 

■I     \pnl   41I1    >i;  ,,,|    .,, ,  ,,|,.,,, 

during  ,  ,,,, 

binary  38th     The 

ounted  to  ind  the 
11 1    19th   ■■■ 

spared  wil 

dividend  requirement) 

■   - 

1 


of  the  accident,  however,  is  considered  properly  chargeable  to  the 
surplus  and  if  so  charged  the  earnings  would  show  3.17  per  cent 
mi  the  preferred  stock. 

The   traffic  reported    for  the  year  is  as  follows: 
Number   of  passengers   carried  for  the  fiscal  year  ending 

February  28,   1902   33,910,790 

Number  of  passengers  carried  for  the  fiscal  year  ending 

February  28,    1901    31,656,972 

Increase 2,253,818 

Per  cent   of   increase 7.12 

During  the  year  the  company  carried  on  the  construction  of  two 
extensions,  the  Douglas  Park  and  Garfield  Park  branches.  These 
two  extensions  will  add  2.35  miles  to  the  lines.  There  are  seven 
additional  stations  on  the  Douglas  Park  branch  and  one  on  the 
Garfield  Park  branch  at  52nd  Ave.  with  improved  terminal  loops 
at  the  end  of  both  lines. 

The  financial  statement  for  the  fiscal  year  is  as  follows: 
Earnings. 

Passenger    $1,695,243 

Miscellaneous    58,069 

Total $1,753,313 

Expenses. 

Maintenance   of   ways   and   works $45,931 

Maintenance   of   equipment    80,057 

Conducting  transportation    527,086 

General    expenses    84.135      737,209 

Surplus   earnings. . .- $1,016,103 

Income  Account. 
Credits. 

Balance   from    previous   year $     54.089 

Surplus    earnings    1,016,103 

[1    11-    1   mi  balances  and  other  credits  to  income 4,64° 

$1,074,833 
Charges. 

Rental,    Pennsylvania   Company   (crossing) $  11,900 

Rental,    Union    Consolidated    20,351 

Rental,   Union    Elevated   (loop) 169,869 

Taxes    149.333 

1     mi  bonds 392,320     743.776 


Accident    November    19,   hhh  ■  ■  ■ 


$331,057 
37.97" 


$293,081 
Dividend  1  and  5  (3  per  cent) 261,243 

Balance $     31,838 

The  ■. 1  al  balam  e  sheet  a    of  Feb    s8  1  hows: 

\sscts. 

Cost  of  road  and  equipment $26,018,669 

Bonds   in   treasurj    (turned   ovei    by    Purchasing   Com 

null',    fin   improvements  and  betterments) 192,000 

(turned  over  by  Purchasing  Committee 

foi    improvements  and  betterments) 291,900 

Secui iiie    hi  hands  ol   Pui cha  ing  O u tb  1    for  1  om 

reorganization    26,461 

Cash    331.736 

fatcrial   1  fui  1  and    mpplii  1)   1 

I'"'    i' '     and   companies 34.677 

I'H'    1    in  5.188 

ndi  d   m  in  Hi.  e,  etc.) 15.095 

$1,290,580 

I  ■        imount    received   n ..      ,„   en 

1,190,375       100,205 


$-7,037,662 
bilitiei 

Balance   profil  and   lo  $      31.838 

Prel 9,000,000 

Common     lock    7,500,000 


242 


STREET  RAILWAY  REVIEW. 


[Vol.  XII,  No.  4. 


Bonds  10,000,000 

Coupons   unpaid    107,500 

Interest  accrued,  not  due   32,693 

Dividends  uncalled   for    87,167 

Pay  checks   25,582 

Audited    vouchers    85,246 

Due  individuals  and  companies   7,813 

Taxes  accrued,  not  due  129,874 

Unused    insurance    29,276 

Unearned  passenger  balances  (tickets  sold,  not  used)..  671 


$27,037,662 
The  only  change  in  the  board  of  directors  of  the  Metropolitan 
was  the  election  of  Frederick  A.  Delano,  general  manager  of  the 
Burlington  road,  to  succeed  President  George  B.  Harris  of  that 
road.  The  Burlington  is  still  keeping  its  representative  on  the 
Metropolitan  board  which  indicates  that  arrangements  will  be  made 
eventually  for  handling  the  Burlington's  suburban  business  over 
the  elevated  line. 


MONTREAL  STREET  RAILWAY  CO. 
The  statement  for  the  Montreal  Street  Railway  Co.  issued  for 
the  month  of  February  shows  the  total  earnings  for  the  month  to  be 
$133,644,  an  increase  of  $6,032  over  the  same  month  last  year.  The 
comparative  statement  of  earnings  and  expenses  for  February,  1902 
and  1901,  is  as  follows : 

1902.  1901.  Increase. 

Passenger   earnings    $132,159.00    $126,998.82    $    5.160.18 

Miscellaneous    earnings    1,485.69  613.44  872.25 

Total   earnings   133,644.69      127,612.26         6,032.43 

Operating   expenses    103.915.30        87,854.48        16,260.82 

Net   earnings    29.729.39       39.357-78      *io,228.30 

Fixed    charges    14,580.68         8.774.27         5.806.41 

Surplus    15,148.71        31,183.51      *i6.034.8o 

Operating    ratio    78.63  68.94  9  °9 


♦Decrease. 

The  decrease  in  the  earnings  for  the  month  are  attributed  to  the 
excessive  amount  paid  for  the  removal  of  snow  from  the  tracks. 


PHILADELPHIA  CO.,  PITTSBURG. 
The  report  of  ihe  Philadelphia  Co.  and  its  affiliated  corporations 
among  which  are  the  street  railways  of  Pittsburg  and  the  surround- 
ing district,   has   been  issued  for  the   month   ending   Feb.   28.    1902. 
The  report  is  as  lollows: 

1902.  1001. 

Gross  earnings  from  operation $1,150,514.61        $1,008,124.02 

Operating  expenses  and  taxes 532.134.55  485.067.6P 

Net  earnings  from  operations   627,380.06  523.05634 

Other    income    287,917.03  227.853  00 

Total   earnings  and  other  income 915,297.99  750,910.33 

Deductions  from  income   68,903. iR  32,564.15 

Total    income    846,394.81  718,34618 

Fixed    charges    321.287.14  263,797.11 

Net  income   525,107.67  454,540.07 


ST.  LOUIS  TRANSIT  CO. 

This  company  which  is  the  operating  company  of  the  United 
Railways  Co.,  of  St.  Louis,  held  its  annual  meeting  March  12th 
at  which  the  officers  and  board  of  directors  of  the  previous  year 
were  re-elected.  The  pr  sident's  report  showed  that  the  power 
houses  of  the  different  comoanies  had  an  aggregate  capacity  of 
24,000  h.  p.  On  the  completion  of  the  new  station  of  the  St.  Louis 
Transit  Co..  it  will  have  a  total  capacity  of  150.000  b.  p.  and  the 
total  mileage  of  track  opcated  is  361.7  miles.  The  financial  state- 
ment for  the  year  was  considered  very  satisfactory  and  is  as  fol- 
lows: 

Gross  earnings  for  the  year  toot,  $5,777,509;  increase  over  last 
year  of  $1,314,705;  operating  expenses  and  taxes.  $3,692,400;  in- 
crease, $45,913;  net  earnings,  $2,085,199;  other  income.  $6,313;  total, 
$2,091,512,  or  an  increase  of  $1,268,792  for  the  year.  Interest  and 
dividends,  $2,617,142;  deficit,  $525,630.  Percentage  of  operating  ex- 
penses and  taxes  to  gross  earnings,  63.91,  a  decrease  of  869  per 
cent. 


Assets — Securities  Owned. 

Common    stock    $17,261,300 

United    Railways     

Preferred    capital    stock    3.137.233 

Capital   stock  Louisiana   Purchase  Exp  .  jio.ooo 

Total    $23.  v 

Current  Assets. 
Cash,   $123,696;    securities   due   from   United    Railways   company, 
$263,535;    Transit   company   5   per  cent   notes    reserved    f.  .r    future 
requirements.  $1,302,000;   discount  on  bonds  sold  to  rtional 

Over  term  of  lease,  $275,000. 

Liabilities. 

Interest  on  funded  debt   $1,767,541 

Dividends  on  preferred   capital   stock 

Collateral  trust  note  interest   18,560 

Organization    expenses    1,000 

Miscellaneous    interest    253,830 

Total  fixed  charges   $2,617,142 

Construction  Expenses. 

Track  and  roadway    $   680,512 

Equipment    401.039 

The  report  showed  that  the  total  number  of  passengers  carried 
during  the  year  was  1 17.546.81 1.  an  increase  of  26,929.430  or  29.1 
per  cent  over  the  previous  year.  A  feature  of  the  report  was  the 
material  decrease  in  the  operating  expenses  which  had  occurred 
under  the  management  of  General  Manager  Du  Pont. 


NORTH  JERSEY  STREET  RAILWAY  CO. 
The  annual  stockholder's  meeting  of  the  North  Jersey  Street 
Railway  Co.,  which  controls  the  trolley  lines  in  northern  New  Jer- 
sey, was  held  March  24th.  at  which  the  old  board  of  directors  and 
officers  of  the  company  were  re-elected.  The  president's  report  for 
1901  shows  the  receipts  from  passengers  were  $4,151,410,  and  from 
other  sources  $21,235.  The  operating  expenses  were  $1,994,987. 
making  the  net  earnings  $2,177,658.  From  this  was  deducted 
$2,063,899,  leaving  a  surplus  of  $113,768.  President  E.  F.  C  Young 
also  announced  that  the  company  proposed  tn  spend  $1,000,000  in 
improving  the  property  within  the  next  12  months. 


ALBANY  &  HUDSOX   R  \IL\V AY  &  POWER  CO. 

The  Albany  &  Hudson  Railway  &  Power  Co.  is  to  be  reorganized 
under  a  committee  consisting  of  Clinton  L.  Rossiter,  of  Brooklyn  ; 
Foster  M.  Voorhees,  of  Elizabeth.  N.  J.,  and  Horace  Andrews,  of 
Cleveland.  The  plan  calls  for  a  deposit  with  the  Colonial  Trust 
Co.  of  its  existing  securities  and  the  creation  of  the  following  new 
securities:  First,  a  new  series  of  bonds  aggregating  a  total  author- 
ized amount  of  $1,800,000  of  4'/$  per  cent  40-year  gold  bonds  of 
•diich  $1,500,000  par  value  arc  to  be  issued  for  the  purpose  of  this 
plan  and  the  remainder  to  be  reserved  for  future  extensions  and 
betterments. 

Second,  the  capital  stock  now  $2,500,000  par  value,  all  of  which 
is  common  stock,  is  to  be  divided  into  approximately  $1,800,000  of 
5  per  cent  non-cumulative  preferred  stock  and  $700,000  of  common 
stock. 

Third,  the  $700,000  in  common  stock  to  be  divided  pro  rata  among 
the  holders  of  the  present  capital  stock.  In  case  the  new  bonds 
are  not  marketed  by  the  committee  the  present  stockholders  will 
receive  in  new  bonds  57.92  per  cent  of  their  present  holdings.  Pay- 
ment for  the  remaining  48.08  per  cent  being  in  preferred  stock. 
In  case  the  bonds  are  marketed  by  the  committee  the  present  bond 
holders  will  receive  for  each  $1,000  principal  of  old  bonds  $487 
cash  and  $522  preferred  stock.  This  agreement  will  become  opera- 
tive when  in  the  judgment  of  the  committee,  enough  l>onds  and 
shares  of  stock  shall  have  been  deposited. 


The  United  Railroads  of  San  Francisco  have  been  organized 
following  the  purchase  of  the  Sutro.  Sutter  St.  and  San  Mateo 
car  lines  by  the  Baltimore  syndicate.  The  purchase  price,  $17,599." 
675,  was  paid  by  Brown  Bros,  on  March  rStli.  The  sale  was 
authorized  under  the  civil  code  of  California  and  passed  March  22. 
LUthorizing  the  sale  of  any  railroad  company  owning  any 
railroad  company  in  that  state  of  its  property  and  franchises  to 
any  other  railroad  company   whether  organized  under  the  laws   of 


Are.  is,  1902.] 


STREET  RAILWAY  REVIEW. 


243 


that  state  or  any  other  state.  The  purchasing  syndicate  did  not  ex- 
pect to  take  possession  of  the  property  for  some  time,  hut  a  clause 
in  the  act  which  provides  that  such  lease  conveyance  and  transfer 
shall  be  made  within  three  years  from  the  date  of  the  act  left  only 
a  few  days  in  which  to  make  the  conveyance  leg 


TOUR  OF  NEW  YORK  RAPID  TRANSIT 
OFFICIALS. 


The  Capital  Traction  Co..  of  Washington.  D.  C,  has  issued  its 
annual  report  showing  gross  earnings  for  the  past  year  to  be 
$1,231,863:  operating  expenses,  $560,171;  net  earnings,  $671,512: 
total  net.  $691,189:  surplus  for  charges  and  4  per  cent  dividends, 
$09,389. 

#-•-•■ 

MASSACHUSETTS  STREET  RAILWAY  ASSO- 
CIATION. 


The  regular  monthly  meeting  of  the  Massachusetts  Street   Rail 
.  ssociation  was  held  at  Young's  Hotel,  Boston,  Wednesday, 
April  9th.  and  was  largely  attended. 

Ex-President  John  R.  Graham,  now  fully  recovered  from  his 
recent  severe  illness,  was  present  and  gave  an  interesting  account 
of  his  experiences  in  Mexico,  where  he  spent  the  greater  part  of 
the  winter. 

Mr  George  B.  Francis,  chief  engineer  of  the  Union  Railroad 
Co.  of  Providence,  R.  I.,  was  the  guest  of  the  evening,  and  read 
a  paper  on  "Improvements  in  Street  Railway  Construction." 

Mr.  Francis  was  formerly  resident  engineer  of  the  Boston  Ter- 
minal Co..  and  went  with  the  Union  Railroad  Co.  after  an  ex- 
perience of  more  than  15  years  in  steam  railroad  engineering. 
and  it  was  especially  interesting  to  street  railway  men  to  learn 
how  the  problems  which  always  confront  them,  were  worked  out 
by  a  steam  railroad  man. 

Since  Mr.  Francis  .has  been  with  the  Union  Railroad  Co.  much 
important  work  has  been  done,  much  new  Hack  has  been  built, 
and  old  track  rebuilt  in  the  most  approved  manner  The  Crans- 
ton St.  repair  shops  and  the  Elmwood  Ave  carhouse,  both  of  the 
most  substantial  character,  have  been  completed,  and  a  new  power 
station  is  well  under  way. 

The  improvements  in  track,  under  way  or  contemplated,  include 
the  following:  Placing  concrete  beams  under  the  rail  and  thus 
avoiding  of  ties  altogether,  in  some  instances.  Placing  at  least 
a  foot  of  gravel  ballast  under  the  tics  in  all  track  work,  instead 
of  using  any  convenient  material.  Decresing  the  spacing  of  ties 
to  possibly  22  in.  c.  to  c.  Increasing  width  and  length  of  ties,  tu 
not  less  than  7  in.  in  width  and  8-ft.  length.  Placing  guard  rails 
on  all  curves  of  less  than  600  ft.  radius  Placing  the  switch  tongue 
on  the  opposite  side  from  usual  practice,  in  a  good  many  cases, 
10  that  the  main  track  will  be  free  from  the  tongue  The  adoption 
of  a  lock  for  switch  point  -  a  suitable   method  1  m   be 

found   for  the  various  conditions. 

Some  peculiari'  1  railway  work  which  impress  a     ti 

railroad  engineer,  were   these:      I  Ircct   hacks 

per   mile,  under  city   1  Thr   fart   that    under   street   rail- 

way  charters   tracks  are    laid    under    thi       upervision    of   highway 
irbo   arc    generally    qu  niliar    with   the    require- 

ments.    The  elc 
require  a  depress 

nothing  of  this  kind  is   found  in  steam   railroading  and   it  will  be 
a  relief  to  street  railroad  men  wl,  onable  method  is  found 

to   fasten   the  points   while  they  are   run   over     The   small   Range! 
in   street  car   wheels   and   1'  had   with    chipped 

due  to  running  rk 

and   repai 
cently   completed   and   I  low   building,   ..■ 

■in.  tion 

ciation,  and    "  70   Kilb) 

*  ■  > 

The  Y0111,;  ....    Co    has  in 

houi      1 1" 

new   scale  was 


A  tour  of  inspection  was  recently  made  by  a  number  of  officials 
of  the  New-  York  Rapid  Transit  Subway  Construction  Co.,  which 
included  Chicago,  Milwaukee  and  Pittsburg,  for  the  purpose  of  in- 
specting railroad  shops,  materials,  methods  of  operation,  etc.,  pre- 
paratory to  installing  the  system  in  New  York.  The  party  included 
Messrs.  August  Belmont,  president  of  the  company;  E.  P.  Bryan, 
general  manager;  George  Gibbs,  consulting  engineer;  S.  L.  F. 
Deya,  chief  engineer;  L.  B.  Stilhvell,  J.  Van  Vleck  and  W.  Scott 
Bryan.  The  party  spent  considerable  time  in  investigating  the  sys- 
tems of  the  Chicago  elevated  roads  and  at  the  close  of  their  visil 
were  entertained  at  an  informal  dinner  at  the  Auditorium  Annex, 
given  by  the  officers  of  the  local  transportation   companies 


NEW   CANADIAN  CAR  SHOPS. 


The  British  Columbia  Electric  Ry.  announces  that  it  will  soon 
commence  the  erection  of  car  shops  at  New  Westminster,  B.  C,  and 
all  of  this  company's  cars  will  be  built  here  in  the  future.  The 
company  operates  lines  in  Vancouver,  Victoria  and  New  Westmin- 
ster as  well  as  a  large  interurban  system  at  Vancouver.  The  com- 
pany recently  secured  an  important  water  concession  from  the  gov- 
ernment at  Coquitlam  Lake  and  intends  to  generate  power  for  the 
road  by  means  of  the  water  falls  at  this  point. 

4  ■  » 

MAGNETIC  BRAKES  IN   ENGLAND. 


The  corporation  of  Huddersficld,  Eng.,  which  operates  the  street 
railway  there  has  been  making  a  test  of  the  Westinghouse  magnetic 
brake,  which  has  been  found  entirely  satisfactory.  This  form  of 
brake  is  automatic  and  the  power  is  applied  both  to  the  shoe  on 
the  car  wheel  and  to  a  slipper  brake  resting  on  the  track.  The 
brake  acts  automatically  so  that  the  power  is  always  proportional 
to  the  speed  of  the  car  and  the  pressure  on  the  track  is  applied  so 
that  the  weight  of  the  car  on  the  wheels  is  not  reduced.  The 
car  on  which  this  brake  was  tested  was  allowed  to  descend  a  steep 
grade,  the  power  being  turned  on  until  it  attained  a  good  speed;  it 
was  then  allowed  to  run  away  and  the  brake  was  applied,  after 
which  it  was  stopped  in  1  remarkably  short  distance.  The  grade 
where  this  test  was  made  was  about  10  per  cent.  The  brake  was 
also  tested  with  the  trolley  pole  taken  from  the  overhead  wire,  and 
under   these   conditions    the   brake   showed   equally   good    results. 

In'  tests  were  watched  by  a  number  of  members  of  the  city 
council,  some  of  whom  stayed  upon  the  cat  and  others  watched  the 
tests   from   the   sidewalks.     The   experiments   were   entirely   satisfac- 

ii    members  of  the  council  and  it  is  probable  thai  all  the 

1  the  company  will  1"   equipped  with  these  brake! 

♦ » » 

ELECTRIC  STREET  CAR  SPRINKLER. 


A  bill  ha*  been  introduced  in  the  Massachusetts  Legislature  re- 
quiring all  doable  truck  cars  more  than  20  ft.  in  length  to  l>r 
equipped  with  automatic  brakes  before  Oct.  1,  1002. 


For    rapid    and    economical    sprinkling    of    streets    nothing    can 

electrii    cat      tilted   with   a   tank   and   sprinkling   devici 
■  mbei .    1901,  page  851,  there  was  de 

and    illu  tr.it,  d    a    combined     ti.nl      and      .he  I     sprinkling 

ear  built  by  the  Studebakei   Brother!    Manufacturing  Co.,  of  South 

Bend,  Ind,    Two  very  simtl  havi    been  built  by  this  

pany   for   thi    '  olorado   Springs   &   Suburban    Railway,    Denver, 
Col.    The    praj   i    thrown  from  two  sprinkling  heads  located  on 

either  sidi    ol   ll ai   'l it' 1   ol  the  truck  and  the  watei 

is  forced  from  the  1   hi  id    bj   two  Eorct   pumpi   run  by  a  .v>  h,  p. 

ed    il  01 d  "i    the   car.    The   amount   oi 

■..it.  1    n  .  .1  a     '.'■■  11   a     Hi.    v,  1. hi,  ..fiii.    .pi  ,i-         [ovei  tied   by 
.11  .  nil.  1  end  oi  thi   cat      An  1  brake  i      0  sup 

11    quickly  in   ft 1 >     I  chicle. 

A   third  ■  prinkli  1    head  i     loi  sti  d   al    thi    ft  onl   ol   the  1  at    foi 

Mm   Inn  d      pad      OH  tween    them.      In    a    I.  ll    wilh    the 

itet      1    1  in. .7..  11  1 both  'a. 1. 

I     .  alili    ..I     1  v.    II       h '  .  111  I 11  I,  "     'III, 

■ ' ■    1.   -Hi 1  w I  or  steel  ami 

of  any   1  ap  ■  ed      11 i'  a'      .1  "    in.  in  h.      gravity 

iprinkling  1  the  pn     un    "I  thi    » ati  1    i"i   thi 

width    ol    tin         .  I 11      tin   I,    il,.     1. n|.     and    fr< I   to 

ide  "f  the  ii"  1 


244 


STREET  RAILWAY  REVIEW. 


[Vol.  XII,  No.  4- 


THE   •PERFECTION   •   RAIL   BOND. 


Our  readen  will  be  in  ■  new   rail  bond  known 

"Perfection/1  which  hat  jus)  been  placed  upon  tin-  market 
bond  has  been  d<  on  tin-  principle  ili.it  in  . ■r.lcr  to  make 

i   perfect  contact  between  the  terminal  and  the   rail,  tin-  tei 
must   In    expanded    from   i<  owards   ii-  ind   the 

pressure  be  uniform  throughout  the  entire  length  of  the  holt 


PIG.  l    "PERFECTION"  BOND  IN  PLACE, 


"Perfection"  bond  is  m  erminal  two  har 

dencd  bronze  plugs,  P,  P,  in  Fig.  2,  tin   one  on  the  insidt    : 
,i  flange  which  when  the  plug  is  pressed  home  turn-,  over  the  pin 
trading  end  of  the  terminal. 

When  the  bonds  arc  in  place  tlu-  two  plugs  are  pressed  ti 
each  other  preferably  by  a  hand  compressor  ol  convenieti 
A  movement  of  tlu-  plugs  ',  in,  nearer  together  enlarges  the  bond 


PERFECTION"  r.OND  AFTER  COMPRESSION. 


terminal  3-16  in.  and  forms  a  rivel   head  on  the  terminal  projecting 
'A  in. 
The  claims  of  superiority  made   for  the  "Perfection"  bond   are: 

-t  possible  pressure  between  rail  and  bond;  best  inn  head 
formed  on  the  bond  terminal;  elimination  of  electrolytic  action 
between  the  bond  and  its  plugs;  elimination  of  electrolytic  action 

11  the  bond  and  the  rail  no  air  space  exists  after  the  plugs 
are  pressed  home);  ease  of  application;  attainment   of  perfeel   con 
tact  even  if  the  hole  is  considerably  larger  than  the  bond  terminal; 
limited  pressure  required  in  applying  the  bonds;  the  bond  cannot 
be   turned  after  being  pressed   in   position;    it    cannot    be   driven   01 


Fit'..  3    -'PERFECTION"  ELEVATED. 

after  being  pressed  in  place;   long  life  due  to  great   flexibility   of 
the  connecting  cable  and  freedom  from  crystallization 

The  connections  between  the  two  terminals  of  a  bond  are   mad  i 
by  flexible  copper  cable  specially  designed  to  meet   the 
of    strength,    elasticity  and   carrying   capacity,   and   which    an 
integral    with   the  terminal   by   a   special    process,   giving   a   point    ol 
ample  carrying  capacity  to  conduct  the  current   for  which  th< 
is  intended. 


Fig.  .t  shows  .1  t  in   bond  now  ready  fot  the  market     The  "Pet 
rude  in  any  length  from  .4  in   up.  and  the  standard 
section  terminals  art    No   '«>.   No    '»«',  and     No.  0000. 

Special  "11  or  with  largei  terminals  arc  made 

<  n  01 

elevated  I I  is  shown  in  Pig    .1;  othet 

uglii.  will,  parallel,  waved,  ot  lent  to  form  short 

or  long  nadi    by  the  Protection  Kail   Bond 

Co.,  for  which   P.    l;.   Badl  and  II    \l     Willis  ate  general  sales  agents. 

with  headquarters  at  No    150.)  Monadnock  Block,  Chicago. 


HAM   TROLLEY  CATCHER. 

ccompanying  illustration  shows  the  arrangement  of  tin 
mi;  device  which  is  used  on  the  Ham  trolley  catcher  to  catch  and 
bold  a  trollej  rope  when  the  trolley  jumps  front  the  overhead  wire 
The  device  consists  of  a  drum  on  which  this  rope  winds  and  un- 
winds automatically  as  the  position  of  the  trolley  requires,  and  no 
change  in  its  position  or  rate  of  speed  will  cause  the  har  and  pawl 


LOCKING  IlEVICE     HAM  TROLLEY  CATCHER. 

shown  in  the  cut  to  change  their  positions,  but  a  jerk  of  the  trolley 
rope  will  lock  the  reel  against   rotation.     The  spring  shown  in  con- 

1  with  this  device  is  not  under  tension  except  when  the  rope 
reel  is  locked  against  rotation,  as  for  instance  when  the  trolley 
jumps  from  the  overhead  wire.  There  is  no  adjustment  of  the  spring 
required  and  it  is  loosely  connected  and  inoperative  when  the  trol- 
ley catcher  is  working  normally.  The  use  of  the  spring  in  this 
manner  was  designed  to  overcome  the  trouble  and  annoyance  liable 

1 in    in    spring  operating  devices  that  require  a  certain  strain  to 

which  they  must  lie  adjusted.     This  device  is  made  by  the  Ham  Sand 

0.,  of  Troy.  N.  Y.  and  is  said  to  he  very  effective  for  pre- 
venting  damage  lo  trolleys  and  overhead  wires  in  case  the  trolley 
jumps  the  wit  c 


TRADE   PAPERS  AT  THE  AMERICAN  EXPOSI- 
TION IN  LONDON. 


The  American  Exposition  which  is  to  take  place  in  London  next 
summer  and  which  has  been  previously  announced  in  the  columns 

of  the  "Review"  will  undoubtedly  he  the  largest  and  most  im- 
portant exposition  of  rxclu-ivelv  American  products,  arts  and  in- 
dustries which  hi-  evet  I"*"  seen  abroad,  One  of  the  interesting 
feature-  to  bt  howfl  at  the  exposition  is  a  collection  of  American 
class  publications  which  have  developed  remarkably  in  the  past  few 

\s    the    difficulty    and    expense    of    properly    exhibiting    such 

individually   would   he  prohibitive,   the   Le   Roy   Publishing 
Co.,   of   New   York,   has  rented  a  large  space  at   the   exposition    hall 

and  the  commissioner  for  the  United  States  has  given  this  com 
pany  entire  control  of  the  exhibit  of  American  trade  journals  which 
will   form  exhibit  in  charge  of  this  company.  Mr    llyctt 

of  this  company  will  go  to  London  early  in  May  to  take  charge  of 
this  exhibit  and  all  pap  1  sented  will  be  exhibited  under  his 

favor,  lie  will  take  subscriptions  and  contracts  for 
advertising,  make  reports  of  all  business  done  and  of  all  moneys 
Collected  and  Will  forward  lists  of  those  to  whom  sample  copie- 
have  been  given  and  any  other  information  which  may  be  desired. 


Apr.   15,   1902.] 


STREET    RAILWAY    REVIEW. 


245 


A   MODERN   AIR  BRAKE  EQUIPMENT. 


The  introduction  of  heavy  oars  and  high  speeds  made  an  imper- 
ative demand  for  power  brakes  and  one  of  the  remarkable  things 
in  connection  with  electrical  railway  development  is  the  extent  to 
which  air  brakes  have  been  applied  in  this  service  Various  forms 
of  friction,  hydraulic,  electric  and  air  brakes,  many  of  which  had 
been  tried  and  discarded  by  the  steam  roads,  were  tried  on  electric 
cars  Few  of  these  reached  the  stage  of  ex- 
tensive  use  in  service. 

\  number  of  different  forms  of  air  braki 
in  which  the  axle  driven  compressors  Wi 
used  were  brought  out  between  1889  and  1895. 
including  the  one  invented  and  patented  by 
Mr.  X.  V  Christensen.  The  Christensen 
equipments  were  installed  and  operated  with 
entire  satisfaction  "ii  cars  of  the  Citizens  Kail  - 
1"  Detroit.  Mich.,  in  the  summer  of 
1893,  and.  later,  on  cars  of  other  road-  Mr 
Christensen  believed  that  something  better 
than  axle  driven  compressors  were  necessary 
and  in  April,  1896,  his  tir-t  independent  motor 
driven  air  compi  pul  in  operation  on 

of  the  cars  of  the  Metropolitan  West  Side 
Elevated  Railway  Co,  in  Chicago.     An  auto- 
matic governor   was   also  supplied    which    was 
arranged  to  open  the  circuit  of  the  motor  as 
as    the   pT'  ed    a   predetermined 

maximum  and  I  when  the  pressure 

reduced  to  a  predetermined  minimum 
This  first  equipment  was  a  complete  success 
and  other  installation-  of  -imilar  apparatus 
were  made  in  vat  of  the  country. 

The   Christensen    Engineering   Co    was 
gani/cd    in    1807  and   it    found   it    necessary   to 
increase     its     manufacturing     facilitie-     from 
time  to  time.    Finally  in  1899  the  companj 
cided  to  secure  a   new  site  and  erect  a   com 
plete  new  plant.     The  works  are  loca 
River  Park,  Milwaukee,  between  the  Milwau- 
kee  River  and   the   Chicago   &   Northwestern 
Ry ,    affording   convenient   facilities    for    ship- 
ping.    No  expense  was  spared  in  installing  the  m  n  equip- 
ment obtainable  and  the  plant  is  such  thai  the  constantly  increasing 
demands  can  be  promptly  met. 

The   Christensen    Engineering   1  93    per   cent 

of  all   the   electric   roads   that   have   adopted   power    brakes   of   any 
kind,  arc  equipped  with  the  Chr  pparatus,  and  thai   there 

are  n  .,00  equipments  in  dai! 

'I  he  following  detail'  I  thi    comp  ed   with 

;. incuts  will  l>e  of  interest  to  many  of  our  readers.     The 

how  11  in   Fig    1 
OUnd    motor    and    a    dupll  tiny    com| 


armature  bearing  at  the  pinion  end  is  so  arranged  that  it  is  con- 
stantly lubricated  by  the  oil  within  the  casing  of  the  compressor 
and  is  provided  with  an  automatic  overflow  arrangement  Mi. 
brush  holder  of  the  motor  is  of  the  simplest  possible  construction 
and  is  provided  with  an  instantaneous  adjustment.  The  armature 
bearings  are  so  designed  that  it  is  impossible  for  oil  to  get  into  the 
armature.  The  combined  machine  is  of  extreme  simplicity,  and 
there  are  only  two  places  for  oiling,  one  being  the  main  casing  of 


1  K.  c 

lo  lh. 
"gaging   with   1! 

ided  in  th'    ■  a  ■ .  Hi.    •  •'■  tided  1  nd  of 

rrymg  a  I.-  ill  .1  helil  al 

■  nd   of   the   arm..  ,,f   tin 

i,   the 

- oil      1  he 

and  discharge  *»l  »l  are 

interchangeable  one  with  tin  I  he 


1  11..  t— CHRISTENSEN  MOTOK   DRIVKN  COMPRESSOR. 

the  compressor  and  the  other  being  the  oil  well  on  the  armalin. 
hearing  at  the  commutator  end,  both  of  which  need  replenishing 
"iilv  at  long  intervals.  The  helical  gear  is  very  much  more  durable 
than  ordinary  geai     and  practically  eliminates  noise. 

The  Christensen   governor,   shown   in    log.   2,   consists   of   ,1 h 

nary  Bourdon  pres  1  mechanism  with  a  special  hand. which 

upon   coming   in   contact   with  a  conducting   stud  at    the   position   "I 

1.1 pre    nre     illow     .mi.  m   1..  flow   through  a  magnet   coil 

provided  with  a  plunger,  to  which  the  contact  pieces  for 
the  motor  circuit  are   tttached,  therebj   starting  up  the  motoi      As 

a-    the    hand    strikes    the    maximum    si  ud.    current    will    pa 

through   a    second    solenoid    magnet,    thereby   pulling    the   magnet 

plunger  in  tin  ction  and  opi g  the  motoi  cin  tail      Bj 

thi  .....linn  in  ii  1  po  ibli  i"  '.'.i  1  close  margin  between  maxi- 
mum and  minimum  1 This  margin  i-  readily  adjusted  by 

1 1 .1      ..  ii  .  ither. 

ippai   1 11     hs  1    1 arefully 

igned  and  accurately  constructed  aa  th.  01  ami  governor 

Co    ho*   tl 1   "i  Hi.  .in-  brakes  il ipanj  cites  a  ti  1 

de  upon  tv ol   equal   ■■  eigl 1     ize,  1  ipi  ral  ing  on  the 

time  under  1  imilar  c lition  .  excepting 

thai  ■.    pped  1        "'I  tor  drr mpn    01 

.or  brake  and  the  other  with  hand  bi  ["hi   n   till  showed 

thai  the  forrrn  1  im   to  to  18  pei   cen    Ii      powei    than  the 

["hi  caused  bj  tl I)  igging  hi  ■  bi  al  e    hoi 

1  practici   ol  moti  u  men  holding 

' : [uicklj   apply 

rake  when   approaching m   ng    tl 1 wded 

of  the  1  in  1  !■  1 t  to  plai  1   an 

upon  the  raarki  1  until  il  h      I perfected  and  pi 1  to 

be  reliable  and  durable  by  1  t<   '     undei   il ndi 

tual  si        1     in  1  hi.. i.r.  and 
11.. 1  th<                   has  paid  fbi   ii 

hi 

i.. .  11  I-                            i    n  ■  quipmi  nl 


246 


STREET    RAILWAY    REVIEW. 


[Vol.  XII.  N<>   4. 


as  were  ever  sold  before  in  an  equal  period  of  time,  I  be  •  liiistcn 
sen  equipments  arc  in  use  in  England,  France,  Germany,  Sweden, 
Norway,   Russia  and   Africa.     One  of   the  On 

or  50  motor-driven  equiprneri  nstalled  on  car-,  belong 

ing  to  the  Government  Tramways  in  Sydney     Australia;  pri 
to  this  the  same  road  had  i.1;  Chi  in  operation 


INTERESTING   MANGANESE    SPECIAL  WORK 


The  accompanying   illustrations  show  some  interesting  exam- 

ol    special   track   containing   parts   of   manganese   steel,    with 
which    William   Wharton  Jr.   &  Co,    Inc.,   has   had   great   SU 
The  company  has  overcome  the  difficulties  of  casting  this  metal 
in  complicated  shapes  and  can  therefore  use  it  more  extensively 
in  T-rail  work. 

The   top  view   shows  a   steam  and   street   railway  crossing  made 
by  the  Wharton  company  under  the   N  nts,  in  which  the 

usual  combination  of  tunning  rail, easer rail, guard  rail, and  fj 
the  steam  railroad  track  has  been  united  into  one  single  manganese 
steel  casting,  which  is  usually  made  16  ft.  long  overall.  The  illus- 
shows  a  good  end  view  of  this  rail  and  shows  also  how 
[he  connection  is  made  with  the  steel  rail  in  the  steam  railroad 
track.      The    street    railways    rails    in    this    crossing   are    made    of 


MANGANESE  SPECIAL  WORK. 

ordinary  steel  castings  of  the  height  corresponding  to  the  steam 
railroad  rail,  where  they  rest  on  the  tics  of  the  steam  railroad 
?nd  shaped  on  the  exteremc  ends  to  match  the  girder  rail  of  the 
street  railways  track,  thereby  avoiding  the  usual  combination 
joints.  As  the  steam  railroad  rail  with  the  cross  grooves  of  the 
street  railway  is  all  of  manganese  steel,  the  points  of  greater  wear 
are  protected  by  this  metal,  and  there  is  a  further  advantage  in 
the  reduction  of  the  number  of  pieces  and  number  of  bolts  which 
are  usually  found  in  steam  railroad  crossings  of  ordinary  types. 
The  remarkable  ductility  of  manganese  steel,  although  at  the 
same  time  it  is  very  hard,  permitted  the  introduction  of  this  ma- 
terial into  steam  tracks.  The  skepticism  of  the  steam  railroad  engi- 
neers in  that  respect  was  easily  overcome  by  the  Wharton  com- 
pany by  a  number  of  very  -  on  manganese  steel  cast- 
ings, of  the  character  used,  under  drop  weights,  etc.,  before 
engineers  of  the  Pennsylvania  R.  R.  and  Philadelphia  &  Reading 
Ry.,  and  many  of  these  crossings  arc  now  in  use  in  places  where 
street  railways  cross  the  tracks  of  these  two  roads  and  also  several 
others,  where  they  are  subjected  to  the  heaviest  traffic  with  trains 
running  at  high  speeds. 

The  company  is  also  at  present  doing  a  large  business  in  man- 
ganese steel  frogs  for  steam  railroad  tracks  proper,  after  having 
demonstrated  through  several  years'  tests  the  ultimate  economy 
of  the  use  of  this  expensive  metal  in  place  of  ordinary  steel  rails. 


<■    told    that    the    company    has   had   s..nic   of  these   frogs  111 
use   for   over   two   years    in    places    where   ordinary   frogs   u 
ut    in    three    months.      The    second    view    illustrates 
logs,   with   a    very   long   angle,   made   for  the   Pennsylvania 
Railroad  Co. 

I  "i  street  railway  special  work  in  Trail  track  the  Wharton 
Company  usually  furnishes  frogs  cast  solid  out  of  manganese  steel 
as  illustrated  in  the  lower  view  The  demand  for  first  class  work 
in  T-rail  track  of  electric  roads  is  constantly  increasing  and  the 
Wharton  company  is  furnishing  large  amounts  of  this  solid  work 
to  all  parts  of  the  country.  Where  tongue  switches  and  mates 
arc  used  in  this  class  of  work,  the  mates  and  the  tongues  arc  also 
solid  manganese  steel  castings. 

The  main  products  of  the  Wharton  company  is  of  course  still 
the  regular  girder  rail  special  work  for  electric  roads  with  man- 
ganese steel  centers,  the  value  of  which  seems  to  become  more 
and  more  appreciated. 

*  •  > 

TO   RELIEVE  THE   CHICAGO  UNION    LOOP. 


In  addition  to  the  purchase  of  a  new  down  town  terminal  fur  the 
"■litan  Elevated,  the  South  Side  Elevated  has  taken  14  trains 
a  day  off  the  Union  Loop  during  the  rush  hours  in  order  to  avoid 
the  congestion  of  traffic  upon  the  loop.  These  trains  arc  now  being 
diverted  to  the  old  Congress  St.  terminal  station,  which  has  not 
previously  been  used  for  several  years.  The  lease  of  the  Union 
Loop  with  the  connecting  roads  provides  that  if  cars  or  trains  do 
not  enter  the  loop  because  they  cannot  be  accommodated  the  charge 
of  V*  cent  a  passenger  for  every  one  in  the  cars  so  excluded  shall  be 
waived.  Whether  the  capacity  of  the  loop  has  been  reached  is  a 
question  which  will  probably  have  to  he  arbitrated.  The  North- 
western Elevated,  which  now  owns  the  loop,  claims  that  its  capacity 
has  not  been  reached  within  25  per  cent  The  traffic  on  the  loop, 
r.  is  very  much  congested  at  times  and  much  time  is  lost  if 
any  of  the  outlying  roads  are  late  in  delivering  their  trains  to  the 
loop.  The  lease  provides  that  t'ds  question  shall  be  settled  by  arbi- 
tration. 

*  »  » 

NILES  CAR  WORKS   BUSY. 


One  result  of  the  opening  of  the  car  works  of  the  Niles  Car  & 
Manufacturing  Co.,  at  Niles.  O.,  has  been  a  great  demand  for  dwell- 
ing houses  on  the  part  of  workmen  engaged  in  the  plant,  and  the 
Niles  Board  of  Trade  has  decided  to  at  once  build  50  new  houses. 
The  Niles  Car  company  is  extremely  busy  and  is  confining  its  work 
to  steam  passenger  cars  and  heavy  cars  for  suburban  and  inter- 
urban  electric  railways;  orders  are  now  in  hand  for  several  months 
ahead. 


NEW  POWER  PLANT  FOR  MILWAUKEE. 


The  Milwaukee  Electric  Railway  &  Light  Co.  is  preparing  plans 
and  specifications  for  the  erection  of  a  large  new  power  house  in 
the  city  of  Milwaukee.  It  is  the  intention  to  furnish  power  from 
the  new  plant  for  the  operation  of  the  entire  street  railway  system 
in  Milwaukee,  Racine  and  Kenosha.  The  street  railway  power 
plant  in  Racine  will  be  abandoned  for  the  use  of  the  railway  com- 
pany, but  the  boiler  plant  will  be  kept  intact  and  the  company 
will  seek  a  franchise  from  the  city  for  public  steam  heating  for 
both  business  houses  and  private  residences. 

4  ■  » 

MARCH  ACCIDENTS. 


March  16th,  at  8:30  p.  m„  a  Howell  Ave.  car  on  the  lines  of  the 
Milwaukee  Electtic  Railway  &  Light  Co.  was  struck  by  the  Pioneer 
limited  train  at  the  Kinnickinnic  Ave.  crossing  and  slight  injuries 
and  bruises  to  several  of  the  passengers  in  the  electric  car  resulted. 
It  is  alleged  that  the  engine  of  the  train  had  no  headlight  burning. 

A  head-on  collision  between  a  passenger  car  and  a  work  car  on 
the  Chicago  &  Joliet  Electric  Ry.  occurred  at  7  a.  m.,  March  28th, 
near  Sag  Bridge,  resulting  in  the  death  of  three  persons  and  in- 
juries to  several  others.  The  accident  was  due  to  the  dense  fog 
and  the  fact  that  one  of  the  two  tracks  was  damaged  by  a  washout 
so  that  all  cars  were  using  the  same  track  and  a  failure  to  obey 
orders  by  the  crew  of  one  of  the  cars. 


Are.  15,  1902.] 


STREET  RAILWAY  REVIEW 


247 


BOCH'S  -GLAZE-FILLED      INSULATORS. 


IOWA    ELECTRIC    RAILWAYS   TO    BE    UNDER 
RAILROAD   COMMISSIONERS. 


In  comparing  the  relative  merits  of  porcelain  and  glass  insulators 
for  high-tension  transmission  lines  it  is  generally  conceded  that  the 
former  is  the  stronger  mechanically,  and  the  efforts  of  manufac- 
turers have  been  to  secure  porcelain  insulators  uniformly  free  from 
flaws. 

The  R.  Thoma-         -  '■■>..  of  East  Liverpool,  O.,  is  making  a 

'"glaze-filled"  insulator,  for  which  the  two  advantages  of  great 
strength  and  superior  insulating  qualities  are  claimed.  This  in- 
sulator is  made  under  a  patent  issued  to  Mr.  J.  W.  Boch,  superin- 
tendent of  the  company,  and  the  success  met  with  by  the  insulator 
during  the  past  few  years  has  led  to  litigation  recently  decided  in 
favor  of  the  Boch  patent. 

A  thin  piece  oi  clay  will  mold 
and  vitrify  better  than  a  thick 
one,  and  in  consequence  the  Boch 
insulator  is  built  up  of  two  or 
more  shells  nested  together. 

The  engraving  shows  sep- 
arately at  1.  2  and  3,  the  three 
shells  of  the  triple  petticoat  in- 
sulator. The  inner  piece  3  is 
moulded  with  a  suitable  thread- 
ed socket  '  -  the  usual 
pin.  The  outer  shell  1  is  pro- 
vided with  the  usual  notched 
head  for  the  conductor  and  like 
the  intermediate  part  2  is  made 
bowl-shaped,  so  that  the  three 
are  relatively  thin  shells,  to  be 
nested  into  each  other. 

In  the  practice  usually  fol- 
bjr  the  R.  Thomas  &  Sons' 
Co.  in  making  these  insulators, 
these  separately-molded  pa- 
first  dried  out  separately,  pi 
ably  in  an  oven  or  kiln  in  the 
usual  manner  oi  drying  clay  arti- 
cles by  the  proces-  known  as 
"biscuit  firing."  The  separate 
re  then  coated  with  glaze 
all  ov.  -  lipping  into  liq- 

maierial,    and     they 
nto    each    other 
and   stood    up-ide   down,    t!; 

n    the 

•i  shown  at  5.  Extra  glaz- 
upplied  at  the 
111     the     annular  chai 

The  pans  thus  put  1   .  I  supplied  with  extra  glaze  at  the 

joints  are  then  put  111  the  sagger  with  the  petticoats  of  the  insulator 
uppermost  and  placed  in  a  kiln,  in  which  under  great  beat  the  clay 
shrinks   and   becomes   vitrit.  I    and   the    glazing    material 

■  nd  hecom-  flowing  down  into  and 

filling  all   !;  .ither   being 

'hiring  the  shrink- 

1     this 

.    illuv- 
Klll 


The  lower  house  of  the  Iowa  Legislature  passed  a  bill  last  month 
placing  street  and  intcrurban  electric  railways  under  the  control 
of  the  state  board  of  railway  commissioners.  The  hills  as  passed 
were  subjected  to  several  amendments,  one  of  which  reduced  the 
term  of  ;o  years  for  which  cities  and  towns  might  vote  franchises, 
to  25  years.  Such  roads  however,  as  works  of  internal  improve- 
ment, may  incorporate  for  a  term  of  50  years.  The  bill  gives  elec- 
tric roads  the  right  to  use  the  highways  on  consent  of  the  super- 
visors and  by  approval  of  two-thirds  of  the  abutting  land  owners. 
It  is  believed  there  will  be  no  difficulty  experienced  when  the  bill 
goes  up  for  passage  in  the  senate. 


THE  STRIKES. 


GhRMANTOWNFRANKFORD   INTERURBAN 


The  strike  at   Norfolk,  Va.,  was  settle  1  March  29th.     The   mili- 
tia   guarding   the   property    of    the    Norfolk    Railway   &    Ligl 
were  withdrawn  March   12th  and  there  followed   many  acts  "i  vio- 
lence, car  cr<  iltcd  by  the  strikers,  car-  deraiii 
On  the  29th  07  of  the  162  -inkers  petitioned  i..r  reinstatement,  the 
arbitration  committee  having  ruled  that  the  men  should  worl 
non-union   men;    the  97   wire    placed   at    work    anil   the    str i 
off. 

1  iric    Co.    has   continued   to    have 

liking  einj.  -.ii   the   I'.i.i.   1   In..-   1. ,1111, 1  it 

irmed  guard  oi  five  1. 

'..rih  Rail 
trorth,  Kan  ,  was  lettled  March  28th,  the 

di  nl   ..1    this 
ih  dynam 
141I1 

««  * 
1  ighl  \  Power  1 

lo    he 

ill     he 

0  large 

-til  be 

11I1   rolling   stock  a-. 


248 


STREET  RAILWAY  REVIEW. 


[Vol.  XII,  No.  4. 


STREET   RAILWAY   PATENTS. 


tits  furnishi 

1.    \\  in     \ 
equal:  idcr. 

Winchester,  Mass.    D 
for  reducing  elevated  railroad  structures. 

No  mi. I*!.  March  4,  Wallace  M.  Kelch,  Dayton,  0 

IT. 

No.  694,741,  March  .|.  George  G.  Gucutlicr,    Los     \> 
Automatic  switch  operating  •  I <•  \ 
No  694,825,  M:ircli   i  Boyd,  Laurens,  S.  C.    Speaking 

tube  f"t    trains. 

No.  '•  (.843,  Man  h   1.  I  eon  Dion 
road. 

No.  694,883,   March  4.  James  J    McGarity  and  George  R 

Pittsburg,  Pa.     Car  fender. 

No.  605,144.  March  ii,  Frank  P..  Case,  Schenectady,  N,  V.  Electric 
brake. 

No.  695,355,  March  11.  Charles  A.  Wheeler,  Harlesden,  Eng. 
Washing   apparatus   fur   railway  or  tramway  carriages. 

No.  695.27;.  March  It.  Walter  L.  Clark.  Everett,  Mass.  Overhead 
switch. 

No.  (•  rch  II,  William  Philipson  et  al,  Bolton,  Eng.   Life 

saving  mechanism  for  tramways 

No.  605,408,  March  18,  Laurent  Semat.  Cairo,  Egypt.  Means  for 
operating  signals  automatically  at  level  crossings,  etc. 

No.  695,008,  March  18,  John  W.  Cap,  Newark.  N.  J.  Revolving 
indicator. 

No.  695,953,  March  25,  Cyrus  E.  Smith.  Fall  River.  Mass.  Elec- 
tric trolley, 

No.  695.007.  March  25.  Arthur  D  Barton.  Ravenna.  (V  Trolley 
wheel  retainer. 

No.  696,248,  March  25.  Wm  II  Martin,  San  Francisco,  Cal.  Life 
saving   device    for    street    cars. 

No.  696^13,  March  25.  Robert  V.  Cherthan,  Louisville.  Ky.  Elec- 
trically controlled    railway   switch. 


Co.  in 
■1  the  sale  of  thi    Mil  1  lifter, 

which   ii   makes  in  large  quantiti 


NEW  RIDLON  CATALOG. 


The  new  catalog  of  the  Frank  Ridlo.i  Co.,  of  Boston.  Mas;.  1- 
now  ready  for  distribution,  and  this  edition  surpasses  in  value,  size 
and  typographical  appearance  anything  ever  before  attempted  bj 
this  company,  which  is  saying  a  great  deal.  The  new  edition  con- 
tains 4.12  pages,  and  is  hound  in  vellum  de  luxe.  It  is  devoted  1  x- 
clusively  to  street  railway  supplies  and  its  a  useful  working  cata- 
log, as  it  contains  only  such  articles  as  are  made  by  the  Ridlon 
company  or  controlled  by  it  as  agent,  and  purchasing  agents  may 
rest  assured  that  practically  anything  found  in  the  catalog  iv  car 
ried  in  stock  and  can  he  furnished  on  telegraphic  order  if  neces- 
sary. The  work  is  printed  on  heavy  hook  paper  and  is  fully  illus- 
trated. A  valuable  feature  is  the  carefully  prepared  index  with 
cross  references  which  enables  any  article  to  be  found  easily  and 
quickly. 

The  Wilson  trolley  tender,   which   has   become  such  .1   neo 
part  of  the  up-to-date  street  railway  equipment,  is  of  course  given 
»  conspicuous  location  in  the  cat 


DEMAND   FOR  PROVIDENCE  FENDERS. 


The  Consolidated  Car  Fender  Co.,  of  39  Cortland!  St.,  New 
York  City,  had  one  of  the  busiest  months  during  March  that  it 
has  ever  had  in  its  history.  During  that  period  it  finished  fenders 
for  27  different  electric  roads  and  in  addition  filled  orders  from 
several  of  the  car  build 

To  take  care  of  the  growing  business  in  France,  Germany  and 
Austria.  Mr.  Leo  Under  has  been  appointed  representative  foi 
these  countries  and  will  carry  a  large  stock  of  Providence  cat 
fenders.  Mr.  Lindcr  will  make  his  headquarters  at  6  Rue  Bou- 
dreau.   Paris.  France. 

Among  other  large  companies,  the  St  Louis  Transit  Co..  St 
Louis.  Mo.,  is  making  a  thorough  test  of  the  "Providence"  new- 
model    "C"    fender   which    is   claimed    to   be   the   best    fender    evet 


COPPER  CASTINGS. 


h,   1.  ,i     ol  copper  castings  will  be  interested  in  the  work  of  the 
It   Copper,    Hi. i"  A    Bn  which   his  made 

1  commercial  success  of  tin-  manufacturi    ol   pun  -tings, 

and  whose  leading  specialty  is  known  as  "Sterion"  copper. 

ings  arc  being  largely  adopted  by  the  leading  manu- 
facture! •  ric.'il  instruments  and  streci  railway  companies. 
The  "Sterion"  castings  are  guaranteed  absolute]  I  free 
from  blow-holes  and  other  imperfections  so  common  t"  cast  cop- 
per ;  chemical  analysis  shows  the  metal  is  99.6  per  cent  pure,  and  it 
has  from  two  to  three  times  the  conductivity  of  ordinary  cast  cop- 
per. 

The  company's  specialty  is  the  manufacture  of  different  electrical 
castings   such   as  terminals,   contact   nuts  and  copper  casting 


by  manufacturers  of  switches,  circuit  breakers  and  switchboards. 
It  carries  a  complete  line  of  Standard  terminals  and  contact  nuts. 
and  also  manufacture;  copper  splicing  sleeves  and  contact  lingers 
for  street  railway  controllers  and  copper  rivets  for  special  bonding 
purposes. 

The  ace  mpanying  illustrations  show  the  malleability  and  tough- 
ness of  "Sterion"  copper;  these  rivets  were  forged  cold  under  a 
drop  t"i'ge  hammer.  The  copper  can  be  forged  hot  or  cold  into 
shape  without  cracking  or  splitting  off  on  the  sides. 

The  company  also  manufactures  commutator  bars  rolled  by  spe- 
cial machinery  to  an  accurate  taper  and  gage.  The  bars  being  harder, 
wear  evenly  with  the  mica  insulation  and  prevent  the  high  ridges 
so  common  in  commutators.  The  office  and  plant  of  the  Sterion 
Copper  company  are  at  Nos.  63-67  N.  Ashland  Ave..  Chicago. 


THE  FOUR-TRACK   NEWS. 


Four-Track  News."  an  illustrated  monthly  magazine  of 
travel  and  education  published  by  the  passenger  department  of  the 
New  York  Central  &  Hudson  River  R.  R.,  compares  lo  its  ad- 
vantage with  many  of  the  best  modern  periodicals  of  a  purely  lit- 
erary character.  The  March  issue  contained  ,io  articles,  depart- 
ments and  poems,  and  a  full  quota  of  charming  half-tone  illustra- 
tions. Among  the  features  of  this  number  were  articles  entitled: 
"The  Three  Oregons."  by  Alfred  Holman.  of  the  Portland  Ore- 
gonian;  "The  Botanical  Bronx,"  by  Dr.  N.  L.  Britton,  director- 
in-chief  of  the  New  York  Botanical  Garden;  "Midst  Peaks  and 
Chasms,"  by  Col.  P.  Donan.  and  "The  Up-to-Date  Locomotive,"  by 
\  M  Waitt.  superintendent  of  motive  power  and  rolling  stock  of 
the  New  York  Central  R.  R.  There  were  beside  poems  and 
sketches  of  a  high  order  of  merit,  and  a  general  fund  of  informa- 
tion regarding  lake  and  mountain  resorts,  railroads,  new  books  of 
the  day  and  affairs  theatrical.  "The  Four-Track  News"  is  edited 
by  John  K.  Le  Baron  ;  its  price  is  50  cents  per  year.  Sample  copies 
may  be  had  for  five  cents  by  addressing  George  H.  Daniels,  G.  P. 
A.,  Grand  Central  Station,  New  York. 


Apr.  15,   1902.] 


STREET  RAILWAY  REVIEW. 


249 


r^^v^r^a?^^ 


-> 


ECHOES  FROM  THE  TRADE 


i 


&zmmim$^s^^T-^s$m 


THE  J.  G.  BRILL  CO.  is  now  building  50  cars  for  the  Union 
Traction  Co..  of  Philadelphia;  35  of  these  ears  will  be  mounted  on 
Brill  N'o.  27-G  tracks. 


A.  O.  SCHOOXMAKER.  dealer  in  mica,  will  remove  on  May 
1st  from  15S  William  St..  to  221  Fulton  S(  .  New  York  City,  where 
he  will  have  more  room  for  handling  his  increasing  trade. 


THE  STERLING -MEAKER  CO.  will  on  April  30th  remove  its 
office  and  factory  to  Nos.  420-422  Ogden  St..  Newark.  X.  J.,  and 
all  mail  and  shipments  should  then  be  directed  to  this  address. 


THE  WESTINGHOUSE  ELECTRIC  &  MANUFACTURING 

CO.  is  mailing  a  post-card  bearing  on  the  reverse  side  a  half-tone 
illustration  of  the  Westinghouse  polyphase  induction  motor  oper- 
ating a  122-in.  lathe  in  the  works  of  the  Westinghouse  Electric  & 
Manufacturing  Co. 


THE  McGlTRE  MANUFACTURING  CO.,  122  North  San- 
gamon St.,  Chicago,  presents  its  friends  and  patrons  with  a  calen- 
dar of  an  original  and  appropriate  design.  The  reproduction  in 
gold  and  several  colors  of  a  motor  starting  box  makes  an  effective 
decoration  for  a  calendar. 


THE  CENTRAL  ELECTRIC  CO.,  of  Chicago,  is  distributing 
among  its  customers  attractive  pamphlets,  descriptive  of  the  Wurts 
and  Garton  lightning  arresters.  Those  interested  can  obtain  this 
printed  matter  upon  request,  from  the  above  company,  who  will 
also  be  pleased  to  quote  prices. 


THE  CENTRAL  ELECTRIC  CO..  264  270  Fifth  Ave.,  Chicago, 

has  published   an   illii--  der  giving   a   list   of   revised   prices 

1I-G  pull  sockets  and  a  description  of  the  different  patterns. 

including   the   pendent   pull    socket,   fibre   lined.   250  volts,   and   the 

pull  wall  socket,  fibre  lined,  250  ■  1 


AMONG   the  recent   installations  of  the  Gould    Storage    P.attery 

t  33rd  St.,  New  York  City,  is  that  of  the  Amherst  & 

Sunderland  Street  Railway  Co..  Amherst,  Mass.,  which  consists  of 

216  cells,  type  O  513.  in  lead  lined  tanks,  having  a  capacity  of  too 

kw.  to  be  used  as  a  floating  battery  on  the  system. 


\ PHITE"  for  April  contains  a  number  of  gi  al  ar- 

ticles,  an   interesting   description   of   the   mills   and    minis    of   the 
Joseph    Dixon   Crucible   Co.,   and   a   word    to   the    wise   concerning 
the   merits    of    Dixon's   graphite   produi 
lished  monthly  by  the  Dixon  company  at  Jersey  City. 


THE  CR.'  .f  Chicago,  owing  to  an  increase  of  bit 

hat  found  it  necessary  to  establish  a  branch  office  at  Duluth,  Minn., 
known  as  the  Crane  &  Ordi  ind  anothei  ieattle, 

Wash.,  known  as  '  ids,  plumbing 

supplies,  wind  mills  and  punt  branches. 


'IMF.  CH  ton,  has  1, 

■    for   rail   bondl    for  li  ,,f   the 

ted   in   -in 
manm-  ible  bond  n 

■    high    tribute    to    its   rffir  |l 


THE   M  I  ,'    CO.,    P 

mantlfai-tnr<-r    of    . 

'.,ilway  plant!     'I  br  butletii 

n  of  rrvilt  -i  linci   with   and   without   fi 

lation  •    and    ■    half  tl 

Phlladelpti 


cells,  type  G  13,  operating  as  a  line  battery.  This  plant,  which  was 
installed  in  July.  1896,  is  one  of  the  six  batteries  of  chloride  ac- 
cumulators in  use  on  the  Union  Traction  Co's.  system.  Upon  re- 
quest, the  Electric  Storage  Battery  Co.  will  submit  a  report  show- 
ing results  to  be  obtained  from  the  operation  of  a  battery  of 
chloride  accumulators. 


THE  GREEN  FUEL  ECONOMIZER  CO.  will  install  a  large 
Green  economizer  in  the  new  power  house  of  the  Boston  &  Wor- 
cester Street  Ry.  now  building  at  South  Framingham,  Mass.  The 
Benedict  &  Burnham  Manufacuring  Co.,  of  Waterbury,  Conn  ,  has 
also  ordered  the  Green  economizer  in  connection  with  4,000  h.  p. 
of  boilers  which  are  to  be  put  in  its  new  boiler  house. 


THE  BULLOCK  ELECTRIC  MANUFACTURING  CO.,  Cin- 
cinnati, O.,  has  issued  a  new  folder  containing  two  half-tone  illus- 
trations, one  showing  the  company's  5-kw.  type  "N — I"  generator 
and  gas  engine;  the  other,  the  finely  appointed  lunch  room  in  t he 
«trl  ,u  Cincinnati  for  the  use  of  heads  of  departments.  A  com- 
pute list  of  the  domestic  and  foreign  branch  offices  of  the  Bullock 
company  is  also  given. 


THE  SILLS  EDDY  MICA  CO.  is  sending  out  a  folder  contain- 
ing a  sample  of  new  Imperial  varnish  cloth  which  it  makes  by  an 
improved  method.  The  insulation  is  made  up  either  with  varnish 
or  linceed  oil  as  desired.  The  sheets  are  coated  with  two  coats 
applied  lengthwise  of  the  sheet  m  a  manner  insuring  absolute  uni- 
formity in  thickness.  This  material  may  be  had  in  any  length  de- 
sired or  cut  in  strips  of  any  width. 


THE  MAYER  &  F.NGI.UND  CO..  of  Philadelphia,  has  taken  the 
agency  in  its  territory  for  the  "Universal"  safety  car  tread,  a  de- 
vice for  application  to  ear  strps.  stairways  and  any  place  where  it  is 
desirable  to  have  an  absolutely  safe  and  reliable  foothold  for  pedes- 
trians or  passengers.  The  construction  is  such  as  to  positively  pre- 
vent persons  from  slipping  in  rainy  or  snowy  weather.  The  de- 
vice was  described  in  the  "Review"  for  January,   1002,  page  47. 


B.  M.  JONES  &  CO.,  nf  Boston,  announce  the  removal  of  their 
office  to  1  v<  Devonshire  Si,  where  they  will  he  ready  in  future  to 
welcome  their  friends  and  business  acquaintances.  They  are  the 
sole  representatives  in  the  United  States  of  Samuel  Osborne  &  Co., 
Sheffield.  Eng.,  and  Taylor  Brothers  &  Co..  of  Leeds,  Eng.  Their 
pei  ialtiei  are  Wushet's  special  and  titanic  steel  and  Osborne's  crtt- 
pindle  teel,  tay  bolts,  iron  axles,  piston  rods,  crank  pins 
and   other    forcings. 


THE  Niriioi.  si.  INTERN  CO..  of  Cleveland,  O.,  has  met  with 

marked    SUCCCSl    in    introducing    its    pneumatic    track    sandei       This 

■  l  by  tin-  Cleveland,  Elyria  &  Western!  Elyria,  Gn n 

&■  Southern;   Cleveland  &   Chagrin    Falls;    Cleveland,    Medina    & 
1       1  1 11     ["oledo  &  W  1  stei  n  ;  w  s  tern  Ohio 

:  Union    1  t   Indiana;  Chicago,  Harvard 

■  li'      nd  numi  ""is  other  interurban  road    and  on 
lutes. 


1  ill'   M  1      I  Mi      TOR  \'.i<   BAT1  ERY  CO.,  of  Philadelphia, 
will,  within  a  f' ■■.    da         hip  to  Seattle,  Wash.,  four  battel 

l.ih, 1."       One    of    these    will    be    installed    ill    the 

power  etric  Co    foi    Ul  '■   with   the   1 

1    .-  n  "iii., I,, 1  ,,1  the  M11. 1 11. 11  mi-  1 1  .111,1    1    .1  1    ervi 

'I  In-  three  n  maining  bal  n  the  Seattle  8    1  

'  in   Ry  ,  ami  ai  I  [ulating  the  g 

load    on    l' 


Tin  .v  MACHINE  CO.  !    "-1  in     1  ipe 

mi,  1  hi  1, 111   ind  other  railwaj  -  1 •  . 

as    well    as    I  an     ""'     -I     ill-     mi  1 


250 


STREET    RAILWAY    REVIEW. 


[Vol   XII,  No  a 


Inga  ind  they  may  b 
I,  with  thi  and  signals  thus  insuring  their  always 

in  tin-  proper  position,     I  In-  case  with  which  they  are  op 
nuki-  theii  several  pair-  of  n-"t<  - 

may  be  operated  tr<>m  a  conveniently  located  tower  ai  a  considera- 
ble distance  if  necessary,     liny  also  have  the  advantage  "i 
pving  a  minimum  of  space  when  raised  to  the  normal  position. 

r.  .1.   HARKING    ON,  of   15  Cortla  Mew     Vork   City, 

dealer   in   machinery  and  general    supplies   for  electric  and   steam 
railways,   telephone  and  electric   lighting   companies, 
hiafin,  arrangements  and  purchased  facilities  for  making 

a  complete  line  of  overhead  railway  line  material  Factory  sites 
have  been  secured  in  New  Jersey  and  in  Connecticut,  and  the  firm 
will  keep  a  large  Stock  OI  overhead  material,  ears,  pull-olTs.  insu- 
lators, etc..  at  its  New  York  office. 


Insulators,  Form  B,"  "60  Amp.  u   Plug  Cut-Outs"     Price  List  No. 
5007,   Thomson  Recording  Wattmi 


AJAX  PLASTIC  BRONZE,  «i:  >  Phil- 

adelphia,  hegan   marketing  aboul    two   years   ago.   is   meeting 

widespread  approval,  as  shown  by  orders  now  in  hand 
amounting  close  to  2,000,000  lb.  of  finished  bearings.  I  his  bronze 
is  gua,  give  longest  lite  and  tulle,  satisfaction.     It  .-  used 

by  many  of  the  largest  -team  and  electric  roads.   The  company  states 
it  is  receiving   mo  ng   reports    from   all    sides,   relative  to 

performance  of  these  brasses  in  servio 

THE  GOULD  STOR  Mil-  BA1  CO.,  of  25  Wesl  ,;,;d  Si  . 

New   York  City,  report-  the  following  among  recent  contra, 

installation  of  25s  cells,  with  a  capacity  of  .00  lew.,  and  a  tank 

capacity  of  140  kw.,  for  the  Km/town   (Pa.)   &   Fleet* 1  Street 

Railway  Co.,  the  battery  is  on  a  line  fed  by  a  booster   froi 

power  "station:    also    a    battery    of   244    cells,   having    a    capacity    of 
100  kw..  with  a  tank  capacity  of  125  kw.,  to  be  used  as  a   Hi 
battery  for  the  Allentown  &  Kutztown  Street  Railway  Co.,  ol   Al- 
lentown.   Pa 


LUDLOW   SUPPLY  CO.,  313  Electric  Bldg.,  Cleveland, 
ises  us  that  it  receives  the  following  orders   for  (.ore  track 
drilling   machines,  mounted   on   carriage-   manufactured   by    it.   dur- 
ing the  month  of  March:   Cleveland  Construction  Co..  6;  Spring- 
Xenia  Traction  Co,  1 ;  Iw  '  od  8    Frank- 

lin  Kv„   1;   Townsend,  Reed  &  Co,   1;   Worcester  &   Southbridgi 
Street  Rv  .  I  carriage.     Also  that  it  has  a  great  many  inquil 
drills  and  that   th  -   are  good   for   a   large   number   being 

sold  in  April. 


["HE  GARTON-DANIELS  CO.  has  issued  it-  catalogue  No.  35, 
Mar.  15th,  1903,  which  describes  the  latest  model-  ol  the  com- 
pany's well   known  lightning  arrester-.     It  contains  also  a  practical 
gtatemi  ds  in  use  today  for  the  protection  from  light- 

ning, of  electric   railway,  lighl    an  '  [t  is  thi 

fhlication  ol  thai   ha"s  been   i    ued   in  the 

ectrical   business,  and   should  be  in  the  hat 

subject.     It  will  he  mailed  without  charge. 
to  Garton-Daniels  Co,  Keokuk,  la. 


SALES   OF  GARTON   LIGHTNING    ARRESTERS    are    rc- 
to  be  40  per  cent  greater  this  year  than  evi  and  to 

■<■  its  rapidly  inc.  i he  Carton-Daniels  Co., 

of  Keokuk,  la.,  has  secured  th<   building  next  adjoining 

n.  and  is  now  occupying  this  in  addition  to  the  old  quarters. 
With    -uch   largely   increased    facilities   the  company   expect! 

0  handle  ord  promptly  than   ever,  which    is  saving  a 

.    to  have  bad  an   order   cancelled    in   its 
of  delay  in   filling  it. 

THE  GENERAL  El  ued  the  following  new 

"Small    Motor-"— a   handsomely   printed   and 
tically    illustrated   pamphlet  wing    the    construction 

and  application  of  small  motors.     "Fan  Motors"— a  50-page  booklel 
on  fan  motors.    Bulletin  No.  4270—  illustrating  the  General  1 
raj]    bond.  Meier"      Bulletin    No. 

The   General    Electric   Type   M   Control    System"      I: 
No.    42S2.   ■Thomson   Polyphase   Recording  Wattmeters"      1 
No   42S;,.  "The  Box  Frame  Type  of  Railway  Motors  "     Flyers  Nos. 
nirect  Constant   Current  Enclosed   Arc   Lamps."   "Rack 


GREEN    ENGINEERING   <"     Chicago,   reports  having 

ly  received  orders  for  its  traveling  link  chain  grate-  from  the 
following  concerns:  the  American  ["in  Plate  Co,  6,000  h.  p  the 
Union   Steel   Co.  0,000  h.  p.;  the  American   Steel   Foundry  t 

Crane    Co,   Chicago;    Ballard   &    Ballard    Co,    Louisville; 
Emery,  Bird,    Thayer  &  Co,  Kansas  CitJ  :  Cleveland  Worsted  Mill-; 

th,    Norn 1  Water  Works,  and    Armour  8  Kansas  City, 

East  St.  Louis  and   tin,  ago.     Repealing  orders   have  been   !•■ 

from  tin-  Cudaby  Racking  <  Omaha,  and  the  Danville 

1  ill,)    Street    Railway  &   Light   1 


THOMAS  S.  CLARKSON    MEMORIAL  SCHOOL  OF 
TECHNOLOGY,  Pottsdam,  N".  Y..  has  i>-ncd  a  catalog  tor  1901- 
iving  tie-  history  of  the  foundation  of  this  school,  a  descrip- 
tion oi  md  the  organization  of  it-  coursi 

11 11   is    -rill,-,  ..iiounci  ment    oi  the  course   in   electrical 

ring  which  has  been  extended  to  include  telegraphy,  tele- 
phony, alternating  cumin  machinery,  electrical  distribution,  trans. 
missi  m.  lighting,  traction,  power  plants  and  electric  design.  The 
coursi  is  al-o  supplemented  by  special  experimental  study  in  the 
electrical  engineering  laboratory,  which  is  equipped  with 
facilitj   for  testing  and  experiment  I  work       I  he  school  is 

under  thi   direction  of  Prof.  William  S.  Aldrich,  M    E 


THE  LIBERTY  MANUFACTURING  CO,  Pittsburg,  r.  pi 
wronderful  increase  in  recent  sales,  In  addition  to  its  regular  trade, 
one  firm  has  ordered  42  of  the  company's  turbine  cleaners;  another 
100;  another  180,  and  oik  company  has  just  placed  on  order  for  500 
is  to  be  used  during  the  current  year,  this  last  being  doubtless 
the  large-t  order  ever  placed  for  cleaners  of  any  kind  for  water 
tube  boilers.  The  company  also  reports  heavy  sales  for  the  "Fam- 
ous" oil  filter  and  refiner.  This  is  claimed  to  be  because  the  "Fam- 
ous" is  the  cheapest   for  the  5ame  size,   weight,  filtering  and 

capacity,  and  because  ii  1-  sent  on  approval,  or  in  competition  with 
the  understanding  that  the  customer  keep-  whichever  best  meets  his 
requirements. 


FRANCIS  BF.IDLER  &  CO,  who  are  well-known  in  Chicago 
as  among  the  largest  producers  and  wholesalers  of  lumber,  lath 
and  shingles  in  that  city,  and  one  of  the  largest  in  the  world,  prior 
to  Apr.  1,  1001.  confined  their  business  to  the  product  of  saw  mills, 
leaving  the  while  cedar  to  be  taken  up  later.  On  that  date,  how- 
ever,  the  firm  added  a  cedar  department  under  the  management 
of  Mr.  M.  B.  Cross.  The  success  of  the  first  year's  business  was 
so  gratifying  that  last  fall  arrangements  were  made  to  double 
their  output  of  cellar  trolley  pole-,  -treet  railway  ties,  piling  and 
fence  posts,  and  they  are  now  prepared  to  fill  orders  promptly  and 
satisfactorily  from  their  yards  at  Cloquet.  Minn.,  Escanaba.  Mich., 
and  Menominee,  Mich. 


THE' ELEi    TRU     STORAGE  BATTERY  CO,  of  Philadelphia, 

has  within  the  last  few  weeks  closed  the  following  contracts  for 
storage  batteries  to  he  used  for  trolley  regulation:  The  Altoona  & 
Logan  Valley  Railway.  Altoona.  Pa..  Allegheny  County  Light  Co. 
Pittsburg,  Pa,  Pittsburg  Railway.  Pittsburg.  Pa.,  Sandusky.  Mon- 
roeville.  Bellevue  81  Norwalk  Traction  Co.  (2  batteries'),  Sandusky. 
Ohio,  Parkershurg  &  Intcrurban  Railroad,  Parkcrsburg.  W.  Ya  . 
United  Electric  Co,  Newark.  N.  J,  Pueblo  Traction  &  Lighting 
Co,  Pueblo,  Col..  Boston  &  Maine  Railroad.  Concord.  N.  II 
den  Inter-State  Railway  (2  batteries),  Huntingdon.  W.  Va..  Seattle 
Electric  Co.,  Seattle.  Washington,  Seattle  &  Tacoma  Interurhan 
Railway   (.1  batteries'),   Seattle.   Washington. 


ARNOLD  BULLETIN  NO.  5,  has  just  been  published  by  the 
Arnold  Electric  Power  Station  Co,  of  Chicago,  and  contain-  a  de- 
scription of  the  track  work  of  the  Lansing,  St.  Ji  hns  S  Si  Louis 
Ry,  which  was  built  by  this  company.  The  bulletin  is  well  illus- 
trated with  views  along  the  line  showing  apparatus  and  various  111- 
in  connection  with  the  construction  work.  The  bulletin  also 
announces   a    new    engineering   feature   which   has    been 

oad  and  which    w.  1  by   Mr.  Bion   J.    Arnold.     This 

feature  consists  in  the  use  of  alternating  current  throughout  from 
the  power  station  to  the  motors  under  the  car.  and  while  no  details 


Ape.  is,   1902.] 


STREET    RAILWAY    REVIEW. 


251 


of  the  system  have  yet  been  published  the  operation  of  the  line 
under  this  new  system  gives  the  road  a  special  interest  to  electrical 
engineers. 


Louis,    Boston,    Philadelphia,    Pittsburg,    Cleveland,    New    Orleans 
and  London,  Eng. 


THE  STANDARD  1  RACTION  BRAKE  CO.,  of  120  Liberty 
St.,  New  York  City,  is  establishing  branch  offices  in  all  the  lead- 
ing cities  of  the  United  States.  Among  the  places  where  branch 
agencies  have  been  or  are  about  to  be  appointed  are  Buffalo,  Bos- 
ton, Cincinnati,  Chicago,  St  Louis  and  Pittsburg.  These  offices 
acting  in  conjunction  with  the  home  office  at  New  York  will  give 
exclusive  attention  to  the  interests  of  the  Standard  Traction  Brake 
Co.,  which  company  attends  to  the  sales  department  of  all  power 
brakes  made  by  the  Westinghouse  Air  Brake  Co.  for  electric  trac- 
tion cars.  The  types  handled  include  straight  and  automatic  air 
brakes  and  magnetic  electric  brakes.  After  May  1st,  the  main 
offices  of  the  Standard  Traction  Brake  Co.  will  be  in  the  Have- 
meyer  Bldg ,  26  Cortlandt  St,  New  York  City. 


DETAIL  CATALOG  NO.  300  is  the  title  of  a  new  catalog  for 
1902  just  published  by  the  Westinghouse  Electric  &  Manufacturing 
Co.,  of  Pittsburg,  Pa.  The  work  consists  of  a  well  bound  volume 
in  leather  and  cloth,  containing  650  pages  of  illustrations,  descrip- 
tive matter  and  price  lists.  The  work  covers  all  kinds  of  auxiliary 
apparatus,  switches,  instruments,  etc.,  required  in  electrical  in- 
stallations of  every  character  and  is  supplemented  by  excellent  in- 
dices of  headings  and  materials  as  well  as  of  style  numbers  by  which 
orders  should  be  designated.  Many  of  the  individual  types  of  ap- 
paratus are  more  full  described  in  separate  circulars,  which  are  fur- 
nished upon  application,  as  the  scope  of  catalog  No.  300  precludes 
an  elaborate  description  of  the  numerous  articles  which  it  includes. 
The  typographical  style  of  the  book  is  thoroughly  in  keeping  with 
all  publications  of  this  company. 


ARITISTIC  ADVERTISING"  may  well  be  applied  to  the  new 
souvenir  mailing  card,  issued  by  the  Joseph  Dixon  Crucible  Co., 
Jersey  City,  N.  J.  The  ability  of  the  American  engineer  to  de- 
sign steel  structures  of  great  strength  and  pleasing  architectural 
effect  is  well  illustrated  in  the  eight  half-tone  engravings  on  this 
folding  card,  and  at  the  same  time  the  good  qualities  of  Dixon's 
silica-graphite  paint  which  protects  these  structures  from  corro- 
sion, is  pointed  out.  This  paint  has  been  very  extensively  used 
in  the  South,  West  and  sea-coast  sections  of  the  United  States, 
also  in  Mexico,  Australia,  China,  Japan,  India,  West  Indies  and 
Philippine  Islands,  and  has  proven  its  protective  and  wearing 
qualities  in  all  climates.  The  card  referred  to  will  be  mailed  free 
of  charge  to  anyone  mentioning  the  Street  Railway  Review  in  writ- 
ing the  Joseph  Dixon  Crucible  Co.,  Jersey  City,  N.  J. 


FRANCIS  C.  GREEN,  general  superintendent  of  the  Consoli- 
dated Car  Heating  Co.,  of  Albany,  N.  Y.,  has  just  returned  from 
Europe  and  reports  that  "Consolidated"  apparatus  is  meeting  with 
much  favor  both  in  England  and  on  the  Continent,  particularly  in 
Scotland  and  the  North  of  England,  where  the  rigorous  weather 
makes  a  good  electric  heater  almost  a  necessity.  A  year  ago  this 
company  furnished  the  French  Thomson-Houston  Co.  about  400 
electric  equipments  which  arc  giving  excellent  satisfaction,  add 
numerous  orders  have  been  received  as  a  result  of  the  advertise- 
ment thus  obtained.  The  Consolidated  company  has  shipped  more 
than  a  freight  car  load  of  heaters  per  month  for  the  Manhattan 
Elevated  contract  and  has  to  date  shipped  something  over  a  car- 
load of  equipments  for  the  new  cars  of  the  Brooklyn  Rapid  Transit 
Co.    The  company's  new  catalogue  will  be  sent  on  request. 


THE  H.  W.  JOHNS-MANVILLE  CO.  has  recently  issued  a 
complete  set  of  bulletins  on  Sach's  "Noark"  enclosed  indicating 
fuses.  These  bulletins  describe  and  illustrate  "Noark"  fuses  and 
cut-outs   for   500  volt  circuits,   ".'■  r   cut-out     equipments, 

various  types  of  contact  in  which  "Noark"  fuses  arc  furnished,  fuse 
and  service  boxes  and  special  fittings  for  mounting  the  fuses  on 
twitch  boards  or  panels.  The  company  reports  several  thousand 
installations  of  "Noark  inipmcnts  and  an  increasing 

demand  for  fuses  of  all  voltages  which  recently  necessitated  dou- 
bling its  manufacturing  facilities.  Fuses  for  all  potentials  can  be 
promptly   furnished  an-'  ;any  will   bt   glad   t"   take   np  any 

special  protective  problem  presented.  The  main  office  of  the  com- 
pany is  at  New  York,  with  branches  at  Milwaukee,  Chicago,  St. 


THE  JOHN  A.  MEAD  MANUFACTURING  CO.,  of  New 
York  City,  is  engaged  in  filling  a  number  of  important  contracts 
for  coal  and  ash  conveying  machinery.  This  company  has  just 
completed  and  turned  over  to  the  government  a  complete  coal  and 
ash  handling  plant  for  the  Bureau  of  Engraving  and  Printing  at 
Washington.  Among  other  orders  in  hand  are  conveying  plants 
for  the  St.  Louis,  Belleville  &  Suburban  Street  Ry. ;  the  Cleveland 
City  Railway  Co.  for  its  old  Viaduct  power  house  which  is  being 
remodeled  and  enlarged;  the  Sandusky  (O.)  Portland  Cement  Co., 
this  being  a  duplicate  order  for  machinery  installed  by  the  Mead 
company  some  time  ago.  The  E'dison  Electric  Illuminating  Co., 
of  Topeka,  Kan.,  has  also  ordered  a  complete  coal  and  ash  plant 
of  the  latest  Mead  design.  One  of  the  engineers  of  the  Mead  com- 
pany is  now  in  Sydney,  Australia,  erecting  a  complete  conveying 
plant  at  the  power  house  of  the  New  South  Wales  Tramway  & 
Power  Co. 


THE  PROTECTED  RAILBOND  CO.,  10  South  10th  St.,  Phila- 
delphia, announces  that  the  J.  M.  Atkinson  Co.,  Chicago,  has  with- 
drawn as  western  agent  for  the  "Protected"  bond  and  that  this 
territory  will  hereafter  be  in  charge  of  the  Mayer  &  Englund  Co., 
Philadelphia,  thereby  making  the  Mayer  &  E'nglund  Co.  general 
sales  agents  for  the  entire  United  States.  Arrangements  will  be 
made  within  a  very  short  time  for  the  establishment  of  sales  offices 
at  various  points  in  the  western  territory,  and  in  the  meantime 
orders  should  be  sent  to  Philadelphia.  The  volume  of  the  com- 
pany's rail  bond  business  during  the  past  year  was  double  that 
of  any  previous  year,  and  this,  the  company  believes,  shows  con- 
clusively that  it  makes  the  best  rail  bond  in  the  world,  and  one 
that  meets  with  the  approval  of  all  high  class  engineers  and  rail- 
way managers.  A  new,  complete  catalog  of  bonds  and  bonding 
tools  is  in  the  hands  of  the  printer  and  will  be  ready  for  distribu- 
tion early  in  April. 


THE  UNDER-FEED  STOKER  CO.  OF  AMERICA,  with  gen- 
eral offices  in  the  Marquette  Building,  Chicago,  was  recently 
awarded  a  contract  to  supply  Jones  under-feed  mechanical  stokers 
aggregating  15,600  h.  p.  to  the  Citizens'  Electric  Lighting  &  Power 
Co.,  of  St.  Louis.  The  merits  of  the  Jones  stokers  were  recognized 
and  the  award  of  the  contract  made  against  the  strongest  compe- 
tition. Within  the  past  30  days  Jones  under-feed  mechanical  stok- 
ers have  been  installed  as  follows:  in  the  Arcade,  Permanent  and 
New  England  Buildings,  Cleveland,  and  by  the  Cleveland  Crane  & 
Car  Co.  and  the  Muncie,  Hartford  &  Fort  Wayne  R.  R.  The  Ohio 
Farmers'  Fertilizer  Co.,  of  Columbus,  and  the  Superior  Steel 
Co.,  of  Carnegie,  Pa.,  have  also  installed  Jones  stokers.  Second 
orders  have  been  supplied  to  the  La  Grange  (111.)  Light  &  Water 
Works  Co.,  the  Montreal  Mining  Co.  of  Hurley,  Wis.,  and  the 
Nilcs  &  Scott  Co.,  of  La  Porte,  Ind.  In  addition,  sales  of  Jones 
stokers  aggregating  7,450  h.  p.  have  been  supplied  to  Canadian  pa- 
trons through  the  Toronto  office  of  the  Under-Feed  Stoker  Co. 


THE  SPRAGUE  ELECTRIC  COMPANY  reports  among  very 
recent  sales  the  following  orders  for  split-pole  generators:  E.  L. 
Epperson  Construction  Co.,  St.  Louis,  200-kw.  engine  type,  200  r.  p. 
m.  550  volts;  Chillicothe  Street  Ry.,  Chillicothc,  O..  300-kw.  belted 
type,  450  r.  p.  m.  550  volts;  Cosmopolitan  Power  Co.,  Chicago,  75- 
kw.  belted  type,  600  r.  p.  m.  250  volts;  Ohio  Powder  Co.,  Youngs- 
town,  O.,  100-kw.  belted  type,  585  r.  p.  m.,  500  volts;  Keystone 
Leather  Works,  Camden,  N.  J.,  200-kw.  engine  type,  200  r.  p.  m., 
230  volts ;  Providence  &  Danielson  Ry.,  Providence,  400-kw.  belted 
type,  400  r.  p.  m.,  575  volts;  Board  of  Education,  Chicago,  two 
150-kw.  engine  type,  225  r.  p.  m.,  115  volts;  E.  W.  Bliss  Building, 
New  York,  four  150-kw.  engine  type,  225  r.  p.  m.,  250  volts;  Lacka- 
v.v.1  im.i  In. 11  &  Steel  Co.,  Buffalo,  500-kw.  engine  ly|»',  100  j.  p.  in., 
250  volts;  St  Joseph  Railway,  Light,  Heal  S  Power  Co.,  150-kw. 
engine  type,  150  r.  p.  m.,  200  volts;  Oti.  Elevator  Co.,  Yonkers, 
50-kw.  engine  type,  290  r.  p.  m.,  250  volts;  Win.  Tod  Co.,  Youngl 
town,  O.,  175-kw  i  •■.  200  r.  p.  m.,  230  volts,  Railroad  Con- 

itruction  I  o.,  Princeton  Junction,  two  4<x>  kw.  belted  type,  400  r. 

P.  m.,  575  V'  1  1  lab  &  Burns,  Chicago,  200-kw.  belted 

type,  425  r.  p.  m.,  250  volts;  American  Electrolytic  Co.,  Rock  Glen, 
N.  Y.,  MO  kw.  belted  type,  550  r.  p.  m.,  250  volts;  Alfred  F.  Moore, 


252 


STREET    RAILWAY    REVIEW. 


[Vol.  XII,  No.  4. 


Philadelphia,  75-kw.  belted  type,  '««>  r.  p.  m.,  135  lington 

J.,  two  75-kw    belted  typt . 
belted  type,   17"  1    1  ind  one  37 ' 

Adams  8 
12s  k«.  engine  type,  250  r.  p.  m.,  250  1 


rHE  MICA  INSULATOR  CO.,  of  New   J  go  and  Lon 

now  putting  he  market  its  well  known  "Empire"  brand 

;o,  100  and  500  yards  length. 
prepared  to  furnish   it   in  any  length   desired.     An  en- 
tirely new  and  original  process  enables  the  manufacturer  ti 
the  material   with  two  very  evenl)    distributed  a  ire  lin- 

i      Experience  has  provi  d  thai   pure  lilt  eed  oil 
bj    the   M    I    I 

il  sub  titutes,  which  usually 
itions,  and  which  "i  a  vi  on   time  will   ' 

and  crack.     "Empire"  cloth   will   retain  its  high  finish   and  rubber 
like  flexibility  indefinite!)    and   ma)    be  kepi  a  long  time 

without  an)   deteri  thet   mechanically  or  electricall)      it   it 

thoroughly  dried  before  leaving  the  factory,  and  does  not   1 

i<  them 
from  sticking  together.  The  manufacturer  will  be  pleased  to  fur- 
nish samples,  circulars  ny  who  may  be  interested. 


MR.  II  \ROLD  P.  BROWN,  of  New  York,  inform,  us  thai  the 
Baltimore  &  Ohio  R.  R.  Co..  has  recently  placed  additional  order. 
for  plastic  plug  bonds  to  be  used  in  re  bonding  joint,  on  its  belt 

line.  This  is  doubtless  the  severest  eleetrie  service  in  the  world. 
as  hundreds  of  heavy  trains,  including  freight  service,  are  handled 
by  eleetrie  locomotives  every  day.  and  the  return  current  varies 
from  1.200  to  2,400  amperes.  The  track  is  new  100-lh.  T  rail  with 
very  heavy  angle  plates  and  the  joint,  have  to  be  very  carefully 
1  ie  time  ago  plastic  plug  joints  were  put  in 
on   scm  us   of  the   Baltimore  &   Ohio  belt   line   in   competi- 

tion with  ordinary  copper  bonds.  When  first  applied  the  plastic 
plug  bonds  had  a  conductivity  equal  to  one-half  that  of  a  100-lb. 
rail,  and  Mr.  Brown  states  these  still  hold  the  same  as  when  put 
in.  without   .  lure.     The   new   plastic  ping  bonds   that    are 

being  installed  are  i's  in.  in  diameter,  which  will  give  practically 
the  full  conductivity  of  the  rail.  The  experience  of  this  road 
clearly  indicates  that  the  Brown  plastic  plug  bond  is  extremel) 
well  suited  for  heavy  traffic  and  tunnel  work.  Mr  Brown  has 
found  it  necessary  to  put  in  new  boiler,  and  engines  at  his  plant 
in  Montdair,  N.  J.,  and  also  to  add  new  buildings  in  order  to  meet 
the  increasing  demand  for  the  Elison-Brown   bonds. 


v*ELING    ELECTRK     5TS,   is  the  title  of  a   bulletin 

which  is  about  to  be  published  by  Pawling  &  Ham  if  Mil- 

waukee. Wis  1   traveling  cranes,  etc.      This  bulletin.  No. 

7    L,   contains    28   page,    and    14  half-tone   illustration,   of   hoists    in 
which  are  both  of  standard   ind  special  di    igns     it  .dso  con- 

1  lumber  of  drawing,  which  indicate  clearance  dit -mi is  and 

tables  0  etc.      The  method  of  splicing  I-beams  is  shown  and 

.  eral  type,  md  izi  oi  hoist  madi  1  giver  I  In  bulletin 
also  eont.-un.  a  concise  desi  ription  of  the  mechanism.  These  hoists 
are  built  to  1  ii|       or  curved  1 

which  permits  service  to  any  part  of  a  plant  or  central  station.    As 
travel  as  well  as  do  hoisting   they   differ   from   many 
electric  hoists  which  operate  a  hoisting  fly.     They  contain 

many  of  the  features  that  appear  in  this  company's  traveling  cranes 
and  the  utility  of  the  hoist  and  cranes  i.  aboul  the  same  except  that 
the  hoists  are  naturally  built  for  smaller  capacities,  Among  the 
users  of  these  hoists  may  be  mentioned  the  Carnegie  Steel  I 
Pittsburg,  Pa.;  Allis  Chalmers  Co.,  Milwaukee;  Jones  &  Laugh- 
lin,  Pittsburg,  Pa.;  American  Bridge  Co.,  Milwaukee,  Wis.; 
N'ew  York  Ship  Budding  Co.,  Camden.  X    J  ;   Robert    V 

I  ondon,  Eng.,  and  American  Tin  Plate  Co.,   Newcastle, 
Pa. 


PAW  LING   &    II  AR  I  TR.    Milwaukee.    \\  ...   adi 

1    1 

For   45   cranes 
and   hoists,  amoni 

follows:     Henry  Yogt   Machine  Co      1  ille,   Kv  .  one  5  ton.  two 

10  ton,  one  15  ton;  Oi!  Well  Supply  Co.,  Oil  1  one  2  ton; 

Wheeling   Steel    &   Iron   Co..   Wheeling.   W.    Ya.,   one   /-ton;    Allis- 


Chalmers  Co.  (Frascr  &  Chalmers  plant  1.  I  ton,  with 

n    auxiliary  :    Alb.  Chalmi 
Ion    with    5  ton    auxiliary;       Bradley     Manufacturing    Co.,     Alle 

ghi  ik.,  Morsi    .\   ' 

15-ton;  Colorado  Fuel  &  Iron  •  one  10-ton 

Shipbuilding  &    I  try    Dock   Co.,    Newport 
News,   \  ton;   Whitney   Iron  Work.  Co.,   New    Orli 

Philadelphia 
ton,   double  trolli  burg,  two 

two    5-ton ; 
Structural   Steel  I        ■  0.,  one   12-ton;    American  Well 

Work..  Aurora.  Ill  ,  Norton  Emery  Wheel  Co.,  Wot 

: 

N.   y  .  one  .t  ton  .    Foliar 

10-ton.  with  .1  ton  auxiliary,  and  on,    25  ton;   Vulcan   Work..  1 

tcr,    Pa.    one    15  toii.    with    5-ton    auxiliary:    Northern    Central 

Railway,  York,    Pa  Dn;   Midvale   Steel   I    1     Philadelphia, 

Pa.,  one   to-ton  iib;   Standard  Steel  Works,  Burnham,   Pa.,  fii 
ton  .md  om  erican  Sheet   Steel  Co.,  Wellsville  Work.. 

Will. villi.   (I.  one  30-ton    with   5-ton  auxiliary:     Trenton    Iron 
Trenton,  N.  .1  k  &  Co    Youngstowt 

.  ith   5-ton  auxiliary. 


ill!  GOULD  STORAG!  BATTERY  CO.,  25  W.  .wd  St.. 
New  Yorl  '  ■  has  recently  in. tailed  a  storage  battery  plant  ior 
the  \1nher.1  &  Sunderland  Street  Railway  Co.,  of  And 
consisting  of  2lfi  cells,  type  0.  ?i.V  in  lead  lined  tanks.  The 
battery  has  a  capacity  of  too  kw.  and  is  used  as  a  floating  bat- 
tem. 


THE   AMERICAN   BRAKE   SIKH-:   &  FOUNDB 
appointed  Mr  Joseph  P   Gallagher,  Formerly  president 

pin    Brake    Shoe    Co..    second    vi and    Mr.    Joseph    B 

Terbell,  formerl)  Corni  Shoe  Co..  gen 

eral  sales  manager. 

*  ■  » 

EXHIBITS   AT  THE   MAINTENANCE  OF  WAY 
MEETING. 


I  he  exhibits  at  the  convention  of  the  American  Railway  and 
Maintenance  of  Way  Association  were  shown  on  the  parlor  door  of 
tin  Auditorium  Hotel  and  were  more  extensive  and  complete  than 
at    previous    meetings    1  ion.       ["here    were    nearl)     So 

firms  represented  and  many  of  the  exhibit,  were  of  unusual  interest. 
Among  this   number  may   be   mentioned    the    following: 

American    Steel    &   Wire    Co..    represented  P.     Rider. 

Samples  of  fence. 

Atlas    Railway    Supply   Co.,   Chicago,   represented   by  J.   <i     Mi 
Michael.  R.   B.  Kent,  C    D,    Porterfield  and   B.  II.  Rogers.     Atlas 
rail   joints. 

Buda  Foundry  &  Manufacturing  Co.,  Harvey,  111.,  represented  by 
F,  A.  Ingalls,  J,  McKinnon,  and  E.  S.  Nethercut.  Buda  and  Paulus 
n  m1    drills,  Wilson  track  drills,  wheels  and  era    ing   ga 

Continuous  Rail  Joint  Co   of   America,  Newark.  N.  J.,  repn 
bj    1     1     Br; S.  P.  McGough,  and  TI.  M.  Montgomery. 

I       ph  Dixon  Crucible  Co..  Jersey  City.  N.  J.    represented  by  D. 

M.     Howe. 

Kinnear  Manufacturini    •  lumbus,  0.,  represented  by    \    S 

ner.      Steel    rolling  do. 

Ludlow  Supply  Co..  Cleveland.  O.  represented  by  W.  K.  and 
James  B.  Ludlow.    Rail  joints,  rail  braces  and  tie  plates. 

Paige    li    11    Works,  Harvey.   III.,  represented   by   F     A.    Ingalls. 
John    McKinnon    and    K     S     Nethercut.      Photograph,      of      frog., 
.witches  and   Other  track  material. 

Ramapo  Iron  Work..  Hillburn.  N.  Y..  represented  by  F.  W 
Snow  and  Arthur  Gemunder  Model,  of  frog.,  switches  and  auto- 
matic switch  stands 

Scherzer  Rolling  Lift  ■        !  represented  by  1     II 

Heald  and  C.  L  Keller     Photographs  of  bridges  in  us,-. 

Taylor  Sigl       '  iffalo,  N.  Y„  represented  by  W    W.  Salmon, 

IF.    G.    I  and    L.    Thomas.      Sixti  i    tilt cr- 

'iitdi    and    lock    movement,    switch    boxes,    dwarf 
signals  and  single  arm  high  signals. 

Weber  Rail  Joinl  Manufacturing  Co.,  New  York,  represented  by 
F.  A.  Poor  and  W.  T.  Smetten.  Insulated,  compromise  and  stand- 
ard  Weber  rail  joints. 


STREET    RAILWAY    REVIEW. 


253 


PUBLISHED   ON    THE    20th    OF    EACH    MONTH. 

WINDSOR  &  KENFIELD  PUBLISHING  CO., 

45-47  PLYMOUTH  PLACE,  CHICACO,  ILL. 

OtlLl  ADDRESS:  "wtNFIBLD."  LONG    DISTANCE  TELEPHONE.  HARRISON   754. 


BR  ASCII  OFFICES: 
No.  39  OortUndl  St.,  New  York,  N.  V. 
Electric  Building.  Cleveland,  O. 


SUBSCRIPTION, 

Foreign  Subscription, 


THREE  DOLLARS. 
Four  Dollars  American  Money. 


AJJrets  all  Communications  and  Remittancts  to  Windsor  d  Ktnfield  Publishing  Co., 
Chicago,  III. 

CORRESPONDENCE. 

Wf  cordiallv  invite  correspondence  on  all  subjects  of  interest  to  those 
eng-atrrd  >n  any  branch  of  street  railway  work,  add  will  gratefully  appreciate 
any  marked  copies  of  papers  ..r  news  Item!  our  street  railway  friends  may  send 
u»,  pertaining  either  to  companies  or  officers. 


DOES  THE  MANAGER  WANT  ANYTHING? 

If  tou  contemplate  the  purchase  of  any  supplies  or  material,  we  can  save 
too  much  time  and  trouble.  Drop  a  line  to  Tukki-.vikw,  stating  what  you  are 
in  the  market  for.  and  you  will  promptly  receive  bids  and  estimates  from  all  the 
best  daalen  in  thai  Hoe.  t7«  maJce  ao  i  hat  v  for  publishing  such  notices  in  our 
Bulletin  of  Advance  News,  which  is  sent  to  all  manufacturers. 

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


VOL.  XII. 


MAY  20,  1902. 


NO.  5 


The  Windsor  &  Kenfield  Publishing  Co,  has  removed  its  general 
and  printing  plain  from  their  former  location  to  Mos.  45-47 
Plymouth  Place,  Chicago,  to  which  address  all  future  communica 
ipany  ihould  be 
ruling  with  this  number  the  regular  publication  date  of  the 
■    Railway   Review"  will   be  the  20th.  of  llie  month   instead  of 
the    15th    a* 


Practical!;,  made  towards  I    ettlemenl  "i  the 

<treet  railway  fram  tion  in  Chicago.  On   May  8th  the  United 

ed  the  demurrer  of  thi   '  it]  ol  Chicago 

to  the  lull  brought  by   Mr.   Ellcins,  as  stockholder  of  the  Chicago 

Union  ntnine  the  validity  of  1  ir  act." 

urt  held  that  the  complainant  had  m 

in,  and   its   rulings   did   nol   go  to  the 

dl      Permi  en  to  file  ami  nded 

thai  the  Federal  courts  will  pass  upon  this 

had  on  ■  before  the 

for   fram  i  he   carried   to 

mild  adopt  1  more  equitable 
■  than  thai  heretofore  pro) 


printed  1 1  ewhi  r<     il 
1    information   that    thi 
1*  iwc<  11  Bi  1  h  n  and  Zo    en  ha\  1 
of  the  '  ompaiiy   which 

icl  thai 

no   "Hi.  i.l    r.  pi  i  mil  nl  . 

I lo    I  ml    lo    ill.  Ill 

I   fr pri 

1t11.nl 

'1    1 1    lli. 

lime  I 

111  hour   was  the  Ingi  1  id  I"  <  'I 


attained  and  at  this  speed  the  side  motion  of  the  oars  became  very 
uncomfortable,  and  the  tracks  needed  repairs  at  the  close  of  each 
run. 

As  far  as  the  question  of  building  a  car  capable  of  reaching  the 
speed  desired  is  concerned,  there  was  very  little  question  in  the 
mind  of  electrical  engineers  that  this  could  be  easily  accomplished. 
The  weak  point  in  these  experiments  appears  I"  have  been  the 
track,  which  is  laid  with  rails  weighing  less  than  70  lb.  per  yard. 
The  practice  111  electric  railway  work  in  this  country  has  tended 
constantly  toward-  the  use  of  heavier  rails  and  on  many  suburban 
roads  where  comparatively  high  speeds  are  attained  the  practice 
is  to  lay  rails  weighing  in  the  neighborhood  of  too  lb.  per  yard. 

file  stability  anil  rigidity  of  the  roadway  practically  limits  the 
speed  which  may  be  attained  upon  it  and  for  this  reason  it  seems 
strange  that  experiments  of  this  character  should  have  been  under- 
taken upon  any  except  the  most  solid  ;-.nd  perfect  roadbed  which 
can  he  built  While  these  tests  have  proved  that  the  speeds  desired 
ate  impracticable  for  adoption  on  the  German  state  railway  lines 
they  are  by  no  means  conclusive  as  to  the  inability  of  the  electric 
motor  car  to  reach  the  speed  desired.  The  entire  trouble  appears 
to  have  been  with  the  track  and  roadbed  and  had  this  been  con- 
structed of  heavier  rails,  with  a  firmer  foundation,  better  joints, 
etc.,  there  is  little  question  but  that  the  cars  could  have  consider- 
ably surpassed  the  record  made. 


The  value  of  the  rolling  lift  type  of  draw  budge  in  preventing  a 
very  serious  class  of  railway  accident-  was  most  forcibly  demon- 
strated in  Chicago  on  May  15th.  when  a  tram  on  the  Metropolitan 
elevated  collided  with  the  bridge  over  the  Chicago  river  while  the 
bridge  was  being  opened  for  a  passing  boat.  The  train  had  run  past 
I  he  danger  signal  and  the  front  end  of  the  motor  car  ran  some  dis- 
tance up  the  bridge  in  its  inclined  position;  the  only  damage  result 
ing  was  to  the  projecting  roofs  of  the  first  and  second  cars  in  the 
train,  these  coining  in  contact  when  the  front  of  the  motor  cat  ran 
upon  the  incline.  With  a  draw  bridge  of  the  swing  type  I  In-  train 
would  undoubtedly  have  gone  into  the  river;  as  it  was  the  delay  lo 
traffii    was  bul   twenty  minute-. 

To  realize  how  serious  the  results  might  have  been  on  the  Met 
ropolitan  one  has  only  to  recall  the  other  fatalities  due  to  electric 
cars  running  through  open  draw  bridges,  four  ..1  which  have  oc- 
curred during  the  last  ten  year-.  At  Portland,  Ore.,  in  1893,  6  per- 
son- were  drowned;  at  Milwaukee  in  181)5,  ,?  persons;  at  Cleve 
land  in  180,5,  17  person-,  and  at  Saginaw.  Mich.,  in  1X07,  7  person- 
were  drowned.  Ill  each  of  th.-.  ill  one  cu  went  into  the 
river. 


The  United  fraction  8  Electric  Co.,  of  Providence,  v^as  called 
upon,  a  few  week-  ago,  to  consider  a  proposition  presented  by  a 
number  of  its  employes,  winch  contained  several  unusual  provisions 
in  addition  10  the  ones  01  ilni.ii dy  included  in  agreements  is  to  the 
1. iin    oi  employment.     The  drafl  of  the  agreement  subnutted  by 

the    men    called    for   a    recognition    of    the    labor    union    with    all    the 

n  111.  11....  1...  1.1.  111  thereto,  -neb  a-  membership  in  the  union  being 
madi  compulsory  after  to  day-'  senile  with  the  company,  questions 
1    to  the  discharge  ol  men  being  submitted  to  arbitration  and  sus 

pen-lon   b)    tin    COmpanj    of   umii    Il  ■    .h    I'lphne   by    the   lull  .11. 

Bi   idi     thi  1    there  was  a  clause  given  thai  would  give  the  men 

1    up.  I. 1  tin-  time-tables  and  schedules,  and  a  stipu 

lation  thai    with   ever]    complaint   1 1 1  < -« I   againsl   any   1 an   01 

conductor  there    hould  be  deposited  an  amount  equal  to  thi   man 

pay  1 in  day,  to  be  paid  to  the  man  it  the  complain!  provi     ill 

founded. 

pany  declined  to  considei   thi   1    propo  als  on  the  1 id 

ground  that  il  accepted  the]    ■■ Id  place  thi   operation  ol  thi    road 

in  tie   hand    ol  the  laboi  union.       1     objeel to  giving  the  two 

. ' '  t  railway   1    opi  1  ated    the  time  table    and 

■  heduli     and   thi    1 1  ainmen    into  the  1  rol   ol   anj    persi  m     01 

1    ociation   who  an    n  pon  ibli    1 ther  the  publii    noi    lo  the 

ildi  1     are  of  1  oui  1    1  ital,  and  1  ould  m >l  bi    ai  - 1  pied,  bul  the 
n point  "i  requiring  depo  il    when  complain)    arc  made  again 

II  Hi.      '.I     liotl.  r. 

Such  a  regulal it  adopted,  would  .1,,  ,-,  company  more  harm 

in  lie    -.-.. 1.   ol   antagonizing  the  public  than  almost   anything  else 
...1.1  I.,   imagini  d     11  an)  doubl  i  to  how  the 

publii    and  the  d.nK    pre      would   look  upon  .1   ruli    requiring  de 


154 


SI  REE  I     RAILWAY    RE\  IEW. 


[Vol    XII,  No   s 


when  complaints  arc  madi  maj   be  made  to  tl">- 

"Review"  for  December,  igoi,  page  888,  wbei 
amples  of  the  abuse  directed  al  the  Rochi   ter  Railwaj  I 
a  similar  request  for  such  a  rule  by  the  employes  had  been  taken 
undi  i  "i  by  the  manager. 


Tin-  adaptability  of  trolley  lines  for  handling  both  freight  and 
passenger  business  in  suburban  districts  is  to  well  known  thai  it  is 
not  surprising  i"  hear  from  time  t"  time,  reports  "(  the  competition 
which  is  gradually  increasing  between  the  steam  and  electric  ra 
for  traffic  of  this  character.  While  in  many  places  the  suburban 
service  of  steam   roai  each   paying  proportions  there 

where,   by   reason   of  their   far   more   econominal 
of  fare,  the  trolley  lines  have  made  serious  inroads  upon  the 
busini  ^  "i"  ilu-ir  rivals. 

Numerous   instances  of   severe  competition  of  this   kind   can   be 
mentioned  and  a  number  of  rati-  wars  have  rei  n  inaugu- 

between  steam  and  electric  railways  in  which,  however,  the 
latter  ha\ <■  a  verj  decided  advantage.  As  an  example,  trolley  com- 
petition between  Ne«  Castle,  Youngstown  and  Sharon,  Pa.,  has 
driven  the  railroads  connecting  the  places  to  consider  the  reduction 
..f  local  fare.  The  distance  between  Youngstown  and  New  Castle 
is  2i  miles  and  the  steam  road  fare  is  65  cents.  The  electric  rail- 
way which  recently  began  operating  between  these  cities  charges  a 
fare  of  -'o  cents.  The  Detroit,  Ypsilanti,  \nn  Arbor  &  Jac! 
Ry  has  increased  its  freight  business  to  such  an  extent  that  the 
Michigan  Central,  which  heretofore  monopolized  the  business  in 
this  territory,  has  cut  its  freight  rates  50  per  cent.  The  compete 
for  freight  between  the  Hudson  Valley  Ry.  and  the  Boston  & 
Maine  Railroad  Co..  sometime  11    so  keen  that  the  steam 

road  refused  to  receive  freight  from  the  trolley  company.  The 
Hudson  Valley,  Ry..  however,  appealed  to  the  courts  with  the 
result  that  the  steam  road  was  obliged  to  accept  freight  from  the 
trie  lines. 
These  examples  arc  sufficient  to  show  the  feeling  with  which 
the  electric  lines  are  regarded  by  many  of  their  steam  competitors 
On  the  other  hand,  investigations  by  a  number  of  Chicago  rail- 
roads as  to  the  effect  of  trolley  competition  have  developed  the 
fact  that  strictly  suburban  business  has  been  practically  lost  by 
steam  roads,  but  for  longer  distances  the  trolley  lines  have  Served 
to  build  up  hitherto  struggling  suburbs  and  the  business  of  the 
steam  roads  has  been  considerably  increased.  The  Chicago,  Bur- 
lington &  Quincy  has  decided  to  abandon  the  greater  part  of  its 
Chicago  suburban  service  as  soon  as  the  extension  of  the  Douglas 
Park  branch  of  the  Metropolitan  Elevated,  of  Chicago,  is  com- 
pleted. The  short  distance  suburban  traffic  of  this  road  for  some 
time  past  has  hardly  been  sufficient  to  pay  the  running  expenses  of 
the  suburban  trains. 

In  some  places  the  policy  of  the  Steam  roads  has  been  to  improve 
their  suburban  service  by  putting  On  additional  trains  and  reducing 
fares  with  a  view  to  either  forcing  their  trolley  competitors  out  of 
business  or  making  them  glad  to  sell  out  to  the  Steam  road-.  The 
fact  is  that  from  the  very  nature  id  their  equipments  the  steam 
railroads  are  not  in  a  positi  with  the  trolleys  for  short 

runs  wlure   frequent   train  service  is  required.     It  is  not 
entirely  a  question  of  thi  1    cheapness  of  operation  of  steam 

and  electricity,  as  the  difference  in  cost  of  the  two  motive  powers, 
even  if  considerable,  would  be  but  a  comparatively  small  item  of  the 
total   cost  ing  the  cars  or  trains.     The   real   difference  be- 

tween the  two  systems  is  the  cost  of  train  service.  The  electric 
car  is  operated  by  a  crew  of  two  men,  a  motorman  and  conductor. 
The  steam  railroad  train  on  the  other  hand  engages  the  services 
of  an  engineer,  a  fireman,  a  conductor,  a  brakeman  and 
man.  Not  only  is  there  this  great  discrepancy  in  the  number  of 
employes,  but  the  wages  .if  the  steam  railroad  crew  are  very  con- 
siderably   larger   than    thosi     of   the   motorman   anil   conductor.      This 

high  cost  of  train  mi  road  necessitates  the  number 

of  trains  being  kept  down  to  a  minimum,  especially  on  lines  of 
comparatively  light  traffic,  and  the  infrequent  running  of  thi  1 
trains   naturally   can  troni  1    competing    electric 

lines  on  which  the  cars  are  run  at   far  shorter  interva 

A  number  of  attempt 
frequent  I    interurbau  and  branch  lines   has   been   made   at 

different    times   but    these  cars  have   never  met    with  any  great    SUC- 
.1111I  have   practically   all   been   abandoned   after   various  periods 


of  trial.    One  eai  of  tins  character  was  built  for  a  division  of  the 

New   York,    New    Haven  .V    Hartford;   an  old  60-ft   dining  car  v, 
used   and   one   of   the    trucl  BOved        I  he    body    was    altered 

team  truck"  and  one  end  of  the  car  was  par- 
titioned off  to  form  an  engine  room;  the  passenger  compartment 
had   a    seating    capacity    (■  tigers.       I  his    car    was    put    in 

..  111  December,  1897,  and  was  used  in  several  [daces.  It  was 
itly,  however,  taken  out  of  service  for  the  purpose  of  being 
repaired  and  will  probably  never  again  be  used.  It  soon  became 
apparent  that  the  car  was  not  .1  luccess  in  the  service  for  which  it 
was  designed,  and  it  was  used  for  the  greater  part  of  its  life  for 
switching  ami  transferring  over  a  two-mile  branch. 

Another  car  of  this  general  description  was  built  for  and  ope- 
;  by  the  Erie  Railroad.  This  car  was  only  50  ft.  long  anil  had 
a  baggage  compartment  and  accommodations  for  ,(0  passengers.  It 
made  14  trips  a  day  mer  a  font  mile  run  for  about  three  months. 
It  was  found  to  be  unsuitable  for  passenger  service  for  the  rea- 
son thai  whin  tin  ,11141111  was  in  ,  peration  the  jar  transmitted  to  the 
compartment  made  it  so  uncomfortable  as  to  be  quite 
impracticable  in  operation.  The  capacity  of  the  boiler  was  also 
insufficient   to  propel   the  car   for  any  great  distance  and  this  defect 

has  been  common  to  all  cats  .,f  this  type.  In  order  to  economize 
a  vertical  boiler  is  required,  as  the  use  of  a  horizontal  boiler 
leaves  but  little  room  for  passengers  on  a  car  of  ordinary  length, 
and  the  size  "f  vertical  boilers  for  this  use  is  practically  limited 
on  account   of  the  minimum  height  which  must  be  1  1  in  order 

to   pass   under  budges    and   through   tunnels,  etc. 

Another  self-propelled  car  was  built  for  the  Cincinnati.  Hamilton 
S  I 'avion  Ry.  It  had  an  engine  room  at  the  front  end,  a  baggage 
room  6  ft.  long  and  a  passenger  compartment  seating  24  passengers. 
On  a  trial  trip  the  machine  made  a  run  of  38  miles  at  from  30  to 
40  miles  per  hour  carrying  a  loaded  box  car  and  the  fire  was  given 
no  attention  during  the  trip.  The  fuel  used  for  this  car  was  an- 
thracite coal  which  was  fed  from  a  hopper  on  the  car  by  means  of 
the  jarring  of  the  engine.  The  feed  was  facilitated  by  a  vertical 
rod  passing  up  through  the  center  of  the  tire  box,  which  was  ope- 
rated by  a  lever.  The  roof  of  the  car  contained  a  surface  con- 
denser for  disposing  of  the  exhaust  steam  when  running  over  city 
streets.  This  car  made  168  miles  a  day  for  a  few  months,  but  like- 
its  predecessors  proved  unsatisfactory  and  its  use  was  scum  discon 
tinned.  The  ear  had  neither  boiler  or  water  capacity  sufficient  for 
the  service  required  and  the  loading  of  the  coal  magazine  through 
the   roof   was   a    source  of   considerable  trouble. 

A  car  similar  to  this  was  built  for  the  Detroit  Southern  Railway 
and  also  one  for  the  Pittsburg.  Cincinnati,  Chicago  &  St.  Louis, 
but  in  both  of  these  cases  the  boilers  proved  deficient  as  the  steam- 
ing capacity  was  entirely  insuffcient  to  meet  the  requirements. 

The  foregoing  examples  are  sufficient  to  show  the  difficulty  of 
producing  a  suitable  self  contained  motor  for  this  class  of  service 
and  it  may  be  mentioned  that  in  most  cases  where  cars  of  this 
character  have  been  operated  the  companies  running  them  were 
obliged  in  order  to  avoid  labor  troubles  to  pay  the  wages  of  a  fire- 
man who  merely  rode  on  the  car  with  the  engineer  hut  performed 
practically  no  service  whatever.  It  would  seem,  therefore,  that  in 
the  special  field  of  suburban  and  intcrurban  work  that  it  is  impos- 
sible for  the  steam  road  to  compete  with  any  degree  of  success 
with  trolley  lines  as  the  latter  can  be  operated  at  a  profit  on  pas- 
senger traffic  only  at  rates  which  the  steam  mads  cannot  possibly 
afford  to  adopt  even  with  the  help  of  their  freight  and  express 
traffic. 

We  believe,  however,  that  there  should  be  no  feeling  of  ani- 
mosity  between  these  two  classes  of  railroads  for  the  reason 
pointed  out.  that  what  the  steam  roads  lose  through  short  distance 
trolley  competition  they  undoubtedly  more  than  make  up  by  the 
increased    volume  of   traffic    which    results   from   the  building   up  of 

the  neighborh Is   through    which   the  trolleys   operate.       There  can 

be   no   defence    for   tin    rale    wars   winch    have   been    inaugurated    in 

eral   puts  .if  the  country   for  the   reason  that   such  action  merely 

reduces   the    profits    of  both   parties   and    is   felt   much   more  by   the 

am  roads  than  I  |  the  trolley.  It  is  probable  that  in  some  1 
where  rate  cutting  has  been  resorted  to  it  has  been  with  the  ulti- 
mate object  of  absorbing  the  trolley  lines  by  the  steam  mads  which 
cannot  fail  to  recogltize  in  the  former  not  only  highly  desirable 
properties  from  the  standpoint  of  an  investment,  hut  useful  auxil- 
iaries as  feeders  to  steam  trunk  lines. 


May  20,  1902-] 


STREET    RAILWAY    REVIEW 


255 


New  Repair  Shops  at  Providence,  Rhode  Island, 

Details  of  Building  Construction — Application  of  the  Card   Index  System  to  Keeping  Shop  Records 
Shop   Methods — Armature  Oven — Methods  in  Vogue  for  Making  Paint  and  Painting  Cars. 


Some 


By  far  the  greatest  proportion  of  the  total  street  railway  mileage 
in  the  stale  of  Rhode  Island  i<  controlled  by  the  United  Traction  & 
Electric  Co.,  of  Providence,  which  is  not  an  operating  company  but 
controls,  through  stock  ownership,  the  Union  Railroad  Co.,  of  Provi- 
dence, the  Pawtucket  Street  Railway  Co.,  the  Rhode  Island  Sub- 
urban Railroad  Co.  and  the  Interstate  Consolidated  Street  Railway 
hese  properties  are  at  present  in  independent  operation,  but 
will  undoubtedly  be  brought  together  under  one  operating  company 
time  in  the  near  future. 

All  the  repairs  to  equipment  for  the  properties  controlled  are 
made  at  the  recently  equipped  shops  on  Cranston  St..  in  1'rovidence. 
These  shops  are  the  third  or  fourth  largest  street  railway  repair 
shops  in  this  country. 

The  buildings  occupy  a  triangular  tract  and  have  a  frontage  of 
390  ft.  on  Cranston  St.  and  an  extreme  depth  of  370  ft  I  In  general 
layout  of  the  yard-,  tracks,  pits  and  various  shop  departments  is 
shown  in  one  of  the  accompanying  illustrations.  1  lie  buildings  are 
entirely   of   brick,   with    stone   trimmings.      Tin    roof   is    Steel    girder 


The  apparatus  and  ducts  for  the  indirect  hot  blast  beating  system 
were  furnished  complete  ami  installed  by  Westinghouse,  Church, 
Kerr  &  Co. 

The  boilers  are  located  near  the  rear  of  the  building  anil  the  fans 
and  radiators,  winch  are  of  cast  iron,  are  on  the  second  floor,  near 
the  center  of  the  shop.  The  fan  apparatus  is  in  duplicate,  and  the 
fans  are  driven  by  electric  motors  wound  for  efficient  operation  at 
two  speeds,  ami  thus  four  variations  in  the  intensity  of  the  beat  are 
readily  made.  The  galvanized  iron  pipes  for  distributing  (lie  hot  air 
vary  in  diameter  from  5  ft.  near  the  heaters  to  o  in.  at  the  outlets. 
This  piping  is  carried  under  the  roof  trusses,  where  il  is  out  of  the 
way  of  the  shop  work,  and  the  outlets  are  arranged  about  i_>  ft. 
apart  and  7  ft.  above  the  floor. 

The  fact  that  there  are  four  virtually  independent  companies  hav- 
ing  repairs  made  at  these  shops  introduces  a  number  of  complica- 
tions in  the  accounting  and  storekeeping  methods,  as  all  labor  or 
material  has  to  be  charged  to  the  separate  company  for  which  it  is 
intended,     Cne  records  and  bookkeeping  system  are  therefore  more 


EXTKKlnH   VIEW  Of   NEW  SHOPS     UNITED  TRACTION  .*   ELECTRIC  CO.,  l'KOVI  HENCE. 


ICtion  throughout,  with  monitor  roof  down  the  center  of  the 
main  bay.  giving  ample  light  in  all  part-  of  the  building.     Tin    front 
:   the  building  has  no  basement,  but   the  general   grade  of  the 
proper  liar  al    the   back  of  the  plant,  which  is 

utilized  to  1  Ivantage   for   storing  heavy   -lock  and     thet 

Hippl 

rlj  fireproof  aa  modern  building  material  and 
n  afford.    The  floors  are  of  granolithe.     ["he  pits  an   con 

Hugs    with    a    ,|  111.    bl  )■ 
own    m    thi  I  hi     |'it    tracks 

dard,    laid    on    X  x  12  iii. 
■;.-    channel     irons    along    the    inside    of    the 

o    fi.      1  he    itringei  - 

ith  granite  block      1    ft.   .4   in 

I  be  pit    floOl    b  . 

the  gene  ial  equipping 
full  length  of  the    bop.  but  thi 
iter  upon  which  travels  a    1  aunb 
ipron  approaches.     The  paint   and  carpenter     b- 
lly  well  lighted  and  ventilated  and  arc  connected  witl 

carpi  no  1  '  bop 

into  iln    paint    loom    and 

tly  into  the  '  quipping  :00m. 

nipping  and  111  p  Ion..      I  be  .  uiii,    plant 

>•    proti  jn    addition    to 

l<  d  ami  VI  ntilati  d 
md  piping. 


complicated  than  would  be  required  were  there  bul   one  operating 
ci  impany. 

Much  of  the  difficult]  arising  from  ibis  source  is  1111 1   by  the  appli 

cation  of  a  card   indexing  system,  and  as  a   mallei    of   fact  the  cards 

almost  entirely  supplanted  l i<  accounting  iii  these  shops. 

When  1  be  -lock  is  received  into    tore!  it  is  immediately  entered  in 
the  'I. Hi-   receiving    heet,  and  from  these  sheets  is  entered  on  cards 

t  in.  by  (1  in.,  winch  an-  tiled  alphabetically,     11 mi    give  the 

dati     mill  ii antitj  oi  each  lot  "i  each  material  as  it  is  ordered 

'Hid.  ami  the  amount  used  for  a  given  period,  which  infor- 
mation i"i  1  il"'   in  i'I.h  ing  in  w  orders. 

Mi'       ton       are   kept    111    bills,    which    are   unusually    well    arranged. 

1  i"  ■   inn    .0 e  pi. H  ni  11 on     ,1  .  ith,  1    ide  oi  1  be  aisle  and  the 

il  1    'ii    tie 'I  .1     1. 11    1    po    ible  i dmg  io  the  work  for 

which  it  i    to  be  used      ["hi   bin    arc  in  two  tiers,  access  to  the  upper 

tiet    being    had    I at 1   giating    floor    reached    by    a    si. in  ■.. .  1. 

1"    il tadi    ■  'i  "pen  iron  grating  wot  I.     0  th In  1    ■  il! 

mi"  '       in  in"     ill  of  the  bin     within  reach  of  a  man  of 

■bi.     Me   bin    .1 1  numbered,  but,  a    bi  fi n 

lie  'I     "  iii. 'i    in.     i".  I    '  in  l"   1 '  adilj   found,     I  he  at  range 

incut   foi   lighting  tin  1  is  interesting       1  he  ini  ande  

lamps  are  arranged  in  different  circuits  so  that   thi     torekeepei   a 

tot I"  t  mi  11    the    witi  b  h  In.  li  light    tl ain 

aisle  bul  of  thi     idi    lisli        v    in    ,  m,  1     the  1  idc  aisle  in 

■  ni. n     '"'  I    I"    di    11  -       In    1 a   B«  ileb  anil  lights 

the  lamp  lion      11 1 Hi    ,  but  n 

il  lamp  . 


256 


SI  REE  I     R  \II.U  \Y    Kl\  I!  \\ 


[Yd     Ml 


May  20.  1002] 


STREET    RAILWAY    REVIEW. 


->/ 


The  materials  arc  charged  out  of  stores  at  the  price  at  which  the 
purchase  was  made,  and  for  determining  tliis  amount  a  separate 
index  of  price  cards  is  maintained.  Another  set  of  cards,  called  the 
Stock  record,  has  spaces  tor  each  day  for  40  weeks,  and  give-  the 
amount  charged  into  stores  and  the  amount  charged  out.  and  also 


repairs  for  each  of  the  four  companies,  requiring  that  a  large  num- 
ber of  the  different  forms  be  always  kept  on  hand.    If  the  companies 
are   merged   under   one  operating   head   this   branch   of  the   business 
will  he  greatly  simplified. 
Exact  account  of  ,M  scrap  material  is  kept,  and  the  price  obtained 


CRANSTON  ST.  ELEVATION. 


the  balance  on  hand  at  the  end  of  each  week.  These  cards  are 
watched  l.y  a  clerk  and  when  the  amount  of  any  material  on  hand 
certain  predetermined  minimum  he  makes  a  note  of  the 
fact  for  reference  to  the  purchasing  agent,  who  immediately  orders 
a  new  supply  of  the  stock  required;  at  the  same  time  the  amount  in 
the  stock  room  is  checked  with  the  card. 

When  goods  are  received  they  are  all  charged  to  the  Union  Rail- 


for  it  as  scrap  is  credited  hack  to  the  account  to  which  the  material 
was  originally  charged.  Portions  of  the  price  and  stock  cards  arc 
reproduced  on  pages  J58  and  259. 

Records  of  all  cars,  trucks  and  snow  plows,  with  the  sub-equip- 
ment on  each,  and  the  repairs  made  during  their  life,  are  kept  on 
card-  5x;;s  in.  These  cards  are  four  in  number,  Equipment  Record, 
Repair  Record,  Truck  Record,  and  Snow   Plow  Record. 


I   MIOK   01     WINIIINl.    !•"    I 


■  1  for  any  of  the  othct  companiei  the  fad  ii 
p    from  which  the  proper  charges 
idi  up,     1 
"""•1  n   by  6  in.,  thew  requi  il pri  ing 

1  he  " qui  Hi""    ,.n    made  up  in  pads. 
of  thi    diffi  mi' 


I"  ord  record    Eoi  thi  diffi  renl  cla    i 

ol  equipmi  nl  the  foui  I    an  ol  different  i  oloi       I  he  Equiptm  ni 

Record  card  thai  for  the  Repaii   R I    traw  color,  the 

1  drab   ind  I <      *   Plow  Ret  ord  card  blue 

1  h.  h  11    given  in  the  tabli  i  w  hit  h  foil  m 

on  pagi 


258 


STREET    RAILWAY    REVIEW. 


[Voi    Xli.  No  s 


[|   MINI     RB  OU  ('  Vk     NO 

Buildei  I  ontrolli  i 

I  late  in 

\]i  Healers 

Length  Bodj 

....      Ri  gistei  

Signs  -  

trolli  v   i  latcher 

Summer Winter.. . . 

I  ruck  No Truck  No. 

Lighl  Circuit  Brake  

1  leadlighl   


Repair   Record C\k   No.....     Station   

1  Blank  ruled  to  give  space  for  date,  description  and  amount.) 
1  Reverse  side  of  card  the  same  as  front.) 


I  I  Ml    Kill 'INC. 

The  time  of  all  employes  in  the  shops  1-  kept  by  means  of  1 
ing  system  furnished  by  the  Simplex  Time  Recorder  ' 
Gardiner,   Mass.      ["hen    an    five  recording  instruments  in  the  >  1  ■  f 

parti  "i  the  building,  on  which  tin  men  check  themsel 
and  "in  for  both  morning  and  aftern 1  hours, 

OMPRESSED  AIR. 
hop-  are  fitted  with  a  complete  air  compressing  plant,  con- 
sisting of  a  Christensen  water  jacketed  combined  pump  and 
tank  having  a  capacity  of  75  cu.  ft  of  free  air  per  minute, 
1-  piped  to  all  parts  of  the  building  ami  is  used  in  pneumatic  tools, 
pneumatic  hoists  and  pneumatic  Jacks;  also  fur  cleaning  cars  and 
in  combination  with  a  gas  jet  f"r  burning  "IT  cars.     This  use  of 
compressed  air  is  found  t"  be  "f  the  utmost  convenience  and  it  is 
believed  has  resulted  in  reducing  tin  expense  of  all  classes  of  repair 
and  cleaning  work.     I  or  cleaning  cars  a  nozzle  is  placed  ai  the  end 
of   the    lead    from    the   compressed    air   main    and    cushions,    curtains 

and  mats  are  thorough!}  cleaned  by  tins  air  blast  in  one-fourth  the 
time  11  formerly  took  several  men  to  do  the  work.    It  is  also  found 


No Thick    Kh  I  RD. 


Builder 


l>l'C    

Wheel  Base 

I  ype   Wheel 

Si  e  \\  hci  1 

-  \le 

Gearing 

M rs   1  Winter) 

Motors  (  Summer  1 

Car  \'o.  t  Winter) 

Tar  N'o.  (Summer) 

1  Reverse  side  for  Repair  Record.  1 


Station 

Ri  paii 


R to  01  Snow   Plow  :       No. 

1  



Type 

Type  Wheel    

Si/e  Wheel 

Size    \  \1<      

Gearing  

Motors 

From   

nee 

illers  



(Ri  ird  for  further  record  ol  repairs.) 


SHOWING  HEATING  PIPES. 

thai  the  dust  can  be  kept  out  of  corners  and  inaccessible  places  in 
a  car  with  much  less  effort  than  by  any  other  means. 

One  of  the  novel  application-  of  compressed  air  is  made  in  the 
painting  room.  By  the  use  of  a  special  nozzle  a  jet  of  compressed 
air  is  combined  with  a  jet  of  gas  from  the  city  gas  mains,  and  the 
blow  torch  so  formed  is  used  with  the  most  satisfactory  results  for 
burning  off'  cars,  trucks,  etc.,  prior  to  repainting.  The  no 
made  of  brass  and  consists  of  a  '  1  -in.  tube  inside  of  a  '.in.  tube. 
the   smaller   pipe   being   for  the  gas  and  the   larger  one   for  the  air. 


11 

/ 

32" 

1 

rwist 

Drill 

s 

Cost 

u 

lit 

Mir 

. 

8al. 

N  S. 

M. 

r. 

w. 

Th. 

F. 

S. 

ToLI 

Bat 

M.S. 

M. 

PRICK  CARD. 


May  jo.  taoa-] 


STREET    RAILWAY    REVIEW. 


259 


The  air  pressure  and  the  supply  of  gas  arc  regulated  by  stop  cocks, 
giving  any  intensity  of  Same  desired.  The  one  possible  objection  to 
this  is  the  lack  of  flexibility,  as  the  air  and  gas  pipes  arc  necessarily 
limited  in  length  and  the  car  to  l>c  burned  off  lias  to  be  brought  lo 
one  place  in  the  shops.    This  difficulty  is  overcome  by  reserving  one 


the  supervision  of  the  company's  master  painter.  The  colors  are 
bought  in  hulk  and  are  made  up  as  required.  For  this  purpose 
there  are  two  grinding  mills  and  four  So-gallon  mixers  driven  by  a 
small  motor.  The  master  painter  uses  his  own  formulas  for  mixing 
paint.      From  records  kept   for  several  years  it   is  estimated  that   by 


No.  or  Size 
33/v:fi7T 

Article:  — 

G.E.800   Axle 

Gears 

Unit. 

Mm                /v  {y 

Rwpmn  v* 

R*ce..t-d 

Del.vered 

Balance 

Value 

Oil* 

Ami 

Dale 

Arm. 

To  Dale 

Amt 

Balance 

$ 

STOCK  CARH. 


track  lor  this  one  purpose.      The  same  form  of  burner  is  also  used 
in  the  winding  room. 

PAINT  SHOP  METHODS. 

These  shops  are  somewhat  unique,  in  that  all  the  paints  and  insu- 
lating  compounds   are   ground   and   mixed   on   the   premises,   under 


making  its  own  paints  in  litis  way  a  great  saving  in  cost  has  been 
gained  by  the  company,  with  the  added  advantage  that  the  painter 
knows  just  what  he  is  getting  in  his  paints.  The  hody  colors  are 
usually  mixed  by  hand  in  comparatively  small  quantities  in  order 
to  keep  them  from  becoming  tough  or  stale.  Paints  of  which  large 
quantities   are   used   are   mixed   in   the   So-gallon   mixers   and   com 


^-<si" 


'«2 
Sir 


3'x/2"-57if/A'6fi?lYP 

4'-0 "c.  fo  c. 


*/V  C/.//3S  POftU/l/VO  Cf/VfA 

Cavers  rs  /-0or/,YGs 


1                1 

r 

3'-0'<5<g. 

IT.  AN   AND  M.C    I  ION   SHOW  I     ■.    I.I    I   • .11.  .  • 


260 


STREET     RAILWAY     KIA  1 1 W 


[Vol    XII,  No.  5. 


paratively  large  quantities  arc  kepi  on  hand,  especially  oi  white 
pain)  for  roofi  and  metallic  paint  for  poles,  Root 

Speaking  oi  the  comparative  cosl  of  making  painta  ovei  th 
of  buying  them  read)   made,  u  1*  pointed  out  that,  althoui 
regular  painl  dealers  may  be  able  to  buy  their  rough  colon  al  a 
better  figure  than  the  smaller  consumer,  the  street  railway  company 
can  effect  a  ^:i \ niv;  111  the  cosl  of  laln.r.  as  the  men  who  do  the  mix- 
ing and  attend  to  the  mixing  apparatus  can  put  in  tlu'ir  span-  time 
setting  glass  (all  the  glass  setting  is  done  in  this  room),  keeping 
charge  of  the  paint  store  room,  etc.,  and  are  nun  who  would  prob- 
ably be   required  any   way   to  take  can   of  tliis  work.     The   1 
power  l"i   Operating  the  apparatus  is  small,  as  a  a-h.p.  motor  taking 

current  from  the  trollej  circuit  is  all  that  is  required    Only  the  best 
nls  ami  colors  arc  purchased  ami  the  formulas  arc  made  by  an  expe- 

I   paint   mixer,  so  that  a  high  grade  of  paint    is  assured.      It  is 

estimated  tliat   ■>  saving  of  practical!}    20  i"  1   cenl   is  effected  over 


pulled   forward.     This   1-  done  not  only  to  give  access  t,,  the  con- 
pace  behind  the  barrels  t"  In  k,  pi 

and   free   from   ruhln-h. 

It   1     the  custom  in  these  -hop,  to  save  all  scraps  that  result  from 
burning  off  cars,  and   this   scrap  finds  a  ready   sale  to  jewelers  for 


INTERIOR  VIEW. 

the   cost   of  the   same  grade  of  paint   if  bought   from  the   regular 
dealers. 

Mir  companj  also  makes  insulating  compounds  and  shellac,  using 

for  this  purpose  a  churn   which   consists  of  a  50-gallon   barrel   fitted 
wmIi  castings  al  the  ends  to  receive  the  bearings. 

The  paint  shop  and  store  room,  which  are  under  the  charge  "t 
Mr.  II.  Arnold  French,  master  painter,  are  models  of  cleanliness 
and  neatness.  In  the  si,, re  room  everything  has  it-  proper  place  and 
must  be  kept  therein. 

For  taking  care  of  brushes  |,  ng,  shallow,  copper  lined  tank,  are 
used.  Ordinary  brushes  are  kept  in  water  and  arc  suspend,, I  in 
racks   placed   across  the   tops   ,,f   the   tanks.      A    simple   device   keeps 

inks  free  from  paint  scum.  The  water  enters  the  link  from 
the  bottom  and  passes  out  through  an  outlet  pipe  which  has  its 
opening  at  the  surface  of  the  water.  s,>  that  the  circulation  in  the 
lank  is  always  from  the  bottom  I"  the  top.  and  all  scum  or  other 
accumulations  on  the  surface  immediately  pass  out  through  the  out 
let  pipe.  \i  the  back  of  the  brush  lank  are  fastened  sheets  of  iron. 
which  are  used  for  rubbing  purposes,  and  it  is  against  the  rules  to 
clean  out  brushes  anywhere  except  on  these  sheets.  The  sheet  iron 
is  in  sections,  held  in  place  by  screws,  and  can  be  taken  down  and 

cleaned  by  means  ,,f  the  gas  blower  pipe  already  described. 
Hie  varnish  brushes  are  kept  in  varnish  in  a  large  tin  box  hiving 
nails  projecting  on  the  inside  for  holding  the  brushes  at  the  proper 
height.  Camelhair  brushes  lor  the  body  colors  are  kept  in  a  mix- 
ture of  ,,il  and  turpentine  in  separate  cans.     All  bands  of  powdered 

etc.,  are  mounted  on  small  wheels  so  that  they  may  be  easily 


PAINT   ROOM. 

the  sake  ,,f  the  panicles  of  gold  leaf  contained  therein.  All  paint 
skins  and   residue  paints  are  also  kept   fur   use  "ii   floors   and  other 

odd   jobs. 

Car  signs  are  painted  with  the  aid  of  perforated  patterns  madi 

manila  paper  and  the  use  of  pounce  for  outlining  the  letters.  The 
colors  are  then  filled  in  by  hand.  These  patterns  are  perforated  by 
the  use  of  a  tracing  wheel,  similar  to  the  small  wheel  used  by  har- 
ness makers   for  making  perforations.     Stencil  designs  are  used  to 


a  | 

9 

[   f^T^        '&             IU       l      ■•■  III     ,*:" 

^    --         vuW-     >4             1 

LADDER  WAGON  IN  USE. 

some  extent  for  decorating,  but  these  arc  always  finished  up  by 
hand,  giving  a  peculiar  shaded  effect  that  cannot  be  gained  by  hand 
alone  or  by   stencils  alone. 

I'he  amount    of  care   exercised   in  all   parts  of  the   paint    room   is 
illustrated   by   the   fact   that   even   the   sand   paper   is  cut   into  con- 


M  \V    JO.     1003  1 


STREET    RAILWAY    REVIEW. 


261 


vcnient  lengths  and  kept  in  a  rack  according  to  grade,    These  pieces 
of  sand  paper  arc  given  out  by  the  store  keeper  just  as  any  of  the 
more  expensive  materials. 
Old  glass  is  cut  up  and  utilized  for  putting  into  headlights.    The 


scratch  the  glass.     The  diameter  of  the  disk  is  regulated  by  placing 
the  cutter  at  any  desired  position  QH  the  swinging  arm. 

Window   Sash   are  painted  on  a  revolving  table   which  lias  raised 
bevelled  edges,  so  that  but  one  edge  all  the  way  around  the  sash 


LADDER   WAGON  USED  FOK   PAINTINC.   POLES. 


to  thi    propet     in    bj   means  of  a  -mall  steel 

wheel  cutter  mounted  on  an  arm  which  >wing*  from  a  small  h '  n 

i  il    i-    lined    with    felt   and    cannot 


ffa/Y 


z-  5 


, 


:       -         :  ssl 

■  ■ 


- 


LiJb 


•  - 


I  .     IA'   h 


ELEVATION  Ol    IACH 


262 


STREE  I     k  All. WAY    REVIEW. 


[Vol.  XII.  No   5 


•  1  the  table.  After  the  sash  are  finished  they  are  taken  to  the 
rubbing  table,  which  consistt  of  a  heavy  slab  of  slate  having  a 
dished-oul  i>..rti<ni  in  the  center;  lure  they  arc  rubbed  down  with 

pumice. 


The  car  is  finished  on  the  next  day  and  allowed  to  dry  fur  .1  day. 
(  >n  the  following  day  the  roof  is  painted  and  the  floors,  lining,  steps, 
truck,   backs   and   dashes   and   Other   parts   arc   scraped   and    p 

The  c.i  ;■  day  more  and  then  passes  to  the  equipping  shop. 


HETAILS  <>K  GUIDE  l'OR  LIFTING  JACK. 


In  ,.ih  cornet  of  the  paint  room  compartments  have  been  provided 
in   which   are   kept   all   parts   taken    from   the  cars  that  are  (i 

1  the  simp-.     The  doors,  windows,  trimmings  and  fittings  of 
all  kinds  are  placed  in  one  side  of  the  compartment,  which  i 
a  number  corresponding  to  the  car  number.     This  avoids  all  annoy- 
ance through  the  losing  of  small  parts  or  the  interchanging  of  parts. 

In  the  ordinary    course  of  overhauling  the  equipment   two  cars 

enter   the   paint    simp   each    day   ami    the    same   number   pass   OUt,   the 

1  car  through  tin    painl   room  being  five  days. 

is  during  the  first  day  arc  washed,  which  process  requires 

half  a  day.      The  panels,  dashes,  etc.,  arc  then  carefully  touched  up. 


As  there  arc  practically  600  cars  of  all  kinds  on  the  system  and  300 
working  days  in  the  year,  it  will  be  seen  that  the  system  of  passing 
cars  through  the  paint  shop  at  the  rate  of  two  a  day  insures  that  all 
cars,    both    open    and    closed,    will    be    thoroughly    overhauled    each 


/6-S- 


DETAILS  OK  ARMATURE  OVEN. 


May  jo.  igos-l 


STREET    RAILWAY    REVIEW 


263 


When  painting  cars  the  scaffold  is  supported  on  an  upright  iron 
pipe  stand  of  ingenious  design.  The  pipe  rests  upon  a  pedestal  and 
has  a  movable  arm  which  carries  the  hoard  tor  the  painti 
upon.  The  iron  pipe  sets  into  an  offset  casting,  which  in  turn  sets 
into  the  pedestal:  this  brings  the  center  of  the  arm  that  supports 
the  board  immediately  over  the  point  of  supp  I   there  is  no 

tendency  for  the  stand  to  tip  over  when  the  men  are  working  on  the 
board. 


panying  illustrations.  The  wagon  carries  a  ladder  supported  on 
removable  pins  at  the  lower  ends,  which  are  held  between  brackets. 
The  ladder  is  virtually  a  double  ladder  having  three  uprights  made 
of  jx.s-in.  Oregon  pine.  I  lie  rounds  are  spaced  I  ft.  apart.  To  the 
uprights  are  fastened  brackets,  which  extend  out  from  the  ladder 
and  carry  platforms  that  come  in  close  proximity  to  the  pole  when 
the  wagon  is  placed  near  the  curb.  The  men  work  from  the  rounds 
of  the  ladder  and  also  from  the  brackets.     There  are  two   sets  of 


I'KTAII-  '.I     i  I'iii.i.kv  A.Nh  HI'ECIAL  CASTING  I  "K  iiam.i.k. 


i  mOV- 
ROLLE1    PO 


do  Mime  tin'  polei  into  thirdi ,    '  )ne  man  i i 

from  thi  ground  up  to  thi   Si  I  bracket,  anothei  stand    on  thi    fii  I 

tnd  painl    to  thi   mi I,  and  a  third  man  painl    1 1  the  top 

of  the  pole.    When    unui  nail         I       i u  ■■■  an  exl n 

i  aftei  the  patti  i  n  of  ■  uti n  fin   I  tddi  ri,     I  he 

held  in  plai  e  by  re i  able  pin  .    o  thai  •■■■  hi  n  i r 

from  one  pole  to                           ing  trei     thi   pin    at  i    withdrawn, 
allowing  thi   bracketi  to  drop  down   tnd  I    i thi  i   ihown 


264 


SI  REE  I     K  \  1 1. WAY    REVIEW. 


[Vol     XII.  No.  5. 


!.\  ill.  dotted  inns,  where  the)  are  out  "f  the  way.    It  desired  the 
whole  I"-  thrown  1  '.nk   by  means  of  a  connectii 

which  has  holes  spaced  ai  different  intervals  in  ii ^  lower  end  where 
it  is  attached  to  the  wagon  platform. 

A  large  1m. \  ai  the  front  "i  the  wagon  is  used  a-  a  receptacle  E01 
paints,  brusl  '  !»■  tunc  required  in  painting  poles  has  been 

1  about  one-half  by  using  tins  wagon.     It  formerly  1 
unis  i,.  paint  a  pole,  including  labor  and  material,  but  this  figure 
has  now  been  reduced  I  \  metallic  paint  made 

in  iIk-  company's  sii. ,|>>  is  used. 

1   \K  BODY  IK  US  1  >. 

For  hoisting  cat   bodies  two  cranes  run  mi  overhead  tracks  arc 
in  use.     Hiese  cranes  have  a  capacity  of  8000  n..  each  ami  an 
ated  by  a  piston  air  motor  geared  i"  a  shaft  running  lengthwi 
crane.    Keyed  t"  tliis  shaft  are  two  drums  "ii  which  an-  wound  steel 
cables  dropping  down  each  side  of  the  car.    Thesi  iched  to 

1    under   the   car   body    near   the   ends,   thus   ensuring   to 
the  car  an   even  hoist,    •  any  twisting   strains.     Another   air 


I  lie  water  after  having  I  in  operating  the  jack  returns  to 

a  discharge  tank,  from  which  it  is  drawn  by  the  pump  ami  i- 
under  pressure  back  into  the  pressure  tank.    The  pump  1-  automatic 

in  action  ami   -tarts  itself  whenever  the  pressure  on  the  tank  drops 
below  tin  predetermined  point. 

In  using  the  lift  a  suitable  null'   1-  placed  on  the  table  to  1 
the  pair  of  wheels  that   is  to  he   removed.     Water   is  then  admitted 
to  the  cylinder  ami  the  plunger  is  raised  until  the  in  the 

cradle.  The  lection  of  rail  immediately  beneath  the  wheels  is 
I  ami  the  plunger  lowered.  Just  before  the  lowest  point  is 
reached  the  pan  of  wheels  is  given  a  quarter  turn  so  that  thi 
rest  upon  tracks  laid  on  the  pit  lloor  level  ami  at  right  angles  to  the 
tracks  on  tin  car  barn  floor.  New  axles  ami  wheels  are  put  in  place 
by    reversing    the    process.       The   jack    is    found    useful    in    changing 

armatures,  motors  ami  heavy  truck  parts. 
HAKIM,  OVENS. 

lor  haking  rewouml  armatures  electrically  heated  ovens  an 
vided,  ami  working  drawing  are  also  given  with  thi.  arti- 


— r 


<ttd 


2:3' 


2:S3 


:-r- 


ffiqffi 

1 


T 


(~~T7> 


ft 


1    1 


Ha  r  J  Wood  S^e/>c3 


«       N(Vi 


,       Haijfci x}<n 


*& 


P//7 


'J'xJ  T 


AKMATURK  TRICK. 


an  el     itot   1 1 1  he  first  Hi  01  of  the  machine  shop 

to  the  basement. 

HYDRAULIC  I  - 1 1  ITN<;  JACK. 

There  i.  in  use  111  thi  equipping  »hop  a  convenient  hydraulic  pit 
jack,  drawings  of  which  will  be  found  herewith.    The  jack  is  used 

1  moving  and  replacing  wheels  ami  motors  or  motor 

under  cars. 

I  he  jack  consist-  of  a  i)1 . ■■in.  cylinder  let  into  the  pit  lloor  and 
resting  on  a  footing,  tin    top  of  which  is  •)  ft.  below  the 

bottom  of  the  pit.  1  Im  piston  has  a  travel  of  4  ft.  s  in.  Upon  tin- 
top  of  the  plunget  n  ts  a  circular  table  -■-»  in.  in  diameter,  which  is 
free  to   revolve  on   hearing  plates   and   al-o  upon   a   series   of   small 

■  n  the  plunger  when  it  is 
in  the  raised  position  it  i-  surrounded  by  a  steel  lattice  work  frame 
or  cage,  which  slide-  up  and  down  in  guide-  a-  the  plunger  moves. 
The  dimensions  ami  detail-  of  the  frame  and  table  are  shown  on  the 
drawing-. 

The  hydraulic  pressure  is  furnished  by  a  motor-driven  Quimby 
pump.  The  pressure  tank  from  which  the  water  passes  to  the  jack 
cylinder  has  a  capacity  of  500  gallons  and  carries  a  pressure  of  90  lb. 


clc.     The  ovens  an    lniill    with    [2  ill.  lank   walls  and  brick  pat 

between  the  compartments.     The  hack   walls  are  reinforced  with 
frame  work  of  iron  channel-.     ITi.   i  i     Formed  b)  7  in.  channels 

on    which    is   laid    's  in.    sheel    iron,   and   on   thi-   a    layer   .if 
filling,  with  a  layer  of  1. ricks  on  top  of  the  UOn  conducting  in 

The  dooi-  are   formed   ol     Iteet    iron   strengthened   with   T  and 

angle    nous   and    have   asbestos    tilling.      I  he    doors    slide    upward   on 

channel  uprights  and  are  balanced  with  counterweights  suspended 

from  rope-  passing  over  the  top  of  these  uprights  and  pullies  at  the 
hack   of   I  In    0\  en-. 

Armatures  are  run   into  the  oven-  on   low    four  wheel   trucks  and 
an   also  suspended  from  the  ceiling  by  means  of  novel  trollej  .       in 
trolley  arrangement   oni-isis  of  a  ~  in.    I    beam   fastened  to  [hi    ceil 
ing  of  the  oven.     Suspended   from  this  beam  by   rollers  is  a  5-in.  I 
beam  which  is  free  to  move  on  the  larger  beam  and  may  he  drawn 
I   to  project   25   it  the  front  line  of  the  ovens.     The 

armature  is  suspended  in  a  sling  from  a  special  casting  having  rollers 
which   may   he   -lipped   over  the  lower   Ranges   of   the   sin.    I    beam 
mentioned.     The  casting  i-  provided  wnli  an  eye  by  which  tin 
ing  and  the  armature  may   he   picked   up   by  a  pneumatic  hoist   and 
carried  about   the  shops.     When   an  armature   is  to  be  baked  it   is 


M  w  ao,  igoa-] 


STREET    RAILWAY    REVIEW. 


265 


brought  to  the  oven  by  the  hoist  and  the  casting  mentioned  is 
slipped  over  the  5-in.  I  beam,  after  which  both  the  beam  and  the 

casting  arc  pushed  back  until  the  armature  is  wholly  within  the 
..ven  and  the  sliding  door  may  he  closed.  Each  compartment  has 
three  of  these  overhead  trolleys  and  space  on  the  Hour  for  two 
armatures  on  trucks,  making  room  tor  five  armatures  in  each  com- 
partment 

There  are  three  "Simplex"  electric  heaters   in  each   division,   cm 
on  each  oi  the  sides.     It  i-  found  possible  with  a  525  volt  current   to 


EFFECT  OF  THE   BOSTON 
TRAFFIC. 


ELEVATED  ON 


BAKING  OVEN  K"H  ARMATURES. 

maintain  a  temperature  ..i    16  F.   with  3.2  amperes  of  cttr- 

with  4.75  arnpt  ri     ol  current 
All  the  departments  of  thi  trgi         Mr, 

W.  I).  Wright,  superintendent  of  equipment,  and  many  of  the  devices 
and  m<  d  under  In-  direction. 


THE  LANCASTER  RELIEF  ASSOCIATION. 


Railway  &  Light  Co      R  iation, 

lini      held   its 

annual  dirav  ception  at   the    Eagle    Hotel,    Mechanicsburg, 

April   .  rip  fr..m   I  in  a  spei  ial  car, 

«itli   Frank  ral    managei    of   the   company;    II.    I'.. 

and  S.    I     •  Itcndi  nt   ..f  nan, 

1 
ug  them  the   tupporl   and  1 
:i  the  fraternal  and  charitable  work  of  thi 
Mr.  I!    I.  /....k.  financial  read  the  report  f..r  the 

aid  out 
for  tli .oh 

d      I  he  organization  h 
iding  ita  1 
.1  program  and  il"  return  I     I  1      Mr. 

from    mil'  1  1  m    ..i  ..Hi' 


Mich.  1   Rail         ( 

-I  thi   Godfrey   Building    (H  North  Ionia  St., 

■ 


The  elevated  railway  in  Boston  has  now  been  in  operation  a 
sufficient  length  ..f  time  to  make  it  possible  to  form  a  reasonably 
accurate  estimate  of  the  value  of  the  service,  and  to  demonstrate 
in  what  particulars  it  may  he  regarded  as  an  entire  success,  as 
well  as  to  indicate  what  further  improvements  an-  necessary  in 
..Kiel  to  attain  the  perfection  in  operation  .11  which  the  manage- 
ment aims.  The  service  upon  that  portion  of  the  elevated  system 
extending  along  the  water  front  is  not  as  yet  completely  installed 
owing  to  the  heavy  demand  of  the  subway  traffic,  which  is  so  far  in 
excess  of  the  volume  of  business  anticipated  that  nearly  all  of  the 
elevated  cars  at  present  owned  by  the  company  arc  required  on  this 
main  line,  which  is  partly  elevated  and  partly  underground. 

Perhaps  the  most  striking  feature  of  the  situation,  and  one  that 
causes  tile  operating  department  serious  concern,  is  the  unanimity 
with  which  those  passengers  win.  have  a  choice  between  the  surface 
and  the  elevated  lines  for  reaching  their  destinations,  forsake  the 
slower  going  surface  car-,  which  are  seldom  overcrowded  on  lines 
that  parallel  the  elevated,  and  pack  themselves  into  the  overburdened 
elevated  train-  which  are  SO  densely  filled  with  pasengers  that,  dur- 
ing 1  lie  rush  hours,  it  is  frequently  difficult  to  close  the  platform 
gate-.  If  patronage  is  a  fair  gage  to  popularity,  the  elevated  road 
may  be  set  down  as  the  most  popular  institution  in  the  city. 

In  the  first   estimate  of  the  number  of  cars  needed   for  the   serv- 
ice, 60  cars  were  thought  to  he  an  ample  provision   for  all  the  httsi 
lie--    that    could    reasonably    he    expected    lo    seek    the    elevated    lines. 
but   in  order  to  provide  abundant   accommodation   for  any  travel   in 
excess   of   the   estimate.  40  additional   cars   were  ordered,   making   a 
total  equipment  of  100  cars  at  the  lime  of  opening  the  road.     It  was 
very    soon    demonstrated    that    nearly    all    of    these    cars    would    be 
required    for   the    service   on    the    main    line   alone,    running    between 
the   terminal    by    way   of   the   subway,   and   50   more   cars   were   or 
dered,  some  of  which  have  been  received  and  will  shortly  be  placed 
in   commission,    which    will    enable    llie   company    to   install   an    addi 
tional   through    service   bj    way   oi   the   water    front,   as   originally 
intended. 

From    the    standpoint    of    the    public,    the    most    important    result 

which  tin   elevated  ha-  accomplished  has  been  the  reduction  in  the 

running  time  into  or  through  the  city.  Upon  the  surface  lines  |.-. 
minutes  were  allowed  for  a  trip  between  Dudley  St.,  Roxbury,  an. I 
Sullivan  Sip  in  Charlestown,  the  terminal  points  of  the  elevated 
road,  and  it  was  frequently  impossible  for  the  ears  to  make  their 

trips  within  a  quarter  of  an  hour  of  this  tune.  The  running  time 
en  the  same  points  on  the  elevated  is  21  minutes,  or  less  than 
one  half  the  former  running  time,  and  the  trip  from  the  center  of 
the  city  to  the  suburbs  has  thus  been  shortened  by  ten  or  fifteen 
minutes.      In    effect    il    ha-    brought    the    suburban    territory    two   or 

three  mill     nearer  to  Boston  with  all  <>f  the  incidental  advantages 

accruing   therefrom. 

Another  important   benefit    lo  tin-  city  has  been   the  removal   from 

Washington  St.  ..f  the  congestion  of  c.-u-  and  people  that  formerly 
blockaded  thi  treel  01.1  sidewalk  of  that  main  thoroughfare.  In 
..i.ler  1. 1  fully  appreciate  the  extent  of  the  improvement   and  the 

in.  ill... Is  by   which   it    has  beet]   ace pi i shed,  it    should   be  .ailed   to 

mind  that   all  the  surface  traffic  through  the  .ilv   is  11.  .  .-ssarily  home 

by  Washington  St..  there  being  1 thei  thoroughfare  available  for 

mrpo  • .    Inti .  this    ingli  main  at  tei  \  il  wa  1  foi  met  ly  net  1      1 
to  pour  all  tin1  en-  h iin-  northerly  and  southerly  suburb 

At  ih.-  I 'i"  ■ 11  on  il ib.  an. I  lb.-  Sullivan  Sq,  Bta 

tion  on  the  north,  tin-    iii.inb.Mi  tinea  diverge  in  various  direcions, 

ting    with   1  mi  ih  1  •  m  1     placi      bej I.     Upon   these   radiating 

in   i' . . in.  ni  and  cat    are  numi  roui .    Bi  Eon   1  he  elevated 

pi  1  ition  11   v.. .0  -,   1 1  all  -ni. in  ban  cars 

into  or  through  the  bu  ii and  .1    d  n   till  the  nber  of 

di  propoi  tionatel    jn  itei   than  tin   number  of  pa  1  e 

I  hen  "i  hat   thej   wci  e  11  h  other's  way  and 

lo         Idded  to  thi   ■-.  stion  ..1  can   --  a    1 

lion  ol   peopl     ned   b     largi    numbi  1     ol    1 n      tand 

u] 1I1.  '.:■  1..1  ib.  11  pat tii  ni. 11  ...  1    to  arrivi 

It    v.  ill.    pm  1 .1    the  elevated   mad   to   prot  idi    a 

thai   would  overc  urn    thi      il  nation,  and  supplj    0    a     ub 

Him.   ioi  in. .I.-.  ..1  il 1... .  , 1     01.1  cer 

tain  ol  covering  thai  portion  ..1  thi  trip  included  between  the  two 
1 1    at  v. iii.  I.  il..     ill. mi.  1.  radi  iti     1 tl ain  line 


»66 


STREET    RAILWAY    REV  HAY 


|V.,i    XII,  No  s 


..i  travel.  ITiis  was  accomplished  bj  making  these  two  point!  the 
terminals  ol  the  elevated  line  and  bj  ranning  a  large  portion  of  the 
surface  cars  between  the  outlying  districts  and  these  elevated  termi- 
nals, instead  of  running  them  into  the  city.  Universal  free  trana- 
.111   between   the   elevated  and   surface  lines,   and,   i" 

make   llic   transfer   .1-   convenient    a-   possible,    surface   cars   arc    run 

upon  inclines  to  the  elevated  level  al  the  terminals,  so  that  trans 
1.    made  al  the  same  level.    The  effect  "f  tins  change  in  the 
lias  been  to  remove  from  Washington  St.  the  surplu 
and  render  it   unnecessary  for  passengers  to  wait  at  street  corners 
lor  [he  arm  al  of  "in  cit"  town  cars. 

Incidental!}    the  construction  of  the  elevated   road   lias   1 
in  a  verj   I. ui:'    financial  revenue  t"  tie  cities  ami  towns  in  which 
it  operates  its  elevated  and  surfaci    lines,     ["he  elevated  mad  pays 
nearly   $400,000   in   taxes  of   various   kinds   upon    us   own   capital, 

earnings  and  property   in  addition  tn  that  paid  on  the  leased   surface 

Inns.     (Jnder  the  Massachusetts  law  tin-  company,  which 

lessee  of  the  extensive  West  End  Street  Railway  system,  pays  in 
taxes  upon  both  sv -terns,  and  for  use  of  the  subway,  more  than 
'<«  a  year,  or  more  than  one-tenth  of  its  entire  income, 
which  1-  distributed  among  the  cities  and  towns  in  which  it  opei 
atcs  in  proportion  10  the  number  of  miles  of  track  which  it  operates 
in  each  of  them,  except   that  the  entire  subway   rental  is  paid  to  the 

city  of  Bo 

While  upon  the  subject  of  taxation  it  may  he  well  to  state  what 
these  taxes  are.  A  heavy  corporation  tax  is  assessed  upon  the 
market  value  of  the  slock  of  both  the  Elevated  and  the  Wesl  I  ad 
road- ;  a  compensation  tax  in  payment  for  its  privileges  is  levied 
upon  the  volume  of  business  which  it  transacts;  the  ordinary  prop- 
erty tax  is  paid  upon  all  property  owned  by  both  companies.  It  is 
also  required  to  pay  $213,205.18  for  the  use  of  the  subway,  and,  in 
addition,  must  divide  with  the  public  it-  earnings  above  6  per  cent, 
if  it  is  ever  so  fortunate  a-  to  he  able  to  pay  annual  dividends  in 
excess   of   that   amount. 

thi  i  taxes  upon  investment,  income,  property  and  profits, 
there  are  numerous  equivalents  of  taxes  such  as  the  paving  of  a 
lerable  portion  of  all  of  the  streets  in  which  its  tracks  arc 
located;  the  removal  of  snow  and  ice.  the  expense  of  which  some 
years  run  into  hundreds  of  thousands  of  dollars,  ami  other  obliga- 
tions, all  of  which  constitute  a  heavy  burden  upon  the  revenues 
of  the  company,  and  make  it  practically  impossible  for  the  company 
11  n  more  than  a  small  dividend. 


IMPORTANT  CONSOLIDATION  AT  RICH- 
MOND, VA. 


By  purchase  on  April  24th  of  the  property  of  tin'  Richmond 
fraction  Co.,  the  Virginia  Electrical  Railway  &  Development  Co., 
and  the  Westhampton  Park  Railway  Co.,  the  interests  controlling 
the  Richmond  Passenger  &  Power  Co.,  took  control  of  all  the 
electric  railway,  power  and  lighting  properties  in  the  city  of  Rich- 
mond  and  the   suburban  territory   tributary   thereto. 

The  Traction  Co.  and  the  Passenger  &  Power  Co.  have  for  some 
time  been  vigorous  competitors  for  the  street  railway  business  of 
Richmond  I  1 . .  >  both  had  lines  on  the  main  business  streets  and 
so  sharp  had  the  competition  for  traffic  become  that  both  corn- 
were  running  cars  under  less  than  five  minutes  headway 
during  the  entire  day.  resulting  in  an  enormous  and  unprofitable  car 
mileage  for  both  roads.  By  the  consolidation  much  of  this  useless 
led.  1  he  1  paction  company  owns  18  miles  of 
track,  and  the  Passenger  &  Powei  company,  68  miles.  The  new 
owners  also  control  the  Richmond  &  Petersburg  Street  Ry.,  22 
miles,  and  the  Petersburg  (Va.)  Street  Ry.,  6  miles,  making  a  total 
mileage  controlled  of   115  miles. 

The    Virginia    Electrical    Railway    &    Development    Co.    owns   a 
5,000-h.  p.   water  driven  plant  on  tin-  James   River.     This  plant   ha- 
an    ultimate   capacity    of    [5,000-h.    p.    ami    supplies    direct    and    alter 
current    for    traction,   power   and   lighting.       The   new   owner- 
have  also  acquired   rights  to  the   watei    powei    of   the   old   upper 

Appomattox    canal,    near     Petersburg,    and    are    now     working    on    a 

jo.ooo-h.  p.  electrical  development  plant  on  the  Appomattox  River. 

interests    will    all    be    controlled    by    a    new    company    called 
the    Virginia    Passenger   &    Power   Co..    with    a   nominal    capital    of 
which   will   be   increased.     The   new    owners  are   Balti- 
more and  New    York  parties  acting  through   Mr.  Nelson   Pcrrin  and 


Mi.   Win-low    William  more,   Md 

Virginia  Passenget  >\   Powei   <  0.  h  Mr.  I'm/  Sitterding. 

The  1  i  i  the  deal  wire  formerly  owned  largely 

by  what  is  known  locally  a-  the  Williams  syndicate,  which  included 

E.  I..  Bemi  president  of  the  Richmond  Traction  I 

Randolph    William   .    R     I  _  1 1 1  <  :  1  - 1 .  1    William-   and   •  >i 

It   is  announced   improvements  and   betterments  of  an  extended 

Cter   will   be  made,   not   only   in   the   street    railway-,   but    al-o  ill 
the  power  and  lighting  propi  I  the  W'cslhaniptoii 

Park  Railway  Co.  provide  for  a  well  regulated  pleasun    1.   orl   with 
a  villa  settlement  ami  country  club. 


ONE   WAY  OF  AVERTING   A  STRIKE. 


A    manager  in   conversation   recently  told  a  good    story   of  how   a 

superintendent    of    a    road    employing    .about    40    men    broke    up    a 

ned    strike  among   hi-   employes.     It    appears   the   company 

made  a  new  rule  in  regard  to  an  unimportant  detail  ot  opi 
but  one  which  did  not  meet  with  the  approval  of  the  conductors 
and  inoiormcn.  The  superintendent  knew  there  was  some  kicking 
going  on  hut  a-  there  was  no  vital  question  involved  did  not  believe 
the  men  would  be  foolish  enough  to  strike.  He  thought  the  mat- 
ter had  been  dropped  until  one  night  as  be  was  riding  on  the  last 
car  out  at  night  to  his  home  which  was  about  ball  way  between  the 
city  and  the  car  barn  be  learned  that  a  meeting  had  been  called  for 
that  night.     The  men  had  agreed  1  I   the  car  barn  after  the 

la-t  car  bad  been  pulled  in  and  arrange  a  strike  for  the  next  morn- 
ing, lie  quickly  d  to  remain  on  the  car  and  attend  the 
meeting  although  he  had  not  been  invited.  Arriving  at  the  barn 
he  found  about  half  the  men  gathered  together  and  somewhat  sur- 
prised to  see  him.  lie  spared  no  lime  111  telling  the  employes  that 
they  were  trespassing  on  the  company's  property  and  requested 
them  to  disband  and  remove  themselves  from  the  premises.  'Phis 
they  refused  to  do,  whereupon  the  superintendent,  who  is  some- 
thing of  an  athlete,  pulled  oil  hi-  coat  and  made  a  short  but  very 
;-  speech  to  about  the  following  effect:  "Now,  boys,  you 
have  gol  to  gel  out  of  here.  I  can't  whip  you  all  together  bin  you 
niii-l  either  leave  or  come  up  here  -ingly  ami  be  whipped  or  whip 
me.  Who  i-  the  first  one?"  This  was  an  appeal  the  men  were 
not  exactly  prepared  for  but  one  which  raised  the  superintendent 
a  good  many  points  in  their  estimation.  They  evidently  h; 
much  respect  for  themselves  to  join  together  and  throw  the  super- 
intendent out  of  the  barn,  which  they  easily  could  have  done,  and 
after  a  hurried  consultation  they  walked  up  to  him  in  a  body, 
linn  BJ  the  hand  one  hv  one  and  quietly  dispersed  to  their  homes. 
This  was  over  a  year  ago  and  not  a  word  has  been  heard  since  in 
the  vvav    of  objection  to  any  of  the  company's  rules. 


ELECTROLYSIS  CHARGE  IN    ST.   PAUL. 


The  St.  Paul  board  of  water  commissioners  in  a  bill  ol 
plaint  against  the  Twin  City  Rapid  Transit  Co.,  alleges  that  the 
mains  and  underground  pipe-  are  affected  by  electrolysis,  caused  by 
the  return  currents  of  the  company  using  the  waterpipes  for  a  con- 
ductor. The  water  company  asks  to  have  the  street  railway  com- 
pany restrained  from  making  such  use  of  the  water  mains,  and 
allege-  damage,  to  the  amount  of  $500,000. 

In  it-  answer  to  the  complaint  the  Twin  City  company  denies 
responsibility  foi  any  damages  except  such  as  may  attach  to  it  as 
a  stockholder  in  the  St.  Paul  City  Railway  Co.,  and.  on  behalf 
of  the   latter.   asserts    that    the   city    of    St.    Paul   and  not   the   h.mrd 

of    water   c missioners,    is   the    real    plaintiff.      In    connection    with 

this  contention  the  company  allege-  that  the  laws  and  ordinances 
under  which  it  was  granted  the  ii-e  of  ilu  tinder  the  re- 
strictions ami  regulations  made  from  time  to  lime,  amount  to  a 
contract  between  the  city  and  the  company.  It  is  further  alleged 
that  if  the  courts  decide  that  the  street  railway  company  shall  pro- 
vide other  means  of  returning  the  current-,  it  will  be  changing  lie 
terms  of  the  contract  between  the  city  and  thl 
•-•-* 

Work  will  - be  begun  on  an  11-mile  electric  line  to  the  summit 

of  Pike's  Peak,  lo  he  known  as  the  Seven  Lakes  Pike's  Peak  Ry. 
Connections  will  be  made  with  the  Cripple  Creek  Short  Line  at  a 
point  near  Clyde.  II.  C.  Mall,  of  Colorado  Spring-.  1-  one  of  the 
directors  of  the  company. 


M  \i  20,  1902.] 


STREET    RAILWAY    REVIEW. 


267 


HIGH   RAILWAY   SPEED  IN  GERMANY; 
TRICITY  OR  STEAM? 


ELEC- 


,A  report  to  the  Stale  Department  I17  Frank  H.  Mason,  V.  S.  Consul  General  al 

Berlio. 


It  is  now  live  months  since  the  close  of  tile  experiments  in  high- 
electrical   traction  over  the   specially   repaired   and   prepared 
railway   line  between   Berlin  ami  Zossen,  ami  yet   no  official   report 
of  the  attained  results  has  been  published.    Individual  experts,  more 
.•r  less  directly  interested  in  or  connected  with  the  trials,  have  con 
tributed  to  various  technical  magazines   lure,  in   England,  and   in 
America  long   ami   highly   interesting   reports  of  the  equipment    and 
methods  employed.     They  have  described  with  elaborate  detail  the 
tn. .tors,  tin-  constructs  n  of  the  cars,  and  tlie  system  of  transmission 
employed,  bat  nowhere  in  any  of  these  reports  docs  the  write]    ren 
Hire  to  stale  his  conclusions  as  to  what  the  experiments  have  p 
that   was  not  known  before,  .iii.l   what   immediate  effect   they   are 
likely  to  have  upon  railway  progress.      From  all  that  can  be  ascer- 
tained, even  the  "Studies  Gesellschaft,"  or  specially  organized  

pany  under  whose  management  and  support  the  experiments  were 
conducted,    has    not    prepared    an    official    report    for    the    in  1 
Hon  ,.f  its  own  members,  nor  has  it  yet  been  decided  when,  where, 
and  under  what  new  conditions,  if  at  all.  the  trials  shall  be  resinned. 
It    will   lie   remembered   that    in    former   reports  of  this  series    (Ad- 
vance   Sheets    Xos.    1103,    1154    and    1200  >.    the    experiments    were 
-    Ining  made   by   a    society    specially   organized    lor   that 
purpose,   which  included  as  members  the  General   Electric  Co,  of 
Berlin,   and    Messrs.    Siemens   &    Halske,    each   of   which    firms    fur- 
,1   motor  car  of  its  own  construction,  and   several   associated 
lank-,  which  contributed  the  necessary  capital;  that  the  trials  were 
made  after  long  and  careful  preliminary  study  and  experiment,  and 
with  the  expectation  of  accomplishing    a  speed  of  125  lo  150  miles 
an    hour.      The    trials    finally    took    place    during    the    latter    half   of 
•  last  year,  beginning  at  40  miles  and  gradually  increasing  in 
tpeed  until  on  the  3d  and  4th  of  November,  a  speed  of  150  kilo- 
(93J  miles)  an  hour  was  attained.      I  In  m  the  experiments 

abruptly   ceased,   for  the   reason,  as   it    was   underst 1,   that   at   the 

latter  pace,  the  strain  on  the  track  and  roadbed  was  .,,  greal   thai 
they   bad   to  1m.-   repaired  at   night,   and   it    was   found  that   the   limit 
of  practical   utility  ami   safety   bad   been    reached    with   the    facilities 
which  were  then  at  command. 
The  nearest   approach  to  an  official   verdict   on  these  trials  which 
Et     been    made    was    a     paper     read    last     month     before    the 
liiahn  Kunde"    I  an  association  of  railv. 
•  imrath    Baurath    MoritZ    Lochner,   an    eminent    engineer   be- 
longing to  the  Prussian  Stale   Railway   Administration,  and   who  in 
the  experiments  represented  the  Government,  which  had  Furnished 
■ten  of  military  railway  line  over  which  the  made. 

1-  withheld   from  publication,  but.  in  il    con 

firms  the  conclusions  of  the  other  experts  and   may  be  summarized 

The  line.  jX  kilometers   1  17.4  miles)   in  length,  was  laid  with  rails 

of  the  obi  Prussian  standard,  weighing  .1.5.4  kilograms   170.14  lb.) 

per  met  .-  on  metal  ties.     The  track  had  1 

•   a  lumber  of  years,  bin  prior  to  the  ■ 
put    in'  repair.      At    ordinary  •rylbing    worked 

_. ,  ami  no  trouble  w:.  ed   with   rail     01    moior  cars. 

I  lying  of  the  cat 
■    the    -llg:  ' 

of  130  kilometers  (81  n  pproached  and  exceeded,  m 

•  d.     'I  In-  rail    and  ii'     both  1 
'ram,   lb.    traik    began    to   give    way.   and    ihe 
ly.        I  he    I 
I  .    Mil.     1   per  hour  on  I  v. 
ditioni  then  develop!  d  1  iments 

being     tll.ll     Up    to     a     speed     of    Kl 

lint  a.  tin   pronounced  purpose  of  the  trial    bid  been  to  make 

hour,  the 
:  poinli 1  among  •  It  ■  tn.  ian    in  thi    1  ountry, 

11    lh.it    a    ].  1  nil.  lit. 

off  by  trolleys,  could  be 

potential  mi..  th<   rapidl)  moving  car,  and  then 

portabh    1  orking 

Old    II"    In  ..(    win.  Il    . 


springs,  the  other  set  solid  on  the  axle — worked  to  perfection.  I  here 
Was  left  no  longer  a  doubt— if.  indeed,  any  existed  before — that, 
given  a  sufficient  voltage,  the  current  could  be  "got  into  flic  car" 
lor  any  speed  that  might  be  desired.  From  the  standpoint  of  the 
electrician-,  therefore,  the  experiments  were  technically  successful. 
The  disappointment  lay  in  the  demonstrated  fact  that  a  large 
portion  of  the  German  railways  could  not,  even  if  it  were  desired. 

be    adapted    to    high  Speed    electrical    traction    without    being    practi 
cally    rebuilt.      While    some    of    the    leading    hues    have    been    r.l.nd 

with  rails  of  the  new    Prussian  standard,  44  kilograms  (07.4  lb.)  to 

the  meter,  many  of  the  principal  and  all  the  secondary  railways 
are  built  with  rails  of  the  old  and  lighter  Standard,  winch  filled 
so  conspicuously  at  Zossen  when  the  niolor  car  surpassed,  the 
speeds  which  have  been  approximated  in  other  countries  by  steam. 

They  are  laid  lo  a  large  extent  on  metallic  lies,  which  have  nol 
pi  1. \.il  satisfactory  under  the  severe  test  of  high  speed  or  heavy 
trains,  and  the  rail  joints  likewise  leave  something  to  be  desired 
from  the  standpoint  of  modern  improved  construction.  The  Prus- 
sian State  railways  are  conservatively  and  economically  managed; 
they  yield  a  large  and  steady  revenue,  which  the  royal  treasury 
needs  from  year  to  year,  and  it  is  clearly  seen  that  any  scheme  of 
rapid,  long-distance  transit  which  would  require  the  State  lines  to 
bi  torn  up,  their  curves  straightened,  and  their  tracks  relaid  with 
heavier  rails  will  have  long  to  wait.  In  fixing  a  definite  limit  of 
safety  and  utility  to  the  present  track  system,  the  Zossen  experi- 
ments ban  helped  to  relegate  the  hourly  high  speed  electric  express 
cars  from  Berlin  to  Hamburg,  Liepzig,  and  Breslau — which  had 
been  so  confidently  predicted  by  amateurs  here  and  in  America 
to  a  remote  and  somewhat  indefinite  future. 

Il  is,  perhaps,  as  a  more  or  less  direct  corollary  to  all  this  that 
the  German  Society  of  Mechanical  Engineers  has  again  taken  up  the 
problem,  and  al  a  recent  meeting  \otcd  a  sen.  1.1  prizes,  viz.,  5,000, 
3.000  and  2.000  marks  ($1,190,  $714  and  $470),  for  the  first,  second, 
and  third  best  designs  for  a  Steam  locomotive  and  train  which  will 
be  designed  to  form  a  unit  in  a  scheme  of  rapid  long-distance 
passenger  service.  The  prizes  are  of  merely  nominal  value,  bin 
honor  and  prospective  profit  of  winning  one  of  them   will   be 

worth    any    and    everything    that    the    competitive    effort     may    cost. 

I  he  proposed  locomotive  and  train  are  to  be  adapted  to  the  Prus- 
sian railways  as  they  now  exist.  The  engine  must  be  capable  of 
hauling  a  train  weighing  1X0  tons  over  1  straight,  level  track  al  a 
speed  of  120  kilometers  1 74-5  miles)  per  hour,  and  must  he  able 
upon   trial   lo  maintain   this   pace    for   three   hours   without    stopping. 

hough-  for  automatically  replenishing  the  lank  of  the  loco ive 

while  in  .ii.-  1.1  be  provided  at  intervals  of  75  miles.     The 

cars  are  to  include  in  their  plan  and  « ■  ■  1 1  tii ill  1 leni  im- 
provements and  I.,  be  -1,  design., I  a-  lo  form  trains  of  three  1.1  foul 
carriages,    each    capable    of    carrying    one    hundred    passengers    and 

theii   baggage,  with  full  provision  for  their  f I,  drink,  and  every 

during  a    journey    ol    from   live   to  ten   llOUl  S,       I  In 
lUSl     I"       0    linill    thai    they    can    be    run    sal.  lv      n.       .1    g I 

track  a;    1  of  150  kilometers  (93.7  miles)  per  hour.    The  cars 

must   b,    planned   and   built   of   such   material   as   to   minimize   the 
danger  to  pa    engei     in  ca  1   of  derailment,  collision,  or  othei  acci 
dent.    Especial  importanci    1    attached  to    afe,  effective,  and  easily 
.  iiiiii.ill.diir  lighting  and  healing  facilities.    The  drawing    and   ipi  1  i 

fication  0    show    cl.ailv    .v.  iv    detail    of    cousin 

weight,  ...  1  and  material  used    are  to  be  delivered  to  Mr.  F.  K. 
"i  the    \    ...  iation  oi  Gi  rman   Mei  hanical   E  ngi 

■   n  oi  D 1" '   1.  too  !,  ill.   pit 1  . ...  1 ij 

being  marked  with   1  ciphet   1 lentil after  the  awards  havi 

been  made.    The  competil ted  to  German    ubjects  and  to 

1  cat   build.  1     ..I  i.iin  1   n  1  - 1 . .  1 : ,  1 1  ■  1  -     who  an    pi  1  ma 
n.  nilv  domii  il.. 1  in  thi    1  ountt  v 

Although  11  can  nol  be  s  certi I  that  the  Stati   railwaj  author 

'   officiallj  "i   directly  connected  with  this  pri  e,  many 

il 1  thi    '•■"  ii  tj  ol  Mi .  hanii  al  1  ngim  ei 

11  1  ■  w<  11  Ii  1  i 1  thai   ii ipi  tition  h  1     bi  1  n  di  1  id.  .1  upon 

a    a  reach  in  a  new  direction  toward  improvement  in  railwaj    ei    i«i 

1 1    la     ■      nd   important   1  itie      1  lamburg,   1 ,1  ip  ig,    1  h  1   dm  and 

Bri   km     I evci    II.  1    town     hi  1     1 1, 1.    Bi vii  1 

Chi  11  mil/,    GorlitZ    and    Stl  Urn.     il  1 1  in    a    rim 

'■'  '""'  ■  ri 1,,,  1,  1 

both  din  1  tion       If,  in  1.  ad  of,     1      1 lailj    train 

"'  r  I    'i 11  i.   1 H 10  1 1,     ,,,  hour,  the 

divided  l.v  da)  into  I rlj  U  tin    of  thi 1 


268 


STREET    RAILWAY    REVIEW. 


[Voi    XII,  Mo   5 


1 1 < !  running  50  t"  !«>  miles  .hi  hour,  it  is  dear  thai 
the  public  would  l»   fai  bettei  and  more  conveniently  served.    This 
much,  al  K-:i ~i .  would  be  done  with  comparatively  small  expen 
wiili  hut  little  change  in  tin-  existing  Inns,  which  arc  generally  well 
surfaced  and  in  k> " " '  condition.    Northi       1  ij  is,  for  11 

part,  a  vasl  level  pi. mi  only  a  few  feel  abovi  the  level  oi  the  North 
ivei  this  area,  railwaj  grades  are  generally  slight  ami  tracks 
for  tin-  mosl  part  straight,  level,  and  will  adapted  for  much  higher 
rai<s  ..I  speed  th. in  have  yel  been  undertaken,  It  is  generally 
assumed  ami  understood  that,  by  one  method  01  another,  thi 

travel  between  Berlin  ami  tin-  other  large  cities  are  t"  be 
improved  in  respeel  i"  both  speed  ami  convenience.  It  now  remains 
in  In-  seen  which  direction  whether  through  tin-  use  of  electricity 
or  steam    these  improvements  will  take 

•  ■  > 

NEW  TRACK  WORK  IN   BROOKLYN. 


The  Brooklyn  Rapid    ["ransit  Co.  is  preparing  to  do  considerable 
work  tins  spring  in  the  direction  "f  rebuilding  some  of  thi 
track,  building  nccili-il  connections,  constructing  certain   new   lines 
ami  generally  inspecting  ami  overhauling  tin-  entire  track   system 
in  anticipation  of  the  heavy  summer  business,      raking   into  con 


concrete  beam  construction,  with  tin-  view  of  testing  the  wear,  life, 

ami   genera]   adaptability  of  track   work    foi     excessively 

traffic      Mr    Packe  states  thai  tin-  results  thus  far  have  not 

Itogether  favorable  in  the  concrete  beam  track.     The  line 

irface  remain  perfect,  bul   under  tin-  constant   wear  of  thi 

heavy   rolling   sink,  which,  incidi  i.nitly  tending  to 

wards  heavier  types,  the  rail  itself  wears  •  •  ■  1 1  In  a  far  shorter  time 

on  the  unyielding  concrete  foundation  than  il  •! n  the  less  rigid 

tie  construction      (For   additional   'lata    in    this    regard   set    Mi 
paper  referred 

Pursuing  the  plan  of  thoroughly  welding  inl 1  connected  sys 

tern  the  various  properties  controlled  by  the  Transit  company,  in- 
clines have  been  built  at  various  points  connecting  the  elevated 
roads  with  the  surface  hacks  am]  elevated  trains  are  now  run  In 
1  onej  Island  ami  other  outlying  points.  For  this  purpose  many  of 
the  electrically  equipped  trains  arc  provided  with  overhead  trolley 
foi  operation  on  the  surface  tracks  as  well  as  with  contact  shoes 
for  the  third  rail  on  the  elevated  I  I"  lasl  >  •  nnection  of  this  kind 
to  he  hmlt  is  at  Cypress  Hill,,  where  the  Brooklyn  Union  Bit 

joined  with  the  surface  tracks  on  Jamaica  Vve  bj  means 
of  an  incline  aboul  1,200  ft.  long.  I  In  layout  at  Cypress  Hills  is 
illustrated   on   this  page      The  grade  i~  gradual,   not  exceeding  2 

"i    1    lit      About   one-half  of  the  incline  is  masonry   work,  consist- 


PLAN  AND  SECTION  OK  INCLINE  IN  BROOKLYN. 


sideration  the  enormous  car  mileage  of  the  Brooklyn  Rapid  Transit 
Co.  the  track  as  a  whole  is  in  exceptionally  good  condition,  far 
bettei  Mi. 111  would  he  supposed  after  a  superficial  examination  of 
tin  volume  "f  traffic  passing  over  some  of  the  lilies  during  the 
rush  hours.  Bul  little  will  have  to  he  done  in  the  way  of  repair 
to  the  track  laid  subsequent  to  the  tune  at  which  the  Transit  com- 
pany took  control  except  on  the  Brooklyn  Bridge  and  at  the  bridge 
terminals  and  most  of  the  work  will  he  confined  to  the  older  lines 
ami  to  extensions  and  additions. 

The  standard   construction   in    Brooklyn  where  the   pavement   is 

granite  block te  is  a  o-in.  girder  rail  on  ties  6x8  in. 

x  7  ft.  laid  with  sand   foundation  tamped  into  place.     Weber  joints 

are  used    with   brace  tie  plates  every  third   tie.     After  the   rails  arc 

down,    surfaced   ami     lined,   portland   cement     concrete   is 

rammed   in   between    the   ties  and   around  the  ends  of  ties,    forming 

a   solid  bed  of  o  in.  above  the  subgrade  between   the  tracks  and 

rails  and  2  1  (  In  this  is  laid  1  in.  of  sand  in  which  to  bed 

tving.      Hemlock    rail    fillers    are    placed    between    the    flange 

and  head,  and   flange   and   tram  of  the  rail,  and  the   granite  blocks 

are    then    put    in    place.       The    joints    arc    tilled    with    heated    gravel 

and  hot  pitch  to  occupy  all  voids      1  For  details  and  illustrations  of 

track    standards    in    Brooklyn    see    paper    by    E.    C.    Packe,    engineer 

■  if  way,  before   Hew    York   State  Street   Railway     \s 

sociation,    September,    1001,    and    reprinted     in    tin     "Review"     fur 

Sept.  15.  [got.) 

In  the  summer  of  [899  the  company  pul  in  considerable  track  on 


ing  of  concrete   retaining   walls,  with   dirt  and   cinder   filling.     The 
balance  of  the   incline  is  carried  on  steel  girders. 

The  company  has  always  recognized  the  advantages  of  terminal 
loops  at  termini  where  the  traffic  is  dense.  All  the  lines  running 
to  Coney  Island.  Bowery  Bay  Beach.  Brighton  Beach  and  other 
resorts  have  these  terminal  loops,  in  addition  to  those  on  both  ele- 
vated and  surface  lines  at  the  Manhattan  end  of  the  Brooklyn  bridge. 
The  new  work  to  be  carried  out  this  spring  includes  the  building 
of  four  new  surface  loops  outside  of.  and  in  addition  to,  the  four 
loops  now  in  use  at  the  Manhattan  Bud-,  terminal.  I  hese  addi- 
tional tracks  will  increase  the  number  of  cars  that  can  be  moved 
across  the  bridge  at  rush  hours  by  at  least  35  per  cent,  and  it  is 
believed  will  relieve  much  of  the  present  congestion.  'The  dis 
tance  between  each  of  the  loops  will  he  twice  that  of  the  space 
between  the  four  loops  that  are  now  in  use,  and  will  permit  the 
dispatching  of  about  350  cars  per  hour,  instead  of  280  cars,  the 
present  capacity. 


The  Louisville  Railway  Co.  has  sold  $.'50.01x1  second  mortgage 
buids  mil  of  a  total  issue  of  $000,000.  The  average  price  of  the 
entire  issue  was  $1,084  I"'1  bond  and  the  entire  issue  brought  $271.- 
170.  The  subscriptions  aim  united  to  several  times  the  amount  to  be 
subscribed.  The  company  cannot  sell  more  than  $200,000  of  the 
total  $600,000  of  bonds  per  year,  except  that  if  less  than  that  amount 
is  sold  one  year  the  difference  can  be  added  to  the  $200,000  sold 
the    next    year. 


May  20.  1002] 


STREET    RAILWAY    REVIEW. 


269 


California  and  Combination  Cars, — IIL 


BY  W.  E.  PARTRHMIE. 


The  California  type  of  street  car,  with  its  open  ends  and  closed 
central  body,  as  lias  been  explained  previously,  was  a  development, 
..r  modification,  ol  the  cable  car  with  an  open  compartment  at  one 
end  for  the  gripman.  As  there  was  more  space  about  the  grip  levers 
than  was  required  by  the 
gripman,  this  space  was  util- 
ized for  seats  fur  passen- 
The  car  thus  con- 
structed formed  a  combina- 
tion car  pure  and  simple. 
Such  cars  were  used  in  San 
Francisco  and  Chicago  and 
in  some  other  cities  where 
the  cable  was  early  intro- 
duced. It  was  not.  how- 
ever, until  the  California 
car  had  become  pretty  well 
established  that  the  advan- 
tages of  a  car  having  a  clos- 
ed body  at  one  end  and  an 
open  compartment  at  the 
other  were  appreciated. 
Then  there  was  a  reversion 
to  an  earlier  type,  so  that 
the  car,  which  was  first  de- 
signed and  used,  appears  in 
acutal  service  later  than  the 
car  which  was  designed  or 

developed  from  it.  Grip  cars  with  open  ends  of  considerable  length 
were  in  use  in  Chicago  for  some  years  before  combination  cars  at- 
tracted any  attention.  They  wen-  pretty  generally  considered  as  one 
of  the  freaks  that  went  along  with  the  cable. 


The  next  combination  car  of  which  the  author  can  find  any  record 
was  by  the  same  builder  and  was  a  wonder  in  every  way.  Il  was 
a  double  decked  dummy  with  a  closed  compartment  below  and  two 
open   sections  on   the  upper  deck.     The  closed  passenger  compart- 


»;iMi  p^\3+\->£fiZl 


1 1  "mriini 


lii  street  car  construction   it  is  quite  difficult  to  assign  da 
which   different    forms  of   construction    were   first   introduced.      The 
of  many  builders  are  not  at  all  accessible.     It  is  frequently 
the  case  that  there  arc   no  photographs  of  early   work   to   1 
For  ■  itely 

:n, 1  appearance  of  tins  type.    To  the 

om- 

vcre 

■    • ■  'own 

till  about  1RH.1  foi  tilroad,  or 

t  a  mule  r>  American 

It   had  I   platform   in    front   of  the   standard   hi 

the  11  ii.d   omni 

I  body  m    foi  the  Si  1 
the 

I  the  "bird  cage"  or 
•  red 
Imdy.     I  li 

primitive  fi 

1  ar« 
'■n  yean  earlier. 


FIG.  2— EARLY  COMBINATION  CAR— A  STEAM   DUMMY. 

ment  had  four  side  entrances.  In  front  of  this  was  the  cab,  which 
was  also  boiler  and  engine  room  as  well.  Between  these  compart- 
ments  was  placed  a  stairway  by  which  the  upper  deck  was  reached. 
This  deck  had  a  roof  and  bulkheads  at  each  end.  It  was  divided 
into  two  portions  by  means  of  the  stairway  and  the  smoke  stack  of 
the  boiler.  The  upper  seats  were  all  longitudinal,  while  those  be- 
inv  were  transverse.    This  car  is  shown  in  Fig.  2. 

About  this  time,  perhaps  a  little  later,  the  Brill  company  built  the 
two  styles  of  grip  cars  shown  in  Figs.  .?  and  4.  These  cars  were 
about  .17  ft.  long  over  the  dashers.  One  of  them  had  the  original 
style  of  open  end  first  put  in  service  in  San  Francisco  and  the  other, 
Fig.  4,  had  transverse  seals  with  a  center  aisle.  In  one  of  them  a 
bulk-head  for  the  protection  of  passengers  was  used  at  the  open 
ends.  Upon  the  other  carriage  curtains  furnished  the  only  protec 
tion.     At  that  time  the  spring  roller  curtain  was  imi   generally  found 

on  street  cars,  in  fact  had  scarcely  been  introduced  at  all  into  this 

form  of  service.    Several  modifications  of  Ibis  style  of  car  wet I 

in  Chicago      U  the  cars  were  operated  on  loops  and  consequently 

ran   in    our  direction,   the   open   platform    was   needed   at   one 
end  only. 

in    piti    "t  the  prejudice  of  managers  against  cars  "I  this  class 
their  popularity  ha     grown      Even   in   the   East,   where  open  air 

riding   is    no!    comfortable    in    winter,    these    cars  are    f I    useful 

I  our  cities  in  the  northern  states  riding  in  an  open  car 

is  not  comfortable  through  the  whole  of  i'"1  Bummei      The  closed 


1   wi.',   COMBINATION  CAB  1  "K  CA  I  ILK  HOAH,  rlllc  Ai.n. 


270 


M  Kl  II     RAILWAY     REN  HAY. 


[Voi    XII.  No   s. 


compnrtmenl  therefore  has  us  advantages,  li  especially  appeals  to 
railway  men  in  those  cities  where  the  Board  of  Health  orders  that 
one  >'.<!  in  everj  three  "r  four  shall  be  .1  closed  car  no  matter  what 
the  season  of  th<  rhis  is  thi  <>f  our 

larger  cities,  notably  New  York  and  Brooklyn. 


KM..  4-COMRIXATION  CAR  FOR  CABLE  ROAD,  CHICAGO. 

The  writer  has  been  unable  to  locate  dates  of  construction  be- 
yond those  already  given  and  can  arrange  his  material  merely  in 
the  order  in  winch  ii  has  been  received 

In  Fig.  5  is  given  a  side  view  df  a  combination  car  built  by  the 
American  Car  Co.,  of  St.  Louis,  for  Sidney.  New  South  Wales.     It 


rhe   Wason  company   built   a   lot    of  combination   ears   for  the 

ter  &  Suburban  road,  of  Worcester,  Mass.,  of  the  type  shown 

6.    It  has  side  sills  running  straight  through  from  dasher  to 

dasher,    The  two  sections  are  of  about  equal  length.    The  platform 

at  the  forward  end  is  very  short,  giving  only  sufficient   room  for  the 

motorman  and  there  1-  no  seal  outside  the  bulk- 
head. Thi  steam  ear  pattern,  and  as 
the  ear  runs  in  both  directions  there  are  two  trolley 
each  end.  The  step  of  the 
usual  open  ear  pattern  is  carried  along  the  open  part 
of  the  ear  and  another  step  of  the  same  kind  placed 
at  the  vestibule  which  is  completely  enclosed.  In 
many  respects  the  design  is  a  good  one.  but  there 
are  some  points  which  could  be  changed  advantag- 
|y  as  affecting  a  reduction  of  cost.  Since  the  car 
runs  in  both  directions  a  completely  enclosed 
bule  al  one  end  is  a  rather  unnecessary  expense,  the 
other  end  being  entirely  unprotected.  A 
nomical   method  of  building  would  have  left  both 

platforms  entirely  (■pen.  This  would  have  been  iusti- 
Sable  because  a  ear  of  tins  kind  i-  fit  only  for  sum- 
mer or  autumn  service.  It  could  not  be  profitably 
operated  the  year  round.  A  saving  could  have  been 
effected  also  by  using  a  common  street  ear  hood 
instead  of  the  more  expensive  type. 

In  the  construction  of  a  combination  car  one  important  detail 
should  always  receive  attention.  As  the  open  body  is  always  car- 
ried high  and  the  step  or  running  hoard  is  also  high,  entrance  for 
old  persons,  children  and  those  below  the  average  height  is  difficult. 


FIG.  S-LARGE  COMBINATION  CAR  FOR  NEW  SOUTH  WALES. 


was  one  of  a  large  order.  The  body  measures  jS  ft.  6  in.  over  the 
comer  posts,  while  the  closed  portion  is  it  ft.  and  the  open  portion 
a  little  over  17  ft.  in  length.  The  seating  capacity  is  large,  there 
being  places  for  51  persons,  35  in  tin  open  body  and  t6  in  the  closed 
portion.  Two  of  the  seats  are  placed  hack  to  hack 
with  the  bulkhead  between  them.  When  the  hulk- 
head  windows  are  closed  and  the  curtains  are  down 
only  one  seat  is  unprotected.  The  sills  run  through 
from  end  to  end  of  the  car  and  are  plated  with  Steel 
I  hi  -tip  or  running  hoard  also  extends  the  wholi 
length  of  the  car,  without  any  break  at  the  closed 
body.  It  is  m  two  sections,  however,  as  is  usual  in 
such  long  cars.  'The  posts  are  carried  in  metal  panels 
at  llu  seal  (in'.-.  This  greatly  increases  the  strength 
and   stiffness   of  the   post   ami   the   durability    of   the 

From   the   arrangement    of   the   trolley   hoard 
it    1,    seen    that    the    cars    run    in   one   direction    only, 
with   the  open    section   ahead.       This   leaves    the    plat 
form    in    the    rear    fret  instruction.      As    the 

practice  is  to  haul  trailers  an  opening  is  left  in  the 
dasher,  s,,  as  to  permit  passage  from  car  to  car. 
The  practice  of  running  small  trains  on  street-  has 
been  discouraged  in  many  cities  in  the  Atlantic 
-tans  on  the  ground  that   it   is  un  afi      ["hen    an     however,  many 

when   the   public   would   he   greatly   accommodated    by   such 
trains.      The  safety   is  a  thing   which   depends   Upor   proper   m 
tnent,  rather  than  the  number  of  cars  which  run  together  in  a  train. 


The  platform  at   the  end  of  the  closed  body  can   he  dropped  and  in 
this  way  the  step  may   be  brought    within  easy  reach  of  the  ground. 
For  safety    and  to   make  stops  as   short   as  possible  this  is  an  im- 
portant   matter.      It    is   also   a    question    whether    two    steps   are   not 


PIG.  (.— COMBINATION  e  AR-WORCESTKK  ,v  SI   MIKUAN  STREET  RY. 


safer,  better  for  the  passenger  and  quicker  for  loading  and  unload 
ing  than  a  single  step  iS  or   10  in,  above  the  head  of  the  rail. 

Mi,    Denver  Tramway  Co,   has  some  combination  cars  in  opera- 
tion   which   are   especially    interesting   to    railway    men.      They   arc 


M  w  jo.  iooj-I 


STREET    RAILWAY    REVIEW. 


271 


novel  in  both  construction  and  design,  ["hese  combination  cars  are 
shown  in  Figures  ~  to  13.  They  are  made  up  of  a  closed  body 
trailer  car  and  an  open  grip  car  joined  so  as  to  form  a  single  car 
TTie  Mill    in    11   of  the   old  cable  cars   was  a   commendable  piece   of 


lied  together  at  the  ends  by  both  end  and  cross  sills,  ["hej  have 
bolsters  over  the  trucks  and  are  fastened  by  wood  cross  ties.  At 
the  comers  they  are  stiffened  by  angle  plates.  The  I  beams  have 
wooden  fillers  on  the  outside  so  as  to  give  them  a  smooth  surface. 


FIG.  10. 


economy  which  gave  the  road  So  effective  motor  cars  at  a  compara- 
tively   -mall    outlay.       There    are    now    many    large    systems    in    the 

iving  considerable  numbers  of  g 1  ear-,  which  are  now  too 

small    for    the    service,    which    might    he   utilized   in   this    way.     The 


The  frame  work  for  mounting  the  two  car  bodies  extends  clear 
to  the  end  of  the  platforms  so  that  no  platform  timbers  are 
needed.  This  construction,  where  the  sills  run  through  from  one 
buffer    limber  to   the   other,   makes   a    mos(    effective   ear    frame  and 


writer  knows  of  hundreds  of  old  horse  cars  now  used  on  motor 
truck,  which  are  too  small  for  the  service.  By  combining  them 
with  t'  operated   on   the   same   roads,  and   fol- 

lowing the  style  shown  in  the  figures,  fine  combination  cars  would 
:ined.    The  framework  of  all  these  old  small  ears  i,  admira 


gives  a  strength  which  is  not  obtainable  in  any  other  way.  This 
will  be  seen  by  a  glance  al  big.  i.|.  The  whole  body  frame  is  car- 
ried high  enough  lo  ib. 11  lb.  truck  wheels,  but  by  using  two 
iteps  the  lower  one  is  bronghl  within  u  in.  of  the  ground.  This 
Step    has    an     11   in.    riser,   and    the   one   above    il    10   in.,    so   that    an 


Mr  d     light    and     will       nil    wear    f..i 

if   not 
•  '  b  arc  built  at   thi 

nil'  d    upon    all  u      I    L.hh 


■ ined  «  il  ii  ill-    lea  1  p"  tibli    effort      1  Kit  u 

tep     in       11    ''in    long  and  the  gangwaj  be!       n  I  hi    01 its 

and  ib'   ■  lid  "iii..    closed  bod     1     1  i'    i"  111    w ide. 

.villi   I  WO  '  it   I       i 


STREET    RAILWAY    REVIEW. 


|\m,    xil.  No.  j 


|M  iii.  ime  as  thai  of  Fig.   u. 

Inn  by  closing  thi 

tional  tained      In  both  ilkhead 

the  extreme  end  •■!  the  open  section      rhi    plans  are 
similar  with  the  exception  of  the  entrances.     The  use  of  a 


ire  transvei  ide  of  the  open  portioa    There  is  then 

Ii   and  "ii  tl  i  longitudinal  seat 

extending    (in   Fig.    15)    from  the  bulkhead  to   the  closed  body. 

In  Fig.  u  11  is  somewhat   shorter.    One  unusual  feature  of  this 

is  an  iron  support  in  the  open  portion  <>f  the  car  which  is 


-    JS-6 


PIG.  14— PLAN  AND  ELEVATION  OF  DENVER  CAK  WITH  THREE  ENTRANCES. 


if  the  scats  is  a  feature  which  adds  much  strength 

to  the  body.    The  interior  arrangement  of  these  cars  is  a  decided 

novelty.     In  some  of  the  designs  the  closed  body  is  furnished  with 

udinal   seats,  as  in    Figs.  7,  9,    14  and   15.      In  the   new   cars. 


\'.      f-e' — -~l 


~o  a rj- 

riG.  is  -Denver' car  with  two  entrances. 

g,   12).  transverse  seal  '   with  spring  cane 

I      In  the  open  portions  of  all  the  cars  the  transverse  seats 

pindle  backs,  and  in  the  later  cars  (see  Fig.  13).  the  aisle  is 

in  the  center  with  scats  on  each  side.     In  Figs.   14  and  15  and  also 

in  Fig  9,  an  entirely  different  arrangement  has  been  adopted.    The 


placed  near  the  seat  end  and  extends  from  the  roof  to  the  floor. 
This  is  shown  in  the  plans,  also  in  Fig.  9.  These  designs,  although 
very  peculiar  and  entirely  unlike  anything  which  has  been  in  use 
in  the  East  are  well  worth  study.  They  show  a  long  car  which 
has  has  a  large  amount  of  standing  room  and  which  can  be  easily 
loaded  and  unloaded,  yet  they  are  so  arranged  that  the  conductor 
has  the  entrance  platform  within  easy  reach.  While  these  cars 
measure  about  40  ft.  over  the  dashers  they  are  in  capacity  some- 
what more  than  the  equivalent  of  two  cars  having  20-ft.  bodies, 
and  they  occupy  considerable  less  space  than  two  cars  measuring 
20  ft.  over  the  corner  posts. 

The   space  which  the  length  of  the  car  body  takes  in  a  street  is 

not   considered    of   much   importance   111   this   country   but   in   many 

of  Europe  not  only  is  the  width  of  the  car  restricted  but  rules 

and    regulations    make    it    necessary   to   confine    the    length    of    the 

car   to  that   of  a   double  truck    with   its   team  of  horses.     For  this 

reason   cars   mounted   upon   pivotal   trucks   have   been   barred   from 

many   cities.     Sonic  years  since   the  Brills   built  some  combination 

cars   for   England   where   it   was   necessary  to  make  them  as  short 

bli    while   retaining  a   large  seating  capacity.     As  a  matter 

of  fact  they  had  to  be  equivalent   to   double   deck  cars.     This  was 

as  is  shown   in  Fig.    16.     The  platforms  were  made  so  short 

that   there    was   not    suffii  enl    room   for  the   motorman.     He   was 

re  placed  as  it  were  in  the  doorway  arid  the  door  and  the 
partition  made  an  angle  inside  the  car. 

side  sills  were  cut  entirely  in  two  and  united  by  a  heavy  U- 
iron  which  dropped  below  the  steps.  The  entrance  was  at 
the  center  of  the  car  and  from  both  sides.  To  gain  seating  capacity 
a  movable  sea  was  placed  in  the  entrance  space.  It  had  a  reversi- 
ble lack.  In  Fig.  16  it  is  shown  pushed  toward  the  side  from 
which  the  picture  is  taken,  the  entrance  being  on  the  opposite 
side  Owing  to  the  narrowness  of  the  car  all  the  seats  were  made 
longitudinal. 

In    the    lasi    mentioned   car   there    wire    no    curtains   to   the   open 

1  In  the  Denver  cars  the  old  fashioned  carriage  curtains 
are  employed.  In  the  closed  portion  we  understand  that  drop 
blinds  of  wood  are   used   to   exclude  the   sun.     Generally   in  the 


May  20.  1902] 


STREET    RAILWAY    REVIEW. 


273 


East  wood  blinds  are  gradually  being  pushed  out  of  service  by 
the  lighter  and  more  convenient  spring  roller  curtain.  The  latter 
by  reason  of  the  closeness  with  which  it  can  be  made  to  tit  is 
a  much  better  protection  against  storm  than  the  carriage  curtain 
as  commonly  used.  The  chief  advantage,  however,  is  ilu  ease 
and  speed  with  which  it  may  be  drawn  down  or  raised. 


WATER  POWER  FOR  SWISS  RAILWAYS. 


I'M..  16— COMBINATION  CAK  WITH  SHORT  PLATFORM. 

Perhaps  the  oddest  affair  in  the  way  of  a  combination  car  which 
has   ever  been   put   in   service  was  one   built    by   the    Brill   company 
for  the  Mount  Lowe   Ry.     It  was  a  motor  car  with  a  closed  body 
and  platforms  without   hoods.     The  body  was  short  and  the  plat- 
forms  long.     It  was  mounted  on  a   four-wheel  truck.     As  the  en- 
trance   was   always   at    stations   with    elevated    platforms    slips    were 
not   necessary.      Even   stirrups   were  omitted   since   its  was   not  de- 
sirable that  there  should  be  any  entrances  or  <  it   at   the 
ends   of  the   runs.     All    the   seats    were   longitudinal,   both   on   the 
platform    and    in    the    body.      For   the   sake   of   gaining    space    the 
backs   of  all    the    seats   were   placed   outward,   and    in   addition   to 
this   there    were   scats   at   the   entrances.     Glancing  at    Fig.    17.    the 
gates  will   be  seen  opened  out  against  the  platform  side.     The  top 
of  these  gates   when   closed   form   the   back   of   a   seat.     The   seal 
itself   fills   the   entrance   opening   when   in   place.      Referring   again 
to  the   engraving,   it   will   be   seen   on  the  right   hand   side   how   the 
seat  is  cut  and   hinged  so  as   to   fall   back  ovei    itself  and   leave  a 
through   which  people   may   enter.     The  construction   gave 
■  rvation    platforms    with    scats    on    both    sides.       It 
made   entrance   or  exit    from  the  car  out  of  the   question   except 
The  closed  body   was   short  but  a   very    ■  Lrj    lea 
turc.                                                    a  thing  not  likely  to 
be  in-                                                        not  made  an  ascent 
grade  where  there  was  a  distant  view.  On 
1  grade  tnc  hood  standing  at  an  angle  with  th< 
of  the  view  and 
for  a  mountain 
railw                       ii  like  manner   ipoill  the  view   for  a 
large  mini1 

In  car-   of   this   class   a   closed    body    is   extremely 

ilmotl  any  time  and 
a  secure  protection   from   tl 

■  ire 

which  accompan  curtaini  u 

rely  inefficient 

idy   with   1 
and  ■ 

■  •  in 
1  hough    it 
hard'  nl    of     tb. 

■  liliar  that   it  may    well   I,. 
form  a  rla\s   by   it 

It   may  well    In-  doubt  main   work   an 

would  then  be 

Mr,  while  the   riding   would   be   much    •■ 
.cngrrv 


The  fact  that  Switzerland  is  dependent  on  foreign  count rii  E01 
all  the  coal  which  is  consumed  there,  as  none  whatevet  is  pro 
duced  in  that  country,  has  drawn  attention  to  the  great  amount 
of  unemployed  water  power  and  has  given  rise  to  many  propositions 
tending  to  promote  the  country's  independence  in  traffic 
and  industry.  A  few  months  ago  an  interesting  study 
was  published  by  L.  Thormann,  a  Zuric  engineer,  on 
Hi,  possibilities  <>t  substituting  electricity  for  steam  on 
the  Swiss  railways.  While  this  idea  is  not  new  it  has 
never  before  received  such  expert  investigation.  Mr. 
Thormann  shows  that  it  is  quite  possible  to  utilize 
sufficient  water  powei  to  operate  all  the  Swiss  railways. 
but  he  also  shows  that  it  is  a  mistake  to  believe  that  the 
expense  of  the  traffic  would  lie  decreased  by  thismeans 
to  any  considerable  extent.  United  Slates  Consul, 
!l.  II.  Morgan,  has  forwarded  some  of  the  data  pre 
sented  by  Mr.  Thormann,  showing  tin-  amount  oi  wata 
power  easily  available  and  giving  some  figures  as  to  the 
cost  of  the  electrical  construction  and  equipment  of  the 
railroads  of  the  country. 

The  five  principal    Swiss   railroad   lines   require  about 

30,000  h.  p.  for  their  operation.     To  guarantee  this  60,- 

000   h.   p.   at   high   tension,   alternating   current    stations 

would    be    required    to     which     tin-    necessary     reserve 

would  have  to  be  added.      The  question  whether  the  available  wain 

power  of  the  country  would  be  capable  of  supplying  this  amount  is 

answered   ill   the   affirmative.     Mr.   Thormann,   without    taking   into 

consideration  the  greatest  water  falls,  gives  a  list  of  2]   plants  which 

are  either  in  the  course  of  construction  or  design.     The  total  output 

of  these  plants  amounts  to  8(1,000  h.   p..  and   as   this    would   lu'  more 

than  sufficient   for  the  "se  of  the  railroads  a  surplus  would  he  avail 

able  for  industrial  purposes. 

The  cost  of  establishing  this  .system  would  be  verj  great;  it  is 
roughly  estimated  at  $31,073,000  divided  as  follows:  Rolling  stock, 
$7,720,000;  transmission  cables,  etc..  $13,510.0110;  and  converter 
sub-Stations,  $9,843,000.  The  author  points  out  that  although  the 
direct  saving  would  not  be  important  the  country  will  profil  gri  itlj 
by  the  change,  as  the  commercial  balance  of  Sun  erland  would 
become  more  favorable  and  the  vast  amount  expended  foi  coal 
would  remain  in  the  country.  The  general  utilization  ,  >l  water 
power  throughout  the  country  would  also  mean  favorable  encout 
agement  for  other  industries.  The  project  is  considered  entirely 
practicable  ami  has  been  brought  into  prominence  by  the  fact  that 
the  electrical  works  at  Oerlikon  have  made  an  application  to  the 
Federal   government    for  a  concession   to  establish  a   road  "i    1    ' 


1    10    1.     \  COM BI RATION  CAB  l"OH   MOUNTAIN  BER1 

mil'     "i     land  electi Iwa     foi    -    perimental   purposi 

I  here  1    no  doubl  but  that  this  com 

*  •  »  — ■ 

b    thi     eai      end    ill  tl p t  cities  in 

1  thern  Illinois  will  l»  . . ,, t,  .1  1  ig  in 

ii.  w  .  on  tructioi  1  diture  of  $3,000,000. 


STREET    R  Ml. WAY    kl-\  II. \\. 


[Vo    \'ii.  No.  s 


AMERICAN      RAILWAY      ENGINEERING     AND 
MAINTENANCE  OF  WAY   ASSOCIATION. 


f"he  third  annual  convention  of  thi    American  Railway  En( 

ing  and  Maintenai fV  ation  was  held  in  Chicago  March 

18th  to  soth,  .mil  which  a  numbei  of  reports  of  the  standing  com 
mitteea  of  the  association  were  read.  While  many  of  the  commit- 
tee reports  referred  to  subjects  exclusively  of  interest  to  -nam  roads 
there  were  a  number  of  papers  which  included  suggestions  of  value 
to  electric  railways  and  we  present  herewith, 
of  these  reports  which  embodj  information  relating  to  the  mainte- 
nance of  way  of  any  railway  irrespective  of  it-  motive  power. 

REPOR  I    OF  C0MM1     m    ON    BALLASTING. 

A  material  suitable  f..r  performing  the  functions  of  ballast  must 
In-  in  smooth  angular  pieces  hard  enough  to  rc-ist  the  load  ami 
tamping  without  material  injury;  must  In-  free  fr.nn  decay  ami  un- 
affected by  water;  ii  must  permit  of  easy  handling  an. I  provide  g I 

linage.  The  materials  which  have  Ik-cm  found  t<>  fulfill  these 
conditions  more  ..r  less  perfectly  arc  broken  stone,  gravel, 
tnd,  burnt  clay,  partially  disintegrated  rock,  -lag.  cinders 
and  various  products  such  a-  .hatt-.  Joplin  gravel,  etc.  The 
report  then  consider-  the  qualities  ol  tin-  different  materials  best 
suited  tor  ballast  and  describes  the  method  of  preparing  the 
sub-grade  and  applying  the  ballast  The  necessary  depth  of  bal- 
last below  the  tie  is  determined  by  several  conditions.  Tin-  con 
dition  usually  ruling  is  that  the  load  should  lie  distributed  by 
means  of  ballast  SO  that  the  weight  on  the  ties  distributed  to  any 
part    of   the    sub-grade    would    not    be    above   its    sustaining   power. 

Materials  which  will  stand  at  approximately  a  one  to  one  slope 
like  crushed  stone  will  distribute  the  load  with  reasonable  uni- 
formity at  a  depth  not  less  than  the  distance  between  the  bearing 
surfaces  of  the  tic-.  With  other  material  which  will  stand  at  a 
lesser  angle  a  greater  depth  would  be  required.  Hie  report  rec- 
ommend-   that    X    in.    under    the    lies    be    the    minimum    total    depth 

for  any  class  of  ballast.  The  following  recommendations  a-  to 
ballast  cross   sections  are  presented  : 

Rock  Ballast— Depth  below  tie  .X  in.  to  I-'  ins.;  top  surface  ol 
ballast,  top  of  tie.  Slope  of  ballast,  from  top  ,,f  tie  at  the  ends 
to  sub-grade  at   the   rate  of   i'.,   or   I'.,   to   r. 

Gravel— With  gravel  containing  an  appreciable  amount  of  day 
and  not  too  easilj  drained  under  all  conditions— Depth  of  tie 
from  8  in.  to  i_>  in.;  top  of  ballast  between  rails,  top  of  tie;  top 
of  ballast  at  end  of  tie.  bottom  of  tie;  -lope  to  sub-grade  two 
to  one.  The  report  considers  thai  there  i-  no  cr..-s  section  which 
can  be  used  for  all  classes  of  gravel  ballast  to  advantage.    When 

it  drains  very  | iy  it  will  be  necessary  to  leave  the  end  ..i  the 

tie  open  to  avoid  churning,  a-  it  become-  more  and  more  per- 
vious it  may  be  brought  up  on  the  ends  ..f  these  until,  in  light 
sand  balla-t  having  usually  worn  particle-  and  draining  very 
freely,  it  will  be  necessary  to  bring  it  above  the  top  of  the  1 
and  even  carry  the  top  of  the  balla-t  some  distance  beyond  the 
end  of  the  lie  before  starting  the  slope.  Vmong  some  ballasts 
of  this  nature  better  results  are  obtained  by  raising  the  top  ... 
the  balla-t  between  (he  rails  above  the  top  of  the  tie.  Fot 
crushed  and  washed  gravel  the  cross  section  for  -tone  may  fre- 
quently  be   used. 

Chatts,    disintegrated     -tone    and     coarse     sand,    which    should 

thoroughly  dram     Depth  of  ballast  below  tie  8  in.   to   u  in.;  top 

ballast   from    i    in.    to  j  in.   above   top  of  tie;   top  of   slope  6  in. 

beyond  end  ol  ■. ■;,  with  the  end  thereof;  -lope  m.,  to   I 

to  sub-grade.     It  i-  believed  with  this  class  of  balla-t.  particularly 

the  lighter  varieties  that   the   tie  should  be  buried   in   the  ballast 

t    Will    blow    out,    and    only    under    these    conditions,    where    it 

tamping,  can   the  line  and   surface   be  satisfactorilj 

intained     Track-  in  this  kind  of  ballast  are  frequently  knocked 

of  line  miles-  the  tie   is   buried  and  the   slope  begins  some 

distance  beyond  the  end  of  the  tie. 

There    are    some    dep  partially    d  -integrated    limestone, 

flint    and    granite     which    can    be    given    a    cross    section    closely 

: roxjmating   that     of    crushed     -tone.     The    conditions    which 

determine  the  proper  figure  of  the  cross  section  depend  more 
than  anything  else  on  the  draining  qualities  of  the  material  used, 
and  also   as   to   whether   the   piece,  are   angular   or  jagged   or   more 

or  less  light  and  smooth.     Angular  piece-  will  soon  embed  thi 


selves  into  thi  f  thi    tii    and   will  hold  it   firmly  so  that 

onlj  ii.  1 1  the  natural  1 1|  tins 

ballast  a  short  distanci   bej 1  the  end  ..i  thi   tie     The  questions 

quarrying,  washing,  loading  and  distributing  ballast  ami  the 
manner  ami  huh-  of  putting  it  in  the  track  were  not  touched 
upon  in  tin-   report 

R]  P(  iK'  i  ON    Ik  \t  K 

In  the  report  ol  the  committee  on  track  five  subjects  wen 
-idered    which    were— maintenance  of   line,   maintenance   of   sur 

ce,   maintenance     if   ga  tion   of  nark   and   track   tool-. 

I  nder   the   tir-t    head   the   committee    n  that   tangents 

should  be  adjusted   by  throwing  the  tangent-  between  summits; 

between  curves;  or  by  throwing  curves  to  meet  tangents;  or  Im- 
partially throwing  curve-  and  partially  throwing  tangents  as  may 
produce  tin-  least  work.  Center-  should  be  set  with  transit  lo 
insure  accural,  lini  I  r  the  adjustment  of  curves  the  report  ree- 
Ommi  nient    curve-    should    be   a-    follow-:      For   road-   not 

exceeding  -peed  of  30  mil.-  per  hour,  on  all  curve-  exceeding  1 
degrees.      For  road-  not   exece  ling  Go  mil.  -   per  hour, 

on   all   curves  exceeding    1   degree.      For  roads  where  higher  speed. 

i-  attained  ..n  all  cu  ling  jo  minutes.  .  Easement  curves 

should  be  used  between  curve-  of  different  degrees  in  the  same 
way   that    they   are    u-cl    between    Curves    and    tangent-. 

For  ordinary  practice  a  chord  length  equivalent  to  100  ft.  for 
each  degree  of  variation  in  curvature  i-  recommended.  Where 
the  distance  between  curve-  will  not  allow  this  or  for  other 
reasons,  a  chord  length  of  J=,  ft.  to  .10  ft.  may  be  used.  For 
very  high  speed  road-  a  chord  length  equivalent  to  150  ft.  or 
more  per  degree  of  variation  is  recommended.  To  secure  and 
maintain  perfect  line  it  is  recommended  that  permanent  witnesses 
should  be  placed  at  point-  of  tangent,  point-  ..i  spiral,  point 
change  of  curvature,  summit-  and  other  point-,  so  as  to  enable 
the  alignment  to  be  identically  reproduced  with  the  transit.  Under 
maintenance  of  service  the  elevation  of  curve-  i-  considered  with 
reference  to  the  amount  and  beginning  and  end  of  elevation  as 
modified  by  the  location  oi  curve  and  condition  of  traffic.  The 
inner  rail  should  be  maintained  at  grade  and  the  following 
formula  is  advised  for  determining  tne  elevation  of  the  outer  rail: 

H  =(,  \      :    32.16  R 
ill   which    E=    elevation    in    feet.   G  =  standard    gage,    Y       velocity 
in    feet   per   second  and    R  —  radius   of  curve   in    feet. 

This  formula  is  recommended  for  ordinary  practice,  but  must 
l.e  modified  to  suit  special  conditions.  Since  the  elevation  re- 
quired is  a  function  of.  and  depends  upon  the  train  speed,  this 
speed  is  the  first  dement  to  be  determined.  As  a  matter  ..f  safety 
the  preference  should  be  given  tin-  fa-;  passenger  traffic,  the 
slower  freight  traffic,  however,  must  also  be  considered  and  it 
often  happens  that  011  freight  line-  the  correct  elevation  for  p 
senger  service  would  lie  so  excessive  for  freight  service  that  the 
train  resistance  would  increase  enough  to  greatly  reduce  the  ton 
nage  hauled. 

Vertical  curve-  are  recommended  to  be  used  wherever  changes 
occur  in  the  rate  of  grade.  The  proper  method  of  tamping  the 
various  kinds  of  ballast  i-  also  considered  in  regard  lo  the  main- 
tenance of  Surface.  In  maintenance  of  gage  the  methods  of 
-piking  are  important  The  gage  should  be  a  wooden  bar  with 
circular  metal  arc-  fastened  rigidly  to  it  for  gaging  sur- 
faces. Tin-  should  be  used  whenever  a  spike  is  driven.  Outside 
spikes  -houl. I  be  started  straight  with  the  base  of  -pike 
in  contact  with  base  of  rail.  The  -pike  should  never  have 
to  be  straightened  while  being  driven.  Outside  spikes  of  both  rails 
should  be  on  ihc  -.1111.  side  of  the  tie  and  the  inside  -pike  on  the 
opposite  side  of  the  tie.  The  inside  and  outside  -pikes  should  be 
separated  a-  far  as  the  face  of  the  tie  will  permit.  The  ordinary 
practice  is  to  drive  the  -pike  _■' j  ill.  from  the  outer  edge  of  the  tie. 
The  widening  of  gage  a-  an  allowance  for  curvature  i-  a  matter  of 
importance  winch  the  committee  desired  to  investigate  further  be 
fore    submitting   recommendations. 

Except  in  case-  of  roads  with  very  light  traffic,  all  the  main 
track  should  be  inspected  each  day  by  the  section  gang  or  track- 
walker. The  track  walker  should  be  sent  out  over  territory  not 
covered  by  the  section  gang  in  a  day'-  work  and  also  in  case  of 
heavy  storms,  washouts,  etc.  The  track  walker  should  be  provided 
with    spike  maul,  spikes,   wrench   and   train   signals,      lie   should   in- 


May  20.  IQ03-] 


STREET    RAILWAY    REVIEW. 


sped  the  track,  roadway,  fences,  bridges  and  culvert-.,  and  in  case  of 
trouble  should  rut  out  torpedoes  or  other  danger  signals  and  notify 

the  officer?  from  the  nearest  possible  point.     Iii  regard  to  switches, 
derailing  points,  interlocking  plants,  etc,  a  section 

man  or  track  walker  should  make  a  dose  daily  inspection  of 
them  on  the  main  line,  and  in  case  temporary  repairs  cannot  be 
made  the  employe  discovering  the  defect  should  he  held  responsible 

for  the  protection  of  trains  until  the  defects  can  he  remedied.     The 
report  concludes  with  a  complete  description  of  all  the  tools  neces 
;  t  use  in  the  maintenance  and  repair  of  track. 

REPORT  OF  COMMITTEE  ON   IRON    VND   STEEL 
S    RUCTUR1  - 

This  report  chiefly  covered  the  general  practice  of  placing  rail- 
road bridge  work  under  contract.  The  two  features  to  be  consid- 
ered are  as  follows:  First,  the  degree  of  completeness  of  plans  and 
specifications  that  the  railroads  should  furnish  for  the  purpose  of 
informing  the  bidder  what  is  wanted,  and  second,  the  best  manner 
for  the  railroad  to  select  the  proper  builder  to  construct  its  work. 
»  the  degree  of  completeness  of  plans  and  specifications  fur- 
nished by  railroads  there  are  three  general  plans  open.  First,  tin- 
plan  ufficient  data  to  allow  the  bidder  to  figure  the  weight 
correctly,  and  if  awarded  the  contract  to  at  once  place  the  mill 
orders  for  material.  Second,  giving  general  outline  drawings  show- 
ing composition  of  members  but  mi  details  of  joints  and  connec- 
tions. Third,  a  full  Specification  with  survey  plan  only,  leaving 
the  bidder  to  submit  a  design  of  his  own.  A  large  majority  of  en- 
gineers and  bridge  companies  favor  the  making  of  detailed  plans. 
and  it  would  seem  a  plain  business  axiom  that  the  buyer  of  a  bridge 
should  know  what  he  wants  before  asking  for  bids,  and  in  order  to 
enable  bidders  to  make  close  prices  he  should  furnish  such  drawings 
and  descriptions  as  will  leave  no  question  as  to  what  is  required 
either  in  the  structure,  in  materials  or  tin  method  nf  doing  the 
work.  If  plans  are  complete  enough  for  listing  the  mill  orders, 
which  must  be  considered  the  minimum  requirement  covered  by  this 
method,  they  would  show  the  bidder  nearly  what  the  character  of 
the  shop  work  will  be  ami  enable  him  to  compute  the  weight  with 
-ion.  If  a  large  quantity  of  work  is  wanted  when  it  seems 
probable  that  price-  will  advance  it  maj  1"  tdvisable  to  gel  it  under 
Tact  at  once  before  drawings  can  be  made.  In  this  case  a  de- 
ption  "f  the  work  wanted  with  approximate  weights  may  be  sent 

ned  per  pound,  the  detail  plans  to  be  made 
later.     Most  of  the  railroad-  responding  to  inquiries  on  this  subject 
r   letting  bridge   work  by   the  pound.     It    relieve-   the  estimator 
from  much  responsibility  when  figuring  up  the  weight   of  the  bridge 
for  the  j-  making  a  bid  and  it  allow-  changes  to  be  made 

ill  ''  vithout   hard-hip  to  any  on  the   only   propel 

bid-   when  a  specification  only  i-  furnished.     Asking  bid 
ibmil   plan-  with  their  tender-  bad-  to  practical  difficulties 
kind-      II  d  to  bid  a  lump 

,vork   and  are   required    to   submit    -train    -h> 
•    bids,   the    same   work    i-   done   live   time-    and    foul 
fifths  of  this   i  Every  bridge  company  includi     the 

ii*   work   it  charging  a   higl 

for  lump  vum  jobs  with  which  to  be 

submitted   with  a   bid  than   for   job-  on   which   tin    pound   price  only 

nil  would  be  acceptabli 
I  on  bridge  work.      Tin-   report 
for  rolled  iteel  and  tin-  method  of  testing 

limited  to  tl  ition  of  the 

of  highwaj  and 

rnon  method*  employed  for  the  pro 

il  it  in 
bell  lly  and  watchmen  or  flagmen     'if 

without  g 

am' 

our. I  from  the  ii"    of  p in -inn. ,li.  |||)   .,|..  i  ,i.  .1   cm 

indl 

be  op'  i 

lib    a 


tower,  %57S.  rhe  COSl  of  operating  per  year  figured  on  to  hour-  per 
day  i-  $aNo  and  the  COSl  "t  repairs  per  year  about  $6o.  Where  elec- 
tric railway  lines  cross  the  -team  road  tracks  at  grade  derails  can  he- 
placed  in  the  electric  line  tracks  and  be  operated  pneumatically  with 
the  gates,  adding  materially  to  the  safely  of  the  crossing. 

Of  the  method  of  protection  by  flagmen  little  can  be  said  that  is 
not  well  known  Hie  degree  of  safety  secured  depends  upon  the- 
n-liability of  the  man  employed.  The  cost  of  protecting  the  cross- 
ing- in  tin-  in. inner  i-  estimated  at  $51x1.  including  (lag-,  lanterns 
and  other  supplies  for  the  flagman. 

Of  alarm  bells,  those  operated  by  electricity  and  actuated  by  the 
track  circuit  are  recommended.  The  gong  should  not  he  less  than 
u  in.  in  diameter  and  the  track  circuit  distance  such  as  to  allow 
the  bell  to  ring  at  lea-t  45  seconds  before  the  train  reaches  the 
crossing.  For  a  train  -peed  of  60  mile-  per  hour  this  would  require 
4.000  ft.  of  track  circuit,  which  is  a  greater  distance  than  can  be 
considered  advisable  with  any  of  the  bells  now  on  the  market.  A 
light  showing  red  each  way  on  the  crossing  while  the  bell  is  ringing 
is  a  useful  adjunct.  The  average  cost  of  an  electric  alarm  bell 
installed  is  $-'75  and  the  cost  of  maintenance  about   $J5  a  year. 

I  be  proper  construction  and  care  of  crossings  is  also  included 
in  this  report.  Ibi-  consideration  will  necessarily  vary  with  con- 
ditions but  ii  is  divided  into  four  general  classes:  first,  where  paving 
is  required  to  conform  to  street  specifications;  second,  crossings  of 
streets  where  no  paving  1-  required;  third,  crossings  of  public  roads 
or  highway-  outside  of  towns  and  cities;  fourth,  crossings  of  private 
or  farm  road-.  For  cla--  mn-  the  cross  lies  should  be  treated  chem- 
ically, to  prolong  their  life  to  the  greatest  possible  limit,  and  laid 
on  a  bed  of  -tone  or  -lag  ballast  not  less  than  1  _'  in.  in  depth,  or 
in  an  8  in.  bed  of  Portland  cement  concrete  Porous  tile  drains  tiot 
less  than  6  111.  in  diameter  should  be  placed  at  intervals  leading  to 
the  nearest  point  from  which  efficient  drainage  can  be  secured. 
On  long  stretches  of  track  laid  in  streets  paved  with  stone  blocks, 
the  use  of  a  special  rail  section  not  less  than  0  in,  in  depth  is  ad- 
visable, thus  avoiding  the  use  of  chairs.  Street  crossings  where  no 
paving  is  required  may  have  planking  laid  on  the  entire  surface 
of  the  crossing  or  plank  may  be  laid  only  next  the  rail  and  the 
space  between  filled  with  suitable  material.  The  width  of  highway 
crossings  should  not  be  less  than  iX  ft.  Crossings  of  farm  or  pri- 
vate mads  should  be  built  by  tilling  in  with  suitable  material  to  the 
level  of  the  rail  head,  leaving  the  proper  llangeway   inside  the  rails. 

REPt  IR  r  OF  COMMITTEE  ON  MASONRY. 

This  report  deal-  largely  with  the  classification  of  the  different 
kind-  of  masonry  with  a  view  to  leading  to  uniformity  of  practice 
in  -0  far  a-  it  i-  desirable.  Standard  specifications  and  other  data 
in  regard  to  their  practice   wen-  received  by  the  committee  from 

.ibmil   70  railroad-  in  the  United   State-.  Cauad. 1   and    Mexico.     A   re- 
Mew  of  the  best  of  these  specifications  -bowed  considerable  agrei 
in,  hi  in  numerous  main  points  ami  it  therefore  Beemed  advisable  to 
the  committee  to  secure  substantial  agreement  on  some  classifica- 
tions   thai    could    be    made    to   apply    to   general    practice    throughout 

the  country.     Before   giving  a   suggestion    for  description  of  the 
eral  classes  of  -tone  masonry  a  general  definition  was  submitted 
as   follows  : 

onry  in  it-  widest  sense  include,   all  constructions  of  -tone 

1  ..I  1  indeed  substitute  materials  in  which  the  separate  features  are 

,  lib.  1   i.nifiiiu   placed  together  with  or  without  cementing  mat'' 

rial  to  join  them,  or.  if  the  pi.  - 1     .n 1    eparately  placed  with 

can     in    ''hi  •'!  in  ■>  in. mi-,  "f  firmly  cementing  material." 
1  in    threi    divi  iona  into  which   masonry   i-  divided     an-  -tone 

n      1.1  ii  1    in  1  mn v  ami  concrete  masi mrj 
Stone  Ma  onry    All  stone  used  in  masonrj    hall  be  sound,  dura- 
ble, not  liabli   to  I"   affi   ti  d  b)  thi    wi  tthi  1    In in  e    approved 

by    tl .-■ I      ball   be   laid   "ii   their   turned    b.d         Mortar 

hall  I         pat  1  1  il  appi  ■ "  1  '1  pot  tland  i  ■  menl  i"  font  part 

of  ■,  ■      mi   part  "i  approved  nal hi  d  nl  t"  two 

mil,  all  io  1 inii' 1 1  .mil  mixed  and 

in   br   11  ..I   with i 1    aftei    mixing      Mortal    for  pointing 

1 ...  1 1  ...n  i  1   •  ■    pari   portland  cement   i i  01   two  parts  of 

.mil 

11..    .  pecil n     ■  !  ■    brlefli    thi    in.nn  points  rei  "m 

mended   in    tin    cot ittee't    repoi t    fi n    i ari la    c     of     torn 

in  1  Clai     Ma  onr;      Fit  I  ■  !        rj    will  be  laid  in  port- 


276 


STREET    RAILWAY    REVIEW. 


XII.  X"   5. 


ment  mortar  in  regular  i  refully 

cleaned  and     dampened   if  ■  '<"£      ' '"'     beds 

thrpughoul  and  the  edges  for  i-'  in  back  from  the  face  slt;ill  be 
la)  t"  half  inch  Joints.  No  course  shall  be  less  than  la 
in.  nor  more  than  30  in.  in  thickness.  Headers  mu>i  not  h 
than  4  it  1"HK  except  where  the  wall  is  not  over  s  ft.  1 1 1 i «.- U .  when 
they  shall  extend  entire!)  through  the  wall.  Headers  shall  extend 
.it  least  ao  in.  beyond  the  width  of  the  adjacent  stretchers.  The 
.   shall  consist  of  large,  well  --Ikipi  •!  stone  laid  in  full  mortar 

ng  juiiits   sci  as  to  bond  the  work  together. 

id  Class  Masonry  Second  class  masonry  shall  be  laid  in 
cement  mortar.  The  face  stones  shall  he-  rock  faced,  edges  pitched 
to  a  straight  line,  shall  have  parallel  beds  and  rectangular 
The  hols  and  joints  for  8  in.  back  from  the  face  shall  be  dressed 
to  lay  not  over  v(  in.  joints'.  The  stones  need  not  be  laid  in  any 
regular  course,  but  shall  be  laid  level  mi  their  natural  beds,  shall 
be  well  bonded,  having  at  least  one  header  ,t'.-  ft.  long  to  every 
three  stretchers  fhe  backing  shall  consist  of  well  shaped  stoni 
not  less  than  6  in.  thick  and  of  which  at  least  half  shall  measure 
3  ctt.  ft.  To  be  all  in  full  mortar  beds  with  joints  well  b 
well  bonded  together  and  with  the  face  stone.  All  spaces  to  be 
thoroughly  filled  with   smooth   stone  and  cement   mortar. 

Third  Class  Masonr)  Third  class  masonry  shall  he  laid  dry  or 
in  mortar  according  to  the  direction  of  the  engineer.  It  shall  con- 
sist of  good  quarry  stone  laid  upon  natural  beds  and  roughly 
squared  on  joints,  hods  and  face-,  the  stone  breaking  joints  at  least 
6  in.  The  wall  shall  he  hound  together  by  headers  occupying  1-5 
of  the  area  of  the  face  of  the  wall  front  and  rear  and  extending 
3  ft.  or  less  in  thickness 

rete  Masonry — Cement  concrete  may  he  described  as  formed 
of  broken  stone  or  brick,  gravel  and  kindred  materials,  cement  and 
sand.  The  combination  of  the  best  materials  in  the  best  prepara- 
tions thoroughly  prepared  and  erected  will  result  in  a  structure 
which  may  In  considered  nearly,  if  not  quite  the  equal  of  the  best 
Stone  masonry  in  respect  to  its  stability  and  durability.  In  propor- 
tion as  any  of  the  parts  are  of  inferior  quality  or  the  workmanship 
and  care  deteriorate  the  resultant  will  be  of  inferior  quality  as  to 
appearance,    strength   or   durability. 

The  report  thin  gives  an  outline  specification  for  cement  con- 
crete, giving  the  quality  of  cement  to  be  used,  the  preparation  of  the 
different  materials,  the  directions  for  mixing,  etc.,  which  practi- 
cally coincides  with  the  standard  specifications  generally  used. 
The  report  contains  an  appendix  on  Railroad  Concrete  Masonry,  by 
\V  A.  Rogers,  which  covers  the  whole  subject  very  thoroughly 
and    includes   reports   on   a    number   of  tests. 

REPORT  OF  COMMITTEE  ON  RAILS. 

The  report  of  this  committee  was  made  in  regard  to  the  subject 
of  rail  sections  and  processes  of  manufacture.  In  its  report  for 
the  previous  year  reference  was  made  to  some  difficulties  which 
intend  at  the  mills  due  to  finishing  rails  at  low  tem- 
peratures and  it  was  then  suggested  that  it  might  be  necessary  to 
modify  the  heavier  sections  in  common  use.  especially  the  A.  S. 
('.   E    sections,   which   have  come  into  wide  use.     In  the  opinion   ol 

ie    changes    would    have    to   be    made    sooner    or 

later    cither    in    sections    or    in    the    mill    practice    of    rolling.      It    is 
known  that   there  is  no  use  in  trying  to  make  a  good  rail  by  means 
of  the  chemical   composition   alone.     Evidence  clearly   points  to  the 
fact  that  much  better  rails  can  he  made  from  the  steel   now  in   use 
ives  the  proper  treatment  in  rolling. 
The    committee    strongly    advocates    the    use    of    uniform    specifi- 
cations   and    uniform    methods    of    testing.      Details    of    proci         oi 
manufacture   have   generally   been   neglected   except   in  the   one   aim 
of  the  mill   to  turn   out   the  largest   tonnage  in  the   shortest    time  at 
a   minimum  cost,      X,,  fault   ran  be   found   with   this,  as  it   has   ena- 
bled  tin    railroad   companies   t.i  buy   rails  at    a  lower   price,   even    if 
|o   not    wear   as    well   as   desired.      But    if  the   demand    is   to   be 
mi1.     For    better    rails    some    attention    must    in    future    be    paid    to 
the   details   of  manufacture.     The  quality  of  rolled   steel   depends 
nion    and    Hie    beat    treatment    it    receives    in    con 
nection    with    the    work   of    rolling      And    in    order   to    get   the   best 

steel    of    g !    uniform    chen  position    should   he 

used  and  rolled  at  a  uniform  low  temperature.  The  work  at 
higher  temperatures  merely  changes  the  form  of  the  iron  without 
changing  its  structure.     The  bad  effects  of  the  high   finishing   leni 


perature  are  fully  recognized  by  the  rail  manufacturers,  some  of 

whom  are  now  rolling  their  heavier  rails  at  a  much  lower  tem- 
perature   than    formerly.      There    is   no   use    advocating    any    change 

ction  or  method  of   tolling   unless   some   reliable  assurance 

may  be  had  that  the  rails  are  being  rolled  at  the  proper  low   tem- 
It    ha  .  ■-•■  -ted    that    the    amount    of    shrinkage 

rail    after    it    has    been    cut    at    the   hot    saw    is   the   best    and 
easiest    method    of   checking    tin    finishing   temperature. 

The  specifying  of  a  drop  test  seenis  to  be  almost  universally  re- 
garded as  essential  and  yet.  unless  the  portion  of  the  ingot  from 
which  the  test  piece  comes  is  known,  the  drop  test  may  he  quite 
misleading.  The  test  piece  should  be  taken  from  some  desig- 
nated location,  preferably  from  what  was  the  top  of  the  ingot  for 
then  it   is  reasonably   sure  that  all  the  rails  >.  by  that   test 

piece  are  at  least  equal  to.  and  probably  better  rhan  the  test  piece. 
It  is  also  recommended  that  the  following  simple  test  be  made  by 
those  interested  in  the  wear  of  rails  of  different  compositions  and 
manufacture:  Take  a  curve  where  rails  are  found  to  wear  rapidly 
and  lay  the  different  kinds  of  rails  alternately.  The  rails  are  then 
acting  under  precisely  uniform  conditions  and  it  will  take  but  a 
few  months  to  determine  what  rail  is  giving  the  best  results  If 
ibis  experiment  were  made  anew  each  year  for  a  few  years  the 
road  making  such  a  test  would  have  valuable  information  which 
would  help  to  decide  on  the  kind  of  rail  which  will  give  the  best 
results    in    actual    service. 

\  proposed  standard  for  specifications  for  steel  rails  was  sub- 
mitted by  the  committee  which  related  the  process  of  manufacture, 
chemical  properties,  heat  treatments,  and  other  principles  in  regard 
to    the    manufacture   of   rails. 

REPORT   OF   COMMITTEE   ON    TIES. 

The  report  of  this  committee  was  devoted  to  two  subjects. 
namely,  timber  supply  and  culture  and  timber  preservation.  The 
vastness  of  the  supply  of  timber  has  not  been  so  much  in  evidence 
of  late  as  an  apparent  shortage  wdiich  has  resulted  in  changes  in 
the  selection  of  tie  material  and  the  sources  from  wdiich  it  is  drawn. 
Of  a  large  number  of  roads  reporting  on  the  kind  of  ties  used  and 
their  source  of  supply,  18  roads  representing  a  mileage  of  17.500. 
secured  all  their  ties  from  along  their  own  lines  and  haw  a  supply 
in  sight  for  the  next  ten  years.  On  half  of  these  roads  pine  tics 
were  the  standard. 

On  a  number  of  other  roads  it  is  reported  that  the  supply  .if 
lies  along  their  own  lines  is  equal  to  from  10  to  50  per  cent  of  their 
requirements  and  the  supply  in  sight  will  last  for  from  2  or  3  to 
10  years.  Regarding  supplies  of  inferior  kinds  of  wood  1,?  roads 
reported  none  available,  while  all  the  rest  reported  supplies  sitffi 
cicnt  for  from  3  to  30  years.  Some  of  the  lines  are  now  "using 
treated  pine  ties  and  in  consequence  of  the  treatment  they  do  not 
rate  as  inferior  ties  such  as  are  usually  so  considered. 

In  regard  to  the  preserving  methods,  experience  is  perhaps  still 
too  recent  in  this  country  to  provide  accurate  data  a-  t<»  their  value. 
A  record  of  treated  pine  ties  which  has  been  filed  by  one  railroad 
company  shews  their  life  to  have  been  from  10'.'  to  somewhat 
over  II  years.  Treated  Colorado  pine  ties  have  a  maximum  record 
of  about  15  years.  On  the  roads  where  preserving  methl 
ties  are  employed  the  best  process,  so  far  as  the  life  of  the  tie  is 
concerned,  is  creosoting,  hut  it  is  necessary  to  use  a  heavy  oil 
which  is  rich  in  antiseptic  substances  such  as  carbolic  acid,  uaptha- 
lene.  etc.  The  information  supplied  by  the  different  railroad  man- 
agements says  that  the  best  process  on  the  market  1 
The  average  life  of  creosoted  ties  is  about  as  follows:  Ocei 
pine  on  main  lines  15  years,  on  sidings  5  years,  total  20  years. 
Creosoted  oak  on  main  line-  iS  years,  on  sidings  7  years,  total  25 
years  Creosoted  beech  on  mam  lines  20  years,  on  sidings  10 
total    30   years. 

Under  the  auspices  of  the  United  States  Department  of  Agri- 
culture an  experiment  was  inaugurated  in  1901  to  test  the  relative 
merits  of  the  different  methods  of  treating  ties  of  various  kind- 
of  timber.  A  total  of  5,850  lies  consisting  of  oak  of  various  kinds, 
hemlock,  beech  and  tamarack  have  been  treated  in  different  lots 
by  the  zinc-tannin,  the  zinc  chloride,  the  Allardice  and  the  Hassel- 
111.11111  processes,  also  with  Beaumont  petroleum  and  zinc  chloride. 
with  carbolite  and  spirittine, 

A   very   noxious  place  has  (jeer   selected  for  testing  these  tics  in 
where    unprepared    pine    ties    generally    decay    in    12    to    14 


May  jo.  1902] 


STREET    RAILWAY    REVIEW. 


Zi  i 


months.  The  results  are  to  be  watched  and  reported  upon  year 
by  year  by  the  commissioners  of  the  Bureau  of  Forestry. 

Most  of  the  roads  applied  to  for  data  are  yet  unable  to  furnish 
statistics  relative  to  the  life  of  treated  ties,  but  records  are  now 
l>eing  kept  on  a  uniform  basis  and  it  is  hoped  before  many  years 
to  have  some  reliable  data  on  this  point. 

The  report  concludes  with  a  number  of  tables  of  statistics  of  a 
few    roads    which    have    experimented    in    this    direction. 


struction  as  may  be  necessary  for  the  performance  of  their  duties. 
it  is  equally   true   that  one  who,  by  additional   study  and   reading) 
has   gained   a    fuller  knowledge   of  the   theory   and    nature   of    elec- 
tricity as  well  as  of  its  practical  application,  stands  in  a  move  favor 
able  position  than  one  who  has  not." 


SPECIAL   READING  FOR  STREET  RAILWAY 
MEN. 


In  the  Saturday  Evening  Post  for  Mar.  15,  nioj.  was  an  inter- 
esting article  on  "Chances  for  Street  Railway  Men"  from  the  pen 
of  Gen.  William  A.  Bancroft,  president  of  the  Boston  Elevated 
Railway  Co..  in  which  he  discussed  the  opportunities  offered  to 
young  men  who  are  willing  to  begin  at  the  bottom  in  street  rail- 
rvice.  In  concluding  General  Bancroft  makes  the  following 
statement  as  to  the  special  reading  and  study  that  should  be  under- 
taken : 

such  a  young  man.  rightfully  ambitious  for  the  future,  some 
preliminary'   special   reading  and   study  will   not   come  amiss.     The 
almost  universal  use  of  electricity  as  the  motive  power  of  the  mod- 
ern street  railway  clearly  calls  for  a  more  scientific  training,  on  the 
part   of  all   who  would   rise   in   the    service,    than   was   formerly    re- 
quired; and  the  man  on  the  platform  who  know-  something  of  nat- 
ural   science,    other    things    being    equal,    is    the    one   most   likely    to 
be  in  demand  when  the  question  of  promotion  to  a  higher  position 
■  1  book  on  the  general  problems  of  electricity  will 
be  the  natural   beginning  of  a  course  of  reading;  though   unfortu- 
nately not  many  such.  the  comprehension  of  young  men 
with   no  previous   technical   education,    have   been    published.     Elec- 
tricity Made   Easy,  by  Edwin  J.    Houston  and  A.   E.   Kcnnclly,  may 
be  recommended,  however,  as  being  on  tin-  whole  satisfactory.    The 
same   authors    have   written  of   'leaflets' — as    tiny   are   en- 
titled,  in   spite  of  their  containing   some  300  pages  each — on   Elec- 
trical Engineering,  which  in  tin-  opinion  of  many  electrical   students 
are  among  the  best  W>ks  of  the  kind  on  the  market.     They  come 
in  three  gr.i                 entary,  intermediate  and  advanced— only  the 
•  which,  of  cut                  recommended  to  the  novice.    The 
throughout  is  to  present  the  fundamental  principles  of  elec- 
trical   science;   and    the   first    volume    is    especially   intended    to   give 
h   instruction  as   the   motorman,   or   the   electrical    workman 
lly,  with  slight   scientific  km  i  electricity,  need     F01 
a    more   intelligent    pen                    of    bis    daily    routine    work.      Two 
other  books  that  may  1                                          do  Specifically  with  elec- 
tric railway  service — Electric  Railway  Motoi        I  heir  Construction, 
Operation    and    Maintenance,    by    \"     W     Perry;    and    Electric    Rail- 
T.  Hanchctt.     Both  are  sound,  ami  not   too 
difficult. 

"There  are  two  periodicals  covering  the  street    railway   field,   one 
or  both  of  which  might   well   be  read  by  every  one  in  the  bu 

Street    Railway   Journal    and   the 
entific  or  technical  periodical,  of 

rded  from  the    arae  poinl  of  view  as  a  I k, 

•  1.  finite  and  final  in  statement  and  .  <  > t ■ 

record 
opinion  ami  experiment,  leaving  to  tin 

much   of   the   bar  pottfibility    for    sifting    tin-    wheat    from 

temporary  practice     With  tin-  caution    which  ap 
m  a!  tin-  kind  aiming  to  present  impartially 
■  iournali  may  be  unhesitatingly 
le  to  issue,  a  full  ac- 
ta every  branch  and  department 
intrj    .md   abroad. 

al   World  and   the    At, 
■  t.    but     rather    bard    reading    for     begil 

i  1     lie'. 

might  During  the  1  number 

!  in  variou 
m  informed, 

ing  man   who  intl 

Though 
I  .ill  companies  undertake  to  give  theii  m 


THE  COLOR  LINE  IN  VIRGINIA. 

On  May  I,  1902,  there  went  into  effect  a  very  radical  law  en- 
acted by  the  General  Assembly  of  Virginia  authorizing  the  Wash- 
ington, Alexandria  &  Mount  Vernon  Railway  Co.,  and  certain 
other  street  railway  companies  in  the  State  to  separate  the  white 
from  the  colored  passengers  and  to  set  apart  or  designate  a  por- 
tion of  each  street  car,  or  certain  seats,  which  are  to  be  occupied 
by  white  passengers  and  also  a  certain  portion  or  seats  for  colored 
passengers. 

It  is  provided  that  the  companies  shall  make  no  difference  or 
discrimination  in  the  quality  and  convenience  of  the  accommoda- 
tions provided  for  the  two  races,  but  that  the  conductor,  manager 
or  other  person  in  charge  of  any  car  shall  have  the  right  at  any 
time,  when  in  his  judgment  it  may  be  necessary  or  proper  for  the 
comfort  and  convenience  of  the  passengers  so  to  do,  to  change  the 
said  designation  so  as  to  increase  or  decrease  the  amount  of  space 
or  seats  set  apart  for  either  race  or  he  may  require  any  passenger 
to  change  his  or  her  seat  when  and  as  often  as  he  may  deem  neces- 

It  is  further  provided  that  all  persons  who  shall  fail  to  take  and 
occupy  the  seats  so  assigned  to  them,  or  fail  to  obey  the  instructions 
and  directions  of  the  conductor  or  manager  of  the  car  as  to  tin- 
seat  or  space  to  be  occupied  by  such  passenger  shall  be  deemed 
guilty  of  a  misdemeanor  and  upon  conviction  shall  be  fined  not  less 
than  $5.00  nor  more  than  $25.00.  And  any  person  refusing  to  obey 
the  conductor's  instructions  may  be  ejected  from  the  car  and  in 
case  the  passenger  has  paid  his  fare  he  shall  not  lie  entitled  to  a 
return  of  any  part  of  said  fare.  It  is  further  specifically  Stipulated  that 
the  companies  nor  any  of  their  employes  shall  in  any  case  be  liable 
for  damage  to  any  one  for  such  ejectment. 

By  the  provisions  of  the  act  all  conductors  and  motoimcn  are  made 
special  policemen  and  have  all  the  powers  of  conservators  of  the  peace 
while  upon  the  cars  in  the  enforcement  of  the  provisions  of  the 
act.  and  in  the  discharge  of  the  duties  of  special  policemen  in  the 
enforcement  of  order  upon  the  ears  and  right  of  way  of  (he-com- 
pany. 

It  is  provided  that  the  act  shall  not  apply  to  employes  engaged 

in  running  or  operating  the  cars,  nor  to  persons  employed  as  nurses 
nor  to  officers   in  charge  of  prisoners. 


WAGES  INCREASED  AT  OAKLAND,  CAL. 


Aptil  201I1  the  following  general  order  to  niotormen  and  con- 
ductot  was  issued  by  the  Oakland  Transit  Co.,  W.  I''.  Kelly,  gen- 
eral   manager: 

"One  year  ago,  on  the  first  of  May,  « isidered  that  the  con- 
ditions  warranted  an   increase  of  wages,  and  accordingly   lie    pri 
ent  rate  was  announced.  Since  that  date  »<    have  been  pleased  to 

nolc-  that  you  have  been  careful  and  diligent  in  the  discharge  of 
voiu  duties  undisturbed  by  the  clamor  of  agitators  or  the  strife 
o!  others.  Anoihei  \l.n  1  1  1  now  near,  and  in  appreciation  of 
the  loyal,  faithful  men  who  have  operated  our  ears  skillfully  and 
ntiously    we   lake    pleaun     111    .okisiug   you    that    on    and    after 

Maj   1  1.  .ill  loinien  and  conductors  will  !»•  paid  ,it  the  rate  o! 

.'I   cent      l"i    hour.   Trusting  and   believing   that    each   and   all   ol    .,,11 

will  take  a  personal  interest  in  the  faithful  discharge  of  his  duties 
to  the  end  that  11  may  l»  a  pleasant  and  prosperous  yeai  for  us  all, 

and  with  cordial  good   wishes  fot    yout    personal     uccess  in   ■ 

i'  pectivi   dutii  ,  « ain,  etc." 

•  • » 

Mr.  Thomas  Lowry  ha    madi   ■>  tout  ol  in  pecti 1  thi    street 

railways  m   Ihiluth  and  West   Superior  with  a   view   to  deciding 

what  improvement      hall  1 adi   thi     real      [I  i    ai ted  thai 

in-w  and  permanent  tracks  will  he  put  down  on  the    treets  where 
i     tnd    1   (■■ol   of  the  1  v  tem   wall  be  prai  tii  ill 
■ -  Ari   i   1  lulul  hi    .'i  i'  mplatcd. 


278 


STRE1  I     RAILWAY     REVIEW. 


[Vol  XII.  No.  5. 


DRAINAGE   WATER   WRECKS   MASONRY 
BRIDGE. 


The  heavy  waterfall  of,  earl)    March  caused  the  partial  di 

11 1  a  comparatively  new  brick  and  stone  masonry  bridge  which 

carries  Warburton  Ave   and  the  tracks  of  the  Yonkers  Street  l<    K 
over   Rowley   ltro,,k    iusl    north   of    Yonkers,    N.   V.     Although   ii 

should  11.. 1   I..-  n.  wreck  a  bridge  in  order  t"  d<  > 

whether  or  not  i  buill  and  maintained,  disasters 

km. I  when  thej   '1"  occur  usuallj   have  lessons  1..  teach. 

In  tli,.  case  ..I'  the  Yonkers  bridge  il  does  nol  appear  thai  1 
,.f  carelessness   ..r   incompetence   can   i»-   brought    against    anyone 


YONKERS  BRIDGE  AFTER  THE  WASHOUT. 

As  far  as  can  In-  determined  the  washout  was  caused  not  by  the 
volume  of  water  passing  under  the  bridge  but  by  the  drainage 
water  passing  through  the  gutters  in  Warburton  Avenue. 

1. ridge  has  aboul  50  ft  span  and  consists  of  a  36  in.  brick 
arch  on  concrete  foundations  with  stone  retaining  walls  ami 
facing— a  type  quite  generally  full,, wed  for  country  and  town 
bridges   in    this   pari    "f  the  country,       The   structure   was   finished   in 

May.  [899,  and  cosl  originally  $24,000,  h  was  buill  by  the  county, 
but  is  understood  to  lie  under  the  charge  <>f  the  town  of  Green- 
burgh,    which   is   responsible   for   it--   proper   maintenance.       Tile   sides 

of  tlie  gulch  are  extremelj  sandy  and  somewhat  treacherous.  .he 
design  provided  foi  carrying  the  street  drainage  water  in  gutters 
to  the  center  of  the  bridge  where  il  passed  through  culverts  t..  the 

brook    below. 

in    first  -igns  of  tbe  failure  appeared  at  the  base  "f  an  electric 
light    pole    that    had    been    recently    placed    in    the    sandy    soil    about 


vu'.w  OF  WASHOl    1    1  ROM  ROADWAY. 

.4   ft.  south  of  the  southeast  abutment  of  the  bridge.     During  the 
heavy  rain*  the  drainage  water  Milled  around  the  pole  ami  soon 
iped  a  largi    hi  ["his  rap  dlj    1  nlarged  until 

i!i.  p. .le  fell,  starting  at  the  same  time  the  entire  southeast  corner 
of  the  bridge,  and  material  amounting  to  about  10  per  cent  id' 
the  masonry  structure  -lid  down  the  banks  int..  tin  stream.  The 
remaining  parts  stood  intact  with  the  exception  of  a  broad  crack 
that  developed  longitudinally  through  tin    center  of  the  brick  arch. 


I  he    ear    tracks    on    the    surface    undoubtedly    M-r\c.l    as    a    I 

,  d  in  preventing  the  total  collapse  id  the  structure. 
Iln-  commissioner  of  public  works  of  Yonkers,  who  was  also 
1  the  engineers  in  the  construction  of  the  bridge,  made  tin- 
foil,, wing  statement  concerning  the  matter:  After  investigation 
we  find  that  t'..r  some  tune  a  great  volume  of  water  from  Warbur- 
ton Avenue  has  not  been  passing  along  the  gutter  t"  the  culverts 
provided  on  the  bridge,  because  of  the  fact  that  the  gutter  was 
obstructed  by  snow  or  ice  or  dirt.  I  he  water  was  directed  out 
of  the  gutter  acrnss  the  sidewalks  and  down  along  the  masonry 
at  the  southeasl  cornel  of  thi  bridge  to  the  brook  below.  Follow- 
ing the  thaw    of  Thursday  and    I  bruary   27th   ami   a8th, 

a  Inde  about  .1  ft.  square  developed  in  tin'  gutter  opposite  the  re- 
cently   erected    electric    light    pule    at    the    outside    edge    of    the    -id. 

walk  a  few-  feet  south  of  the  bridge  abutment    There  is  no  doubt 

but  that  the  great  volume  of  surface  water  from  rain  and  melted 
snow  which  swept  down  the  hill  side  into  the  gutter  bum. wed 
an  underground  water  course  starting  at  the  break-  in  the  gutter 
and  underminded  the  corner  of  the  bridge" 

The  Yonkers  Railroad  Co   bad  nothing  whatever  to  do  with  the 
construction   of  the  bridge   ..r   its   maintenance. 


INDIAN  TERRITORY  COAL  FIELDS. 


In   the  "Review"    for    March    mention   was   made  of  the  organiza- 
tion  of  the   Indian   Territory    Traction    Co.,   of   South    McAlester, 

I.  T..  to  build  a  road  passing  along  the  route  of  a  number  of  coal 
mines.  This  coal  held  is  discussed  bj  Mi  Joseph  \.  Taft  in  the 
22nd  Annual  Report  of  the  United  States  1  ....logical  Survey,  now 
in  the  press.  The  Indian  Territory  coal  field  is  directly  connected 
with  the  Kansas  coal  field  on  the  north  ami  the  Arkansas  on  the 
east.  The  northern  and  extreme  western  parts  are  undeveloped 
and  little  known.  The  area  of  this  coal  field  approximates  jo.OOO 
Square  miles.  There  are  several  beds  of  coal  in  the  Indian  Terri- 
tory field  thick  enough  to  be  commercially  workable,  besides  others 
which  may  be  of  equally  workable  thickness  Flu-  McAlester  coals 
appear  in  three  districts  in  the  southern  part  of  this  field.  This 
coal  is  mined  most  extensively  at  Carbon.  How.  Anderson,  Ki 
and  McAlester,  and  varies  in  these  mines  from  ,1  to  4  ft.  in  thick- 
ness. The  above  towns  are  ali  upon  the  route  of  the  new  line 
which  is  to  be  built  by  the  Indian  Territory  Traction  Co..  and  a 
considerable  revenue  will  result  in  carrying  miners  to  and  from 
I  be  mines.  The  coal  is  successfully  coked  and  ranks  as  a  high 
grade  bituminous  coal. 

Commercial  coal  mining  in  Indian  Territory  began  near  McAleS- 
ter  with  the  erection  of  the  Missouri.  Kansas  &  Texas  Railroad  in 
1S7.'.  in  [000  Indian  'Territory  produced  [,922,298  tons  of  coal 
the  shipment  of  which  is  made  entirely  by  rail,  and  the  development 
of  the  mines  had  depended  directly  upon  railroad  building.  Four 
railroads  reach  the  Indian  Territory  field,  the  Missouri.  Kansas  & 
Texas,  the  St.  Louis  &  San  Francisco,  the  Memphis  &  Choctaw 
and    the    Kans.is    City    Southern. 


FURTHER   EXTENSION   OF  WESTINGHOUSE 
WORKS. 


The  Westinghouse  Electric  &  Manufacturing  Co.  will  begin  im- 
mediately the  construction  of  new  buildings  at  East  Pittsburg, 
which  will  greatly  increase  tbe  size  of  the  works.  The  new 
buildings  will  be  known  as  the  Easl  Extension,  and  the  plans  for 
them  were  made  two  years  ago.  when  11  was  seen  that  the  natural 
development  of  this  company's  business  would,  about  this  time. 
make  the  additions  necessary.  The  plans  also  reipiire  the  building 
of  a  river  wall  along  tbe  banks  of  the  Turtle  Creek  from  a  point 
near  Turtle  Creek  Station  to  Brintorj  Station,  below  the  works  of 
the  Westinghouse  Machine  Co.  Arrangements  have  also  been  made 
with  the  Pennsylvania  Railroad  whereby  a  special  railroad  line  will 
he  built  from  East  Pittsburg  to  the  new  Westinghouse  foundries 
which  arc  nun  being  established  al  the  town  of  Stewart,  several 
miles  to  the  east  Ibis  railroad  will  be  built  for  the  exclusive  use 
of  the  Westinghouse  companies.  The  construction  of  this  large 
undertaking  has  been  entrusted  to  James  Stewart  &  Co.,  of  Pitts- 
burg, St.  Louis  and  Nev,  Orleans,  whose  remarkable  achievements 
in  erecting,  in  record  time,  the  new  Westinghouse  Electric  Works  at 
Manchester.  England,  have  for  several  months  been  the  tin  nil  ..1 
general  attention  in  the  English  and    Vmerican  press. 


May  jo,  1902] 


STREET    RAILWAY    REVIEW. 


279 


RECENT  STREET  RAILWAY  DECISIONS. 

EDITED  BY  J.  L.  ROSENBERGER,  ATTORNEY  AT  LAW,  CHICAGO. 


DUTY  TO  KEEP  PLATFORMS    VND   STEPS  ol-   CARS  IN 
SAKE  CONIDTION  IX  ALL  WEATHER. 


Herbert  v.  St.  Paul  City  Railway  Co.  (Minn.),  88  N.  W.  Rep.  996. 
Jan.  31,  1009 
A  street  car  company,  tlie  supreme  conn  oi  Minnesota  holds,  is 
required  to  exercise  the  highest  degree  oi  care  to  keep  in  platforms 
and  steps  in  safe  condition  for  use  in  the  season  when  operated,  so 
far  as  it  practically  can  do  so.  in  consideration  of  the  climate,  tem- 
perature, and  condition  of  the  air  with  respect  to  snow,  moisture, 
and  frost.  And  it  affirms  in  this  case  a  judgment  for  $1,000  dam- 
ages for  injuries  sustained  by  a  passenger  who,  when  alighting  from 
a  street  car.  slipped  and  fell  from  the  same  by  reason  of  ice  and 
SDOW  alleged  to  have  been  negligently  permitted  by  the  carrier  to  be 
and  remain   upon   its  steps  and  platforms. 


DUTY  WHEN  CAR  APPROACHES  WHERE  ONE  OX   OP- 
POSITE TRACK  IS  STOPPED— UNREASONABLE 
SPEED   EVIDENCE  OF   NEGLIGENCE— 
FAILURE  TO  LOOK  FOR  AP- 
PROACH 1XG  CARS. 


Administrator  v    Norfolk  Railway  &  Light  Co.   (Va.),  40  S. 
E'.  Rep.  100.     Dec.  5,  1901. 
A   passenger  on   alighting   from   a   car   went   around   it  onto  the 
other   track,    where   he    was    struck   by  a   car  coming   from   the  op- 

direction.  The  supreme  court  of  appeals  of  Virginia  holds 
that  it  was  the  duty  of  the  company  not  only  to  give  notice  or 
warning  of  the  approach  of  11  n  ear.  but  as  it  neared  the  crossing, 
where    its    first-mentioned    car   had    Stopped    to    let    off   and    take  on 

{era,  to  run  at  such  a  rate  of  speed  a-  to  have  the  car  under 
control,  and  be  able  to  stop  it  readily  Unless  unusual  speed  is 
expressly  permitted  by  law.  the  -peed  of  a  car.  it    says,  ought  to  be 

.ter  than  1-  reasonable  ami  consistent  with  the  customary 

the  street  by  the  public  with  safety.  Any  speed  in  excess 
of  that  rate  is  at  least  evidence  of  negligence. 

Failure    to   look    for   approaching    street    cars    by    a    person    about 

tree!  railway  track,  especially  at  a  street   crossing,  ought 

not,    the  court   thinks,    upon   principle,    to   be  held  to  be    negligence, 

as  a  matter  of  law.     It   says  that  the  authorities  upon  this  question 

■iflicting.  but  that  its  conclusion  is  sustained  by  some  of  the 

text    writers,   and    by    many,    if    not    by    a    majority,    of    the 


klsKS  ASSUMED  BY  EXPERIENCED  CONDUCT  OR  LEARN 

ING   Ml  IIS  OX  ANOI  HER  ROAD 


I-add  Street    Railway  Co     ■     '  X     E     Rep    730 

1 
A  man  who  bad  inductor  on  other  roads  and  cor 

raced  man.  was  slruek  by  a  trolley  DOS)   at   a   place 
•he  track  ran  along  the    ride  of  the  road   f.,r  about    1,000  feel 

<>n  a  line  that  In   was  engaged  m  learning  the  dutic    "i  conductor 
upon  ii'  anticipation  of  being  employed  on    He  began  learning  those 

duties  two  ■'  1. in,  but  had  not  worked  on  that 

part  of  the    I  that    morning,  though   on  that    mof g   he 

had  made  t-  trips  by  the  place  where  the  accident  bap 

ptned  before  knew  that  it  wa 

nion   in  country  towns  to  have  tracks   run  on  one     id.    of  thi 

and  that  he  knew   that  ■    the  trolley 

testified  that  he  did  not  observe  whether  tl 

road  "r  in  the  center,  and  paid  no  attention 

to  tha'  or  track.     And  there  was  nothing 

rpped  down  onto  the  running  board  he  looked 
to  ««e  if  th'  ■  1  any  precautions, 

ired  that  the  running  board  on  the  Op)  of  the 

ind  that   ll  •  'lung  re.pni 

1'iiC  hi'  •    running  board  on  one     1 '  1  <    of  thi    ear  rather  than 

premc  judii  ial  1  ourl  of 


Massachusetts  holds  that,  at  the  close  of  his  evidence,  a  verdict  was 
properly  directed  for  the  company. 

The  court  says  that  it  thinks  it  plain  that  the  risk  was  an  obvious 
one,  which  the  man  must  be  held  to  have  assumed,  and  that  he  was 
not  in  the  exercise  of  due  care.  I  be  situation  of  the  posts  and 
tracks  was  manifest,  or,  so  far  as  appeared,  was  not  unusual.  There 
was  nothing  in  the  nature  of  a  trap.  The  man  was  familiar  with 
the  duties  of  a  conductor.  The  company  owed  him  no  duly  of 
warning  or  instruction  in  regard  to  dangers  that  were  obvious,  and 
it  owed  him  no  duty  to  change  the  arrangement  of  the  track  and 
the  posts.  Upon  entering  the  employment  of  tile  company,  he  must 
be  held  to  have  contracted  with  reference  to  those  as  they  were. 
Moreover,  in  view  of  the  fact  that  he  had  been  sent  out  upon  that 
portion  of  the  company's  road  where  he  was  when  injured  to  learn 
the  conditions  attending  its  operation  there,  it  seems  to  the  court 
that  to  step  down  onto  the  running  board  as  lie  did  without  looking 
to  see  whether  there  was  any  obstruction  in  the  way  or  whether  it 
was  safe  to  do  so  was  negligence  on  his  part. 


INABILITY  TO  S  I'OP  A  CAR  ON  STEEP  GRADE  BETWEEN 

CROSS   STREETS— RIGHTS   AND    DUTIES   OF 

PEDESTRIANS. 


Burian  v.  Seattle  Electric  Co.  (Wash.),  67  Pac.  Rep.  214.  Dec, 
14.  igoi. 
A  cable  car  ascending  a  hill  where  the  grade  was  about  20  per 
Cent,  with  the  cross  streets  level,  was  apparently  stopped  as  quickly 
as  possible  after  it  reached  the  level  of  a  crossing  upon  which  there 
was  a  pedestrian,  but  before  it  bad  safely  lauded  upon  the  level  its 
front  end  struck  him.  Il  was  urged  in  defense  that  the  car  could 
not,  with  safety  to  its  passengers,  be  released  from  the  cable  until 
it  had  cleared  the  incline  of  the  hill,  and  stood  upon  the  level  of  the 
crossing,  since  if  a  gripman  should  release  a  car  from  the  cable  at 
any  point  on  the  incline  it  might  not  be  possible  by  means  of  brakes 

10  prevent  the  car  from  retreating  down  the  hill,  while  the  speed  of 
the  ear  could  not  be  eh ■•  ked.  since  il  must  follow  the  speed  of  the 
running  cable  at  that  point.  Therefore,  it  was  insisted  that  no  negli- 
gence could  be  attached  to  the  company  for  not  clucking  the  spied, 
or  for  not  Stopping  the  car.  But  the  supreme  court  of  Washington 
says  that  it  is  not  prepared  to  state  as  a  matter  of  law  that  the 
company's  rights  were  such  as  might  authorize  it  to  maintain  a  syS 
Um  of  Operating  cars  that  would  prevent  il  from  safely  Stopping  the 
ears  at  ally  point  within  the  distance  of  an  entire  block,  or  at  a 
point    where   they    were    in    the   ail    of   entering    upon    the   level    of  a 

treel  crossing. 

I  he  obligations  of  a  street  railway  company  ami  of  other  travelers 
along  the  street,  ilie  court  says,  are  inuliial,  and  each  must  exercise 
care  to  prevent  collisions  and   accidents.     This  mutual   obligation   is 

as  binding  between  the  operator  of  the  cars  and  pedestrians  at  a 
street    crossing    as    it     is    between     the    operator     and     drivers 

of  vehicles  at  other  points  along  the  streets.  The  car  track  is  as 
much  1  part  of  th<  Street  as  any  other  potion  of  the  traveled  way. 
ami  pede  in. 01.  have  a  right  to  cross  the  track,  and  particularly  at 
street    crossings   they   iniisi    of    nece     1 1  x    cross   il.      If   the   apparatus 

11  ..I   111  1I1.    operation  "f  cable  ears   renders  the  street   crossing  more 

hazardous  to  othei   travelers  than  under  ordinary  conditions,  then 
1I1.     treel  cat  company  should  take  every  reasonable  precaution  to 
protect    b.  piibb.  from  thai  additional  danger,    Other  travelers  hav 
ing  knowledge  of  these  extra  hazardous  conditions  are  also  under 

obligation    1.,    .                         able    Care    and  ..union     to    avoid    the 

dang.  1 

Wherefore,  il <<   holds  that   it   was  not  within   its  province  to 

1    of  law    thai    noli,  idle v    i  bowll    ill    tin      I  B    C  Otl 

the  pat  1  "i  il '  1  i  1 . . •  1 1 .  in  ill.    fai  1  thai  thi     i"  1 .1  ol  th<   cat  Id 

ii"i  I.,  checked.  01  that  il  could  not  be  stopped  befon  il  reached  the 
point  wb.re  ii  did  stop,   1  in,  was  a  question  io  I.,   submitted  to  the 

jury,  that  ii  might  determine  whether,  under  all  the  surro lini 

Mi.   conditions  which  created  the  facl    .1      tated  tituted  ni    ] 


280 


STREET    RAILWAY    REVIF.W. 


[Vol.  XII.  No.  S 


USE  OF  COUNTRY  HIGHWAYS. 


Farmer  v.  Myles  (La  I,  ,i<>  So.  Rep.  858.    Nov.  18,  1901. 

ive  no  legal  authority  to  Brant  a  right  to  con- 
struct, own,  ii 1"  railway  through  the 

roads  in  the  parishes,  the  supreme  court  "f  Lou 

under  section  2750  oi  the  Revised  Statutes,  which  authorizes  them 

all  such  ordinances  as  they  may  derm  neci  ssary  relative 

Is.  etc.     It  says  that  the  grant  of  power  for  this  purpose  must 

ific,  and   not    implied.     Country   roads  cannot   be   occupied 

el   railway  tracks  with. nit  legislative  sanction       I  he  authority 

must  h<  granted  bj  the  legislature  directly  or  through  the  author- 
ized   action    pf    the    municipality.       It    is    generally    conceded    that 

country  roads  cannot  be  used  for  such  purpose,  even  by  legislative 

consent,  without  compensation  to  the  adjoining  landowners.  Any 
legislative  permission  to  use  public  roads  for  such  purposes  would 
be  subject  to  the  rights  of  the  adjoining  landowners  in  the  prem- 
ises. The  right  could  not  be  exercised  under  the  permission,  unless 
the  owners  should  have  given  their  voluntary  consent,  or  their 
forced  legal  consent  had  been  obtained  under  expropriation  pro- 
ceedings.    A    landowner   has   the   right   to   resist    the   unautl i 

diversion  of  a  country  road  over  his  property  to  any  other  ilian 
its  usual  and  legitimate  use. 


CONSENTS  ASKED  FOR  MUST  BE  FOR  POWER  AUTHOR 

IZED  BY  COMMISSIONERS  FOR  REFUSALS 

TO   BE  COUNTED   SUCH. 


In  re  Kingsbridge  Railway  Co.   (N.  Y.  Sup.),  73  N.  Y.   Supp.  440. 

Dec.  6,  1901. 
The  first  appellate  division  of  the  supreme  court  of  New  York 
holds  that  where  the  state  board  of  railroad  commissioners  has 
authorized  the  operation  of  a  proposed  road  by  electricity,  it  cannot 
be  said  that  the  abutting  property  owners  have  refused  to  consent 
thereto  where  the  request  made  to  them  which  was  refused  was  a 
consent  to  "construct  and  operate  a  street  surface  railroad  to  be 
operated  by  electricity  or  any  motive  power  other  than  locomotive 
steam  power  that  may  be  approved  by  the  state  board  of  railroad 
commissioners,"  and  hence  that  an  application  for  the  appointment 
of  commissioners  to  determine  whether  the  road  should  be  con- 
structed notwithstanding  a  refusal  of  the  abutters  to  consent 
thereto  must  be  denied.  In  other  words,  the  court  holds  that  the 
refusal  of  the  property  owners  to  consent  to  another  and  entirely 
different  road  than  that  authorized  to  be  constructed — a  road  to  be 
operated  by  a  motive  power  of  an  entirely  different  character — is 
no   evidence   of   a    refusal   of  the   property   owners   to   consent   to 

construction  and  operation  of  a  railroad  authorized  and  which 
the  railroad  company  proposed  to  construct. 


LIABILITY   FOR    INJURY   OF   PASSENGER  UNDER   OPE- 
R  \  TING  ARRANGEMENT  BETWEEN  TWO  COM- 
PANIES. 


Richard    v.    Detroit.    Rochester,    Romeo    &    Lake    Orion    Railway 

1  Mich.  I.  89   X    \V.  Rep.   52.      Feb.   11.   1902. 

This  was  an  action  for  personal  injuries  alleged  to  have  been  sus- 
tained by  a  passenger  through  the  negligent   starting  of  a  car  when 
alighting  therefrom.     The  company  sued  had  an  arrange- 
ment   with   a  connecting  electric  line   for  cars  t r ,  he   run   through  by 
nies  jointly  between  theii   joint  terminals.     "The  contract 
was  that  each  company   should  remain  in  full  control  of  the  opcra- 
tion  and  management  of  the  cars  while  mi  the  tracks,  and  the  owner 
ship   of   the    tracks    should    determine    the    responsibility   of    the    re 
spective  parlies  in  the  public.     Each  party  should  have  the  right  to 
the  employes  of  the  other  at  the  junction  point,  so  that   its 
own  employes  might  operate  the  cars  while  on  ils  own  tracks.     Each 
company  should  pay  to  the  other,  for  the  use  of  double-truck  pass- 
enger cars  two  cents  per  car  mile.     'The  fares  should  belong  to  the 
company  owning   the   tracks,   for  a   ride  over   which  they   were   col- 
lected. 

The  accident   in  question  Occurred  near  the  switch  where  the  car 
m'  the  lied,   "ii  which  the  passenger   had   ridden  over   the 

■  ither    company's    line,    left    the    Litter's    track.    'The    company    sued 
claimed  that  the  passenger  was  hurt  before  the  switch  was  reached. 


while    the  cat  was  on  tl  mpany'l  track-,  and  while  the  con- 

ductor and  motorman  wen  under  the  control  of  that  company's  su- 
perintendent :   that    while  theie  employes  were  primarily   paid   by  the 

company  sued,  it  was  reimbursed  by  the  other  company,  and,  if  there 
was  any  liability  at  all.  it  was   th<    Othei    company  which  was  liable, 

and  not  th.    company    med.     Thi  ed  that,  upon  the 

fare  paid  by  her,  the  passenger  would  have  been  entitled  to  ride  at 
ba~t  a  block  further  than  where  she  got  off.  and  over  a  portion 
of  the  road  of  the  company  stud.  It  also  showed  that  the  conductor 
Tad  thrown  tin-  switch  belonging  to  the  company  sued  before  lin- 
ear was  started. 

In  affirming  a  judgmi  I  tin-  company  sued,  tin-  supreme 

•  -nil    of    Michigan   states   that    whatever   might   be   said  of  (hi 
tract,  between   the   pan  ery   clear  that    it   was  to 

the  mutual  advantage  of  both  the  companies  to  have  tin-  cars  of  the 
r  the  track  of  the  other  company,  and  to  have 

gers  iid--  in  tin-  cars  of  tin-  company  sued.    The  fare  which 

1  entitled  her  to  ride  over  the  tracks  of  lmih  com- 
panies, and,  according  to  the  contract,  each  Company  v. 
a  g 1  and  valid  consideration  for  her  ride.  One  received  a  five- 
cent  fare;  the  other  received  a  rental  for  its  cars,  the  privilege  of 
through  car  service,  and  all  the  benefits  which  such  service  brought, 
by  giving  the  company  sued  a  terminal  where  it  did.  Then,  under 
the  most  favorable  construction  which  could  be  given  to  the  con- 
tract, the  company  sued  and  the  other  company  were  jointly  operat- 
ing the  car  on  the  night  in  question,  and  were  jointly  and  severally 
liable  for  any  tort  or  wrongful  act  which  may  have  been  committed 
by  their  servants.  And.  the  court  add-,  it  i-  a  well-settled  principle 
of  law  that,  where  more  than  one  party  is  guilty  of  a  negligent  act, 
the  party  injured  may  proceed  against  them  jointly  or  severally. 


IMPLIED   DUTY  AS  TO   REMOVAL  OF  SNOW   FROM 

STREET. 


Gerrard  v.  La  Crosse  City  Railway  Co.  1  Wis),  89  N.  W.  Rep.  125. 
T'eb.  18.  1902. 

The  complaint  in  this  case  set  forth  in  detail  the  requirements  of 
the  city  ordinance  granting  to  the  company  its  street  franchises  that 
it  should  not  allow  snow  or  ice  to  accumulate  upon  its  tracks  in  such 
quantities  as  to  obstruct  travel,  nor  deposit  snow  upon  the  street  in 
such  manner  as  to  obstruct  travel  or  render  the  same  unsafe,  and 
charged  their  violation.  Moreover,  by  the  last  clause  of  the  third 
subdivision  of  the  complaint  it  was  charged,  in  substance,  that  the 
company  negligently  caused  the  -now  and  ice  on  its  track  to  be 
excavated  and  removed  in  such  manner  as  to  leave  a  deep  ditch, 
rendering  the  street  unsafe  and  dangerous  for  public  travel.  The 
supreme  court  of  Wisconsin  says  that  it  can  contrite  this  as  mean- 
ing nothing  more  or  less  than  a  breach  of  the  common-law  duly  not 
to  render  the  street  unsafe  for  travel,  which  is  manifestly  wholly 
independent  of  the  provisions  of  the  ordinance.  It  was  argued. 
however,  that  there  was  no  such  common-law  duty;  that  the  com- 
pany's obligation-  to  the  public  were  measured  by  the  requirements 
of  the  ordinance.  But  with  this  contention  the  court  says  that  it 
cannot  agree. 

Even  in  the  absence  of  any  requirements  in  the  ordiancc  upon 
the  subject,  the  court  says  it  must  be  held  that  when  the  company 
received  its  franchise  to  operate  a  street  railway  upon  the  streets 
for  its  private  gain,  as  well  as  the  public  convenience,  it  at  the  same 
nine  assumed  a  duty  to  the  public  not  to  unnecessarily  render  ordi- 
may  travel  on  the  street  dangerous.  It  must  exercise  its  rights 
with  due  deference  to  the  rights  of  the  general  public.  It  had  no 
license  to  build  and  operate  its  tracks  with  total  disregard  of  the 
rights  and  safety  of  the  man  with  the  horse  and  wagon,  or  the 
woman  with  'he  horse  and  cutter. 

On  this  subject,  the  court  quotes  from  Elliott  on  Roads  and 
Streets  (2d  Ed.,  sec.  "04),  "A  streel  railway  company  which  accepts 
a  grant  or  a  license  impliedly  agrees  that  it  will  use  due  care  not  to 
unnecessarily  impede  travel  or  to  make  the  use  of  the  street  hazar- 
dous. The  burden  which  it  assumes  in  conjunction  with  the  benefit 
which  it  obi  i  ontinuing  one.  and  it  must  bear  it,  though  to 

do  what  due  care  and  diligence  requires  may  sometimes  entail  con- 
*  *  *  Where  the  track  is  cleared  for  its  own 
it  must  do  what  is  reasonably  pecessary  to  make  the 
pan  of  the  street  not  occupied  by  ils  tracks  reasonably  safe,  for  it 
cannot  for  its  own  accommodation  obstruct  it  so  as  to  endanger  trav- 


May  jo.  1902] 


STREET    RAILWAY    REVIEW. 


2S1 


clers."     The  court  says  tli.it  it  accepts  these  propositions  as  correctly 
stating  the  law. 

It  was  said  that  to  require  the  company  to  remove  any  part  of 
the  snow  from  the  street  outside  of  its  tracks  was  an  undue  burden, 
involving,  perhaps,  great  labor  and  expense;  but,  as  pointed  out 
above,  the  court  says,  the  company  by  accepting  iis  franchise,  as- 
sumed a  duty  to  the  public  and  any  disposition  which  it  is  obliged 
to  make  of  falling  snow  in  order  to  run  its  cars  must  be  such  a  dis- 
position as  preserves  the  rights  of  the  public  to  have  a  reasonably 
safe  street  for  ordinary  travel.  If  the  public  right  can  be  preserved 
by  simply  brushing  the  snow  to  one  side,  well  and  good  ;  but  it  the 
snow  is  so  deep  that  the  right  can  only  In-  preserved  by  removing 
iw  from  its  tracks  and  from  such  additional  space  outside 
thereof  as  is  necessary  to  prevent  the  Formation  of  a  dangerous 
declivity,  then  the  company  must  make  such  removal.  Any  disposi- 
tion which  it  makes  of  the  snow  must  be  made  with  due  deference 
to  the  rights  of  travel  upon  the  highway. 


■\-     AND     OPERATION*     OF     ROAD     WITH 
CURVES— SWAYING   OF   CARS    MUST    BE   EX 
•    PECTED— CONTRIIU  TORY    NEGLIGENCE   OF 
PASSENGER  ON  RUNNING  BOARD  OR 
FRONT  PLATFORM. 


Bruce  v.  Brooklyn  Heights  Railroad  Co.   (N.  Y.  Sup.),  74   N.   Y. 
Supp.  324.    Jan.    17.  1902. 
The  second  appellate  division  of  the  supreme  court  of  New  York 
says  that   it  apprehends  that    it    U   not   the   law   of  thai    State   that  a 
street   surface  railway  must  be  built  upon  a  straight   line,  after  the 
manner  said  to  have  been  directed  by  the  Czar  of  Russia  in  the  con- 
struction of  a  transcontinental  railroad  or  that   in  the  practical  ope- 
ration of  the  cars  they   shall   be  so  handled  as  never  to  sway   or 
vibrate.     It   says  that  it   shall   assume  thai    such   corporations  may 
construct    their   lines   upon  approved  engineering   plans,   with   such 
md  curves  as  shall  be  necessary  in  the  practical  accomplish4 
ment  of  the  purpose   for  which   they  are  created;  and   that   in   the 
operation  of  the  cars  they  may.  subject  to  the  liability  for  the  negli- 
gent injuring  or  persons   lawfully   upon  the   highway 
with  their  property,  run  them  in  such  a  manner  as  to  meet  the  re- 
quirements of  transportation.     In  other  words,  it   is  not   r« 
that  in  the  operation  of  street  railway  cars  there  shall  l»   no  swaying 
of  the  cars,  no  jars  or  jolts.     These  are  reasonably  to  be  < 
in   the  practical   discharge  of  the  duties   which   are  assumed  by  the 
ition  in  accepting  it-  franchise,  and  it  is  tin   duty  of  passen- 
take  notice  of  the  obvious   fact  that  a  car   weighing   from  4 
to   10  tons,  running  at  a  practical   rate  Meet  to 
the  laws  of  applied  mechanics,  and  will  be  -waved  with  greater  or 
lei    •    in  passing  around  curves,  anil   will   be    jolted   to  some 
extent  in  p                    -  other  tracks  at  street  intersections. 

This,  the  court  contin  company 

a   licei  rtc  its  cars   without    regard  to  the   safety  of   pass- 

them  the  duty  of  carrying  them  over  its 

lines,  provided,  always,   that  the  passenger  guilty  of  no 

contributii  .  e,  if  a  passi  nger  is 

r.  and  voluntarily  lea  t,  I  nil     o  p 

down  upon  the   running  board  of  an   open   car,  and,  without  taking 

■  anything,  relies  upon  ible  to  keep  hit  balam 

the  car,  in  ;  him  off,  tin-  coin 

pany  would  not  be  liable,  even  if  gligenl  in  the  opi 

of  the  car;  and  the  burden  of  proving  la  gligence 

n  the  plaintiff  at  all  tin  injury 

happened  to  the  passenger  il    provided    by   the 

ontributory  would 

by  tin'  plaintiff 

1  abllthlllg  t!  nger   to 

I 
ing  of 
In  il 

>  thrown  ft  id  lefl 

feclly  «afe,  ami  I  11   the    front   platform 

that  it  wa»  not   neghy  -,  md  of  il  itpy  a 

hi,  the 
*yt,  that  it  wj 


gence.  No  legitimate  inference  may  be  drawn  from  the  fact  that 
a  man  leaves  the  interior  of  the  car  where  he  is  not  crowded,  and 
where  the  company  has  afforded  accommodations  for  its  passengers. 
and  goes  out  on  the  front  platform,  that  he  is  free  from  contributory 
negligence  at  a  time  when  he  reaches  the  platform.  Here  it  was 
undisputed  that  the  passenger  gave  no  sign  to  the  motorman  that 
he  was  present  upon  the  platform  until  just  at  the  moment  of  enter- 
ing upon  the  curve;  and,  if  it  be  held  that  it  was  negligent  upon 
the  part  of  the  company  not  to  operate  its  cars  in  such  a  manner 
as  not  to  injure  one  who  had  quietly  taken  a  place  upon  the  plat- 
form without  the  knowledge  of  the  company's  servants,  the  court 
holds  that  it  could  not  be  said  that  it  was  evidence  of  a  lack  of  con- 
tributory negligence  on  his  part,  and  without  such  evidence  there 
could  he  no  recovery  of  damages. 

VALIDITY  OF  LICENSE  TAX. 


Newport  News  &  Old  Point  Railway  &  Electric  Co.  v.  City  of  New- 
port News  (Va.),  40  S.  E.  Rep.  645.    Jan.  23,  1902. 

The  question  in  this  case  was  as  to  the  authority  of  the  city  to 
levy  a  license  tax  as  follows:  "On  each  and  every  street  railway 
company  twenty-five  dollars  each  for  the  first  ten  cars,  and  ten 
dollars  on  each  car  in  addition  thereto  used  in  the  city,  and  an  ad- 
ditional tax  of  fifty  cents  on  each  and  every  pole  owned  by  said 
company  in  this  city."  The  charter  of  the  city  provided  that,  "For 
the  execution  of  its  powers  and  duties  the  council  may  raise  taxes 
annually  by  assessments  in  said  city  on  all  subjects  taxable  by  the 
state,  such  sums  of  money  as  it  shall  deem  necessary  to  defray  the 
expenses  of  the  same,  and  in  such  manner  as  it  shall  deem  ex- 
pedient,  in  accordance  with  the  laws  of  this  state  and  of  the  United 
Slates''  This  language,  the  supreme  court  of  appeals  of  Virginia 
holds,  conferred  upon  the  city  council  general  powers  of  taxation, 
including  all  persons  and  subjects  of  taxation,  except  only  as  it 
might  be  limited  by  the  laws  of  the  state  or  of  the  United  States. 
And,  upon  the  whole  case,  the  court  is  of  the  opinion  that  the 
ordinance  in  question  was  not  in  conflict  with  the  constitution  and 
laws  of  either  the  state  or  the  United  States,  but  was  a  legitimate 
exercise  of  municipal  power. 

It  was  contended  that  this  ordinance  was  invalid,  because  in  viola- 
tion of  the  provision  of  the  state  constitution  securing  equal  and 
uniform  taxation,  and  was  also  obnoxious  to  the  provision  which 
authorizes  (be  general  assembly  to  levy  a  tax  upon  certain  licenses 
named,  and  all  Other  business  which  cannot  be  reached  by  the  ad 
valorem  system.  The  argument  was  that,  inasmuch  as  no  license 
Mx  was  imposed  by  the  state  upon  the  company  bringing  this  action, 
11  property  being  reached  by  the  ad  valorem  system  for  purposes 
of  state  taxation,  no  license  could  be  imposed  by  the  city  until 
lli<  Mi'  abandoned  its  method  of  taxation,  and  declared  that  the 
property  could  not  he  reached  by  the  ad  varolem  system.  But  the 
courl  points  out  thai  the  property  used  in  conducting  the  company's 
Street   railway   business   was  taxed  by  the  city  upon  the  ad   valorem 

il linance  in  question  imposing,  in 

addition,  a   license  tax  upon  the  privilege  enjoyed  of  conducting  the 

111  cat  business.      [\hat  the  privilege  of  running  street  cars  through 

'    d    llloioughf. I    a    cily    is,     ill    the    discrel  i.  in    of    Ihr 

■  01 1.  a   legitimati    subject  upon  which  to  impose  .1  license  tax. 

■  ithi  1   loi  1  In    purpo  '     of  raising  revenue  under  its  general  1  lowers  of 

taxation,  or  in  tin  .  ■  .  n  1  .    .   h    general  police  power,  1  be  com  1  says, 
1   In     .  1  ion  ]>   qui  ■  tioned, 

["hi  b'  1 1   '  tax  required  waa  nol  unequal  taxation,  the  1 1  holds, 

becau  t  tl dinai posing  11  applied  alike  to  all  streel  railway 

compan  i    il  a  double  taxation  to  require  a    treel  railway 

pa      'i i the  pi ivilegi    oi   condui  ting  its 

imi    1 i"  impo  '   a  tax  upon  the  pi opei  1 1 

in  can  ■.  ing  on  thai   busini 

in  1  con  nli  1  (In    po  iiion  tenable,  thai  because 

treel  1  ere  nol  mentioned  in  the  seel if  the  city  chartei 

which  authorizi     a  licen  1    ta     upon  certain  pursuits  therein  stated 

they  wen  therel  eluded  from  such  taxation,  ii  being  'bar  thai 

'■   did  not  undertake  to  enumerate  all  the    ubjects  and 

IP       '  'nil       .      |i 1 |.|||      pi       1 1 , 1 1 1  I  ,il    ru  I   «,      It 

pronoti  u  thai  thi   righl  to  asu 

1  ■"  tl puy,  in  01  d  '   to  I I     iiniiM  havi    1 

-1  to  the  city  in  the  ordinanci  gi  mting  :  1 mpany  the  righl 


282 


STREET    RAILWAY    KIA  HAY. 


[Voi    Ml.  No  s 


to  construe!  it -~  tracks  and  op  '<  says 

thal  tlir  right  to  levj  taxes  does  nol  arise  out  of  contract  I 
in. n  ir.Mn  taxation  is  never  t..  be  presumed.  It  has  been  repeatedly 
held  thai  a  municipal  ordinance  granting  to  a  street  railway  company 
a  franchise  t..  construe!  us  tracks  and  operate  cars  upon  the  streets 
.•t  the  city,  and  which  is  silent  upon  the  question  ..f  taxation,  cannot 
trued  as  conferring  immunity  fr..m  the  payment  ..f  a  license 
tax  in  the  absence  of  an  express  stipulation  to  tliat  effect  The  com- 
pany t.'.'k  us  charter  subject  to  the  same  right  of  taxation  in  the 
city  that  applies  to  all  other  privileges  and  to  all  other  propert]  ii 
H  wished  or  intended  to  have  an  exemption  of  any  kind  from  taxa 
tu. n.  it  should  have  obtained  a  provision  to  thai  effect  in  its  charter, 
Because  the  company's  street  railway  extended  beyond  the  corpor- 
ate limits  of  the  city,  through  the  county,  to  certain  adjacent  towns, 
ii  was  suggested  that  a  railway  company  is  an  entirety,  and  cannot 
be  spoken  of  as  actually  located  in  any  county,  city,  or  town  which 
it  traverses,  ('.ranting  this  t,.  be  true,  still,  the  court  says,  it  may  be 
taxed  by  the  city,  the  streets  of  which  are  traversed  by  it.  upon  the 
business  done  in  such  city,  although  its  lines  extend  beyond  the  city 
limits. 


RISKS     ISSUMED     BY     EMPLOYE     GOING    IN     SEVERE 

WEATHEB    INK)    OPEN    COUNTRY    TO    REMOVE' 

SNOW   FROM    TRACKS— WHEN    COMPANY 

LIABLE  FOR  INJURIES  THEREFROM.— 

I  K ANSPORTATION  OF  EMPLOYE. 


King  v.  Interstate  Consolidated  Street  Railway  Co.,  51  Atl.  Rep., 
301.    Carll  v.  Same.  51  Atl.  Rep..  .?o.v     (R.  I.)     Feb.  12,  1902. 

In  the  first-named  case  it  was  alleged  in  the  first  count  of  the 
declaration  that  the  party  suing  was  employed  by  the  company  to 
help  remove  snow  from  its  tracks  in  very  cold  weather,  the  work 
to  be  done  over  a  wide  tract  of  open  country,  remote  from  dwelling 
houses  and  other  habitations;  that  the  company  knew  that  the 
work  was  very  trying  and  dangerous  to  those  engaged  therein,  and 
that  it  was  its  duty  to  furnish  the  parly  suing  sufficient  food  and 
shelter  during  the  continuance  of  the  work,  and  to  provide  for  his 
safety  while  so  employed,  and  to  carry  him  to  his  home  when  return- 
ing from  the  work;  that  he  was  ignorant  of  the  danger  attending 
the  work,  and  that  while  engaged  for  24  hours  therein,  and  while 
in  the  exercise  of  due  care,  and  in  ignorance  of  the  peril  to  which  he- 
was  exposed,  both  of  his  feet  were  frozen,  of  which  fact  he  informed 
the  company's  agents  and  servants,  and  requested  them  to  carry  him 
10  liis  home,  but  that  the  company,  its  agents  and  servants,  well 
knowing  the  premises,  carelessly  and  negligently  failed  to  provide 
food  and  shelter  for  him;  and  that  the  freezing  of  his  feet  was  due 
to  the  failure  of  the  company,  its  agents  and  servants,  to  supply  him 
with  food  and  shelter  while  so  engaged;  and  that  they  had  to  be 
amputated.  The  second  count  differed  from  the  first  in  that  it  al- 
leged that,  without  fault  on  his  part,  both  of  his  feet  were  frozen,  of 
which  fact  b.  informed  the  company,  its  agents  and  servants,  and 
requested  them  to  carry  him  to  his  home,  which  they  carelessly 
and  negligently  refused  to  do.  and  being  unable  to  procure  passage 
to  his  home,  be  was  obliged  to  make  his  way  there  on  his  hands  and 
knees,  and  was  engaged  in  making  said  journey  from  7  o'clock  in 
the  evening  until  8  o'clock  the  next  morning.  And  he  averred  that 
in  consequence  thereof,  and  without  fault  on  his  part,  his  feet  were 
->•  badly  frozen  that  they  afterwards  bad  to  be  amputated,  and  that 
it  was  the  duty  of  the  company,  under  the  circumstances  set  forth,  to 
provide  him  with   food  and  shelter  and  transportation  as  stated. 

The  supreme  court  of  Rhode  Island  holds  both  counts  demurrable. 
The  first,  in  failing  to  allege  that  the  company  either  expressly  or 
impliedly  assumed  the  duty  of  furnishing  the  parly  suing  with  food 
or  protection  from  the  eld.  That  one  of  the  risk-  incident  to  long- 
1  niiied  outdoor  employment  in  the  winter  time  in  this  climate 
i.  that  one's  feet  or  hands  may  be  injured  by  freezing,  the  court 
says,  is  so  clearly  within  the  rule  of  assumed  risks  on  the  part  of 
the  servant  as  to  require  no  argument.  The  furnishing  of  food  and 
clothing,  the  proper  care  of  oneself  in  the  doing  of  his  work,  the 
recognition  of  the  existence  of  well-known  physical  laws, — these  du- 
ties, in  the  absence  of  some  custom,  rule,  or  understanding  to  the 
contrary,  are  clearly  devolved  upon  the  servant:  and  for  any  failure 
to  observe  them  he  alone  must  suffer  the  consequence,  In  order 
therefore,  to  cast  such  a  duly  upon  the  company  as  that  which  was 
here  relied  upon,  it  must   appear  from  the  facts   and  circumstances 


set  forth  in  the  declaration  thai  the  patty  suing  was  led  to  neglect 
...  011111  to  provide  lor  himself  by  reason  of  the  fad  that  the  coin 
pany  had  assumed  tin  duty  of  providing  for  him.  Likewise,  with 
ml  Count,  the  court  says  lli.it  11  was  not  alleged 
that  the  company  coin  eyed  the  party  suing  to  his  place  of  work,  or 
thai  it  promised,  either  expressly  or  impliedly,  to  carry  him  back  lo 
bis  home;  ami  it  was  not,  and  could  not  successfully  be.  contended 
that  it  is  any  part  of  the  duty  of  an  employer  to  carry  Ins  employ*! 

I..  ..r  from  their  place  ..f  work,  in  the  absence,  at   any  rate.  ..f  it 

custom,  understanding,  or  agreement  to  tint  effect. 

The  second  named  case,  like  the  fust,  was  one  ..f  trespass  on  the 
case  for  negligence,  as  it  is  called.  Hut  there  was  a  material  differ- 
ence between  the  two  cases  in  at  least  iw..  respects,  viz.:  The 
declaration  in  the  second  case  sel  out  that  the  party  suing  was  taken 
and  conveyed  by  the  company  I"  the  place  where  he  suffered  bis  in 
juries  before  being  set  to  work,  and  thai  after  he  began  to  suffer 
from  the  cold,  and  was  unable  to  work  any  longer,  and  requested 
lo  be  permitted  to  leave  off  work,  and  being  refused,  be  was  ordered 
In  enter  and  permitted,  lo  remain  in  one  of  the  company's  cars,  and 
that  the  company  wholly  neglected  to  take  care  of  and  provide  for 
him  for  a  long  time,  while  practically  in  a  helpless  condition.  In 
view  of  these  allegations,  the  court  holds  that  the  demurrer  in  this 
case  should  be  overruled.  Il  -ays  that,  if  the  company  directed  the 
party  suing  in  this  case,  after  becoming  disabled  to  work,  to  go  into 
.me  of  its  cars,  and  permitted  him  to  remain  there,  as  alleged,  it 
cannot  say.  under  the  circumstances,  that  it  would  nol  be  competent 
for  the  jury  to  find  that  the  company  assumed  upon  itself  the  duty 
of  taking  reasonable  care  of  him  while  there,  ami  of  seasonably  con- 
veying  him  I.,  his  home,  or  to  some  place  where  he  would  be  taken 
care  of. 


CARE   REQUIRED   IN   SELECTION   OF    PLACE   FOR    PAS- 
SENGER TO   ALIGHT. 


Foley  v.  Brunswick  Traction  Co.  (N.  J.).  50  Atl.  Rep.  340.  Nov. 
15.    lOOI. 

A  passenger,  in  alighting  from  a  street  car  at  a  point  of  transfer. 
or  temporary  terminus  selected  by  the  company,  stepped  upon  a 
stone  in  the  highway,  and  sustained  injuries  for  which  she  brought 
suit.  The  jury  was  instructed  that  she  could  recover  damages  if 
the  place  selected  by  the  company  for  her  to  leave  its  car  was  not 
a  safe  one  for  that  purpose.  The  court  of  errors  and  appeals  of 
New  Jersey  holds  that  this  instruction  was  erroneous,  because  it 
did  not  submit  to  the  jury  the  question  of  the  company's  negligence, 
which   was   the  gravamen  or  vital  point   of  the  action. 

The  gravamen  of  the  action,  the  court  says,  was  the  failure  of 
the  company  to  use  reasonable  care  for  the  woman's  safety  as  a 
passenger;  hence  the  correct  instruction  would  have  been  that  the 
company  was  liable  for  her  injuries  if  it  failed  to  take  reasonable 
precautions  to  see  that  the  place  provided  by  it  for  her  discharge 
was  a  safe  one  for  that  purpose.  If  this  language  be  transposed 
so  as  to  read  that  it  was  the  duty  of  the  companj  to  see  that  the 
place  where  it  discharged  her  was  a  safe  one  if  reasonable  precau- 
tions would  make  it  so.  the  court  says  the  doctrine  will  receive  an 
apparent  emphasis,  although  upon  analysis  each  statement  will  be 
found  to  be  the  legal  equivalent  of  the  other.  Whatever  the  form 
of  words  employed,  the  idea  expressed  should  be  that  the  guilt  of 
the  company  is  to  be  measured  by  the  degree  of  care  it  has  put 
forth  for  the  passenger's  safety,  and  not  by  the  degree  of  success 
attendant  upon  its  efforts. 

There  was.  doubtless,  a  degree  of  circumspection,  the  court  goes 
on  to  say.  that  would  have  discovered  the  stone  in  the  highway, 
whatever  its  size  or  location  might  have  been,  and  a  degree  of 
caution  that  would  have  prompted  either  its  removal  or  the  selec- 
tion of  some  other  place  as  a  temporary  terminus;  but  whether  such 
circumspection  and  such  caution  were  required  of  the  company  de- 
pended upon  the  reasonableness  of  its  exercise,  and  thai  question 
was  not  left  t..  the  jury.  It  might  be  that  the  jury,  notwithstand- 
ing the  undisputed  fact  that  the  woman  fell  while  alighting  upon 
the  highway,  would  have  found  that  the  stone  that  caused  her  to 
fall  was  so  small  in  size,  and  so  concealed  from  view,  or  was  so 
connected  with  the  roadway,  that  the  company,  in  the  exercise  of 
reasonable  care,  would  not  have  noted  its  presence,  or  have  fore- 
seen the  danger  of  failing  to  remove  it.  It  was  the  company's 
right  to  have  that  question  submitted  to  the  jury. 


May  jo.  iooj] 


STREET    RAILWAY    REVIEW. 


283 


THE  REPAIR  AND  IMPROVEMENT  OF  A  TYPE 
K  CONTROLLER. 


BY  L.  A    S. 


Mi  sl  of  tin-  older  street  railway  companies  have  in  service  some 
of  the  type  K  controllers  which  have  vulcabeston  insulated  con- 
trolling cylinders.  The  segments  of  these  cylinders  as  they  wear 
become  t.-.  low  for  the  contact  tips  and  new  tips  or  new 
cylinders  have  to  be  purchased.  It  is  cheaper  to  buy  new  cylinders, 
since  the  shaft  wean  fast  where  the  controller  handle  goes  on, 
as  i!  r   wheel. 

In  buying  new   cylinders  one  can  get  a  K-io,  and  by  altering  the 


steel  tubing,  and  this  is  a   g 1   thing  to  do  when  putting  in  new 

cylinders. 

The  diagram   shows  the  connection   board  and   wins  of  the   K. 
K-io,  and  K  id  Special  controllers. 

To  change  a  K  into  a  K-IO  Special  proceed  as  follows: 

Change  io  K  .?  jumper  to  ro-R-5. 

Cul  to  wire  two   -1  gments 

Cut  15  wire  two  segments 

Cut   E-I    wire   one   segment. 

New    wires    for    R  .!  and    R  _| 

Take  mil   1.  1  and  L-2  wires. 
Ili'     m  \  n  se    wires  are  siniil; 
111  diagram  for   K. 


for  all   three  controllers,  as   shown 


Ol*" 


IHAi.KAM  mF  CONNECTIONS  Of  K  CONTROLLER. 


K-Hl  SPECIAL. 


wiring  between   the  connection   and   the   finger  hoard   made   a   more 
modern    controller    ami    also    one    he'  I     to    handling    a 

crowded  car  and  saving  motors  from  the  rough  usage  they  some 
^•et   with  a   K  controller   and  on! 
In   making  over   a    K    into  a    K  in   it    can    l»     done   m   two    ways. 

One  is  to  buy  a  K-io  cylinder,  a  K  10  controller  top  and  a  K  10 

water  cap  ami  pointer.     By  turning  down  the  water   guard  around 

der  on  the  controller  top  ■;  cylinder  may 

little  cutting,  th  eric  handle  also,    'linn 

changing    the    win  •.hat    may    Im     called    a    K   10    ■> 

■m   a   regular   K  to.      Mm    terminals  on   lh. 
cable  lead*  can   remain  and  lie   used   a-   before    with   the    regular    K 
.■ 

trouble  by 

iting   ami   in 

■ .  in  changing  from  a 

K  10,  11  would  l»-  best  io  purchase  a  K  10  ylindcr 

and  w 

Her 

■  Hiding  the   mag 

d  to  the  magni  1 
on  board  trouble 

■ 

If    lh  ■  d    and 

■  hanging  the  fill 

in    nuking    tin 

■.f  ifcri  ■■!  Hi.  1.1  and  ' 

■   the   riminng  of 

lii  old   f:  mtrolling   ■  vim.' 

•  .mill   0111    t  nig  of 


SPLICING  ARMATURE  SHAFTS. 


Sin. 1  railwa]  men  having  motors  "i"  the  "l.l  Sprague  type  may 
be  mi.  i.   ted  in  knowing  oi  a  method  oi  repairing  broken  armature 

Mit     foi    thi   1    motors.     Elcctricallj    these  Sprague  tors  have 

always        en   I   re^nhs  hut   the  long   projecting  shaft   at    the 

pinion    end    gives    a    levcragi    thai    has    resulted   in  an    unduly   large 

number  of  broken   shafts,      I  In-  break   usually  occurs  close  up  1.. 

iin   and  "!'! arj  an  entire  rewinding  of 

-    1  -I     0 ; like  $25  or  $30. 

of  1  tin    lii ii    h in  n  iin  \  do  break  the  Btng- 

1  Railroad  Co    its.     a  pii  ce  "i  steel   ihafting  forced  into  the 

1  .  n. I  ..I  ilir  old  shaft. 
The  p  .I'll.-  1  he  commutator  is  fii  sl   remot  ed 

■    'i 1  .  1  in.ii  i'i '       1  in    1,1  olo  n  end  oi  1I1.'   .lull  r.  .  hi 

..II    .1.     1     t0  'I'd   Willi   a    I  1, 1    ill.    Iwl-I    drill    a    holl     1      bored 

"I    ol    lh.'      Ii.ill     1.  .     1    .1.  pill    1.1      1     in         \     piei  e    of    steel 

hafting  about  i-  in    loi         dp  rhap     1  in   in  diameter  is  pul  into 

the  and  turned   down    fol    B    di   1. I    I    ill      1   Olle  end   Io 

a  diameter  just  large  enough  i"  make  a  verj  close  m   in  the  hole 
1  1 11     Wuii  .1  hand    •  1 1  ■•••  pn      1  igged  up  on  the 

:■   ■       '     hafting   i     1 1   into  1  In    hole  .1     fat 

,11  ko      1  hi      hob     haft    11  mat  ur<   and  all    1 1  then  pul  into 

and  the  added  1 i  tut  ned  dow  n   ind  fl  to  thi   pi  opei 

diami  ti  1    ind  Ii  ngl  h      It   1     not   cl 1  thi     pliced     liafl    is  c.nj 

1  than  am  lid        but  ll hod pail  avoid-, 

.h  ,1m h  Is.    If  thi     haft   in.  ii     ■.    ■ '  ..ml  time 

the  holi  Ii  lb  d   '  ul    11 1       ■••       1 '     hafl ing 

■  '   '     i"    pi 1   .oi  old    wheel 

i|.  hi  i|. 
Whi  "  firsi  ■  "i"    doubt   wai    lei 


284 


STREET    RAILWAY    REVIEW. 


[Vol.  Xll.  No.  5. 


whethei  the  added  piece  would  work  loose  or  not  and  it  wu 
thought  ii  might  be  m  into  place.    This 

would  have  increased  the  cost  materially  and  after  experimenting 
it  was  found  a  key  was  not  essential.  The  company  has  ■  number 
oi  armatures  in  Bervice  repaired  in  this  way. 

#  ■  » 

GREASE  AND  OIL  RECORDS  IN  MAINTENANCE 
OF  ROLLING  STOCK. 


TRUCK   FOR   HANDLING  ARMATURES. 


Although  grease  and  oil  do  not  constitute  an  exceptionally  large 
account  in  the  maintenance  oi  cars  and  trucks,  they  arc  imp 

ind  unless  their  distribution  is  carefully  supervised  the  waste 
and  loss  tin  less  handling  may   easily  reach  unwarrant- 

able proporti 

As  a  check  against  thoughtlessness  and  extravagance  in  this  par- 
ticular, the  accompanying  report  blank  as  adopted  by  a  former  su- 

Form  D-48.-7-2-100O-J0O. 

The  United  Railways  &  Electric  Co.  of  Baltimore. 

CREASE  AND  OIL  REPORT. 


/go 


MOTOR  GREASE  ( 

Lbs  on  baud  first  day  of  month 
Lbs.  received  during  month, 
Lbs  on  baud  last  day  of  month, 
Amount  used,      ..... 


GEAR   GREASE  ( 

Lbs  on  hand  first  day  of  month. 
Lbs.  received  during  month. 
Lbs.  on  hand  last  day  of  month, 
Amount    used,       -     -         -     - 


OAR  BOX  OIL  ( 

Gallons  on  hand  first  day  of  month, 
Gallons  received  during  month. 
Gallons  on  band  last  day. of  month. 
Amount  used 

Fort  man 


Bam. 


perintendent  of  the  United  Railways  &  Electric  Co.,  of  Baltimore, 
is  suggested.  The  blank  is  filled  out  monthly  by  the  foreman 
Ii  bam  and  not  only  gives  the  superintendent  and  manager 
a  check  on  the  foreman  but  also  enables  him  to  keep  tab  on  the 
supplyman,  as  the  quality  of  the  brand  of  oil  or  grease  will  be 
quickly  reflected  in  the  quantity  needed  to  maintain  a  certain  num- 
ber of  cars. 


In  the  latest  catalog  of  the  Mayer  &  Englund  Co.,  of  Philadel- 
phia, we  find  the  following  as  to  the  proper  spacing  of  rails  when 
laying  track  : 

"A  careful  investigation  of  the  best  practice  suggests  the  following 
rule : 
Temperatun  Fahrenheit  Space  between  Rails. 

80        to       100    None. 

60        to        80    i-l6in. 

40        to        60    %  in. 

20        to        40    3-16  in. 

Zero        to        20    14  in. 


Northern  Ohio  Traction  Co.  has  opened  offices  in  Toledo, 
and  the  office  at  Cleveland  has  been  closed. 


\  convenient  truck  for  picking  up  and  transporting  armatures 

about   the  shops   is  in   service  at  the   shops  of  the   Capital    1: 
Co.,  Washington,  D.  C. 

The  arrangement  is  a  wooden  frame  8  ft    long  mounted  on  two 
wheels,  20  in,  in  diameter,  having  tires    i!'j  in.  wide.     From  the 


7-0"  ~  /a'* 

DIAGRAM  or  AKMATIKB  TRUCK. 

sketch  it  is  seen  the  frame  comprises  two  long  side  pieces  joined 
by  cross  bracing  and  having  at  the  ends  two  metal  pieces  designed 
to  form  rests  for  the  armature  shaft.  These  end  pieces  arc  forg- 
ings  bolted  to  the  frame  and  having  linings  of  leather  attached  to 
the  inside  of  the  cup-like  portions  for  the  purpose  of  preventing 
injury  to  the  armature  or  its  shaft. 

The  frame  is  attached  to  the  axle  by  four  U  bolts  passing  under 
the  axle   and   through   a    bearing   plate   resting   on   the   t'i|>   ..f   the 


DETAIL  OF  AXLE  CONNECTION. 

frame  side  pieces.  The  axle  is  placed  about  I  ft.  from  the  free 
ends,  thus  giving  sufficient  leverage  effect  to  the  handle  to  enable 
the  operator  to  lift  an  armature  with  but  slight  effort.  It  will 
be  evident  that  with  the  truck  an  armature  resting  upon  the  floor 
may  be  picked  up  and  moved  about  without  further  handling. 


The  Danville  (111.)  Street  Railway  &  Light  Co.  observed  its 
annual  "Charity  day"  May  1st,  donating  the  proceeds  from  the 
operation  of  its  lines  on  that  day  to  the  local  hospitals  and  Chil- 
dren's Home. 


The  Georgia  Railway  &  Electric  Co..  operating  the  consolidated 

street  railways  in  Atlanta,  will  effect  a  general  change  of  routes 
when  the  physical  combination  of  the  properties  shall  lie  complete. 
Under  the  new  regime  there  will  be  15  city  and  5  suburban  divi- 
sions. 


The  Wichita    (Kan.)    Railroad  &   Light   Co.  is  reported  to  have 

abandoned  for  the  present  its  project  of  Opening  a  popular  tv 
College   Hill   this   summer,   owing   to   the   difficulty   of   securing   a 
sufficient   number  of   new   cars   to  handle  the  expected  increase   in 
traffic. 


An  unsuccessful  attempt  to  wreck  a  car  on  the  Louisville,  Anchor 
age  &  Pewee  Valley  Electric  R.  R.  was  made  on  the  evening  of 
April  10th.  The  car  in  rounding  a  curve  struck  a  heavy  timber 
which  had  been  placed  across  the  track  and  fastened  to  the  rails. 
The  force  of  the  collision,  however,  was  sufficient  to  hurl  the  ob- 
struction out  of  the  way  and  the  car  passed  in  safety. 


May  jo.  iooj  ] 


STREET    RAILWAY    REVIEW. 


285 


NEW   CARS  FOR  THE   HAMILTON,  GLENDALE 
&  CINCINNATI  TRACTION  CO. 


The  accompanying  illustration  shows  a  large  car  of  the  typo  built 
by  the  John  Stephenson  Co.  for  the  Hamilton,  Glendale  &  Cincin- 
nati Traction  Co.  The  car  v.  .  d  for  suburban  or  interurban 
service  primarily  ami  is  equipped  to  work  on  fast  lines,  but  it  can 
also  be  operated  within  the  city  limits  without  difficulty.  The  body 
•of  this  car  is  jt  ft.  to  in.  in  length  and  it  has  vestibules  4  ft.  o  in. 
long,  making  the  length  over  the  dashes  41  ft.  2  in.  Its  greatest 
width  is  S  ft  4  in.  and  the  height  from  the  under  side  of  sills  to  the 
top  of  the  trolley  board  is  Q  ft.  The  buffers  have  a  12-in.  extension 
and  are  -olid  on  the  platform  timbers.  They  are  composed  of  6-in. 
steel  '_•  in.  thick. 

The  car  is  provided  with  all  the  modern  conveniences,  including 
baggage,  passenger  and  -nicking  compartments,  toilet  room  and 
Iiakcr  hot  water  heater-.  The  baggage  and  smoking  compartments 
are  usually  combined  in  this  type  by  fitting  the  room  with  folding 
I  hi-  make-  it  easy  to  handle  freight  or  baggage  while  giving 
smoker-  ample  accommodations.  In  the  passenger  compartments 
there  are  15  seats  of  the  walk-over  pattern.  Over  the  window- 
there  is  a  continuous  parcel  rack  extending  the  whole  length  if  the 
car.  The  windows  have  three  bar  guards  which  arc  hinged  SO  the) 
can  Ik'  lifted  out  of  the  way  when  the  windows  are  cleaned.     The 


lighting  and  power.  In  many  instances  the  trolley  feeder-  themselves 
could  be  employed  to  convey  energy  for  lamps  and  stationary  motors. 
This  last  is  trite  even  where  these  feeder-  are  fully  loaded  with 
the  current  for  car  motors,  because  the  maximum  demands  of  these 
motors  are  made  during  only  a  small  part  of  each  -'4  hours,  and  at 
times  when  the  requirement-  of  lamp-  and  stationary  motor-  are 
below   their   highest    point-. 

A-ide  from  legal  restrictions  on  the  general  supply  of  electrical 
energy  by  street  car  systems,  which  restrictions  of  course  vary 
with  the  laws  of  different  state-,  questions  connected  with  insur- 
ance rules  and  certain  technical  considerations  must  be  met,  before 
traction  plants  can  engage  in  the  commercial  distribution  of  light 
and  power.  The  almost  exclusive  use  of  the  single  trolley  system, 
with  rails  and  other  return  conductors  in  direct  contact  with  the 
earth,  renders  it  unsafe,  as  a  matter  of  life  and  tire  ri-k,  to  put  the 
wiring  of  buildings  generally  into  electrical  connection  with  the 
dynamos  at  the  power  houses  of  street  railways.  Insurance  rules, 
in  recognition  of  these  conditions,  prohibit  the  introduction  of  cir- 
cuits from  street  railway  lines  into  insured  buildings,  except  those 
used  for  street  car  purposes. 

The  vast  majority  of  electric  traction  systems  in  the  United 
States  operate  with  direct  current  dynamos  at  500  to  600  volts,  con- 
nected one  terminal  to  the  trolley  wire  feeder-  and  the  other  termi- 
nal   to   the   rails.       Two    wire   circuit-    directly    from    these    dynamos 


INTKRIRIIAN  CAR  FOR  CINCINNATI  C<  >M  PAN  Y-Jl ill  X  STEPIIKNNON  CO. 


n    the    Booking   1 partment   arc  longitudinal   and   built    of 

spring  cane.  In  both  compartments  the  interior  finish  is  of  inlaid 
mahogany.  The  designs  used  in  the  panels  over  the  doors  are  quite 
elaborate  anil  all  the  molding-  are  also  inlaid. 


ELECTRIC    LIGHTING    BY  STREET    RAILWAY 
SYSTEMS. 


BY   Al  rON   11    ADAMS. 


No  less  than  five  bill-  are  now  before  the  Legislatun 

in    treel   railwaj     to  do  electric 
lighting  in  t!  id  town-  through  which  tin     1  Mi.  1,   1 

also  a  bill  before  the   same  body,  giving  the  privilege  in  general 
il  I    1      lighting    in 

trie  lighting  system!  do  not  . 
■  ment    in    M  ply    an    in-tame    of    the 

larger  one  throughout    the    United    States,   looking   to  the    Supply   of 
.Li  from  str.ii  railway    tatio 

dpoint  of  the  general  publii  lighting  by 

linl)   di   irabli  m    pa 

•1  into  many   luburb    where  there  is  no  public 

i'ply.     A  load  of  1.11:  1 1. ,11.11  \    motoi     would 

ly  l»-  of  gi  treet   rail* 

Id  afford  .1  large  income  il  .1  comparative!) 

■crea  •  mum  d<  mand  foi  1  nergy 

:     and    tationarj  motoi     do 

lilablc  at  the  generi g 

may  readil)  bi   di  vot<  do,    treel 

lightit  . 

In  ..  .....    il,.    p.,|e  in,,     thai  i  :     for  the 

ppofl    dn.  101  1    for    1 


would  he  a-  dangerous  in  buildings  as  woes  brought  from  trolley 
wire  feeder-  and  the  rail-,  when  the  dynamo-  were  connected  lo 
Hi-  traction  system.  In  either  case  the  insulation  of  wire-  in  the 
buildings    supplied    would    be    subject    to    an    electrical    strain    corre 

-ponding  to  the  entire  voltage  of  the  system,  not  only  as  to  each 
other  but  also  a-  lo  any  grounded  metallic  structures,  such  as  gas 
and  water  pipe-.  Am  pei  on  making  bodil)  contacl  with  uch 
I'M"  ami  that  side  of  the  electrical  circuit  connected  to  the  trolley 
win     Mih,  1   directly  or  at   the  dynamo,  would  he  subject   to  the 

pressure  of  51x1  to  Ikxi  \olt-.  Any  plan  for  the  general  supply  of 
helii  and  power  from  existing  street  railway  systems  must  evidently 
avoid  these  danger-. 

ihe  generating  stations  of  electrii   traction  systems  have  ei 
from  their  inception  the  greal  advantage  of  multiple  working  for  all 

their  dynamo  .  in  marked  contra  1  with    1. ns  for  electric  lighting, 

in     advantage  will   hardly  be  given   up  by   the   introdi 

dynamos  different  from  those  used  for  traction  purposes,  in  order  to 

do  electrii    lighting,     Taking  the  present  generating  equipment  of 

railway  systems,  general  demands  for  electric  buhl  and  powei 

ma)  i»     afely    upplied  in  either  oi  al  lea  1  two  wa)  .    If  the  ter- 

li     iOO    .''li    ,|n ,  ,  1    mho  hi    dynamo   .11 ,     bl  OUghl    I"    ,1 

double  p.,!,-   iwitch,  trolle)   Eeedei     and  trad  ma)   be  connected  to 

ah.  b  and  in,  I)    in, |,  pi  11, 1,  in     ,1  ,,f  circuits 

- 1  .il  light  and  pov  ei    ervice  to  the  othei .    With  thi    -in  

in.  hi  a    ingle  throw  ol  ttfl     witch  for  any  dynamo  connects  11   to 

eithei  the  trad 1  the  ligluinc    [n  if'        i)  any  of  the 

"i"  rated    ingly  01  in  multiple  1 hei  the 

lighting  01  il,,    trad load.     \.  each  dyna ntirel)   d 

nected  from  the  trolley  and  track  when    implying  commercial  cir 
cuil  •.  dangi  1     im  idi  nl    to  (hi    ground      1 1    il"    rail     i 

.  nut.  Iv    avOldl  '1       W  lib    II 1     il, 

500  \..lt     pr<  ivail  ibli    i",    general   d    ti  ibution    from   the 

W "  11 


286 


STR]  l  I     RAILWAY    KE\  ll  W. 


[Vol.  XII.  No.  5 


motors  and  can  readily  be  used  in  enclosed  an-  lamps,  connected 
four  <>r  live  in  series.  Some  plan  nui-i  be  provided  for  the  supply  of 
incandescent  l:mi]>-.  and  for  this  a  three-wire  system  will  usually 
be  found  mosl  suitable.    Incandescent  lamps  for  pressures  of  235  to 

250  volt-  arc  now  regularly  "ii  the  market,  and  a  three  wire 
fur  these  lamp-  can  be  readily  supplied  from  a  500-voll  geni 

-  ilatc  this  supply  a  motor  generator  should  be  so  connected  i" 
the  two  500-voll  main-  and  i"  a  third  01  neutral  wire,  that  the  pres 
sures  between  this  neutral  wire  and  each  of  the  mains  will  be  kepi 
equal  to  each  other  by  the  automatic  action  of  the  mot- 
whatever  the  loads  oi  lamps  or  motors  between  the  neutral   wire 
and  each  of  the  main-.,     ["he  capacity  of  a  motor  generator  for  this 
purpose  need  only  be  5  to  10  per  cent  of  the  capacity  of  the  con 
Other  means  instead  of  a  motor-generator  may  be 
employed,  if  desired,  to  maintain  the  balanci   of  the  threi 
icm  from  the  500  volt  dynamos.    On  this  thru'  wire  system  -'-'.s  volt 
-cent  lamp-  can  be  distributed  in  multiple,  and  enclosed  arc 
lamp-  cm  lie  connected  two  in  set  en  eithei   main  and  the 

neutral.  Ihice-wirc  Edison  systems  with  about  -so  volts  pressure 
between  the  outside  mam-  are  able  to  distribute  energy  economically 
to  a  distance  of  three  fourths  mile  from  the  generati 
With  500  volt-  between  the  two  outside  mains  the  radius  of  distribu- 
tion for  a  given  load,  fixed  per  cent,  of  loss  ill  conductors,  and  con- 
stant weight  of  conductors,  is  multiplied  by  four,  compared  with  the 
radius  of  the  250  volt  system.  It  follows  that  the  500-volt  three-wire 
system  can  economically  distribute  energy  for  lighting  and  power 
purposes  to  a  distance  of  at  least  three  miles  from  generating  sta- 
tion-. 

The  plan  just  suggested,  while  making  use  of  standard  500-volt 
generators,  such  as  are  in  general  use  in  street  railway  plants,  docs 
not  I. ring  existing  circuits  ami  feeders  into  lighting  service.  This 
latter  i-  often  \cry  desirable,  a-  where  tin  circuits  of  a  traction 
system  pa--  through  om  01  more  towns  at  distances  of  several  miles 
inn 1 1  I lu-  generating  station,  so  that  a  separate  set  of  conductors  for 
lighting  purposes  would  require  a  large  increase  of  investment.  The 
limits  of  0.-5  mile  for  250-volt,  and  of  three  miles  for  500-volt  three- 
vstems,  in  distribution  for  electric  lighting,  arc  imposed  in 
large  measure  by  requirements  for  regulation  of  pressure  at  the 
lamps,      I'm-   distribution   to   motors   only   ib  tic   radius   is 

much  greater  than  these  figures,  because  the  demands  for  regulation 
at  motors  are  much  less  exacting  than  those  al  lamps.  This  is  illus- 
trated in  many  traction  systems  where  line-  extend  from  a  500  or 
1.00  volt  station  to  distances  of  five  and  ten  mile-. 

To  make  use  of  existing  500-volt  dynamos  and  of  feeder  circuits 
in  traction  systems  for  electric  lighting,  at  any  points  to  which  these 
circuits  extend,  small  sub-station-  at  these  points  are  necessary. 
Such  a  sub  station  should  contain  one  or  more  motor-generator-  and 
a  storage  battery.     The  motor-gem  iuld  draw   energy  from 

lion  circuit-  and  deliver  it  to  the  storage  battery  and  to  the 
local  lines,  for  electric  lighting  and  service  to  stationary  motors. 
Energy  should  he  taken  from  the  trolley  feeders  only  al  time-  when 
ill.  demands  of  car  motor-  are  comparatively  small,  or  when  cars 
.11  r  imt  iii  operation. 

In  ihis  way  a  large  amount  of  energy  can  be  distributed  from  sub- 
stations  without  increase  of  either  the  dynamo  equipment  at  the 
generating  Station  or  of  the  traction  circuits.  The  local  lines  from 
sub-Stations   will   usually  he  required  to  cover  only   a  moderate  area. 

a-  these  stations  require  very  little  space  and  may  he  located  in  the 

.enter-  of  lighting  districts.  The  fact  that  one  side  of  the  traction 
circuit-  is  grounded  creates  no  serious  ri-k  in  connection  with  the 
service  from  sub-stations,  because  the  lighting  circuits  from  the 
motor  generator  and  batteries  have  no  electrical  connection  with  the 
traction  lines.  The  voltage  at  which  the  supply  from  a  sub  Station 
-hall  be  carried  out  may  be  freely  selected  without  regard  to  the 
pressure  of  the  railway  circuit-,  but  a  two-wire  system  at  225  I"  250 
volts  will  probably  he  most  suitable  in  the  majority  of  cases.  Such 
a  system  will  supply  lamps  and  motor-  over  such  area-  a-  will 
usually   be  necessary  at   a   very  moderate  outlay    for  conductors  and 

with  the  utmost  simplicity  of  circuits.     In  tin   newei  class  of  street 

railway  work  that  1-  now  being  done  from  stations  that  Supply 
alternating  current-,  the  problem-  of  lighting  service  are  easily 
solved,  l-'ii mi  such  stations  alternating  line  al  high  pressure  may 
lie  run  for  lighting  purposes  to  any  sections  where  such  service  is 
wanted,  and  energy  there  distributed  from  local  Iran-formers  in  the 
usual  way.  Either  at  the  generating  station  or  the  -1  ; 
such  an  alternating  system  transformers  and   rotary  converters  may 


rated  exclusively  for  general  lighting  and  power  service,  in 
addition  to  the  transformers  ami  rotaries  devoted  to  traction  work. 
Wiih  tin-  arrangement,  a-  before,  there  would  be  no  electrical  con 

ne.  tion  between  the  lighting  circuit-  and  those  joined  to  the  trolley 
ind  track.     Evidently  no  especial  technical  difficulty   will   be 
encountered  by  sireel   railway-  that  enter  the  lighting  field 


TAPING  ARMATURE  COILS. 


A    simple  devict    for  taping  armature  coils  ha-  been   used  at    New 

Bedford,  Mass.,  for  some  t ■     It  i-  the  invention  of  J.   v  Webber. 

armature    winder    for   the    Union    Street    Railway    Co.,   who  ha 

ellted    the    <!• 

The  machine  consists   "f  a   circular  casting  with    I  '"'I  to 

fasten  to  the  bench.     Around  the  inside  of  the  casting  is  a  recess 

in    which    i-    -el    a    bra--    ring    having    gear    teeth    cut    on    the    inner 

and  held  in  position  by  projections  at  either  side.    This  ring 

i-  driven  by  a  pinion  and  grooved  pulley  belted  to  a  counter  shaft. 

lion   of   the   casting    and    ring  at    the   front    is   hinged    at    its 


COIL  TAPING  MACHINE. 

lower  end  and  swings  out  and  down  to  admit  the  coil  that  is  to 
be  taped.  When  the  coil  i-  in  place  within  the  ring  and  casting, 
the  section  1-  closed  and  fastened  by  a  thumb  screw  so  that  the 
continuity  of  the  ring  and  casting  i-  not   broken. 

The  tape  is  not  fed  continuously  from  a  reel  lint  is  cut  into  suit- 
able   lengths,    each    piece    being    sufficient    to    tape    one    coil  I     .  ' 

piece  i-  wound  on  a  separate  bobbin  by  an  attachment  at  the  right 
hand  side  driven  bj  a  belt  from  the  counter  shaft,  which  al-o  drives 
tie  gear  ring. 

In  taping  a  coil  a  bobbin  i-  placed  in  the  stud  projecting  from 
the  gear  ring,  the  stud  having  a  -light  offset  to  give  the  tape  ihe 
proper  pitch  as  it  wind-  on  ihe  cod.  The  tape  passes  through  a 
clamp  attached  to  the  stud,  permitting  any  desired  ten-inn  to  1» 
put  upon  the  tape  a-  it  haves  the  bobbin.  During  the  winding,  it 
will  he  understood,  the  coil  is  held  ill  ihe  hand-  of  the  operator. 
who  move-  it  to  the  right  as  the  gear  ring  carries  the  tape  bobbin 
around.  A  winder  after  short  experience  will  learn  how  to  handle 
Ihe  coil  to  secure  uniform  and  smooth  taping.  Mr.  Webber  states 
he  has  taped  50O  coil-  a   day   with  this  machine 


TROLLEY  FREIGHT  SERVICE  IN  OHIO. 


The     Toledo    &    Western    Railway    Co.    has    put    in    commission    a 
number  of  box  cars  and  Rat  cars  ,,f  the  type  used  for  freight   serv- 

I   -team  roads,  and  this,  in  addition  lo  its  packet  freight  service. 

will  make  the  bo-mile  iutcrurban  electric  line  a  formidable  competi 
t"i  of  ihe  steam  mail-  a-  a  freight  carrier.  An  electric  locomotive 
capable  of  hauling  eight  or  ten  loaded  cars  will  he  used,  and  to 
obviate  the  difficulty  of  running  such  trains  through  the  streets  of 
I  "led...  yards  have  been  established  at  West  Toledo,  where  good- 
call  be  transferred  from  the  regular  packet  cars  that  run  through 
the  urban  districts. 


May  .v.  ioo j  ] 


STREET    RAILWAY    REVIEW. 


2*7 


Southwestern  Gas,  Electric  Light  and  Street  Railway  Association, 

Fourth   Annual  Meeting  Held  at  Dallas,  Tex.,  April  18-22,   1902  —  Street  Railway  Subjects  Discussed  Were: 

Fuel  Oil — Injury  and  Damage  Cases — Street  Railway   Management  in  Texas — 

Selection  of  Street  Railway  and  Motor  Equipments. 


The   fourth   annual   meeting  of  the   Southwestern   *. i:i s.   Electric 

Light  &  Street   Railway   Association  was  held  in  San  Antonio.    Tex.. 

,<\pril  There  was  a  large  attendance  of  members  as 

well  as  supply  men  and  visitors  and  both  the  business  and  social 

I  the  program  were  successfully  carried  out.     The  associa- 
tion was  called  to  order  on  the  morning  of  April  18th,  by  the  presi 
■lent.  II.  F.  MacGregor  of  Houston,    lex.,  who  introduced   Mayor 
Hicks,  of  Sail  Antonio.     Mayor   Hicks   welcomed  the  delegates  and 
[he  <"'.;•  in  irdial   manner  and  his  address   was 

Mr.  Thomas  D.  Miller  of  Dallas,  and  Alderman 
Fred  Terrell  of  San  Antonio.  Then  full.. wed  the  annual  address  of 
President    MacGregor   who   stated   in  part   that   the   Southwestern 

lion  '-.as  the  "progress  club"  of  the  gas,  electric  and  street 
railway  business  of  the  state.  It-  functions  are  to  better  equip  the 
active  members  for  a  more  perfect  performance  of  the  duties  of 
quasi-public  seivice  anil  to  leach  them  how  to  accomplish  the  most 
at  the  smallirt  cost  The  year  that  has  elapsed  has  been  one  con- 
tinued round  of  prosperity,  in  which  the  gas,  electric  anil  street 
railway  plants  have  participated.  The  special  features  "f  the  year 
affecting  the  interests  represented  by  the  association  was  the  dis- 
!  in  various  sections  of  the  stale.  This  has  reduced  the 
fuel  expense  in  the  entire  southwest  territory  from  1-3  to  2-3  in  pro- 
portion to  tin.  distance  from  the  base  of  supply. 

dent  MacGregor  then  reviewed  the  various  subjects  on  which 

were  to  be  presented  and  admonished  the  delegates  to  the 
convention  that  il  I  the  meeting  was  primarily  to  attend  to 

-  and  requested  that  tin-  social  side  of  the  program  be  pOSl 
until  after  the  business  sessions  bad  been  closed.  Friday 
evening  the  delegates  and  ladies  to  tin-  number  of  00  were  taken  for 
a  nde  about  the  city  in  a  private  excursion  ear  of  the  San  Antonio 
Tract icn  Co.,  and  after  visiting  the  principal  points  of  interesl  m 
and  about  the  city  the  party  was  taken  to  the  Menger  Hotel  where 
the  annual  banquet  of  the  association  was  served  in  the  evening. 

Among  the  papers  read  bearing  upon  sireet  railway     ubjects  were 
"Fuel   Oil."  "Injury  and   Damagi  "Street    Railway    Man 

1   in  Texas,"  and  "Selection  of  Street    Railway  and   Motor 
Equipment 


FUEL  OIL. 


m  this  sul.:-  d  by  Mr.  W.  W.  Reed,  Houston, 

was  Such  a  broad  one  that  hi    b  li 

to  limit  In-  paper  to  the  consideration  of  tin-  commercial 

>n  of  utilizing  oil  as  fuel  for  steam  purpo  e&     "1  1" 

lumonl  in  apparently  inexhaustible  quantities 

will  doubtless  mark  tin-  ..pining  ..f  a  new  era  of  employment   for 

Ithwi    1.     Willi  -il.  h  a  cheap  fuel  at  our  vei 

manufacturing    enterprises    mu 
i  ml  has  already  displaced  in  a  large  measure  the 
I  he  immense    a\  me  to  Ix 
!  through  tin   11  •■  of  oil  will  m  a  short  time,  pay  for  the 
i    tin-   oil    burning    equipment,    and    while   oil    will 

■    in  ilii-  South* 

1  d.     <  III   111. ib.  -   an   ideal    fuel,  and  aside 

ire  many  other  advantagi  tied  by 

mdled  than  coal  or   wood  and    ! 

.mi  of  laboi  ii"  •  sary  to  be 

quipped  fuel  oil  burning 
Lighting  K-  Powei  Co.,  a  brief  de  cription  ..( 
which  by  the  author,    <>il  >-  delivered  on  thi 

in    fro.  .  . .,    i,,   0,000    gallons 

lank-. 

teel  and  havi  a  capacity 
ii  d  in  an  underground 
proof  brick  vault  over  which  lized  iron  roof.    Th< 

heal  il..  oil  in  1  ..hi  w<  <>h'  1 
't  will  ma  il.....  in  ,  1,  and  l»  ban. lb  .1 


by  the  pumps.  From  the  storage  tanks  the  oil  is  pumped  into  a 
small  receiver  where  il  is  heated  to  a  high  temperature  by  tin  ex- 
haust steam  from  the  pumps.  It  is  then  forced  to  the  burners  under 
pressure,  the  pump  being  automatic  in  its  action  and  maintaining  a 
constant  pressure  of  ml  regardless  of  how  much  oil  is  being  used. 
The  amount  of  oil  consumed  is  registered  by  a  meter  in  the  oil  feed 
line,  Before  getting  to  the  nozzel  of  the  burner  the  oil  comes  into 
contact  with  live  steam  from  the  boilers  which  exhausts  and  atom 
i/es  it.  In  some  burners  the  atomization  of  the  oil  is  accomplished 
in  the  burner  itself  while  >"  others  ii  takes  place  practically  in  the 
tire  box.      The  former  method  appears  to  be  the  most  effective. 

RELATIVE  HEAT  VALUES  OF  OIL  AND  COAL. 
Prof.  Phillips  gives  in  his  report  on  "Texas  Petroleum"  the  fol- 
lowing values.  For  petroleum  from  17.000  to  20,000  per  cent  II.  I. 
I'.,  and  the  value  of  [8,500  B.  t.  u.  may  be  assumed  as  the  average, 
lor  Alabama  coal  be  gives  13,000  1!.  t.  u..  McAlester  coal  13.500  B. 
t.  It.,  New  Mexico  coal  12,000  B.  t.  u.  and  lignite  0,000  B.  t.  it. 
On  this  basis  one  barrel  of  crude  petroleum  weighing  320  lb.  is 
equivalent  to  438  lb.  of  Alabama  or  McAlester  coal,  492  lb.  of  New 
Mexieo  coal  and  598  lb.  of  lignite.  From  these  values  the  number 
of  barrels  of  oil  lo  equal  one  ion  of  coal  would  he:  One  Ion 
Alabama  or  McAlester  coal  equals  4.56  barrels  of  ml.  one  Ion  of 
New  Mexico  coal  equals  4.06  barrels  of  oil  and  one  Ion  of  lignite 
equals  3.34  barrels  of  oil.  In  actual  practice  the  value  of  oil  as 
compared  with  coal  depends  on  a  number  of  factors,  such  as  the 
grade  of  coal,  the  efficiency  of  the  burners  or  atomizers,  the  furnace 
construction,  etc     Results  based  mi  actual  practice  range  from  2'.. 

In  4  barrels  of  ml  |o  a  ton  of  soft   coal. 

REDUCTIONS    IN   COST   OF   HANDLING   FUEL. 

Willi    fuel   ml    the   cost    of   handling    fuel    is   greatly    reduced.      'The 

..il  I-  usually  unloaded  by  gravity  thus  doing'  away  with  the  cosl 

of  unloading  coal.  It  is  led  automatically  to  the  furnace  so  thai  the 
stokers  .iinl  coal  passers  may  be  done  away  with.  All  I  lit-  labor  11 
quired  is  that  of  one  man  in  the  boiler  room  to  look  after  the  water 
level  and  the  general  operation  of  the  system.  There  is  no  special 
skill  required  io  operate  an  ml  burning  system.  Inn  a  great  deal  de 
pends  upon  the  careful  adjustment  of  the  burners  so  as  to  insure  a 
proper    amount    of    steam    and    air    supply     I'm     the    aiinniiil     of    oil 

consumed.    A  bine  transparent  flame  which  completely  fills  the  fire 

box  gives  the  best  resulis.  'The  use  of  fuel  oil  increases  the  Steaming 
Capacity  of  the  boilers  in  tin-  neighborhood  of  35  per  cent.  Al  the 
plant  of  the  I  Illusion  1  .ighting  &   Power  Co.,  with  a  given  load  on  the 

generators,  one  boiler  using  oil  now  does  easily  what  formerly 
required  two  boilei  s  nine,  1  oal, 

CLEANLINESS  AND  SAFE  I  V. 

In    using    fuel   oil   the   boilei     loom   and    premises   can    be    kept    Inly 

ami  clean,  as  then   al  pile,  no  dust,  ashes  or  clinkers, 

Insurance  companies  will  nol  allow  a  gravity  system  of  feeding 
the  burners  -■>  that  then  i;  no  oil  abovi  the  hi.  I  of  the  burners, 
Recent  fire  .  -,,  near  to  tin  ml  tanks  thai  ibis  oil  was  heated  to  a 
very  high  temperature,  have  shown  that  there  is  little  or  no  danger 
I..  1..   feared  mi  thai    core,  as  the  oil  did  not  explode  or  even  ignite 

in. I    burn. 

Otbei  .i.T. .ullages  in  the  use  of  fuel  ml  an-  ibai  the  fires  may 
bi  regulated  loan  a  low  to  an  inten  i  heal  in  ..  very  shorl  nine. 
Me  in.  bo>  wiib  the  propei  ua<  ol  ml  will  last  much  longer  than 
with  the  use  of  coal  and  there  are  no  repairs  and  maintenance  of 

fire    I         I  In     hie   door!    nol    having    to   be   opened,   cold   air    1      nol 

admitted  inn.  the  combustion  chamber  to  looI  down  the  gas  and 
'..  qual   •    pan  ion   and   1  ontrai  1 1   the   tube  ■  and   boiler 

mis  OF  oil.   FUEL, 

'Hi li  1  of  I  wo  evapot  ation  ti   ts  made    ■  il  h 

B..1111 1   mi      1  111.    ol  ill.  .  '.v..     made  by  the   Houston   Flectrii 

Co.,  on  1 ....  1:.  1 1 1    g   Wilco     i" .1 1 1    poration  ..1   13,48 

lb.   of   v.  .1.  1    pi  1    p.. I   ..I    ...I    v.  ,1      "l.i. I    from   and     [I 


SI  KM    I      R  Ml. WAV     RE\  1 1  \\  . 


[Vol    XII.  No.  5 


i  In  ml  weighed  743  lb.  per  gallon.    The  other  test  was  i 
at  the  plant  oi  the  Houston  Water  Works  ('"..  where  an  evap 
tion  of  1471  lb.  of  water  per  pound  of  oil  was  obtained  from  and  at 
jij  deg.  I".    No  evaporation  tests  have  been  made  by  the  pl.ua  with 
which  the  author  1-  connected  and  he  considers  thai  such  a  test  is  nol 

1  in  ,1  unless  the  steim  used 
operate  the  atomizers  i-  deducted   from  the  amount  of  « 
evaporated,     iln-  1*  particularly  inn-  where  two  burners  arc  to  be 

i ipared,  as  t"  tin-  amount  of  steam  required  t"  operate  different 

burin;  nsiderably. 

In  tin-  plant  of  the  Houston  Lighting  S  Power  Co.,  it  was  found 

b)    COmp  D  al   ami    furl   oil   that   one   tOrl   oi    M 

run  of  mine  coal  was  equal  to  3.6  barrels  of  oil.    A  number  of  tests 

wen-  also  made  at  this  plant  to  determine  the  relative  efficiencies  of 
the  various  forms  of  burners.      Iln  were  taken  in  gal- 

lon- of  oil  consumed  per  kilowatt-hour  output  at  the  switchboard 
["his  method  i-  not  entirely  accurate  since  it  takes  into  consideration 
the  efficiencies  of  steam  and  electrical  machinery  but  the  condil 

erning  the  tests  were,  however,  as  nearly  as  possible  the  same 
in  all  the  tests,  and  the  tests  all  covered  the  same  length  of  time.  Of 
the  four  burners  levied.  No.  1  used  713  gallons  of  oil  per  kw.  h. ; 
burner  No.  -'  .667  gallons  per  kw.  h. ;  hunter  Xo.  3  .606  gallons  per 
kw.  It.,  and  burner  No.  4  .575  gallon,  per  lew.  b.  It  will  be  seen  from 
this  that  burner  No.  2  effected  a  saving  of  6.4  per  cent  over  No.  1, 
Xo.  3  a  saving  of  15  per  cent  over  X".  1.  and  Xo.  4  a  saving  of  19.3 
per  cent  over  Xo.  1.  which  shows  that  much  depends  upon  the  con- 
struction of  the  burner.  The  high  efficiency  of  the  latter  burner  is 
believed  by  the  authoi  to  bi  due  to  a  device  used  whereby  the  oil 
and  steam  arc  very  intimately  mixed,  and  also  to  the  fact  that  highly 
Superheated  steam  is  employed  to  atomize  the  oil,  thus  bringing 
the  mixture  up  t"  a  very  high  temperature.  The  nozzel  of  this  burner 
is  also  proportioned  so  thai  the  flame  completely  fills  the  firebox. 
A  great  deal  depends  upon  the  construction  of  the  firebox.  Of 
course,  what  is  suitable  for  one  might  not  suit  another  kind  and  in 
any  case  it  is  necessary  to  determine  by  experience  the  best  ar- 
rangement  of   fire  box  and   burner. 

When  grate  bar-  arranged  for  burning  coal  are  left  in  place  and 
covered  over  with  a  layer  of  tire  brick  the  furnace  can  be  adapted 
for  the  use  of  coal  again  in  a  few  minutes  time  in  case  the  supply  of 
oil  runs  out  or  anything  happens  to  the  system.  With  this  con- 
junction the  air  i-  also  heated  when  passing  through  the  hot  bricks 
and  the  temperature  of  the  gas  in  the  firebox  is  not  cooled  off. 
I  he  amount  of  air  for  complete  combustion  can  be  regulated  by 
opening  or  closing  the  ash  pit  doors. 

SULPHUR  IX  OIL. 
When  Beaumont  oil  first  began  10  be  used  for  steam  purposes, 
much  was  -.ml  aboul  the  destructive  effects  of  sulphur  in  the  oil. 
It  was  claimed  that  the  large  quantity  of  sulphur  in  the  oil  would 
ruin  the  tubes  and  sheets  of  the  boilers,  but  time  has  proved 
that  there  is  nothing  to  fear  on  this  score.  "1  'he  percentage  of  sul- 
phur in  Beaumont  oil  is  placed  by  different  analyses  at  from  1.33  to 
2.04  per  cent.  After  the  u-e  of  oil  in  the  Houston  plant  for  over  10 
months  no  injurious  effect  on  the  boilers  could  be  detected. 


\  communication  from  Mr.  C".  F.  Bitgood,  chief  inspector  of  the 
Hartford  Steam  Boiler  Inspection  &   Insurance  Co..  was  also  read 
ning   the   experience    of   this   company   with    fuel   oil   on    steam 
boilers.    The  communication  was  in  part  as  follows: 

The  use  in  this  territory  of  crude  oil  a-  fuel  began  in  April,  1901, 
over  the   periods   since   then.      At    the  outset, 
our    inspectors    received     Special    instructions    concerning    the    new 
fuel,  and  were  cautioned  to  use  Special   vigilance  to  the  end  that  its 
On    the    boilers    under   our    charge    might    be    ascertained    as 
quickly  as  possible.     Thus   far  the  closest    scrutiny  has   failed  to  re- 
veal any  deleterious  effects  where  proper  car,  ised  in  install- 
ing and  operating  the  ml   burning   apparatus.     In   -oine  instances, 
tubes  have  been  bent  and  shell  plates  overheated  by  reason  of  undue 
ration  of  the  on  flame  on  certain  exposed  portions  of  the 
boilers,   but    these  troubles   have   uniformly   disappeared    when   the 
faulty   conditions   wert   rectified.     Some   apprehension    was   felt   at 
first  that  the  amount  of  sulphur  contained  in  the  crude  oil  might  be 
"I   to  cause  more  rapid  deterioration  by  pitting  and  corrosion 
than  had  been  experienced   with  coal.     The  fear  has   so  far  1 
groundless.     Xo  extraordinary  pining  of  tubes   and   shells  has  been 
oil  a-  fuel.     This  may  be  accounted  for 


by  the  fact  that  the  amount  of  sulphur  liberated  per  thousand  heat 
units  is  h-ss  with  oil  than  with  COaL 

..ear  and  tear  upon  the  boiler  structure  is  probably  less  with 
oil  than  with  coal.     Much  of  the  wear  and  tear  with  coal   is  dl 
strain-  pri  the  -11. Men  and  frequent  inrushes  of  air  against 

the  hot  plates  and  beads  while  f urn.:  ring, 

'line;   often    ill   leakage   al    seam-   and    tube    I  mall    frac- 

tures of  the  boiler  plate*.  ThetM  are  almost  entirely  avoided  by  us- 
ing oil  for  fuel.  The  da  1  "tied  and  the  temperature 
remains  practically  even.  In  some  cases  where  constant  trouble  had 
been  experienced  with  coal   from  the  above  mentioned  causes  there 

1  marked  improvement  when  oil  was  ii 

Ibis  company's   I  with  oil   would   indicate  it  as  an   ideal 

fuel  if  used  with  propel  precaution.  There  should  always  be  such 
number  and  arrangement  of  burners  as  will  secure  thorough  dif- 
fusion of  the  heat  liberated  over  the  entire  fire  surfaces  of  the  boilers. 
lime  an  installation  i-  properly   made,  its  operation  is  quite   simple. 

Probably  the  association  will  appreciate  a  word  of  warning  on  one 
or  two  points  in  particular,  (hie  of  these  is  haste  in  raising  Steam 
from  cold  01  cool  boilers,  'hi  is  rich  in  heat  units  and  a  large 
amount  can  be  burned  in  the  furnace  in  a  short  space  of  tune.  This 
makes  it  easy  to  get   up  Bteam  too  quickly. 

Another  danger  lies  in  forcing  the  boilers  too  much.  Oil  lends 
itself  readily  to  forcing  the  boilers  away  and  beyond  their  rated 
capacity  and  there  are  frequent  temptations  to  do  this.  Much  cau- 
tion will  have  to  be  exercised  in  these  respects,  if  undue  wear  and 
tear  is  to  be  avoided,  to  say  nothing  of  the  liability  to  dangerous 
explosions. 

4  »  » 

INJURY  AND  DAMAGE  CASES. 

This  subject  was  assigned  to  Mr.  Frank  F.  Scoville.  superintend- 
ent of  the  Austin  Rapid  Transit  Railway  Co.,  who  opened  his 
paper  by  reciting  in  part  the  experience  for  the  past  nine  years  of 
the  road  with  which  he  i-  connected.  During  the  first  year  that 
this  company  operated  as  an  electric  road  it  did  not  keep  a  separate 
accident  account.  The  second  year.  1803.  it  had  such  an  experience 
that  for  the  following  year  it  insured  with  a  liability  insurance 
company,  paying  for  that  year  $1,200.  There  were  two  serious  acci- 
dents during  that  year  both  of  which  might  have  been  settled  had 
the  company  been  free  to  do  so.  but  the  liability  company  refused 
the  compromise  presented  and  suits  vveie  brought  in  both  cases  in 
which  judgments  were  rendered  much  larger  than  the  amounts 
specified  in  the  compromise  agreement  Meantime  the  liability  com- 
pany failed  and  the  judgments  had  to  be  paid  by  the  street  railway 
company.  From  January.  [893,  to  March.  1896,  the  company  paid 
out  $10,746  on  account  of  accident  and  $1,200  for  interest,  making 
a  total  of  $11,948  or  an  average  of  $3,875  a  year.  Owing  to  this 
experience  the  company  now  settles  its  own  claims.  In  the  first 
six  years  these  have  amounted  to  $5,708.  or  $951  a  year,  showing 
much  in  favor  of  the  present  method.  The  main  object  of  the  com- 
pany is  to  gain  the  confidence  of  the  public,  which  has  rights  that 
should  be  respected.  There  are  many  ways  ,.f  making  a  friend  of 
the  public.  Accommodations  that  cost  little  or  nothing  make 
friends.  Should  anyone  have  a  complaint  to  make  listen  to  him, 
do  not  let  him  go  away  with  the  idea  that  you  think  your  men  can 
do  no  wrong.  If  the  person  makes  an  unreasonable  or  unjust  com- 
plaint and  abuses  the  employes,  a  molorinan  or  conductor  can  hardly 
be  blamed  for  talking  back,  still  it  is  a  poor  policy  to  allow  it  un- 
der any  circumstances.  Give  the  men  to  understand  that  all  con- 
troversies will  be  settled  al  the  office.  In  many  ease-  people  get 
angry  and  say  things  that  if  not  taken  up  hv  the  employes  would 
never  be  heard  of  again.  When  a  complaint  do,  ,  come  to  you.  do  as 
you    have    promised,    investigate    it    and  where    the    fault    be-. 

Should  the  employe  be  in  the  wrong,  explain  the  situation  to  him 
and  give  him  to  understand  what  is  required  in  such  case.  Should 
the  passenger  be  wrong,  listen  to  him  patiently,  bin  it  does  little  good 
to  try  and  convince  him  that  be  is  in  error.  I  he  best  way  is  to  I 
all  your  friends  and  give  no  cause  for  complaint  against  your  men. 
With  the  public  as  your  friend  and  the  friend  of  the  employes  it 
will  feel  much  more  kindly  towards  you  when  an  accident  does 
occur. 

One  point  to  he  kept  before  the  employes  all  the  time  is  to 
accidents.    When  one  does  occur  however,  the  men  on  that  car  arc 
relieved  at  once  and  required  to  make  a  full  detailed  report  giving 
names  of  witnesses,  what  they  said,  their  addresses  and  all  inform,!- 


Ma\  -v.   [902-] 


STREET    RAILWAY    REVIEW 


289 


tion  it  is  possible  to  obtain.     Blanks  for  lliis  purpose  are  furnished 

and  also  blanks  for  witnesses  on  which  to  make  their  statements. 
Witnesses  will  readily  give  a  motorman  or  conductor  a  statement 
to  help  them  where  gross  negligence  does  not  show.  These  state- 
ments are  used  to  determine  the  company's  liability  in  the  case  or 
submitted  to  its  attorney  for  opinion.  The  company  believes  in 
keeping  out  of  the  courts  if  possible,  hut  does  nol  believe  in  sub- 
niitting  to  a  hold-up.  These  attorneys  are  paid  by  the  >car  and 
when  a  case  cannot  he  settled  out  of  court  it  is  the  company's  policy 
to  go  into  court  to  win.  In  many  instances  street  railway  companies 
are  blamed  for  very  thoughtless  and  careless  actions  of  passengers. 
Passengers  frequently  attempt  to  jump  off  a  car  while  in  motion 
without  giving  the  motorman  time  to  hring  it  to  a  stop  and  if  they 
happen  to  be  injured  their  first  thought  is  to  sue  the  company,  no 
matter  whose  fault  it  may  have  Teen.  There  are  also  1  gn -at  main 
lawyers  throughout  the  country  who  are  only  too  anxious  to  take 
this  class  of  work  on  contingent  fees.  A  law  !ki-  been  passed  in 
regarding  the  solicitation  of  cases  of  this  character  on  con 
tingent  fees.  This  law  should  be  kept  in  mind.  A  few  prosecu 
boos  for  this  offense  will  result  in  the  loss  of  .1  lawyer's  license  to 
practice  and  will  have  a  tendency  to  stamp  out  at  once  a  part  of 
this   evil. 

It    is   not    to   hi-    underst 1    that    all    cases    against    street    railways 

are  wrong,  as  this  is  not  SO.  There  are  many  instances  where  the 
employes  do  nol  have  the  interests  of  their  employers  at  heart  ;  they 
are  impudent  and  careless  in  their  work  when  they  think  they 
wdl  not  he  found  out.  Then  there  is  in  new  men  .1  period  ,.1  ovei 
confidence  after  they  learn  to  handle  a  ear  during  which  accidents 
can  he  looked  for.  Besides  the  accidents  caused  by  over-confident 
men  there  is  another  class  of  accidents  that  from  force  of  cir- 
cumstance- are  unavoidable.  There  is  much  agitation  in  tin  I  a  I 
concerning  plans  to  prevent  accident-  and  oik-  which  the  author 
illy  commended  is  that  of  the  International  fraction  Co.,  of 
Buffalo,  which  was  described  in  the  "Review"  for  February,  1902, 
J&  The  author  believes  that  the  question  of  accidents  is  one 
of  the  most  important  with  which  street  railway  manager-  havi 
to  deal  and  at  the  same  time  one  that  does  not  receive  the  atten- 
tion  it    should    in   many   cases. 


STREET  RAILWAY  MANAGEMENT  IN  TEXAS. 


!i  tin-  subject  was  read  by  Mr.  T.  II.  Stuart,  of  Waco, 

who    -aid    in    part:      In    the    Southwestern    territory    similar 

condition-  prevail  as  to  the  management  "i   street   railway  proper 

ar  such  a  kindred  relation  to  each  other 

that  we  can  vcr\  ly  pool  oui  d  knowledge. 

Wc   have    about    the    -ame    daS9    of    labor    tO    handle,    the    same    char- 

t  maintenance,  of  track,  trolley  and  train  ami   practically  the 

same  public.      The   street   railway  is  a   necessity  to  a  growing   town 

and  th-  red    railway.      In  other   words, 

born  of  the  want-  of  the  city,  and  the  growth 

and  development  of  tl  ■  assoi  iated  with  the  growth 

"f  the  other.    For  thi  i  ■     tree)  railway 

all   public  enterprises 

calculi'  ulatc   the   growth   of   the   city    or   tin-   comfort    and 

and   on   il  hould 

much   prid<-   and   interest    in   ii  ilwa;  in   any 

within    its    boundaries.      I  In    obligations    of   the 

railway  and   those  of  tin-   people    should   I iprocal.     Il 

strict!)  1,,  all, 

■  'i  tenor,  upi  ighl   di  a! 
nd  proper  methods  of  handling   people  and   the 
ndly  rel.it ■•  1  the  street  railway  and 

ith  the  ull 

e  and  thi 

co  irdingly. 

I'd   when  iin    I 

ithir  ili'   bound 
'    Inn  that  If  the 

lllic    will    walk    and    the    road    will 

ray  manai 
what  minuti    il  <  an  > 
not  in  (hi orj      I'"  ting  a  ■ 

in  pi...  ■- 


ami  having  them  there  at  that  time  are  two  entirely  different  propo 

sitions,  ami  the  man  who  follows  the  latter  course  1-  the  one  iii'i-i 
likely    to    succeed.      As   a    rule    people    are    restless    and    when    they 

have  wailed   for  the  schedule  time  of  the  car  to  arrive  and   1 11 

appears,  they  generally  decide  they  had  Test  walk.  There  are  oilier 
ways,  which  I  might  call  artificial  methods,  of  inducing  people  to 
ride,  one  of  the  most  successful  ones  being  to  induce  riding  by 
affording  places  of  amusement.  It  has  been  conclusivelj  proved 
1I1. 11  a  pleasure  resort  operated  in  conjunction  with  a  street  rail- 
way will  prove  a  benefit  both  to  the  patron  and  the  railway.  The 
character  of  amusement  offered  may  vary  considerably,  but  whether 
it  is  in  the  nature  of  a  park,  lake,  theater  or  what  not,  it  should 
be  conducted  in  a  clean,  respectable  ami  attractive  manner.  The 
predominating  rule  in  furnishing  tlie-e  attractions  scoins  to  be  that 
they  should  he  free  to  the  patrons  of  the  street  railway  line.  Where 
a  theater  is  the  attraction,  which  requires  the  use  of  a  performing 
company  and  where  seats  are  required,  a  charge  for  seats  is  usually 
made  which  in  most  cases  covers  the  expense  of  the  theatrical  com- 
pany, thus  making  a  net  gain  to  the  railway  company  of  all  fares 
collected  for  transportation  to  and  from  the  park.  'This  in  my 
opinion  has  proved  a  very  satisfactory  plan.  Another  important 
factor  in  inducing  people  to  ride  is  a  liberal  transfer  system  which 
will  land  them  at  their  points  of  destination  for  a  fare  of  five  cents. 

\  g I  transfer  system  will  undoubtedly  greatly  increase  travel  and 

if  properly  guarded  from  fraud  will  pay  the  manager  who  adopts  it. 
The  success  and  reputation  of  a  road  depends  to  a  large  extent 
upon  the  treatment  the  passengers  receive  at  the  bands  of  the 
motormen  or  conductors.  'These  employes  should  possess  the  traits 
of  uniform  civility,  honesty,  good  judgment  and  tact,  the  latter  most 
•.specially.  While  a  manager  should,  of  course,  lay  down  rules  for 
the  government  of  his  men  with  certain  instructions  to  be  followed, 
considerable  latitude  should  he  left  the  men  in  the  handling  of 
exceptional  cases  with  which  they  are  bound  to  be  confronted.  Many 
costly  errors  have  been  made  by  the  poor  judgment  of  conductors 
accompanied  with  stringent  and  ironclad  rules  with  which  they 
are  often  burdened.  Accidents  continually  arise  in  which  no  gen- 
eral instructions  can  be  given  and  when  these  occur  it  is  expected 
that  the  employes  will  use  good  judgment.  In  selecting  men  for 
street   railway   service   11    is   not   always  best    to   rely   altogether  upon 

the  application  blank.     The  usual  questions  are  all  good  and  neces 

sary,  hut  il  is  well  for  the  manager  to  study  the  applicant  to  sec  if 
he  has  the  proper  mettle  to  lake  all  kinds  of  abuse  and  petty  annoy- 
ances which  will  continually  fall  in  his  way;  whether  be  possesses 
good  judgment  and  would  sacrifice  Ins  personal  feelings  and  re- 
sentment for  the  benefit  of  the  company.     Even  if  these  decisions 

have  been  made  by  the  manager  and  the  applicant  placed  in  the 
employ  oi  the  company,  il  -nil  devolves  upon  the  manager  to 
study  the  man's  predominating  nails  of  character. 

It  is  a  question  worthy  of  discussion  whether  motormen  or  con 
duiiois  should  be  expeeiid  lo  have  a  sufficient  technical  knowl 
edge  o(  electricity  to  make  repairs  mi  their  ears  in  case  of  break 

downs  during  a  run.  Il  is  my  opinion  llial  a  man  cannot  have  loo 
much  knowledge,  bill  il  is  my  firm  belief  that  if  he  possesses 
enough  knowledge  of  electricity  to  entrust  him  with  the  making  of 

i' p. in     he  is  best  fitted  for  tile  line,  shed  or  power  house.       \   mOtOl 

man   after   I"  1    ii  1'    1 proficient    in  all   branches  of 

Tut  hi-  prime  dutj    is  I"  bun  I"    itarl  and  stop  a  car, 
'  peciallj   thi    latter.     11  he  doi     this    uccessfully  and  keep    cleat 

of  all  VI  Iin  T  and  f  destrians  and  keeps  his  time,  he  has  his  hands 
pretty    well    tilled. 

1  he    ubjei  I   1  ii   1 li  nl     ha     alri  ad}    1 w  ell   handled,  bul    I 

will  simply  touch  upon  one  point  which  is  expected  of  il"  torman 

■1  Iin  tor  in  iIm   '.11   . a  accident     1 ften  the  motorman  or 

conductor,   eithei    bj    1 1    iudgmenl    or    faulty   instruction 

about  taking    tatei 1    in  a  manner  which  make    a  rery  bungling 

i"b  "i  tin  wholi    iii. 1  leavi  1  il  in  a  verj  awkward  condition  to  be 

handli  d  b     thi    1  laim  agent,     It  1    a     mmon  thing,  1   pi  1  iallj 

in  a  new    motorman,  to  1    cus<    him  ell   to  anj    injured  party  by 

1  iin    bi.il  •     h  id  bei  n  in  woi king  condition  he  Id 

>ided    1  h lent        lucl an      head    should    

I  1'       1 Id    I'.'    '       implj       1  ii'  -I    1  I"     I  mill    and    we    all 

know    the   truth   undei     itch   1     thai    none   bul    the 

ml  inn  1   imprc  '  'l  Bppliam  •     .1"    in  u  e.    '  Ithcr  motormen 

1   '""  inn'  li  '  "i ,ii   .1  ii  r   1    ai '  id'  hi.  and  thi 

often  causi    .1  dam..;"    nit  where  if  the n  had  not  been    hown 

the  mallei  would  hi-   1 1  "ii   n ticed 


290 


STREET    RAILWAY    REVIEW. 


[Vffl    XII.  N'.i    5 


SELECTION   OF  STREET   RAILWAY   MOTOR 
EQUIPMENTS. 


I'.\    !■'.    A.   JoNI  •     M     I    .    I  loi 


From  the  nature  of  mj    n  will   undoubted!] 

me  a  i >.i i ><•  r  somewhat  technical,  fot  h  i-  mj  to  deal  with 

the  technical  side  of  electrical  interests.  I  shall  endeavor  to  poinl 
..in  -.i .mi-  of  the  problems  tha  n  handling  any  electrii     treel 

railway  service  and  then  show  the  difference  in  cost  of  power,  and 
omy  of  operation,  for  different  method-  and  equipments. 
I  aiTi  going  i"  make  a  statement  that  I  know  will  be  a  matter  of  sur 
prise  to  you,  perhaps  be  doubted  by  tome,  bul  it  is  based  on  a  study 
of  the  condition  of  a  large  number  of  roads,  and  I  believe  would 
be  well  within  the  bounds  of  what  actually  is  the  case  it  a  thorough 
canvass  and  investigation  wire  made.     Fiftj   i  il  the  electric 

roads  "i"   the   United   Stan  timing   at   least    40   pel 

more  power  than  is  necessary  to  operate  their  cars  and  make  their 
schedules;  another  25  per  cent  are  consuming  20  per  cent  more 
power   than   is   necessary;    15   ]>rr   cent   are   using    10  per  cent   of 

;s  energy,  and  the  remaining  to  per  cent  of  the  systems  have 
been  thoroughly  analyzed  and  are  operating  on  the  best  possible 
economy.      I  lii -  statement   would  be  endorsed  by  engineers  in  the 

older  in  the  electrical  fields  than  I  am,  so  that  there  is  a 
vast  field  opened  up  for  effecting  a  aving  in  cost  ol  operation  "f 
the  majority  of  railwaj  systems,  il  onlj  this  one  item  "i  sa\ 
energy,  by  reason  of  adaptability  of  equipment,  is  considered.  Be- 
sides the  saving  in  energy  consumption,  by  reason  of  the  nature  of 
equipments,  there  are  oilier  problems  "f  expense  constantly  before 
the  street  railway  superintendent  that  '  shall  not  att-tnpt  to  treat, 
among  these  might  l>e  mentioned  cosl  of  labor  and  maintenance, 
and  under  these  items  would  come  the  arrangements  for  handling 

at  the  car  ham.  the  ec my   of  the  power  plant,   the  difference  in 

fuels,  closeness  of  inspection,  the  energy  lost   in  the  line,  the  rail 

iillg.  etc. 
My  subject  deals  only  with  the  railway  motor  equipment,  and 
A'hat  should  enter  in  when  making  its  selection.  In  the  first  place 
the  rating  of  the  railway  motor  1-  .1  matter  of  temperature;  the 
horse  power  1-  purely  nominal  and  really  indicated  the  commutating 
capacity  of  the  machines.  It  means  that  if  the  motor  i-  placed  upon 
the  Stand  and  run  at  a  current  and  voltage  necessary  to  give  it- 
rated  horse  power  for  one  hour  the  temperature  rise  will  he  iboul 
65  decrees  C.  A  motor  on  anj  railwaj  service,  if  the  cycle  of  events 
is  steadilj  repeated,  has  a  certain  fixed  rise  in  temperature,  with 
small  variation  from  this  temperature.  For  example,  if  we  have  a 
ten  ton  car  making  a  round  trip  of  five  miles  in  .^o  minutes,  with 
an  average  of  five  Mop-  per  mile,  and  including  five  minutes  in 
1  rs  and  each  stop  an  averagi  of  ten  seconds  in  duration,  and 
the  average  passenger  load  1-  included  in  this  ten  tons,  then,  for 
a  certain  motor,  with  a  certain  gear  and  pinion,  there  would  bi 
certain    ri-c    in    temperature    which    can    be    correctly    calculated    bj 

knowing  the  characteristics  of  tl otor.      Vs  you  well  know-  the 

smaller  the  pinion  ihe  lower  the  speed  of  the  equipment,  and  the 
larger  the  pinion  the  higher  the  Speed;  for  the  distance  b 
centers  of  gear  and  pinion-  cannot  be  changed  for  any  one  motoi 
design;  so  that  with  any  motor  low  or  high  -peed  gearing  may  he 
furnished,  and  as  a  matter  of  fact,  eight  or  ten  different  sizes  of 
gears  are  manufactured  for  each  standard  motor  by  the  large'  coin 
motor  111:0  al  0  bi  inci  1 .1  u  d  bj  decn  a  ing 
th'    numbei   -  il  of  the  armature,     rhus  we  have  one 

turn,   two   turn,    three   turn,    four    turn,   five   turn   and    six    turn    ma 
and  a   few    with  even  a  greater  number  of  turns.      Very  large 

motors  have  only  oni   nun  per  coil  when  used  tted  railway 

service.  Each  manufacturing  company  gel-  out  a  line  of  railway 
motors  ranging  from  20  horse  power  to  2511  horse  power  rating 
and  each  size  of  motor  may  have  different  sized  pinions  and  gears 
and  a  different  number  of  turn-  per  coil  in  the  armature:  so  that 
in  making  a  selection  of  th(    |  quipment  to  handle  any 

service    we    have    three    or    four    hundn  enl    equipments    to 

Select     from.       Some    engineers,    and     some    of    the     be 

<1  a  high  maximum  speed  for  every  condition  that  would 
stand  it.  This  necessitates  high  speed  gearing,  which  mean-  a 
lower  tractive  effort;  that  i-.  a  greater  current  is  required  1 
taining  the  same  tractive  effort  with  high  -peed  gear  than  with  a 
low  speed  gear.  Where  the  stop-  are  few.  for  example,  once  every 
two  miles,  as  in  interurhan  or  suburban  service  this  may  not 


important,  but  in  heavy  citj    lervio    when    tin    stops  arc  six  and 
seven  per  mile,  for  low  energy  consumption,  the  equipment  must  Ik- 

low    speed,   and    al    the    -.one    tune    nothing    i-    lost    in    tune,    for    the 

low    -peed   equipment   will   accelerate   more   rapidly   than   the  high 
p.id  equipment 
I  li.li-  i-  a  method  of  representing  pictorially  the  service  1 h 

10.11     of  any    railw.n    line,   and   ilu      i-    called  ii.ua.  I.  ti-lie. 

Ii  is  i.a  ed   upon  tin-  fact  that  a  motorman  will  repeal  the  same 
cycle  of  events  wry  closely  on  going  over  the  tame  ground  and  in 
the  same  time     li  wi    repn   enl  a    abscissae  01   m  a  horizontal  di 
1,  time,  and  a-  ordinates,  or  in  vertical  direction,  -peed,  and 
plot  tin-  eyeh  ..f  .,  ear  from  start  to  stop,  first  accelerating  and  then 
running  on  the  motor  curve,  trie,  running  al  a  uniform  rati 
ing.  and   then   breaking,   we  can  draw    this   service  characteristic  and 
the  area  of  ihe  figure  will  he  the  distance  covered. 
Thus   by   g<  ervice,  averaging   the   distance  1" 

-top-,  and  the  linn  per  -lop.  taking  the  number  of  pa--eliger-  al 
to  o'clock  in  the  morning,  about  the  lightest  service,  and  o 
in  ihe  evening,  about  the  heaviest  service,  and  thus  getting  the 
average  load;  if  necessary  dividing  ihe  line  up  into  sections,  espe- 
cially where  part  of  the  running  i-  in  the  city  and  pari  suburban, 
we  might  get   very  closely  to  tin   condition-  of  operation. 

Now  it  is  very  important  that  the  temperature  rise  of  the  motor 
shall  not  he  excessive.  It  is  estimated  that  if  the  rise  in  temperature 
is  100  degn  1  I  the  motors  will  begin  to  burn  out  after  one  year's 
-ervice,  and  will  give  probably  a  great  deal  of  trouble  the  first  year. 
If  ilu    temperature  rise  i-  go  degrees  the  probabilities  are  that  no 

trouble    will    he    experienced    the    fir-l    year,    ihe    -econd    year    there 

will  be  -oni,  trouble,  and  the  third  year  new  coils  will  probably 
he  required  for  all  tin  motors.  With  ',-  degrees  ri-e  the  motor 
should  la-l  seven  years,  so  that  it  is  very  important  that  the  rise 
in  temperature  should  not  exceed  this  amount,  and  it  is  important 
to  determine  the  expected  ri -•  before  the  motor  1-  bought  This 
may  he  done  very  closely  if  each  motor  is  tested  over  a  wide  range 
of  services  and  ihe  temperature  is  accurately  taken.  It  is  not  prob- 
able  that  any  service  condition  in  practice  would  bi  identical  with 
the  condition-  of  one  of  these  tests,  hut  this  is  provided  for  ill  the 
foil,, wing  manner.  If  the  degree  ri-e  i-  divided  by  the  number  of 
wall-  1,,-t  111  the  field,  and  also  by  the  Dumber  of  walls  lo-t  in  the 
armature,  we  get  a  serie-  of  values  giving  degree  rise  per  watt  1,,-t 
for  both  field  and  armature  f,,r  different  ratios  of  distribution  of 
losses.  The  ratio  of  distribution  means  the  waits  lost  in  the  arma- 
ture, divided  by  the  wan-  1,,-t  in  the  field,  and  for  every  service 
there  is  a  certain  distribution  of  losses  to  be  expected.  The  arnia- 
luie  I,,--  ,,f  the  motor  is  made  up  of  the  core  loss  (which  includes 
the  eddy  current-  in  the  iron  and  copper)  and  the  C-  \i  loss,  C 
nting  the  current  through  the  armature  and  K  the  resistance 
of  the  armature.  The  field  loss  is  entirely  a  C-  R  loss,  the  current 
,,f  the  field  being  the  -ame  as  that  of  the  armature,  a-  railway  motors 

lie-  motors,  but  R  representing  in  this  case  the  resistance 
of  il,,-  fields. 

Now,  if  by  our  analysis  of  ihe  service  condition  we  can  determine 
the  ratio  of  distribution  of  the  losses  to  be  expected  from  the  tests 
of  the  motor  itself,  we  can  determine  the  temperature  rise,  and  this 
rise  can  be  ,1,1  ,i  mined  within  three  or  four  degree-.  The  motor  thai 
has  high  core  loss  cannot  be  used  for  high  speed  work  and  long 
distances  between  the  stops,  for  the  core  loss  increases  with  the 
peed;  but  it  is  nol  SO  essential  to  have  low  core  loss  for  a  large 
number  of  stops  per  mile. 

The  besl  motor  for  interurban  work  i-  one  with  high  resisl 
and  low  core  1,,--;  for  city  work  low   resistances  and  as  high  con 
I,,--  a-  i-  necessary.    It  i-  not  possible  to  reduce  the  core  loss  below 

tin  point,  for  in  intermittent  work  low  armature  reaction  and 
high  flux  are  necessary,  and  with  high  flux  cine-  naturally  high 
core   1,,--. 

I  have  tried  to  poinl  out  how  the  question  of  temperature  primarily 
affect-  tin  selection  of  the  equipment  Vlmost  a-  important  is  the 
question  of  energj  consumed,  which  i-  generally  calculated  in  terms 
of  watl  hour-  pel  ton  mile.  Ihe  wait  hour-  per  ton  mile  for  a  14- 
tooih  pinion  would  be  less  than  for  a  17  tooth  pinion,  using  the  -ame 
ind  making  the  same  schedule,  with  all  other  condition-  th, 
same,  but  the  maximum  speed  would  be  less,  and  it  might  he  that 
nol  quite  a-  fast  a  schedule  could  be  made  by  il.  If  il  i-  possible 
to  make  the  desired  schedule  li,,we\er  wuh  a  141,,,, lb  pinion,  it 
would  I"  much  preferable  to  use  it  in  spile  of  the  fact  of  it  not 
giving   as    high    maximum    speed   as    would    be    reached   on    a    level. 


May  20,  igoj] 


STREET    RAILWAY    REVIEW. 


291 


One  of  the  elevated  railway  companies  in  the  North  could  un- 
doubtedly save  to  per  cent  of  the  money  expended  for  power  by 
reducing  the  number  of  teeth  of  their  pinions  by  two,  and  Mill 
make  the  same  schedule  that  they  are  now  making. 

1  will  close  with  an  explanation  of  what  i-  proposed  by  the  two 
largest   electrical   manufacturing  companies   in   regard   to   approxi 
matins  service  conditions  in  making  tests  on  railway  motors. 

The  Westinghouse  company  proposes  to  run  at   such  a   voltage 

and  current  a-  will  give  the  losses  met  with  in  practice  with  the 

motor  mounted  upon  a  stand.     This  is  undoubtedly  the  most  con 

venient  method  of  testing,  l>nt   I  .In  not  believe  it  approaches  near 

enough  to  service  conditions.    The  method  of  the  General   Electric 

actually  running  the  motors  at  a  voltage  at  which  they  will 

1  in  practice  on  an  experimental  railway  and  obtaining  in  this 

manner  the  motor  characteristics,  seems  to  me  to  approach  nearer 

the  absolute  conditions  in  practice.     1   know   from  experience  that 

is  a  difference  in  the  way  the  motors  act   when   stationary 

and  when  on  a  car.  ;i.  to  ventilation,  heating  and  general  operation. 


DIGGER  FOR  CLEANING  GROOVED  RAIL. 


PROGRESS  CLUB  OF  TEXAS. 


A  -hort  paper  in  regard  to  the  Progress  Club  of  Texas  was 
read  before  the  convention  by  Mr.  E.  11.  Jenkins,  president  of  the 
San  Antonio  Traction  Co.  Last  tall  when  a  New  York  delegation 
composed  of  the  representatives  of  the  principal  business  organiza- 
tions of  New  York  visited  Texas,  many  important  features  looking 
to  the  development  of  Texas  were  considered  not  only  by  the 
New  York  delegation  but  by  the  representatives  of  the  business 
ts  in  the  various  cities  of  Texas.  It  was  evident  during 
this  meeting  that  there  was  a  great  lack  of  knowledge  in  regard  to 
Sources  as  well  as  the  laws  of  the  State  of  Texas.  This  lack 
of  knowledge  was  not  confined  to  the  representatives  of  foreign 
states  but  was  shown  to  exist  to  a  large  extent  among  the  citizens 
of  Texas.  Realizing  how  serious  was  this  lack  of  knowledge  on  the 
part  of  all  concerned.  Mr.  Edwin  Chamberlain,  who  was  of  the 
reception  committee  in  charge  of  the  New  York  delegation,  com- 
menced the  organization  of  what  has  since  been  named  the  Progress 
Club  of  the  City  of  San  Antonio,  and  it  is  aimed  to  have  similar 
organizations  in  a  large  number  of  the  prominent  cities  of  Texas. 
The  objects  of  the  organization-  are  to  direct  political  activity  along 
•  rather  than  political  lines  with  the  intent  of  fostering  the 
commercial  interests  of  the  state  and  developing  its  natural  re- 
U'hile  this  organization  has  no  direct  interest  in  the 
special  busic  ented  at   the   Southwestern   Association,   yel 

everything    that    pertains   to   the    betterment    of   the    State   of     Texas 
■    :        degrei    upon  tl 
light   and    sirect    railway   companies   and    it    is   believed   that 
these  various  companies   will   be   interested   to   help    forward   any 
■  lent    having   such   an   object    in    view. 


OFFICERS. 


cted  'or  the  ensuing  year  were  as  foil.. 
dent,   T.   II.  Jenkins,  San  Antonio.    Tex.;  first  vie.   pre  ident, 
r,  do.    lev.:   second    via   pre  ident,    B.    Dysterud, 
idi  in.    V   H.  Judge,    I  *  lei .    1 1  ■ 
bonus  I '.  Miller.  Dalli  ecr<  tarj  .11.    \ 

S.m  Antonio.    I .  ...     |i  r  ,,  presidents, 

•  and  II.  P.   MacGrcgoi,  Dallas;    I.   II.  Stuart,  Waco; 
ing     La.;  H.  I .  Edgai    El  Paso;  W.  A.  Guthrie, 
I..'.  Ward.  Beaumont. 
■..  hold  the  igoj  meeting  at  Dallas,  Tex.,  thi 

The  San  Antonio  meeting  of  the  Southw«  tern    \    ociation  was 

it.  iid.ni. ...  there  being   u  repi 

•  »» 

Michigan    Traction   Co.,   of   Kalamazoo,   i  living 

Dterurban  hue  between  Battle  Creek  and  Marshall,  M 

though  thi 

mil  not  Im-  pm  in  operation  before  September.     The  Mm    tx 

\lbion    and     |  n,g    completion,    and    a     1 ,000- ft 

il   and   Lake   Short    railroadi   and  the 
Kali  i.  .  rection. 


The  chief  objection  to  the  grooved  rail  has  always  been  the 
tendency  which  it  presents  for  dirt,  ice.  stones  and  other  material 
to  collect  In  the  groove,  thereby  increasing  the  loss  of  power  through 
increased  friction  and  poor  contact.  For  keeping  the  groove  ol 
the  rail  clean  in  city  streets  where  ils  tracks  ire  laid  with  grooved 
rail,  the  Washington  (D,  C),  VIexandria  &  Mi  Vernon  Ky.  uses 
a  digger  devised  by  Mr.  .1.  Colvin,  the  superintendent. 

The  form  of  the  device  .is  used  with  maximum  traction  trucks 
is  illustrated  in  the  sketch  on  ibis  page.  Modifications  of  iliis  form 
are  necessary  with  different  types  of  trucks  to  suit  the  amount  of 
space  available. 

'The  essential  parts  of  ilie  contrivance  are  the  two  digger  pieces 
which  are  carried,  one  on  either  side,  just  above  each  rail  and 
immediately  in  front  of  the  forward  wheels.  The  diggers  are  iron 
bars  ixiT_.  in.  and  J  ft.  long,  having  at  their  lower  ends  a  piece 
of  sieel  welded  to  the  bar  ami  made  plow  shape.  When  the  device 
is  in  use  these  Steel  ends  travel  in  the  rail  groove  and  throw  all 
dirt  from   the  groove   toward   the  center  of  the  track. 

The  digger  pieces  are  carried  on  a  frame  comprising  two  pieces 
of  -''..-in.  iron  pipe  through  which  is  passed  an  iron  bar    i -\s   in.   in 


/-£?£/?  ////VG£0  7-0 
DOO/f   POST  2-0" 


I'OK  CLEANING  GROOVED  KAILS. 

diameter.  'The  liar  extends  the  full  width  of  the  Irllek  and  is 
rigidly  fastened  at  both  ends  in  properly  shaped  castings  which 
are  bolted  to  the  truck  frame.  'The  shape  of  the  eastings  will  de 
pend    upon   the   style   of   truck.       The   digger   pieces  are   attached    to 

tl 1  pipes  b)    1'  bolls  as  shown  in  the  detail  sketch,  a  sel     crew 

serving  to  permit  proper  adjustment. 

At  their  outer  ends  the  two  pieces  of  pipe  hear  against  the  spin. d 
castings  mentioned  and  al    theii    inner  ends  come  in  contact    with 

helical    springs   which   in   turn  bear  against    two  collars   held   111   place 

on    the    iron    bar    by    sel    screws.       This    spring    bearing    gives    llexi- 

bility  and  is  essential  to  prevent  the  digger  pieces  hom  being  broken 

1  in.  11  iIh  11     in  the  track  01  1. Hi.  1  causes. 

'To  th<-  inn.  1   .  ml    hi  iln    iwo  pjeci  1  of  pipe  are  rigidlj    fastened 

two   arms    which   are   joined    by    a    cross    piece   and    to    which    is   al 

tached    a    chain    thai    passes    up    through    the    ear    platform    and    en 

in    iron    lever    hinged    al    one    end    to    Iln     .1 post.      It    will 

be  evident  that  the  motorman  b)  raising  1 1 1 i  ^  lever  causes  thi   pieo 

ol    I'M"    1 1'l'    al'. ill    the   iron   bar.  lints   bringing  the  diggei    .11111 

down   into  contact   with  the  rail.     Winn   running   ovei    I    rail  or 

the  digger   » ill   not   be  required  the  di 1    1 an    In  Id 

back  from  lb.    rail  by  chains  to  the  truck  frame  ami  these  chains 

mu  it    in    di  ■  He  is"  -I    uj    the   motormi lui  toi    befon    thi 

into  ai  lion. 


\  new  electrii   line  ha    bei  n  openi  d  bel  ween  Harri  burg,  Pa     and 

In    In    1    ii  1 1 .    .■   1     in. id.     \pi  il    i;th. 


y: 


M  KM    I     K. Ml. WAV    RE\  1 1 W 


[Voi    XII.  No   ? 


MASSACHUSETTS  LEGISLATURE. 


war  the  Massachusetts  Legislature  lias  inaugurated  a  some 

what  urn  p  itters.     Heretofore  the  policy 

keep  the  street  railwaj  confined  to  strict  lines, 

<-tmg  railroads  has  been  allowed  in  but 

irrying  of  freight  has  not  been  permitted  and 

the  lighting  of  streets  is  a  privilege  thai  has  been  withheld.    In  fact, 

all  outside  tendencies  thai  would  establish  a  precedent   for  future 

conflict  with  other  rested  interests,  have  been  considered  an  illcgiti- 

mate  6eld  for  the  street  railway. 

Vs  mentioned  elsewhere  in  this  issue  the  granting  of  lighting  fran- 
chises i"  street  railway  companies  is  under  consideration,  l»>th 
street  railway  and  lighting  committees  having  bills  under  consid- 
eration. 

privilege  of  carrying  United  States  mails  and  small  p 
has  been  extended  in  a  number  of  instances  to  include  baggage  and 
farm  products  on  lines  that  practically  parallel  existing  steam  roads, 
though,  of  o  lines  did  nol  pass  the  farmer's  door  as 

«!•  >  the  electrics.  In  one  or  two  cases,  full  freight  carrying  privileges 
.11  allowed,  though  these  have  been  where  the  electric 
right  angles  to  the  railroad,  and  are  supposed  to  act  a  feed 
ers  for  the  latter,  and  the  grants  were  nol  opposed  by  the  railroad's 
attorneys.  In  these  cases  physical  connections  of  the  rails  of  the  two 
companies  are  to  be  made  and  foreign  freight  cars  are  to  be  hauled 
up  into  country  districts. 

Another  innovation  is  requiring  street  railways  to  pay  a  portion  of 
the  cost  of  abolishing  railroad  grade  crossings  where  the  street 
railway-  have  locations,  Up  to  the  present  time  the  railroads  have 
paid  65  per  cent  oi"  tin-  cost,  the  -tale  25  per  cent  and  the  city  and 
towns  the  remaining  to  per  cent.  The  state  has  already  expended 
$5,000,000  in  its  -hare,  and  this  year  another  loan  of  the  same 
amount  1-  about  I"  he  authorized.  As  a  means  of  making  tile  money 
ther,  it  is  proposed  to  have  the  railroad's  proportion  remain 
the  same,  the  street  railway  to  pay  15  per  cent  and  the  state,  city  and 
town  divide  tin   remaining  20  per  cent. 

\  question  ha-  arisen  late  in  the  session,  which  the  street  railway 
association  proposes  to  fight  to  the  hitter  end.  This  is  the  matter 
of  paying  street  paving  assessments.  In  Pittsfield  there  has  arisen  a 
great  demand  for  the  paving  of  the  main  streets.  The  local  street 
railway  invokes  the  excise  law  passed  in  1808,  which  it  claims  is  a 
lax  by  which  the  companies  pay  for  the  use  of  streets  and 
the  repairs  thereof,  and  so  should  he  exempt  from  further  assess- 
ment- for  -trect  improvemi 

Another  new   prnpo-u -  in  permit  consolidation  of  a  strcci  and 

a  -nam  railroad.  In  the  town-  of  Grafton  and  Upton  is  a  small 
railroad  of  something  under  ten  mile-  in  length  that  ha-  now  been 
paralleled  by  an  electric  line.  Capitalists  have  obtained  control  of 
both  and  also  of  some  connecting  electric  lines  and  want  to 
Consolidate  and  divide  up  the  freight  and  passenger  business. 

In   connection    with   this   a   hill    was    Introduced    to   allow    railroad 

companies  to  purchase  stock  in  sireet   railway  companies  that  is 

about  to  he  reported  by  the  committee.  It  provides  that  after  the 
railroad  company  has  acquired  two-fifths  of  the  stock  of  a  street 
railway  company  the  railroad  commissioners  may  fix  a  price  at 
which  owner-  of  the  balance  of  the  stock  may  sell. 

jhton  S  Randolph  Street  Railway  Co.,  which  is  in  the 
hand-  of  a  receiver,  i-  a  petitioner  for  rather  odd  legislation.  It 
-eek-  to  clear  up  some  of  the  legal  entanglements  hanging  ovei 
operty  by  asking  the  Legislature  to  authorize  it  to  give  a  clear 
title  to  the  purchasers,  the  property  being  about  to  be  -obi  by  order 
of  the  court. 

I  he  Legislature  is  also  considering  a  bill  based  on  a  recommenda- 
tion of  the  governor  that  locations  granted  by  boards  of  aldermen 
ami  selectmen  be  approved  by  the  railroad  commi-ioncrs.  The  bill 
will  probably  pa--. 

11  defining  the  expenditures  for  which  street  railway  com- 
panies may  get  authority  to  issue  bond-  or  stock  has  been  passed,  on 
the  advice  of  the  railroad  commissioners,  who.  heretofore,  have  been 
left  to  their  own  judgment  to  decide  what  was  a  legal  expenditure 
to   be   met    in    tin-    \ 

The  law  authorizing  street  railway  companies  to  carry  road-mak- 
ing  materials  for  cities  and  towns  has  been  extended  SO  thai  on, 
company  may  transfer  such  loaded  ears  to  another  line  in  cases 
where  one  company'-  line  does  not  extend  from  the  city  or  town 
through   to   the  quarry. 


I  he     -treet     railway     e lulllee    i-    aboUl     to    i.-poit     a     hill    to    in 

Corporate  a  company  to  huild  a  line  from  the    New    York   Slate  line 

to  Springfield  through  an  extreme!)    parsely  settled  locality,  and  in 

doing    so    will    grant    nnu-ual    privileges    in    the    way    of    carrying 

freight,  etc     It   is  the  longest  line  sindet 

but    a    great    many    people    ha\c    grave    doubt-    if    the    road    will    lie 
built  even  with  the  extraordinary    privileges  allowed.  Kim. 

THE  SPRAGUE  COMPANY'S  NEW  BOSTON 
OFFICE. 


1  in  Spragui  Electric  Co,  ha-  found  il  neci  isarj  to  move  u 

t"ii  office  into  new  and  larger  cpiarter-  to  enable  it  to  handle  the 
increasing  business   in  the  New    England  district      The    company 

has  takm  a  suite  of  offices  in  the  Weld  Building,  170  Federal  St., 
which  is  ,,ne  of  the  most  desirable  office  buildings  in  Boston,     ["he 

location  is  extremely  g I  and  i-  convenient  to  the  South  Ter- 
minal Station  which  i-  almost  opposite.  Tin  W'ebl  Building  is  a 
new  and  modem  office  building  with  well  lighted  offices  and  the 
fastest  running  elevators  in  the  city.  Mr.  II.  ('.  l-'arnsworth  con- 
tinues a-  manager  of  the  Boston  office  He  ha-  recently  added  to 
hi-  -tall  .Mi,  George  D.  Simmons,  who  wa-  formerly  superintendent 
of  the  Hawks  Electric  1  1 


DAVENPORT  &   SUBURBAN  RY. 


April  uth,  the  Davenport  &  Suburban  Ry.,  was  granted  a  fran- 
chise for  the  construction  and  operation  of  street  car  lines  in  the 
city  of  Davenport,  for  a  period  of  25  years.  The  franchise  pro- 
vides that  the  company  shall  pay  to  the  city  the  sum  of  $2,000  per 
year  as  a  bonus,  commencing  August.  1905,  shall  commence  work 
within  90  days  of  the  acceptance  of  the  franchise,  and  shall  allow 
the  Davenport  &  Western  Ry.  the  use  of  the  Fourth  St.  tracks  for 
one  train  an  hour  on  the  annual  payment  of  2  per  cent  of  the 
cost  of  construction  of  the  track  so  used.  The  Davenport  <\ 
Suburban  accepted  the  franchise  as  soon  as  it  was  granted  by  the 
council  and  deposited  the  $10,000  forfeit  provided  for  in  the  ordi- 
nance. 


BULLOCK   ANNOUNCEMENT. 


The  Bullock  Klectric  Manufacturing  Co..  of  Cincinnati,  make-  the 
following  announcement  in  regard  to  matters  concerning  which  it 
states  false  reports  have  been  circulated,  much  to  the  annoyance  of 
the  company  : 

The  Bullock  company  is  not  and  does  not  contemplate  negotiating 
the  sale  of  its  plant;  the  company  is  a  close  corporation  and  none 
of  its  stock  is  owned  by  it-  competitors;  the  controlling  interest  is 
owned  by  the  officers  of  the  company;  the  company  is  now  building 
machines  up  to  ,1200  kw.  and  has  under  construction  a  new  shop 
which  will  give  facilities  for  making  units  up  to  io.ooo  kw.  capacity; 
the  only  patent  suit  now  pending  is  in  relation  to  Tesla  induction 
motor  patents;  the  company  has  not  been  sued  on  its  direct  or  alter- 
nating current  generators,  rotary  converters  or  transformers,  and  it 
thus  far  won  all  the  patent  cases  in  which  il  ha-  been  involved. 


♦  •  » 


INTERURBAN   TERMINAL  AT  CINCINNATI. 


The  Interurban  Terminal  Co..  of  Cincinnati,  which  is  capitalized 
at  $100,000,  wa-  incorporated  May  2d  for  the  purpose  of  providing 
terminal  facilities  for  the  entrance  of  interurban  railways  into  Cin- 
cinnati. The  incorporators  of  the  company  are  G.  R.  Scrugham, 
1  II.    Worthington,   J.    M.    Kennedy,   Lee    II.   Brooks,   W.    E. 

Mutton,  C.  11.  Davis  and  Guy  W.  Mallon.  A  deal  was  recently 
clo  ed  for  the  purchase  of  a  large  tract  of  ground  on  Sycamore 
street  for  this  company.  The  depot  which  is  to  he  erected  on  this 
site  will  be  six  stories  in  height  and  will  contain  trackage  on  the 
ground  floor  to  accommodate  a  number  of  cars.  The  depot  will 
not  be  exclusively  for  the  lines  of  the  suburban  syndicate,  but  if 
any  other  interurbans  entering  Cincinnati  desire  to  have  a  terminal 
at  the  depot  they  will  be  accommodated, 

*  •  * 

The  Georgetown  &  Lexington  1  Ky.  1  Traction  Co.  put  three  new- 
cars  in  commission  on  its  interurban  line  May  1st. 


M  \v  20,  1902] 


STREET    RAILWAY    REVIEW. 


293 


ALL  YEAR   ROUND  CARS. 


Open  oar-  for  the  summer  season  are  demanded  by  tlie  public 
on  small  as  well  as  large  roads,  and  where  there  are  interurban 
connecting  lines,  amusement  narks,  or  where  the  roads  run  Car  into 
the  suburbs,  it  is  almost  impossible  to  operate  successfully  without 
them.  On  the  warm  days  of  spring  and  autumn  the  receipts  are 
usually  substantially  increased  by  their  use. 

On  the  other  hand,  open  cars  eat  up  their  profits  during  months 
of  idleness  in  the  car  barns.     The  expense  of  a  double  equipment 


BRILL  SEMI-CONVERTIBLE  CAR  FOR  BEAVER  VALLEY. 

rs.  trucks,  and  motors,  and  the  consequent  enlargement  of  car 
barns,  is  heavy.  A  double  equipment  of  merely  the  car  bodies  re- 
duces the  initial  expenditure,  but  is  seriously  objectionable  on  ac- 
count of  the  time  and  lal>or  required  in  changing.  The  popularity 
of  the  open  car.  from  the  standpoint  of  the  manager,  is  further  di- 
minished by  complaint-  from  the  public  if  it  is  not  taken  off  the 
street  on  the  first  chilly  day.  or  put  in  service  on  every  unseason- 
ably warm  day. 
The  public  makes  no  allowance  even  if  it  considers  that  to  meet 
wishes  would  require  a  double  equipment  instantly  available  at 


BRILL  CONVERTIBLE  CAR-CLOSEH 

all  times.     In   fact,  the  demand   for  an  open   car  is  hardly   less    im- 

•  •  than  the  demand   for  a  car   which   will    mi  nditions 

and  "in  of  seat  1  n 

Almost  every   year  since  the  first    .pen  car   was  built,   there   have 

car  suitable  for  use  all  the  year  round, 

many   of   which    were    failure-       Some    were   clumsy    in 

difficult  to  "perate.  and  many  of  them  had  no  side  entrance.    The 
nd  has  increased  notwithstanding  the  many   failure-. 
There  are  two  convertible  ear-,  thosi    which  contain 

movable   parts   when    not    in    use.   and   those    from    which    the 
movable    p. 1  1       The    limitations    and    defect!    urged 

-'  to  make  changi   .  thi 

■  r  1 1  y  made  at  the  place  of  storage,  the 

tiging,  the  upied  in 

time  of  changing  dependent  upon  gn.  Future 

weather    conditio 

ntaincd  convertible  iar-  was  undertaken  by 

Mr   John  A.  Brill,  of  the  J    G    Brill  Co.,  with  the  following  require 

in    view:   the    car   when    closed    must    be    weather-proof ;    Hi' 

windoi  f  regulatioi                        ightly  parti  .1    ociatcd 

with  tl  '..    left  in  evidence;  in  all,  a  box 

car  of  the  usual  type,  including  all  the  pre  ent-d                       The 

car  when  op  the  movable 

part*  rntir<'  I    within    the    roof   in     11.  b    a    manncl    .1      nol 

ind,  to  include  all  thi 
•  rtible  mo  h 
ani»m   must   1*    simp 


The  Brill  convertible  car  ha-  long  passed  the  experimental 
and  the  company  stales  a  large  number  having  been  m  service  for 
several  years  in  different  part-  of  tin-  country,  South  America  and 
Europe,  they  have  been  thoroughly  tried  under  varying  conditions, 
and  in  every  case  have  fully  answered  expectations.  At  the  Paris 
Exposition  of  1000  this  car  was  awarded  the  Grand  Prix  entirely 
upon  the  merits  of  its  convertible  system 

The  Brill  convertible  car  does  not  differ  in  appearance,  ex- 
ternally, from  the  standard  types  of  open  or  closed  cars,  except  in 
a  few  insignificant  details.  Nor  doe-  11  differ  in  strength  of  con 
Struction,  no  feature  having  been  gained  at  the  ex- 
pense of  strength  and  durability.  The  conversion 
from  one  type  to  the  other,  is  accomplished  in  a  lew 
minutes,  without  stopping  of  car. 

The  distinctive  features  of  the  Brill  convertible  ear 
consist  of  a  set  of  posts  carrying  a  complete  set  of 
-ash.  panels,  and  roller  curtains;  and  a  recess  in  the 
roof  so  constructed  as  to  contain  within  very  narrow 
limits  these  sash,  panels,  and  roller  curtains,  com- 
pletely hidden  and  securely  held. 

The  panels  arc  made  of  two  sheets  of  metal,  be- 
tween which,  at  intervals,  are  horizontal  -bits.  Being 
elastic,  these  panels  conform  to  the  curved  outline  ol 
1  he  posts.  The  sash  are  made  in  two  parts,  hinged 
together,  the  division  being  well  above  the  line  of 
Sa-h  and  panel-  apparently  slide  in  the  same  groove  (one  is  within 
the  other),  and  separate  on  entering  the  roof  recess  without  the 
intervention  of  switches  or  mechanism  of  any  kind.  The  Brill  round- 
corner  seat-end  panels  permit  the  roller  curtain-  to  be  drawn  to  the 
floor. 

The  same  classification  made  in  the  foregoing  with  reference  to 
the  method  of  disposing  of  the  movable  parts  applies  to  the  win- 
dows of  the  semi-convertible  cars.  The  car  i-  either  -elf-contained 
or  with  detachable  windows.  The  limitations  and  defects  of  the 
detachable  system  are  of  course  the  Same  as  mentioned  before.  An 
other  class  should  be  added,  namely,  that  in  which  the  -a-h  drop 
into  pockets  in  the  wall.  The  disadvantages  of  this  method  are  said 
to  be  that  it  detracts  from  the  interior  width  of  the  car.  and  adds 
lo  the  height  of  the  window  rail,  and  the  pocket  affords  a  receptacle 
for  newspapers  and  rubbish,  which  soon  clog  it  up. 

The  chief  difference  between   the  convertible  and  the   semi-con 
vertible  car  lies  in  the   fact   that    the   former  has   side   entrance   lib' 
the  ordinary  open   car,   to   permit   of    rapid    loading   and    unloading. 
While   this   advantage    is    important   on   many    roads,    the    semi  con- 
vertible car  is  considered  by  other  managers  to  be  the  most  satis 


INTERIOR  ol     Bt.AVKR    VALLEY  (  AH. 

factory    tyli  ol  cai  foi  interurbi rice,  .1    being  safei  where  the 

peed  il  high,  and  in El lenl 

1  In    large  windows  and  low  window   rail,  together  with   thi    at 
range 1  foi     toring  th<     ash  in  thi    roof,  an    thi    chief  features 

of  thi  iii, 1.    1  n      ii    doi     noi  otherwise  differ  in  ap- 

i I- '    1 ' He    11  H. il  typi    "i   '  lo  .1  d  .  .11     1     ing   the  monitor 

deck,    droop,, 1    platform      cro        eal     ami   centre    ai  le       Another 
point  in  the  Brill    'i tibli  cai  on  which    in      1    laid  is  the 

addil "ii b  "i  ' I.  ai  1  uallj   ; !  1   m      1  hi   comforl  ol 


•H 


STREE  I     RAILWAY    KIA  LEW. 


XII,  No  5 


l  by  wider  aisles  and  long,  - 
this  extra  width  i  ■••  iilmut  "i  any  wi 

th       I  he  ""I   pockel  s,   w indow  -.  and   rolli  i 

tains  is  practically  the  same  ;h  in  the  convertible  car,  the  diffi 

thai  the  roof  pockets  are  narrower,  and  the  wim 
and  tl  not  lunged  together. 

r  has  said  thai  the  astonishing  facility  with 
which  the   windows  arc-   raised  and   lowered  ensation 


5?  ?«??»?  ft  *  '  t  •  t  ■  ♦ 


CONVERTIBLE  CAR    OPEN. 

akin  to  thai  experienced  in  assisting  in  a  sleigbt-of  hand  perform- 
ance li  is  accomplished  before  ones  eyes,  bul  jusl  how  is  nol  ap 
parent.  Investigation  reveals  the  fact  thai  the  sections  "f  the 
window  rate  and  thai  the  lowei  and  larger,  in  being  raised. 

sli.Us  up  behind  the  smaller,  and  engaging  it  automatically  without 
pausii  il   into  the  roof. 

■»  • » 

A   NEW   ELECTRIC  RAILWAY  TRUCK. 


Within   the   past    few  months  the    Powell  &   Turner  Trucl 
of  107  Washington  St.,  Troy,  N.  Y..  lias  brought  out  a  new  form  of 
truck   for  electric  cars,  which   has  been  termed  the  "New   Century" 
truck. 

In  presenting  the  new   type   the   company   make-   the   following 
claims:   The  truck   has  an  exceptionally   long  car  carrying   spring 
hearing:    it    has   a    right    and    left    side    spring    with    one   end    to    lin- 
ear   sill,    while    the   other    end    engages    with    a    cross    spring    which 
supports  the  car  at  its  ends,  allowing  hut  the  platform  and  timbers 
I  the  spring  hearing:  it  is  non-oscillating  while  in 
motion;  it  will  carry  its  load  all  on  one  end  and  not  tip  down,  but 
will  carry  the  car  body   straight;   it   has   an  equalizing  bar   which 
carries  the  weight  from  the  end  of  the  truck  frame  to  the  journal,  it 
ng   at   one  end   of  the   equalizing   bar.   which   takes 
all   the  jolts  and   jar  off  the   wheels    while   passing  over   the    joints. 
ind   switches;  il   is  constructed  entirely  of  steel:  its  frame  is 
made    in    a    truss    shape   and    warranted    not    to   bend:   all    the   prin- 


LIVERPOOL  CORPORATION   TRAMWAYS. 

The  first   annual   report   ol  the  general   manager  of  the   Liver] I 

Corporation  Tramways  has  just  been  published,  covering  lh< 

ending    Dec    31,    1001,   tins    being    1  -    'if    elcctril 

The  transfei  of  the  hues  was  made  from  the 

..1  United   ["ramways  &  Omnibus  Co.  on  the  3isl  ol  August, 

1897,  when  the  lea  lines  in  the  city,  which  were  owned  by 

rporation,  had  over  17  years  t"  run.    The  purchase  price  was 

fixed  by  agreement   at   £567,375.     At   that  tune  the  total  length  of 

single  track   was  aboul    75   tildes  and   the  number  of  cars   111 

.•.'17.     The  changing  and  rec truction  of  the  hue-  was  taken  up 

immediate!}  after  tin-  purchase  and  one  route  was  equipped  with 
the  overhead  trollej  system  as  an  experiment  and  was  opened  Nov. 
16,  1808.  The  experience  with  this  road  was  such  as  to  do 
away   wiih  the  objections  winch  had  been   formei  igainsl 

the  overhead  system,  and  it  was  eventual)]  decided  i"  reconstruct 
the  whole  of  the  existing  system,  pulling  iii  electric  traction,  and  also 

10  build  about  40  miles  ..f  additional  track  for  which  Parliamentary 
powers  win   grained.     I  he  work  of  reconstruction  was  comn 

in  January.  1897,  and  by  October,  IO0O,  nearly  100  miles  "f  line  had 
been  reconstructed.      I  he  lasl   horse  car  in  the  city  was  taken  off 

ll .i.l    oil    Dec.    15.    [gOO.       I  he    track    has    been    laid    with    60- ft. 

girder  rails,  weighing  0?  lb.  per  yard,  having  a  tread  of  2%  in. 
in   width  and  a  groove  of   1   in.  by    I    in. 

Various  joints  have  t»  including  tin-  Cooper  patent  rail 

joint,  the  Falk  cast  welded  joint  and  the  ordinary  fish  plate  joint. 
Win  ii-  the  latter  has  been  u  ed  the  bonding  has  been  by  means  of 
two   Xo.  0000  "Crown'    flexible   bunds. 

The  paving  has  all  been  laid  upon  a  Portland  cement   foundation 
0  in.  in  thickness,  and  is  principally  of  granite  sets.      11,. 
In  this  are  about  four  miles  when    \ustralian  hard  wood  blocks  have 
been   used  and  a  length  of  one  mile  laid  with  prismatic  oak  blocks. 
Ill,    construction   of   'he    roadbed    was   carried   out    by    the   corpora- 
tion under  the  supervision  of  the  city  engineer.     Some  of  th, 
work,  which  is  very  complicated,  was  supplied  by  the  Lorain  Steel 
Co.;    one   junction    supplied    by    this    company    comprised    10   points. 
The  overhead  electric  equipment  was  carried  oul  by  Messrs.  R.  \Y. 
Blackwell  &  Co..  Ltd..  London.    On  narrow   streets  span  win 
slruction  is  used,  and  where  arrangements  could  be  made  lb 
were  supported  by  rosettes  attached  to  the  buildin  her  side 

of  the  street.     Wherever  the  streets  were  sufficiently  wide  to  permit 

11  center  poles   were  used. 

1  be  power  for  the  road  is  supplied  at  500  volt-  pressure  from  the 
power   station   of  the   corporation,   which   also   supplies  current   for 
lighting   and   other   power   purposes.       Two   new    stations  are   in  the 
course    of    construction    and    when    completed     will    each     hi 
capacity  of  15.000  h.  p.      The  units  adopted  in  these  stations  consist 


PnWEI.t,  .v  TIKNEK  "HEW  CENTURY"  THICK   USED  IN  ALI1ANY. 


cipal    pni,    :in     riveted    together;    it    has    a    new    three  lever    wheel 
brake  believed   to   be   exceptionally    powerful    and    reliable;    its  parts 
niple.  durable  and   stn 
The  "New  Century"  truck  has  been   running  for  the  past  eight 
months  on  tin-  Albany  division  of  the  United  Traction   Co.,  of    \1 
bany,    N.    Y.    Messrs.    Charles    Powell    and   James   Turner,   patentees 
of   the   truck    are   experienced    railway   men         Mr.   Turner   is    fore 
i   the  electrical  department   of  tin-   New    AJbia  barns  of  the 
United    Traction  Co.     Mr,    Powell  was  for  year-  connected   with  the 
Gilbert    Car    Manufacturing   Co.,   of    Troy,    X     Y. 


The    Kansas    City-Leavenworth    Railway    Co.    will    erect    a    new 
depot  at  its  present  terminus  in  Fort  Leavenworth. 


of  a  Willans  engine  of   1,200  h.  p.  direct  connected  to  a  Si 
dynamo,  giving  an  output  of   1.450  amperes  at   550  volts. 

The  gross  profits  for  the  year  amounted  to  £147.057  and  the  net 
credit  balance  to  £52,822,  out  of  which  is  to  be  drawn  a  sum  for 
both   depreciation  and   renewals. 


lb,-  company  which  has  begun  tie  construction  of  the  proposed 
Nashville  (Tenn.)  &  Gallatin  and  Nashville  &  Columbia  lb, in. 
Kys.  contemplates  a  third  line  which  will  conned  Nashville  nd 
Huntsville  by   way  of   Murfreesboro,   Shelbyville  and   Fayetteville. 

Charles  W.  Ruth.  Frank  llaskall  and  John  11.  McMillan.  ,,f  Titts- 
burg.  are  reported  to  be  the  principal  promoters.  Construction  work 
I-  in  charge  of  J.  II.  Connor-.  Wilcox  Building,  Nashville. 


May  jo.  iqo.2-] 


STREET    RAILWAY    REVIEW. 


2l>5 


LONDON'S  TUBES.   TRAMS  AND  TRAINS. 


An  interesting  paper  on  this  subject  was  read  by  Mr.  ]■  Clifton 

Robinson,   before   the   Society   of   Arts,   London,   on    March    19th. 

Within  the  past   u  months  two  pressing  problems  regarding  rapid 

transit  in  London  have  come  prominently  before  the  public  mind. 

One  of  these  is  how  the  "tangle  of  locomotion"  in  the  Metropolis 

i-  to  Ik.-  straightened  out  and  relieved,  and  the  other  is  the  question 

of  the  greatly  extended  use  of  electricity   in  locomotion.     Mr.   R> .1  > 

inson's  address  included  a  review  of  the  past  progress  ol   electric 

traction,  a  statement  of  its  present  position,  more  especially  as  re 

London,  and  a  glance  forward  to  its  future  development. 

Nearly  20  years  ago  the  author,  at  the  request  of  the  Royal  Scot 

5  net)   of    \n-.  read  .1  paper  on  tramway  traction.     At  that 

time  the  cable  hail   .1 1 1  -~ t   come   into   vogue  in    America   and    was    Eat 

in  advance  of  any  other  form  of  mechanical  power  for  surface  lines. 

He  then,   however,   expressed    the   view    that    we   should   do   well   to 

e  an  open  mind  for  future  developments,  and  since  then  In 
whole  time  has  been  devoted  to  the  practical  application  of  electric 
power  at  home  anil  abroad.  He  was  engaged  10  year-  ago  to  pre 
pare  the  plans  and  carry  forward  to  completion  the  construction 
and  equipment  at  Bristol  of  the  6rsl  electric  tramway  in  Greal 
Britain  built  under  the  existing  stringent  regulations  of  the  Board 
of  Trade. 

In  reviewing  the  past  history  of  electric  traction   in   England   the 
insufficient  and  meagre  advance  made  in  that  country   in  the  direc- 
tramway  extensions  at  dered  largely  due  to  the  tram- 

t  of  1870.    The  burdens  and  hindrances  laid  by  that  act  upon 
motcrs  of  tramway   enterprises   have   been   so  great    that    the 
of  tramways   in   the    United    Kingdom   showed   in    1890  only 
about  160  roads  in  existence,  covering  less  than  1.000  miles  of  route. 
A    few    of  these   sections   were  operated   by    cable,   locomotives   were 
1  a  few  others,  while  all  the  rest  of  the  lines  in  the  kingdom 
used  horse  propulsion.     In  view  of  the  obstacles  put   in   the  way  of 
tramway    building   a    determination    seems   to   have   been   arrived    al 
that  cars  should  not  be  allow  t«  in  London's  most  crowded 

and  therefore  most  necessitous  thoroughfare-.  Vet,  111  -pile  of  this 
blunder  the  returns  show  that  with  about  one-eighth  of  the  mileage 
of  the  kingdom,  suburban  London  supplied  about  one  third  of  the 
number  of  p  Notwithstanding  this  encouragement  to  pro- 

ride  more  of  such  a   manifestly  popular  means  of  urban   travel,   we 
see    to-day    in    London    on    one    side    an    obvioi)      nee     iity    tor    the 
>nt  of  the  means  of  locomotion  to,  in  and  through 
the  metropolitan  •  other  side  .1  mosl   bittei   oppo  1 

lion  on  the  part  of  nearly  every  man  in  power  and  an  endeavor  of 
local  authorities  to  hamper  and  obstruct  attempts  to  grapple  boldly 
with  the  vast  and  pressing  problem. 

Prei  •■  ard  of  Trade  regulations  two  suc- 

work  a   tramway  by   the  overhead   trolley    system 

had  been  made  iii  England.     The  first  electri  which  fol 

1  the  Board  of   1  in  1894  and  winch 

tlformity    therewith    was    the    one    in    Bristol 

:ied.     This  hue  proved  an   instant    success  and  has 

ted  without   -iopi  idem  in  iln     i\   intervening 

lib    1.1   ..11  electric  tramway   in  a  city   formed 

lard  for  future  guidance.     It  proved  0  that    1  dis 

pened  up  under  electric  traction  which,   with  only 

'11  -  gradients,  have  remained 

without   a   Iramw  1     n     thi    con  ei  ion   of   the 

of  Bristol  from  doubt  or  opposition  to  enthusia 
that  tl  •  io  convert  .  11  11 

g<    in  variou  undi  1 

ion.    a  tin.   power  bun  '   lately  completed  and  1 

00  more  if. 
.  ontinuoua  growth  of  the  compan 
An  import  elopmenl  of  electrii   traction  was 

if  the  Light  Railwa)     A.  1  in  1805.    Winn  | 

ity    for    trai  lion    had   not    ad 

III    the 

Ufldl  r  it    for   the  first    iK  month  .      I  In    pi 

:    lining  of  thi 
numb)  •  and    foi    1 

■I     thi      '!•! 

1  foi  eld  tii''        1    'i 
.in-  rathei 


anomalous,  as  for  each  oi  these  different  styles  of  roads  different 
law-  and  practices  exist.  If  a  tramway  is  to  be  constructed,  the 
General  Tramways  Act  of  [870  with  its  purchase  clause  and  other 
difficulties  block-  the  way.  Light  railways  come  under  a  different 
law  but  with  difficulties  peculiarly  their  own.  The  railway  stands 
on  a  still  different  footing  and  it  possesses  the  distinct  privilege  "I 
going  before  Parliament  on  its  merits,  an  advantage  hitherto  denied 
tramway  undertakings.  It  was  especially  recommended  by  a  joint 
committee  of  Parliament  which  sat  last  year  that  the  London  prob 
lent  should  be  largely  met  by  means  of  underground  lines  within 
the  more  conge-ted  parts  of  the  city  and  it-  immediate  suburb-. 
joined  up  for  the  purpose  of  interchange  of  traffic  with  electric 
surface  tramways,  etc..  in  the  suburban  districts.  It  is  here  a 
curious  anomaly  is  encountered.  To  follow  these  rules  under 
existing  arrangements  the  surface  lines  must  be  promoted  as 
tramways  while  the  tunnels,  although  designed  to  form  integral 
portions  of  the  through  service,  must  be  promoted  as  railways.  In 
on,-  ease  'I"'  two-thirds  consent  of  the  various  local  authorities 
concerned  must  be  obtained  by  previous  negotiations  or  the  project 
will  fail,  while  a  railway  whether  it  be  a  tube  or  shallow  tunnel 
comes  at  once  into  court  on  its  merits,  and  cannot  be  wrecked  by 
interested  opponents  or  obstructive  municipalities.  The  author  joins 
with  everyone  who  has  recently  spoken  or  written  on  the  subject, 
that  one  of  the  greatest  obstacles  lo  electric  progress  in  (ire. 11 
Britain  has  been  the  discouragement  presented  on  the  one  hand  to 
scientific  and  manufacturing  skill  and  on  the  other  hand  to  financial 
enterprise,  by  the  shackles  and  hindrances  which  legislation  has 
imposed. 

There  has  been  evidence  of  sonic  gradual  change  of  public  feeling 
as  electric  lines  have  been  opened  up  to  traffic  and  the  real  benefits 
of  the  service  have  become  manifest.  But  the  irreconcilable  oppo- 
nent of  tramways  in  any  shape  still  exists  and  the  hardness  "I  heart 
of  local  authorities  in  striving  to  impose  impossible  conditions  is  as 
yet  little  abated,  Small  \\ •  0 o Ui  it  1-  thai  Great  Britain  lags  behind 
the  world  in  electrical  development  and  that  even  when  the  lighting 
and  tramway  project  has  succeeded  in  being  authorized  it  is  neces- 
sary  to  cmnc  I"  the  United  Stales  for  much  of  the  plant  and  ma- 
chinery special  to  such  undertakings, 

line  point  of  government  interference  referred  I"  by  the  speaker 
which  threatens  to  give  great  trouble  to  electrical  undertakings  of 
all  kind-  i-  the  determination  of  the  postmaster  general  to  intro- 
duce clauses  alleged  to  be  required  for  the  protection  of  the  tele 
graph  ami  telephone  wires  which  would  place  in  the  hands  of  the 
post  office  the  power  of  controling  every  electrical  undertaking  in 
the  country.  These  clauses  are  certainly  harmful  to  tramway  enter 
prises.  Attention  is  also  drawn  to  another  sign  of  danger  to  electric 
traction    1     regards  underground   Inn-  or   -hallow   railways   under 

I  he  -I  terl-.  parks,  etc.  A  paper  recently  read  at  a  meeting  of  the 
Auctioneers'   Institute  "f  the  United   Kingdom  dealt  with  the  "prob 

li  in   of   the   inii'-."     The   paper   dealt    principally    with    the   land 

owners'  position  in  this  matter,  and  it  is  pointed  out  that  only  such 
.1    depth   "1    ground    1-   vested    in   the   road   authority   as   is   needful    to 

enable  sewet  .  etc.,  to  be  constructed  and  the  mad  to  be  kept  in 

repair,  while  all  the  soil  below  belong-  to  tin-  adjoining  land  owner 

Owing  lo  the  great  value  of  the  surface  it  is  often  customary  t" 
-ink  double  basements  under  the  sidewalks  and  in  other  cases  to  run 
connecting  tunnels  under  the  streets  between  two  buildings  of  the 

ownet  on  either  side  of  the  street.    As  the  tube  railways  are 

urn  ai   various  levels  theit   con  trucl might   rendet    11   impossible 

in  i'. iii  .  out  double  basements  ot   subways,  ami  tin.  1 1 

constitutes   a   danger    signal    to   which    pr ters   of    underground 

"ubi  do  well  i"  take  in  .  .1. 
Having  thai    glanced  al  the  earlier  history  of  electric  traction  in 
London  and  indicated  somi   ol  tin   difficulties  which  have  hampered 
in  the  pa-t  and  ulm  li    nil  threaten  in  the  inline,  the  author 
ded  to  d<   'id"   the  outlook  in  the  immediate  future,    Of  elci 

"     '      in  1  "ii'lon  Hi.   leading  pi pied  by  the  opet 

thi   1  ondon  1  nited.    li  is  generally  known  thai  the  I Ion 

Council  obtained  control  of  the  tramways  in  S..111I1  London 
<i".  and  that  the  actual  progress  there  is  limited    0  fai 

1  in  'I,  i"  .1  'l' 1  i"  I"  r iverl  .1  i'"i 

ii' f  tin  orse  cat   lint     h  1  undi  1  gt ound  conduit.    The 

Middlesex  Count'.  Council  b.i  .  owing  to  the  prci  ure  of  public 
opinion,  abandoned  it  obstructivi  tactii  10  that  it  will  in  the 
future  work  in  hart  ith  thi   enterpri  e  in  which  the  develop 

mint  of  gull'  1  London  1 .  10  largely  concerned 


296 


STREET    RAILWAY    REVIEW. 


[Vol    Ml 


A-  regard-  "tube"  electric  railways,  the  position  in  London  shows: 

i  ION. 

The  Citj  >\  South  London  Railway,  opened  in  i**'. 
Waterloo  >\  Gtj  Railway,  opened  in  i8g& 
i  Railway,  opened  in  1900, 

LINES    UNOEI  ION. 

Waterloo  &  Baker  Street  Railway. 
Northern  >\  City  Railway. 

I  In-  last  named  differs  from  mosl  of  the  othei  "tube"  lines,  in  bo 
far  that  it  i-  constructed  with  tunnels  "f  16  ft  diameter,  so  as  to 
allow  ordinary  railway  stock  to  run  over  it>  rails. 

II  N  (  -      \l    imn 

1.    Brompton  >V  Piccadilly  Circus  Railway. 

_>.    Charing  Cross,  1  uston  >v  Hampstead  Railway. 


The  lines  in  operation  have  served  the  double  purpose  of  afford- 
ing ■  great  publii  luburban  t< 
of  opening  il                  London  to  the  great  possibilities  in  economy, 
in  I  comfort  hi  a  properly  organized  electrii 

in  traction    amounting    t"    41    miles    of 
mule  are  shown  by  the  map  t"  cover  ■  large  extent  "f  the  ■■■ 
and  southwestern   suburban  district     The  proposed  extensio 
the  surface  lines  f..r  which  authority  is  now  sought  coutpri 
miles  of  electric  tramways  and  light   railway-.     Hire  1-  aTi  example 
nf  the  tangle  of  tramway  legislation.     These  lines  are  admittedly 
required  and  the  assent  of  the  local  authorities  to  build  them  has 
heen  obtained,  but  the  County  Council  in  the  position  of  a  rival 
promoter  has  the  power,  as  the  other  authority,  to  step  in,  and 
by   refusing  assent,   prevent    the   promoters    from   presenting   the 
11  its  merits  d.  Parliament     In  Beveral  cases  the  promoters 


MAP  OF  LONDON'S  TUBES  AND  TRAMS. 


,t.    City  &  Brixton   Railway. 

4.  Great    Northern  &   Strand   Railway. 

5.  Xnrlli   Wc-t    London   Railway. 

The  above  enumeration  give-  the  following  figures: 

Route  miles. 

In  operation    15^ 

Authorized  and  under  construction 36^ 

The  accompanying  map  show-  all  the  existing  and  proposed  tram- 
ways as  well  as  other  railway-,  etc..  in  the  district  of  the  London 
United  system.    The  following  i-  a  short  tabular  statement: 

Miles. 

Electric    tramway-    in    operation |6 

Electric  tramways  now    under  construction 42 

Electric   tramway   extension-   proposed    15 

Electric  tramways  as  light   railway-  proposed S'/i 

trie   tube   railway-   proposed 13 

Total    -M'. 


have  concluded  agreements  where,  in  consideration  of  large  outlays 
for  Street  improvements  they  have  secured  franchises  of  50  and  2$ 
years  respectively,  with  power  of  purchase,  in  some  cases,  as  a 
going  concern. 

COMBINED   SURFACE   AND   TUNNEL   SYSTEM. 

There  is  in  British  tramway  practice  a  difficulty  which  docs  not 
present  itself  to  the  American  or  the  Continental  engineer,  namely: 
the  universality  of  out-ide  -eat-  on  British  tramway  cars.  De- 
spite the  austerity  of  the  climate  on  occasions,  there  is  a  strong 
public  desire  for  outside  trawl  such  as  seem-  not  to  prevail  any- 
where else  in  the  world.  Hence  there  has  always  been  the  hard 
and  fast  line  of  demarcation  between  a  railway  carriage  and  a 
tram  car,  while  in  nomenclature  the  two  have  heen  one  in  America. 
But,  except  under  special  circumstance-,  it  would  be  impracticable 
to  adapt  a  shallow  tunnel  to  accommodate  top  -eat  car-.  The 
London  United  Ry.  will  make  use  of  the  Greathead  shield  method 
of  constructing  these  tunnel-  and  at  the  same  time  reduce  to 
minimum  the  inconvenience  al  the  stations  by  mean-  of 
arrangements    in    the    form    of    moving    platforms,    ventilating,    etc.. 


May  jo.  1902.] 


STREET    RAILWAY    REVIEW. 


297 


to  attract  the  public  by  lessening  the  objections  more  or  less 
inseparable  from  an  underground  line.  Interchange  of  traffic  and 
minimum  fares  will  be  made  special  features,  carrying  out  even 
more  fully  than  the  joint  committee  suggested  facilities  for  tlnough 
travel  from  the  center  of  London  to  its  vast  western  and  south- 
western suburbs.  Communications  will  be  opened  with  all  other 
tube  railways  whose  course  may  be  touched  or  crossed  50  t I1.1t 
the  very  widest  facility  will  be  provided  for  expeditiously  travers- 
ing the  whole  of  the  suburban  and  metropolitan  areas  with  a  maxi- 
mum of  ease  and  a  minimum  cost  on  the  part  of  the  passenger. 

It  is  believed  that  from  the  principles  of  construction,  installa- 
tion and  operation  the  same  success  in  conducting  the  traffic  will 
be  attained  as  has  been  achieved  on   the  electric   surface  tramways 

Oder  the   same  administration   and   management.      The  routes 

followed  by  the  London  United  Electric  Rys.  are  seen  from 
the  diagram.  They  consist  of  two  principal  lines,  making  in  all 
about  13  miles.  The  first  of  these  is  the  east  and  west  railway 
extending  from  Charing  Cross  to  Hammersmith  where  an  ex- 
tended loop  will  embrace  both  Shepherd's-bush  and  the  llammer- 
smith-broadway  with  a  tunnel  under  the  river  to  the  Richmond 
Mortlake  Tramway  terminus  at  Barnes.  Second,  the  north  and 
south  line  running  from  the  Marble  Arch  via  Sloan  St.  and  Batter- 
sea  Park  to  Claphatn  Junction.     The  importance  of  this  project  will 

n  as  providing  full  interchange  of  traffic  east,  west,  north 
and  south,  and  the  cost  of  the  works,  lines  and  stations  apart  from 
power  house  and  equipments  is  estimated  at  about  .vVj  millions 
sterling,  the  total  estimate  including  acquisition  of  properties,  sta- 
ir., being  £5,413,250.  The  capital  represented  by  tubes,  trams 
and  trains  in  and  about  London  alone  will  represent  when  com- 
pleted an  expenditure  of  not  less  than  £50,000,000. 

TUBE    RAILWAYS    IX    LOXDON. 

The    Northwest    London    line,    running    from    the    Marble    Arch 

:ng    the    Edgeware    Road    ha-    a    length    of    4'4    miles.      The 

Charing  Cross.  Eustofl  &  Hampstead  Ry..  the  contract   for  the  main 

part  of  which  ha-  been  let.  has  been  ordered   by  the   1'arliann  iiui  \ 

joint  committee  to  stand  over  till  the  present  session.  This  line 
will  effect  a  connection  at  Charing  Cross  with  the  London  United 
as  will  the  northwest  London  line  at  Marble  Arch,  thus  affording 
to  the  public  valuable  transfer  facibn 

The  Raker  Street  &  Waterloo  Ry.  is  in  the  central  position  be- 
tween these  two  and  the  original  route  of  three  miles  is  nearing 
completion.  An  extension  to  Paddington  will  undoubtedly  be 
built  in  due  course. 

The  Great  Northern  &  Strand  Ry.  is  6J4  mile-  as  at  present  laid 
out  and  though  it  offers  no  through  connections  with  other  tubes 
under  the  present   plans  this   will   doubtl  1    bi    rectified.     Ar- 

rangements can  l>c  made  for  an  interchange  between  the  London 
United  and  the  Metropolitan  District  at  Charing  Cross.  rhis 
would  secure  through  connections  with  the  northern  suburbs  and 
with    the   populous    distl  tile    -ystein    of    the    i   nited 

•ric  tramw.! 

The  Great   Northern  &  City   Ry..  now  being  completed,  lias  tubes 

which    arc    l'>    ft.    m    diameter.       The    differenci     in    diameter    pre- 

direcl    interchange   of   traffic    with    other    underground 

nt  it  will  have  a  joint  station  with  the  City  &  South  London 

Ry..  and  in  this  way  will  bring  h  into  direct  com 

munic.it  ion. 

While  northward-  1-   found  great   progress   with   tin-   111 

.  round  rail*  and  el   pre 

sent   a  blank.     The   City   K    South    London    1      hown   comet   to 

Clapham    Common    and    was    the    first    electrii     railway    mi    London. 

The  Waterloo  i no  h  an  important  point  in  South  London, 

but    lie  rUCted    lOUth    of   Oxford    St. 

and  west  of  Waterloo   Hi  1 
From  Paddington  to  Kennington  Oval,  via  Victoria  1     >i  0  the 
th   London  Junction   Ry.     Covering  mi 
intended  to  erved  by  tin-  e 

ondon  1  Initi  d  Elo  tie   K-.    ,  pr< 

,  pro U  '1  bj    'in    <  i 

I' lilt)    8    t  My    Ry.,   an  I    the 

tral  London  Ry.     Hie  two  latter  extend  into  the  city. 
PORA  !!'■  0  IMPANY. 

tulhor  from  the  earlic  t  period  ha    been  ■<  /-.don    ad 
of  railway   ■  being   in  tie    hand     of   incorporated 


panics  rather  than  in  the  hands  of  local  authorities.  Even  in  the 
largest  provincial  cities  difficulties  have  already  arisen  in  the  ex- 
tension of  tramways  beyond  the  civic  boundaries.  In  London  the 
argument  in  favor  of  a  company  undertaking  such  works  is  espe- 
cially powerful  and  is  the  more  emphasized  in  the  face  of  a  strong 
desire  shown  in  many  places  that  the  tramways  there  should  he 
in  the  hands  and  under  the  management  of  the  London  County 
Council.  The  Council  does  not  govern  the  whole  of  the  Metropoli- 
tan area  and  even  within  its  own  bounds  it  possesses  only  a  joint 
authority  with  a  multitude  of  municipalities.  How  could  the  ini- 
tial 16  miles  of  the  Loudon  United  have  been  brought  into  exist 
ence  and  operated  had  it  been  left  to  any  combination  of  local  au- 
thorities to  project,  construct  and  operate  them?  The  company  has 
been  at  a  great  disadvantage  from  the  multitude  of  authorities  with 
which  it  has  had  to  deal,  but  it  had  a  unity  of  purpose  and  even 
negotiations  with  three  County  Councils  and  ,?o  District  and  Urban 
Councils  did  not  daunt  it.  This  multitude  of  councils  might  have 
projected  and  constructed  each  its  own  bit  of  line  and  they  might 
even  have  operated  these  fragments  as  one  system,  but  each  section 
would  have  had  its  staff  of  Parliamentary  agents,  engineers  and 
contractors  and  each  one  would  have  demanded  its  share  of  the 
profits,  if  any  could  arise  from  such  a  jumble  of  ownership  and 
management.  The  accounts  would  be  voluminous  and  their  ac- 
curacy would  be  practically  impossible,  while  the  hosts  of  officials 
would  be  disastrous  to  the  funds. 

In  what  form  shall  the  power  be  applied  on  surface  tramways? 
To  this  question  the  author  unhesitatingly  answers  on  behalf  of  the 
overhead  trolley.  It  has  as  yet  no  rival  in  economy  of  construction, 
in  simplicity  of  operation,  in  safety  and  in  economy  as  regards  pas- 
sengers. In  expressing  this  opinion  the  author  quoted  from  his 
article  in  the  "Review"  for  January.  1001.  on  Electric  Tramways,  as 
lollows: 

"Is  there  any  other  adaptation  of  electricity  that  will  probably 
outrival  the  overhead  trolley  for  general  use  under  all  conditions 
within  the  next  leu  years?  I  confess  1  have  seen  nothing  as  yet 
that  would  suggest  this.  Every  point  of  view  must  be  looked  at 
before  one  system  can  be  pitted  against  another.  Is  it  cheaper,  more 
efficient  in  operation,  as  convenient  in  daily  use.  as  trustworthy  in 
all  weathers,  and  as  reliable  tinder  all  conditions;  can  it  cope  with 
all  and  every  development  of  the  public  demand,  is  it  free  from 
danger  to  passengers  and  the  public?  Thus  examined  I  see  nothing 
in  any  of  the  existing  conduit  or  surface- contact  systems  to  com- 
mend them  either  to  the  practical  tramway  num.  or  to  the  engineer. 
The  aesthetic  objection?  Is  that  a  sufficient  reason?  Edinburgh, 
or   at    least    its    Lord    Provost    thought    so.    for    refusing   the   electric 

overhead  wire,  so  economical  in  construction  and  communication  to 

outlying  districts.  I  think  not,  and  shall  probably  continue  to 
think   so  ten  years  hence." 

There  is,  of  course,  a  probability  of  startling  discoveries  in  ac- 
cumulators and  some  Other  discoveries  in  electricity  which  might 
upset  all  existing  ideas  and  send  generators,  poles  and  trolleys  to  the 
scrap  heap.  These  things  are  of  course  possible,  but  they  are  not  at 
present    "within    the    range    of    practical    politics."      And    even    if 

such  a  day  should  come  the  overhead  trolley  lines  could  be  changed 
wnli  la  capital  sacrifice  than  any  Other  known  system.  The  sur- 
face contact  system  is  not   favored  by  the  author,  largely  on  ac 

count  of  the  rattle  and  noise  of  the  skates.  In  Paris  the  lines  011 
this   system  originally   laid   down   are   being   superseded   by   the   Over 

h.ad  trolley,  although  at   Wolverhampton  the  corporation  has  en 

0  1.  'I  011  a  bold  Scheme  of  allowing  t  I  '  .■  miles  to  be  equipped  in  this 
way.      In    View    ot    the   many   changes   and    improvements    which   are 

constantly  occurring  in  this  field  the  author  is  a  little  careful  as  to 

prophesying,  but   he  expressly  limits  lus  opinion  to  the  nexl   ten 

eai     and  belli    1     that  even  at  that  time  nothing  better  will  prob 

ably   be    found    foi    I. Ion   than   the  plans  established   by   last    yeai 

Parliamentary   Committee  in  regard  to  the  problem  of  intercom 

In  11 1I1011    111    the    city. 

«  ■  * 

Aii  electrii  lint   from  Batavia,  N'.  v.,  to  Lake  Ontario,  via  Medina, 

1  projected  and  actual  construction  woik  will  In-  begun  before  the 

end    of    the    V  :il  . 


I  In-  Newport   1  K.   I.i  &  Bristol   Ferrj    Railroad  Co.,  which  was 

rporated  in  March  to  build  an  Interurban  in  Rhode  Island,  has 

effected  •>  temporarj  organization  with  James  Anthony,  of  Middle 
town,  a    chairman. 


298 


STREET    RAILWAY    REVIEW 


|V,„    XII,  No.  s. 


MASSACHUSETTS   REPORT. 


I  In-  thirty-third  annua]  report  of  the  Board  ot'  Railroad  Commis- 
si been  issued,  cover 
ing  the  li-ial  year  ending  Sepl  .to.  1901.  Reports  w< 
from  tig  railroad  companies.  Eighteen  new  companies  wi 
ganized  during  the  fiscal  year  under  the  general  law,  and  five 
companies  were  organized  under  special  laws,  while  20  companies 
have  been  consolidated  with  other  companies.  This  reduced  tin- 
total  number  of  companies  to  >n:  of  these,  66  are  operating  their 
own  roads;  the  railways  "f  17  were  operated  by  other  companies 
under  lease  or  contract;  14  have  organized  and  are  constructing 
ilieir  railways,  and  i  have  organized,  but  have  not  commenced  the 

COnStl  Ul  tion    Of    their    lilies. 

The  total  miles  of  main  track  operated  is  2,215-459,  an  ini 
of  243.905  over  the  previous  year.  It  is  also  to  be  noted  that  the 
use  of  horses  as  motive  power  has  entirely  ceased  in  Massachu- 
setts, the  last  two  roads  which  had  used  them  have  substituted 
electricity.  All  of  the  track  owned  is  surface  railway,  with  the 
il  6.644  miles  "i  elevated  railway  line  and  6.468  miles  of 
ond  track.  All  the  elevated  track  is  confined  to  Bos- 
ton 

ichusetts  companies  now  own   1,904.744  miles  ,.1 

railway   lines.   272.233  miles   ..I'  second  main  track   and    I32.OOO  miles 
Of    side    track,    making    the    total     length    of    track    2,309.066    miles. 

fhe  difference  between  the  miles  operated  and  those  owned  by  the 


Gr.isf  at\d  jve<  Earning*  from  Operation   per  Mile  of  Main  Truck 
Owned,  1S92-J: 


AvftUO 

Kl  Milk  or  Tbace. 

YEARS. 

Omit 

Expenses  of 

Nil 

Earning!. 

Operation. 

Earning*. 

1892 

»12.V'«0 

#9,312 

♦3,608 

1893 

12,392 

8,582 

3,810 

1894,        

11,972 

8.321 

3,651 

1895 

12,127 

8,359 

3,768 

1896 

11,627 

8,274 

3,353 

1897 

11,187 

7,713 

3,474 

1898 

10,998 

7,589 

8,409 

1899 

10,469 

7,132 

3,327 

1900 

10,452 

6,878 

3,574 

1901 

9,998 

6,690 

3,308 

Gross  and  Xet  Earnings  from  Operation  per  Car  Mile  Run  and  per 
Passenger  Carried,  1890-1901. 


AWiuoi  res  Car  Milk. 

AVKRaGE  1'KR  PaSHEXCBI. 

TEARS. 

Oreu 

Earnings. 

Expenses 

of 
Operation, 

Net 

Earning, 

Oroaa 

Earning*. 

Espcntra 

of 
Operation. 

Net 
Earning,. 

1892,        . 

33.01 

23.69 

9.32 

5.05 

3.62 

1.43 

1893,      . 

31.39 

21.74 

9.65 

5.07 

3.51 

1.56 

1894,      , 

30.28 

21.05 

9.23 

5.04 

3.50 

1.54 

1895,      . 

30.20 

20.82 

9.38 

5.07 

3.50 

1.57 

1896,      . 

27.69 

19.70 

7.99 

5.08 

3.61 

1.47 

1897,      . 

25.68 

17.71 

7.97 

5.12 

3.53 

1.59 

1898,      . 

24.80 

17.11 

7.69 

5.11 

3.52 

1.59 

. 

24.74 

16.87 

7.87 

5.09 

3.17- 

1.62 

. 

24.46 

16.10 

8.36 

5.06 

3.33 

1.73 

1901,      . 

15.66 

7.74 

5.02 

3.36 

1.66 

JWcentage  of  Operating  Expends  to  Gross  Earnings,  1S92-1901. 


Gross  Earning! 
from  Opcr.iiii.ti. 


I  rporallng 

: 


Percentage 
of  Expenses  to 

r.iu  inn,--.. 


. 

19,79* 

71.74 

12,768,581 

1893,    . 

I0,X 

7,501 

69.86 

1 

. 

ll.t: 

7,7. 

69.61 

- 

. 

13,184,342 

68.88 

1896 

1  It  1 

10,51 

71.16 

1,880,891 

1897,    . 

1531 

14,040 

68.95 

4,911,887 

1898 

11,672,731 

0:1.111 

1899,    .... 

18,1 

78,488 

68.80 

... 

19,999.640 

13,159,947 

66.80 

1901 

81,761 

14,665,141 

66.98 

7,801,199 

Comparative 

Increase 

vf  Itaitiuay  MtUagt  ami  Volume  of  Traffic. 

tlAU. 

It. 11.. 7 
Mileage.* 

,„.„.. 

ree 

teal. 

l-a.eeng.ra 
Carried 

lacrtaa* 

c .  11 

1892,  . 

755 

_ 

_ 

fit, I. 

- 

_ 

1893.  . 

874 

119 

10 

218,'.. 

19,94 

10 

1894,  . 

929 

65 

I'. 

220,464,099 

6,912,'".ii> 

:t 

1895,  . 

IJ078 

149 

in 

39,330.2ii9 

IS 

1896,  . 

1,277 

Is 

198,1  - 

32,'iC  1.6:16 

U 

1897,  . 

1,111 

137 

11 

308.H- 

16,8! 

1 

1898.  . 

1,638 

124 

■i 

-'.',629 

22.'." 

7 

1899,  . 

1,736 

198 

12 

366,724,21:: 

28,834.584 

8 

1900,  . 

1,913 

177 

10 

896,027,198 

38,3' 

11 

1901,  . 

2,177 

■j<:  1 

14 

-'6,935 

88,499,787 

10 

Totals, 

1,422 

1S8 

239,354,993 

lit 

•  Leofth  of  main  track  oitnrJ. 


Capital  Stock,  AY,   income  and  Dhid*ld*%  1892-1902* 


TEARS. 

Cepllat  Sl,„k 

N.t  Iml.ilile 
Income. 

Itleldenda 
Declared. 

'•ercreilage 
on  T.-tal 

Capital  si..,*. 

1892 

#23,5911,636 

11,905,680 

$1,582,697 

6.71 

1893,    . 

25,883,575 

1,993,399 

1,716,637 

8.61 

1894,    . 

26.971,275 

1,812,668 

l,6ln, s-., 

6.97 

1895,    . 

27,906,685 

2,267,355 

1,606,196 

5.76 

1896,   . 

30,727,818 

2,280,776 

1,802.x  17 

;,.s; 

1897, 

32.670,273 

2,593,147 

1,965  243 

MM 

1898,    . 

38,933,917 

2,534,002 

2,076,233 

:,.:« 

1899,    . 

41,380,143 

2,502,912 

2,318,398 

5.60 

1900,    . 

48,971,168 

3,037,502 

2,409,874 

«.'.-■.> 

1901,   . 

51,069,933 

3,398,183 

3,417,117 

BJtS 

Employees  and  Equipment,  1SC/2-1901. 


YEARS. 

Employee* 

Cars. 

Oihcr 

Vehicle*. 

lliir.c. 

Electric 

7.185 

3,679 

552 

6,734 

_ 

1893 

8,070 

4,040 

681 

3,531 

3,013 

1894,    .                ... 

7,451 

4,058 

1,790 

2,014 

3,9l)6 

1895 

8,018 

4,426 

1,755 

1,136 

1,7.11 

1896 

9,130 

4,913 

1376 

878 

5.958 

IW'7 

9,716 

5,844 

1,953 

683 

6,908 

1898,    ..... 

10,416 

5,731 

1,997 

605 

7.643 

1899 

11,944 

6,042 

2,076 

465 

8,530 

1900 

12,766 

6,531 

2,371 

455 

9,545 

1901 

14,749 

6,997 

2,488 

11.284 

companies   is   due   to  the   leasing   of   certain   track  outside  of   the 

state  from  companies  that  do  not  report  to  the  Massachusetts 
in. .ud.  The  mileage  given  as  owned  by  the  companies  is  exclu- 
sive of  the  track  in  the  subway.  The  new  construction  during  the 
last  year  addetl  242.70?  miles  of  stieet  railway  lines  to  the 
chusetts  roads  and  20.823  miles  of  second  main  track,  making 
263.526  miles  of  additional  main  Hack.  There  have  also  been 
added  7.797  miles  of  side  track,  making  a  total  addition  of  271.323 
miles    1  if    single    track. 

The  total  capital  stock  and  net  debt  of  the  street  railway  coin 
panics  of  the  state  advanced  during  the  year  from  $84,715,097  to 
$99,611,185.  The  averagi  CO  I  of  the  railways  per  mile  of  main 
track  was  $23,953  for  construction,  $8,677  f"r  equipment  ami  $11,- 
666  for  lands,  buildings,  power  plants  and  permanent  properties, 
making  a  total  average  cost   of  $44,297  per  mile  of  main   track. 

The    gross    assets    of    the    companies    were    $107,250,655,    and    the 
,  compared  with  the  previous  year,  amounted  to  $8,550,581. 

The    gross    liabilities,    including    capital    slock,    were    $103,598,024, 
which  shows  a  gain  over  the  figures  for   1900  of  $8,535,096. 

The    total    income   of   the   companies    from    all    sources    was    $2.1,- 
'79-304.  and  the  total  expenditure-    irji  hiding   dividends.    ,vere  $JJ.- 


Mai   20,   IOmJ 


STREET    RAILWAY    REVIEW. 


299 


,98,337,  leaving  a  net  balance  of  $.8,933  to  be  deducted  from  the 
surplus  "t"  previous  veers. 

The  total  amount   of  dividends  declared  last   year   was  ¥3  JI7, 
„7   an  increase  of  $1,007,243  over  the  preceding  year     Forty-three 
out  01  119  companies  paid  dividends  ranging  from  2  to  10  per  cent, 
and   76   companies   paid   no   dividends. 

The  total   number   of  passengers   earned   during   the   last   year  by 

all  the  companies   was   4aa5-""a".   :>"   increase  ol    38,499.737   f>as- 

rs  ,,ver  the  previous  year,  and  the  total  number  ol  miles  run 

Street   ears   was  93.005.225.   an   increase  of    11.254.457  ™les   over 

the  previous  year. 

The  number  of  persons  injured  in  connection  with  street  railway 
operation  for  the  fiscal. year  was  2,533.  of  who,,,  76  received  fatal 
injuries  The  number  of  passengers  injured  was  t.620,  of  whom  20 
were  injured  fatally.  The  injuries  to  employes  were  77,  '"  ••>"  '" 
which  17  were  fatal.  The  number  of  injuries  to  iravelers  on  the 
streets  was  836,  of  which  39  were  fatal.  This  shows  two  more 
passengers.  14  more  employes  and  0  less  travelers  on  the  streets 
fatally  injured  than  in  1900. 

The  report  of  the  commission  points  out  that   the  conditions  and 

restrictions   under  which  street  railway  locations  have  been  granted 

.how   a   range   of  grant    from   that    in   the   nature    of   a   gift   to   that 

upon    conditions    calling     for    extraordinary    expenditure    by    the 

company     Grants  to  the  same  railways  are  often  radically  different 

in    the  'various    town    through    which    they    pass.      In    on,     ca         the 

local  board  reiving  upon  the  advantage  to  demand  future  returns 

in   accommodation   and   low    fares,    may    give    the   use   of   the    street 

„p.,n    liberal    terms;    in    another,    the    local    board,    thinking    it    best 

..,-ure   at    once    full   compensation    for  all   that    it    gives,    imposes 

n  the  same  company  heavy  expenditures  a,  a  condition  of  the 

right    to   use   the    Streets.      As    railways    have   become   mon    inter,,, 

ban   in  character,   the   need   of  greater   uniformity   in   respect   to  the 

litions  atta  "its   of  locations  is  apparent  in  order  to 

„e    just     terms    as    between    the    St  Unities     which     they 

of  rules  of  stole  policj      The  effect  of  the 
ersit,  ,,f  opinion  among  local  boa  fond  matters  ol 

purely   local   inti 

While   the    street    railway    service    in   many    instances    is    very   ex- 
cellent,  in  others  the  evils  of  over-capitalization,  of  the   building 

..,,1,    no   gl  I    for    their    existence,    and    tin     pi 

..f  paying  dividends   and   thi ropi  1    maintenance  an 

■    „  impaired  properties,  lack  of  propel   cai   equipment 
„„i,„t    power   plants   and    Boor   track   and    road    beds       Where 
prompt  remedy  should  be  applied  through 
the   jmm<  tenditure   of  the  money   necessary   to  bring   the 

property    up   to  tin    proper   stand.-,, d.     Financial    incon  1  1 

temporary  embarrai  meni  to  di  idend  paying  powei   offet     no  n 
for  delay     The  recent  consolidation  of 

brought     to    more    than    one    v.  IB    the    •advantages    of 

gth    and   abb-    management,    from    whirl,    ma)    I"    1 
•  I   improved   equipment   ami   service. 

,1    the   number   of   p  carri,  d    la  1 

r   upon   the   entire   railway   system   of    Bo  ton  he  n 

to  make  use  of  evei     additional  opportunity   for 

I,   great   in.  rea  c  upon  thi 
ed   part   of   the   system   provi     the   popularity  of  rapid   transit. 
ommodatiom   are  f.,r  behind  the  demand   for  them,   and   addi 

t   tie-  ■    will I  a,  well 

.  who  travel  daily  from  their  honv     to  ,1, 

■   B  I Id  be  provid 

..,-  ,1,,    i'„,;„d  of  Railroad  Commi    i tri  foi  the 

1  -     1     1  I  ■'■     Bi  ' •"", 

Clinton    V, 


THE  CHICAGO,   ELGIN  &  AURORA   NEAR 
COMPLETION. 


ing  thi  third  rail  on  tl     • 

Elgin  .-.  I" 'I  and  il ipbli f 

i  (,,r  within  a  Tort  time.     I  he  1  hou  ■ 

iplctcd   and   conl  .         tOI 

nl   from  thi 

iribuicd  U  I  ll"'  '":"1  WM"" 

wi\\  1,.  Warrenville,  Lombard  and 


NATIONAL  AUTOMATIC  CYLINDER  LUBRI- 
CATOR. 


Che  accompanying  illustrations  show  two  views  of  the  National 
automatic  forced  feed  cylinder  lubricator,  made  by  the  Stephenson 
Manufacturing  Co..  of  Albany,  N.  Y..  winch  is  designed  to  lubricate 
the  cylinders  of  all  kinds  of  steam  engines,  pumps,  air  compressors 
and  'similar  machines  with  regularity  and  without  regard  to  the 
temperature,  consistency  of  oil  or  distance  from  wind,  it  IS  used. 
This  lubricator  operates  only  while  the  machinery  is  running  ami 
feeds  in  proportion  to  the  speed  of  the  machine,  thereby  avoiding 
any  unnecessary  o,l  in  the  condensed  steam.  The  connecting  arm 
Shown  in  the  illustration  is  attached  to  some  moving  part  of  the 
engine  and  the  pawl  on  tins  arm  gradully  turns  the  ratchet  wheel 
at  the  back  of  the  lubricator.  By  Suitable  mechanism  the  back 
ratchet  wheel  moves  the  lop  ratchet  wheel  at  the  rate  oi  one  tooth 
,,,  each  revolution  of  the  back  wheel  and  the  oil  reservoir  IS  drawn 


^Uiric"0' labium 
NATIONAL  AUTOMATIC  CYLINDER  LUBRICATOR. 

up  against  a  stationary  piston.  This  motion  of  the  cylinder  forces 
the  o,l  through  an  outlet  to  which  the  parts  to  be  lubricated  are 
piped.      A    Check    valve    is    placed    in    the   outlet    to   prevent    the    escape 

of  ,„1  when  the   removable  reservoir  is  taken  out  to  be  refilled. 

The  quant, IV  of  o,l  to  be  led  is  regulated  b)  setting  the  pawl  on  the 
back    ratchet    to    the    different    rows   of    teeth    and    the    feed    may    be 

increa  -I  to  an)  d 1  extent  by  setting  the  ratchet  to  take  two  or 

,„.„,  teetn  ,,,  an)  row.  For  high  speed  engines  this  lubricator 
,  hl, ,m  hed  with  an  attachment  which  permits  reducing  the  feed 
,.ls  i,lU  :i  ma)  I,  desired,  and  at  the  same  tune  maintaining  a  regu 
(al  ,,„,  p0SitiVe  feed.  These  lubricators  are  used  by  the  North 
Rivet  Electric  Light  &  Power  Co..  New  York,  the  Troy  City  Rail 
wa)  Co.,  the  United  Traction  Co.,  of  Albany,  the  Union  Railway 
Co.,  of  New  Yoik  City,  the  Syracuse  Traction  Co..  of  Syracuse, 
:s.  V.,  the  Milwauket  Electric  Railway  &  Light  Co..  and  in  othei 
prominent  plants. 

■»  ■  » — 

NEW  CARS  FOR  NORTH  JERSEY  COMPANY. 

Wc  have  in  1  learned  some  interesting  particulars  in  regard  to 

,l„   60  cai     which  the  North  Jersey  Railwa)  Co   has  ordered  ti 

the  John  Stephenson  Co.,  of  Elizabeth,  N.  J. 

M,     bodies   will   have-   longitudinal    Beats    and  are   to  be  32  ft, 
long,  with  ten  window a  side,     I  be  platforms  are   1   ft,  6  in. 

long,   making   I I       I'    I'     0V«    lb-   d.,   hi  Hi*   plal  forms   have 

open  ,,,  itibules.     In  the  centet   -1  each    idi    bun.,,,  thi    window 
i,  !fford     paci   foi  thi  pipi   ,etc,  of  the  heater.    'Ibis 

0|     ||,,      h0l     water    typi      "Hi,    lie'    'lore    llllllg    hellealh    llle    bo.lv    ol 

,1,,.  ,  ,,      1  h,  ,  ,,    ari   mini, led  for  heavy  suburban  service  and  are 
1  quipped   "itb   foui    lar| toi 


1  ,,..,,  \\,  tinghou  1    rotor)   ifi  rtet     ol    100  1       eai  h  have   n 

cent!)  been  purcha  ed  b)  thi   Manchesti  r  (N.  H.)  1  1 ,  1  i  |hl  8 

,  ,,      n„  ,    wi||   i„    located   al    Hooksett,    N.    II  .  and   will 

i„.  1 ,,    1 11    opi  rat 1   the  1  and    Man-  hi  it,  1 

branch  ol  thi    Boston  S   M. Railroad,  thi     road  hat  ing  1  iiti  red 

into itra,  1    foi   powi  1    with  the   Man,  h.   ti  1     ["rat  tion,   I  ighl   .v:. 

1  he  ma,  In,,,    are  to  be  supplied  with  threi  pha  -   alti  1 
natini  rid     ill  di  livi  1  dire renl  al  600  ■  oil 


STREET    R  VILWAY    k'K\  LEW. 


[Vol.  XII,  No.  5. 


AUTOMATIC   FEED  WATER   PURIFIER. 


I  In-  1  water  1*  always  of  tin-  greatest  im- 

portance in  a  power  plant,  and  our  readers  will  all  be  interested  in 
the  purifying  apparatus,  ■  sectional  view  of  which  is  shown  in  the 
accompanying  engraving.  The  operation  oi  tins  purifier  is  designed 
to  be  entirely  automatic  and  ti"  matter  whether  the  intpuritie 

>i~t   ..1   sabs  in  Bolutii r  mechanically  suspended  matter,  it  is 

claimed  thai  the  water  issuing  From  the  apparatus  will  be  in  perfect 
condition  for  the  boilers.  The  only  attention  required  is  the  filling 
"f  the  storage  receptacles  once  each  day  with  the  propei  proportions 
of  lime  and  soda  ash.  I  he  purifier  consists  substantially  of  an  auto- 
matically acting  lime  saturator,  shown  at  the  left  as  a  conical  tank, 
a  soda  chamber,  which  is  a  cylindrical  pipe-like  receptacle,  and  an 
automatic  filter  in  the  main  part  of  the  apparatus,  ["he  turn  tl 
thoroughly  mixes  the  lime  with  the  incoming  water,  the 
water  being  carried  t"  1  lu-  base  "f  the  cone  by  an  internal  pipe  and 


AUTOMATIC  FEED  WATER  PURIFIER. 

to  the  top  through  the  more  densely  saturated  solution  at  the 
bottom.  By  the  time  it  gets  to  the  top,  the  lime  water  is  perfectly 
clarified,  and  leaves  the  saturator  through  a  pipe  which  carries 
11  to  the  bottom  of  the  large  cylinder.  This  portion  is  known  as 
the  react imi  chamber,  and  a  concentrated  solution  from  the  soda 
chamber  is  forced  into  it  through  a  small  pipe.    The  difference  in  the 

!-  by  which  the  soda  and  lime  arc  dissolved  is  because  of  the 
greater  solubility  of  Soda,  which  makes  it  practicable  to  dissolve 
a  sufficient  quantity  for  _>j  hours  at  one  time  in  the  small  soda 
chamber  and  send  it  into  the  reaction  chamber  as  required.  The 
soda  solution  is  forced  out  of  the  soda  chamber  by  allowing  water 
lo  flow  in  through  a  small  regulating  valve,  the  difference  between 
the  specific  gravity  of  the  untreated  water  and  the  soda  solution 
living  sufficient  to  prevent  the  rapid  mixing  of  the  two. 

Much  ingenuity  has  been  shown  in  the  details  of  the  apparatus 
whereby   the  correct   proportions  of  the   mixture  in   the   reaction 

chamber  are  secured.  There  is  a  floating  valve  in  a  distributing 
tank  at  the  top,  by  means  of  which  the  level  oi  the  water  is  always 
kept  the  sann.  and  the  arm  is  connected  to  three  small  valves  at 
an  equal  height,  the  first  one  allowing  the  inflow  of  the  untreated 
water,  the  second  for  the  lime  water,  and  the  third  for  the  water 
which  is  n~ed  to  force  the  soda  solution  into  the  reaction  chamber. 
The  lime  is  slaked  in  a  chamber  adjoining  the  distributing  tank. 
and  the  lime  paste  resulting  is  carried  to  the  interior  of  the  conical 
Inn.  saturator  to  a  point  about  half  way  from  the  top.  The  un- 
ci water,  the  lime  water  and  the  soda  water,  remain  in  the 
reaction  chamber  at  th<  1  1  part  of  the  large  cylinder  until  the 
chemical  reacttion  of  the  sail  ted  and  the  purified 

water  then  passes  thtough  a  filter,  to  be  discharged  at  the  relief 
valve  softened  and  clarified.  The  sediment  that  results  from  the 
chemical  action  in  the  reaction  chamber  is  precipitated  to  the  bottom 
of  this  chamber  and  can  be  readily  drawn  off.     An  automatic  wash- 


ing arrangement,  winch  is  provided  for  the  filter,  prevents  anj  chok 

ing  up  of  the  apparalu-  at  this  point  I  hi-  i-  particularly  ingenious. 
a  loppmg  of  the  lih.i  un,  ih,  water  t,,  us,-  until  the  syphon,  N, 
begins  to  act,  allowing  water  to  escape  through  pipe  (  >.  and  draw 
nig  air  through  the  pip,.  I.,  which  dislodges  the  sediment;  then  a 
quantit]  of  washing  water  is  admitted  which  cleanses  the 
filler  bed  anil  carries  the   sediment   OUt    through   I  I. 

Two  principal  advantages  are  claimed  for  this  apparatus,  aside 
from  the  fact  that  is  works  satisfactorily,  line  is  that  il  requires 
absolutely  no  attention  other  than  the  charging  once  a  day  with 
lime   and    soda,    the    removing    of    sediment    and    the    testing    of   the 

water    to    see    that    no    change    in    its    com) tion    has    taken 

Mus,    operations  can   be  done  in  a   few  minutes  and   the  apparatus 

left  to  us, -if  f,,r  the  remainder  of  tin  day.  The  other  special  ad- 
vantage is  that   ii"  chemicals  other  than  ordinary  Ihne  and   soda 

are  used  in  the  process,  .and  that  after  the  apparatus  has  been 
installed  in  a  power  bOUSC  the  operating  company  I-  at  liberty  to 
buy  these  reagents  in  the  open  market.     Tin-  purifier  has  been  Used 

to  a  great  advantage  in  a  large  number  of  European  plants,  but  its 

introduction  into  this  country  is  of  recent  date. 

The  rights  for  the  United  States  are  controlled  by  the  Auto 
matic  Water  Purifying  Co..  of  New  York,  which  will  handle  all 
business  iii  this  country. 


THE  CARR  FENDER. 


The  accompanying  illustration    shows   the   street   car   fender   dc 

signed  by  Mr.  B.  M.  Carr,  of  St.  bonis  Tin-  fender  is  in 
metal,  the  front  of  the  deck  being  rubber  co\  erccl,  and  is  detachable 
from  the  car.  Tin  deck  projects  about  3  ft  in  front  of  the  car 
and  normally  is  carried  as  low  as  is  possible  without  striking  the 
pavement.  The  deck  has  a  jointed  tubular  frame  and  spring  sup- 
porting  slats,  and   is   held   in   the   service   position   by   means   of   coil 


springs  at  either  side.  On  the  car  is  a  weight  which  in  connected 
with  the  deck  and  with  a  spring  latch  in  such  manner  that  by  operat- 
ing a  lever  the  motornian  may  lift  the  weight  and  close  the  latch 
adjusting  the  deck  in   position 

The  point  of  the  fender  deck  being  carried  low  a  body  on  the 
track  is  scooped  up  and  as  the  additional  weight  comes  upon  the 
deck  the  latch  mentioned  is  released,  permitting  tne  counterweight 
to  drop  a  short  distance,  which  raises  the  front  part  of  the  deck. 
and  thus  prevents  the  object  picked  up  from  rolling  off  again. 

The  adjustment  of  the  fender  is  made  when  the  car  is  taken  out 
of  the  barn,  and  in  event  of  accident  the  action  is  automatic. 


THE   "PERFECTION"   RAIL  BOND. 


A  typographical  error  on  page  244  of  our  April  issue  caused  us 
lo  state  the  maker  of  the  "Perfection"  rail  bond  as  the  Protection 
Rail  Bond  Co.  This  should  have  been  the  Perfection  Kail  Bond 
Co.     The  general  sales  agents  arc  P.  I!    Bad)  and  G.   M.  Willis,  with 

heaquarters  at  No.  1504  Monadnock  Block,  Chicago. 


Iln     Grand    Rapids.    Grand    Haven    &-    Muskegon    Railway    Co. 
inaugurated    an    interurban    express    service    between    Grand    Rapids 

and  Muskegon,  in  April. 


May  jo,  igoa-] 


STREET    RAILWAY    REVIEW. 


301 


MOTOR-DRIVEN  AIR  COMPRESSORS. 


The  verj  general  adoption  of  pneumatic  tools  in  shops  where 
electric  current  is  available  lias  resulted  in  a  constantly  incn 
demand  for  electrically-driven  simple  and  compact  compressing 
units,  to  meet  which  the  Christensen  Engineering  Co..  of  Mil- 
waukee. Wi-..  lias  designed  a  complete  line  of  motor-driven  com- 
pressors ranging  in  capacity  from  j\  _■  to  1.000  cu.  ft.  of  tree  air  per 
minute.  Of  these  tlie  smaller  sizes  are  made  for  portable  a-  well  as 
nary  use. 

The  type  M  compresser,  which  we  illustrate  herewith,  is  built  in 
capacities  from  jo  to  I.ooo  CU.  il.  of  tree  air  per  minute. 

The  motor  and  the  compressor  are  designed  to  be  compact  and 
self-contained.  The  air  is  compressed  in  the  cylinder,  shown  on  the 
left,  by  a  double  acting  piston  which  i-  operated  by  means  of  a  con- 
necting r.nl  and  steel  crank  shall;  the  latter  is  mounted  in  bearings 
located  within  the  frame  of  the  machine.  This  shaft  carries  on  the 
motor  end  a  helical  gear  which  is  driven  by  a  pinion  on  the  arm- 
ature shaft  of  the  motor.  The  whole  machine  is  mounted  on  a  sub- 
stantial cast  iron  base.  Both  the  cylinder  and  the  valve  bead-  are 
water  jacketed  throughout  and  the  clearance  spaces  have  been  re- 
duced to  the  lowest  practicable  limit. 

The  suction  and  discharge  valves,  which  are  identical  and  inter- 
changeable, are  arranged   in   cast    iron   heads   bolted    directly   to  the 


CHRISTENSEN  TYPE  M   MOTOR  DRIVEN  AIR  COMPRESSOR. 

cylinder,  and  consist  of  seamless  cold  drawn  steel  cup-,  arranged  so 
that  each  is  removable  independent  of  the  other.  No  springs  are 
used  with  these  valves,  they  being  operated  by  the  compressed  ail 
1  by  gravity.  Their  peculiar  construction  renders 
a  mall  lift  possible,  and  the  noise  from  their  operation  i-  reduced 
to  a  minimum. 

bai    been    taken    in    the   design    of    all    the    moving    pari-    to 
but    little   adjustment    necessary   ami    lubrication    easy    and 
effective.      The   main   bearings  are   made   extra   long,   the   crosshead 
•  .    the   pi-ton    rod    works    in    a 
iig  l»,x  and  the  piston  ring-  an  ed  form. 

The  crank   -ban  d  al    the  motor  end   to  carry   thi 

which  i.  driven  by  a  pinion  on  the  armature  -haft  of  the  motor. 
The  gear  and  tin-  pinion  have  th.-  helical  herring  bom  type  of 
tooth  and  are  machine  cm. 

I  he  ;■  <k  chamber  are  connected  and  form  an 

ire   which   i-  partly   filled   with  oil.   with   which  all   the   work 
■  I.  including  the  air  cylinder,    rhe  latter  i 
that  the  proper  quantity  of  oil  for 

ndl  r  and   lb.    pi   ion    i 

lly  lupplied  and  no  -igbi   f.rd  lubricator  is  required.     The 
nk   ihafl  in  Hi.    od  causes  continuous  lubrication 
of  the  main  and  pin  bearing 

lod.    the    H  n-l    pin    in    lli. 

jpplicd  automatically  to  thi 

the  pinion  en. I  of  thi  nd   pinion   i 

bath.     I  he  mat  him    .'.ill  remain  lubricated  a 

ti  rmined  by  a  Idling  ping  on 

:-d     ..II.'     till 

run. 

iltcrnating 
I  he  ill-  ||    multipolai 


type  that  the  Christensen  company  builds  for  this  service.  The 
lower  frame  of  the  motor  is  of  cast  iron  and  the  held  is  composed 
of  low  carbon  cast  steel  with  detachable  steel  pole  pieces.  The 
motors  are  series  wound  and  are  started  and  -lopped  without  using 
resistance. 

By  unscrewing  a  feu  boh-  the  arm. nine  and  the  field  coils  of  the 
motor  can  be  removed  or  exchanged.  The  gear,  pinion,  valves  or 
cylinder  heads  may  also  be  removed  without  disturbing  any  other 
parts.  Access  to  the  cross  bead  and  wrist  pin  is  obtained  by  doors 
on  the  side  of  the  slide  frame.  The  crank  chamber  i-  completely 
closed,  but  the  upper  part  may  easily  be  removed  to  give  free  access 
to  all  the  winking  pails  while  a  smaller  hand  bole  covering  is  pro. 
vided  for  inspection  of  the  interior. 

The  governor  i-  automatic  Starting  ami  -lopping  the  motor  com- 
presor  a-  the  predetermined  minimum  and  maximum  air  pressures. 


A   DISGRACEFUL  AFFAIR. 


April  24th,  Senator  II.  1).  Money,  of  Mississippi,  was  elected  from 
a  car  in  Washington,  D.  C.  for  refusing  to  either  pay  his  fare  or 
produce  a  transfer.  On  the  senator's  refusal  to  pay  his  fare  the 
conductor  followed  the  usual  rule  in  such  case-  by  -lopping  tin- 
car  and  attempting  to  put  off  the  passenger.  Mr.  Money  resisted 
-o  vigorouslj  that  a  fireman,  who  was  on  board  the  car  went  to  the 
assistance  of  the  conductor.  Just  as  be  was  ejected  from  the  car 
the  senator  drew  a  small  pell  knife  with  which  he  slabbed  the 
conductor  in  the  hand.  The  senator  then  went  before  a  justice 
of  the  peace  and  swore  out  warrants  for  the  arrest  of  the  conductor 
and  fireman,  but  in  making  his  charge  against  them,  the  senator 
admitted  thai  he  had  insisted  on  riding  without  paying  his  fare,  bill 
claimed  thai  the  conductor  -aw  him  get  off  another  car  and  there- 
fore knew  thai  he  was  entitled  to  a  transfer,  although  be  had  none 
to  present.  The  following  day  Senator  Money  was  placed  ill  custody 
on  information  -worn  out  by  O.  1).  Shaner,  the  conductor  who 
ejected  him  from  the  car.  The  information  charged  the  senator 
with  a-auliiiig  the  conductor  during  the  disturbance  anil  the  'on 
ductor  produced  witnesses  who  corroborated  bis  version  of  the 
story.  The  case  was  settled  May  71I1  out  oi  court,  the  senator 
promising  not  to  prosecute  either  the  conductor  or  the  fireman. 
Both  of  these  men  kepi  theit  jobs  a-  u  was  generally  considered  thai 
the  conductor  was  doing  no  more  than  In-  duty. 


STEAM  TURBINES  IN   LONDON. 


\  contract   for  Westinghouse  steam  turbines  for  the  Metropolitan 

Railway    Co..    oi    London,    ha-   just    been    given    lo    the    British    West 

inghousi  lb.  in.  8  Manufacturing  Co..  of  Manchester,  winch  com 
pany  1-  now  tilling  a  similar  contract  for  the  Metropolitan  Districl 
Electrii    I  rai  1 1  0. 

There   will   be  a  general    similarity   ill   llle  I  wo   stations   and   il    will 

bi  'i  '.  lo  arrange  for  connecting  the  two  ami  making  them  inter- 
changeable, a-  far  a-  the  supply  of  current  i-  concerned,  which 
feature  was  required  bj  the  terms  of  the  franchises  of  the  i«" 
roads.  The  Metropolitan  power  station  will  In-  located  at  Nea  den, 
in  the  northwest  oi  London,  and  will  contain  three  sets  of  3,500  kw. 
capacity  1. i'b.   Die  Chelsea  station  of -the  Metropolitan  Districl  Rail 

way  will  com, mi  ion 1    ,000  I.  h    each,    lb'  electrical  machinery 

for  both     lation     will  also  be  supplied  by  the   Westingl te  > 

pany.     The  current   will   be  three-phase  alternating   and  oi    0 

to  i"  11. in  formed  in  ub  tations  to  direct  current  nn  u  e  in 
1  motors.  The  aggregate  powei  ol  the  two  plants  will  be 
30,500  kw.  li  it  hoped  that  in  .1  veai  and  a  hall  the  equipment  will 
be  complete  and  in  working  order.  Both  road  are  underground 
and  the  change  to  electric  traction  will  be  an  important  and  di  it 
able    tep  in  the    olution  ol   London's  tran  portation  problem. 


About    10:30  p.  in.,  on  April  j' Hi     '     ali    blew   down  the 

!      il    thi    powei    1 ■    "i    lie    old    1 1 <  iiu   line  in 

boul      1    00  d hii  h    wi vi  n  d   l)j 

'  •■'  I nci      1  Im     tai  1     ■  a     16  h 1 ti  1  and  the  othei 

(0  in,,  both  being  He;  ft,  high.       I  be  power  plant    had   not   been   111   11  . 

ffic  resulted      ["hi     tad        ill 
ed      hen  tl for  pari    travel 

"i"  ti 


302 


STREET    RAILWAY    REVIEW. 


[Vol.  XII,  No.  5. 


PERSONAL. 


MR.    IIKIA    I..   FORD  haa  been  appointed  general  com 
the  United  Railroads  of  San  Francisco, 


MR.  I'.  S.  BREED  has  assumed  the  duties  of  superintendent  of 
the  Berks!  Railway  Co.,  Pittsfield,  Mass. 


MR   R,   1     DANFORTH,  general  manager  of  the  Lake  Shore 
Electric  Ry.,  has  resigned  to  become  manager  at  Rochester,  N.  Y. 


M.  BIENVENCE,  chief  engineer  of  the  Paris  Metropolitan  Un- 

und  R   R..    i-  making  a  i.mr  of  American  cities  i"  inspe  I  tin 
best  appro!  ed  tra<  tion  systems. 


COL  \l.l.\.\  c.  i:\ki  \\  11  1 ..  general  managei  oi  the  Sprague 
Electric  Co.,  has  recently  been  elected  second  vice  pri  idenl  of  the 
Pennsylvania  Society  of  New  York. 


MR.  S.  P.  WOLVERTON,  JR.,  has  assumed  the  mana 
the  Sunbury    (Pa.)   ft    Northumberland  Electric  Railway  Co.,  suc- 
ceeding  Mr.  \V.  L  Keplinger,  resigned. 


MR.   FRED   I.  GRISWOLD  has  resigned  as   superintendent   of 
the  Battle  Creek  lines  of  the  Michigan  Traction  Co.,  and  will  have 

charge  of  the  Allendale  Hotel  at  Gull  Lake.  Mich. 


MR.  1  HOMAS  DOLAN  has  resigned  as  a  director  of  the  Union 
Traction  Co.  of  Philadelphia,  declining  to  accept  a  membership  on 
the  board  of  directors  of  the  new   Philadelphia  Rapid  Transit  Co. 


MR.     DAVID    L     BEAULIEU,    formerly    connected    with    the 
Worcester     (Mass.)     Consolidated     Street     Railway    Co..    ha 
appointed     superintendent    of    the    Lansdale    &    Norristowu     (Pa.) 
Street  Railway  Co. 


MR.  F.  C.  RAIT,  who  for  two  years  has  been  general  foreman 
of  the  shops  of  the  Indianapolis  Street  Railway  Co.,  has  resigned 
that  position  to  become  general  foreman  of  the  works  of  the  Dcmer 
Truck  &  Foundry  Co.,  Logansport,  Ind. 


MR.  WILLIAM  H.  BROWNE,  for  seven  years  general  manager 
of  the   Royal   Electric  Co.,   Montreal.   Canada,   in    February  last    was 
general    manager   and    treasurer   of   the    Stanley    Instrument 
Co.,  of  Great  Harrington,  Mass 


MR.  OTTO  W.  UTHOFF,  who  for  the  past  four  years  has  rep- 
resented  the  Columbia  Incandescent   Lamp  Co.  in  the  eastern  states, 
ecently  appointed  manager  of  the  St.  Louis  office  of  the  Ohio 
Brass  Co..  having  charge  of  the  southern  and  western   stale-.. 


MR.    C.    M.    MILLS,    formerly    electrician    in    the    shops    of    the 
Metropolitan    Street    Railway    Co.,    of    Kansas    City,    has    been    ap- 
1    superintendent   of   the    Bozeman    Streel    Railway   Co.,   Bozc- 
man,  Mont. 


MR.    HOWARD  R.    PORTER,  formerly  connected  with  the  Cin- 
cinnati   Traction    Co..   has    been    appointed    superintendent    of    the 

l'aducah   (Ky.)    Railway  &  Light  Co..  and  will  assume  the  duties  of 
his    new    position   June    ts|. 


Mr.  A.  M.  Ml  (ORE  has  been  appointed  master  mechanic  of  the 
Georgia  Railway  &  Electric  Co.,  of  Atlanta,  and  not  chief  engineer, 
as  was  erroneously  announced.  Mr.  Moore  was  formerly  master 
mechanic  of  the  Atlanta  Rapid  Transit  Co 


MK.  .1.  A.  BENDURE  ha-  accepted  the  general  managership  of 
the  Lin  lectric   Railway  &  Light  Co.  and   will   supervise  to 

a  large  extent  the  construction  of  the  company's  projected  70-milc 
interurban  which  will  connect  the  smaller  towns  between  Lima  and 

I.  ile. I. 1. 


•  MR.  WARD  S.  ARNOLD,  who  for  some  years  past  has  heen 
with  the  General  Electric  Co..  on  May  l-t  became  sales  engineer  of 
the  Chicago  office  of  the  Stanley  Electric  Manufacturing  Co.    Mr. 


Arnold  is  a  brother  of  Mr.  B.  J.  Arnold  and  is  a  well  known  factor 

in  the  electrical  trade  id  the  western  territory. 


MR.  .1.  1.  MANGE  ha-  been  appointed  electrical  superintendent 
of  tlie  Oneonta,  Cooperstown  &  Richfield  Springs  Ry..  a  16-mile 
interurban  running  out  oi  Oneonta,  N.  Y.  Mr.  Mange  ha 
connected  with  the  engineering  staff  of  the  Lachinc  Rapids  Hy- 
draulic &  Land  Co.,  of  Montreal,  On-  ■  11 1  address  is  at 
Hartwick,  N.  V. 


MR  A.  L  DRI'MM.  who  has  been  netted  with  the  Stone  ft 

1   syndicate  of   Boston,  hat  been  appointed  assistant  general 

manager    of    the     Union    Traction    Co.,    of    Indiana.       Mr.    C.     W. 

Met  luire  will  continue  as  assistant  to  the  president,  and  Mr.  Charles 
v  Baldwin  will  assume  the  duties  of  general  passenger  agent  and 
assistant  supei  intendent. 


MR.   LOUIS   II.   MOUNTNEY  has  been   appointed   superinten- 
dent   of    the    Lewisburg,    Milton    &    Watsontown    Passenger    Ry., 

Milton,  Pa.,  succeeding  Mr.  W.  W.  S.  Butler,  who  recently  re- 
signed. Mr.  Mountney  was  formerly  superintendent  for  the  Amer- 
ican Railways  Co.  at  Springfield,  111.,  and  later  was  with  the  Lima 
(O.)  Railway  &  Light  Co. 


MR.  CHARLES  A.  SPOFFORD,  of  New  York  City,  formerly 
secretary  of  the  Milwaukee  Electric  Railway  &  Light  Co..  has  been 
appointed  to  assist  Mr.  Yerkes  in  the  management  of  the  London 
underground  railway  system,  and  will  supervise  to  a  large  extent 
the  installation  of  electric  traction  on  the  Metropolitan  District  Ry. 
Mr.  Spofford  will  arrive  in  London  about  June  1st. 


MR.  GEORGE  C.  SIKES  lias  resigned  as  secretary  of  the  Chi- 
nned committee  on  local  transportation,  his  resignation  being 
effective  June   tst.     The  retirement  of  Mr.  Sikes  is  to  be  re. 
since  he  had  devoted  a  great  deal  of  time  and  study  to  the  ti 
problem   in   Chicago,  and  the  tendency  of  his   work   was  toward  a 
more  equitable  solution  that  is  popular  with  the  mayor. 


MR.  W.  M.  M'FARLAND,  acting  vice  president  of  the  West- 
inghouse  Electric  &  Manufacturing  Co.,  delivered  a  lecture  on 
"Electric  Power  Distribution  in  Manufacturing"  at  Cornell  Uni- 
versity on  May  pth.  The  several  different  systems  of  distribution 
and  their  relative  advantages  were  discussed  and  the  manner  of 
applying  electric  motors  to  machinery  illustrated  by  a  large  collec- 
tion of  stereopticon  views. 


MR.  WILLIAM  G.  EVANS,  who  has  been  secretary  of  the 
Denver  ( Col.  1  City  Tramway  Co.  for  many  years,  will  succeed  Mr. 
W.  N.  livers  as  vice  president,  the  latter  resigning  that  position  to 
attend  to  other  business  interest-,  but  remaining  a  director  of  the 
Denver  company.  Mr.  John  A.  Beeler.  formerly  chief  engineer,  has 
been  made  general  manager  of  the  system  and  will  superintend  the 
details  of  the  company's  new  construction. 


MR.  N.  M.  GARLAND,  formerly  representative  in  the  north- 
eastern states  of  the  Emerson  Electric  Manufacturing  Co.  of  St. 
Louis,  and  who  is  well  and  favorably  known  among  the  electrical 
fraternity  in  that  section,  on  May  1st  assumed  the  management  and 
control  of  the  New  York  office  of  the  Ohio  Brass  Co.  of  Mansfield, 
O.  This  appointment  has  been  made  owing  to  the  fact  that  Mr. 
Alfred  B.  Edes,  formerly  manager  of  this  office,  has  been  appointed 
sales  manager  of  the  company,  and  will  hereafter  be  located  at  the 
main  office  in  Mansfield. 


MR.  JOHN  J.  STANLEY,  vice  president  and  manager  of  the 
Utica  (N.  Y.)  &  Mohawk  Valley  Railway  Co.,  will  succeed  Mr. 
mack  a-  general  manager  of  the  Cleveland  Electric  Railway 
Co.,  the  appointment  being  effective  May  15th.  Mr.  Stanley  will 
retain  bis  position  as  vice-president  of  the  Utica  road,  but  in  the 
capacity  of  manager  will  lie  succeeded  by  Mr.  C.  Loomis  Allen. 
formerly  superintendent  of  the  Syracuse  Rapid  Transit  Railway  Co. 
Mr.  Stanley,  in  accepting  the  general  managership  of  the  Cleve- 
land line,  returns  to  a  position  which  he  held  at  the  time  of  the 
Everett-Moore  syndicate's  securing  control  of  the  Cleveland  Elec- 
tric Ry.  He  was  asked  to  remain  when  the  road  came  under  the 
control  of  the  Everett-Moore  interests,  but  declined. 


May  20,  1902] 


STREET    RAILWAY    REVIEW. 


303 


MR.  C  X.  DUFFY,  auditor  of  the  Chicago  City  Ky..  left  on  May 

20th  to  attend  a  meeting  of  the  committee  on   standard   form  of 

reports    tor    electric    railways    of    the    Street    Railway    Accountants 

ttion  at   Atlantic  City  on   May   22d.      The  other  members  of 

mniittee  are  Mr.  W.  F.  Ham.  of  Washington,  and  Mr.  Elmer 

M.  Wlme.  of  Hartford. 


MR.  J.  W.  BUTLER  lias  been  appointed  manager  of  the  outing 
department  of  the  Cleveland  Electric  Railway  Co.,  his  duties  being 
to  arrange  and   book   parties   from    societies,   conventions,    Sunday 

schools,  etc..  to  the  numerous  parks  ami  pleasure  resorts  ,,n  the 
lines  of  the  Cleveland  Electric  Ry.  Mr.  Butler  has  had  20  years' 
Successful  experience  in  handling  excursions  for  railways,  and  it 
was  he  who  ran  the  first  railway  excursion  into  the  World's  Fair  at 
Chicago  for  a  Chicago  newspaper.  Mr.  Butler's  headquarters  will  be 
'120  Electric  Building.  Cleveland. 


MR.  GEORGE  F.  CHAPMAN  has  resigned  as  general  super- 
intendent of  the  North  Jersey  Street  Railway  Co.  to  accept  the 
appointment  of  general  manager  id'  the  United  Railroads  of  San 
Francisco.  Mr.  Chapman  has  been  connected  with  the  North  Jer- 
mpany  and  its  predecessors  for  the  past  i_>  years.  For 
8  years  he  had  charge  of  the  lines  at  Elizabeth,  and  4  years  ago 
was  made  general  superintendent  of  the  entire  system,  comprising 
lines  in  Newark.  Elizabeth,  Jersey  City  and  the  Oranges.  Mr. 
Chapman  enjoyed  a  high  degree  of  popularity  alike  with  the  olli 
rials  of  the  company,  the  employes  and  the  public. 


MR.  C.  M.  SHIPMAN,  formerly  superintendent  of  the  Essex 
County  division  of  the  North  Jersey  Street  Railway  Co.,  lias  Kern 
appointed  general  superintendent  of  that  company  to  till  the  vacancy 
I  by  the  resignation  of  Mr.  (i.  !•'.  Chapman.  Mr.  James  Smith, 
formerly  superintendent  o.'  the  Union  County  division,  has  been 
transferred  to  the  Essex  Count}  division;  Mr.  (I.  1).  L<  icock, 
formerly  assistant  superintendent  of  the  Rosevilte  division,  has 
been  appointed  superintendent  of  the  Union  County  division;  Mr. 
J.  A.  Campion,  formerly  assistant  superintendent  of  the  South 
Orange  division,  has  been  transferred  to  the  Roseville  division; 
Mr.  James  McDonough,  formerly  assistant  superintendent  of  the 
Springfield  Ave.  division,  has  been  assigned  to  the  South  Orangi 
n,  and  Mr.  W.   B.  Tayloi    b  tanl   super- 

intendent  of  the   Springfield   Ave.   division.    All   the   appointments 
ive  May   loth. 


MR.  JOHN  F.  CALDERWOOD,  who  has  been  for  two 
comptroller  of  the  Twin  City   Rapid  Transit   Co.,  of   Minneapoli 
tanl  to  President  J.  L  Gi  eal  singer,  of 
oklyn  Rapid  Transit  Co.,  and  will  asume  the  duties  of  his 
month.    In  his  capacity  a-  assistant  to  Mr.  Gres 
linger,    Mr.    1  d    will    be   prominently    identified    with    the 

il  and  financial  operation  of  the  Brooklyn  system,  and  may 
hair  in  tht  Greal  linger. 

.sell  known   member   of  thi    Street    Railway 
on  of  America,  and  is  also  a  member  of  the 
of  Secretaries  of  London. 


MR.    BERNARD  CORRIGAN   has   bee,,   eleel  nl    and 

Metropolitan  Street  Railway  Co.  of  Kansas 

img  in  the  dual  capacity  Walton  11.  and  Conway   F. 

Holm.  long  and  prominently  identified   w  ■  1 1 1 

Mr.  1  orris,  of  the  most 

lly    known    men    „|    (  ■     ..     ,,,    bum.         and    political 

■  ii.ui  who  came  to  K.,n  ai  <it>  in  ix<^  with 

01  the  building  of  railwa)     at  a  time 

n    f.,.  ilitiea  of   the   middle  w<  1    mi  tropolia 

1  hi   1  ..me.,,,    in  1K75  org 

lilway    hue,   in    Kansas 

the  mule  line  to  H  •  itport,  win.  I 
ih  Holmes.     In  ixx/,,  the  Corri 

1  n D.pot    Horse   Ky.,  the 

City  1  the  Jai  1  on  «  ounty   I  [1  tnd  the 

'  orngan     II.  .... 7    mil.       ol     1 and     mule 

the   Metropolitan  company    which   had 

On    1.  in  ing    from    the 


ness,  and  constructed  a  large  part  of  the  Kansas  City,  Pittsburg  & 
Gulf  R.  R..  and  later,  an  extension  of  the  Choctaw  line  in  the 
Indian  Territory.  He  is  also  largely  interested  in  real  estate  in 
the  Kansas  Cities,  and  is  a  stockholder  and  director  in  the  Iursl 
National  Bank.  Mr.  Corrigan  also  succeeds  Conway  F.  Holmes 
as  president  of  the  Kansas  City  Electric  Light  Co.  It  is  believed 
1 1  lilt  the  resignation  of  Mr.  Holmes  and  the  election  of  Mr.  Corrigan 
a^  president  of  the  two  companies  will  soon  be  followed  by  a  con- 
solidation of  the  street  railway  and  lighting  properties  under  the 
name  of  the  Metropolitan    Traction  &  Lighting  Co. 


MR.  IRA  A.  M'CORMACK  has  resigned  as  general  manager  of 
the  Cleveland  Electric  Railway  Co.  to  become  assistant  general 
manager  of  the  Harlem  division  of  the  New  York  Central  &  Hud 
son  River  R.  R.  in  which  capacity  he  will  have  charge  of  the  tun 
nel  and  New  York  City  terminals.  Mr.  McCormack  is  a  native  of 
Pittsburg,  and  has  spent  the  greater  part  of  his  life  in  connection 
with  the  management  of  steam  and  electric  railways.  His  first 
position,  after  graduating  from  the  schools  of  Pittsburg,  was  that 
of  telegraph  operator  for  the  Pittsburg  &  Couuellsville  Railroad 
Co.,  upon  the  duties  of  which  he  engaged  in  1S72.  From  1873  to 
1886  he  was  employed  by  the  Pittsburg,  Fort  Wayne  &  Chicago 
Railroad  Co.  in  the  various  capacities  of  brakeman,  conductor, 
freight  and  ticket  agent  and  general  yard  master,  resigning  in  the 
latter  year  to  accept  a  position  as  general  yard  master  with  the 
West  Shore  R.  R.  lie  was  made  trainmaster  for  the  West  Shore, 
and  subsequently  held  a  similar  position  with  the  Pittsburg  &  Lake 
I  in  at  Pittsburg.  Mr.  McCormack  removed  to  New  York  City  in 
[892  where  he  was  trainmaster  for  the  New  York  Central  for  a 
sli.nl  time  before  engaging  with  the  Hall  Signal  Co.  of  Chicago  in 
ilu  woik  of  putting  up  electric  signals  on  the  Chicago  &  North 
western  and  the  Illinois  Central  railroads  in  preparation  for  the 
extra  traffic  of  the  World's  Fair  year.  When  this  work  was  coin 
pleted  he  became  trainmaster  on  the  Lake  Shore  &  Michigan 
Southern  Ry.  between  Buffalo  and  Cleveland.  In  July.  1895,  by  the 
appointment  of  Mr,  Rossiter,  president  of  the  Brooklyn  Rapid 
Transit  Co.,  Mr.  McCormack  was  made  general  superintendent  of 
the  Brooklyn  system,  a  position  which  he  held  with  notable  sue 
cess  until  October,  1809,  when  he  resigned  to  become  vice  presi 
dent  and  managing  director  if  the  Syracuse  (N.  Y.)  Rapid  Transit 
knl way  Co.  April  1,  1900,  he  was  appointed  general  manager  of 
the  Cleveland  Electric  Ry.,  since  which  time,  through  his  practical 
experience  and  peculiar  adaptability  for  the  work,  he  has  been  able 
to  effect  main  improvements  for  the  better  in  the  Cleveland 
53  item. 

Mr.  McCormack  was  tendered  a  luncheon,  May  4th,  at  the  Euclid 
Club  by  Mr.  Horace  F.  Andrews,  president  of  the  Cleveland  Elec 
111.  Railway  Co.  Among  the  guests  were  the  following  prominent 
steam  railroad  men;   W.  C.   Brown,  third  vice  president  of  the   New 

York  Centra!  &  Hudson  River  Railroad;    Edgar  Van  Etten,  second 

rice  president  of  the  New  York  Central,  in  charge  of  the  Boston  X 
Albany  Railroad;  C.  F.  SchalT,  general  manager  of  the  Big  Four 
Railway;  George  P.  Daniels,  general  traffic  manager  of  the  New 
York  Central;  A.  J.  Smith,  general  passenger  agent  of  the  Lake 
Shore;  P.  S,  Blodgett,  general  manager  of  the  Lake  Shore;  A.  II. 
Smith,   general    superintendent    of   the    New    York    Central,    and    W. 

11.   Marshall,  general     tij tendenl   of  the   Lake   Shore   Railway 

Companj  «  ■  * 

OBITUARY. 


MR.    M'CLELLAN    HERSH,   a    i | .,1    agent    of   the 

1  nion    Traction   Co.   of    Philadelphia,  and   an   ex-member   of   the 
Ivania    Legislature,    died    in    Philadelphia,    May    4th.     Mr. 
Hersh  was  born  at  New  Oxford,  Pa.,  in  1  K.s.t-    In  his  early  l. 

he  u.i    1.1.  untied  wiib  the  Collins  expedition  10  construct  a 
railroad   in   Brazil,   bul     oon   returned   to    Philadelphia    where   in 
n  1    '.'..i.    varied  ami  .    


MR.  1  o'  1    11    '.oi  IDRII  11,   ici  i.i.nv  of  the  Omaha  Street  Rail 

1    0„    dn. I     May     Mill     of    pne 111.1 .    ;i!l.i     a      .boll     dim  Mi 

' dm  I.  had  been  ■ ed  with  the  Omaha  Street   Railway  Co. 

1NK7,  being  one  of  the  largt     lockholdera  and  an  office!  of  the 

1    .1  regulai  attendant  at  the  A.  S.  R,  A.  yen 

iiou  and   had  an  u  quaintam  1    at g   1  In     treel    railwa) 

■  )i  of  whom  will  1  to  1. .on  oi  in    death.     A   wife  and 

hildn  n  m 


304 


SI  REET    RAILWAY    UI'A  II  \\. 


[Vol.  XII,  No.  5. 


A   NEW   TYPE  OF  ST.   LOUIS  CAR. 


The  St.  Louis  Car  ( Io.  recently  delivered  to  the  '  I  opera 

town  A  Richfield  Springs  Railwa]  I  il  internrban  cars  which 

differ  m  man)   repsecta  from  the  kind  usuall)   seen.     It  will  be  no- 

from    the   accompanying    illustration    that    the    entrani 
passengers  i-  at  the  center  of  the  car.     One  rml  of  the  cat 
the  ladies'  compartment  and  the  other  end  is  the  smoking  compart- 
ment and  the  compartment   for  baggage. 

The  extreme  length  of  the  car  is  511  ft,  and  its  greatesl  width,  □ 
ft.  The  ladies'  compartmenl  1-  20  ft  l>>ng  and  the  motorman'.;  cab, 
which  1-  partitioned  off  from  this,  is  ,\  ft.  in  length.  This  com- 
partmenl contains  ta  seats  of  the  St.  Louis  Car  Co's,  wall 
pattern,  covered  with  plush.  It  is  also  provided  with  a  water  cooler, 
toilet  room  and  hoi  water  heater.  The  smoking  compartment  is 
13  ft.  in  length  and  1-  furnished  with  10  walk-over  seats.  B 
this  is  the  baggage  compartment,  which  is  to  ft.  long  and  lias  slid- 
ing doors  "ii  both  sides. 

The  center  platform  is  4  ft.  wide  and  lias  double  steps  "n  both 
sides,  I  lie  passenger  compartments  open  onto  this  platform  by 
single  sliding  doors.     The  interior  of  the  ear  is  cherry  and  it  lias 


receipts  tad  rder  to  prevent  any  friction  or  misunder- 
standing, and  for  the  smoother  working  of  the  service,  all  time 
tablet  that  may  be  changed  or  instituted  (except  special  time  tables, 
which  may  be  run  under  24  hours  without  submission),  shall  be 
submitted  to  the  association  and  posted  in  the  sub-stations  at  least 
.'4  hours  before  going  into  effect  All  lime  tables  must  conform 
strictly  iii  the  provisions  of  this  agreement  Should,  however,  the 
"'Hi  be  able  t<>  show  the  company  where  the  runs  on  any 
time  table  can  be  completed  in  less  hours  than  specified  on  thi 
pany's  time  table,  or  short  runs  consolidated  in  one  run.  without 
changing  the  service,  the  company  shall  adopt  the  changes  tug 
ociation. 
11,  All  complaints  against  any  motorman  or  conductor  shall  lie 
accompanied  by  a  deposit  equal  to  that  man's  pay  for  one  day;  if 
the  motorman  or  conductor  complained  of  is  found  not  at  fault,  he 
shall  receive  his  day's  pay  fot  same  Any  member  of  this  1 
tion  under  this  agreement  laid  off  for  punishment  or  discharged, 
and  after  investigation  found  not  at  fault,  shall  be  reinstated  in  his 
ion  and  be  paid  for  the  total  number  of  days  that  he 
is  laid  off  by  the  company  at  the  number  of  hours  per  day  that  his 
run  on  the  time  table  calls  for,  and  an  extra  shall  be  paid  an  amount 


NEW  TYPE  OF  1NTERURIJAN  CAR     ST.  I.Ol'IS  CAR  CO. 


solid    bronze   trimmings.      The    sash   are   in    two    sections,    the    upper 
stationary   while   the   lower   drops    io   the   .11111    rail-    which   are    pro 
vided  with  casings  to  cover  the  sash  pocket  when  the  sash  is  low- 
ered.     The  car  i-  mounted  on  double  trucks  built   by  the   St   Louis 
Car  Co.,  of  the  M.  C.  P..  type.     They  are  equipped  with  double  plate 

wheel-  and  Christensen  air  brakes. 


THE  LABOR  QUESTION   IN   PROVIDENCE. 


In  March  employes  of  the  street  railway  properties  controlled  by 
the  United  ["ration  &  Electric  Co..  of  Providence.  K.  I.,  presented 
a  form  of  agreement  which  they  wished  the  company  to  accept. 
111  substance  this  provided: 

1.  The  company  in  treat  with  its  employes  of  the  Amalgamated 

■Hon  of  Street  Railway  Employes  through  the  officers  6f  the 
iation. 

2.  Differences  between  the  company  and  the  men  to  be  submitted 
to  arbitration. 

3.  Final  anewei  ons  submitted  to  either  party  to  be  made 

in  ->4  hour-. 

4.  All  new  employes  to  join  the  union  within  30  day-  after  enter- 
ing the  service  of  the  company. 

5.  A  regular  day's  work  to  be  10  hour-,  performed  within  12  con- 
secutive hours,  except  on  Sundays,  when  it  shall  he  8  hours. 

6.  Notice  of  extra  men  required  to  be  given  in  advance  if  pos- 
sible 

7.  New  men  to  receive  JO  cents  per  hour  for  first  year  and  22'  ■ 
cent-  per  hour  thereafter. 

8.  Assignments    of   trainmen    to   be    made   according    to    hn 
service.      Extra    men    reporting   to    receive    25    cents    per    hour    until 

9.  I  lie  men  on  any  line  to  be  preferred  in  assinging  runs  to  tin- 
men from  other  lines.  Men  on  cars  running  less  than  half  a  day 
to  be  paid  .10  cents  per  hour. 

10.  I  he  railroad  company  agrees*  to  meet  a  committee  of  the  as- 

future   date   Io   be   decided    by   both    parties    for   the 
purpose   of  arranging  a   different    system   of  conductors   turning   in 


equal  io  the  amount  of  wage-  paid  to  the  extra  who  took  his  place 
during  the  period  he  was  laid  off.  In  case  the  association  suspends 
a  member  who  i-  an  employe  of  the  company  for  any  violation  of 
their  laws  or  rules,  [hey  shall  request  his  suspension  in  writing, 
signed  by  the  Officers  of  the  association.  The  officers  of  the  com- 
pany shall  suspend  an  employe  thus  requested  at  once  without  pay, 
until   such  time  as  the  association  requests  his  reinstatement. 

1  j.  Agreement  to  be  in  force  until  changed  by  mutual  consent 
of  parties. 

[3.  The  business  agents  of  the  association  to  have  access  to  all 
employes  when  it  does  not  conflict  with  the  hitter's  duties. 

The   reply   Of   the  company   by   Us   general    manager,    A.    T.    Potter, 

was  as  follows : 

"I  he  demands  of  the  Amalgamated  Association  of  Street  Railway 
Employes  in  the  proposed  agreement  submitted  to  the  United  Trac- 
uiilv   far  reaching  and  comprehensive 

"Not  only  1-  it  proposed  to  submit  all  differences  between  thi 
pane  and  its  employes  to  arbitration,  but,  by  the  terms  of  the  agree- 
ment, the  operation  of  the  mad  is  practical!]  taken  out  of  the  hands 
of  the  company  and  placed  in  the  hands  ,,f  the  association. 

"A  street  railway  is  operated  through  two  agencies:  The  time 
lahhs  which  schedule  the  time  and  routes  of  the  cars,  and  the  mo- 
tortnen  and  conductors  who  run  the  cars,  and  the  association  de- 
man, I-  that  both  these  agencies  be  placed  under  its  supervision  and 
control, 

■  1  rider  the  proposed  agreement  no  changes  in  the  time  of  run- 
ning car-  which  the  officers  of  the  company  may  think  advisable 
in  the  interests  of  the  public  or  the  company  can  be  made  without 
the  approval  of  thi  a  ociation,  and  when  the  association  finds  that 
short  runs  can  In  consolidated  into  one  run.  or  that  runs  on  any- 
time table  can  be  completed  in  less  than  the  schedule  time,  the  com- 
pany must  adopt  the  changes  suggested  by  the  association.  In  the 
word    of  the  paper  submitted:  'All  time  tables  must  conform  strictly 

to   the    provisions    Of    this    agreement." 

"Such  1-  1!  tion  submitted  to  the  officers  of  a  company 

1  with  a  grave  responsibility  to  the  public  and  to  the  owners 

of  the  property.     Musi  the  time  tables  of  railway  companies  in  the 

future  be  finally   made  up  and   revised  by   associations  of  this  kind. 


May  jo.  IQ02-] 


STREET    RAILWAY    REVIEW. 


305 


regardless  of  Ihe  convenience  and  welfare  of  the  public  and   the 
interests  of  the  shareholders? 

"Bnt  the  most  important  factor  in  the  operation  of  a  street  rail- 
way are  the  motonnen  and  conductors  who  run  the  cars.  Not  only 
does  tin-  company  rely  on  these  men  tor  the  efficiency  of  the  service, 
but  they  are  the  trusted  agents  of  the  company,  upon  whose  care 
and  faithful  service  depends  the  safety  of  hundreds  of  thousands 
of  our  people.  In  the  selection,  oversight  ami  superintendence  ol 
these  men.  the  officers  of  the  company  are  charged  with  the  high- 
est moral  and  legal  responsibility,  but  it  would  be  impossible  for 
them  to  fulfill  this  obligation  if  the  men  are  instructed  and  directed 
by  an  outside  and  irresponsible  authority. 

"In  the  proposed  agreement  the  association  unhesitatingly  de- 
mands that  it  shall  manage  this  pan  of  the  company's  business,  its 
supervision  extending  to  almost  every  detail. 

"All  men  now  in  the  service  of  the  company,  or  who  etiter  the 
emplovmen  of  the  company.  must  lie  members  of  the  association.  By 
this  provision  the  officers  of  the  company  are  cut  off  from  selecting 
the  best  and  most  careful  men  for  a  service  which  involves  danger 
to  life  and  limb,  and  the  selection  is  restricted  to  men  who  by  chance 
may  In-  members  of  the  association.  It  is  possible  that  the  association 
may  prove  as  unpopular  as  some  recent  unions,  in  which  case  the 
road  could  not  be  operated  for  want  of  conductors  and  motormen. 

"It  is  further  proposed  that  the  association  fix  the  pay  of  the  cm- 

and  they   have  prepared  and   inserted   in  the  contract    which 

they  present  for  signature,  a  schedule  of  payments  accompanied  by 

such  restrictions  and  conditions  that  the  company  is  entirely  relieved 

of  all  responsibility  respecting  the  wages  to  be  paid  their  employes. 

"So  likewise  in  regard  to  the  hours  of  labor;  they  determine  what 
sliall  constitute  a  day's  labor,  with  special  provisions  for  Sundays, 
legal  holidays  and  such  times  as  the  company  is  obliged  to  pro- 
vide for  extra  travel,  and  how  anil  when  the  men  shall  lie  as- 
signed  their   work. 

"Having  thus  provided  the  company  with  time  tables,  tin-  men 
who  shall  be  employed,  the  pay  they  shall  receive,  and  the  hours 
they  shall  work,  in  other  words,  having  got  the  road  into  operation, 
the  ass,, eiation  t h.-n  proceed-  to  regulate  the  discharge  of  the  men. 

"If  a  complaint  is  made  to  the  management  by  any  passenger 
or  citizen  regarding  the  misconduct  "i  any  motorman  or  conductor, 
it  must  Ik-  accompanied  by  the  deposit  of  a  sum  equal  to  the  man's 
pay  f,,r  one  day.  which  he  shall  receive  if  not   found  in  fault. 

"Then    follows   this   provision:      That    the   company    shall    suspend 
employe  without  pay,  ami  until  such  time  as  the  association 
asks    for    Ins    reinstatement,    whenever    it    shall    request    his    suspen- 
sion for  any   violation  of  thi  in   rules.      Tins  proposition   is 
ly  propounded  for  the  favorable  action  of  this  company,  that 
it  will  proceed  at  once  to  suspend  without  pay  its  most  efficient  and 
trustworthy  employes,   whenever  they  disregard  any   rule  which  the 
Hon   may   choose   to   make.     The  carrying   into   effect    ,,!'   tins 
provision  is  not  only  a  violation  b)    the  COmpan)    of  ever)    principle 
of  right  and  justice  in  its  dealing)  with  it-  employes,  but   it   may  re- 
sult at  any  moment  in  the  suspension  of  half  ,,t   [he  COmparl)      men 
and  thi                     'it    interruption  of  the  running  of  the  road. 

"It  is  further  provided  that  an  agent   ,,f  the    I       ■  iation   shall  have 
.lit  to  interview   all  employes  at   the  stations   whenever  it    does 
not  conflict  with  their  dutil 

ontinue  in    force  and   remain   binding  on   the 
parties   until    changed    by    mutual    consent 

general  purport  of  tin    demands  submitted  by  the 
Amalgamated  Association  of  Strut  Railway  Employe    to  the  United 
i,,n  and  l-.h ,  t r i<  Company. 

company  are  charged  with  the  re  pon  ibli 
i  tin  transportation  of  the  public  with  convenience  and  safety. 
In  tin-  performan  important    undertaking   the)    an 

■  rtain  power  .  win,  b  I  hey  have 

,1  or  moral  right  to  lurrender  or  delegate  these  powet 

i  would  1m   a  wrong  committed  again  i  tin   public, 
o  tie  in.  and  again  t   thi  ii   own     tot  I 

hold, 

ind  obligations  which 
ai  individual  right-  and  obligation.,  ami  both  aie  equally  protected 

tin   undoubted  righl  to   ieek  tin   promotion 

of  any  lawful  purpose  through  organization,  but  it  ha    no  authority 

with  the  lawful  ngl  ■  othei   pel  on  ,,i   corpo 


"Inseparable  from  all  rights  arc  corresponding  obligations  to  re 
sped  the  rights  of  others,  and  this  applies  to  corporations  as  well  as 
to  individuals.  Among  the  fundamental  rights  secured  by  law  to 
individuals  ami  corporations  is  the  right  to  make  contracts.  This 
right  lies  at  the  foundation  of  all  business  and  trade.  The  wage 
worker  is  free  to  make  any  contract  for  his  services  with  whom 
soever  he  chooses,  and  a  corporation,  in  the  absence  of  statutory 
restrictions,  is  free  to  contract  for  the  services  of  whomsoever  it 
chooses. 

"It  will  he  the  policy  of  this  compart)  in  the  future,  as  it  has  been 
in  the  past,  to  engage  the  services  of  the  most  capable  and  careful 
men.  regardless  of  any  ass, .eiation.  The  company  has  no  objection 
to  any  of  its  employes  being  members  of  any  association,  but  neither 
the  membership  nor  non-membership  ill  any  association  will  have  the 
least  influence  in  the  selection  of  its  employes.  No  employe  will  be 
discharged  because  he  is  a  member,  or  because  he  is  not  a  member 
of  any  association.  Our  employes  may  rest  assured  that  their  tela 
tiotis  to  the  company  and  their  continuance  in  Us  service  will  de- 
pend upon  the  faithful  performance  of  their  duties,  and  will  not  be 
affected  by  any  lineal  against  or  demand  made  upon  them  by  any 
association. 

"  I  he  true  relation  between  employer  and  employe  rests  upon 
mutual  confidence,  which  it  is  a  most  serious  matter  to  disturb,  be- 
cause u  is  so  difficult  to  restore  this  confidence  once  lost. 

•'This  company  trusts  that  by  stating  to  its  employes  in  a  frank 
and  plain  way  its  position,  to  strengthen  that  mutual  confidence 
vv  Inch  has  always  existed. 

"The  submission  to  these  demands  signifies,  in  substance,  that  the 
street  railway  system  now  owned  and  operated  by  the  traction  com 
pain   shall  in  the  future  be  operated  by  this  association. 

"For  these  reasons  the  officers  "f  the  United  Traction  Company 
must  decline  to  take  into  consideration  tin-  proposals  contained  in 
the   draft    of  agreement    submitted." 

I  Ik  employes  appear  to  have,  on  reconsideration,  accepted  the  com- 
pany's view  as  the  reasonable  one.  and  at  this  writing  Ihe  question 
may  be  taken  as  settled. 


EXCURSIONS  AROUND  GRAND  RAPIDS. 


The  Grand  Rapids  Railway  Co.  has  published  a  well  illustrated 
pamphlet  entitled,  "Where  and  Mow  to  Co."  which  gives  directions 
for  visiting  numerous  points  of  interest  in  and  about  Grand  Rapids. 
Mich.,  which  are  reached  by  the  lines  of  this  company.  tine  of 
the  main  points  of  interest  is  Reed's  Lake,  where  the  company  litis 
estabished  several  pleasure  resorts,  which  are  handsomely  equipped 
for  siinnii,  i   entertainment     North   Park  and  the  Soldiers'   Home 

Park  are  other  points  of  interest,  and  the  pamphlet  contains  concise 
instructions    as    tO    the    best     methods    of    reaching    these    and    oilier 

points  of  interest  and  also  tin  tune  required  for  the  different  trips 

as   well    as   the    fare   charged,       \    lour   of   ihe   city    may    be   taken    in 

ii ir     including  a  trip  of  21  miles,  which  costs  but  jo  cents. 


TROLLEY   ROUTE  OVER  HAMPTON   RIVER 
BRIDGE. 


dbe  Exeter  (N.  11. i.  Hampton  &    Vmesbury  Street   Railway  Co. 

has  "i 1  a  new  route  connecting  the    treel   railway  systems  in 

Newburyport,  Amesbury,  Haverhill,  Lawrence  and  Lowell,  in   Mas 
lis,    with    ihe    lines    centering    in     Portsmouth,    Nashua    and 

1  m  New  Hampshire,  the  connecting  link  of  railway  crossing 
a  new  bridge  across  ihe  Hampton  River,  which  has  been  erected  at 
.,  ,,,  1  ,,1  $100,000,  lie  load  will  give  communication  between  ■< 
formerlj  inland  section  of  the  Massachusetts  beach  and  ihe 
stretch  ol  beachc    and  headlands  on  the  New  Hampshire  coa  1  line 

well  known  io  pi,  ,1 lii      ,ni,l  tie    opening  of  ihe   Hampton 

bridge  has  aii  important  bearing  on  the  project  of  a  broad 
bi  ml'    ml  io    l.ui   the  New   I  lamp  1 icoast     I  he    1 1  m 

line   wS     'i I   b)    iln    1,1, mile   State   Land  Co.  anil   lacks  200   ft  ol 

mill    m  1 iii      \  direct   1  out    1 Bo  to  I  lampion 

Qi  icft  1     1  fforded, 


in   elcctrii    railway  between  Norristown  and   Pottstown,   Pa.,  is 

- id  ha  general  traffii      It  is  undet  1 1  thai 

powei    for  ill,    operation  ol   thi     hue   will   he   furnished   from  the 
'"ii,:"    Mi,  plant  of  the  Schuylkill  Valle)  pany. 


306 


STREET    RAILWAY    REVIEW. 


IVol.  XII,  No.  S. 


A  TEST  OF  THE  PLANT  OF  THE   UNION 
TRACTION   CO.   OF  INDIANA. 


One  of  tlu-  most  elaborati  lectric  railway  statioi 

undertaken  was  thai  which  has  been  conducted  by  the  junior  and 
lenioi   i  of  Electrii  al   i  ngim  1 1  ing  of  Purdue 

Univei  :i.-.  [nd.,  "ii  tlu-  system  of  the  Union  Traction  Co. 

of  Indiana.  Hie  power  house  : 1 1 > •!  transmission  system  of  1 1 1  i  -^ 
company,  which  operates  too  miles  of  interurban  and  54  miles  of 
local  track,  were  fully  described  and  illustrated  in  the  "Review" 
[01    \pi il,  rooi,  page  203. 

The  credit  for  the  admirable  arrangements  and  manner  of  carry- 
inn  out  this  test  is  due  to  Prof.  W.  I'.  Goldsborough,  director  of 
[  Electrical  Engineering  al   Purdue,  Mr.    V  S.  Richey, 
electrical   engineer  of  the   Union   Trad  ind    Mr.    P 

Fansler.  There  were  64  men  engaged  in  the  work  during  the 
which  covered  a  period  of  threi  daj  \  great  deal 
Df  the  preliminarj  work,  including  the  making  of  schedules  and 
placing  of  meters,  etc,  was  done  bj  ro  students  of  thi  senior  class 
preparing  theses  upon  subjects  connected  with  railway 
topics.  I  In-  tests  began  at  4  a.  m..  Thursday,  April  17.  and 
tinned  until  Sun. lay.  April  20th,  at  2  a.  in.,  simultaneous  n 
of  the  various  testing  instruments  being  taken  at  intervals  of  15 
minutes.  On  certain  special  tests  of  shorter  duration  the  readings 
were  taken  at   much   shorter  intervals. 

Some  of  these  duties  required  especial  vigilance.     This  was  not- 
able  in  ;  i  watching  the  ammeter  of  the  booster  and  battery 

circuit  for  twenty  two  hours  each  day  and  throwing  a  switch  back- 
ward and  forward  as  the  needle  passed  zero  to  the  right  or  the  left. 
To  the  right  of  zero  the  needle  showed  the  current  was  Rowing 
from  tlie  battery  out  to  the  line,  while  to  the  left  of  zero  the 
ammeter  needle  indicated  that  the  battery  was  being  charged. 
The  lets  made  were  xery  complete  and  covered  every  department 
of  the  power  station,  sub  Stations  and  cars.  The  boilers  and  'team 
in  the  generating  station  were  tested,  the  coal  being  weighed 
and  the  water  measured  and  the  temperature  taken  at  stated  intervals. 
Special  watchers  « en     1  igned  to  duty  in  the  generating  room 

and  in  all  substations  where  readings  were  taken  at  stated  inter- 
vals. Men  were  also  assigned  to  each  car  upon  which  readings 
ken  every  15  minutes  and  additional  wattmeter  readings  at 
the  beginning  and  end  of  each  trip.  The  time  and  number  of 
stops  were  also  recorded.  Another  crew  determined  the  efficiency 
of  the  power  distributing  circuits  including  high  and  low  tension 
feeders  and  track. 

'luring  the  general  tests  there  was  no  way  to  find  out  the  amount 
of  fuel  and  water  consumed  by  the  numerous  auxiliary  engines. 
After  the  test  these  were  coupled  to  one  boiler  and  the  results 
taken,  which  were  deducted  from  the  general  result i.  I  lie  record 
in-  between  the  principal  stopping  points  all  along 
the  road  and  gives  complete  running  data  for  all  the  cars  on  .ill 
of  the  track.  Special  prominence  was  given  to  determining 
the    acci  and    characteristics    of    the    cars.      About     11,000 

readings  were  required  for  each  run  and  several  runs  were  made 
with  both  two  and   four  motor  equipment. 


ELECTRIC  TRACTION  IN  GREAT  BRITAIN. 

(LONDON  LETTER.) 


The  electric  traction  question  in  London  has  this  month  become 
involved  in  further  complications  by  an  amalgamation  of  relatively 
small  competing  interests  into  one  large  concern  with  tin  avowi  1  in 
tcntion  of  rivaling  and  therefore  threatening  Mr.  Yerkes'  plans. 
Almost  in  the  same  breath  Mr.  J.  Picrpont  Morgan  announces 
his  great  shipping  combine  and  his  schemes  for  providing  London 
with  a  complete  network  of  electric  traction  consisting  of  40  miles 
of  new  tubes  in  connection  with  90  miles  of  electric  tramways.  I  In 
latter  of  the   amalgamated    interest     of   the 

n  Railway,  the  London  United  tramways,  the  Lon- 
don United  1  Railways  &  Tramways  Co..  and  the  City  & 
1  Sul. urban  Railway.  Behind  all  this  is  the  fact  that  Mr. 
Morgan  1-  a  large  stockholder  in  American  electrical  companies,  and 
has,  besides,  recently  acquired  the  controlling  interest  in  the  British 
Thomson-Hi  Ltd.,  through  purchases  of  stock  from  the 
German  and   French   shareholders. 

When   it   is  added  that    Mr.    Morgan   has   secured  as  allies   in   his 
transit  Mr.    Arnold    Hills    (of   the   Thames    Steam; 


Thames  Ironworks  fami  1.  Mr.  Clinton  Dawl  Siemens 

Bros,  and  the  Ib.n.  Kgrenioiit   Mills,  tin-,  forms  on  the  surface  quite 

an  imposing  announcement,  and  mo  Uy   when  considered 

from  the  point  of  trie*  of  its  possible  competition  with  the  Y. 
interests  (we  iay  possibli  none  of  these  Morgan  schemes 

\ct  fully  authorized,  with  tb.  exception  of  part  of  the  tramways 

network  of  the   London   United,   1'.  miles   in  opera! and  42  miles 

in   construction.  1 

Mr.  .1.  Clifton  Robinson,  manager  and  engineer  to  the  London 
United  [runways,  in  the  interview  granted  to  the  rcprcscntalu .  of 
the  Morning  Leader,  summed  up  the  Morgan  scheme  thus:  "A 
scheme  which  not  Onlj  "meets  in  the  most  emphatic  way  the  recom- 
mendations ,,f  tlu-  Joint  Committee,  but  offers  the  only  true  solu- 
tion .,(  1  be  burning  question  of  the  hour    the  relief  of  overcrowded 

1 ..  -ii. Ion." 

Il     Mr.    Ri  right,    then    Mr.    Yerkes    must    be    wrong. 

The  solution  of  this  knotty  problem   is  at   present   engaging  tie 

tention  of  Parliament;  tb.-  following  points,  however,  may  be  found 

,,1    iiiui.  ction  with  the  rival  schemes.     The  go 

onunendalions  in  favor  of  any  company  making  a  bid  for  the 
control  of  London's  electric  transit,  or  indeed  part  of  it,  arc  a 
sound  financial   basis,  tried  in   business  methods,  practical 

experience  in  dealing  with  electric  traction,  ingenuity  in  adapting 
new    schemes   to  the   existing   transit    network. 

With  regard  to  the  tir-t  point,  u  1-  stated  by  Mr.  Robinson  that 
the  Yerkes'  million,  "simply  wouldn't  be  in  it  with  their  funds." 
This  is  doubtless  true  mid  the  sufficient  and  yet  modest  capital  of 
the  company  formed  by  Mr.  Yerkes  1  by  agreement  with  Messrs. 
Speyec  Bros.,  Speyer  &  Co.  and  old  Colony  Trust  Co.,  of  Boston) 
and  registered  in  London  as  tlu  Underground  Electric  Railways 
Company  of  London.  Limited,  with  a  capital  of  £5.000,000.  will 
probably  be  quite  put  in  the  shade  by  the  capital  of  the  Morgan 
syndicate. 

With  respect  to  the  second  and  third,  we  have  in  Mr.  Yerkes  the 
successful  organizer  of  electric  traction  systems  of  Chicago  and 
other  cities,  a  man  with  a  wide  and  varied  experience,  who  has 
devoted  the  best  years  of  bis  life  to  the  question  at  issue,  and  who 
has  made  his  plans  pay  good  dividends.  A  sound  practical  spirit 
runs  through  his  gigantic  enterprise  for  London's  transit,  which 
although  not  conceived  from  motives  of  philanthropy,  shows  a  wise 
understanding  of  the  needs  of  the  millions  born  and  unborn.  Mr. 
Yerkes  proposes  to  run  his  railways  to  the  boundaries  of  London 
over  ground  where  business  is  assured,  leaving  the  speculative  de- 
velopment of  transit  in  new  regions  to  others — the  County  and 
District  Councils  with  their  Tramways,  for  instance — a  sound 
business  policy  that  recommends  itself  to  shareholders.  He  se- 
cures his  position  in  the  heart  of  London  (which  he  rightly  places 
between  Charing  Cross  and  Piccadilly)  and  utilizing  the  existing 
Circle  Railway  as  a  starting  point,  intersects  it  across  busiest  Lon- 
don at  three  points,  and  radiates  from  the  circle  to  the  confines  of 
Greater  London  like  a  spider's  web,  knowing  full  well  that  all 
subsequent  extensions  will  feed  his  lines.  Further,  Mr.  Yerkes' 
scheme  renders  an  invaluable  service  to  the  public,  not  of  London 
alone,  but  of  Great  Britain,  by  interconnecting  all  the  termini  of  the 
great  trunk  railways  by  means  of  his  electric  lines  and  their  elabor- 
ate system  of  passenger  interchange   stations. 

Further,  not  satisfied  with  providing  this  thorough  network  of 
trains  with  frequent  stops.  Mr.  Yerkes  has  a  scheme  already 
Sanctioned  by  Parliament,  for  giving  London  a  deep  level  express 
ice,  affording  facilities  for  traveling  from  north  to  south  and 
to  west  with  considerable  rapidity  and  at  most  one  or  two 
intermediate  stops,  which  will  be  varied  on  alternate  journeys.  The 
harmony  of  this  scheme,  so  carefully  and  thoroughly  thought  out 
and  organized  by  one  brain  inspires  confidence  in  its  operation  by 
and  by. 

Mr.  Morgan  cannot  claim  experience  in  electric  traction,  nor  has 
the  question  absorbed  his  interest  during  the  best  years  of  his 
life;  his  energies  ha\c  been  expended  in  other  fields.  The  plan 
which  Mr.  Robinson  indorses  as  the  sole  solution  of  the  burning 
question  of  the  day  has  many  features  to  recommend  it.  the  1110-1 
important  being  its  connection  with  the  tramway  network  of  the 
Loudon  United.  But  here  Mr.  Yerkes'  lines  and  those  already 
in  existence  would  perform  practically  the  same  service  with  the 
advantage  that  most  of  them,  having  been  already  sanctioned  by 
Parliament,  they  will  be  put  in  operation  within  the  shortest  possible 
time.      Finally,    Mr.    Yerkes   has    made    the     best     use    possible     of 


May  jo,  1902] 


STREET    RAILWAY    REVIEW. 


307 


the  existing  underground  lines  as  a  basis,  without  unnecessary 
competition  or  duplication  and  the  vast  area  covered  by  the  Met- 
ropolitan Railway  in  connection  with  the  system  of  the  Underground 
Electric  Railway  Co..  will  work  in  with  the  imminent  electrification 
of  the  suburban  traffic  of  the  great  trunk  lines,  whose  termini  are 
served  by  Mr.  Verkes'  lines. 

Just  as  these  notes  are  being  written  the  announcement  is  made 
that  the  Committee  of  the  House  of  Lords  has  found  that  the  pre- 
ambles of  Mr.  Verkes'  Charing  Cross,  Euston  &  Hampstead  Rail- 
way and  of  the  Edgware  &  Hampstead  bills  (which,  by  arrangement, 
is  to  form  an  end-on  line)   have  been  proved. 

D.  N.  D. 


ANOTHER  FAKE  ACCIDENT  WORKER. 


ABOUT  STORAGE  BATTERIES. 


An  interesting  pamphlet  has  recently  been  published  by  the  Gould 
Storage  Battery  Co.,  of  New  York,  from  which  we  take  the  follow- 
ing "Facts  about  the  Gould  Storage  Battery." 

The  Gould  plates  are  of  the  Plante  type,  and  are  made  by  "spin- 
ning," that  is.  sheet  lead  blanks  are  placed  in  steel  frames  which 
reciprocate  between  two  rapidly  revolving  shafts  on  which  are 
mounted  alternating  steel  di-ks  and  spacing  washers  (the  gam  ol 
the  spinning  disks  determining   width   of  the   rib  on   the   finished 


SUPERFICIAL  AREA 


220  So,  in. 

CONTACT  AREA 

2200  Sq.in. 


plate),  and  a  uniform  pressure  being  maintained  by  the  rolls,  the 
lead  is  displaced  and  spun  into  ribs.  The  plates  are  sub-divided 
into  sections  varying  in  number  and  size  with  the  total  dimensions 
of  the  plates,  the  sections  being  separated  b)  the  diamond  shaped 
liars  which  are  formed  at  the  extremity  of  the  ribs  by  reason  of  the 
eing  round  and  the  lead  blanks  plane. 
The  characteristics  of  the  Gould  support  plate  are:  Mechanical 
stability,  which  result s  from  the  unspun  cross-bars  between  sec- 
lions  and  the  ribbing.  Purity,  pure  lead  being  used  in  order 
10  better  rc-ist  the  acid   solution,  and  to  reduce  secondary  action 

in  the  plate.   Great  density,  b]   n     >  thi    p :5S  of  manufacture. 

Integral   construction,  being  of  a  of  lead.     Uniform- 

ity;   large    surfac  I    to    .nine-    material,    from    200    to    400 

■q.    in.    per    pound    of    lead.     Uniformity    of   current    distnb 
both   general   and   local.      Sufficient   thickness    of    the    lead    base   to 
insure   long   life;    the    thickness   of   the    ribs   vary    from   .005    in.    lo 
.040  in.,  depending  upon  the  work  if  the  plate.     Peroxida- 

'   the  entire  surface  of  the  plate,    Sparing  of  grooves  so  as  to 
retain  the  active  material. 

•he  active  material  are  claimed  the  following  character!  til 

1  ally   form.  d.   Molecular  p  permitting  the 

1  rounded  by  iw ii  cid  and 

■  I  distribution  of  active 
ing  ii'.  large  unu  ed  plate,  Small 

volume  of  material   pel   unit   ana.      Large  ana   of  contact    with    lup 

1      Durability.    Small  excess 
■•rial.     Proi  ii.  .n  for  mm  rea  ed  rem  wal    I 

I  bf    Gould    Sto: 

rk  with  250  m).  in.  per  ampere  of  di 

ordinal  ■    from   the  4x4  in.,   with  a  contact   ana   of 

:i  ,    with   a    contact    -ma    of    .(.K<»j      (J.    Hi-       I  lo 

ni.   Gould 

*  I  > 

I 

',r    >nt>  run.  ■  .O'l.  .1    .  mi 

■II.  ry.       I  he  '  "HI  •  ■■tinting 

0,  Toledo  "■■  ■  i  the  tracks  of  the   I  ■.!.  do  Traction 

A    I.IK 


One  evening  about  February   tst,  a  young  man  was  found  lying 

between  the  tracks  on  one  of  the  lines  of  the  Metropolitan  Street 
Railway  Co.,  of  Kansas  City,  He  was  carefully  earned  to  the  side 
walk  by  the  train  crew,  to  whom  be  said  his  name  was  William 
Postum  and  that  he  had  fallen  in  getting  off  of  a  car  and  had 
badly  sprained  his  hip  and  back.  He  was  taken  to  a  hospital  in  an 
ambulance,  and  after  receiving  treatment  for  a  week  was  dis 
I.  The  street  railway  company  paid  his  expenses  and  gave 
him  a  small  sum  to  sign  a  release. 

The  injured  man  carried  papers  showing  that  lie  was  a  railway 
postal  clerk,  running  between  Kansas  City  and  St.  Louis,  and  was 
well  dressed  and  of  pleasing  personal  appearance. 

About  March  1st  a  newspaper  report  that  one  William  Postum 
had  fallen  from  a  railroad  train  at  a  small  town  about  40  miles 
from  Kansas  City  and  was  being  cared  for  by  the  company's  doc 
tor,  caused  the  claim  department  of  the  Metropolitan  to  write  the 
railroad  company.  The  latter  ordered  a  more  careful  investigation 
into  the  Postum  case,  but  found  that  in  the  meantime  Postum 
ha.l  left  his  bed  and  disappeared. 

About  the  middle  "i  \  1  > r i I .  Postum  was  seen  in  another  rail- 
road hospital,  where  he  had  been  brought  apparently  suffering 
from  a  badly  sprained  ankle  and  severe  bruises,  alleged  to  have 
been  received  in  attempting  to  board  a  train  which  started  without 
warning.  The  hospital  authorities  were  notified  but  Postum,  know- 
ing he  bad  been  recognized,  succeeded  in  getting  away. 

Postum  is  described  as  being  5  ft.  10  in.  tall,  weighing  160  lb.,  of 
light  complexion,  with  hair  that  tends  to  curl. 


NEW  PLANS  OF  LAKE  STREET  ELEVATED. 


The  1-ake  Street  Elevated  Railway  Co.,  Chicago,  has  completed 
arrangements  with  the  Chicago  Edison  Co.,  whereby  the  latter  will 
furnish  a  greater  pari  of  the  power  used  on  the  elevated  road  by  a 
new  method  which,  it  is  expected,  will  effect  a  considerable  econ- 
omy in  the  operation  of  the  road  and  improvement  in  the  service 
lb.  plan  consists  in  taking  the  alternating  current  at  a  pressure  of 
9,000  volts,  from  the  Harrison  street  sub-station  of  the  Eciison 
company,  and  to  transmit  it  underground  on  lead-cover-d  cables  lo 
a  distributing  point  at  Lake  and  Rockwell  Sts.,  where  it  will  be 
changed  by  means  of  transformers  and  rotary  converters  to  a  di- 
rect current  of  550  volts  for  use  on  the  third  lail  system.  The 
installation  will  include  two  rotarj  converters  of  1,000  kw. 
capacity  each  and  a  switchboard  provided  with  oil-break  switches 
operated  by  small  mot.. is,  running  on  low  tension  currents.  The 
Chicago  Edison  plant,  with  the  additional  apparatus,  will  furnish 
lor  the  operation  of  the  Lake  St.  road  from  the  river  to 
2d  St.  at  all  times,  and  during  the  middle  of  the  day  and 
night,  as   far  as   Harlem   Ave.   111   Oak    Park,   while  the  extra  power 

1  during  the  rush  houi     »ill  be  furnished   from  the  Cicero 

and    Proviso    stations    until    the   projected    new    sill,  station    shall    be 
built   t"  supply   th.    line  west  •■(  .s.'d  Ave. 


CONSOLIDATION   IN   INDIANA. 


Mi,  gi    I  .   Mi  <  nil...  h,  pn  idenl   mil  gem  ral   manager,  and 

..tbeis  prominently  identified  with  the  Union    fraction  1'...  "'   in 
davi     '  ii.  - 1'  'l    the    organization    ..1    the    Indiana    North,  rn 

H  Co.,  with  $3,500,000  capital     lock,  n.  acquire  an.!  1 

inti  1  Ml.  .11  lim  trucl  m  1  lim     forming  a  .  onsolidated    - 

tern  touching  Indianapolis,    Vndei  on    Logansport,  Delphi,  Kokomo, 

-I  ..Hi.  1  importanl   Indiana  towns.    Thi   seven  dire 

,1  ii,,.  I,, ....  ,  orporation  ari      Mini.      \    Baldwin,  \V.  1 1    1:1.'    ,  E 
.     Carpenter,   Henry   Moon,  Albert   S.   Richey,  A.  \V.   Brady  and 

Berry,  all  of  whom  h.l   with  the   Union    Ira. Hon 

I       \l.  1    nil."  I.    will    I"     1 1'  i'I    "I    the    .mi' 

1, th.    The  Indiana  Northern  hai  completed  the  acqui  ition  of  the 

ester  fi   North  rn    ["1 1  Co.'    pi  rl  |   ■>«<[  the 

[Col       0  Ry.,  wlii.  h  i"1. ntrol  of  all  the    treel 

railway  interi   I     al   Logansport   with  the  exception  ol   the   Logan 
port  Railway  <  ...  and  the  Wain  h  Rivei  Tracti 1  he  local 

■        '  I       ''ii"  ''I' I        .mil      .1      111'  '.'    ill      I"       I'Ulll 

from  Lafayette  1  way  of  Delphi, 


308 


STREET    RAILWAY    REVIEW. 


[Vol.  XII,  No.  5. 


MODERN   FENDERS. 


I  In-  mm  of  fenders  mi  street  railways  has  become  practically  uni- 
versal and  in  most  cities  1*  prescribed  b)  law.     Sunn-  time  ago  1  lu- 

1    a    fender    was    some   kind   of   a   large    « len 

IuiiTit  of  the  general  style  of  the  locomotive  pilot  which  would 
prove  useful  in  clearing  the  track  of  obstructions  but  was  more  of 
■  protection  to  the  car  than  to  the  person  or  object  struck  by  it 
Of  recent  years  great  progress  has  been  made  in  the  design  of  tins 
1  apparatus  and  the  I>t->t  fenders  of  the  present  day  are  de- 
signed to  pick  up  and  carry  safely  any  person  <t  animal  struck  by 
the  car.  Ii  has  been  stated  that  during  the  time  when  car  fenders 
were  the  subject  of  the  greatest  discussion  that  the  number  of 
applications  received  al  Washington  for  these  safety  devices  ex- 
thai  of  any  other  single  class  of  patents.  During  the  evo 
lution  of  the  types  of  fenders  now  in  use  it  will  be  noticed  that  but 
a  comparatively  few  styles  have  survived. 

Among  the  most  used  and  effective  fenders  of  the  present  time 
arc  tin ■-«.-  of  the  Consolidated  Car  Fender  Co.,  which  arc  known 
a-  "Providence"  fenders.  These  fenders  arc  made  in  several  varie- 
ties suitable  for  all  kinds  of  cars,  and  we  arc  informed  that  over 
10.000  electric  cars  arc  provided  with  fenders  of  this  type. 
This  company  is  publishing  a  catalog  describing  its  various  fenders 
and  other  apparatus,  and  a  list  is  given  of  electric  roads  vising 
"Providence"   fenders  exclusively   which    includes    15(1  11.1111.  -. 

The   general   appearance   of   tlic   various   type-   .if   "Providence" 


lifted    up   and    folded    against    the    hack    dasher    in    a    very    compact 

inanni  1  i  1..  occupy  above  !-•  111.  of  -pace  beyond  the  Imflfcr. 

I  lu  nine  required  for  this  change  is  merely  a  fraction  of  a  minute 
and  need  n..i  l.e  considered.  It  is  often  necessary,  however,  to 
rem. ne  the  fender  entirely  from  the  head  end  of  the  car  in  order 
to  effect  a  coupling  liclweeil  two  ears.  When  tins  i-  necessary  (his 
fender  can   he   rclllov  i  d   by    simply   lifting   it   out   of  its   sockets.     When 

the  fen.hr  ha-  been  removed  from  the  car  the  intermediate  brackets 

on    which    it    is   supports  hoVed    under   the  car   entirely   out 

of  the  way.  leaving  the  end  of  the  car  free  to  push  another  car  in 
fiont  ..r  to  pull  a  trailer.  Another  reason  for  using  fenders  at 
liolh  ends  of  the  car  is  that  while  it  does  not  require  more  than  a 
minute  to  change   from  one  end  of  the  car  to  the  other  it    requires 

ill.   services  of  two  men  which  are  not  always  available. 

The  model  I!  "Providenct  car  fender  has  been  designed  spe- 
cially lor  use  on  low  car-.  It  was  original!)  intended  lor  use  on 
the    closed   cars    of   the    Metropolitan    Street    Kail.-.  if    New 

York,  and  it  is  equally  well  adapted  to  any  moderately  low  car. 
I  he  Iteel  fingers  at  the  lower  part  of  the  fender  are  not  curved 
as  much  in  this  type  as  in  model  A.  and  in  adjusting  the  fenders 
on  the  cars  the  upper  wood  cross  bar  can  be  placed  a-  .lose  as  15 
111.  to  the  rail  without  being  struck  by  the  steel  tinkers  when  the 
I.  n.i'  1  is  dropped  by  the  motorman.  When  not  in  use  on  the  rear 
end  of  the  car  the  model  I',  fender  is  taken  up  and  fastened  to  the 
dash  hoard  which  lifts  it  out  of  the  way  of  the  draw  liar  when 
carrying  a  trailer.     It  also  takes  up  but   very  little  room   in  the  car 


=  S1DE     VIEW  = 
Tilt.  MII.LEN  CAR  STEP. 


—  WITH    STEP     RAISED" 


fenders  t-  very  similar,  the  difference  being  chiefly  a  matter  of 
suit  cars  of  different  dimensions.  The  two  principal  parts 
of  these  fenders  are  a  kind  of  SCOOp  for  picking  up  the  person  or 
object  struck,  ami  a  cushion  of  springs  1,,  prevent  injury  by  the 
force  of  the  impact.  The  material  is  flat  spring  steel  and  the  scoop 
part  is  arranged  SO  that  while  its  front  edge  normally  travels  at  a 
few  inches  above  the  roadbed,  a  device  is  employed  whereby  the 
motorman  can  drop  the  edge  of  the  fender  down  to  the  ground  so 
that  the  rubber  wheels  which  are  carried  at  the  front  of  the  fender 
rest  upon  the  track.  In  this  position  it  is  impossible  for  any  object 
struck  to  he  run  over.  These  fenders  are  made  in  four  styles 
known  as  111. .del-  A.  I!.  C  and  1). 

Model  A  can  he  used  on  any  car  hut  is  specially  adapted  to  a  car 
■  •I  moderate  height.  The  curves  in  the  steel  fingers  of  the  lower 
1  the  fender  are  designed  so  that  when  the  front  end  of  the 
fender  i-  dropped  by  the  motorman.  the  rubber  rolls  will  resl  on 
1I1.  Hack  and  the  curve  111  the  steel  lingers  will  just  clear  the 
track.  It  is  of  course  impracticable  to  have  the  rubber  rolls  on 
i.ick  all  the  tune  so  the  fender  is  adjusted  to  nor- 
mally 1  -1  part  ..f  the  roadbed  except  when  brought 
int..  use  by  being  dropped  by  the  motorman.  Another  important 
feature  of  this  fender  i-  the  ease  with  which  it  may  he  folded  or 
taken  off  from  the  car  when  desired.  On  many  roads  operating 
under  rapid  headway  there  is  scarcely  time  to  change  the  fenders 
from  one  end  of  the  car  to  the  other  on  reaching  the  end  of  the 
mute  and  for  this  reason  many  companies  prefer  to  equip  their 
cars  with  fenders  on  both  ends.      The  rear  fender  in  this  case  may  be 


barn  when  folded.  Model  II  is  in  greater  use  than  any  other  of  the 
different  styles  of  "Providence"  fenders  and  out  of  the  10.000 
electric  cars  so  equipped  probably  about  one  half  of  them  use  the 
model   I!  equipment 

Model  C  is  a  new  pattern  recently  brought  out  by  this  company 
which  has  the  advantage  of  being  adjustable  so  as  0.  ride  at  any 
desired  distance  above  the  rail,  for  example,  from  '  _■  in.  to  18  in. 

III.  front  of  tin-  fender  can  be  dropped  to  the  rail  instantly  from 
any  position  by  the  in.  .tot  man.  who  simply  presses  a  bolt  in  the 
platform  of  the  car.  The  shape  of  this  fender  is  such  that  when 
properly  adjusted  to  the  car  it  will  hold  a  person  or  child  without 
injury  until  the  car  can  be  -topped.  Its  holding  capacity  has  been 
considerably  increased  by  the  use  of  spiral  springs  which  support 
each  side  of  the  fender.  Like  the  other  models,  model  C  <l..c-  not 
project  I.,  exceed  12  in.  beyond  the  buffer  of  the  car  in  its  folded 
position  and  it  is  also  easily  removable  from  the  car  altogether  by 
-imply  raising  it  out  of  the  socket. 

The  model  I)  fender  i~  specially  adopted  to  intcrurliau  car-  and 
it  i-  built  much  larger  and  stronger  than  the  other  model-  de- 
scribed. It  is  said  to  be  large  and  strong  enough  to  pick  up  a 
and  carry  it  until  the  car  can  be  stopped,  and  tin-  i-  claimed 
to  be  the  only  fender  that  will  pick  up  and  hold  the  object  struck 
when  the  car  is  running  at  a  very  high  rate  of  -peed.  Few  person- 
are  struck  by  inlcrurban  cars,  hut  the  great  danger  on  these  lines 
is  running  over  animals.  The  pilot  of  the  form  used  ..n  -team 
locomotives  will  generally  remove  the  animal  from  the  track  but 
if   it    fails   to   do    so   the    car    will    probably    be    derailed,    which    en- 


May  20,  1002] 


STREET    RAILWAY    REVIEW. 


309 


dangers  the  lives  of  all  its  passengers.  It  is  claimed  with  the 
model  B  "Providence"  fender  that  an  animal  will  be  certainly 
picked  up,  and  either  carried  until  the  car  can  be  stopped  or  it 
will  be  thrown  clear  of  the  track. 

Aside    from    the    protection    rendered    by    these    fenders    they   are 

I   in  a   style   which   does   not   disfigure   the  car,  but  on   the 

contrary   adds   rather   to   its   general   good  appearance.     As   a   rule 

suburban  cars  run  with  the  same  end  always  in   front,  so  that   it  is 

generally  only  necessary  to  equip  one  end  of  the  car  witli  a  fender. 

In  addition  to  its  large  manufacture  of  "Providence"  fenders  the 
Consolidated  Car  Fender  Co.  also  makes  the  "Milieu"  car  step 
lifter  and  Campbell  snow  brooms.  The  "Milieu"  car  step  lifter. 
which  is  illustrated  herewith,  was  invented  and  perfected  by  Mr. 
Thomas  Milieu,  general  master  mechanic  of  the  Metropolitan 
Street  Railway  Co.,  of  New  York.  This  device  is  a  lifting  appli- 
ance attached  to  the  under  side  of  the  car  and  connected  with  both 
the  front  and  rear  platforms  so  that  either  the  motorman  or  con- 
ductor, by  lifting  up  a  handle  can  turn  up  the  running  board  of  an 
open  car  and  fasten  it  in  its  upturned  position  and  also  put  it  down 
without  leaving  the  platform.  It  has  been  the  custom  generally  to 
fold  up  the  steps  of  open  cars  by  hand  and  fasten  them  with  a  hook 
or  chain,  as  it  is  generally  necessary  to  have  the  step  on  the  inside 
of  the  car  folded  up  and  out  of  the  way  so  as  to  give  more  space 
between  two  passing  cars.  By  having  the  inside  step  folded  pas- 
sengers are  also  prevented  from  entering  or  leaving  the  car  on  the 
wrong  side,  and  it  is  also  frequently  necessary  in  passing  wagons 
in  crowded  streets  to  lift  up  the  outside  step  in  order  to  gain  room 
to  pass.  With  this  device  either  step  may  be  raised  or  lowered 
from  cither  end  of  the  car  while  the  car  is  in  motion  and  without 
either  the  motorman  or  conductor  leaving  the  platform.  A  large 
number  of  cars  have  been  equipped  with  this  device  which  is  re- 
ported to  hi-  found  entirely  satisfactory. 

The  Campbell  sand  broom  is  now  in  extensive  use  on  some  of 
the  largest  electric  roads  in  this  country.  The  head  of  this  broom 
is  made  of  malleable  iron  and  ~  designed  to  last  for  many  years. 
The  entire  expense  in  maintaining  the  broom  is  in  refilling  the  head 
with  rattan  and  the  head  is  designed  so  thai  the  filling  can  be  easily 
mplished   when  the  old   rattan    wears  out. 

THE   WESTERN   OHIO   RAILWAY  CO. 


KANSAS  CITY-TOPEKA  INTERURBAN. 


The    accompanying    map    -hows    the    line,    of    the    Western    i'Iihi 

Railway  Co.,  part  of  which   were  pul   in  operation   March   15th.     To 

tern  then  put   in  operation  about  20  miles  were  added   within 

a  short  time.     This  included  a  line  from  St.  Mary's  to  Minster,  10.9 

miles  in  length,  and  an 
extension        from  St. 

Mar/  to  Celina.  [0.2 
miles.  It  is  also  ex- 
pected to  have  a   system 

1  onnecting     \\  apal 1 

and  1'iqua  in  operation 
by    August     1st    and    the 

line  to  Pindlay  will  bi 
1  ompli  ted    later    in    the 

inier.         I  he     road     is 

nb  t .1 1 1 1 ia  1 1 >•  built  with 
70  Hi.  rails  ballasted  with 
1  he  <ai  i  an 
large,  comfortable  and 
luxuriously  furnished, 
and    notwithstanding    the 

fad    thai    the   road    ha 

1   111   operation  only  a 

■  hedule  than   ill'    gn  al    majoril 

within  tin-,  short   time 
■  11  all  that  1  ould  ■    mm  h 

ink      I  be  road  1  ■  in 
of  Mr.  I  .  D.  (  arpi  no  ' '      I      N.  Wilcox 

nti 

———•♦♦ 

1  ighl  '  o.  I1.1    awardi  d 

t<  r  11 1 1 1 1.1 1 
and    Sharon,    Pa.,    which    will 
I  In-  building  at  Young  [l    rill  conl h 

pany-.  offices. 


The  Kansas  City,  Lawrence  &  Topeka  Railroad  Co.,  of  which 
Willard  E.  Winner  is  the  principal  promoter,  has  financed  its 
project  and  begun  the  construction  of  the  roadbed  on  the  east  side 
of  the  Raw  River.  Contracts  have  been  placed  for  rails  for  the 
entire  line  from   Kansas  City  to  Topeka. 

Application  has  been  made  for  a  franchise  in  Kansas  City,  Kan., 
which  will  give  the  iuterurban  connections  with  the  Armourdalc 
division  of  the  Metropolitan  Street  Railway  Co.,  over  which  cars 
will  he  run  into  the  business  center  of  Kansas  City,  Mo.  Through 
trains  to  Topeka  will  run  every  hour  and  four  express  trains  will 
be  operated  between  Kansas  City  and  Topeka  and  making  the  dis- 
tance between  the  termini  in  go  minutes.  The  plans  include  the 
erection  of  three  bridges  across  the  Kaw  River. 


WORLDS  FAIR  ELECTRICITY   BUILDING. 


The  provisions  that  have  been  made  for  the  exploitation  of  the 
electrical  industries  at  the  World's  Fair,  are  believed  to  more  than 
meet  the  expectations  of  all  interested.  The  palace  of  electricity 
contains  over  350,000  sq.  ft.  of  floor  space  and  provides  room  for  an 
extensive  exhibit  of  the  discoveries  and  inventions  in  electricity. 
The  accompanying   ilustration    shows  a   floor   plan   of   this  building, 


FLOOD  ri.w  OF  1:1.1.1  run  11  1    r.i  ii.hini. 

and  all  cxlni 1  electricit)   will  be  installed  hen    1    cepting  such 

as  nuq  ei    foi     pecial    ervici    ol  thi    1    1 1  h  hii  h  will 

not  permit  oi  its  being    0  placed.    Steam  and  gas  will  be  supplied 

in  the  building  h  direel  connected  machinery  as  forms  parts 

of  working  exhibit  .     It  is  the  hopi    ol   the  exposition  authorities 

tiled   ■    Fat    1    po    ible,  a     uch  i 

red    a    I     attractivi    ind  worth  a  great  deal 

thi   1    hibitoi  Hi  in  di  ad  -    hibil        1  hi     pa he  building 

will  I"  1 1  they  will  be  granted   frei    powi  1    foi 

thi    opi  i  ation  ol    vorl hibil     «  het in  i»     hi  iw  n  1  hal  they 

li  ipi  d   hi 1   point    "i   perfection    n  hen    1 1"       in 

really  typical   of   Ihi    p hej    1  -  1 Mm    hei 1    co 

"i"  ration  will  be led  lo  all  exhibitot    and  it  is  requei  ti  d  that 

■! 11    ni 1  earl     bli ,  an  1   tint  iti   ol 

paci    .  hii  h   1  hi  •■    n  ill   requiri 


'I  I"-    I  im     (Ala.)     Railwaj      Light    ■      P has 

ered  in  tl  fall 


310 


STREET    RAH  WAV    REVIEW. 


[Vol.  XII.  No    5 


FINANCIAL. 


( (tluT  income 


iai.957 


•78,350 


1*1111  \l'i  I  PHI  \   CO.,    PIT!  SBURG. 
I  In  1   the   Philadelphia   Ca   has   submitted 

it-   report    for  il  nding    March   31st,    showing 

gratifying   result  the   purpc  nomical   op 

n  and  street  railwaj  companies  have,  by  operating 

ni.   Iniii   placed    under   the    management  outhern 

>n  Co.  whi  te  name  has  l"-i  n  to  the  Pitts- 

\s  has  previou  lj   been  noted  the  company  has 

acquired,  as   was   authorized   by   the   stockholder:    Dec     14,    1903, 

,     i.  ind  ■•!  the 

common  stock  ol  olidated  Traction  Co.;    50,000  shares  of 

the  pn  ck  and  50,000  shares  of  the  common  stock  of  the 

Southern  Traction  Co.;    6,000  shares  of  the  Southern   Heat,  Light 

&  Power  Co.  and  the  shares  of  several  smaller  street  railway  com 

["hi     Monongahela   Street    Ry.   and   the   Suburban    Rapid 

Transit   Street   K>.  have  been  leased  to  the  Consolidated    ["rai 

Co.;   ih  rg  &  Birmingham  Traction  Ca's  line  to  the  I 

rraction  Ca,  and  the  property  of  the  Monongahela  Light  &  Power 
in.  and  the  Southern  Heat,  Light  8t  Power  Co.  to  the  Alleghenj 
County  Light  Co.     Mi,   report  of  the  fiscal  year  is  as  follows: 

1902. 
from   operations      ....$1,166,227.22       $1,057,133.27 

rises  and  taxes 630,807.65  464,309.73 

Net   earnings   from  operations   535419-57  592,823.54 

Other    income    83,719.38  [6,140.26 

l.iial  earnings  and  other  incomi  610,138.95  608,963.80 

Deductions    from    income 69,996.27  35497-84 

fatal   income   54u.14j.ux  573,465.96 

Fixed    charges    331,281.54  264,339.72 

Net    income    217,384.00  286,497,52 


BROOKLYN   RAPID    1  RANSIT. 

ih,  financial  report  of  the  Brooklyn  Rapid  Transit  system, 
including  all  companies,  for  February  and  for  the  eight  months 
ending  February  28th,  has  been  submitted  as  follows: 

February.  igoz  1901. 

receipts    $861,696.02  $843,394.25 

Expenses,    including    taxes 716,432.03  584,461.49 

Net    receipts    145.26.v99  258,932.76 

Decrease    113,668.77 

For  eight  months  ending  Feb.  28. 

1902.  1901. 

receipts    $8,395,448.45  $7,899,  ioa87 

Expenses,   including   taxes 6,016,664.05  5,150,406.38 

Net    receipts    2,378,784.40  2,748,694.49 

1  tecrease   369.910.09 

The  fact  that  a  large  percentage  of  the  earnings  from  operation 
has  been  returned  to  the  property  for  improvements  and  extensions 
explains  the  decrease  in  net,  while  the  gain  in  gro-s.  a-  reflected  in 
the  report,  indicates  that  the  business  of  the  system  i-  constantly 
increasing.  Henceforth  Mich  betterments  will  be  amply  provided 
for  from  the  proceeds  of  the  reci  nl  sale  "f  $5,000,000  bonds,  and  with 
the  operating  cost  charged  only  with  legitimate  expenditures,  a 
handsome  surplus  will  undoubtedlj  be  shown  for  the  stuck,  rwo 
hundred  new  cars  an  soon  to  1"  put  in  commission  on  the  Brooklyn 
Rapid    'Iran  a    fact    which    will    materially    influence    the 

earning  capacity  of  the  road. 


M  Wll  \  1  TAN   RAILWAY  CO. 
The  report  of  the   Manhattan  Railway  Ca   for  the  quarter  ending 
March  31-1  shows  a  gain  in  the  number  of  passengers  carried  of 
7>588,33I,   and    f,,r   the   nine   month  with    March,   a   gain   of 

18,000,000.     The  gratifying  increase  in  business  is  principally  due  to 
the  improved  servi  traction  has  been  installed  on  the 

Second  and   Third  Ave.  branches,  and  a  commensurate  gain  may  be 

expected  as  electricity    replaces  oilier  motive  power  on  the  remainder 

of  the  system.    The  financial  upon  ,,f  the  Manhattan  company  1- 
as  follows: 


linings  

( Ipcral  11  .  .  and  taxes 

Net  earnings 


$2,878 
1400,378 


I 

$2,502,043      $37<M".; 
1. . 14S.  1, !U  52,242 


1  income  $1,599,795 

charges  658,336 

Balance  $941460 

I  'ividcndi  480,000 

Surplus    |iit.  i'io 

Pa     I  h;-  I      1  arm. I        58,037,240. 

.Inly    1    to  March  31  : 

earnings $7,808^)61 

ting  expenses  and  taxes....  4,117.47s 


\ei  earnings  S3.im1.1N3 

1  'tin  r  income 514.51 1 

1  income 

Fixed   charge-    .                         2,043.871 

Balance  $2,161323 

nds 1.440,000 

Surplus  $721,823 

Passengers  carried  157,560,097 

*.Dci  1 


$1,354,194 

653.357 

$345^01 

4.07S 

$700,837 

180,000 

$240643 

$220,837 
59448,918 

$6,917,680 

B.935.544 

$-40.1,23 
7.588J31 

$890,981 
I9L934 

$2,992,136 

5.15.21 1 

$699/147 
80,710 

$3,587,347 

.'.11.i0.13X 

$6l8,347 
13,733 

$1,557,209 

1 .440.000 

$604,614 

$117,209 
[39,509,670 

$(«i4.'.i4 
[7,990^27 

NEW  ORLEANS  RAILWAYS  CO. 
The  New  Orleans  Railways  Co.  ha-  been  Organized  with  a  capitali- 
zation ,,f  $80,000,000  to  effect  a  consolidation  of  tin-  -tree!  railway 
and  electric  light  companies  of  New  Orleans.  The  capitalization  i- 
divided  into  $40,000,000,  4' 1  per  cent  sinking  fund  mortgage  bonds, 
$10,000,000  4  per  cent  cumulative  preferred  -lock  and  $20,000,000 
common  stock.  Of  the  bonds  $20,000,000  will  he  issued  to  acquire 
securities  of  existing  companies,  $12,846,000  being  reserved  to  retire 
existing  bonds.  Seven  million  dollars  tor  proposed  new  construction 
and  improvements. 


GENERAL  ELECTRIC  CO. 
The  101I1  animal  report  of  the  General  Electric  Co.  for  the  year 
ending  January  31,  1902.  shows  profits  (including  $938,584.77  derived 
from  the  sale  of  securities ) .  amounting  10  $8,508^41.34,  after  ex- 
penses and  the  -nin  of  $1,131,583.98  expended  on  factory  plants  and 
machinery  have  been  deducted.  The  -ales,  royalties  and  sundry 
profits  amounted  lo  $32,479,428.  Dividends  amounting  to  $1,955,657 
were  declared  and  the  present  surplus  and  undivided  earnings  arc 
now-  $15,287,141. 


I  In  Metropolitan  West  Side  Elevated  Ry.,  Chicago,  in  April  car- 
ried an  average  of  1011.246  passengers  per  day.  a  gain  of  12.228  per 
day  over  the  corresponding  period  of  las)  year.  The  showing  was 
made    under    normal    conditions,    and    with    onlj     five    out    ol 

stations  completed  mi  the  new  extension. 


The  earnings  of  the  Chicago  Union  Traction  Co.   show  a  gain  of 
$54,000  for  April.  $66,000  for  March,  and  $(12,000  for   February. 


The    ["win  City  Rapid  Transit  Ca's  report  for  March  shows  net 

earnings  of  $151,423.  an  increase  of  $25,100:  and  surplus  aflcr  pay- 
ment of  charges  and  proportion  of  preferred  stock  dividend.  $75406, 
an  increase  of  $20,353.  

During  the  four  weeks  eliding  April  J'uh.  the  United  Traction  Co. 
of  Albany  gained  in  receipts  $4,270.5(1  over  the  corresponding  period 
lasi  year.    Of  the  amount  named,  $3,774.82  was  gained  mi  the  Albany 
mi  and  $504.75  on  the    Troy  line-. 


$1477,858       $1,153,907       $323.95l 


The  American  Railways  (',,.,  of   Philadelphia,  reports  that  for  the 

quarter  ending  March  50th.  the  gross  receipt-  have  shown  a  uniform 

ot  about  .;;•,  per  cent     The  company  i-  making  extensions  of 

its  various  systems  as  warranted  by  the  growth  "f  the  cities  and 

increase  in  traffic.  

The  Si.  Louis  Transit  c,  reports  for  the  month  of  March,  total 
gross  receipts  of  $500,117  a-  against  $461,352  for  the  same  month  last 
year,  an  increase  of  $3u. 7(15.  From  the  beginning  of  the  year  to  April 
1-1  the  earning-  amounted  to  $1,386,251,  an  increase  of  $77,021). 


M.w  20,  igoa] 


STREET    RAILWAY    REVIEW. 


311 


CHICAGO   FRANCHISES. 


NEW   PUBLICATION. 


May  8th  the  United  States  Circuit  Court  sustained  the  demurrer 
of  the  City  of  Chicago  to  the  hill  in  equity  filed  June  25,  1901,  by 
William  L.  Klkins.  oi  Philadelphia,  praying  an  injunction  restrain- 
ing interference  with  rights  of  the  Chicago  street  railways  under 
called  9<)-year  ad  passed  by  the  Illinois  Legislature  in  1863, 
ami  a  definition  of  these  rights. 

Mr.  Elkins  joined  the  Chicago  Street  railway  companies,  in  which 
he  is  interested,  as  defendants,  so  as  to  give  the  federal  court  juris- 
diction of  the  case  on  the  ground  of  diverse  citizenship  of  the 
parties,  but  in  its  ruling  of  May  8th  the  court  held  that  the  allega 
tions  in  the  bill  were  not  Sufficient  to  give  the  court  jurisdiction. 
but  leave  to  file  amended  hills  was  granted. 

Two  amended  bills  were  filed  May  [2th  on  behalf  of  Mr.  Elkins, 
making  direct  complaint  that  resolutions  passed  by  the  city  council 
have  been  effective  as  legislative  impairments  of  the  charter  rights 
of  the  companies,  and  declaring  the  action  of  the  council  in  plan- 
ning the  seizure  of  the  properties  of  the  street  railway  companies  to 
Ik-  a  violation  of  the  Federal  constitution.  Tt  is  further  alleged 
thai  the  compulsory  issue  of  transfers  is  an  infringement  upon  the 
charter  rights  of  the  company.  The  complainant  alleges  thai  all 
resolutions  passed  by  the  city  council  with  reference  to  franchise 
forfeiture  are  based  on  the  idea  that  the  traction  property  will 
absolutely  revert  to  the  city  on  July  30,  1903. 


STRIKES  OF  THE   MONTH. 


A  general  strike  on  all  but  three  of  the  lines  of  the  United 
Railroads  of  San  Francisco  was  declared  at  9  p.  m..  April  19th, 
and  continued  until  April  26th,  when  a  compromise  was  effected. 
<hcr  3.000  men  were  out.  their  demands  bring  a  Hat  rate  of  25 
cents  per  hour-,  the  reinstatement  of  28  men  who  had  been  dis 
charged,  it  was  alleged,  for  joining  the  union,  and  a  complete 
union  of  the  union  by  the  company.  Passenger  traffic  was  practi- 
cally at  a  Standstill,  although  the  mail  routes  were  Operated  through- 
out the  strike  without  interruption.  Mo  cases  of  violence  were  re 
IH.rted.  By  the  terms  of  settlement  the  discharged  men  were  re- 
1,  the  wage  increase  was  granted,  but  the  recognition  of  the 
union  by  the  company  was  ti"t   conceded 

Motormen  and  conductors  in  the  employ  of  the  Lima  (O.)   Elec- 
tric Railway  &  Light  Co.  went   out  on  a   sirike  April  24th,  demand 
ing  an  increase  in  wage-  of  from  14  to  10  ci  ntt  an  hour  in  the  case 
of  conductors,  and   from    12  to   16  cents   in  the  case  of  motormen. 
lilted    from    the   company's   attempting    to    run    the 
cars  manned   with   non-union  men,  and  a  number  of  arrests  of  the 
-inkers  wire  made.    The  company  granted  the  demand  for  a  wag' 
April  26th,  -inc.    which  tun.    cars  have  been  running 
ual. 

The  -tnke  of  the  employes  of  the  Jamestown   ( N.   Y.  1    Street 

Railway    Co..    which    began    marly    a    year    ago,    ha 

•  1.    I  in-  details  of  the  lettlemenl  have  not  I ut 

<  ■  » 
HOOSAC  VALLEY  OPENS  NEW  LINE. 


•-.  N'orlh   Adam-.   Ma--.,  has 
rw  interurban  to  Cheshire,  the  firsl  ear  being  rui 
the  hue  on  the  morning  of  May  5th,  with  46  pa   engeri,  including 
ml  prominent   townspeople  of   North   Adam-  and 
■  1    Richmond,  pn 

and    Mr.    W.     I.     '.  •  iiilendenl    of    the    rloOSac    Vail.  ■ 

Opening  of  tin    road,   which   1-  a    model  one  in  point   of 

and    equipment  iducted    under    the    pet  onal 

on  for  public  celebration 

11   ion    on    a    ball 

hour  schedule. 

*  •  9  

it  pamphlet   h  1     h  ■  n  publi  I  on 

■    London,  Ont,  on   Springbanl     Pari 
which  1     reached  bj   the  company'     Isti 

11  tie    direction  ol 

1.    The  walk,  and  drivi     in   being  added  to  ami 

lOnf     whirl, 

ordc  r.      I  In    railwi .  ,,(.   0,   provide   ■< 

ami   >  m.  11. which   will 


1111'  INVESTORS'  MANUAL  FOR  [902.  The  Economist 
Publishing  Co..  Chicago.  The  Economist  "Investors'  Manual"  is 
always    of    great    value    In    persons    interested    ill    the    large    financial 

.mil  industrial  corporations  of  Chicago,  and  particularly  10  those 
seeking  information  concerning  the  street  railways  of  the  city.  The 
issue  for  [902  contains  complete  statements  covering  all  the  Chi 
cago  street  railway  properties,  and  1-  illustrated  by  map-  of  the 
various  systems,  which  will  be  found  very  convenient  for  reference. 
The  book  comprises  inn  pages  and  the  index  -how-  over  500  differ 
enl  corporations,  including  the  principal  steam  railroad-  of  the 
country. 


PNEUMATIC  TRACK  SANDER, 


The  accompanying  diagram  represents  the  new   pneumatic  track 
sander  manufactured  by  the  Nichols-Lintern  Co.,  of  Cleveland,  0., 

and  this  device  is  specially  recommended  for  city,  suburban  and 
heavy  service  equipment.  The  necessity  for  sanding  tracks  at  cer- 
tain point-  i-  unquestioned  and  it  becomes  of  importance  to  have 
ear-    equipped    with    a    track    sander    which    will    not    fail    when    an 


%  /7/A/3^ 


NICllOLSLINTEKN  THAI  K  SANDER. 

ney  arises.     The  makers  claim  that  ihi-  device  is  absolutely 
ail    .Hid    watei    tighl   and   thai   il   is  instantaneous  in  operation  and 

con  tanl   in  action,  a-  well  a-  being  ec ical  m  the  u  <     ,1    and 

I  In- re  are  no  levers  ur  valves  to  gei  mil  .a  ordi  1  and  iIm   devil  -   -  an 

be  placed  at  any  desired  poinl   ami  can  be  applied  to  the  ear  without 

cutting  or  changing  any  of  the  woodwork.  The  ease  with  which 
sand  caii  In  applied  with  ibis  device  is  one  of  iis  chief  merits  and  it 
is  claimed  lie  it  il"  actual  con  umption  of  air  is  less  on  ears  equipped 
with  this  sander  than  those  without  it  because  less  air  is  u  ed   Foi 

pi    pi    1      old  'in   .hi  11  '  d  In  iin-   lander  is  insignificant  in 

amount. 


FAKE  ACCIDENT  IN   PHILADELPHIA. 


liner  men  .'"   undei  arn  1  in  Philadelphia,  having  confessed  i" 

pirai  s    i"  In  ing   frauduli  nl   dama 1     foi    -i". again  1 

nion    1 1."  1 ".     I '.   Slutsky,  the  pi  im  ipal   in  tin 

mi    again  I    ll ipanj    i"i    thai    1 mi    on    November 

17,  1900,  alleging  1 1  been  injured  on   I  itlj    12,  1900,  whili   alighl 

in  ii up  oi',     .  .,1    through  tl ligi  1 1      er  ml 

1     1"  .  11    I".  l| I    .1    iininl 11  i,,i,       1 

H  h  thi    ii   nil   thai   iin    ii'H  ■ pn  ii.. 1     wen     11 

n   ted   Ma)    10th.     Vi  1  ording  to  thi     ■•  01 nfi     ion    ol  ihi   ti  io, 

lul    I    .         >>.     ...    1  ...  1    .      -'  ,n    In, in    him    |,, 1 

-  I    in      till  i"  'I lenl   and   foi    1 g    liin 

tore  .'io  1  hi   had  fi ;  rni  d  1  fall. 

w-~* 

I  Pa.  1   Railway  1  0.  ha    installed    im    ol 

p.  capai  in.  which  wa    m  idi   l>]   thi     illi    '  h  ilmi  1     Co     Phi 
addition  givi     thi   1  ompanj     uffii  ii  nl   pc  I  all  il     cai     into 

roinnn     ion. 


M2 


STREET    RAILWAY    REVIEW. 


[Vol    xii.  Mo  5 


HALF  FARES. 

U «   !.  in  thai   Mi.  Many  Niles,  who  for  » 

ii  electrical  engineer  for  the  itreel  railway  al   Mexico  Cily, 
died  >'ii  Ma)    loth.     Mi.  Niles  was  formerly  at   Indianapolis 
and  went  t"  Mexico  with  the  lau-   rhonua  II.  McLean, 

The  American   Rail*  >    Philadelphia,   which  owns  the 

Chicago  &  Joliet  Electric  Ry.,  contemplates  building  ric  line 

5ummit  to  Lyons  in  Cook  County,  III.,  to  connect  with  lines 

running  into  Che 

let   i  N.  V.i  &   Eastern  Rapid   Railway  Co.  will  soon 
begin  the  construction  of  its  line  to  Geneva,  over  a  route  41  miles 
in  length,  8  miles  shortei  than  thai  of  the  steam  lines,     ["hi 
house  will  be  located  at  Canandaigua. 
The    Metropolitan    Elevated    Railroad,    Chicago     carried    109,246 
pi  i  day,  "ii  an  average,  during  \pnl,  an  increase  over  the 
landing  month   last   year   of    12,228.     The    Douglas    l'ark   ex- 
tension contributed  aboul  9,000  fares  a  day. 

1  he    Canton-Massillon    Electric    Railway    Ca,    has    increased    the 
wages  of  conductors  ami  motonaen,  the  new  scale  being  as  follows: 
.ii  and  one-half  cents  an   hour   for  the   firsl    six   months  of 
service  ;  18  cents  an  hour  for  the  remainder  of  the  first  year  ;  10 
an  hour  for  the  second  year,  and  20  cents  an  hour  thereafter. 

All  wooden  bridges  on  the  suburban  electric  railway  running  out 
Of  Bucyrus,  O..  are  being  replaced  with  steel  structures.  The  en- 
tire road  is  being  ballasted  with  crushed  -tone  and  new  and  heavy 
cars  have  been  ordered.  The  run  between  Bucyrus  and  Mansfield, 
a  distance  of  35  miles,  will  be  made  in  one  hour  and  20  minutes. 

The  electric  generating  station  of  the  Metropolitan  Railway. 
London,  will  be  furnished  with  Westinghouse  steam  turbines,  a  con- 
tract for  such  equipment  having  been  awarded  to  the  I ".  r  1 1 1  - 1 1 
Westinghouse  Electric  &  Manufacturing  Co.,  of  Manchester,  which 
is  filling  a  similar  contract  for  the  Metropolitan  District  com 
pany. 

The  Columbus  (O.)  Railway  Co.  will  install  an  engine  and  gen- 
erator of  1,800  h.  p..  increasing  the  capacity  of  the  plant  by  half. 
A  traveling  steel  crane  will  be  installed,  a  new  steel  roof  built  over 
the  power  house  and  other  improvements  made,  aggregating  a  total 
expenditure  of  $100,000.  The  company  has  rclaid  its  South  Nigh  St. 
line  with  heavy  rails. 

The  application  of  the  United  Traction  Co..  of  Albany,  for  i"i 
mission  to  extend  its  lines  across  the  grounds  al  the  Watervliet 
arsenal  in  constructing  its  proposed  new  road  in  Watervliel  has 
been  granted  by  the  War  Department  with  the  proviso  tb.it  the 
company  construct  a  tunnel  under  the  arsenal  grounds.  These 
terms  have  not  yi  pt(  d. 

The  Oakland  tCal.)  Transit  Co.  has  inaugurated  a  new  wage 
scale,  effective  May  1st,  increasing  the  wages  of  conductors  and 
motormen  from  21  cents  an  hour  to  24  cents.  The  company  con- 
templates a  series  of  summer  excursions  for  the  benefit  of  the 
men  and  their  families,  on  which  occasions  music  and  other  en- 
tertainment will   be  afforded  gratuitously. 

disastrous   tires   occurred    on    April    20th,   one    destroying   the 
carhouse  of  the   Niagara    balls    l'ark  &   River    Railway   Co.  al    I  hip 
al    freight   and   passenger   cars,   and   an   observation 
car;  the  other,  at  Broad  Ripple,  Ind.,  destroyed  the  carhouse  of  the 
Broad   Ripple   Trai  '         together   with   two  double  truck   cars 

and  other   rolling   stock   aggregating    in    \alue  $20,000. 

The  New  Jersey  &  Hudson  River  Railway  &  Ferry  Co.,  still 
continues  its  practice  of  issuing  an  attractive  artistic  calendar 
each  month.  That  for  May.  in  several  colors,  being  especially 
appropriate  to  Decoration  Day.  (in  the  reverse  of  the  card  are 
printed  the  common  and  botanical  names  ..1'  some  25  varieties  of 
wild  (lowers  which  grow  in  profusion  along  the  company's  lines 
through  Bergen  County. 

The    Vork    County     Traction    Co.,    Vork.     1'a.,    has    nearly    com- 
pleted an  extension   from   New    Vork   to   Dallastown,    Red   Lio 
Windsorville,  and  will  continue  the  line  to   Delia,  35   miles   from 
Yoik.      Later,    another    extension    will    be    built,    including    \\ 
town  ami  Shrewsbury  in  the  southern  part  of  York  County.     The 

company   owns    six   acres   of   line    w Hand   at    Red    Lion    which    will 

be  improved  and  equipped   with   park  conveniences   to   »mr  as  a 

it    for   the   people   of   York    and    nearby    town-. 

The    Tennis    Construction    Co.,    oi    Philadelphia,    has    purchased 

the  West  Chester  Street  Ry..  and  will  extend  the  system  al  once  to 
Downington,    Kennett,    Coatesville   and    Parkesbtirg.      The   line   to 


Downington  has  been  partly  built,  ami  will  be  completed  by  the  new 

owners  m  a  few    weeks.      Lower  boiis,.   |,,,    i  1  interurhan 

I  at  Downington   I  lie  and  Kenned  Square. 

The  name  of  the  West  '  red  Railwaj  <  o.  will  I"   changed 

to  iiu    Brandywim     fraction  Ca,  under  which  title  the  pi 

interurhan  lines  will  be  operated. 

The  merger  of  the  Hamilton  &  Lindenwald  Electric   Iran 
the  Cincinnati  &   Northwestern  R.  R-,  and  the  Miamisburg  8 
inaniown  Traction  Ca  with  the  Southern  Ohio  Traction  Ca  has 
itified,  and  ili.   consolidated  properties  will  l"   operated  under 

with  a 
capitalization  of  $5,000,000.     Undei    thi  I   the  mergei    the 

Southern  Ohio  Companj   will  bold  $2,000,000  of  the  new  stock,  and 
in  addition,  $1,200,000  In  bond-.     Ii  is  proposed  to  i  spend  $.',000,000 
for  extensions  of  the  system,  giving  a  dircci 
Cincinnati. 

1  be  1  xhibit   submitted  by  the  St.  Louis  Transit  I  State 

Board  ol  Equalization  sets  forth  the  aggregate  value  of  the  com 
pane's  propert]  al  $5,178^0027,  and  comprises  among  other  items 
the  following:  14(1.0*1  miles  of  double  track  in  Missouri  val 
$1,251,770,  and  5K.33  miles  of  single  track  valued  al  $252.4(15;  roll- 
ing stock  to  the  value  of  $1,183,167.50,  and  buildings  and  miscel- 
laneous property  to  tin  value  of  $2,490,603.77.  I  be  following  items 
are  included  111  the  list  of  rolling  slock:  go  passenger  cars  and  1.120 
motor  cars,  and  42  sweepers  and  scrapers.  The  company  uses  350.45 
miles  of  trolby   wire,  valued  at  $52,567.50. 

Policemen  and  firemen  in  Albany  will  probably  lose  the  pri 
they  have  enjoyed  oi  riding  free  upon  the  street  cars  in  that  city 
while  engaged  in  the  performance  of  their  duties.  The  Court  of  Ap 
peals  has  rendered  a  decision  to  the  effect  that  in  this  respect  lire 
meu  and  policemen  are  public  officers  and  debarred  from  riding  free 
by  the  constitutional  provision  which  prohibits  public  officers  from 

[USM--.     Further,  the  act  of   1895  1-  declared  unconstiti 
because  in  compelling  the  transportation  companies  to 
men   frei  the  companies  of  their  property   with- 
out   dm     1  1 1    law    and    take-    private    ;>  II    public    use 

w  ithoul  compensation. 

American   methods   and    British    workmen   are   performing    feats 
in  the  direction  of  rapid   work,   which  have  hitherto  been  unknown 
land.     I  In   record  in  bricklaying  at  the  British  Westinghouse 
Cos.  works  ai  Manchester  was  a  revelation  and  tins  has  been  fol- 
lowed   by    -ome   unusually   expeditious    work   in   the   construction   ol 

the    -lack   of   the    Mii-.\    Railway    Co.   al    Liver] 1.       Ibis    Is  aboul 

250  ft.  ill  height  and  work  upon  11  wa-  commenced  about  Christmas 
lime.  It  has  now  been  completed  for  sonic  lime  and  stands  as  a 
record  breaker  in  expeditious  budding.  The  work  lias  been  carried 
out  by  the   British   Westinghouse  Co..   which  ha-  the  contra 

converting  the  Mersey  railway  tunnel  from  steam  to  electric  trac- 
tion. Mi.  work  has  been  under  the  direction  oi  Messrs  J.  Stewart 
&  Co. 

I  be  New  York  &  North  Shore  Ry..  a  7 -mile  electric  line,  running 
II  blushing  and  Jamaica,  L.  L.  lias  been  sold  under  fore- 
closure proceedings  instituted  by  the  New  York  Security  X  Itu-t 
Co.,  to  I-:.  C.  Miller  of  Philadelphia,  for  $100,000  over  its  lial 
lli.'  controlling  interest  in  the  North  Shore  Ry.  was  owned  by  the 
New  York  &  Queens  County  Railway  Ca,  and  it  is  stated  that  the 
plan  of  reorganization  conte:  of  the   North 

Shore  and  New  York  &  Queer  I  untj  properties,  and  the  con- 
struction of  lines  from  blushing  to  Wbitestone,  Willet's  Point, 
Bay  Side  and  Manhassel  for  which  franchises  have  been  secured 
by  the  North  Shore  company.  Reports  are  in  circulation  that  the 
[nterborough  Rapid  Transit  Co.,  which  was  recently  incorporated 
with   $25,000,000  capital    and   in    which   the   1  f  the   Rapid 

Transit  Subway  are  interested,  has  opened  negotiations  for  the  ac- 
ipiisition  of  both  the  New  Vork  &  Queens  County  and  the  North 
Shore   systems. 

*—* 

ARNOLD  TO  ADVISE  CHICAGO. 


It  was  announced  on  May  21st  that  tin-  committei   -  n  local  trans- 
portation of  tlu    Chicag  council   had   decided   lo   retain    Mr. 

Ii.  J.  Arnold  lo  advise  the  city  concerning  the  engineering  prob 
bin-  which  line  arisen  in  connection  with  the  street  railways. 
Mr.  Arnold,  as  our  readers  will  remember,  is  consulting  el- 
engineer  for  the  New  York  Central,  and  for  some  lime  ha-  been 
al  work  mi  plans  for  equipping  that  company's  Xew  Y'ork  Cily  ter- 
minals  for  electrical   operation. 


M.w  jo.  1902] 


STREET    RAILWAY    REVIEW. 


3U 


STREET   RAILWAY  PATENTS. 


ADVERTISING  LITERATURE. 


This  list  of  patents  is  furnished  by  T.  Reed  Gift,  Patent  Attorney, 
Washington,  D.  I 

.  g,    \,„,l   1,  John  A.   Brill,   Philadelphia,  Pa.     Convert- 
ible railwaj 

S  mil'. 
.   1.   April    1,  Joseph    A.    Mead,   Cleveland,   0.     Station 
indicator. 

S3,   \  1 » 1- 1 1  1,  Win.  G.  Price,  Kingston,  X.  Y.     Brake. 
--_•.  April  1.  John  R.  Robertson,  New  York  City.    Means 
for  automatically  controlling  motors  and  brakes. 

No.  606,901,  April  1.  Charles  B.  Fairchild,  New    York  City.    1   11 
brake. 

-  .  April  8,  Oliver  Colborne,  Chicago,  III.     Car  truck. 
22,  April  1,  Thomas  1  .  C.  Wilson,  Liverpool,  Eng.  Life 
guard. 

No.  697-208,  April  8,   F-li-lia  J.   Hunt,   New    York   City.    Folding 
for  cars. 

8,  April  8,  Troy   Cope,   New   Waterford,   0.     Switch 
operating  device. 

No.  697,283,  April  S.  Francis  F.  Shaffer,  Cumberland,  Mil.    Car 
brake. 

No.  607,203,   April  8,  Oscar  C    rhomas,   Adams,   N.   V.   Folding 
car  step. 

97,308,  April  8,  John  C  Wuerth,  St  Louis,  Mo.   Street  indi- 

•  -     ,i.   April    IS,   Amos   Youngbl I.   North   Augusta,   S.  C. 

■  I   -witches. 
No.  r>>7.t>74.  April   is,  Thomas  P.  Shanahan,  Gloversville,   N.   Y. 
Automatic  trolley  catcher. 

•.7.705.  April  13,  Pembroke  A.  Brawner,  Chattanooga,  Term. 
Brake  shoe. 

'98,069,   April    22,   Lewis   O.    Sprout,   Fostoria,   O.      Railway 
torpedo. 

No.   698,197,    April    22,    Thomas    E.    Stucky    and    Edward   Ware, 
Indianapolis,   Ind.   Adjustable  trolley    suppdrter. 
No.  (196,206,  April  22,  Charlix   Lilleberg,  Chicago,   111.    Railroad 
mg. 

9,  Ai.nl   22.  John    II.   V.   Young   and   Ralph   W.   Barr, 
Akron,  O.   Tramway  switch. 

j    April  22,   Henry  W.  Covert.  Waterford,  N.  Y.     Con- 
cert ihlc  car. 

No.   698,305,    April    22.    John    A.    Miller,    Omaha,    Neb.      Guiding 
■ 

•■■   .        April  22,  Henry  Tcsscyman,  Dayton,  O.    Brake  Shoe 
..ism. 
'198,518,  April  29.   Frederick   Kciinington,  Leeds,  Eng.     Ad- 

for  tram 
of  754,    April    29,    Win.    Smith,    Bastrop,    La.    Station    indi- 
cator. 

April  29.  Millard  Field,  Boston,  Mass.     Car  feildi 
;      April   -•';.  •  larence    P.    Ilulst,   Milwaukee,   Wis.    Car 

98,0  1   Win.  Kingsland,  I  oni  '  tion 

ig  twitches, 
pril   29.   Alhert   J.    Michel,    Scranton,    Pa. 

ALLEGED  BRIBERY  IN  CHICAGO. 


hi  <  oiirl  rc- 
thi   lini     of  the  I  Inion  and 

n  'I  raction  1  o.  ha 

pal    diffii  in  11    with 

inn;.    Iii  the  lir-,i  two  ,i  th(   verdict  waa 

ind  the  A  they  are  ti  rmed, 

ribery  which  involve)  a  large 

imiuiIh  1  ken  up  by  the 

;nry  and  indictments  found  ag.. 

I   jurv   the  grand  jury   found 

MM  liiding   ■  ho  had  I 

1  hi   win.  h  wai  brought 

againM  I                                   in  finding  guilty  and  ■ 

mum  penalty  of  .1  May 

15th.  the  jury  d 


THE  STERION  COPPER,  BRASS  &  BRONZE  CO.,  No.  05 
and  67  N.  Ashland  Ave..  Chicago,  Maj  tsl  issued  its  Bulletin  No. 
13  describing  and  illustrating  the  copper  commutator  bars  made 
by  it. 

THE    ELECTRIC  STORAGE   BA'I  I  HO    CO.  has  jusl   issued 
11-   Bulletin   No.  71   containing  "The  Storage  Battery  in  the  Com 
menial  Operation  of  Electric  Automobiles,"  by  \\ '.   II.   Palmer,  Jr. 
l"his  is  a  reprint  of  the  article  appealing  in  the  Electrical   World 
ami  Engineer  for  Apl.  12,  [902. 

I'lIK  CENTRAL  ELECTRIC  CO.,  of  Chicago,  has  published  .1 
[002  edition  of  its  "Fan  Motor  Catalog,"  in  which  is  listed  a  full 
line  of  desk,  bracket  and  ceding  fans  for  all  currents  and  voltages. 
I  In -i  catalog  also  includes  power  motors,  sewing  machine  motors, 
battery  fans,  ventilating  fans,  etc.  Anyone  desiring  a  copy  of  this 
catalog  can  procure  ii  by  addressing  a  request  to  the  Centra!  Elec- 
trie    Co. 

THE  OHMER  CAR  REGISTER  CO.,  of  Dayton,  <)..  has  pub 
lished  a  pamphlet  giving  Eac-similes  of  10  or  more  letters  from  well 
known  street  railway  managers  affirming  their  satisfaction  in  the 
working  of  the  dinner  system.  The  letters  state  that  economy  i:i 
time  is  effected  by  the  Ohmer  register  and  that  moreover  it  assures 
a  more  accurate  accounting  of  the  fares  collected  than  does  any  of 
the  old  tangled  methods. 

"GRAPHITE."  published  by  the  Joseph  Dixon  Crucible  Co.,  Jer- 
sey City,  X.  J.,  in  the  interest  of  Dixon's  graphite  productions,  con- 
tained for  May.  111  addition  to  the  usual  quota  of  technical  articles, 
humorous  matter  and  illustrations,  the  result  of  the  annual  election 
of  the  company's  officers,  as  follows:  E.  F.  C.  Young,  president; 
John  A.  Walker,  vice  president  and  treasurer,  and  George  E. 
Lung,  secretary.  The  company  reports  larger  sales  for  1901  than 
for  any  previous  year,  and  larger  net  earnings. 

VI  IF.  GENERAL  ELECTRIC  CO..  has  recently  issued  the  fol- 
lowing publications:  Bulletin  No.  4284  (superseding  Bulletin  No. 
4196),  "Prices  Paid  for  Street  Arc  Lighting  in  the  United  States," 
"The  Relation  Between  Electric  Meters  and  Central  Station  Reve- 
nue." by  Caryl  D.  Haskins,  reprinted  in  pamphlet  form;  Catalog 
and  Price  Lists.  Nos.  7553  and  7554  (superseding  Nos.  7546  and 
7523)  on  "Parts  of  Magnetic  Blow-out  Automatic  Circuit  Break- 
ers." and  "Sockets  and  Receptacles:"  Flyer's  Nos.  2097  and  2098, 
"Plain  Type  Arc  Lamps"  and  "One-Piece  FuseleSS  Rosette:"  Price 
List  No.  5098,  "Snap  and  Push  Button  Switches." 

THE  II.  W.  JOHNS  MANIVILLE  CO.,  100  William  St.,  New 
York,  has  published  a  leaflet  entitled  "lists."  showing  the  results 
of  recent  tests  of  Keystone  hair  insulators  of  tins  company's  man 
facture,  which  have  proved  to  possess  exceptional  insulating  quali- 
ties. A  table  is  given  condensed  from  a  paper  by  Mr.  John  E. 
Starr,  of  the  Starr  Engineering  Co.,  New  York,  presented  at  the 
1  onvention   of   American    Warehousemen   at    Buffalo   in   October, 

showing  the  transmission  of  heat    through   various  insulating  struc 

lures  and  commending  the  qualities  for  which  the  Keystone  hair 

latOl    1     1    pei  Lilly  remarkable. 

THE  CROCKER  WHEE1  EH  CO.,  Ampere.  N.  J.,  has  recentlj 

issued  the  following  bullilius;  No.  i .t  (superseding  Nos.  6  and  12) 
"Engine Type  Generators,"  third  supplement  to  bulletin  No,  13, 
giving  partial  list  of  the  users  of  the  Crocket  Wheelet  engine-type 

generators.     No.    14.    (superseding    Nos.    4    and   9)    "Bell  Type    Ma 
chines-    Large  Sizes."     No,    Hi.    (superseding    Nos.   4  and    ill    "Bell 

pype    Machim       Bipolai    Motors."    No.    17.    (superseding    No.   3) 

"Motor  Dynamos    and    Dvii.iiiioloi  s."     No.    iS.    "Electric    Plant    oi    a 

tphite    Factory,"    de  cribing    the    electrical    equi] ml    oi    the 

eph   iii -on  i  rucibli    Co.    No.  20,   (superseding  Nos.   i,   m,  ami 
IS)  "Bell  Typi    Machines    Small   Multipolar  Sizes." 
RUMS!  1    8   CO.,  Sene.a   Falls,   \".   Y.     Illustrated  cataloi 

price    Ii   1    "I    hand    and    power    pump..       I  lie    catalogue    contain      de 

cription    oi  hydraulic  and  pumping  machinery  made  by  Rum  ey  8 

1  o.,  i"i  all  purpose  .    Thi  book  ii  I d  in  stiff  cloth  covers  and  il 

an      cellenl  1 1   ol  refei  em  e  fot  1  he    ubjects  which  ii  coi 

era,     11 pany    manufacl ill     ivies   of   pumps   from    the 

mill.  1  .1  1.  in  pump  to  heavy  powei   1 ps,  directly  operated  bj 

v 1   .bin 101  .    Eai  ii  oi   1  he  diiii  1  mi   ■  1  yle    oi 

pump    1     '■■.'  II   din  11. ii.. I  and  a   table  mpi ai  h   differ,  ni 

11  ol  1 p  ei .  ni).  lb.  different   n'zc  1,  1  apai  itiei ,  and  all  1  he  

data  i"i  ib.   pin.  ha  ei    ini  luding  a  pi  ice  list,    1  he  book 

aoo  pagi     and  ' pi Ii    and  a  well  a,i 

■  i  alphatx  tit  al  Index. 


M4 


SI  REET    K All. WAV    RE\  M  \\ 


Crcaghead 
Flexible 


Brackets 


THE  SPRAG1  I     III"   rRK    CO.  hi ued  lb  Bulletin   Ma 

301  on  Lundell  motors  for  driving  ventilating  fans  and  blowers  and 

llog    Nil.     ■■  I  .mi. Ii  II    I  .hi      fur    |i)ii_'." 

THE  WESTINGHOUSB    lilt  ikU.\   MANUFACTURING 
CO.  has  recently  issued  to  the  trade  an  attractive  (older  on  \\  ■  i 
inghousc  lightning  arresters.     Ii   contains  an  excellent  description 
of  the-  ii™   Westinghousc  low  equivalent  arrester,  which  ha 
received  with  general  favor. 

i  in     AMERICAN  SI  EEL  &  W  [RE  CO.  has  issued  two  hand 
some  catalogs   of  80   p  h,   one   devoted   to   "Crown"  and 

"United  States"  rail  I ds,  and  the  other  t"  springs     Both 

are  liberally  illustrated  and  contain  minute  descriptions  of  the 
products  represented.  "Crown"  rail  bonds  were  first  manufactured 
in  1807,  since  which  time  they  have  been  adopted  by  555  electric 
railways  in  the  United  States,  and  many  of  the  most  important 
imt  railways  In  Europe,  Asia  and  South  America.     It  is  claimed 

1  rown"  I Is  that  they  are  most  easily  adjusted,  all  the  work 

incident  to  applying  the  bond  being  done  upon  one  side  of  the  rail. 
and  the  labor  and  expense  "f  re-laying  n(   or  concrete  on 

Imih   sides  nf  the  rail  thereby  avoided.     The  saving  thus  el 
will  frequently  equal  the  cost  of  the  bonding.    The  many  shapes  in 
which  the  "Crown"  bond  is  furnished  render  ii  highly  practicable 
fur  the  purpose  of  double  bonding  tracks  at  each  joint,  and  sketches 
are  given   showing  how  the  different   shapes  may  be  used.     The 
"United   States"   rail   bond   is   made   with    solid   terminals  and   il.it 
trip    of  copper,  and  is  so  designed  that  it  can  be  used  inside  the 
splice-bar  of  a  rail  joint   when  the  plate  is  only  one-quarter  of  an 
inch   from  the  web  of  the  rail.     The  company's  catalog  No.  5  in 
relation  to  springs  invites  the  reader's  attention  to  recent  innova 
tions  in  the  equipment  of  the  factories  at  Worcester,  Mass.,  Wan 
ill  .  and  San  Francisco,  Cal.    As  manufacturer  of  all  grades 
of  steel  from  the  raw  material  the  American  Steel  &  Win 
in  a  position  to  meet  all   requirements  and   to  insure   satisfactory 
results  from  the  use  ol  its  comprehensive  product 

RIDLON'S  REPRESENTATIVE,  for  May.  1902,  has  just  been 
issued  and  contains  eight  page  of  spicy  advertising  matter  inter- 
spersed with  many  witticisms.  I  In-  issue  is  a  railway  edition  and 
is   devoted   specially  to  devices  and   supplies   for  electric   railways. 

THE  NEW  PROCESS  RAW  HIDE  CO.,  of  Syracuse.  X.  V.. 
has  published  a  small  catalog  <>n  its  new  process  noiseless  pinions 
and  metal  mars.  1  |u  special  field  of  the  new  process  noiseless 
pinion  is  to  till  the  demand  for  a  noiseless  drive  that  will  run 
silently  and  still  he  durable.  The  raw  hide  pinions  are  entirely 
lacking  in  any  metallic  si  mini  anil  are  used  extensively  mi  electric 
railway  motors,  automobiles,  pumps,  hoists  anil  other  machinery. 
The  catalog  contains  a  brief  description  of  the  method  of  curing  the 
hide  and  making  the  pinions,  and  also  contains  a  complete  price  list 
of  gears  and  pinions  of  all  sizes. 

Mil  LORAIN  STEEL  CO.  advises  us  thai  on  May  27th  its 
New  York  offices  will  remove  from  the  present  location  in  the 
Battery  Park  building  to  the  nineteenth  floor  of  the  Century  build- 
ing, 74  Broadway,  New  York  City. 

THE    STIRLING     CO.     ol     Chicago    announces    that    after     May 

jotli  its  New  York  office  will  be  removed  from  the  Havemeyer 
building  to  Room  007.  Engineering  building,  114-118  Liberty  St., 
New    York  City. 


Shaw's 

Non-Arcing 

Lightning' 

Arrester 

Always  j£>  Ready. 


is 


MEDBERY 
Overhead 
Insulation. 


Manufactured    by 

H.M.SHawCaCo. 

115    Broadway,   New  YorK. 
Send  for  Prices. 


STREET    RAILWAY    REVIEW. 


315 


PUBLISHED    ON    THE    20th    OF    EACH    MONTH. 

WINDSOR  &  KENFIELD   PUBLISHING  CO., 

45-47  PLYMOUTH  PLACE,  CHICAGO,  ILL. 

OIBLl   ADDRESS     "wiNFISLD."  LONG    OlSTANCE  TELEPHONE,  HARRISON    754. 


BRANCH   OFFICES: 
No.  39  Cortland!  St.,  New  York,  N.  Y. 
Electric  Building,  Cleveland,  O. 


SUBSCRIPTION, 

Foreign  Subscription, 


THREE  DOLLARS. 
Four  Dollars  American  Money. 


Address  all  Communications  and  Remittances  to  Windsor  d  h'tnfield  Publishing  Co., 
Chicago,  III. 


CORRESPONDENCE. 

We  cordially  invite  correspondence  on  all  subjects  of  interest  to  those 
engaged  m  an v  branch  <>f  street  railway  work,  and  will  gratefully  appreciate 
any  mar.  I  papers  or  news  item!  onf  Street  railway  [rlenafi  may  send 

as,  pertaining  either  to  companies  or  officers. 


DOES  THE  MANAGER  WANT  ANYTHING? 

If  you  contemplate  the  purchase  of  any  supplies  or  material,  we  can  save 
yon  much  time  and  trouble.  I)rop  a  line  to  The  Review,  stating  what  you  are 
in  the  market  for,  and  you  will  promptly  receive  bid*,  ami  estimates  from  all  the 
best  dealers  in  that  line.  We  mak<-  no  charge  for  publishing  such  notices  in  our 
Bulletin  of  Advance  Km,  which  i-.  sent  to  all  manufacturers. 

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


VOL.  III. 


JDNE  20,  1902. 


NO. 


igo   the   street    railway    fraternity    was   much 
..1  in  data  "ii  the  operation  of  storage  battery  cars  and  con- 
riderabte   was   published  concerning  the   results  at    Hanovei     Gei 
many.     The    subject  i-    ii"  longer  a  live  one  in  this   country    since 
orage  battery  lit  ited  here  was  con- 

for  the  overhead  trolley  ahotit  two  years  ago,  and  now   we 
learn  that  the  us<  eel  cars  lias  been  for- 

ny  and  the  operating  accumulator  cars 

for    their    superccssion    within    a    limited    time. 
Whether  thi  will  cause  a  reversal  of  tin 

'ermincd. 


i   intending  exhibitors  at   the    v>     Loui     Fair   is 
d   to  the   Ii  aring   .hi   another   page,   from   a  com- 

■  rade   Pn  to  the  director  of 

I  Purchase  Expi    ition.      \i    pn 

•    facilities  for  securing  photographs  of 

exhibil  nd   trade  journal     have   1 wry  un- 

iny   intention 

hi   qui   lion  had  m  il   been 

il  until    i  was  too  late  foi  the  latter  to 

<i    fur  them 

i  not  more  mi' 

I  detail    prim  ipally  through  the 

to  whii  h  the  exhibits 

v  taking  pari  in  i    qu 

,;  i  en  propi  i 


•0  far  as  it 

in  be  d'ii  ■ 

•mi'-'  Hon    with    the 

railway  sy  i 


Providence,  given  in  the  Review  for  May,  1902,  there  were  shown 
the  forms  used  for  conveniently  keeping  detailed  records  of  the 
equipment  as  well  as  the  price  and  stock  cards. 

It  is  quite  impossible  to  answer  the  question,  Does  it  pay  to  do 
our  own  work?  without  complete  and  accurate  shop  accounts,  and 
the  day  has  gone  by  when  the  management  can  afford  to  take  things 
for  granted.  About  seven  years  ago  the  writer  visited  the  shops 
of  a  steam  railroad  and  noticing  a  locomotive  on  which  extensive 
repairs  were  being  made,  inquired  as  to  the  cost  of  this  work.  The 
reply  of  the  foreman  was  to  the  effect  that  they  didn't  know,  and 
didn't  want  to  know.  This  is  not  the  most  approved  modern  view- 
as  to  the  desirability  of  keeping  shop  costs,  and  doubtless  has  far 
fewer  advocates  today  than  at  that  time. 

The  failure  to  properly  keep  costs  in  the  shop  results  in  loss  to 
the  company  in  two  ways,  by  permitting  inefficiency  and  waste  to 
continue  unchecked  and  by  misleading  the  management  as  to  the 
economy  of  conducting  a  manufacturing  business. 


At  some  of  the  conventions  of  the  American  Street  Railway 
Association  objection  has  been  made  that  too  much  time  was  given 
to  excursions  and  other  entertainments,  at  the  expense  of  the 
business  meetings  of  the  Association,  but  now  the  tendency  seems  to 
be  toward  cutting  out  too  much  of  the  entertainment  part  of  the 
program  which  was  always  such  an  attractive  feature  of  street 
railway  conventions ;  at  the  1901  convention,  the  annual  banquet 
was  practically  the  only  Association  entertainment.  In  the  past 
the  Association  has  not  always  done  full  justice  to  the  papers  pre- 
sented at  its  conventions,  for  the  reason  that  the  subjects  treated 
were  not  such  as  could  he  discussed  without  previous  preparation; 
now,  however,  that  the  papers  are  printed  and  published  to  the 
membership  in  advance  of  the  meeting  there  is  ample  opportunity 
for  those  particularly  interested  to  prepare  for  discussion,  and  at  the 
last  convention  it  was  evident  that  this  opportunity  was  greatly 
appreciated. 

Besides  thus  increasing  the  Opportunity  of  the  Association  forwork- 
ing,  the  number  of  days  for  meetings  has  been  reduced  from  four 
to  two.  At  Boston,  in  1898,  meetings  of  the  associations  were  held 
on  four  days;  at  Chicago  and  at  Kansas  City  there  were  but  three 
days  for  meetings,  the  fourth  day  being  sit  apart  for  the  inspection 
of  exhibits;  at  New  York,  last  year,  the  time  was  cut  still  another 
day,  one  day  for  the  exhibits  and  but  two  for  association  meetings. 
No  one  regrets  the  time  specially  given  the  exhibits;  the  only  regret 
is  that  "supply-men's  day"  was  not  instituted  everal  years  earlier, 
for  the  exhibits  are  one  of  the  convention's  greatest  attractions,  but 
it  seems  to  us  that  by  limiting  the  Association  meetings  to  two  days 
only  which  necessitates  two  sessions  per  day  there  is  danger  of 
crowding  out  the  social  features  which  in-  really  almost  as  im- 
I"  'i  lanl   as   the  lin   )m        p.n  l    oi    ih,    pi ,  lejain. 

Street   railway  men  are  hard   workers  and    for  many  of  them   the 

convention   is   the  only   opportunity    for  a    vacation;    such    it    will   no 

be   if  the     \     ociation    continues   to   shorten   the   time    for   its 

mi  -  one-  and    nil  ini  rea  e  the  output. 


At   the  present   tunc  the   imlh.ii ari    more   favorable  than  evil 

before  for  a  speed]     ettlemenl  oi  tin-  Btreel  railway  question  in  Chi- 
cago.    '1  he  appointment   of  a  competent    engineer   to  advise  the  city 

1    tep  m  iic    righl  direction  ami  had  it  been  taken  two  years 
earlier  the  moil  i.  of  all    would   have  been   better    lerved,     ave 

perhaps  those    who  hoped   to  malo    political   capital   nil    of  the  situa- 
tion    I  i'  to  now  there  ha    b presenting  the  city  who 

knew  whal  wa    res  onabli   to  a  1   of  the  railway  companies,  ami  the 

'alter  nri  leclining  to  enl to  a  troversy  with 

1  ibli    pai  tn        1 1 |»  hi-     ii,,, ,-.  howi  mi.  1 anxious 

nli  the  city  foi 1.1  il .in.  1,1 ,,    t  1, 1 

that  they  might  l»   free  to  make  improvements  in  their  sj  tern  .  in 

solving  1 Iituie     11.  h  as Id  i»  in.nl.  .1    long  .1    the 

franchise  term   wat    undetermined,     Almost   immediately  aftei    the 

nt  1i1.1i   Mi.   1;    1.    \,  ,.  I,    I, ,1,1  i„ , 1  to  gdvise 

the  city  the  street  railwa)  compa gnified  to  tl uncil  their 

willingni      1 tsull  with  the  city'    repn   entati I  furnish  all 

information  within  thi  ii  power. 

1  i"    treet  railwa      1 loubl  a    to  thi    ralidil .  oi  thi  og  ,•  n 

"'.  mii.i.  1  which  ib' 11  trunk  I could  be  opei  ited  until  1958,  but 

"'Id  not  1 '  ■ 1  ,    lny  1    i mproi  •  mi 

the  city  disputed  thi  1 fthi    law.    It  now  appeal    prob 

abli    thai  a  di  1 1  ton  ,.,,  the  00  •■  ti   ai not   bi    h  id 


316 


STREET    RAILWAY    REVIEW. 


[Vm    XII,  No.  6. 


the  time   when   the  city  claims  the   franchises   expire;   the 
nil   court   has   refused   to  take   jurisdiction  of  thi 
brought  by  n<  -n  resident  stockholders  ol  the  Chicago  Union  Traction 
question  of  the  jurisdiction  of  the  federal  courts 
cannot  I"  passed  "ii  by  the  United  States  Supreme  Courl 
months,  and  the  case  may  eventually  have  t"  be  tried  in  thi 
courts,  the  wisdom  of  nol  waiting  for  the  adjudication  "f  the  ques- 
tion is  apparent. 


Wha(  i-  a  satisl  I  protecting  grade  crossings  will 

doubtless  be  a  live  question  so  long  as  such  crossings  exist.     The 

u  the  crossings  of  street  railways  with  steam 

to  send  the  conduct' n  Iroad  to 

u  befoi '   pei  mm  ing  the  i  ai  bul  this 

[  to  be  merely  a  precaution  and  not   an  ab  olute  pr< 

ventive.     \n  accident  in  Chicag i  June  14th,  when  a  train  ol  two 

street  cars  became  stalled  on  a  1  a  -tug  by  reas f  the 

trolle)    jumping  the   wire,  and   was  demoli  1  steam  train. 

to  remind  us  of  an  ever  present  danger.    In  the  instant 
tioned   the   watchman  heard   the   steam  train  approaching  and  the 
crew  and  passengers  of  the  street  cars  madi   thi  pi   in  time. 

Absolute  security  against  crossing  accidents  can  be  had  only  by 
separating  the  grades  of  the  two  roads,  and  tin-  1-  usually  only 
practicable  in  cities  by  elevating  the  steam  railroad  tracks  and  much 
has  already  been  done  in  this  line;  though  the  necessary  investment 
1-  large  11  is  believed  that  the  roads  which  have  elevated  their  tracks 
find  thai  the  in. any  saved  in  accident  claims  and  watchmen's  wages 
i-  sufficient  to  pay  interest  on  the  cost,  to  -ay  nothing  of  the  time 
saved.  Next  to  abolishing  the  crossing  a  block  signal  1-  best,  and 
where  by  reason  of  the  great  number  of  train-  such  a  place  seems 
impracticable,  a  suitable  inverted  trough  made  of  metal  arranged 
"ut  the  crossing  so  as  to  catch  the  trolley  when  it  leaves  the  wire  is 
I  precaution.  Some  months  ago  we  illustrated  a  di  •  0 
of  this  kind  which  had  been  prescribed  bj  the  New  York  State 
<  >ion. 


I'lie  conditions  with  which  transportation  companies  in  large 
cities  have  to  contend  are  perhaps  only  fully  appreciated  by 
the  claim  departments  of  the  companies,  and  the  executive  ol 
ticer-  who  have  t"  analyze  reports  for  their  stockholders.  In 
nearly  every  city  there  i-  a  special  name  for  the  lawyers  who  make 
a  practice  of  handling  discreditable  personal  injury  cases  against 
corporations— but  whatever  the  name  by  which  the  "ambulance 
chaser"  is  known,  his  methods  are  the  same  and  he  is  no  hen. 
the  hold-up  man  who  uses  mure  violent  means  to  his  end.  The 
methods  of  the  personal  injury  lawyer  are  a  stench  in  the  nostrili  of 
the  public  and  the  tolerance  of  bar  associations  towards  this  da  -  of 
practitii  m  resulted  in  seriously   lowering  the  legal  prof 

A  mistaken  sentimentality  "ii  the  pan  of  the  jurors  gives  the  poor 
man  a  verdict,  even  where  it  was  beyond  cavil  his  own  carelessness 
that  caused  the  injuries;  and  if  the  cause  is  nol  sentimentality,  as  we 
believe  it  is  in  most  cases,  the  jurors  give  way  to  blind,  unreasoning 
prejudici  the  jury  is  not  wholly  to  blame.     Jurors  have  no 

ol  1 mil  ted  with  the  facts  behind  the  suit;  thej 

are  nol  1  if  an  agent  ol   thi    ghi  Mil  law  j  1  r  to  the 

injured    person;    they    do    not    know    that    1! pli     watch    the 

columns  of  the  newspapers  for  accounts  ol  and  that   the 

injured  arc  run  down  as  legitimate  quarrj  even  to  their  deathbeds 
at  the  hospitals.  Jurors  do  not  hear  the  insidious  pleading  of  the 
shark-lawyet  be  allowed  to  file  suit  against  the  company, 

nor  the  instructions  to  hide  the  truth  in  many  cases,  in  ordet  to  gel 
a  rich  haul  through  the  courts. 

It  makes  no  difference  to  the  accident  lawyer  whether  the  injured 
passer  '>r  nol  at  the  time  he  was  hurt;  it  1 
not  whether  he  took  li-k-  winch  no  sane  person  should  take.     "Let's 
bring  the  suit  anyway."  says  the  lawyer,     "It   will  onlj 
file  it.    You  can'l  lose  anything,  and  we  maj  od   settlement 

from  pany  without  even  a  trial." 

The    d                  uits    that    such    lawyer-    refuse    to    handle    are    mi- 
ce, no  tt  oubling  il 

ries  a  imple  oni      h h 

can   we  make  the  company   pa  litigation     Ot    thi 

risk  of  a  jury  '-  injustice  ? 

The   real   c.  in   the    fact    that    there   1-   no   risk 

worth  mentioning  in  bringing  such  suits,  and  the  lawyer  agt 
divide  the  Spoil.      ITiis  fact   suggests  a  -imple  remedy,  make  the  man 


who  1-  the  chut  cause  of  the  groundless  litigation  hear  the  p 
arj    burden   thai    1-   now    home   by   the  company.     A-   it    i-   now    the 
1   injur]    attorney   1-   repaid  by   one   successful   suit   for   his 
efforts  in  a  great  many.    He  -land-  to  lose  nothing   -nol  even 
lability    in  case  of  failure      .odaj  the  nature  of  this  traffic  1-  so  well 

known,  that  even  the  men  engaged  ill  il   will  not  defend  il  .  the)   den) 

thai  then  practice  he-  in  thi-  direction,  while  scouring  the  city  for 
such  > 

m.iiiei   oi  legislation.     It  pertains  to  legal  prac- 

id    n    would   protect    defendants    from   unconscionable   suit-. 

while   taking    no    right-    from   plaintiffs    who   sue    it  nil.      It 

would   he  a  complete   bar   ti  ive   litigation  of  the  hold  up 

charai 

In  a  word     tii*    .110 it  should 

he  made  pan   oi   the   judgment     Where  the  plaintiff   failed  in  his 
-mi,  judgment  should  l"   rendered  against  him  for  all  tl 
including  records    briefs,  abstracts,  counsel   fees,  etc.,  to  which  tin- 
oilier    -ide   ha-   been    put.   the   total   of    which   often    reaches   a   large 
-inn.    This  i-  no  hardship,  because  the  defendant  ha-  been  di 

innocent    Of   the   chargl       ol    negligence   and   the   plaintiff   was   at    fault 

iii  bringing  suit.    In  case  the  plain  ded  in  getting  a  verdict, 

in  the  same  way  the  defendant  should  pay  his  costs  in  addition, 
["echnically,  "costs  are  awarded  to  the  successful  party." 

In  most  -late-  all  that  a  parly  who  successfully  re-i-ts  unjust 
damage  claim-  may  recover  al  the  courl  costs,  which  arc  trilling. 
The  main  item,  such  as  heavy  attorney-  fee-,  must  he  borne  in 
order  to  escapi  worse  penalties.  The  whole  matter  could  he  at 
ranged  by  .unending  the  practice  act-.  Such  we  believe  is  the  law 
111  Ontario.  In  New  York  the  conns  are  authorized  to  punish  the 
plaintiff   in   flagrant   cases  i>  udgment    for  the   defendant 

lor  a  percentage  of  the  damage-  claimed,  hut  even  this  can  have  hut 
little  effect   111  1110-1   oi  the  fraudulent   suits.     Whether  "costs  shall 
1"    awardi  d  10  the  Successful  party"  in  all  cases,  or  only  in  actii 
ton.  i-  a  debatable  question,  bul  no  doubt  that  tin 

of  such  a  provision  in  the  jurisdictions  when 
ha-  been  to  discourage  frivolous  or  fraudulent  litigation. 
On  t'i     p  opei    showing,  the  defendant  should  also  he  entitled  to 

security    for    costs.       In    dealing    with    unscrupulous    parties    this    is 

essential.  Such  provisions  would  he  very  discouraging  to  the  fake 
personal  injury  man,  hut  to  none  el-e.  With  zeal  worthy  of  a  better 
cause  1"  will  argui  thai  the  poor  would  he  unable  to  hring  suits  and 
prosecute  them;  the  pool,  however,  are  protected  by  statutes  giving 
them  the  right  to  sue  a-  pauper-.  In  legitimate  suits,  plaintiff-  could 
-still  count  on  their  friend  the  "damage  shark,"  hut  he  would  care- 
fully avoid  "holdup"  litigation,  knowing  that  he  might  he  a-ked 
to  furnish  bond  and  he  in  the  position  of  the  liiter  hit. 
Neither  1-  the  jusl  suitor  in  danger  of  being  assessed  exorbitant 

COStS,  for  that  is  attended  to  by  a  caul  official  known  a-  the  "taxing 
officer,"  all  items  of  the  hill  of  costs  being  checked  over  by  him  ill 
presence  of  counsel,  and  the  judge  giving  final  decision  mi  the  dis- 
puted points  and  fixing  the  total,  lor  which  a  certificate  is  granted. 

It  appears  to  US  that  .1  concerted  efforl  ml  the  part  of  the  corporate 
representatives    and    attorneys    might    he    effective    in    stemming    the 

constantly  increasing  tide  of  personal  injury  litigation  and  thi-  other 
suits  dire, nd  against  corporations.  Mere  is  the  opportunity  for  a 
"claim  agent-'  association,"  and  since  there  is  no  such  organization 
inning   street   railway  men   il    is  suggested   that   every  member  of  the 

American   Street    Railway   Association   send  its  claim  agent   to  the 

Detroit   com  em  i  

I  he  London  Journal  of  Gas  Lighting  i-  apparently  out  of  it-  ele- 
ment in  discussing  electrical  questions,  although  it  i-  one  of  the 
leading  periodicals  in  it-  own  special  field.  In  a  recent  issue  it  seems 
to  have  taken  up  the  subject  of  electric  traction  in  a  manner  which 
1-  somewhat  surprising  i"  the  electrical  railway  man.  and  argues  that 
"electric  power  which  cannot  heat  steam  on  main  lines  of  railways 

cannot    heat    horses   on    town    tramways    from    the    point    of    view    of 

remuneration."      1  In-  will   certainly  l»    news  to  the  street  railway 

man.      I'roin    the    fact    that     electricity     ha-     superseded    hor-e-      in 
-Ireet  ear   work   to   such   an   extent    that    the  hor-e  car  is  viewed   in 
imiry  almost  a-  a  curiosity,  it  can  easily  he  deduced  that  elec- 
tricity in  tin-  service  ha-  been   found  10  he  11101,    economical   ami. 

generally   satisfactory  than  hor-e-.     A-  a   matter  of   fact   the 

electricity  ha-  doubled  the  traffic  and  consequently   the   receipts   ol 
id  ha-  further  cm   down  the  ratio  of  operating  ex- 
penses  to  gro--  receipts  to  a  marked  extent:  therefore,  such  a  state 
inent   from  .1  conservative  paper  is  extremely  oul  of  place. 


JlNE   JO.    IQOJ.] 


STREET    RAILWAY    REVIEW. 


317 


Handling  Traffic  at  the  Inter  •State  and  West  Indian  Exposition,  Charleston, 

S,  C,  Jan,  1  to  May  31,  1902. 


The  Exposition  at  Charleston,  S.  C.  which  came  to  a  close  last 

month  was  devised,  as  ii-  name  partly   suggest-,   for  the  purpose  of 
exploiting   the   resources,   industries   ami   attractions   of   the   states 

along  the  Atlantic  seaboard  smith  of  Mason  and  Dixon  line.  The 
results  predicted— ami  in  a  large  measure  secured — by  the  holding 
of  this  t'air.  were,  the  opening  up  of  new  foreign  markets  for  the 
-outh  principally  in  the  West  Indus,  and  the  advertising  and  pro- 
moting of  the  silk.  tea.  cotton,  tobacco  and  mineral  resources  anil 
industries  of  the  eastern  southern  states  and  the  Mississippi  Valley. 
Although  the  Charleston  Exposition  was  not  designed  on  lines  as 
broad  as  the  Chicago  World's  Fair,  the  Omaha  Exposition,  the  Pan- 
American  or  other  similar  enterprise-  of  the  past  decade,  it  was 
thoroughly  representative,  and  has  been  the  means  of  bringing  the 
attention  of  the  world   to  the   remarkable  growth   and   development 


Leading  from  one  side  of  the  Court  of  Palaces  was  the  Midwaj 
with  its  many  booths  and  buildings  given  over  to  amusement  and 
pleasure.  Here  were  the  Old  Mill,  Thompson's  scenic  railway. 
stage  for  fireworks,  etc.  Opening  from  the  opposite  side  of  the 
main  court  was  the  section  given  over  to  art.  transportation  and 
machinery,  stock  and  other  exhibits  and  also  the  various  state  build- 
ings. A  miniature  railway  built  according  to  the  patents  and  de- 
signs of  Cagney  Brothers,  of  New  York  City,  ran  the  length  of  the 
grounds  and  reached  all  the  points  of  attraction. 

I 'tactically  all  of  the  exhibits  pertaining  to  machinery  and  trans- 
portation were  grouped  in  Machinery  Mall  and  in  the  Transporta- 
tion Building  adjoining  it.  While  not  extensive,  the  contents  of 
these  buildings  were  instructive  and  worthy  of  careful  study.  The 
industrial   activity   of  the    South    was   well   set  Torth   by   the   number 


THE  CHARLESTON  EXPOSITION  AT  Nh.HT. 


along  industrial  and  commercial  lines  that  have  taken  place  in  the 
South    during    recent    years. 

I  he  '.   for  the  buildings  and  industrial   palaces  covered 

.200  acres  of  land  on  the  eastern  hank  of  the  Ashley  River  within 
the  corporate  limits  of  thi  ton  and  about  three  miles 

from  the  business  center  of  that  city.  The  architectural  and  artistic 
land-cape  effects  were  typicaly  southern  in  motif.  Many  of  the  chief 
buildings  revealed  trace-  of  old  southern  colonial  design,  and  south- 
ern palms  and  southern  flora  wi  "'Ted  through  the  grounds 
m  the  rich  piofusion  of  their  natural  state.  Wide  gravel  and  asphalt 
walks  were  laid  out  in  all  the  sections,  affording  easy  approach  to 
buildings  and  providing  attractive  vistas,  and  these  -haded  walks 
wild  the  lied-  of  blooming  (lowers  interspersed  with  groups  of 
palms  and  live  oak-  formed  an  attraction  hardly  less  delightful  than 
the  contents  of  the  building-.    Occupying  the  central  position  "f  the 

were  the  sunken  or  floating  gardens  when  were  planted  rare 
tropical    foliage,   century   plants,   palmettos   and    dowers   arranged    in 

ps  and  bed-  with  appropriate  railing-  designed  of  mermaids, 
dolphins,  -ea  shells  and  graceful  and  artistic  statuary  and  figures. 
Ill  tl  l  the  ganbn-  was  placed  an  electric  fountain,  lending 

the  final  touch  of  perfection   to  I 

I  In-  illumination  of  the  grounds  and  building-  wa    elabor; d 

nd     -nine    of    tin  i     .  i.illy    in    lb-  111  i  n 

gardi  entirely   unique.     The   water   from    teveral     treams 

winding  in  and  out  between  'be  flower  b.d,.  finally  flowed  into  a 

tral  lake  through  the  pipe-  of  a    Ma.  n.  

of  the  garden  wa-  a  group  representing  the  "triumph  of  electrii 

■  ish.itn  id  in   many  ini  an 
.    '     judiciously  arranged,  while  the  entire  outlini    ol   b,:l 
■  d  by  gaily  colored  lamp  globes.     Supplement 
mtf  the-e  main  illuminations  in  the  center  of  the  gardi                [hou- 
nd then    ■    i    'i arc 

and  Mining  all   the  building'    and     lat  nary,  and 

through  the  foliage,  the  whole  making  I  brilliancy 

in  equaled. 

.    ailed  I'm  h  • 
the  Art,  Natural  illation,   Midwa) 

important     building.,     namely    the    Collon. 

and    trchitci  tutal   P  ip,  d  al i   the 

'    nun     ill    .  n,  unit,  i 

..  m 

lining  the  United  Stati     Go 

■   i. 


and  variety  of  mechanical  implements  and  machinery  displayed  by 
southern  firms. 

When  it   was  decided  to  bold  the  South  Carolina   Interstate  &  West 

Indian  Exposition  in  the  city  of  Charleston,  the  street  railway  man 
agemenl  controlling  all  the  city  and  interurban  electric  lines  serving 
the  territory  adjacent  to  the  site  selected  for  the  exposition,  was 
called  upon  to  solve  several  perplexing  questions.  Serving  a  normal 
population  of  55,000,  and  carrying  an  average  ol  [2,000  passengers 
per  day,  the  Consolidated  company  was  confronted  with  the  prob 
lem  of  -o  expanding  its  facilities  as  to  enable  it  to  transport   to  and 


from  i hi   '    i" ■  ii "i  ■ i    h i .in  j  1,000  to  100.01111  pi  opli   pi  1  daj 

■■  i"  11  m  ■ '      11         1  in     wa    the  estimati  d  atti  ndi th<     pi  1  ial 

da       1 .no  1  oi  1. n  1,  iIh  1.    wa    verj  little  ti] u  In.  h  to  ba  11 

"i  thi   total  .in.  ml tin   at  1  i.u'i   daiU  .hi.  11. 1 

and  thi    uni  ■  rtaintj  addi  d  ni  w  iplii  ation    to  tin   ta  1    ol  pri  pai 

nig  sireit  railway  a modationa  foi  the  influx  oi  vi  itors. 

In  arranging  foi  1    1 to  it    trad      new  tci al     im  rea  ed 

"i  additional  rolling    toi  1   that  were  decided  to  be 

1  to  thi     iii  and 1  handl f  tin  1    1 rowds, 

■  '  b.ii  1.   1 b.i.,1.  d  Rail     .     Ga    8   Elci 

'<•■   '  a   follow  ing  thecj  ampli  of  tl 1  railwa)  1  ompanii    oi    Bui 


318 


STREET    RAILWAY    REVIEW. 


[Vol.  XII.  No.  6. 


i;il"  in  preparing  for  the  Put-American  Exposition,  determii 

main  .ill  the  improvemi  ent,  perman 

of  merely  for  the  life  of  the  exposition,    By  thus  taking  advantage 

of  the  opportunity  offered,  in. my  permanent   betterment!  to  track. 
power  house  and  i  nade,  that  will  greatly  increase  the 

future  earning  power   and   valuation  of  the   property,  and   this  has 
been  accomplished  without  excessive  outlay  over  the  expenditure 

that  would  have  been  iu-.i--.iry  for  merely  temporary  extensions  to 
plant. 
The  decisions  reached  by  the  (  npany  m  meeting 

the  imposed  condition-  will  he  suggestive  and  valuable  t anage 

nients  everywhere   who   ma)    !«■  called    upon   to   prepari     t"i 

and  heavy  increases  in  traffic,  and  with  thi   o  n  tantl]  growing  dis 
position  of  the  American  people  to  srn 

vals.   conventions  and   gatherings  of  all  us.   thi-   ph 


....      f         I 


7WTTI  IITTITTj 


MACHINERY   BUILDINC. 

street  railroading  is  coming  to  he  almost  .1   science  in  itself.       1 
those    seeking    information    on    this    subject,    reference    is    especially 
made  to  the  "Review"   for  June    15,    1001,   page  335,    where   will   he 
found  the  only  complete  published  n  of  the  pis 

by  the  International  Traction  Co.  of  Buffalo,  for  handling  the   Pan 
American  crowds.  1 

At  Charleston  the  same  company  that  owns  the  street  railway 
lines  also  owns  the  electric  lighting  and  gas  properties  of  the  city, 
and  was  therefore  in  a  position  to  undertake  the  work  of  lighting 
the  exposition  grounds  and  supplying  power  to  exhibitors.  This 
contract  it  secured  and  in  re-arranging  the  power  generation  and  dis- 
tribution  scheme,  this  load  had  to  he  provided  for.  The  company 
owned  two  power  housi        I  ill     tation  "ii  Sullivan's  Island  for 

furnishing  power  i"  what  is  termed  the  Sea   Shore  division, 
iug  Mount  Pleasant,  Sullivan's  Island  and  the  Isle  of  Palms,  and 
al-o  for  supplying  electric  lights  for  these  islands;  the  second  ar  I 
main  power  house  of  the  companj   1-  in  the  northern  section    rj  the 
city,   not    far    from   the    Expo  In    this   plant   are   0 

trated  all  the  generating  apparatus  for  both  lighting  and 
way  purposes   in   the  city  and    suburbs.      To   meet   the   need-  of   the 
Exposition  as  regards  power  and  light,  it   wa  to  install  at 

this  station  two  new  three-phase  alternating  60-cycle  generating 
units,  having  a  combined  maximum  capacit)  of  t,000  kw.  From 
these  machines  current  was  transmitted  to  the  grounds  al  2,400  volts 
initial  pressure. 

By  means  of  a  500-kw.  converter  and   transformer  111 
Hall  at  the  Exposition,  part  of  this  current  was  changed  to  - 
direct  current  for  use  in  motors  at  the  different  booths.     Al   tit 
excessively  heavy  traffic,  current   from   iln-  converter  was  used  to 
help  out  the  street  railway  line  running  to  ilu    Exposition  grounds. 

Ordinarily,  however,  the  regulai  out   units  at  th 

power  hou-e    were   found   adequat  I.    the   extra    Exp 

traffic  in  addition  to  the  regular  travel  of  the  company,  and  He 
new   direct  current  apparatus  was  purchased   for  the  railway  lomL 

The  final  disposition  of  the  three-phasi  units  has  not  been  fully 
settled,  but  it   is  probable  they   will   I  ion  and 

used  in  the  regular  commercial  and  city  lighting  busines  I  > 
leased  for  the  six  months  of  the  Exposition  with  the  option  of  pur- 
chasing it  at  the  end  of  that  period.  The  rotary  converter  will 
undoubtedly  be  transferred  to  the  Island  station  of  the  company, 
and  will  take  current  from  the  three-phase  units  for  the  use  of  the 
Sea  Shore  street  railway  division. 

The  present   equipment   of   the   company's   two  id   the 

method  of  distributing  current  are  noted  elsewhere  in  this  article. 

The  Exposition  grounds  covering  250  acres  were  about  three 
miles  from  the  hotel  and  business  center.  To  reach  the  grounds  a 
new  double  track  line  had  to  he  built  from  the  center  of  the  city,  and 
for  doing  this  work  it  was  thought  best  to  organize  a  separate  com- 


nown  as  tl  It  was  at  fit 

..rge  an  additional  5-cent  faie  on  tins  new  line,  hut  as 
there  was  some  fear  expressed  that  the  double  fare  would  injure  the 
prospects  of  the  Exposition,  the  company  elected  to  accept  the  1 — 
and  abolish  the  additional  fare,  giving  a  straight  5-ccnt  rate  from 
any  part  of  the  city  to  the  grounds. 

Exposition  line  was  built  with   second-hand  60-lb.    I    rail-,  as 
•nly  a  portion  of  it  will  be  required  after  the  Exposition  do 

The  arrangement  of  the  Exposition  terminal   will   he  understood 
by  reference  to  the  diagram.      1  he  main  Exposition  lint 
gate  of  the   Midway,   and  then  continues  on  and   make-   a   loop  in 
front  of  the  main  entrance.     Passengers  arc  discharged 
>f  the  loop,  and  board  the  cars  at  the  other  side.    The  line  ani 
arc  enclosed  with  the  American  Steel  &  Wire  Co.'s  wire  fencing  and 
entrance  and  exit  are  through   turn- stiles. 

Going  from  the  Exposition  passengers  purchased  tickets  at  booths 
and  dropped  them  in  turnstile  boxes  before  entering  the  cars. 
Going  toward  the  Exposition,  fares  were  collected  on  the  cars  by 
the  conductors  but  an  inspector  was  stationed  at  Line  St..  the  main 
transfer  point,  and  where  the  bulk  of  the  Exposition  traffic  was 
obtained,  in  order  to  insure  that  all  fares  were  properly  registered 
before  the  car  left  that  point. 

By  the  arrangements  mentioned,  the  company  was  sure  that  none 
of  the  Exposition  fares  into  the  city,  and  none  of  the  fares  below 
Line  St.  going  out,  these  including  all  fares  from  the  hotel  and 
depot  districts,  would  be  missed  by  reason  of  the  crowded  condition 
of  the  cars. 

Mr.  T.  W.  Passailaigue,  superintendent  of  the  Consolidated  com- 
pany, states  that  the  most  annoying  feature  of  handling  a  temp 
increase  of  traffic  of  this  kind,  is  that  there  is  a  class  of  men  who 
make  a  business  of  following  up  Expositions,  and  other  events  likely 
10  draw  many  visitors,  with  the  view  of  securing  employment  on 
the  street  railways.  Inasmuch  as  these  men  are  seeking  only  tem- 
porary employment,  they  lack  steadiness  and  reliability  and  by 
their  carelessness  cause  serious  loss  to  the  company.  He  finally 
adopted  the  rule  of  engaging  only  experienced  motormen  and  only 
green  conductors,  and  by  adhering  to  this  regulation,  he  avoided  a 
great  deal  of  trouble.  As  an  extra  inducement  to  good  men  to  apply 
for  position  on  the  cars,  the  company  arranged  to  guarantee  all 
extra  men  at   least  a   half-day's  pay  each   day,   whether  they   were 


COTTON   PALACE  AT  NIGHT. 

■d  to  a  car  or  not,  provided,  of  course,  they  reported  at  the 
barn  each  day.  This  insured  each  man  at  least  enough  to  pay  his 
board  and  necessary  incidentals. 

The  volume  of  Exposition  traffic  was  very  erratic,  dropping,  for 
instance,  from  50,000  passengers,  carried  on  President's  Day  to 
12,000  the  following  day,  and  the  company  had  to  maintain  a  con- 
siderable force  of  extra  men  to  call  on  in  emergencies.  The  com- 
pany feels  the  amount  of  money  paid  to  the  employes  when  they 
not  actually  working,  was  well  invested,  for  it  provided  a 
body  of  trained  conductors  and  motormen,  who  could  always  be 
called  to  man  the  cars  on  short  notice. 


June  20,  1902.] 


STREET    RAILWAY    REVIEW. 


319 


Another  department  that  was  directly  affected  by  the  increase  in 
business,  due  to  the  Exposition,  was  the  auditor's.  In  order  to 
properly  show  on  the  company's  hooks  certain  expenses  and  re- 
ceipts directly  chargeable  to  the  Exposition  business,  the  general 
accounting  scheme  had  to  be  made  somewhat  more  comprehensive 
to  take  in  certain  new  accounts.  Mr.  P.  J.  Balaguer,  the  company's 
auditor,  was  fully  equal  to  the  task  laid  down,  and  there  has  been 
not  the  slightest  hitch  or  confusion  in  the  auditing  and  accounting 
department  and  the  books  show  the  exact  results  of  the  Exposition 
a-  far  as  the  Consolidated  company  is  concerned. 

A-  previously  stated,  a  separate  Exposition  Traction  Co.  was 
formed  to  care  for  the  Exposition  traffic,  but  as  finally  arranged,  all 
receipts  for  the  Exposition  period  went  directly  into  the  Consoli- 
dated company's   account 

A  separate  item  was  opened  on  the  books  for  car  tickets  which 
were  sold  at  booths  and  collected  at  the  street  railway  turn-stiles 
just  outside  the  Exposition  grounds.  The  tickets  were  numbered 
consecutively,  and  were  treated  much  the  same  as  register  readings 
on  the  cars.  Each  ticket  seller  was  charged  with  a  certain  number 
of  tickets  and  reported  every  day  the  opening  and  closing  num- 
bers of  the  strip  of  tickets  given  him  in  the  morning.  Mr.  Balaguer 
1  a  blank  form  that  greatly  facilitated  the  work  of  making 
these  daily  ticket  reports.  The  form  was  printed  on  a  slip  105/2x4  in. 
and  had  spaces  enabling  the  ticket  seller  to  enter  at  the  end  of  every 


CHARLESTON  8TRKET   RAILWAY   LINKS 
A':  <    tj    ||Mg  .in*  .I..ul.tr  trii.  U 

•iiri  «f  tl  ■  "numbei    commencing,"   the   "n 

ending"  and  the  "difference."     In  thil  way  he   .■...    abli 
for  all  In  another  column   was  1 

nd  the  blank  u  a   whole  th<  1  efore 
■rd  of  thr  wreel  railway  ticket    old  and  caah  received 

by   carl  which 

efore  1  ntering 

MM    way,   and    fin  ni  I"  'I 
an  additional  chi  Hlcr's  rep' 

I  he  boainCM  of   liithiiiig  'he   ground*   wai   handled   the   M 


the  regular  business  of  the  company,  the  exhibitors  being  regarded 
as  now  customers. 

For  the  six  months  of  the  show  most  of  the  car  routes  were  changed 
to  meet  the  temporary  conditions,  and  to  permit  all  lines  to  connect, 
either  directly  or  by  transfer,  with  the  Exposition  grounds.  The 
final  adjustment  of  the  routes  gave  universal  satisfaction,  and  some 
nt'  the  principles  followed  in  planning  the  arrangement  would  seem 
to  be  applicable  to  almost  any  average  city  under  similar  conditions. 

Briefly  described,  the  routes  included  an  outer  and  an  inner  belt 
line,  one  direct  line  from  the  hotel  and  depot  district  to  the  Exposi- 
tion grounds,  a  line  serving  .1  portion  of  the  hotel  and  depot  section 
and  transferring  to  the  main  Exposition  line,  and  a  suburban  park 
Inii  carrying  visitors  to  the  cemeteries  and  parks.    In  addition  there 


TRACK  LAID  IN  sANIi    SULLIVAN'S  ISLAND. 

was  the  Sea  Shore  line,  running  on  some  of  the  islands  in  the  har- 
bor, and  connecting  with  the  city  lines  by  ferries  owned  by  the  Con- 
solidated company.  The  different  routes  were  designated  as  follows: 

The  Belt  Line  making  the  circuit  of  the  city,  taking  in  some  of  the 
better  residential  streets,  a  portion  of  Meeting  St.  (a  leading  busi- 
ness street  i  passing  the  Post  Office  and  City  Hall,  and  lower  part  of 
Broad  St.  (the  money  center),  East  Bay  (headquarters  of  the 
wholesalers)   and  the  docks  and  shipping. 

The  Broad  St.  Line,  making  an  inner  circuit,  covering  another 
good  residential  section,  and  many  important  business  streets. 

The  King  St.  Exposition  Line,  running  on  the  central  street  of 
the  business  section,  covering  especially  the  retail  district,  and 
within   1  1.  nli   of  the   hotels  and  depots,  and   making  the  most 

direct  route  to  the  Exposition  grounds. 

I  In    Meeting  St.  Line,  traversing  one  of  Ihe  more  important  busi- 
ness 1  hoi  1  mghfai  1    .running  parallel  to  King  St.,  and  transferring  to 
the  King  St.  cars  by  .to      Inn      at  two  points;  this  line  reached  a 
number  of  the  leading  hotels  and  the  Post  Office,  and  the  finer  resi- 
I'ln  in  portion  of  the  city. 

I  In  Suburban  and  Chicora  Park  Line,  running  out  Meeting  St. 
and    erving  thi   cei ies  and  Chicora  Park. 

1  In     Sea    Shori    divi  ion,   affording   visitors  a  fine  opportunity  to 
■     '  hnl.   inn  from  the  harbor,  Fort  Sumter  and  Moultrie,  and  the 
f  Palms. 

Mi.    ichedule  on  thesi    n 11  routes  ranged  from  a  minute  to 

111   hour,  according   l"  tin-  .1.  minds  of  the  traffic. 

It  should  be  added  in  this  conection  that  the  city  of  Charleston 

is  laid  out     imilarly  to  the  city  of  New  York.    It  is  on  a  long,  nar- 

i;i    .1  land,  running  practically  north  and  south  between  two 

ill.  1    nt    the    southern    point    of   Ihe  city   and 

mi 1   1  ay,     The  at   point  of  the  city  is 

called    tl"     Battery,    which,   unlike    New    York's  "Battery,"   is   given 
tnd  1     tin     01  tocratic  section  of  the  town. 

In  the  in. itt.  1   ol    rolling     toil      lln    I  nil  olidated  company  was  ex- 

ceptionally   well  pre] 1   Eot    thi    1    1 ion  . I. •mauds.     It   had  a 

numbi  '  ed  doubli  trucl   cars,  that  had  been  used  on  the 

riles.  1  .     l  -Ill    to  the  Charles 

ion    ni.,  equipped  with  two  G,  v..  57  toi    each,  and  put  on  thi 

16  double  truck  cars,  equipped 
with  two  G.    }•'..  $J  motors  to  each  car;   16  single  truck  cars,  fitted 


320 


SI  REE  I     RAILWAY    REV  IEW. 


[Voi    XII,  No.  6 


with  i""  G.  E.  1,000  .i  .  and  -•''  single  truck  cars, 

fitted  »mIi  "in   G    I     1,000  motoi  li  might  be  ■ 

lure  ill. u  man)  of  the  southern  roadi  are  still  using  a  single  motoi 
t,,  the  car,  .i  practice  a^  ma>  be  imagined  thai  is  not  conducive  t" 
low  cost  "t  maintaining  electrical  equipment,  Bui  these  older  equip 
incut-  are  -nil  capabh  »ork,  and  man)  ol  the  com 

do  nol    i' ■  in   sacrificing   them   in   f;i\ , >r  ol 


One  -s'i  l>»  sJternatoi  and  one  150  k w .  altematoi  supplying  light 
nig  current  al  1,150  volts,  I  lu-c  are  belied  to  two  Harrisburg  en 
gines,  1  450  li.  p.  and  one  al  -'511  h.  p. 

1  in,  500-kw.  alternator  and  one  300-kw.  alternator  supplying  cur- 

the   1  •  x  1 tion  al  -\4"  1  volts,  oo-cycles,  three-phase  <li -1  ri 

button.     These  are  belted  i"  Harrisburg  engines,  one  rated  al   750 
li.  p.  .Mill  1, in    .11   450  li    i>.     fhese  three-phase  units  at  previousl) 


DIAGRAM  «'K  ORGANIZATION  OK  THE  CHARLESTON  CONSOLIDATED  RAILWAY,  GAS  A  ELECTRK    I  0 

i:...u.i  ..i  Dim  tors 


President,  P. 

K 

1 

Vlce-Pre-ldent,  P 

II 

.  Gadisil.-n 

Managing  1 

S. 

II     \\  1K..11 

s*.  n 

Hid  Auditor, 

P,  J.  lt.ii.ifcru.t 


Treasurer, 

M.   '1 


Superinlendt-nt, 
Raihvav  Dli  isiofl 
T.  W,  PassaUalgue 


Electrician 

Ry    Dept. 

John  C.Sherrill 


Road  master, 
L.  Y.  Dawtoti 


Electrician  ,md 

Sni>erintendent 

Liirln  ami  Power 

Dept., 

W.  W.  FulVi 


Superintendent 

i. a-  l».-pl.. 
John  Thompson 


Geo.  II.  Diefunbach 

A  '.■•■Ml 


Special 
I  Dspectoi  1 


Master 

Mechanic. 
Ja>.  A.  Doar 


Chief  [uBpector 

Cilty  Pr.-, 

T.  J.  Weeks 


Track  and 

Roadway. 

I'.tnldinL's,  etc. 


Matter  of  Trains 
Sea  Shore  Div.. 
D.    W.  Cannon 


Chk-f  EiiL'ine.-r 

Power  House. 

Oscar  Moutou 

I-ine  Foreman 

Meter  Men 


All  ('.as  Works 
Emplojes 


Boal 

Kitiploye- 


Repair 
Shop  Men 


Conductors, 
Motnrmen. 

Starters 


Conductor-., 

■ttotormen, 

Starters 


modem   apparatus.     On   level    roads,   as   al    Charleston,   the   single 
motoi    under  an   [8-ft.  body  serves  every  purpose,  although  arma- 
tures, i  i<l  other  parts  are  naturally   subjected  to  greater 
and  tear.    The  cars  at  Charleston  art-  ">f  various  makes.    The 
single  trucks  are  Peckham  No.  7:  the  double  trucks  du  ruin. 
The  n  tiousi   contains  the  following  apparatus : 
ii  neral  Electric  railway  generators  direct  connected 

.^  AUO/TOJf/UM 

m  I 1 1 


mentioned  will  probably  be  retained  lor  the  regular  lighting  service 
and  also  fur  furnishing  light  and  street  railway  power  on  the 
in  the  liarlmr. 

At  the  city  station  there  is  also  a  300-kw.  motor  driven  booster, 
550  to  750  volts,  thai  i-  used  to  help  out  the  Island  station.    When 

necessary    this    1 ster    feeds    the   distant    end   of    the    Sea    Shore 

division,  a  transmission  distance  of  17  miles. 


_JftCK£9  OF£X*03*TIQM  O^qu^as  _ 


A   CNTKAMU 

r .-OO-O—  o-o-o- 


TERMINAL  LOOP,  CHARLESTON   EXPOSITION. 


150-h.  p.  Ball  \  Wood  tandem  compound  engine,  i(>  and  -7\ 
id  in. 

tilway   generator,   direct    connected   to  a   750-I1.   p. 

Ball  &  W I  compound  marine  type  engine,  -•_'  and  48^x24  in, 

225-kw.  railwaj   generator,  belted  to  a  350-h.  p.   Han 
'1  and  30x16  in. 
One  325-kw.  railway  generator,  belted  to  a  550-I1.  p.   Han 
nl  engine,  17  and  35x18  in. 


!li.'  Island  station,  winch  serves  the  Sea  Shore  division  ol  the 
streel  railwaj  system  and  also  furnishes  lighting  current,  contains 
one  225  kw.  railway  generator  belted  to  a  Harrisburg  engine  and 
also  the  necessary  lighting  apparatus  for  lighting  the  islands,  partic- 
ularly the  Nli-  of  Palms,  where  a  hotel,  pavilion  and  plea  u rl 

has  been  established. 

The  following  statistical  statements  arc  furnished  us  through  the 
sy  of  Mr.  Balaguer : 


Jl  m:  20,  1902.] 


STREET    RAILWAY    REVIEW. 


321 


REI1KT    CHARLESTON     CITS     DIVISION,    CHARLESTON     RAILWAY,  GAS     AND 

ELECTRIC   CO.                          Year  \\.,lT 

Ending  Ending 

Feb.  28,  Feb.  28, 

1902.  1901. 

Total  number  paying  passengers  carried 4,281,332  3,867,053 

Or    trips     262^73  267,326 

Car    miles                                  [,431,040  1,286,705 

Car    hours 1X4,680  1 72,954 

ipts  per  trip $.883  $.728 

Receipts   per   n  1  i  1 «.- $.162  $.151 

Receipts   per   car   hour    $1,250  $1-125 

$231,739  $194,595 

Operating  expenses  per  car  mile.    $.093  $.087 

Operating  expenses  per  trip $.510  $.410 

Operating  expenses  per  car  hour $-725  $.644 

Output  in  kw.  h.,  Citj   k,.    livision 2,495,318  2,150,512 

Output  in  kw.  lighting  and  power 1.939,786  1.440.0;'' 

Output   in   kw.    total 4.435,054  3.597.488 

Total  coal  consumed  at  station  (lb.)    ..  28,162,228  21,307,514 

Coal  in  II).  per  kw.  Ii 6.3  5.93 

I  c  iol  consumed $40.44;  $32,627 

Tower    plant    wages $10,112  $9,699 

Oil    and    waste $1,561  $1,063 

water    $558  $1,744 

Power   plant    maintenance.       .     $4,576  $2,087 

Output                station  per  kw.  h $.0143  $.0131 

B.  T.-l.  u   P.  Co. -27514 

EXPOSITION  TRACTION  COMPANY. 

Ticket  Agent's  Statement  190 

Agent 
Window  No. 


Til 

I.- 

STRAIGHT  Tlill'  TICKETS 

Oub 

Whole 

llnlf 

Tickets 

A. 

H 

N.E. 

/ 

N.C. 

/ 

D. 

N.E. 

9 

N.C. 

U 

D. 

\L 

D. 

TtUI  1 

Total  C 

a*h. 

TICKKT   KKCOHIi. 

nil.  CD.  .Mi   III'  r»II    I  OMPANY, 

.Mi- 
ll    1  ..II 

Ending   February  28.   1902; 

Railwa)         Eli  I  otal. 

ig     0.79 


<  ip.  rating 
Maintaining  way  and 

...  $I3.3I0.30        $1,568.88  $8.0-;.l,t 

Maim  r|uip 

11,729  165.08  2,812.6.'         28,007.05 

.11      and 

mam;:  68.,.,;.,,, 


General  expenses  37,697.03      10.842.7,,         9,703.12 

Total    operating    ex 


58,242.88 


penses 


$196,392.12    $48,463.27      $89,480.18    $334,335-57 


Net  earnings $107,136.87    $48,369.32      $59,679.03    $215,185.22 

Fixed  charges  $15.5,4.,;. 40 

$61,747.73 
Months  of 

Total. 

$139,676.39 


Net   income    

Comparative  Statement   of   Earnings  and   Expenses   for 
March   and   April.    1902. 
Railways.       Electric.  Gas. 

1  '  1  >  1  1  at  ing  expenses 

Gross    receipts    $83,779.05    $28,072.10    $27,825.24 


Maintaining    way    and 

structures    $5,401.44  $123.41  $1,834.85 

Maint.  Equipment  ....  4,769.31  [,167.69  480.21, 
Transportation      a  n  ,1 

manufacture 26,357.28  8,171.55  12,923.31 

General  expenses  10.245.11.!  2.858.04  1.997.98 


Total     operating 
penses       $46,773.96     $12. .,21. 51)     $17,245.40 


$7,359-70 
6,426.26 

47.452.14 
15,102.85 


$76,340.95 


M,  1  arnings 
Fixed  charges 
Net  iu<  .uiie 


-.   005.09    $15,750-5"     $10,579.84    $63,335.44 


$25,231.6; 
$38,103.77 


EVERETT-MOORE  SYNDICATE. 


On  June  41I1  11  was  announced  that,  up  to  thai  dale,  26,000  shares 
of  the  Everett-Moore  holdings  in  tin-  Detroit  United  Ry.  had  been 
sold  by  the  syndicate  al  prices  ranging  From  71  to  80]  >,  ["he 
stock  lias  been  absorbed  piecemeal  by  New  York,  Cleveland  and 
Detroil   capitalists,  the  panic-,  to  whom  an  option  on  the   Everetl 

Moore  holdings  in  the  Detroil  propertj  was  originallj  offered  at  70 
having  failed  to  take  advantage  of  'he  offer.  Members  of  the 
banker's  committee  in  charge  of  the  syndicate's  affairs  are  quoted  as 
stating  that  Messrs.  Everetl  and  M ■<■  retain  from  [2,000  to  15.000 

Ii.,,,  in  the  Detroil  United  Ry.,  and  will  continue  to  manage  the 
property. 

The  syndicate  has  also  disposed  of  40,000 shares  in  the  ["oled  iRail 
l  ighi  1  11  to  ken.  Van  Courtland  iv  Co.,  of  New  York,  al 
fjj  per  share;  this  leavi  |0,ooo  hares  still  in  the  hands  of  Messrs, 
Everetl  and  Moore,  bul  there  1-  a  probability  that  the  control  ol 
ii..  i,i,  iness  will  be  in  the  hands  of  the  purchasers.  Hie  stocl  wa 
purchased  al   $14  per  share,  so  there  has  been  a   profit  of  $8  per 

I,., 1 thi     i'"l-    iince  il    wenl   into  the  hands  of  the  syndicate. 

I  he  onlj  change  that  will  be  made  1    to  increase  the  board  of  direc 
tors  bj   two  in  order  to  giw  the  purchasers  a  repri   entation  in  the 

Ci  iliip.tilv. 


SALE  AT  PROVIDENCE,   R.   I. 

1  

1  In  Ma)  27th  tin   I,  mi-  mimIi  1  whii  h  the  I  mini  l,,,| il  Co 

of  Philadelphia,  would  acquin    the  United    fraction  &   Electric  Co., 

.,i  Providem  c,  wen   ant m  •  d,     I  here  lia    1 ani;  1  d  .1  Rhodi 

Corp  11  Ition  known  as  the  Rhode  Maud  Co.  I"  tal tch 

propi ,  tii     a    1  In    1  d  lm| 1 1 1  I  a)  buy. 

I  he  am nl   to  thi    United    I  rai  1  ion    1  « 1  holdi  1     1     thai 

the   Rhode    I  1  ind   I  0    will   guarantci     .   pel    I"     j  ractlon 

to,  1    and  in  addition   m ill   gi\  ■    ■■<<•     hare  ol   its  own 

,i,M  k  1 1  1    of  Trai '"i       ]  in      1. 1    ii  r 

pay    1  pi '  1  •  nl  and  1 1  quoted  al  121. 

nd,  1   tood  th  ii  iIh    Philadelphia  1  om  em  1    peel     

Rhodi    1  land  1  0   thi    Pro  id ■"" larragan 

Lighting  I 

-  «  ■ » 

Milwaukee    Electrii    Railway   &    Lighi    Co,   lia     av led   a 

-niiiing  to  $200  oc  1  -I  il 11  tural  iteel  to  be  "  eo  m 

1  Dffici   huil. hug  and  !■  1  tninal     tation. 


322 


STREE  l     K. Ml. WAY    REVIEW. 


[Voi    XII,  ' 


Oil  as  Fuel, 


Data  from   New  Orleans,   Mobile  and  Other  Cities  Regarding  the    Utility  and  Efficiency  of   Beaumont  Oil  as 
Fuel  in  Street  Railway  Power  Stations— Saving  Secured— Oil  Burning  Apparatus. 


of  quantities  of  petroleum   in  California  and   the 
Gulf   States,   particularly   Texas,    has   brought    prominently   before 
isers  the  topic  of  t lie  general  utility  and  economy  of  oil  as 
fuel     I  In-  California  product  is  as  yei  confined  to  a  comparatively 
limited  bul  the  owners  <>f  the  Texas  wells  make  announce- 

ment thai  they  are  prepared  to  furnish  fuel  oil  to  any  section  of 
the  country  and  in  practically  unlimited  quantities. 

Supplementing  the  discussion  before  the  Southwestern  Gas,  Elec- 
i  Railway  Associati  i  '  the  Utility  and  advantages  of 
oil  as  fuel  in  street  railway  power  houses,  we  present  some  statistical 
in  published.  Wt  have  direct  reports  from  New 
Orleans  and  Mobile,  Ala.,  where  oil  is  being  used  regularly  for 
firing  boilers  in  street  railway  power  Stations,  and  from  these  and 
the  data  furnished  at  the  last  meeting  of  the  Southwestern  Asso- 
ciation  the   following  conclusions  may  be  drawn: 

ted  that  the  Beaumont  oil  is  a  prac- 
tical fuel  for  street  railway  and  lighting  plants,  its  economy  in 
ition  with  coal  depending  entirely  upon  the  price  of  oil  and 
the  price  of  coal  at  any  given  locality.  As  determining  the  relative 
steam  producing  qualities  of  oil  and  coal  the  following  is  given  as 
a  summary  of  the  results  obtained  in  the  several  power  stations 
reporting:  One  pound  of  oil  will  evaporate  from  13  to  16  lb.  of 
water  from  and  at  212  deg.  F. ;  that  is,  the  calorific  value  of  oil  is 
from  one-third  to  one-half  greater  than  that  of  the  ordinary  run  of 
mine  coal  of  grades  customarily  used  for  power  purposes;  oil  is  as 
safe  as  coal  and  causes  no  greater  wear  and  tear  on  the  boiler  parts; 
in  a  plant  burning  oil  exclusively  there  will  be  no  dirt,  odor  or 
smoke  and  no  ash  or  other  residue;  where  oil  is  used  the  services 
of  all  firemen  and  coal  passers  can  be  dispensed  with  and  but  one  man 
is  recpiired  on  the  boiler  room  floor. 

Aside   from   considerations   of   relative    economy   there   of   course 
arises  the  important  factor  of  the  future  supply  of  oil. 

The  so-called  Beaumont  oil  fields  comprising  a  section  of  western 
Louisiana  and  Texas  within  a  radius  of  100  miles  more  or  less  from 
Beaumont.  Tex.,  are  now  supplying  most  of  the  oil  used  for  fuel 
in  this  country.  The  initial  discovery  that  oil  existed  in  consider- 
able quantities  in  this  region  was  made  Jan.  io,  1901,  when  the  drills 
at  the  Lucas  well  suddenly  and  without  warning  penetrated  a  large 
oir  of  oil  and  a  stream  of  oil  rising  to  a  height  of  160  ft. 
immediately  began  to  flow,  a  steam  gage  attached  to  the  pipe  at 
the  well  registering  a  pressure  of  104  lb.  per  sq.  in.  Other  wells 
il  once  opened  up  and  today  there  are  about  200  distinct  wells 
in  action.     Many  of  these  are   what   are  known  as  "gushers"  and 

1 1   them   the  oil   rises  under  natural   pressure.     From   others  the 

oil  is  lifted  by  pumps.  According  to  authentic  reports  the  Beau- 
mont fields  at  the  present  day  have  a  combined  average  capacity  of 
6,000,000  barrels  pi  1    2,190,000,000  barrels  per  year.     How 

long  tin-  suppl]  will  last  is  purely  a  matter  of  conjecture.    The  claim 
is  made  that  many  of  the  wells  formerly  gushers,  now   require  to 
be  pumped,  but  the  owners  of  the  fields  emphatically  state  that  this  is 
no  evidence  of  the  failure  of  the  supply.       They  point  out  that  it 
t  er  expected  the  wells  would  continue  as  gushers  inasmuch 
as   the   pressure   must   needs   be   exhausted   as   soon   as  a   sufficient 
number  of  openings  tap  the  subterranean  chamber  but  that  the  drop 
in  no  way  forebodes  a  lack  of  oil.    As  evidencing  their  faith  in  the 
future  supply  it  may  he  said  many  of  the  well   owners  arc  making 
long  time  contracts  for  furnishing  large  quantities  of  fuel  petroleum. 
note  that  the  United  States  Navy  has  been  granted 
propriation  of  $20,000  to  be  expended  in  conducting  experi- 
ments with  fuel  oil. 

Prom  a  pamphlet  issued  by  Tate-Jones  &  Co.,  of  Louisiana,   we 
take  tli  ig  data  concerning  Beaumont  oil: 

Specific  gravity 22  deg.  Baume. 

Weight  per  gallon   7.66  lb. 

Weight  per  barrel  (42  gallons) 322       lb. 

Flash  point  180  deg.  F. 

Fire  point   200  deg.  F. 

Theoretical  calorific  value:    1   lb.   of  oil   will   evaporate   isyi   lb. 


■  :  |S  Hi  of  Mil  will  equal  in  calorific  value  100  lb.  of  ordi- 
nary Western  coal. 

From  tin-  same  pamphlet   we  quote  the  following  regarding  the 

use  of  fuel  oil : 

oil   used   must   he  of  sufficiently  high  fire  test.     If  tin 
dition  1   it    will   dispose  entirely  of  the  objection  on  the 

score  of  safety  frequently  urged  against  this  fuel.     In  fact,  oil  with 
a  tin    1  180  deg.  or  200  deg.  F.  is  as  safe  as  coal,  which 

11  known  I,,  ignite  from  spontaneous  combustion.  Oil  with 
a  fire  test  of  250  deg.  to  300  deg.  F.  may  be  stirred  with  a  red  hot 
pol  1  I    without  Inn  or  a  shovelful  of  hot  coals  thrown  into 

it    will    sink   and   he  extingui 

oil  must  he  supplied  to  the  burners  under  a  sufficient  pres 
sure;     this    is   hest    accomplished    by    means   of   small   pumt 
pressure  chamber. 

"The  oil   should  he  pre-hcated  to  facilitate  atomization. 
lln    1. inner  should  feed  the  oil  in  a  finely  atomized  condition;  a 
properly  constructed  burner  will  show  no  dark  stream  of  oil  enter- 
ing the   furnace   from   its  tip;    instead  the  oil   will   emerge  from  it 
in  almost  imperceptible  spray  or  vapor. 

"The  atomizing  action  above  mentioned  is  best  made  by  the  use 
111.  Compressed  air  has  been  used  for  this  duty,  but  it  is 
not  so  satisfactory  as  steam,  not  only  because  it  is  more  expensive, 
but  because  a  portion,  if  not  all  the  contained  water  when  steam 
is  used,  is  dissociated  in  the  fire  and  recombines  later  this  activity 
as  a  distributor  of  the  heat  and  preventing  excessively  high  tempera- 
tures at  any  one  point  in  the  furnace.  For  this  reason  steam-blast 
is  generally  thought  to  be  easier  on  the  boiler  plates  and  to  make  a 
'softer'  flame. 

"The  steam  should  be  superheated  before  going  to  the  burner. 

"Just  the  right  proportion  of  air  should  be  admitted  to  the  fire 
box  or  combustion  chamber  to  completely  burn  the  fuel.  In  the 
practicability  of  admitting  just  the  right  amount  lies  one  of  the 
advantages  of  liquid  over  solid  fuel. 

"The  combination  heater  and  pressure  chamber  should  be  fitted 
with  a  proper  arrangement  of  relief  valves  to  permit  any  excess  of 
oil  to  return  automatically  to  the  storage  tank.  This  storage  tank 
and  all  pipes,  as  far  as  possible,  should  be  underground. 

"Fully  as  important  as  any  of  these  matters  is  it  that  the  setting 
of  the  boilers  be  good.  The  combustion  chamber  should  be  tight  to 
obtain  the  highest  possible  temperature,  so  that  every  particle  of 
the  oil  be  entirely  consumed.  To  get  this  result,  the  chamber  must 
be  of  refractory,  non-conducting  substance  which  soon  becomes 
heated  to  incandescence.  Further,  the  flame  from  the  burners  should 
be  directed  against  a  wall  or  checker-work  of  fire  brick. 

"With  care  taken  on  this  last  point,  with  a  proper  adjustment  of 
oil,  air  and  steam,  and  with  the  ordinary  conditions  of  good  boiler 
practice,  the  combustion  chamber  should  show  a  clear,  white  incan- 
descence with  hardly  any  flame  apparent,  and  there  should  be  no 
smoke  or  foul-smelling  unburnt  gases  issuing  from  the  stack.  Such 
stack  products  show  a  waste  of  fuel. 

"In  burning  oil  and  natural  gas,  experience  has  shown  that  an 
excess  of  oxygen  varying  from  4  to  12  per  cent  has  been  found  to 
give  best  results.  In  burning  oil  where  the  conditions  are  in  general 
more  uniform,  the  tendency  ought  to  be  towards  the  smaller  rather 
than  the  larger  quantity.  We  should  look,  therefore,  in  good  prac- 
tice, to  obtain,  say  6  to  7  per  cent  of  free  oxygen  in  the  emerging 
gases." 

RESULTS  AT  NEW  ORLEANS,  LA. 

The  New  Orleans  &  Carrollton  Railroad,  Light  &  Power  Co. 
began  using  oil  "as  fuel  in  the  spring  of  the  present  year  and  after 
preliminary  tests  decided  to  fit  both  its  railway  power  houses  for 
oil  firing.  Oil  is  now  used  exclusively  as  fuel  at  both  stations, 
although  a  supply  of  coal  is  kept  on  hand  against  a  possible  emer- 
gency arising  from  shortage  in  the  oil  supply  or  damage  to  the  oil 
firing  apparatus. 

At  the  Claiborne  power  house  the  largest  railway  station  of  the 
company,   the   fuel   oil   is  kept  in  two   14,000-gallon   storage  tanks 


June  20,  1902.] 


STREET    RAILWAY    REVIEW. 


323 


buried  in  the  yard  near  the  plant  with  their  tops  about  4  ft.  below 
the  surface  of  the  ground. 

Oil  is  fed  to  these  tanks  from  the  main  pipe  line  of  the  oil  com- 
pany, the  oil  company  having  built  a  15-mile  pipe  line  along  the 
ri\cr  front,  running  the  length  of  the  city,  with  branch  lines  at 
frequent  intervals  to  the  plants  of  the  individual  customers,  the 
petroleum  being  distributed  much  the  same  as  gas  or  water.  The 
oil  company  receives  the  petroleum  from  the  Texas  fields  in  tank 
steamers,  from  which  it  is  pumped  into  a  55.000-barrel  elevated  tank 
on  the  dock  at  New  Orleans.  The  oil  is  allowed  to  settle  in  the  tank 
for  a  time  in  order  to  get  rid  of  the  water  that  is  always  found  in 
more  or  less  quantity  in  the  oil.  After  the  water  is  drained  out 
the  oil  flows  from  the  tank  to  the  main  pipe  line  and  into  the 
small  storage  tanks  of  the  customers. 

When  oil  was  first  suggested  as  a  possible  fuel  it  was  customary 
to  feed  it  to  the  boilers  by  gravity  from  stand  pipes  or  elevated 
tanks  in  or  near  the  boiler  room,  but  this  method  has  been  largely 
abandoned  owing  to  the  objection  of  the  fire  underwriters  to  the 
storing  of  quantities  of  oil  above  the  grate  level  of  the  burners. 

At  the  Claiborne  station  the  oil  is  again  allowed  to  settle  for  two 
or  three  days  in  the  buried  tanks  before  it  is  fed  to  the  boilers,  one 
tank  being  used  while  the  other  is  settling.  The  oil  is  drawn  from 
these  reservoirs  by  two  suction  pumps  which   feed  the   fuel  to  the 


\H\QKT  XII 


IIX   AVO    \ 

STEAM  PRESSURE  DIAGRAM    "II.   I'IRi:    KEW  ORLEANS. 

burners  at  about  45  lb.  A    small   pipe  coil   heater  taking 

steam  from  the  pump  exhau  in  the  pipe  between  the 

pump  and  the  boilers  serving  to  raise  the  temperature  of  the  oil 
about  15°,  or  from  76°,  the  tank  temperature,  to  about  90  ,  the  tem- 
perature at  which  it  goes  to  the  burners.    Th'  nt  con- 

:  two  350-h.  p.  and  two  450-h.  p.  Edgemorc  water  tube  l>  >il>  1 
and  there  are  eight  oil  burners  under  each  boiler.    The  boilers  were 
originally  fitted   with   Ilawley  down-draft  furnaces  and   these   were 
not  removed  when  the  oil  apparatus  was  installed. 

The  burners  arc  known  as  the  Von  Phul  pattern  which  employs 

live  steam  as  the  medium  for  spraying  the  oil.    The  burner  is  made 

entirely  of  brass  and  comprises  a  J^-in.  pipe  within  a  J4-in.  pipe, 

the  smaller  pipe  being  for  oil  and  the  larger  one  for  steam.     The 

tip  of  the  oil  pipe  enters  the  tip  of  the  surrounding  steam  pipe  and 

as  the  oil  flows  out  in  a  small  stream  the  steam  picks  it  up  and 

forces  it  out  into  the  fire  chamber  in  a  blast  of  finely  atomized  oil, 

which,  when   lighted,  makes  a   white   flame.     This  blast  does  not 

of  course  touch  the  boiler  tubes  but  is  directed  against  fire  bricks 

laid  on  the  grate  bars,  and  piled  up  at  the  back  of  the  fire  chamber 

Open   work  wall,  that  is,  alternate  long  and  short  bricks  laid 

with  openings  between  to  allow  circulation.     In  case  of  failure  in 

I   '.upply  these  bricks  ran  be  removed  and  a  coal  fire  built   in 

11  half  an  hour. 

The  flow  of  oil   to  the  boilers  is  regulated  by  hand  valves. 

The  wear  and  tear  upon  the  boiler  structure  is  found  to  be  less 
at  this  plant  with  oil  than  when  coal  was  burned,    This  If  pertly 
explained  by  the  fact  that  the  temperature  under  the  boiler  n 
practically  constant  and  there  arc  no  racking  stresses  produced  by 


sudden  contraction  and  expansion  inasmuch  as  there  is  no  necessity 
for  opening  the  furnace  doors  to  fire  after  the  burners  are  lighted. 

The  method  of  firing  at  the  Napoleon  avenue  station  is  very  sim- 
ilar to  that  just  described. 

The  even  steam  pressure  secured  with  oil  firing  is  made  evident 
from  the  accompanying  card  recorded  during  an  average  day's  run 
at  the  Claiborne  station,  the  total  current  output  of  this  station  for 
the  same  24  hours  being  about  11,500  kw.  h. 

The  actual  performance  of  the  oil  is  given  in  the  following  table 
prepared  after  a  test  at  the  Napoleon  avenue  power  house. 

OIL  TEST  AT  NAPOLEON  AVE.  POWER  HOUSE  ON  BAB- 
COCK  &  WILCOX  BOILER,  NEW  ORLEANS  &  CAR 
ROLLTON  RAILROAD,  LIGHT  &  POWER  CO., 
MARCH  26,  1902. 

Readings  Are  Hourly  Averages. 

Time,  hour  ending   11  45  a.m.  12:45  P-m.  1 :45  p.m.  2:45  p.m.  3:45  p.m. 

Boiler    pressure     (ac- 
tual    readings — gage 

4  lb.  light)    lb 129.25         127.66         127.33         126.33         108. 

Temperature        feed 

water,  Deg.  F 86.25  86  86  80.66         79.33 

Draft : 

Stack,  In 32  .36  .36  .30  .30 

Back  of  boilers, 
boiler  side  of  dam- 
Pfr,  In 245  .253  .276  .26  .273 

Furnace.  In 25  .23  .20  .27  .24 

Ash  pit,  In 24  .23  .27  .27  .24 

Temperature     w  a  s  1  e 

gases,  Deg.   F 372  370  370  369  365 

Temperature    oil, 

Deg-  F.  114  113  115  1 15  115 

I  emperature        boiler 

room,    Deg.    F 79  79  79  79  78 

Water  per  hour,  Lb. 6,834         6,414         6,202         6,997  7.101 

iiil   per  hour.  Lb 514  510  514  522  510 

Water   per   lb.   of   oil 

from     and    at    212°, 

Lb 15.56  14.72  14.14  15.81  16.27 

Boiler  h.p.  developed. 230.5  216.3  209.1  237.1  240.7 

Average  evaporation  per  lb.  of  oil  during  5  hour'  run,  15.30  lb. 

For  this  and  other  tests  the  company  reached  the  decision  to  adopt 
oil  as  fuel. 

In  April  last  Mr.  H.  A.  Davis,  assistant  superintendent  of  the  New 
Orleans  &  Carrollton  Railroad  Light  &  Power  Co.,  made  an  ex- 
tensive report  to  his  company  on  the  saving  that  was  being  effected 
by  the  use  of  oil.  This  report  has  been  placed  at  our  disposal  and 
from  it  we  make  the  following  abstract. 

Mr.  Davis  in  the  introduction  to  his  statement  explains  the  basis 
of  the  report  thus: 

"In  order  to  determine  the  approximate  saving  in  burning  oil  over 
coal  at  our  two  railroad  powci  stations,  I  have  taken  t lit-  month  of 
February,  1902,  to  get  the  average  amount  of  coal  consumed  pet 
killowatt  hour  in  both  stations  as  this  was  the  last  month  we  burned 
coal  entirely  alone. 

"At  station  No.  1  the  average  coal  consumed  per  killowatt  houi 
was  3.79  lb.  and  at  station  No.  2  it  was  3.66  lb.  This  I  believe  will 
fair  average  for  both  Station 

"The  consumption  <>f  nil  in  pounds  per  killowatt  hour  wa 

f  1  "in  the  I'n  1  17  d.".    in    \|imI.  ,  during  which  lime  we  burned 

only  oil  and  no  coal.     I  In     1  ei   station  No,  1   was       1  11 

per  kw.  h.  and   foi      tatiotl       0         I.60  lb    pet    In.   h, 

"Ii  » ill  be  e\  idi  nl  therefon    I  hi    differeno    in  1  Efii  ii  m      hi 

n  both  casei   is  al 1  5  pei  1  ent 

"I  have  also  taken  the  output  in  killowatt  houl     during  the  month 

1  ■  ■■  h    '.ii a    1  basis  foi  compai ing  oil  and 

coal,  assuming  that  ire  had  burned  oil  foi  ii ire  month." 

The  comparative  resnli     are    >     follow 

Station  No,  1.  total  output  for  month  of  March,   186,760  kw.  h. 

1 1,1.  .  .,,1 

ption  of  fuel  i"  1  1  it    ii  1.7 1  lb.        : 

I  3,Sl8    bill.  543    loir, 

I    ,,ii.l 

r  ton)         $1,133.10      $1,737.60 


324 


STREET    RAILWAY    REVIEW, 


[Vol     Ml 


Station  No  ;-i>  ku.  h. 

oil 

Vverage  consumption  of  fuel  per  kw.  h  2.60  lb.        .t."'  lb. 

msumed  -'.'s-7  bbl.        <•-•>>  tons 
-1  of  fuel  (oil  .11  45  cents  a  barrel  and 

coal  at  $2.55  per  ton)  $1,273  15        $1,603.95 

m  cost  "I  oil  over  coal,  Station  No,  1  ^xij.^.. 

in  cost  of  oil  over  coal,  Station  Na  -•  33>-8o 


I  Mini  both  stations.    .  $936.30 

Labor  saved  by  burning  oil  instead  of  coal  al  both  stations 

Four  coal  passers  .11  $45  per  month...  $180 

fwo  firemen  al  $55  per  month.   ....  no 


Ai   station   No.    1   the  watch  requirements   were  chang 
hours  i"  !-•  hours  and  the  salarj   of  the  two  watchmen  was  raised 
from  $55  to  $60  per  month ;   al  station  No.  2  the  salarj  ol  thi   boilei 
cleaner  was  increased  from  $45  to  $50  per  month,  making  an  im 
in  pa)   roll  of  $15  per  month,  which  deduct 
sa\  ing  111  co  h  with  oil  a 

fuel 

Tin-   grand   total    saving   in   labor  and    fuel    for   the   month    was 
a!    this    rale   the   savins    in   nil    as    fuel   over 
coal  al  both  stations  for  the  year  would  be  $14.; 

RESULTS  A  I    M<  IBH  E,    \l   \. 

The  Mobile  Lighl  &  Railroad  Co.  has  been  using  ml  fuel  under 
a  portion  of  its  boiler  equipment  since  last  fall  with  results  satis- 
factory in  ever) 

llu    following  1-  data  secured  from  a  test  at  Ibis  station: 

COMPARA1  IVE    I  I ■>      OF    COAL   AND  OIL   IX   STIRLING 
BOILER     MOBILE    (ALA.)    UGHT   &   RAILROAD 
CO.,  OCTOBER,   19 


aumont  Oil. 
13  hours  45  inin. 

[22   lb. 

Mm  iIil;- 
92,296   II 

11    Hi. 


3,549  sq.  ft. 


13.10 


1384 


Vlabama  dial. 

I  luration  of  test     24  hours 

Average  steam  pressure 122  lb. 

temperature  feed  water.     154.4  deg. 

Total   water  evaporated 108,3151b. 

I  1  ital   fuel  fired 15.08c  lb. 

Weight    nf   ash 1,258  Mi. 

f  ash 8.30 

Weight   of  combustible 13,8221b. 

Heating   surface  of  boiler .1.5411  sq.ft. 

Water  evaporati  d 

I'.i  lb.  of  fuel  actual  conditions      7.18 
1  '1  1     IK.    of    combustible    actual 

conditions    7.8?  Hi. 

Per  Hi.  of  fuel   from  anil  al  212  — .< > l    11'. 

Per  Hi.  of  ci  imbusl  ible  froi d 

al    212      8.62  Hi.  

Coal  used  was   'Belle   Ellen"    Mali, una  mostly  slack  run-of-mine. 

comparative  values  of   Beaumonl    ml   and   various 

grades  of  southern  coal  derived  from  tests  al  the  power  house  of  the 

Mobile  i  Via.)   Light  &  Railroad  Co.  will  be  ol  interesl       VII  coals 

arc  run-of-mine. 

\\  ater  evap 

orated  per  lb. 

of  coal  from  and 

212 

Filockton    Underwood       .  9.67 

mei    Slope   N'o.   1 . .  .  9.08 

Bcssemei    Slope   No.   -■     .  s..w 

Pratt    7.83 

i  ,     . 

Mountain  Vallej  6.55 

1  ide  \\  atei 

Standard  Coal  Co 

\i   the  presi  ill   tinu    Beaumonl  oil 
fields  for  (o  cents  a  barrel;  at   N  ats  a  barrel; 

al  Charleston,  S   C,  for  '*  cents  a  barrel;  in  Illinois  for  from  $1.00 
to  $1.25  a  barrel;  at  Philadelphia  for  about  $2.00  per  i 


li\  alent 

Oil 

equivalent 

to  ion  of  coal, 

10  ion  1 .1  coal. 

gallons. 

barrels. 

183.5 

172. 

I.08 

15& 

3-54 

178.5 

4.26 

176. 

1",-. 

1 25. 

128.5 

3.05 

152.5 

.!■'■-• 

can     he     purchased    al    the   oil 


1  ol  feeding  in  tin-  ■  irth  in  the  accompany 

ing  sketch.  Ai  tins  plant  the  stand  pipe  method  of  feeding  ia  used, 
I  he  pipe  is  5  111.  in  diameter  ami  34  fi.  high.  « > ■  I  i>  pumped  m  ai 
ili.  iop  and  flows  to  the  burners  by  gravity.  The  burner  is  of  the 
"Juvinall"  pattern  which  is  similar  to  the  design  used  al  New 
Orleans  with  tin-  exception  thai  the  Row  of  oil  from  the  burner  i- 
controlled  automatically.     The  inner  or  oil  tube  1-  movable  within 

mi  pipe  bj    mean-  of  wheel  ami  >iti»    al   the  outer  end. 

By  adjusting  the  posit f  this  tube  the  quantity  of   oil  flowing 

fr the  end  of  the  burner  is  regulated,     llu-  steam  for  the  burner 

is  taken  through  a  reducing  valve.     Under  working  conditions  the 

ube  1-  adjusted  so  that  the  oil  pressure  is  just  a  trifle  g 
Hi. in  the  pressure  of  the  steam  ami  a  line  stream  of  oM  flows.     Vnj 
n  in  tin    steam  pressure  on  the  boilers  will  be  followed  by 
in  the  quantit)  of  01]  flowing,     fhus,  if  the 


METHOD  OF  FEEDING  OIL  TO  BOILKRS  IN  .MOI1ILE. 

steam  pi  Irops,  more  oil  will  flow  thus  increasing  the  degree 

of  heat  ami  maintaining  the  proper  -team  pressure.  The  burners 
are  hung  111  the  center  of  tin-  tire  doors  from  eve  bolts  tapped  ill 
over  the  doors.  As  in  the  cas  previ  iusly  described  the  blast  from 
iln    burner  is  din  -t  fire  bricks  laid  on  top  of  the  grate 

hars  and  built  into  a  wall  at  llu  back  of  the  fire  chambers  the  bricks 
being  laid  loosely  without  cement  We  arc  indebted  to  Mr.  J.  A. 
Maloney,  chief  engineer  of  power  station,  MobiU   Lighl  &  Railroad 

Co.   fur  the  data  mi  oil   fuel   al  tin-  station. 

RESULTS   AT   1.1.   PASO,    iF.X. 

Mr.  II.  T.  Edgar,  before  the  National  Electric  Lighl  Association 
in  convention  at  Cincinnati  last  month  caw  the  following  infi 
lion  relative  to    rexas  fuel  oil  al  the  el.  1   station,  El  Paso, 

rex. 

The    oil    is    stored    in    steel    tanks    buried    in    the    ground,    and    is 
drawn  from  the  lank-  through  a  1      111.  iron  pipe,  which  discharges 

through  .1  1  111.  pipe  into  a  -mall  chamber  about  14  in.  ill  diameter 
and  _'  ft  b  in.  long,  placed  by  the  pumps.     The  oil  enters  this  chaill- 

bet  al  one  end.  passing  through  a  parini.ni  of  verj  line  wire  gauze, 
and  at  the  Other  end  comes  in  contact  with  a  coil  be.iled  with  the 
exhaust  steam  from  the  pump,  thus  raising  the  temperature  of  the 
oil  to  about  145  deg.  !•'.  The  oil  is  sprayed  from  the  burners  by 
Steam,  and  in  order  to  insure  a  steady  pressure  an  auxiliary  air 
chamber  is  required.  It  is  stated  that  a  very  great  saving  has  been 
made  ai  the  El  Paso  station  through  the  substitution  of  oil  for  coal. 
It  is  claimed  b\    lie  advocates  of  fuel  oil  that   four  barrel-  of    , 

Ions  are  equal  to  one  ton  of  good  bituminous  coal.     Results  of  tests 
11  di    bj    ib.    waterworks  company  of  11    Paso  show  that  thi 

of  burning  fuel  ml  1-  but  bait"  the  COSl  of  burning  coal,  when  the 
coal  co-is  $5  pi  I   1    1  the  fuel  ml  70  cents  per  barrel. 


I  ollowing  the  reading  of  the  paper  on  this  subject  b\   Mr.  W.  W. 
11  the  Southwestern  Gas,  Electric  &  Street  Railway    \ 
11. hi.  which  was  abstracted  in  the  "Review"  for  May  20th,  there  was 
con  Iderable  discussion  which  went  to  show  the  unusual  importance 

of  this  subject  i"  companies  operating  in  the  vicinity  of  oil  well-. 
\li  Spencer,  of  Jennings,  which  is  an  oil  town,  was  called  upon 
and  staled  in  reply  that  he  was  using  Beaumonl  oil  ami  thai  il  put 
his  plant  in  paying  condition  very  quickly,  lie  formerly  used  coal 
costing    from   $4.50  lo  $4.75   per   ton   and    was   now   paying   from  35 


.ll  KK   20, 


STREET    RAILWAY    REVIEW. 


325 


to  40  cents  per  barrel  for  oil.  One  oi  the  point-  of  difficulty  which 
he  had  experienced  was  in  the  selection  of  the  best  burner.  His 
company  has  been  testing  a  large  number  of  burner-  but  he  believed 
that  none  of  them  are  entirely  satisfactory,  lie  attended  the  con 
venlion  in  the  hope  of  receiving  some  suggestions  from  those  who 
bail  gone  into  these  experiments  farther  than  he  hail  been  able  to. 

Mr.  Guthrie,  of  San  Angelo.  stateil  that  his  company  hail  put  in 
an  oil  burning  plant  about  nine  months  ago  and  found  it  a  great 
saving,  although  the  oil  at  that  place  cost  about  00  cents.  This 
company  use-  the  gravity  system  of  feeding  anil  has  found  it  very 
satisfactory.  The  speaker  stateil  that  be  iliil  not  see  very  much  dif- 
ference in  the  burners  or  bow  the  system  could  be  more  ideal  as 
there  was  not  a  sign  of  smoke  or  any  deposit  on  the  boiler  and  the 
company  is  now  saving  about  S200  per  month  out  of  its  former 
total  expense  of  J500.  He  had  not  been  able  to  notice  any  deteriora- 
tion in  the  plant  due  to  the  use  of  oil.  There  are  some  signs  of  sul- 
phur but  as  far  as  the  boiler  i-  concerned,  it  is  in  a  good  deal 
better  condition  than  when  coal  was  used,  for  the  reason  that  the 
heat  wa-  more  regular  and  there  was  no  inrush  of  cold  air  from 
opening  the  doors  of  the  tire  box.  Mr.  Guthrie  suggested  that  the 
various  consumers  of  oil  might  form  a  combination  and  buy  a  well 
of  their  own.  He  had  investigated  the  matter  and  found  that  a  good 
well  could  he  bought  at  a  reasonable  price. 

Mr.  Miller  -tated  in  regard  to  the  strength  of  boiler  tubes  after 
oil  had  been  used  that  boiler  inspectors  always  inspected  them  when 
they  were  cold.  It  has  been  -ugg-lcd  that  constant  burning  of  sul- 
phur would  eventually  cause  the  iron  to  absorb  sulphur  and  become 
what  is  known  a-  hot-short.  That  it  would  be  tough  when  it  was 
cold  and  "short"  when  it  wa-  hot.  There  wa-  no  corrosion  or  pit 
ling  on  the  outside  of  the  tube  and  the  speaker  was  surprised  to  tiinl 
that  the  presence  oi  sulphur  in  the  -tack  did  not  show  any  -ign- 
of  destroying  it.  He  knew  from  experience  that  the  cheaper  grades 
of  coal  will   destroy  a   -tack. 

Mr.  Reed  Stated  that  the  stack  wa-  the  only  place  where  he  had 
-een  the  effect  of  sulphur  at  all.  He  had  a  steel  stack  and  at  the 
joint  can  be  seen  where  the  deposits  of  sulphur  bad  run  down  and 
di-colored  the  -tack.  Whether  it  had  produced  any  injurious  effects 
or  not  he  did  not  know,  but  thought  it  had  not. 

Mr.  11.  T.  Edgar  stated  in  looking  the  matter  up  he  found  that 
oil  had  been  used  a-  fuel  all  over  the  United  State-  and  t  anada 
since  1885  and  there  was  considerable  data  on  tin-  subject  Fuel  oil 
wa-  111  11-e  under  nearly  all  the  boiler-  at  the  World-  Fair  in  Chi- 
cago and  it  had  been  burned  in  California  for  SOmi  time.  One  11  "i 
bit  with  fuel  oil  which  he  mentioned  wa-  that  if  the  tire-  go  OUl 
and  the  oil  1-  not  -hut  off  immediately  it  will  run  out  of  the  burner 
and  get  into  the  tire  box.  which  causes  a  great  deal  of  trouble,  lie 
■i  a  case  where  it  had  blown  the  damper  out  of  the  chimney. 
Another  feature  which  appeal-  especially  to  the  -mall  plant-  1-  that 
the  plants  are  liable  to  be  shut  down  and  the  -team  to  rUO 
in    which   case    it    1-    impossibl  up    with    the    oil    alone    lor 

lack  oi   steam   to  atomize  it.      In   ca-c  nothing   1-   done  to  the   boilers 
putting  a  layer  of  fire  brick  on  the  lars  it   is  only  a   matter 
of  a  few  minutes  to  make  up  a  lire  in  the  lire  Ih.x  and  get  up  1 
'.  to  atomize  the  oil. 

Mr.    Jenniflgl     Stated    that    in    In-    plant    he    had  111. ill 

thai   tin-  lire  could  In-  -tailed   with  the  gravity   fed 

oil  wa-  wasted  in  thii  way  for  perhaps  15  or  20  minute  .  it  thi 

end   oi   that    lime   enough    -team    will    lie    raised    I"    -tart    tin    boilers. 

I  hi-  -mall  reservoir  contained  from   15  to  ix  gallon-  of  oil  which 

I  through  the  pump-  and  111  tin-  way  the  tit' 
without   injuring  the  fin    1. 
Mr.  Guthrie  did  not   understand   why  insurance  companies  have 
idici   against  gravity  feed  at  the  tame  pressure  is  established 

nd   no   dangl  "i. ill   lank    i 

mpanj  kept  a  500-gallon  tank  ah  oof  and  pumped  0,1 

into  it  ling. 

'•nt    McGregoi    explained   thai    the   companies    feared    the 

quantity  of  oil  u-ed  and  the  rapid  production  of  gas   when  a  tin 

•l.     lb   bad  bad  tome  quarrels  .Mill  tin-  in  man.,   companies 

points  bill   bad  later  bad  an  .it    In     plant 

that  satisfied  him,  a-  n  burned  the  roof  off  the   po  The 

fireman  cut  off  the  oil  from  the  lank  and  there 

irnei  'in  ml  hoi 
mil  111  range  of  a  torch  and  the  flame  went  up  and  de  itroyi  d  the  roof 
of  ihe  house.    Iii  two  or  tin-  n  reached  tin  engini 

and  burned  off  li  the  boiler   room.     There   via-  dan| 


the  creation  oi  gas  from  the  beat  which  occurred.  A  leak  or  acci- 
dental  Hint  of  the   -top  cock   111  a   gravity    lied   while  the  boiler   was 

still  warm  might  cause  serious  results. 

Mr.   Payne  -poke  of  a   burner  in  which  air  was  used   to  atonti?c 

the  oil    instead   of  -team.       Ibis  burner   bad   nol    been   used   at    a,:    ill 
leva-  although   it    is   in   use   in   Europe  and   has  been  expcrin  cnted 
with   in  northern  and  eastern   state-  of  thi-  country.      A-   it   i-   \  er\ 
easy  to  store  air  under  pressure  there  would  be  no  trouble  in  start 
ing   up   m   the   morning   without   any   fire.      In   regard   to   the   damage 

done  by  sulphur.  Mr.  Payne  believed  that  the  result  of  the  Kous  on 
Electric  Light  Co.  in  the  use  of  oil  was  a  very  sufficient  tesl  be 
Cause  there  the  conditions  of  greatest  danger  were  called  forth  by 
the  boilers  being  operated  up  to  the  limit  of  their  capacity.  .M'ler 
working  every  boiler  in  this  way  for  several  months  no  trouble  bad 
resulted  although  the  surface  of  the  lube-  were  whitened  to  some 
extent  either  by  the  sulphur  or  by  the  oil  llame  itself.  His  boilers 
had  not  given  any  trouble  although  both  the  lubes  and  stack  -bowed 
signs  of  the  presence  of  sulphur  in  while  streak-. 

Mr.  Ludlow  was  then  requested  by  President  McGregor  Lo  ad 
dress  the  convention  in  regard  to  fuel  oil.  lie  had  noticed  in  a 
report  of  the  paper  under  discussion  that  the  statement  was  made 
thai  the  tesl  was  hardly  fair  because  the  steam  used  for  atomizing 
ilu  -nl  was  nol  deducted  from  the  result.  The  test  he  was  about 
to  refer  to  was  probably  correct  because  the  ga-  for  producing  tin- 
steam  used  for  atomizing  was  computed  in  the  test  both  as  to  the 
cosl  of  oil  and  the  number  of  pounds  of  water  evaporated,  it  having 

been  generated  in  the  boilers  under  which  Ihe  test  was  made.  The 
tesl  referred  to  was  thai  of  the  plant  of  the  Dallas  Electric  Light  Co., 
on  a  Babcock  &  Wilcox  boiler  of  .117  h.  p.  rating.  \i  the  time  the 
tesl  was  made  oil  was  worth  -1)  cent-  per  barrel  delivered  in  Dallas 
and  coal  was  $3.15  per  ton.  The  evaporation  at  212  degrees  was 
13.77  lb.  of  water  per  pound  of  oil  while  with  coal  they  bad  at- 
tained an  evaporation  of  S.S7  lb.  of  water  per  pound  of  coal.  The 
lest-  covered  an  eigbl  hour  run  and  the  actual  saving  wa-  $3.62 
without    including   the   fireman   al    $2   additional.     This   plant    has 

since  adopted  the  system  u-ed  during  the  te-ts  and  a  -aving  of 
approximately  $_>,ooo  per  month  on  it-  fuel  bills  and  $.'(1  per  day  on 
firemen  had   resulted.      Kvcr   since  fuel   oil   field-  were  discovered  in 

Beaut it    all  kinds  of  arguments  have  been  advanced   in   regard  to 

the  damage  done  tO  the  boilers,  title-,  etc..  from  sulphur.       File  Speak)  1 

challenged  anyone  to  substantiate  the   statement   thai    sulphur   had 

done  damage  in  boilers  or  line-.  Any  damage  which  had  been  done 
would  be  found  due  to  the  installation  not  being  properly  made.  A 
number  of  mistakes  had  been  made  in  installing  oil  burning  plants; 

for  example,  one  plant  had  put  in  a   -olid  bridge  wall  and  the  Haines 

were   shol  up  against  the  tubes  of  the  water  tube  boiler  with  such 

intensity  that  ihe  tube-  were  damaged  and  had  lo  he  replaced.      The 

construction  of  another  plant  was  also  defective  in  that  the  heal  was 
deflected  and  shol  down  with  such  intensity  on  the  foundation  that 
it  wa-  melted  out  and  had  to  be  replaced.  These  instances  were  cited 
10  -how  the  damage  which  might  result  from  improper  installations. 

The    speaker   had   installed   a    number   Ol    plants   which    never   gavi     a 

panicle  of  trouble  until  inexperienced  experts  undertook  to  improve 
them.  1  in.-  part]  fot  whom  in-  had  installed  a  plant  wanted  i"  ee 
what  could  be  done  with  oil  and  undertook  to  carrj  .1  load  on  three 
boiler-  for  which  fivi  v..  1.  former!}  used.  Ihe  three  boilei  did 
the  work,  but  some  damage  resulted  10  ihe  boiler  brickwork  and 
1  tin  >  wen-  heated  much  beyond  whal  was  required  foi  the 
ordinary  capacit)  of  the  boilers.    The  speaker  stated  thai  Beaumont 

oil    bad   been    fought    all   the   way   through.      A    light    has  been    waged 

against  n  in  I.  a  notwithstanding  the  people  of  thai  -tale  have 
an  opportunity  of  getting  their  fuel  cheapet  than  any  other  place 
in  the  country,    li  i    a  fact  that  oil  i    being  used  at  a  cost  of  from 

$1  to  $1.25  pet   1. .no I  in   Illinois  and  eco all)   al   thai,  yei  the 

pi  opli   ol    1 mplain  ei  en  w  hen  tl 1  il  al  from  one  quarti 

third  oi  thi    1 li  1    difficult  to  maki  publii  all  tin-  points 

n 11  ii  ihe    a\  ing  dn.  1..  oil  bi  -  .oi  .  mo  1  plant    1 

I  ile  n  '".'.li  .1 1  care  to  give  the  pi  1  bin  the  benefit  of  their 

crthel ugh   information   ha-  been  given  out 

to  warrant  thi  1 on  that  the    aving  with  oil  is  from  one  to  two 

third     .1     •  ..mil. in  d   w  itli  .  ..al. 

1  '  -      i  Light  (  ..  ..11  Ma)    -pli  formally 

1  it-  new   interurhan  between  Stcubenvilli   and    1 nto,     lb. 

advent  ol  tin-  trolley  wa        lebrated  with  great  enthu  is  m  bi    thi 

1  Ill/en  -    of     I no,    in        hich  thi     I"  Opll     Ol    ill'     I  .1  li-  1       |d, 


326 


STREET    RAILWAY    REVIEW. 


[Vol.  XII,  No.  6. 


ADDITION  TO  THE  CHARLESTOWN  STATION. 
BOSTON    ELEVATED   RY. 


In    March,   April    and    May,    1900,   the   "Review"    published   an 
extended  description  of  the  the  Boston  Elevated  Ry.,  and 

at  that  time  power  was  furnished  from  seven  generating  stations, 
the  fifth  in  point  oi  capacity  being  the  Char!  ition  located 

near  the  Sullivan   So,,  terminal  of  the  elevated   line.     As   was  noted 

in  the  "Review"  for  May.  oxij,  page  965,  the  traffic  on  the  elevated 

road   lias   been   far   heavier  than   was  anticipated  and  the   two   units 
■  1  for  at  thi  n   "n.   of  which  » 'II  soon  be 


CHARLESTOWN    POWER  STATION,  BOSTON  ELEVATED  RY. 

ng,  will  greatly  relieve  the  other  stations.  The  equipment  of 
the  old  station  consisted  of  three  500-h.  p.  horizontal  water-tube 
boilers  and  two  horizontal  cross-compound  Allis  engines  rated  at 
1,000  h.  p.  each.  These  engines  are  direct  connected  to  multipolar 
generators  of  800  kw.  capacity. 


ENGINE  ON  THE   ERECTING   I'l.onR 

lilt-   new    unit   referred  nig  about   ready   for  operation  is 

a  Westinghouse  vertical  cro  compound  engine,  which  was  or- 
dered through  (he  Bosl  use,  Church.  Kerr 
&  Co.  The  cylinders  are  44  and  87  in.  in  diameter  with  60-in.  stroke, 
and  the  engine  runs  at  75  r.  p.  111.  It  is  given  a  nominal  rating  of 
4.500  h.  p.,  using  steam  at  160  lb.  initial  presure  with  a  vacuum  of 
26  in.,  and  has  an  ultimate  capacity  somewhat  exceeding  7,000  h.  p. 


The   high  [  lin.hr    is    fitted    with    poppet    valves    for    Me 

with  superheated  steam  and  th-  low  presure  cylinder  with  a  corliss 
valve  gear  of  Westinghouse  design,     li  1  flywheel  is  28  ft. 

in  diameter  with  26-in.  face,  and  weighs  150,000  lb.     Tin    shaft  1-  of 
hydraulically   forged  steel,  37  in.  in  diameter  with  an  18-in.  hole  in 
iter.      The  total  weight  of  the  complete  engine  is,  approxi- 
mately,   [,135,000  lb. 

are  "f  a  Westinghouse  direct-current  gcnei 

1    the   main   shaft    between   the   high  and   low   pressure   cylin- 

I  his   is  one  of  the   four  largest  direct-current    railway   gen 

111    New    England.      It   is   a   24-pole   machine   of   2,700   kw. 

capacity.     The  commutator  and  armature  are   12   ft.  and   15  ft.  in 

diameter,  n    pectivdy,  and  the  total  weight  of  the  generator  is  about 

3,58,000  lb. 

\n  interesting  feature  of  the    witchboard  installation,  which  was 
1  by  the  Westinghouse  company,  1-  to  be  found  in  con- 
1  with  the  circuit  breakers,  which  can  be  thrown  out  from  any 
portion  of  the  building  by  means  of  electric  buttons. 

The   condensing   system    includes    two     UI  for    the 

small   engines   built   by   the   Allis-Chalmers   Co.   and   a    Bulkley   jet 
condenser  for  use  with  the  \\  estinghouse  engine. 

The  capacity  of  the  boileT  room  has  been  increased  by  adding  four 
500-h.  p.  horizontal  water-tube  boilers.  Coal  is  supplied  to  the 
power  house  direct  by  rail  and  loaded  from  cars  into  overhead 
hoppers,  although  the  power  house  is  located  so  that  coal  can  be 
brought  by  either  water  or  rail.  The  boilers  are  equipped  with 
Greene  economizers  arranged  in  the  usual  manner  with 
Hues  for  leading  the  gases  direct  to  the  stack,  should  occasion  re- 
quire. The  method  employed  for  the  removal  of  ashes  is  of  par- 
ticular interest.  The  overflow  from  the  condensers  and  pumps  is 
carried  through  trenches  which  pass  under  the  ash  pits  of  the  boil- 
ers. The  ashes  can  be  dumped  at  will  into  these  trenches  and  are 
carried  off  with  the  overflow  to  flats  or  meadows  which  are  being 
filled  and  enclosed. 

While  the  new  boilers  were  primarily  installed  for  the  purpose  of 
furnishing  steam  to  the  Westinghouse  engine,  the  scheme  of  piping 
has  been  carefully  arranged  so  that  the  boilers  may  supply  steam 
to  any  engine.  Cylinder  oil  for  the  entire  station  is  forced  by  city 
water  pressure  from  a  tank  located  in  the  basement. 

The  scheme  of  electrical  distribution  and  auxiliary  equipment  has 
been  carefully  worked  out,  the  details  of  this  as  well  as  the  general 
installation  of  the  additional  power  equipment  has  been  under  the 
direct  supervision  of  Mr.  C.  S.  Sergeant,  vice-president,  and  Mr.  C. 
F.  Baker,  superintendent  of  motive  power  and  machinery  for  the 
Boston   Elevated   Railway  Co. 


PHOTOGRAPHS  OF  EXPOSITIONS. 


Those  who  contemplate  making  exhibits  at  the  St.  Louis  Fair  will 
lie  interested  in  the  following  letter  from  a  committee  of  the  Chicago 
Trade  Press  Association  to  the  Director  of  Concessions  of  the 
Louisiana  Purchase  Exposition : 

"The  Chicago  Trade  Press  Association  has  appointed  a  com- 
mittee instructed  to  ascertain  from  the  Exposition  officials  what 
courtesies  will  be  extended  to  representatives  of  the  t.ade  press 
during  the  Exposition,  and  especially  what  privileges  will  be  ac:orded 
them  in  the  securing  of  photographs  for  purposes  of  illustration. 

"In  the  discussion  that  led  to  the  appointment  of  the  committee 
11  developed  that  the  members  of  the  .1-- >ci. ition  felt  that  at  previous 
expositions  they  had  been  unfairly  dealt  with,  especially  in  having 
no  better  facilities  for  securing  photographs  than  anyone  else  having 
to  pay  high  prices,  and  even  then  not  owning  the  negatives  for  which 
they  bad  paid.  Instances  were  cited  in  which  photographs  taken 
for  1  In  in  by  the  official  photographers  under  their  special  supervision 
and  for  which  they  had  paid  the  high  prices  demanded  for  special 
photographs,  were  in  the  hands  of  the  public  at  nominal  rat;s  before 
tiny  could  use  them  in  their  respective  papers. 

"It  Minis  to  the  association  that  the  technical  papers  are  net  only 
entitled  to  better  treatment  than  this,  but  that  they  should  nave 
special  privileges  in  this  connection. 

"The  members  feel  that  they  should  not  be  compelled  to  submit 
to  the  exactions  of  a  concessionaire  or  be  forced  to  await  his  con- 
venience in  the  taking  of  photographs.  They  believe  that  they  should 
lie  privileged  to  take  their  own  photographers,  who  are  often  better 
experienced  in  this  particular  line  of  work,  into  the  Exposition  and 
take  what  photographs  they  require  for  the  purpose  of  illustration.'' 


June  20,  1902.] 


STREET    RAILWAY    REVIEW. 


327 


ELECTRIC  TRACTION   IN   GREAT  BRITAIN. 

From  mid-April  to  the  Whitsuntide  recess.   Parliament  displayed 
extraordinary  activity  in  dealing  with  electric  traction  undertakings 
ndon. 

The  Select  Committee  of  the  House  of  Lords,  over  which  Lord 
Windsor  presides,  had  under  consideration  the  fourteen  leading  elec- 
tric railway  schemes,  while  Lord  Ribblesdale's  Committee  presided 
over  the  initial  fate  of  another  group  of  ten  underground  railway 
bills  of  comparatively  smaller  magnitude  and  which,  moreover,  are 
not  competitive. 

The  struggle  for  the  |  of  London's  electric  network  of 

tube  railways  has  been  warmly  contested  from  day  to  day  before  tin 
two  committees  by  the  rival  promoters,  who  fell  into  two  principal 
groups  known  as  the  Verkes  and  Morgan  combinations.  The  Lord's 
Committees  have  dealt  with  the  hills  under  recommendations  of  the 
Joint  Comittee  of  last  year  and  of  special  reports  furnished  by  the 
Board  of  Trade,  and  have  shown  that  they  are  benl  mm  evolving  a 
thoroughly  practical  and  efficient  network  of  electric  traction. 

The  line  proposed  by  the  Central  London  Co.  from  Shepherd's 
Bush  via  Hammersmith.  Picadilly  and  Charing  Cross  to  the  city  at 
Liverpool  St.,  completing  the  circuit  of  the  present  "twopenny  tube," 
has  been  rejected,  excepting  the  extension  from  thi  Bank  to  Liver 
pool  St.,  mainly  owing  to  the  opposition  of  Mr.  Balfoui  Browne  on 
behalf  of  the  Morgan  combination,  who  objected  that  the  scheme 
would  never  be  realized  and  was  merely  promoted  as  a  block  to 
hinder  competition;  he  quoted  from  the  company's  prospectus  to  the 
effect  that  its  policy  was  not  one  of  expansion  and  reminded  the 
chairman  that  the  company  had  admitted  that  the  shareholders  had 
not  been  asked  to  sanction  the  acquisition  of  extra  capital  for  the 
new  line.  The  Piccadilly  and  Charing  Cross  extension  of  Mr. 
Yerkes'  Brompton  and  Piccadilly  scheme  (already  sanctioned)  is 
rejected,  leaving  the  other  sections  for  further  consideration. 

The  section  of  the  London  United  Railway-  (one  of  the  Morgan 
group)  from  Addison  Road  via  Shepherd's  I'.ush  10  Hammersmith 
is  also  rejected.  The  City  &  North  Easl  Suburban  hill,  another 
Morgan  scheme,  has  been  withdrawn  in  consequence  of  Lord  Wind- 
sor having  refused  to  sanction  the  city  end  of  the  line,  and  the 
portion  of  the  North-East  London  from  Palmer's  Green  to  South- 
gate  is  likewise  rejected. 

Since  Whitsuntide  Lord  Windsor  has  given  a  decision  concerning 
the  combined  scheme  presented  by  the  London  United  Electric  Rail- 
ways I  Morgan  group!  for  the  Piccadilly  &  City  Railway  ami  the 
North-East  London  Railway,  which  provides  for  a  tube  railway 
from  Hammersmith  via  Kensington,  the  Strand  and  to  the  city  and 
thence  on  to  Tottenham  ami  Palmer's  Green,  which  has  1"'" 
.    the    Marble    Arch.    S  mi    Junction    rail- 

way, passed  (Morgan  scheme),  the  yerkes  extension  section  from 
Piccadilly  to  Holborn,  connecting  with  the  Great  Northern  and 
Strand;  and  the  Yerki  -  deep  from  Earl's  Court  i"  Picca 

dilly.  both  passed.    Thi  iad  nilwaj  I  hi    Chat 

ing   Cross,    Hammersmith    &    District    Railwaj 
if  thi    Lords'  Coniiiin 

of  the  bills  before  Lord  Ribbli  mmittee,  only  two  have 

Ik-cm  rejected,  as  will  be  seen  from  the  following  Statement 

than; 

Gooldei      Gren  &  1  lendon Pa    ed 

re  Hi  Hampstead Passed. 

Islington.    King 
South    London   Co.)  R 

Ri 
North  Ion  Pa    ''I 

Pi 
P 
I'. 

I  be  I  to  1  omplete 

In  tin  London  County  Count  il  havi 

managed   I  hill   for  the  lint 

1   Embankment   from   Waterloo  Bridge   (the  poi 

ed  1  to  Wt  t 

hrough  the  second  reading  in  tin-  Hon  1 ons, 

but  the 

tin-  lull  hi  of  peril 

ill    If'thUg    the    hill    foi    the    1  011, tin,  Hon    of    .1       ill, 


way  tramway  from  the  Embankment  to  Theobald's  Road,  under  the 
new  Strand  to  Holborn  thoroughfare,  through  the  first  committee 
stage  with  very  little  difficulty,  hut  was  forced  to  abandon  the  large 
general  proposal  in  the  subways  hill  for  powers  to  construct  sub- 
way tramways  in  London  wherever  it  chose.  The  committee  has 
resolved  to  report  the  hill  to  the  I  louse  for  a  third  reading,  sub- 
ject to  the  insertion  of  certain  protective  clauses  for  the  benefit  of 
the  District  Railway  Co.  The  ease  with  which  the  hill  has  slipped 
through  the  House  of  Commons  shows  that  the  trend  of  public 
opinion  is  in  favor  of  increased  facilities   for  electric  transit.     The 

shallow    subway    tramways,    however,    must    he    regarded   as    set 

rivals  to  the  tube  railways. 

The  bill  for  the  Croydon  Tramways  is  now  in  committee  stage 
and  seems  likely  to  pass,  and  the  proposal  to  electrify  the  North 
Metropolitan  lines  in  Middlesex  is  meeting  with  but  little  opposi- 
tion. The  debate  in  the  House  of  Commons  on  the  obnoxious 
Standing  Order  No.  22  has  proved  a  great  disappointment.  The 
amendment  proposed  by  Mr.  Chaplin  to  remove  the  veto  of  the  local 
authorities  on  tramway  schemes,  and  to  substitute  instead  an  order 
to  the  effect  that  the  committee  on  the  bill  should  be  given  proof  as 
to  whether  the  consent  of  the  local  authority  had  been  obtained  or 
not,  and  that  if  unreasonably  withheld  a  report  should  be  made 
accordingly,  was  negatived  without  division.  This  right  of  absolute 
and  unreasonable  veto  given  to  local  authorities  is  confined  to  tram- 
way bills;  in  the  case  of  lines  built  under  the  Light  Railways  Act,  a 
local  inquiry  is  held  by  the  Light  Railways  Commissioners  and  the 
application  for  the  order  may  be  granted  in  spite  of  the  opposition 
of  the  local  authority,  if  this  is  proved  to  be  unreasonable.  The 
right  of  veto  gives  a  small  local  authority  the  power  to  block  ef- 
fectually a  large  scheme  for  a  line  which  would  bem  in  1  w-ral  dis- 
tricts. The  alteration  in  the  law  is  as  urgently  needed  as  the  re- 
vision of  the  law  of  electric  lighting,  traction  and  power  distribu- 
tion, and  it  is  to  be  regretted  that  the  amendment  was  not  presented 
officially  from  the  Government  instead  of  being  brought  forward  by 
a  private  member  without  sufficiently  preparing  the  ground  before- 
hand. 

A  new  tube  railway,  connecting  London  with  the  lovely  comity  of 
Surrey,  is  being  projected  under  the  title  of  the  City  &  Surrey  Elec- 
tric Railway  bill.  The  scheme  proposes  to  use  the  City  &  South 
London  Railway  from  King  William  St.  to  the  Borough  and  to  carry 
the  new  line  thence  across  Lambeth  to  the  Croydon  district,  includ- 
ing Caterham,  Westerham  and  Redliill, 

Two  more  schemes  are  under  consideration  for  the  construction 
of  monorails  on  tin-  I'.ehr  system;  the  fu-i  from  London  to  Brighton, 
to  run  to  a  large  extent  over  the  lines  of  the  London,  Brighton  fit 
South  Coast  Railway.  Mr.  I'.ehr  Miggisis  that  a  monorail  should 
in  hud  on  an  elevated  track  from  Victoria  and  London  Bridge  to 
the  outskirts  of  London  in  order  to  obviate  all  land  acquirement 
troubles,  and  thence  alongside  the  present  track.  I  In-  trains  would 
travel  at  a  speed  of  uo  miles  an  hour,  accomplishing  the  journey 
in  25  minutes.  It  is  claimed  that  the  scheme  would  work  I1.1t 
moniously  with  the  London,  Brighton  &  South  Coasl  Railwaj  Co., 
carrying  only  first-class  passengers;  il  is  expected  that,  if  the  nego- 
tiation- on  foot  between  the  companj  and  Mr.  Behr's  syndicati  are 
full}  arranged,  the  bill  will  l»-  presented  to  Parliament  nexl 
I  he  second  scheme  is  announced   from  Glasgow,  where  a 

i.ni  ha    been  made  with  the  survey  of  a  route  for  a  ail,  Behr 

dj,  between  thai  -  il  1  and  Edinburgh. 

I'.oard   of   Trade   has    sancti I    thi    plans    foi    1I1,     \l. inches 

ter  &  Li  •  '  ] 11     pn       Railwaj   and  th ipanj    1     pi  epi to 

proceed  immediately  (during  June,  il  1-  hoped)  with  the  con  trm 
tion,  when  a  start  will  1 ade    imulb uslj    tl  Warrington  and  in 

■  m 1  and  Man.  hestei  I  >.  N.  I). 

*  >  » 

THE  OSAKA   COMMERCIAL   MUSEUM. 


'I  be  1  mI'     oi  iii.   11  .,1 ,,  1  lapan  1  <  1 al   Mu  eum  hai  1    been 

ed  ii    bool    foi  in  and  tin   t  olunir  ,  01n.nu    del  able  infoi 

of  value  to  mi  n  h in  all  di  pain ol   bu  im  1  hi 

in  minion  v abli  hi  d  foi  the  pur| 1    timulating  tradi   and 

manul  I     iting  tl I   imj anl   d tii 

factun      iti  oil,  ,1    I,,  ,■,  papei  1 .  mas 

h  I  b  ti  upon  the  al bjeel    and  in  th 

furni  hi    inl  I  manufai  lurers.     It  also  pn 

vides  a  eh.  1 d  labors 01   tnal lytical  ti   <     ind  1  cplain 

and  .  11  ,  iquii  1  into  all  kind    [u  trial  pn ibli  m 


SI  R]  I   I     R  MI.W  W    REN  ll-.U. 


[Vol.  XII,  No.  6. 


ANNUAL  MEETING  OF  THE  CANADIAN  ELEC- 
TRICAL ASSOCIATION. 

1 1»  uili  annual  convention  of  the  Canadian  Electrical  Association 
was  held  June  if,  u  and  1.1.  1902,  al  Quebec,  the  headquarters 
■I  the  Hotel  Frontenac  II"  convention  was  welcomed  by 
the  mayor  of  Quebec,  II"".  S.  N.  Parent,  after  which  the  president's 
:i< liln —  was  given.  Tins  was  followed  bj  the  reading  "f  the  min- 
utes, r«i>< >n -  of  committees  and  general  business.  In  thi  afternoon 
special  cars  left  the  Hotel  Frontenac,  taking  the  delegates  to  the  sub- 
stations of  tin  Quebec-Jacques  Cartier  Electric  -  "..  which  arrived 
al  the  car  house  of  the  latter  company  at  3:00  o'clock, 
paper  was  presented  by  Mr.  A.  I'..  Lambe,  ..1  Toronto,  Ont,  on  the 
"Electrical  Equipment  of  an  Ordinary  Street  Car."     \i  thi   1 

1,  which  was  held  at  8:00  o'clock,  a  paper  on  "The  Develop 
1    Vrc  Ligl  paratus  from  902,  With  Special 

Reference  i"  Modem  Vn  Light  Engineering,"  was  read  by  Mr. 
W.  D'A.  Ryan,  Lynn,  Mass.  <  In  Thursday  the  morning  session 
•  > ■  .ii-il  to  (he  reading  of  two  papers,  one  on  "Arc  Lighting" 
bj  Mr.  ('.  M.  Greene,  Lynn,  Mass.,  and  "Lightning  Protection  and 
the  Si. me  Interrupter"  bj   Mr.  Percj   II.   rhomas,  Pittsburg,  Pa. 

During  the  aftern 1  visit-  were  made  to  the  Shrine  of  Si.  Anne 

De    Beaupre,    Montmorency    Falls   and    Kent    House.      ["he   power 
house  of  the  Quebec  Railway  &  Power  Co.  at  Montmorency  was  also 
visited.     I"  the  evening  the  delegates  were  entertained  at  a  < 
given  by  the  Royal  Canadian  Artillery  Band,  and  at  o  :oo  o'clock  the 
annual  banquet  was  held. 

Friday  morning  two  papers  were  read,  the  first  being  "The  Use 
of  Storage  Batteries  in  Electric  Distributing  Stations"  by  Mr.  A.  A. 
Dion,  of  Ottawa.  Ont.,  and  the  second  "Electric  Suburban  Railways" 
by  Mr.  Ed.  A.  Evans,  of  Quebec,  Que.  In  the  evening  by  the  invita- 
tion of  Mr.  Frederick  Nichols,  vice-president  and  general  manager 
of  the  Canadian  General  Electric  Co.,  Ltd.,  the  members  of  thi 
association  enjoyed  a  trip  by  steamer  around  the  island  of  Orleans. 
including  a  vi-it  to  the  dock,  harbor  and  site  of  the  new  Quebec 
bridge. 


AUGUSTA   BENEFIT  ASSOCIATION. 


INDIANAPOLIS-CINCINNATI   ROUTE  TO  BE 
OPENED. 

The  Indianapolis,  Shelbyville  &  Southeastern  Traction  Co..  which 
projects  the  establishment  within  two  years  of  a  direct  electric 
railway  route  from  Indianapolis  to  Cincinnati,  has  completed  track- 
laying  for  its  interurban  between  Indianapolis  and  Shelbyville,  and, 
if  a  crossing  of  the  Big  Four  at  Fairland  can  be  effected,  this  por- 
tion of  the  system  will  be  in  full  operation  between  July  15th  and 
August  ist.  An  extension  to  Greensburg  and  Batesville  will  be 
I'd  bj  December  of  tltis  year,  and  it  is  expected  thai  cars 
will  In  running  to  Cincinnati  not  later  than  January  1,  11104.  Towns- 
end,  Reed  &  Co.,  in  whom  the  contract  for  the  construction  of  the 
line  was  given,  have  located  the  central  power  house  al  Shelbyville, 
with  a  view  to  operating  the  extension  to  Greensburg  and  Batesville 
from  tin*  point.  The  three-phase,  high-tension  system  lias  been 
in-tailed,  and  the  plant  will  have  an  initial  capacity  of  Son  It.  p.. 
which,  however,  will  be  more  than  doubled  by  the  addition  of  more 
generators.  Seven  50-ft.  motor  car*  have  been  received  and  more 
will  he  put  in  commission  when  the  proposed  extension  shall  he 
opened.  The  ears  are  geared  t'"r  a  speed  of  50  mill  -  in  hour,  the 
motor  equipment  consisting  of  four  50-h.  p.  motors.  They  are 
equipped  with  air  brakes  and  will  he  heated  by  the  hot  water 
system. 

The  new  interurban  run-  through  a  thickly  populated  rural  dis- 
trict,  and    the   terminals,    Shelbyville   ami    Indianapolis,    are   cities   .if 

8,000  and  160.000  inhabitants,  respectively.    When  the  through  serv- 
ice between   Indianapolis   and  Cincinanti    (no  miles)    1-  opened,  a 

limited  Service  and  schedule  will  be  inaugurated,  and  car- will  be  run 
at  the  rate  of  70  miles  an  hour,  \  freight  and  parcel  express  serv- 
ice  will  be  inaugurated  with  the  opening  of  the  line  between  Indian 
apolis  and  Shelbyville. 

The  1. rticer-  of  the  Indianapolis,  Shelbyville  \-  Southeastern  Trac- 
tion Co.  are:  E.  K.  Adams,  president;  Albert  de  Prez,  vice-presi- 
dent;   I.   E  Goodrich,  secretary,  and  John   R.   Messick,  treasurer. 

The  board  of  director-  includes,  in  addition  to  the  foregoing,  W.   N. 

Harding  and  Charles  M.  Cooper,  .it"  Indianapolis,  and  Sherman  I'. 
Minear.  of  I ireensburg. 


I  he  Augusta  Railway  Athletic  and   Benefit    Association,  formed  of 
the  employes  of  the    \ngus|a    ti.a.i    Railway  X    Electl       I         1-  in  a 

nourishing  condition.     Practically  all  the  employes  of  tin  company 

of  lite  association,  and  the  nun  take  an  en< 
interest    in    the    welfare    of    the    society,    that     promises    well     for    its 
fill  tire. 

At  the  la-t  public  reception  given  by  the  association  to  it-  mem 

hers  and  friend-  several  hundred  people  gathered  in  the 
hall    and    enjoyed    the    inn-teal    and    literary    program    provided,    tin 
feature-   of   the  evening   being   whistling    solos  an  I   choru-c-   by  the 
Whistling  Choir,  and   inu-ic  by  tin-  mandolin  club.     Col.    I ». 
B.   Dyer,  president   of  the  railway  company,  mad"  a   happ) 

was  much  appreciated   by   the  boy-  and  their   friend-. 
In  opening  the  meeting  the  president   of  thi  on  explained 

that  the  object  of  the  public  reception!  was  i"  bring  the  people  of 

\ugii-la  and  the  street   railway,  ga-  and  electric  light  employe-  into 

old  cordial  relation,  to  the  end  that  the  service  to  ■'"   public 

might    be   constantly    improved,   and    that    the    public    might    feel    that 

the. company  and  it-  servants  were  always  desirous  of  receiving  and 

acting  upon   Suggestions   from   11-  patron-. 

After   the   meeting   and    reception    light    refreshment-    were    served. 
Mr.  (■■  lin.  claim  agent   for  the  company.   1-  treasurer  of 

Hi.  benefit  association.    I.  II.  Woodward,  one  rd  the  older  employes, 
1-  president 


NEW   RESORT  AT  OLCOTT  BEACH  IS  A 
SUCCESS. 


The  International  Traction  Co..  of  Buffalo  and  vicinity,  b 
tablished  a  summer  re-ort  at  Olcott  Reach  which  thus  early  in 
the  season  i-  attracting  a  large  proportion  of  the  traffic  over  the 
company's  lines  and  promises  to  become  the  most  popular  pleasure 
ground  between  New  York  and  Chicago.  Olcott  Beach  has  been 
-iiv    appropriately  termed  the  Manhattan  Beach  of  Buffalo. 

Until  the  International  company  acquired  possession  of  the  Lock- 
p. .it  \  Olcott  Rv..  Olcott  Beach  was  practically  inaccessible  from 
Buffalo,  and  the  natural  beauties  of  its  environs  were  known  only  to 
-port-men  and  occasional  tourists.  Tin-  season  has  witni 
change,  and  thi  company's  cars  now  carry  many  thousands  of  peo- 
ple daily  1..  the  beach.  Among  the  principal  improvements  is  a 
modern  hotel  with  accommodations  in  its  dining-room  for  1,500 
persons,  and  IOO  sleeping  room-.  A  pavilion,  amphitheater  and 
concert  hall  have  been  erected,  and  there  are  numerous  -mailer 
attractions  including  carousals,  etc.  The  bathing  and  boating  facili- 
ties are  unexcelled,  and  front  the  bluffs  a  view  of  the  Canadian 
bills  50  miles  di-tant  can  be  obtained. 

The  Pittsburg  Orchestra,  under  the  direction  ..f  Victor  Herbert, 
was  one  of  the  attraction-  al  olcott  Reach  early  in  the  summer, 
from  winch  it  may  be  judged  that  all  the  amusement  feature- 
by  the  management  will  be  of  the  best  quality.  Mr.  W.  Caryl  Ely, 
president  of  the  Lockporl  ei  Olcott  Ry..  ha-  been  active  in  promoting 
the  establishment  of  the  resort  and  it  is  apparent  from  the  extent 
to  which  the  beach  i-  being  patronized  that  be  has  met  with  a  high 
order  of  success. 


ELECTRIC  RAILWAYS  IN   MALAGA. 


1..11-11I  Ridgd)  writes  from  Malaga  that  the  municipal  conned 
,.f  that  place  hi-  authorized  the  operation  of  the  street  railway  sys- 
tem by  electricity.  I  be  mileage  ..f  this  system  at  present  in  opera 
nparativel)  insignificant,  being  only  about  K  miles,  but 
concessions  have  been  granted  for  various  extensions  and  the  sys- 
tem is  -nre  to  extend  considerably  in  the  near  future.  The  company 
owning  the  system  i-  a  joint  stock  company  with  headquarters  in 
I'.ru-scl-.  Belgium.  The  corporate  name  of  the  company  is  Tram- 
way- of  Malaga,  and  all  of  the  officers  reside  in  Brussels.  It  1-  -aid 
to  be  the  intention  of  the  company  to  go  to  Germany  for  its  entire 
electrical  equipment  but  it  is  thought  that  American  agents  might 
overcome  tin-  plan  if  the  plant  is  considered  to  be  ..f  sufficient  im- 

p.  .nance. 


The  Binghamton  Railway  Co.  has  begun  the  erection  ..f  a  new 
-id.  -t.iti. .11  al  Endicott  which  is  to  be  completed  and  m  operation 
by   July    i-t. 


June  jo.  1902.] 


STREET    RAILWAY    REVIEW. 


329 


NEW   BRIDGE  FOR  THE   BUFFALO,  SPRING- 
VILLE  &  CATTARAUGUS  RY. 


\  route  ha>  recently  been  surveyed  for  the  Buffalo,  Springville  & 
Cattaraugus  Ry.,  which  passes  through  :i  very  irregular  section  "i 
country  so  diversified  with  hills  and  valleys  as  to  make  it  an  ex- 
tremely difficult  matter  to  locate  a  line  tree  from  impossible  grades. 
The  -ante  section  of  country  has  been  surveyed  bj  several  interests 
with  the  idea  of  building  both  -team  and  street  railway-,  bul  here- 


building  from  Buffalo  to  Syracuse.  Since  then  Mr.  Upson  ha-  been 
identified  with  the  organization  and  building  of  several  lines  and  for 
some  time  has  been  the  general  manager  of  the  Buffalo,  Hamburg  & 
Aurora  Ry.,  winch  i-  now  lo  be  extended  38  utiles  to  Cattaraugus. 
In  the  prosecution  of  this  work  he  has  overcome  obstacles  which 
appeared  insurmountable  to  everyone  except  himself. 

Mr.  Locke  was  born  in  Cattaraugus  County,  New  York,  was 
reared  on  a  farm  and  seemed  his  education  by  attending  nighf  school 
during  the  winter;  he  then  took  a  position  as  teachei   in  a  country 


7<X)Lo '  Cr»  So  ce/t  offna'/'MS 


<c><axD 


HAir  />l*m of  topChoxo  ///ii.r  Pl/im  or  Bottom  Cho/io 

HIGH  BRIDGE  For  THE  BUFFALO,  SPRINGVILLE  &  CATTARAUGUS  RY. 


the  difficulties  encountered  havi  abandonment  of 

four  or  five  projected  lines  -  of  the  present  attempt  is 

the  perseverance   oi    Mr,    I".   I..    Upson,   vice-president   and 

general  manager  of  the  Buffalo,  Springville  &  Cattaraugus  Railway 

Co.,  and  to  Mr.  Charles  •  ■.  Locke,  civil  eng 1 

The   new    route   involve-    tl  bridge   which    wid    In 

the  longest  and  highest   trolley  bridge  in  this  country,  if  it- hi 

world.    Cattaraugus,  ;<-  well  a-  several  other  town    to  1 

to  Buffalo  by  this  line,  have  heretofore  been  olal 

a-   railway    faciliti  ncerned.      I  on    of   th     country 

through  which  this  road  will  travel  i-  considered  to  be  on<    oi  the 

rtile  region-  in  the  state,  and  n-  connection  with  ll"   1 
at   Buffalo  will   -iimnl  elopmenl   to    1  great   extent.     The 

lanying  illustration  shows  a  plan,  elevation  and  section  of  ti» 

ngth  of  which  i-  -00  ft.  fr centet  to  centct 

of  end   pin-  and   its   height    above   the   water   level    i-   206    ft.      The 
bridge  i-  built  of  tl  resting  upon  two  tovu> 

which  are  supported  on  1  bed  roi 

level.     The  approach  to  the  bridgi  on  the 
north  ft   long  and   that   on  '     long. 

ij pc  with  pin  com 

1   1    I 
-ingle  which  70  Hi.   rail-  will  be   spiked  to  ordinary 

m   the   out  ti  li    rail. 

The  hi  had   load  of   2,000  Hi.   pi  I    lineal    ft. 

.mil  ■  i    ii       I  he   matet  ial   i     to  be 

Mr     I 

tl  Ui  i 

n    Hot 
nell»\  ill 

inductor.    1 1  • 

.liv     and    in     1K7 1 
• 
id.     In  187 1  fct  red  to  Mam  St., 

HI,    tilling    ■  11    until    iW.',    whin    he 

1  in  lion 
.vim  h     w.i 


5cl t,  and  in  this  waj  earned  sufficient  money  to  carry  him  through 

the  higher  schools  and  enable  him   to  take  up  the  study  of  civil 
engineering.     For  the  past  20  years  he  has  been  connected  with  ihe 


S£CT/OA/   SB" 


orl    in  tin     i. ih   ol   I''  nn  |  Ivania,  »  het  i    the  lull  .  guli  he  i 

make  ii  vei v   difficult  lo  i   tablish  a  li I     urvey,     In 

tain       In  ! ■  i    i h  .  1 1  it i.  uli      found  .1  prai  I  ii  abli 

roule   where  others  had   entircl)    failed.     Mr.   Locke   ha     al  0   Itad 


330 


STREET    R  ULWAY    REVIEW. 


[Vol.  XII,  No.  6. 


much  ■  fields  and  just  preceding  hi 

with  r  Springville  &   Cattaraugus   Railway  Co,   he   was 

r.il   years   in   topographical    work    under   thi 

New  York,  and  was  in  charge  of  some  of  th<   si 

difficult  work  in  the  Adirondack  wilderness.     In  connection  with 
\li.  Upson  lie  established  a  practicable  line  for  the  Buffalo,  Spring 
iraugus  Ky.  after  Bpending  many  weeks  of  hard  w,nk. 


.; 


IMPROVEMENTS  AT   LOGANSPORT. 


I      I..  tPSON. 


cHAS.  G.  LOCKE. 


but  with  the  determination  to  secure  a  line  wl 

failed.  The  route  of  the  new  line  covers  the  ground  surveyed  by- 
several  steam  railways  from  30  to  35  years  ago  and  abandoned  be- 
cause of  the  heavy  grades,  sharp  curves  and  Othei  which 
seemed  to  be  insurmountable. 

■»  •  » 

WAGES  INCREASED   AT   MILWAUKEE. 


June  1,  1900,  the  Milwaukee  Electric  Railway  &  Light  Co.  vol- 
untarily increased  its  scale  of  wages,  winch  was  established 
at  15  cents  per  hour  for  the  first  year  and  increased  at  the  rate  of 
one  cent  an  hour  for  each  year  up  to  the  fifth  year,  after  which  20 
cents  per  hour  was  the  maximum  rate.  At  that  time  the  rate  was 
ed  to  17  cents  per  hour  for  the  first  year  up  to  20  cents 
per  hour  for  the  fifth  and  succeeding  years.  On  May  29th  of  this 
year  notice  of  a  further  general  advance  was  posted,  to  take  effect 
June  1st  as  follows:  18  cents  per  hour  for  the  first  year,  19  cents 
per  hour  for  the  second  year,  20  cents  per  hour  for  the  third  year 
and  21  cents  per  hour  for  the  fourth  year  and  thereafter.  The  notice 
added  that  the  advance  was  voluntarily  made  and  was  in  pursuance 
of  the  company's  policy  to  do  the  very  best  possible  for  all  of  its 
employes.  It  is  also  an  evidence  of  the  company's  appreciation  of 
the  honest  and  loyal  service,  and  it  is  hoped  will  prove  an  incentive 
I  more  careful  and  enthusiastic  service  in  the  future.  The 
notice  issued  by  Mr.  John  I.  Beggs,  president  and  general  manager, 
concludes  as  follows : 

"It  may  not  be  amiss  to  state  at  this  time  that  our  new  general 
office  building,  central  car  house  and  terminal  station  (the  construc- 
tion of  which  has  just  been  commenced)  will  contain  the  most  ample 
and  comprehensive  provision  for  the  comfort,  insttuction  and  en- 
tertainment of  our  men  ever  undertaken  by  any  street  railway  com- 
pany. When  this  building  is  completed  I  hope  to  be  able  to  present 
for  the  consideration  of  our  employes  a  plan  for  the  organization  of 
a  beneficial  society,  and  likewise  a  plan  for  pensioning  those  who 
grow  old  in  our  service. 

"Assuring  you  of  my  earnest  solicitude  for  your  advancement  an  I 
welfare  and  suggesting  that  you  can  best  serve  the  company  by  at 
all  limes  giving  courteous,  careful  and  considerate  attention  to  the 
safe  and  comfortable  handling  of  our  patrons,  and  tearing  in  mind 
that  every  act  of  discourtesy  or  inattention  on  the  pjrl  of  a  motor- 
man  or  conductor  is  construed  by  the  public  as  a  fault  of  ;he  man- 
agement, I  beg  to  remain,  etc" 

«  •  » 

An  ordinance  was  passed  in  San  Francisco,  May  19th,  providing 
that  the  hours  during  which  street  railway  companies  in  that  city 
shall  receive  half  fare  tickets  from  pupils  going  to  and  returning 
from  school  shall  be  extended  to  be  from  7 .30  to  10  a.  m. ;  from  12 
m.  to  1  130  p.  in. ;  from  2  .30  to  4 .30  p.  m.,  and  from  6 :30  to  9 :30  p. 
m.  on  days  during  which  schools  are  in  session. 


The  I>ogansport  local  division  of  the  Wabash  Logansport  Traction 
Co.,  winch  is  under  the  management  of  Mr.  ('    1      Folsom,  has  been 
unproved  during  the  last  thn  ind  18  now  111  line  physi- 
cal C I111011.     Mr.  Folsom  who  ia  ■  thorough  electrical  engineer  and 

a  railroad  man  of  wide  experience  has  put  in  a  new   trolley  wire 
on  the  whole  line,  thoroughly   repaired  the  tl  led  new  cars, 

motors,   trucks,    etc.   and    has   also   thoroughly    overhauled   the   old 
equipment      The  road  is  now  giving  a  much  better  and  1 

formerly  and  the  rates  have  increased  about  s  This 

hue   will   soon  be  connected  with  an   inlcriirhau   system   running  to 
Peru  and  Wabash.    This  connection  with  the  extension  to  the  city 
lines  will  greatly  increase  the  traveling  facilities  of  thi 
people  and  that  the  changes  are  greatly  appn  hown  in  the 

largely  increased  receipts. 


METHOD  OF  DEPOSITING   BILLS  IN   BANK 


A  suggestion  is  given  in  the  proceedings  of  the  Western  Gas  Asso- 
ciation which  might  prove  of  value  to  street  railway  comrrnic* 
which  are  operating  electric  light  and  power  circuits  in  connection 
with  the  street  railway  business.  Mr.  W.  V  Bixby,  of  Decatur,  III., 
gives  the  following  method  of  collecting  the  bills  through  the  bank. 
When  any  consumer  complains  of  its  being  inconvenient  to  come  to 
the  office  to  settle  his  bills  or  gives  any  excuse  for  not  paying  before 
the  10th  the  company  asks  him  to  sign  a  slip  as  follows: 

Bank. 

Please  accept  my  gas  and  electric  bills  from  the  Dee.utir  Gas  & 
Electric  Co.  until  notified  to  discontinue  same. 


C  ji'.sitmcr. 

This  slip  is  depo  ited  with  the  customer's  next  bills  anj  all  later 
bills  are  deposited  until  the  consumer  gives  the  company  notice 
to  discontinue.     The  blank  space  at  the  top  of  the  slip  is  filled  in 

The  Decatur  Gas  &  Electric  Go. 


/oo 

Bills  listed   at 

Bank. 


with  the  name  of  the  bank  with  which  the  customer  deals.  The  ac- 
companying blank  is  used  by  each  of  the  banks  and  a  list  of  the 
bills  which  are  deposited  is  made  out  on  this  blank.  Only  the 
amount  is  noted,  care  being  taken  to  place  the  bills  in  the  same  order 
as  the  amounts   set   down. 

The  Decatur  company  collects  by  this  method  about  $2,000  per 
month    from    about    500   bills   and    it    is    constantly    adding    to   the 

number. 

■»  »  » 

The  city  council  of  Kenosha.  Wis.,  on  June  ed.  by  unanimous  vole 
granted  the  Kenosha  Electric  Railway  Co.  a  franchise  10  lay  its 
tracks  through  the  city,  thereby  removing  the  last  barrier  to  a 
direct  electric  railway  route  between  Chicago  and  Milwaukee.  It 
is  expected  to  have  cars  running  through  from  Milwaukee  to  the 
southern  limits  of  Kenosha  by  July  1st,  and  the  work  of  building 
the  road  from  Kenosha  to  Waukegan,  which  will  complete  the 
Chicago-Milwaukee  route,  will  be  finished  by  September  1st. 


.Use  20,    i'K  '1 


STREET    RAILWAY    REVIEW. 


331 


Increased  Power  Facilities  for  the  United  Railways  &  Electric  Co,,  of 

Baltimore,  Md, 


When  the  United  Railways  &  Elecl  I    Baltimore,  came 

Kistence,  by  the  consolidation  of  several  street  railway  com- 
panies, operating  in  the  city  of  Baltimore  ami  the  outlying  districts 
in  all   directions,  it  took  over  with  tin  ties   nine  different 

power  houses,  most  of  which  had  been  built  to  till  the  needs  of  the 
companies  when  they  were  in  independent  operation,  and  pari  oi 
them  were,  therefore,  situated  at  points  which  make  economical  dis- 
tribution  somewhat  difficult. 

The  United  system,  comprising  360  miles  of  track,  has  outgrown 
the  capacity  of  tl  tations  and  about  a  \ear  ago  the  com- 
pany's engineers  were  called  upon  to  face  the  problem  of  rearrang- 
ing and  enlarging  the  old  stations  or  practically  redesigning  the 
entire  power  system.     A   factor   in  the  problem   w  I    ordi 


stalled  in  tin-  old  power  house,  and  in  addition  a  new  boiler  house 

and    generating    Station    are   being   erected   adjoining    the    site    of    the 

old  power  house.  In  the  new  station  will  he  installed  alternating 
current  apparatus  for  supplying  by  high  tension  distribution  the 
Outlying  district-.  The  surburban  lines  in  the  northwest  and  west- 
ern sections  of  the  city  will  he  furnished  with  power  from  this 
alternating    station    through    two    sub-Stations. 

In  enlarging  this  station,  plans  have  been  made  for  practically 
one  large  building.  The  former  building  comprising  the  northerly 
wing  of  the  completed  pl.inl  will  contain  direct  current  apparatus. 
Adjoining  ibis  on  the  west  is  the  old  boiler  house.  The  southerly 
wing,  which  is  to  contain  alternating  current  machinery,  is  now 
being    erected,    and    a    new     boiler    bouse,    which    will    supply    steam 


I.XTKKIOK  "1     NEW   IXiir.KN    HOUSE 


■  ring  thai   all   ■ 
put  underground  in  certain  ■  ■ 

of  munii  ip  in  winch  the 

lo     he 

d  within  certain  disti 

largi   i  i"  i 

i     load 
bulk     of     f  1 1  •" 


i"  ii gim     in  the  in w  addition,  has  bee ted  between  thi 

f  the  n  d  the  i  >ld  powei  i 

in  additii hi    P  eel   powei    1 i .  the   I .iglu    Street 

bid tailed    four   500  kw.   dii eel  curi enl 

pi  rated,  and  the  Fall     Road  powi  1   hou  1    con 

taining  ■. lot      will  also  bi    ke] rice,  il   nol 

d    id .  1  abli    to  di  nub  the  overhead   fccdei      .   I 

then    being    unii  ipal    1  •  gulation    1  equiring   the 

md      :        I  I ■■•.  ing     M ill     pov  1  1    hi iu  e,   which 

■    I       From   Mi oi    ol   tin    city,   will   al  0  be  main 

■Id I     and   ]  mi    con 

1  1 r       1  hi 

cr  of  tl I         1 1 1 

md  'ii  'mi •    ■  1 

.11    in   the    1 '  1 .111 
1 ting  1 


STREET    RAILWAY    REYIIAV. 


[V..i    XII.  No.  6. 


■ill  lie  transmitted 

at    the    initial    pr.  dona    where    it    will    lie 

■  \  by  the  usual  converting  and  transforming  apparatus  to  34s 

jternating  current,  and  then  transformed  to  575  volts  direct 
current   for  transmission  to  tin    line  circuit 

The  Irvington  sub-Station  will  contain  three  500-kw.  rotary 
converters.  The  Care)  Street  sub  elation  will  contain  four  1,000- 
and  one  500-kw.  rotary  converters.  The  transformers  for  the  Irv- 
ington plant  will  1  three  175  lew.  transformers  for  each 
rotary.  Tor  the  larger  converters  at  the  Carey  Street  plant  there 
will    lie    three   350-kw.    transformers.      All    of    this   converting   and 


-  - 


load,  (not  exceeding  rated  load)  will  not  exceed  1-72  of  the  pitch 
angle  between   two   CO! 

The   engines   art  peed   changing   device   which 

is  electrically  operated,   so   that   the   speed   of  the   engines  may   he 

or  lowered   four  or  five   revolutions  per  minute  in  order  to 

synchronize  the  £•  1  also  to  divide  the  load  between  the 

engines. 

The  engine  bearings  have  automatic  forced  lubrication. 

The  genera  nghouse   construction.     The 

rotating  fu\'\-  are  built  on  a  cast  iron  spider.  The  exterior  frame 
of  the  engine  is  movable  in  a  line  parallel  to  the  shaft  to  allow 
ready  access  to  the  windings.  There  are  32  poles  and  the  fields  ro- 
a  speed  of  94  r.  p.  m.  giving  approximately  25  cycles  per 
second.     Each  machine  1  ly  excited.    The  rated  capacity  of 

the  generator  is  a  load  of  89  amperes  per  terminal  at  13,000  volts 
and  too  per  cent  power  factor.  The  inherent  regulation  shall  not 
vary  more  than  6  per  cent  when  the  load  is  thrown  off,  this 
efficiency  being  based  on  copper  and  iron  losses,  and  at  maximum 
load  tli  :rc  shall  not  rise  more  than  35  degrees  over  that 

of  the  surrounding  atmosphere  after  24  hours'  run.  The  field  coils 
are  wound  with  strap  copper  on  edge.     The  armatures  are  wound 


™"   Power  HitUMv 

•  Section  Insulators. 


transforming   apparatus    will    be    Wcstinghouse    make    of   standard 
design. 

NEW  ADDITION  FOR  ALTERNATING  MACHINERY. 

The  annex  to  the  Pratt  Street  power  house,  which  is  to  contain 
the  alternating  apparatus,  is  90  ft.  by  131  ft,  there  being  space  for 
six  2,000-kw.  units.  The  engines  and  alternators  for  four  of  these 
units  have  been  contracted  for  and  will  be  delivered  during  the  pres- 
ent year.  Each  unit  comprises  a  3.000-h.  p.  vertical  cross  compound 
engine,  direct  connected  to  a  2,000-kw.  Wcstinghouse  alternator 
of  the  fly-wheel  engine  type  with  rotary  fields.  The  engines  will 
be  supplied  by  the  Mcintosh  &  Seymour  Co.,  of  New  York. 

These  engines  have  cylinders  33x68  in.,  with  56-in.  stroke,  and 
take  steam  at  a  pressure  of  165  lb.  The  i.  h.  p.  is  2.970  at  26-100 
cut  off.  and  4,220  at  V2  cut  off.  The  shafts  arc  to  be  fluid  com- 
pressed hollow  forged  open  hearth  steel  forgings,  as  made  by  the 
Bethlehem  Steel  Co.    They  are  to  be  28  in.  in  diameter. 

The  engine  governors  are  provided  with  a  patented  device  so  as  to 
have  no  tendency  to  cause  trouble  from  surging  of  generators  when 
run  in  parallel.  The  weight  of  the  revolving  parts  is  to  be  so 
proportioned  that  the  maximum  angular  variation  from  the  mean 
angular   velocity    while    the   generator    is    delivering   the    constant 


V  /-/eeSs  Part 

STREET  RAILWAYS  Of  BALTIMORE. 

for  3-phasc  generation,  the  phases  to  be  120  degrees  apart  and  the 
wave  of  c.  m.  f.  to  be  approximately  a  sine  curve. 

The  high  tension  feeders  to  the  sub-stations  are  3-conductor 
paper  and  lead  covered  cables  with  14-32  in.  of  insulation  between 
the  conductors  and  the  lead  sheath.  'Hie  cables  will  be  supplied  by 
the  Standard  Underground  Cable  Co.,  and  there  will  be  two  cables 
to  each  sub-station.  These  will  be  laid  in  the  municipal  conduits 
which  are  Roy  multiple  duct  vitrified  clay  conduits. 

OLD    PRATT    STREET    STATION. 
The   older   portion   of   the   Pratt   Street   station   which   has   been 
remodeled  contains  the  direct  current  generating  apparatus. 


June  20.  1902.] 


STREET    RAILWAY    REVIEW. 


333 


This  includes  the  following:  three  2.500-h.  p.  vertical  cross  com- 
pound engines  with  cylinders  29  and  60  by  56  in.,  direct  connected 
to  1,800-kw.  General  Electric  generators  of  the  engine  type;  two 
1.250-h.  p.  horizontal  tandem  compound  engines  with  cylinders  24 
and  42  by  46  in.,  direct  connected  to  two  Soo-kw.  General  Electric 
generators;  three  800-h.  p.  tandem  compound  engines  with  cylinders 
20  and  36  by  36  in.,  belted  to  three  500-kw.  General  Electric  gener- 
ators. 

There  are  also  two  800-ampere.  125-volt.  steam  driven  General 
Electric  boosters,  and  one  motor  driven  booster  of  3.000-ampere 
capacity. 

Oil  for  the  engines  is  forced  by  compressed  air  at  a  pressure  of 
about  70  lb.  into  manifold  tank?,  the  object  of  this  being  merely  to 
avoid  the  manual  labor  of  carrying  oil  around  the  station.  Prom  the 
manifold  tanks  the  oil  flows  by  gravity  to  the  parts  on  the  engine 
requiring  lubrication.     The  waste  oil  is  caught  and  is  drain. 


arrangement  has  the  advantage  of  greatly  simplifying  the  wiring 
and  connections,  and  also  gives  absolute  safety,  as  it  is  impossible 
to  have  a  short  circuit  on  the  board  as  the  positive  and  negative 
leads  are  over  30  ft.  apart.  The  arrangement  is,  of  course,  applic- 
able chiefly  to  stations  of  large  capacity ;  it  is  used  in  the  new 
stations  of  the  St.  Louis  Transit  Co.  The  board  is  in  three  tiers, 
mounted  on  galleries,  viz..  the  generator  gallery,  the  feeder  gallery, 
and  the  third  gallery  in  the  roof  where  are  placed  the  resistances. 
The  wiring  of  the  board  is  simple  and  inexpensive  and  is  made 
clear  in  the  accompanying  diagram.  A  separate  wattmeter  is  of 
course  provided  for  each  generator,  but  there  is  no  totalizing  watt- 
meter for  tlie  station.  It  is  held  that  this  arrangement  permits  the 
wattmeters  to  work  under  their  best  conditions,  which  is  not  the 
nil  totalizing  wattmeters,  especially  when  running  the  station 
at  light  load  in  the  early  hours  of  the  morning.  There  are  two 
circuit   breakers  in  each  generator  circuit,  one  being  placed  on  the 


EStilNE    IND  r.ENERATOH   KOOM,  PKESKN1    I'KATT  ST.  STATION,  UNITED  RAILWAYS  .v  ELECTRIC  CO.,  BALTIMORE. 


tank  in  which  tl  oil      ["here  is  always 

with   the  oil    and   thi 
1  .,1   the  top, 

rapidly  heated, 
II    ■■ 
1  he  hottc  '  and  thi 

mother  lank    from 

■  I      I     ,Ii        '.' 

ti  hboard  and  for  lifting 

OARD. 

e  bar  ii 

1    in  tl  ■ 


powei  hou  ■   Hour  near  each  machine  and  ■  on  thi    board,    By  a 

intern  of  batl and  push  button  1  on  the  sw  itchboard  the 

attendant  is  abli   whili    landing  on  thi    iwitchboard  1     lerj  to  throw 
the  bi  ted    t  an    mai  hint 

i"      iritchl 'i  1 I  En hh]  ihi    galler;    fl 1  arc  of 

cindei  1 1  pandi  d  mi  tal.     1  he  board  pi  1  1     1  ,  feedei 

h ith  i\\"   feedei     to  each   panel ;    8  panels ;    2 

■  1  pani  1    and  1    ti n  panel 

m  [01  thi    -I i"    planl   i    taken  1 thi   old  boiler 

150-I     p.  1   impbell  8  Zi  11  boili  <    opi  rated 

•ii  ii    lb,  1 1  hi  re  are  two  1 1  tt,  1  tai  ka  165  ft  high 

'I  he  in    ipp  iratu     ini  ludea  Wainw  1  ighl    i'  1  d 

tical  a  n   1 p  1  Blake  dupli      feed      itei   pumps 

and    1 1  n. i 

pi  .  nil  'I  .'. ith  .1  25  ' ram    ii 

;K  ft,    pan   whii  ,  1 


334 


SI  REE  I"    RAILWAY    RE\  ll-w 


[Voi    XII,  No.  & 


NEW    BOH  ER    HOI 

I  his  building,  winch  i^  of  the  '  ■)!  by 

in1.,  ft  on  the  ground  line,  with  brick  walls  and  slate  rool 
entire  building  rests  on  1  iui .1  pin 

and  varying  in  length  from  driven  to 

footing  "t  gravel.    On  top  of,  and  nr. »imk!  thi  'I  a  founda 


caps,      rheae  boilers  are  built   to  carry  200  lb.   working  pressure. 
I  he  plans  call  (■•r  16  ba  ompriaing  two  500-h.  p. 

arranged  on  tv  floors,  there  being  four  ba 

ii  side,  making  eight  on  each  floor.     I  .1  plate 

v.lf  supporting  -1  tel  of  four  batteries,  one  battery  on 

each  side  on  each  t1o.,r  opening  into  the  same  stack.    The  stai 


xn 

("    ""^  /trim  ren 


VaiT/ter. 


C  •! .     - 
oju  tax 


C       /Wv«vc    C//TC1//T 

A      £-.  a*r/nrr* 


CONNECTION  "I    GENERATORS  EQUALIZING 


ON  NEGATIVE 


Hen  bed  of  concrete  which   1-  -'  ]    ft.   thick   under  the   supporting 
columns  and   1  |   |   ft.  thick  under  the  four  stacks  along  th< 
of  the  building. 

The  boiler  room  has  an  ultimate  capacity  for  16.000  boiler  horse 

power,  of  which  4.000  h.  p.  arc  now  in  commission  and  5.000  h.  p. 

nal   are   now    being   installed.     The    boilei     an     Babcock  & 

■    make,   with   wrought    steel    headet     and    insidi    hand    hob 


zoo  ft,  high  and   i,!1.'   ft  inside  diametei  lined  throughout 

With  brick  t"  protect  the  metal. 

piping  1-  extra  heavy  welded  flange  pipe  with  extra  heavy 

Each    of    the    four    mam    headers    arc    id    and    20    in.    in 

diameter  and  all   piping   is  earned  overhead  on  galleries   formed  of 

S-in.    [-beams    supported    From    the    wall    beams    and    longitudinal 

and  having  Open  grating   floors.      The  arrangement  makes  all 


SHOWING  ARRANGEMENT  OF  1'IPIM.  AND  RONE1    MECHANICAL  STOKERS. 


June  20.  1902.J 


STREET    RAILWAY    REVIEW. 


335 


Scale. 
8'     12'    16' 


parts  of  the  piping  readily  accessible  for  repairs  and  as  the  window  - 
of  the  building  extend  above  the  galleries  there  is  good  light  at  all 
parts  of  the  piping  system.  The  main  headers  are  fitted  with  16-in. 
Pearson  expansion  joints,  and  automatic  check  valves  placed  at  the 
steam  nozzles  on  top  of  the  boilers.  All  condensation  water  is 
returned  to  the  boilers  by  means  of  the  Holly  gravity  return  53 
Ihe  piping  was  installed  by  the  Thomas  C.  Basshm 
more. 

1  he  first  and  second  floors  of  the  boiler  room  are  made  of  red 
brick  arches  and  cinder  concrete  fill- 
ing on  the  Rapp  system. 

The     boilers     are     furnished     with 
Roney     mechanical     stokers     of    the 

standard  type  in-tailed  by   Westing- 
house,    Church,    Kerr    &    Co.      Each 

n.u  of  stokers  is  driven  by  two  5-h. 

p.     Westinghouse     standard    eng 

one  engine  being  placed  at  each 

of  a  n.u  I  he  5tok' 

capable    of    burning    either    b 

Soft  coal,  either  separately  or  mixed; 

and   in   any   proportion   desired,   thus 

relieving  the  operation  of  the  plant  in 

a  large  measure  from  troubles  inci 

dent    to    the    changes    in    the    market 

price  of  coal  and  the  uncertainty  1  f 

supply     due     to     strikes     and     other 

causes.     The  flexibility  in  the 

tion  of  the  fire-  under  the  fluctuating 

loads,  the  Saving  of  labor  in  handling 

large  quantities  of  coal,  and  the  per 

fection   of   the   combustion   obtained. 

are  all  important  considerations  point- 
ing to  the  economy  and  convenience 

of  mechanical  firing. 

Feed   water  i-   taken    from  th?  city 

mains     at     about     45     lb.     pressure 

through   meters   placed  at   the   build- 
ing line.      It    flows    first    through    the 

shells  around  the  engine  bearings  as 
previously  mentioned  and  then  p 
through  "National"  coil  heaters 
placed  in  the  path  of  the  exhaust 
steam  from  the  main  engines.  These 
heater-  raise  the  temperature  to 
about  115  deg.  F.  Thence  it  flows 
to  open  heaters  of  the  Warren- 
Webster  type,  to  which  the  exhaust 
from  the  pumps  and  other  -team 
auxiliaries  is  carried.  From  these 
heaters  ti.-  pumped  dil 

into   the   boilers  at   from   200  to   21a 
deg.  F.     Tne  feed  watei   pump 
the    Blake    vertical    compound    type 
with    10   in.    high    pressure    cylinder. 
18  in.   low  der,    10  in. 

ylinder  and    [8  in.   stroke, 
lenting  tl  en    from 

the   basin    .  -ion. 

In  this  basin  which   i  1   the 

'■  nig 

for    1  taken 

from  the 

in   th' 

. 
will  U-  lift-  d  lugal  pump 

piping    and 


P.    0.    Keilholtz,    consulting 


ing  de\  it  1   ,    M  e  original   with   Mr 

for  the    limed   railway-. 

Ihe  con, in, on-  ,1  Was  desired  to  meel  required  the  lifting  of  large 
quantities  of  coal  to  a  heighl  of  about  14;  ft.,  making  it  necessary 
that  the  -peed  of  -hovel  be  very  high  and  requiring  rapid  accelera- 
tion and  quick  braking,  all  to  be  accomplished  without  shock  or  jar 
to  the  apparatus  or  tower. 

Coal,  which  i-  bituminous  run  of  mine,  is  brought  in  scows  to  the 
dock  adjoining  the  boiler  room  or  is  sometimes  delivered  on  the 


milting 

1ANDLING    \1t\lMi1 

I  hr   new    i  I   with   wh.<  |„;  t},,. 

Id      I  he  pi 
the  entire  tower,  including  the  Ipi  ng,  braking  and  dump 


fir 

n  ■  rios  1  in- 11  boi  i.i.i.' ij 

property  in  1  ai 

",'   """  '•■'■■ total  heigh 8a  ft  n  in.  above  the 

"""l  leyel  »n°  '    ' 1  Meel   I  beam  lattice  w.  rl    p 

"'        JI  ol   Hi-    1 , 1       11,,    hoisting   1 m 

1    1  !'■  "    '  in.   ib  d     ind  ha     1  total  1-  ngth  ol  53  ft. 

''""'  1  depend    bj     tee]  cabli    a  cl vel  or 

1   ol    1,000 

■"•''■     '"  '''"  ■    itl  11  hi  d  I    01  abl 1-.,  lo 

hi    iav   ,  thi    la  .1  ,,1.1, 


336 


STREE  I     RAILWAY    REVIEW. 


[Vou  XII,  No.  6. 


the  lifting  •  I  with  the  jaw  b 

:.'lliug 

then  put  in  moti  ind  the 


..oal,  Hoist  towkr. 

shovel  to  bury  itself  in  the  coal.  When  the  jaws  have  come  to- 
gether and  the  scoop  is  filled  it  will  begin  to  rise.  Dumping,  it  will 
be  understood,  is  achieved  by   si.  the   lifting   cable,   thus 

lining    the   jaws   to   open    and    the    weight    of    the    shovel    i-    then 


fatOSTAT  0*C*AT£O 
Or  FOOT  POlV£# 


Thkcc  BliO£ 

K/v/F£  Srv/  TCM 


V     Ih   lh 


h  h 


tfo/sr rtoTO/t 


Siv/rcn  uf>  /lsce/i/owo 


\ 


lA/VWM 

CONNECTIONS  BETWEEN  HOIST  MOTOR  AND  GENERATOR 
MOTOR. 

transferred  to  the  other  cable.  The  cables  pass  over  pullies  mounted 
on  a  boom  truck  which  runs  up  and  down  the  boom  and  may  be 
anchored  at  any  point  corresponding  to  the  location  from  which 
the  hoisting  is  to  be  d< 


i  ontrol  of  this  boom  truck  and  also  of  the  hoisting  and  lowering 
apparal  ilirely  by  electrical  m  lying  a 

number  of  novel  featui  I  with  Mr.  Keilholtz. 

The  drums  for  winding  up  the  ropes  attached  to  the  shovel  arc 
driven  by  a  plain  shunt  wound  motor  whicl  et  from 

a  generator  that  i  A  coil  rheostat  under  the  control 


,;c 

m 

% 

rcr 

0$ 

9 

- 

a    /z 


'o-      20    Z*     2S      3Z     36     40     44    43     Si 
T//1E  //V  SCCOA/03 


DISTANCE    TIME  CURVE, 
required  I"  raise  HUed  backet  from  ground   \o  lop  of  hoist,  unload  and 
return  empty  bucket  to  ground. 


of  the  loot  is  placed  in  the  field  circuit  of  the  generator 

and  as  the  generator  speed  is  constant  its  e.  m.  f.  is  proportional  to 
the  strength  of  its  field,  and  the  attendant  is  therefore  enabled  to 
impn  upon  the  hoist  motor  any  desired  e.  m.  f.  and  so  secure  a 
wide  range  of  speed.  By  fitting  the  rheostat  with  numerous  steps 
in  the  resistance  the  acceleration  may  be  very  rapid  and  still  per- 
fectly smooth  and  without  shock  or  jar. 

The  lowering  of  the  bucket  is  done  entirely  by  gravity  and  instead 
of  using  a  band  or  other  form  of  brake,  the  shovel  is  brought  to 
rest  by  converting  the  energy  developed  in  its  fall  into  electrical 
energy   working  against   resistance.     This  is  accomplished  by  intro- 


A    PORTION  OF  THE  NEW   liOILER  HOISE. 

ducing  by  means  of  a  switch  a  resistance  into  the  armature  circuit 
of  the  hoist  motor  and  varying  the  field  strength  of  the  machine  by 
means  of  the  rheostat.  It  will  be  understood  that  as  soon  as  the 
scoop  starts  to  drop  the  hoist  motor  becomes  a  generator  the  speed 
of  which  is  controlled  by  introducing  resistance  in  its  field  circuit. 
This  presents  a  very  interesting  example  of  an  operation  where 
electrical  energy  is  employed  to  overcome  gravity  and  gravity  is 
then  made  to  generate  elecrtical  energy  which  is  dissipated  as  heat. 
From  the  curves  accompanying  this  article  the  rapid  acceleration 
and  braking  secured  will  be  evident.  On  this  test  trip  the  bucket 
in  descending  was  allowed  to  reach  a  speed  of  13  ft.  per  second, 
but  notwithstanding  this  the  scoop  was  brought  to  rest  within  a  fall 
of  less  than  30  ft.  In  one  instance  the  bucket  has  handled  70  tons 
of  coal  per  hour,  and  on  a  recent  test  handled  for  15  minutes  coal 


June  20,  190.'.] 


STREET    RAILWAY    REVIEW. 


337 


at  the  rate  of  So  tons  per  hour.  In  service  the  current  runs  from 
200  to  500  amperes  at  from  50  to  270  volts,  the  current  necessary  to 
maintain  speed  being  about  360  amperes  at  270  volts. 

The  coal  from  the  shovel  is  first  weighed  and  then  drops  into  a 
crusher  from  which  it  passes  into  a  car  that  runs  over  an  incline 
railway  and  automatically  distributes  the  coal  to  the  two  3,000-ton 
capacity  storage  bins  which  are  arranged  one  on  either  side  of  the 
line  of  stacks.  The  car  holds  4.000  lb.  and  when  filled  runs  down 
the  incline  and  strikes  a  block  to  which  is  attached  a  counter  weight. 
As  the  loaded  car  continues  on  its  journey  it  lifts  its  weight  until 
a  trigger  is  automatically  operated  causing  the  car  to  dump.     When 


THE  FEEDER  INSTALLATION  OF  THE 
BOSTON    ELEVATED. 


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jls    /s    ^&s  a   ■ms   s?  ess  7s  ess  as    /o*s  //*   /as  /33  /42s 

TOTAL  TCCT  TKAI/£L£0. 

TELOCITY  CURVES— TEST  OF  C'OAI.  HOIST. 
Weight   of   Coal  in   bucket.  2..T7s   lb.     Weight  ..f    backet,   J.900   lb      Total   v. 

Volts,  3)  to  27".     A  mper.s,  2""  to  500.     Current  t<i  maintain  speed,  360  amperes  at 

this  is  accomplished  the  weight  drops,  giving  the  empty  car  an 
impulse  that  returns  it  to  the  loading  platform  at  the  head  of  the 
incline.    The  arrangement  may  be  set  to  dump  at  any  point. 

From  the  storage  bunkers  the  coal  passes  to  the  Roney  stokers 
through  movable  hoppers  running  on  tracks  in  front  of  each  line 
of  boilers. 

Ashes  arc  raised  by  a  traveling  bucket  conveyor  from  beneath 
the  boilers  to  an  ash  chute  at  the  top  of  the  boiler  room.  From  the 
chute  they  pass  by  gravity  to  an  ash  storage  tank  on  the  hoisting 
tower  and  are  dumped  into  cars  or  scows  for  removal. 

The  apparatus  was  built  ami  installed  after  plans  prepared  by 
the  railway  company's  engineers. 

This  entire  plant,  including  both  engine  rooms,  the  new  boiler 
house,  the  coal  handling  apparatus,  and  other  features,  were  de- 
signed by  and  erected  under  the  supervision  of  Mr.  P.  O.  Keilholtz, 
■  ate  Member  A.  I.  E.  E.,  and  consulting  engineer  for  the 
United  Railways  &  Electric  Co. 


64  66  68  70  7i 

/si  /eis  17/ 


iltr.l.  ?,17s  lb 

:7"  m'!i-. 


PENSION    PLAN   IN   GERMANY. 


A  pension  fund  n  inaugurated  in  the  Vulcan  Ship- 

building Yai  in,  which  i  Consul  J. 

as  follows:    "All  employes  of  thi  e  an  annual 

salary  of  more  than  $375  are  eligible  ti 

bcr  pays  an  initiation   fee  equal   to  alary,   but   not  to 

exceed  $119,  after  which  he  pays  an  annual  premium  equal  to  3  per 
cent  '.1  n  whi<  li  an  initia- 

■   or  premiu  M.-l-A    The 

Vulcan  company  p  e   fund  an  annual 

premiums  collected.     1  paying  of  back 

dues  so  as  to  mal  •  innual  premiums,  enti- 

tles a  1  to  an  incapai  itated 

or  retii  c  of  his 

last  ye.:  I  actual 

limit  of  45  <<<  I  it  to  a 

• 

the  age  of  65.     II 

decca  ■  '  ith    the 

*  ■  » 

I    I y  the 


Supplementary  to  the  extended  description  of  the  system  of  the 
Boston  Elevated  Railway  Co.,  which  appeared  in  the  "Review"  for 
March,  April  and  May,  1900,  the  following  description  of  the  feeder 
requirements  and  installation  of  the  elevated  section  of  this  system, 
by  C.  II.  Hile,  superintendent  of  wires,  which  was  published  in  the 
Wisconsin  Engineer,  will  be  of  interest : 

The  elevated  structure  over  which  the  Boston  Elevated  Railway 
Co.  began  operating  its  elevated  car  service  June  10,  1901,  comprises 
15.0J  miles  of  track,  lying  between  the  Dudley  St.  Ter- 
minal at  the  soul  hern  part  of  the  cily.  and  the  Sullivan 
Si].  Terminal  at  the  north. 

The  general  plan  of  the  route  shows  a  loop  in  the 
In. nt  of  the  city,  using  the  subway  for  the  western  leg 
and  comprising  4.44  miles  of  double  track,  while  north 
and  south  from  ihe  loop  double  tracks  extend  1.66  miles 
to  Dudley  St.  Terminal  and  1.7 1  miles  to  Sullivan  Sq. 
Terminal. 

The   running  distance  between   the   two   terminals  is 
5.OI5  miles,  via  the  Subway,  or  5.567  miles,  via  the  At- 
lantic Ave.  leg  of  the  loop. 
The  running  tune  between  the  two  terminals  via  the 
ubway  is  22  minutes,  the  trains  making  nine  stops. 
The  Subway  is  used  by  the  elevated  trains  for  a  dis- 
tance of  2.32  miles,  and  in  thus  using  the  Subway  as  a 
pari  of  the  "L"  route,  trains  must  pass  from  the  level  of 
the  elevated  structure,  at  an  average  of  16  ft.  above  the 
street  to  the  Subway  level  of  about  10  ft.  below  the  street  surface. 

Within  the  2.56  miles  of  the  so-called  Subway  section  of  the 
elevated  system,  trains  take  grades  varying  from  3  to  8  per  cent 
for  29  per  cent  of  the  total  distance  run,  and  pass  around  curves 
varying  in  length  of  radius  from  1,600  ft.  to  90  ft.  for  54.6  per  cent  of 
the  distance  run. 

The  maximum  train  service  for  the  present,  and  immediate  future, 

is   intended   to    furnish    four   car   trains   on   two   or   three   minutes 

headway  on  the  main  line,  and  three  car  trains  on  seven  minutes 

iv  on  the  loop,  thus  giving  about  24  trains  on  the  line  at  one 

timi . 

Each  ear  is  46  ft.  ioj^  in.  over  all,  weighs  when  fully  equipped 
29.5  tons.    The  cars  are  equipped  wiih  two  150-h.  p.  motors. 

In   nun    ,1 perated  on  the  Sprague  multiple-unit  system.    The 

[1    power  consumed  by  each  four-car  train  is  219  kw.  at  the 
ti  iilioard,  or  a  current  consumption  of  368  amperes.     The  maxi- 
mum power  consumption  for  one  four-car  train  accelerating  on  one 
Hi   the  5  per  cenl   grades  is  924  kw.  or  a  current  consumption  of 
1,700  amperes. 

With  the  tn perated  undei  the  foregoing  conditions  the  power 

iti  the  entire  elevated  tystem  is,  on  an  average, 
4,718  kw.,  or  requiring  an  average  current  consumption  of  7,929 
amperes.    This  includi     powei   for  IikIii  and  heat  in  the  cars. 

The  powei  foi  the  sj  tem  is  furnished  from  three  of  the  com- 
pany's powei    tation  .   ill  in  thi    vicinity  oi  the  structure,  one  feed 

mg  in  on  the  southern  section  at  a  1 1  about   [.a  miles  from  the 

1  >  1 1 ■  1 1   v     It,    I  1  Minna],  auoiln  i    feeding  iii  on  the  Atlantic  Ave.  leg  of 
the  looii  third  feeding  in  at  the  northern  end  of  the 

or  at  the  Sullivan  Sq.  Terminal, 

1  hi  ■'  1 aj  i«  d»  nl'  '1  undi  1  the  follow  ing  heads : 

1  in. on  ,  tiin d  1  1 ,  return  S]  , 

FEEDER  M  \INS. 

ilculating  tl      coppei    ed    foi    mining  the  power 

)  e.  in.  del im  'I  upon  as  a 

0  in. 

At  the  suit,  hi-  lei   I'H"  1  'Mi"     i rai  I In  eak 

■   ,  ing  3,000  amperes  con- 

I .1     ■■;    up    to   6,000 

real        Itch  I      it       uy  of  3,000 

amp'  I 

The  powei  tation  to  the  elevated  structure 

ered  rubl lated  cabli   ,   ■•  tii<  h   •• r 

■  ■!  '  lay  pipi . 

■    '   1   kbit    '     in   nl. 'i'  •!    willi   5  32  in.   of   1 11M"  1 


338 


STKI-.I    I     RAILWAY     REVIEW. 


[Vol    Ml.  No.  <■ 


compound,  covered  with  a  tape  and  protected  with  a  lead  covering 
in.  in  thickne 

nd  of  the  cables,  whi  rried  through  the 

vault  "i  tin'  st. limn  to  the  switchboard  and  up  the  posts  "f  the 

i  structure  i"  the  be  it  was  deemed  desirable  to 

inue  the  lead  covering  and  splice  on  from  v  to  60  ft  of 

insulated  triple  braided   wire.     At   the   structure  end   the 

cables  arc  carried  from  the  man  boles,  which  are  built  about  the 

bottom  of  the  elevated  supporting  posts,  on  the  inside  "i  thi 

insulated  from  the  iron  bj   wood  supports.    The  cables  termi- 
nate in  switch  boxes  placed  on  the  structure,  where  they  termin 
switches,  which  makes  it  possible  to  cut  oul  im  the  feed- 

ing system  at  any  time,  F01  making  tests  or  repairs. 

["he  feedei   mains  on  the  structure  It  iding  oul    from  the    iwitch 
ire  2,000,011  oncentric  laid  and  made 

ui>  of  ''i  tinned  copper  strands. 

These  are  carried  along  the  structure  in  enclosed  feeder  boxes 
built  between  the  tracks  and  having  a  capacity  for  six  fi 
The  feeder  boxes  run  parallel  with  the  tracks  throughout  and  are 
closed  at  the  sides  and  top.  Tin  top  covering  1-  buill 
nf  planking  laid  crosswise  and  tightly  fastened  together.  Bach 
section  is  about  5  ft.  in  length  and  can  be  easily  and  quickly  removed 
when  it  is  necessary  to  get  to  the  feeders.  The  feeder  boxes  with 
their  top  covering  affords  a  safe  and  convenient  walk  along  the 
tracks. 

The   supports  holding   the   box   arc   pi  (1   to  S    ft. 

.ind   inside  the  box  are  used   to  hold   the   wood   pins   which   carrj 
the  insulators,  which,  in  turn,  support  and  protect  the  feeders. 

The  wood  support  on  which  the  boxes  are  built,  the  locust  pins, 
and  the  glass  insulating  supports,  constitute  the  means  by  which 
the  hare  wires  arc  insulated   from  the  structure. 

THIRD  KAIL. 

The  so-called  third  rail  system  is  used  in  transmitting  the  power 
from  the  feeder  system  to  the  cars.  Each  car  carries  four  contact 
shoes,  carried  outside  the  forward  and  rear  trucks  and  hanging  at 
such  a  distance  as  to  come  in  contact  with  the  third  rail,  which  is 
so  placed  outside  the  running  rails  that  its  contact  surface  1  ig 
111.  from  the  gage  of  the  running  rail  and,  approximately,  6.2  in. 
above. 

An  ordinary  T-rail  85  lb.- to  the  yard,  1-  used  for  the  third  rail. 
h  1-  supported  on  specially  designed  insulators  built  up  of  malleable 
castings  with  "Aetna"  insulation  between  the  upper  and  lower  parts. 
These  chair  insulators  are  placed  on  the  cud  of  every  third  tie. 
which  is  about  fifteen  inches  longer  than  the  regular  ties,  and  are 
held  in  place  by  lag  screws. 

\i  each  joint  the  third  rail  is  bonded  with  the  short  "Protected" 
type  of  rail   1  :     bonds  being  used  to  bring  the  joints  up  to 

the  same  carrying  capacity  as  the  rail. 

At  all  special  work  and  cross-ovet      where  the  third  rail  musl   be 

broken,  cast  iron  run-offs  are  fasten.il  to  each  end,  and  the  continu 

ity  of  the  rail  as  a  feeder  is  maintained  by  running  a   t.0O0,0O0-c.  m. 

rubbei   or  weatherproof  insulated  wire  underneath  the  structure  and 

ling  with  the  ends  of  the  rail  by  means  of  terminal  or   feeder 

1 1  ids. 

FEEDER  CONNECT  IONS. 

The  feeder  taps  or  connections  through  which  the  power  is  trans 
mitted  from  the  feeder  mains  to  the  third  rail,  arc  plat  ed  throughout 
the  system  at  such  points  as  the  conditions   require,  and  convenient 
for  access;  1,000,000-c.  m.  and  500,000-c.  m.  rubber  insulated  triple 
braided  wire  has  been  used  for  making  the  connections,  and    ill  .  . . t : 
nections    between   the   third    rail    and    the    feeder    mam 
through   switch   boxes,    so  as   to   make   it    easily   possible   to  CUl    OUl 
from  the  feeding  system,  either  a  section  of  the  third  rail  or  one  of 
the   f( 

RETURN  SYSTEM. 

The  steel   in   the  elevated   structure  throughout    is   used 
of  the   return    system.      In   addition    to   ibis,   one    rail    m   each   track 
return  circuit. 

The  joints  on  the  rail,  which  is  of  the  85-lb.  T  type,  are  bonded 
nearly   to  the  full  capacity  of  the  rail  itself,  and  at  500  to  600-ft. 
intervals,  the  rail  is  bonded  to  the  longitudinal  girders  of  the  struc 
lure. 

<  me  rail  of  each  track  is  used  as  a  part  of  the  signal  circuit  and 
is.  therefore,  not  available  for  the  return  system. 


\s  ti»  company  controls  and  operates  all  surface  lines  paralleling, 

Ig    under    and    leading    into    the    ■  tenl    it    ha 

found   desirable   to  connect    tl  d    structure    with    the   surface 

frequent    intervals,    thus    giving    a    will 
balanced  rcl 

1  in  and  surface  tinea, 

but  through  separate  > 


RAPID  TRANSIT  IN   YUCATAN. 

<  >  1 1 .  ot  tin  quaintest  and  it  picturesque  little  railways  imagina- 

nii  o!  the  Xcalak  .X    Iguada  Railway  <'".,  which  is  owned 
and  operated  by  the  go  d  for  trans- 

"1  army  supplies  from  the  coast  of  th 

h    lagoon  in  the  interior,  seven  miles  across  the 

peninsula. 

I  In    11.  .in  -t  large  port  of  entry  being  Belize,  in   I 
75   miles   down   the  coast,   supplies   who 


LIGHTEK  ON  THI     VI  CATAN  COAST. 

of  Yucatan  are  sent  by  steamer  to  a  point  on  the  Caribbean  sea 
some  distance  out  from  Xcalak,  where  they  Tire  met  by  Bat  baggage 
boats,  or  "lighters."  manned  and  rowed  by  native  Vucatanaiis.  and  by 
them  lighted  ashore.  One  of  the  illustrations  shows  one  of  these 
lighters  with  its  crew. 

Reaching  the  coast,  the  baggage  is  transferred  to  the  tiny  llatcars 
of  the  little  railway;  and  by  them  all  supplies,  troops  and  officers 
are  carried  through  the  seven  miles  of  tropical  undergrowth  lying 
between  the  coast  and  the  fresh  water  lagoon,  which  runs  up  into  the 
interior  for  a  distance  of  a  hundred  miles.  Transports  plying  to  and 
fro  on  the  fresh  water  I  51  rs  and  supplies  to  their 

ultimate   destination. 

The  equipment  of  the  Xcalak  &  Vgu'ada  Railway  consist,  ,,f  some 
fifteen  or  twenty    car     open  and   closed;  the  motive  power   in  all 


STREET  RAILWAY  TRAVEL  IN  SDCATAN. 

11  the  native  lon(    eared  mule — a  plucky,       i'    1. .-lid  little 

re,    resembling   an   overgrown   donkey   01    burro,    an    important 
feature    in    the    eci  the    country.      These    patient,    cheerful 

animals   plod   back    and    forth    over    their    seven-mile    track,    looking 
l>liini]i  and  well  i.  d  diet  of  chopped  straw,  and  needing  only  an 

occasional  whistle  of  em  nt  from  their  drivers  to  keep  them 

at  a  Steady,  even  jog-trot  through  every  yard  of  the  entire  distance. 


Junk  20,  1902.] 


STREET    RAILWAY    REVIEW. 


339 


THE  ELECTRIC   RAILWAYS  IN  VALTELLINA. 


The  two  most   notable  experiments  in  electric  traction  in   Italy 
were  made  by  the  two  largest   Italian  railroad  companies,  namely  the 
Mediterranean  company  and  the  Adriatic  company.     Both  of  these 
paies  built  their  elect™  a     orhood  of  Milan.    The 

Mediterranean  has  constructed  a  road  on  the  third-rail  system  run- 
ning from  Milan  to  (Jallaratc  and  thenci  to  Irons,  Levano  and 
Porto  Cerejio;  tins  is  operated  by  continuous  current.  The  Adriatic 
c.mpany  built  its  lines  from  Lecco  to  Colico,  Sondrio  and  Chia- 
venna,  a  -   too  km.,  winch  is  operated  on  the  three-phase 

system  at  a  high  potential,  and  the  overhead  ir.  Hey  is  used.  The 
I  belongs  to  the  state  but  is  operated  by  a  department  of  the 
Adriatic  company  which  was  formed  for  the  special  purpose  of 
carrying  on  this  experiment.  The  capital  interested  is  principally 
Italian. 

Water  power  is  used  to  operate  this  road,  and  it  is  obtained 
through  difference  of  level  between  the  Ponte  di  Desco  and  the 
Ponte  di  Ganda  near  Morbegno.  The  head  of  water  between 
bridges  is  ordinarily  about  36  m.  and  the  quantity  of  water  in 
the  Adda  passing  at  this  place  is  about  25  cu.  m.  per  second.  If  we 
assume,  therefore,  an  available  head  of  30  m.  this  volume  of  water 
will  give  10,000  nominal  horse  power,  and  at  an  efficiency  of  75  per 
cent  there  will  be  7.500  effective  horse  power.  The  canal  gate  is 
placed  at  about  250  m.  above  the  Ponte  di  Desco,  and  in  front  of 
the  gate  there  is  a  screen  for  the  purpose  of  diverting  sediment  or 
other  matter  brought  there  by  Hoods  into  the  right  branch  of  the 
Adda.  This  screen  also  prevents  the  passage  of  gravel  into  the 
gate.  The  gate  is  placed  at  1. 1  m.  below  the  summit  of  the  dyke,  is 
slightly  inclined,  and  is  3  m.  in  height.  Immediately  beyond  the 
•11  there  are  eight  gates,  each  of  3.2  111.  in  width  and  I.I  m.  in 
height.     Each  of  these  is  divided  in  penings  of   1.6  m.   by 

means  of  a  central  I-beam  and  two  lateral  channel  bars  111  which 
the  bulkheads  slide;  the  gates  are  supported  '»:•  pillars  i.j  m.  wide 
and  3  m.  in  height.  The  channel  is  4.800  m.  long  and  inns  partly 
in  tunnels  and  partly  in  open  cuts.  There  are  1  .s  sections  that  run 
in  the  tunnels,  having  an  aggregate  length  of  2,900  m.,  of  which 
1,650  m.  are  natural  Hum  del    constructed  of  ma- 

sonry. The  longest  gallery  is  770  in.  in  length  and  commences 
immediately  beyond  the  canal  gate.  There  are  14  sections  of  open 
cuts,  with  a  total  length  of  1,900  m.  The  total  section  of  the  canal 
is  10  sq.  m.  in  area  and  its  grade  is  1  pn  cent.  At  a  di 
about  900  meters  from  the  gate  there  1-  a  -eiilmg  basin  i<x>  m.  long 
and  100  m.  widi  md  settling  basin  is  placed  jusl  beyond  the 

gate  at  the  lower  extremity  of  the  channel;  this  1.  80  m.  in  length 
and  is  divided  into  two  equal  parts,  with  a  gate  placed  between  thi 
The  head  reservoir  is  25  in.  long,  7  m.   wide  and   5  111.   deep.     At   a 
little  distance  from  this  hay  there  1-  a  division  form  chan- 

:n.  in  width  and  3  in.  in  depth.     These  channels  lead 
to  two  iron  pi;.  1    and  (>K  in.   long,   which   stand 

at  an  angl<  ded  into  two,  each 

of  which  arc  1.2  m.  in  dial  that  four  pipi     an    led  into  the 

generating   station.      The   dynamo    room   of    the    generating    system 
...ins   four  turbines,   each   difi  ted   to   a    dynamo.      Three 

of  these  turbini  ■  of  2,000  h.  p.  and  the  fourth  3,000 

h.  p.    Only  the  fir-t  I  been  installed  up  to  thi   present  time. 

and 

are   d  n  the    Frai  1  hi  )    opi  rale  at   a 

p.  m.  and  each  turbine  i    independent.    The  generat- 

upplied  by  Shukerl  X   Co.,   Nuremburg, 

and  ■  1 .  mg 

field  mag' 

board 

1  li<   in. 
mg  ii 

in  01, |.t    t,,  .noid  d.in. 

Ii  d  with  a  volt- 
■  r,  an  amne  Eai  h  til 

the 
and  two  thn  -  pole 

:i     of     lh. 

alien 

three  amn  .It 

meter  and  a  thi  hgliining 

horned  type.      I  be  high  tension  line*  :11c  run  ml  on 


ductors,  and  these  as  well  as  the  secondary  circuits  are  carried  on 
pi  >U's. 

Where  the  road  passes  through  tunnels  the  high  tension  wires  are 
carried  outside  of  the  tunnels  owing  to  the  danger  because  of  their 
very  high  voltage.  The  terminals  of  the  high  pressure  systems 
ire  at  Abbadia,  7  km.  From  Lecco,  and  at  Castione,  5  km.  from 
Chiavenna.  These  lines  measure  about  90  km.  -'Two  of  the  wires 
for  the  low  pressure  system  have  a  section  of  50  mm.  'These  are 
suspended  above  the  rails  which  form  the  third  conductor  of  the 
three  phase  system  and  arc  at  a  height  of  about  6  m.  from  the 
ground.  In  the  tunnels  this  distance  is  reduced  to  4.8  in.  The 
pressure    of    the    low    tension    service    lines    is    3.CXXJ    \olts.        i  nese 

wires  are  supported  upon  wooden  poles  with  brackets  while  in  some 

places  span  construction  is  used.  A  special  safety  device  is  used  to 
prevent  harm  to  passers-bj  in  case  one  of  these  wires  should 
break;  by  means  of  tins  arrangement  the  wire  is  grounded  before 
it    falls   to   the   earth   and   thus   becomes   harmless. 

The  rails  are  bonded  at  each  joinl  by  copper  bonds  made  of 
wire  of  6  km.  in  diameter  and  the  tracks  arc  cross  bonded  at  every 
500  meters.  The  trolley  wires  are  led  at  nine  points  from  the  trans- 
formers of  the  sub-Stations.  'There  are  five  sub-stations  in  all  and 
the  machinery  in  all  of  them  is  similar,  each  containing  a  trans- 
former of  450  kw.  capacity.  Four  of  these  sub  stations  contain  only 
single  units  while  the  one  at  Abhadia  contains  two  units  of  the 
si/e  mentioned.  The  substations  are  all  divided  into  two  rooms, 
•  containing  the  transformer  and  lightening  arrester  and  the  other 
the  switches  for  I  he  primary  and  secondary  circuits  and  a  fan  for 
cooling  the  transformers. 

The  rolling  stock  of  this  line  consists  of  five  cars  for  first  class 
passengers,  five  composite  cars  for  first  and  second  class  passengers 
and  two  baggage  cars.  The  passenger  cars  arc  all  similar  except 
in  regard  to  their  outside  finish,  ["he  trolleys  consist  of  two  bronze 
roller!  each  600  mm.  long  which  arc  supported  on  rods  made  of 
Mannesmann's  tubes.  At  first  only  two  trolleys  were  used  on  the 
cars,  one  for  each  direction,  but  the  company  is  now  equipping  each 
car  with  four  trolleys,  two  of  which  will  be  used  at  once  in  order 
to  avoid  sparking.  'The  trolleys  which  act  together  when  running 
111  one  direction  are  at  a  distance  of  19  111111.  apart.  The  trolleys  are 
raised  and  lowered  I",  means  of  compressed  air,  and  the  cables  car- 
rying the  current  arc  connected  at  the  trolley  wheels.  These  cables 
are  em  ased  in  a  metallic  tube  which  is  kept  in  good  electrical  contact 

with  the  rail      0  thai   in  ca  1    ol  any   imperfect  insulation  of  the 

cables  no  harm  can  he  done  to  anyone  on  hoard  the  car. 

lh.  1  ai  haw  two  -pei.l  on,-  being  with  the  two  car  motor 
armatun     in    erii     and  the  second  with  the  armatures  in  parallel. 

The    armature    shafts    are    hollow     Willi    a    diameter    of    300    mm. 

Through  this  hollow  shafl  another  axle  of  110  nun.  in  diameter 
pa    es   which   serves  as  a   bearing    foi    the   hollow    shall.     All   the 

high    potential    circuits   On    the   car    have    metallic    casings    which    are 

ecurcl)  grounded  to  the  rails  as  a  precaution  against  accident. 
The   1  ti     an    each    provided    with    two    motormens'   cabs,   one   at 

each  .  nd.      I  hese  'abs  are  similarly  equipped  and  contain  a  hand  and 

a  relay  switch,  a  controller,  .1  revei  er,  a  hand  brake,  a  Westing 
housi    brake,  a   iralve  for  raising  and  lowering  the  trolley  by  coin 

and   an   air   whistle. 

In  case  the  air  111  lb.  ri  .1  oil  should  be  insufficient  the  trolley 
could   noi    bi    operated   and   to  avoid   this   difficulty  a   hand   pump 

:  ried  in  thi  1  ab.     1  hi  1  ab  al  ntain    .1  voltmi  ti  1  and  a  mano 

!   foi   indii  ating  thi    ail   1 n    in  thi    re  id  voir,    Jusl  outside 

"'  'I"   1  ab    i     <"  .hi  pump   '.  hi  h  1    operated  by  means  ..1  .1    1 

1    whii  h  1    urn alls  '  ul   in  and  oul  of  the  circuit, 

'hue  to  the  ..f  air  in  ii ,.'n,       I  ins  pressure 

lortnallj    maintain!  d   al    <■   atmo  phi  n        w 1 ..1     are 

u  •  -I   bi!    starting   thi    1 1    in    placed   hi    1 11        1  hi 

ail  of  liquid  employed  1    regulati  d  bj 1  ail   pri     un 

I  he  liquid  isa  1  olution  of  1  arbonati  ol    oda 

I  he  '"  thi    I  o    1     5b  km.  and  ll I     i"    ' 

'"■  p'-i  hour.     1 1"   "i"  '   i". in  ting  thi    cat     1    1  ■  ilj    u 

■  omplished.      \   main   .  in  nil    breakei    1     used  to   bn  al    thi    ; 
potential   currenl    coming    from   thi    trollej    wire     to   the   motoi 
1  in    ad    automatically  and  opens  the  circuit  when  thi    limit  of  00 

ampi  I  Ii  1  i.     im.  .in    . .1   .1   batten 

il»    b    thi  ■     I'll-  1    1  imp    ol   1 10  volt  .  which 
upplied  with  currenl  bj    mean    of  an  8-kw.  tran  former.     1  in 

i'"1"    ■mi'  mi  Foi  the  \\ .  unci i"  'i     pump 


340 


STREET    RAILWAY    REVIEW. 


[V-.i.  XII,  No.  6. 


.111.1  i-  placed  inside  the  car.    It  al  "t  for  ihc  electric 

mdrio  ami  Chiavenna. 
The  i  ible  irm-k^.  which  an-  placed  ai  a  distance  of  it'.- 

in.  apart     1 1»  total  length  i  m.  and  the  height  3.9 

ich  truck  has  four  wheels  1.16  m.  in  diameter  and  the  axles 
I  ich  truck   is  equipped   with   two 
-   trains  and 
local   tram-.      II  iSS  cars  have 

ompartments,  and  ventilation  is 
■   electric  fans.     The  heating  is  procured  l>y  means  of 
iting  capacity  of  24  1 
total    .  and    they    weigh   50   tons   each. 

imposite  class  car-  have  a  tir-t  class  compartment  at  one  end 

>   end.  with  a  compart- 
11  them  foi  hai  e  a  capacity  fi  11  -•(  fii  si 

class    1.  hi  ated    and    lighted 

in  the  sami  he  first  class  cars  and  weigh  5.!  tons  . 

*  ■  » 

ORGANIZATION   OF  THE  INTERNATIONAL 
TRACTION  CO. 


The  accompanying   diagram,    for   which   we   are   indebted   t"    Mr 
T.   E.   Mitten,  general   manager  of  the   International   Traction   Co., 


pushed  the  controller  handle  this  way  and  that,  while  the  two  passen- 
gers rendered  their  aid  and  Sympathy  by  gning  good  advice  and 
jumping  tip  ami  down  on  the  platform  and  finally  getting  off  and 
pushing,  hut  all  in  vain.  Finally  Mr.  Sprague  determined  to  get  out 
of  the  curve  at  any  hazard,  and  with  the  expectation  of  wrecking 
the  whole  machine  he  jammed  the  controller  handle  on  to  full 
speed  at  once.  To  the  ama/cment  of  all  1-.  Burt  and  Greene,  the 
car  gave  a  lurch  forward,  cleared  the  curve  and  sped  up  the  line 
beyond.  With  the  halt  there  had  collected  quite  a  crowd  of  spec- 
tators, whose  numbers  had  steadily  augmented  until  about  3,000  peo- 
ple surrounded  the  stalled  car.  When  the  fresh  start  was  made 
some  of  the  derisive  ones  who  had  gathered  on  the  track  in  front 
of  the  car  were  almost  bowled  over  but  happily  escaped,  and  the 
whole  procession  commenced  a  mad  race  after  the  Hying  car. 

Some  <|;;tancc  beyond  this  there  was  a  sleep  hill,  at  the  foot  of 
which  Mr.  Sprague  brought  the  car  to  a  standstill.  Mr.  Sprague 
-ted  the  car  could  never  mount  the  hill,  hut  Manager  Burt, 
whose  enthusiasm  had  been  fired  by  the  recent  burst  of  speed,  de- 
clared they  could  certainly  make  it  and  gave  the  signal  to  "let  her 
go."  This  and  several  other  hills  were  mastered  until  the  car  finally 
reached  the  steepest  grade  in  the  city.  Here  Mr.  Sprague  knew 
loo  well  the  end  of  the  ride  was  reached.  Everything  underneath 
the  car  was  in  bad  shape,  and  as  a  last  chance  he  stopped  the  car 
in  the  hopes  that  the  motors  might  cool  down.    To  his  intense  relief 


tlOC.HOLDHt 


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of  Buffalo,  shows  the  scheme  of  organization  recently  put  in  effect 
there.  The  diagram  is  self-explanatory  when  it  is  noted  that  the 
solid  lines  indicates  the  direct  line  of  report  and  the  dotted  lines 
indirect  lines  of  report  which  may  be  necessary  when  emergencies 
arise.  Where  a  department  head  has  an  assistant  the  latter  office 
is  indicated  by  a  portion  of  a  circle  attached  to  the  circle  represent- 
ing the  principal  officer. 

•  *  » 

INCIDENTS  AT  THE  OPENING  OF  THE  FIRST 
TROLLEY   ROAD. 


In  a  serial  article  on  the  captains  of  industry  who  attended  a  din- 
ner given  in  honor  of  Prince  Henry,  the  Saturday  Evening  Post 
gives  an  interesting  description  of  Mr.  Frank  J.  Sprague  when 
starting  his  first  trolley  road  in  Richmond,  Va.  While  the  story 
of  the  Richmond  road  has  been  very  frequently  told,  some  of  the 
minor  incidents  of  it  arc  not  so  well  known.  The  first  trolley  car 
on  this  road  was  run  about  nine  o'clock  at  night,  with  Mr.  Sprague 
as  the  motorman.  With  him  were  the  late  S.  Dana  Greene  and  Mr. 
Hurt,  manager  of  the  railway  company.  The  car  moved  out  of  the 
shops  at  a  wobbly  pace  but  started  off  in  a  satisfactory  way  until  it 
reached  the  middle  of  a  sharp  curve,  where  it  stuck.     The  inventor 


the  crowd  overtook  the  car  again  and  were  received  with  much 
enthusiasm  by  Mr.  Sprague,  as  he  knew  they  would  want  to  inspect 
this  new  marvel  of  engineering  and  this  would  give  the  car  motors 
an  opportunity  to  cool  off.  After  waiting  as  long  as  possible  and 
welcoming  all  comers  the  time  came  when  the  start  had  to  be  made, 
and  instantly  he  then  found  that  his  worst  fears  were  realized  and 
the  armature  had  burned  out.  To  confess  failure  here  might  have 
imperiled  the  success  of  the  entire  undertaking,  so  in  a  loud  aside 
Mr.  Sprague  told  Mr.  Greene  he  had  better  go  back  and  get  the 
"instruments,"  as  there  was  probably  some  slight  trouble  with  the 
circuit.  Then  the  inventor  turned  out  the  lights  and  stretched  him- 
self on  the  car  scats,  hoping  the  crowd  would  melt  away.  It  was 
an  hour  later  when  Greene  returned,  bringing  the  "instruments"  with 
him,  the  latter  being  four  of  the  most  powerful  mules  in  the  city  of 
Richmond.  The  "instruments"  dragged  the  car  back  to  the  shed.  It 
had  bei  -iratcd,  however,  that  a  self-propelled  car  could 
round  the  shortest  curves  and  climb  the  steepest  hills,  and  the  com- 
1 1  of  the  road  was  only  a  matter  of  detail. 
•—• 

It  is  generally  anticipated  that  the  report  of  the  Metropolitan 
West  Side  Elevated  Railway  Co.,  Chicago,  when  published,  will 
show  an  average  of  about  105,000  passengers  carried  per  day. 


June  20,  1902.] 


STREET    RAILWAY    REVIEW. 


341 


CARRYING  EXPRESS  AND  FREIGHT  MATTER 
BY  ELECTRIC  CARS  AT  PROVIDENCE. 


About  a  year  ago  the  several  street  railway  properties  controlled 
by  the  United  Traction  &  Electric  Co.  of  Providence,  R.  I.,  insti- 
tuted an  express  and  freight  carrying  service  which  at  first  re- 
quired two  special  express  cars.  This  business  has  now  grown  to 
an  extent  where  four  4t-ft.  double  truck  cars  and  two  single  truck 
cars  and  one  trailer  are  devoted  exclusively  to  handling  packages, 
merchandise,  groceries  and  other  goods  presented  for  transporta- 
tion. 

Perhaps  the  most  interesting  feature  in  connection  with  the  ex- 
press service  as  given  on  these  roads  is  that  distributing  stations 
are  not  maintained  and  the  whole  business  is  carried  on  from  one 
central  station  in  the  city.  All  records  of  every  kind  incident  to 
the  details  of  the  business  are  made  and  kept  at  this  one  depot, 
making  it  practically  a  distributing  as  well  as  a  receiving 
The  company  maintains  no  collection  or  delivery  wagons  and  all 
goods   for  transit  on   these  cars  must   be   delivered  at   its   central 


EXPRESS  CAR  IN  PROVIDENCE. 

Exception  to  this  rule  is  made  in  a  few  instances  where  cars 
pass  warehou  nd  any  goods  these  establishments 

may  have  ar  d   at   the  car   door   by   their   employes.     This 

is  permitted  only  in  places  where  there  will  be  no  chance  of  inter- 
fering with  the  regular  passenger  cars. 

Steam  railroad  freight  methods  have  been  adopted  so  far  as 
n  the  official  classification  of  the  Inter- 
state Comni  n  with  certain  minimum  charges  for 
small  packages  and  pare  employe  receiving  the  goods  gives 
it  similar  in  form  to  the  receipt  used  by  the 
steam  railroad,  of  Hew  York  and  01  i  1  States.  On  tin 
back  arc  printed  the   usual  conditions  under   which  the  good 

d,  and  thi  ibility  oi  tin-  company.     I  he 

way-bill  is  also  similar  m  road  practice.    It  1 

out  in  tripli  remaining  i  11  tin-  book  for  office  record, 

one  being  sent  t-  r,  and  the  thiol 

ery  morning  to  collect  the  charges  on  good 

mpany   had   regular  dis- 
tributing agents  at  outlying  points  one  copy  of  this   way-bill  would 

■1  ibuting  d< 
maintained  and  i'  pany  I"  give  the  q 

nt.     To 

-  numerating  all  the 

I    •    -:.'   ■!  iti   and  • 
l<-  and  t  ind  address.      It 

I  deliveries  ar< 
in  van  ;■<'  d    for  di  livery 

away  from  the  line  of  the  road,  although  goods  may  be  shipped   in 

■ .  .  1    r.nl 
way  lincv     In  tl  •■  gned  to 

obtains  the  consignee's  iigna- 


ture  on  his  shipping  sheet  as  receipt.  It  is  found  1l1.1t  this  can  he 
done   without   delaying   the    regular    cars.      The    mi  on    the 

express   car   does   not   very   often   accept    paj 

charges  although  he  is  authorized  to  do  gnee  prefers 

to  settle  that  way.  Most  of  the  collections,  however,  unless  charges 
are  prepaid,  are  made  by  a  special  collector  who  starts  out  each 
morning  with  the  way-bills  of  all  goods  shipped  the  previous  day. 
This  practice  of  course  introduci  -  greater  chances  of  loss  through 
inability  to  collect  bad  accounts  inasmuch  as  tin  consignee  already 
has  the  goods,  but  thus  far  no  serious  difficulty  from  this  source 
has  arisen.    In  fact  then  1  11  bul  one  or  two  instances  in  the 

year  wdierc  there  was  trouble  in  collecting  the  amount. 

The  system  covered  comprises  about  275  miles  of  track  and  all 
cars  make  two  round  trips  a  day.  The  same  territory  is  covered 
to  a  very  large  extent  by  the  New  York,  New  Haven  8  Hartford 
R.  R..  hut  the  electric  road  is  in  a  position  to  give  better  service, 
and"  in  fact  can  give  an  express  service  at  freight  rates.  Tin  ad 
vantages  arc  particularly  evident  on  certain  .  I.  .  f  goods,  such 
as  for  instance  meat  and  green  goods.  The  butcher  in  Providence 
having  a  shipment  of  meat  for  a  suburban  town  takes  it  from  his 
use  early  in  the  morning  and  delivers  it  bj  truck  at  tin-  cen 
tral  electric  express  depot.  The  meat  is  immediately  placed  in  the 
electric  railway  express  car.  which  by  the  way  is  very  much  better 
ventilated  than  are  the  ordinary  steam  railroad  freight  ens  and  the 
meat  is  delivered  at  a  point  20  miles  away  within  two  hours.  If 
the  butcher  had  relied  upon  the  steam  road  his  meat  would  have 
Stood  in  the  freight  car  for  a  length  of  time  varying  from  half  a 
day  to  a  day  and  a  half  waiting  for  a  full  carload  to  the  particular 
point  "f  distribution.    Usually  these  Freight  cars  stand  in  the  yards 

where  they  are  exposed  to  the  sun    111, 1  weather,   SO  that    the  C Ii 

lam-  are  all  unfavorable  to  the  preservation  of  perishable  goods. 
The  street  railway  company  has  a  particularly  large  business  in  the 
carrying  of  vegetables,  berries,  etc.,  from  the  Providence  markets 
to  merchants  and  consumers  in  the  suburbs. 

I  hus  far  most  of  the  stuff  handled  is  outgoing  freight,  very  little 
effort  having  been  made  for  business  coming  into  Providence      \ 
soon    as    outlying    collecting    and    distributing    stations    have    been 
established   the   volutin-    "i    incoming    freight    will    undoubtedly    in- 
crease. ? 


ELECTRICITY  IN    CANADA. 


The  use  of  electricity  in  Canada  is  stated  in  a  recent  consular 
report  to  he  largely  on  the  increase  and  most  of  the  electrical  sup- 
plies come  from  the  United  States.  Mi  e  applies  are  admitted  to 
be  of  better  quality  than  can  bi  obtained  from  any  other  country 
and  they  can  be  ordered  and   received  within  a   Few  days.     In  the 

annual  summary  of  the  use  of  electricity  in  Canad; piled  by  Mr, 

George  Johnson,  the  Dominion  statistician,  the  number  of  lighting 
companies  represented  has  increa  ed  from  -'57  in  1808  to  306  in 
toot.  The  arc  lights  in  u  1  tm  rea  1  1  From  [0,389  to  [2,800,  and  the 
incandescent  lamps  1 163,61510815,676     ["hi   increase  in  the  use 

of  electricity  for  lighting  pur] 50  pel    cent, 

1  he  legi  lature  ha    been  asked  to  pa     a  lat  ber  ol  railwaj 

bills  this' year,  and  should  the  chartei  de  ired  bi  granted  d  would 
add  [,046  miles  to  thi    1  tilway  mileagi    of  thi    pro 

[we!  panii     havi    made  application     foi    ro 

tending  between  Cornwall  and  Wind  or,  and  the  projected  lint   .  ii 

built,  will  covet  thi    di  tam  e  with  tl 1 1  a    hot  1  stretch 

between1  md  Tecumseh      vnothei    \  tem  is  projected  which 

will  reach  from  London  to  Owen  Sound,  skirl thi     hon  ol  Lake 

I  luron.     Mi  ii-.  ol  thi   1    i ted  lim     tap  1 not  at  pn   enl 

served  by  railways,  ami  ii   1      tated  that   Ann  in. 111  capital   is  behind 

the  tin  im   1  tamilton  to    1 nto,  Guelph 

and   Waterloo,     tit  i  Q     bi      i  i ber  of  electrii 

railway  ■  omp  d  by  the  proi al  legi  latut e, 

•md   u  pected  thai      ■  mill     ol   electrii    railn  ad    -  ill   1 

It  d  in  tin  1  pro\  in  j  sum 


'I  he  '  tilway  &  Electric  Co.  I  call 

into  ctfei  1  on  the  Atlan 

ol  1  mploye       M  d  condt  1  tl mp  iny'    1  mploy 

will  appeal  In  new  uniform    on   Maj    18th,  and  it   it    tated  that  a 

daily  in  'i tuted  and 

.  Ii  anlim    1  and  ordei  in  1  ti  d  upon. 


.u. 


STREE  I     RAILWAY    REVIEW 


[Voi    mi.  No.  6. 


NEW   TRANSFER  SYSTEM   FOR    HAMILTON 
LINDENWALD   ELECTRIC  TRANSIT  CO. 


UNLUCKY   THIRTEEN. 


By  ( '.   I-     \V  \ku  ii  h,  I  >t\isi,.\    SuPEHINTl 


tunc  past  the  Hamilton  A  Lindenwald  ransil 

I    Hamilton,  O.,  baa  bad  in  use  with  great 
transfer   system,   which  has   :  Uantagcous  under   the 

conditions   existing   on   i lu^   road   that   a   di  of   the   same 

may   prove  of  benefit    to   the   managers   of  other   lines   similarly 
situated. 

company    has    [0   miles    of    track,    with    one    route   running 
east  and  west,  another  north  and  other  at  the 

center  of  the  city,  and  three  short  branches  all  so  arranged,  with  the 
exception  of  one  or  two  points,  that  il   is  not  possible  for  p 

belt  the  lines,  making  round  trip  for  one  fare,  or  riding  con- 
tinuously as  long  as  they  desire  for  one  fare.     Instead  of  having 
transfers  of  one  color  on  all  lines  as  was  formerly  the  case,  a  differ 
em   ami   distinct   color   is   used  on  each   line  and   when  a   transfer  is 
issued  by  the  conductor,  it  is  good  on  any  n  pting  the  one 

from    which    it    was    issued,    the    color   alone    accurately    designating 
which    line    issued    the    transfer,    and    consequently    which    lines   are 


An  item  in  a  St    foseph   (Mo  i  papei  state-  that  the  negi 

that   place  are  s,,  superstitious  that   the  street   railway  company  there 

recently  found   n    mir-aty   t ■  ■  taki  No.    it   from   one  "l    its 

I  In  car  with  this  number  was  put  inl  on  the  route 

which     traverses     the     most    populous     negro    quarter     of    the    city. 

Ordinarily  the  cars  m  tins  quarter  run  heavily  loaded,  l.ut  invar- 
iably -No.  M  ran  through  the  section  with  I  passenger. 
The  protests  against  this  car  became  so  general  that  tin  company 
feared  to  disregard  them  any  longer  and  ear  No  13  was  trans- 
ferred  to  another   part    of  the   town. 


NEW   IDEA  IN   SCHEDULE   MAKING   FOR 
SMALL   ROADS. 


■  _ 

•  i 


:  o 

1  u. 


t      2      3      4      5      6      T      8      9     10      11      12      13      14     15 

Jan   Feb  Mar  Apr  May  Jun  Jul  Aug   Sep  Oct  Nov  l)co 

18  17   18  19   20   21  22  23  24  25  20  27  28  29»  30   31 

Good  only  lo  a  continuous  direction  on  next  connecting 
car  from  point  of  trnusfer  after  time  punched. 

Any  person  who  shall  transfer  or  fraudulently  use,  or  at- 
tempt so  to  use  any  such  transfer  check,  is  liable  to  a  fine  of 
|5.noand  cost*  Passenger  will  Bee  that  time  and  date  are 
correctly  punched;  otherwise  It  Is  void. 

HAMILTON  CITY  SYSTEM. 


JVS       .271 


o 

z 

o 

Q 


— 6- 

*>     la 


pin 


3 


-I 


11 


to 


0  I       1".  pin 


16      I      30 

—  10 

15      I  11 


11 


IB 


12 


pm  -*.' 


n 


10 H 


30 


m 


in 


entitled   to    receive   it.      As   one  color   is  good   on   any    route   except 
11-  own.   the   receiving   c luctoi    will   readily    see   when   a   wrong 

transfer    1-    offered    by    certain    pa  rho    make    a    practice    of 

evading  payment  of  a  proper  fan  In  attempting  to  work  an  im- 
proper transfer  on  the  conductor.  At  a  point  where  a  passenger 
is  apt  to  make  a  round  trip  foi  0111  tare  the  issuing  conductor 
simply  punches  the  direction  in  which  liis  car  is  going  as  the  case 
may  he.  and  the  receiving  conductor  when  taking  up  a  transfer  of  tin- 
kind  will  understand  at  once  where  his  1  tailed  from.  In 
1  derailed  car-  or  any  other  accident,  pasengers  can  lie  trans- 
ferred from  car  to  car  by  punching  out  the  word  "Emerg 
making   the  ticket   good   on   11.  own   routi 

With    tin-    transfer    ticket    the   ls-uing    conductor    is    required    lo 
punch  out   the  month,  day  oi   month  and  time  of  day.  making  only- 
three  punchings  tor  the  issuing  conductor  and  three  vcritu  .,1  > 
the    receiving    conductor,    thus    reducing    the    chances    for    erne    and 

collusion  between  the  passengi  1     idui  tor  to  a  minimum. 

\    special    feature   of   tin-    transfer    ticket    is   the    tune   table    which 
explains   itself,   having   half  inch    blocks    tor   the    hour    separated    by 
icks  are  divided   into  quarter-inch  blocks   for 
the  minutes,  thus  requiring  but  one  punch  mark  for  the  time  of  day 
ami  allowing  an  abundance  of   spai  the   punch   mark, 

the  ci  cu  ii    foi    puni  hing   the  w  rong  timi 

when   hauling  I..:  the  conductoi    can   date   several 

transfers   in  advance  and    with   the   punch   used   can   punch   the  time 

on  !' twelve  t"  fifteen  ticket-  1  transfer  a  large  load 

of  passengers  with  greal  alacrity. 

■d   feature   with   the  color   system   is  that   it    eliminates 
the  work  of   the  accounting   department    in   counting   and    dii 
transfers  and  checking  conductors'  reports. 

1  lies,-  tickets  are  put    up  m  pads  of  100  each  consecutively  num- 
bered.   ^^ 

The   Elgin,    Am  ihern   Traction   Co.   has   increased   the 

to  18  cents 
per  hour. 


What  is  believed  to  he  a  novel  arrangement  of  schedules  has 
been  put  into  effect  by  Mr.  F.  J.  Huffy,  assistant  superintendent  of 
the  Richmond  (Va.)  fraction  Co.  ["he  usual  practice  in  assigning 
runs  is  to  so  arrange  the  trips  that  each  man  will   work  a  certain 

I hours  and   then  have  a  certain  time  of  relief  in   which 

10  ,at  his  meal,  after  which  he  returns  to  work  and  fin- 
ishes his  day's  run.  The  time  for  relief  necessarily  va- 
ries with  local  requirements  hut  most  companies  now 
endeavor  to  give  the  men  10  hours'  work  to  he  per- 
formed within  u  consilium  hours.  Mr.  Duffy  pays 
In-  nun  for  practically  0j4  hours'  work  a  day  and  this 
work  is  all  performed  within  0|  1  hours.  In  other  words, 
the  work  is  continuous  and  when  a  man  has  been  on 
duty  ii' ..  hours  he  is  through  for  the  day.  The  time  for 
meals  is  partly  gained  by  quickening  the  schedule  run- 
inn-  time  for  all  cars  at  the  meal  hours,  allowing  longer 
layovers  at  the  terminal  for  meals.  \  5-minute  headway- 
is  maintained  on  the  main  lines  all  day  and  to  fill  the 
gap  between  cars  resulting  from  the  increased  layover 
lime  extra  cars  are  put  out  on  the  meal  trips.  -,,  thai  the 
schedule  is  not  disarranged. 

In  this  way  the  men  are  given  varying  from  Q  to  is 
minutes  in  which  to  eat  the  meals  thai  come  during  their 
days'  work.  The  early-run  men  eat  breakfast  and  lunch, 
and  the  others  eat  lunch  and  supper  while  on  duty,  although  if  a  man 
prefers  to  eat  just  In  Ion  In  goes  mi  duty  he  will  have  lo  eat  hut  one 
meal  a  day  at  the  layover  periods.  The  meals  are  not  eaten  on  the 
cars  but  a  special  room  is  fitted  up  for  this  purpose  at  each  terminal 
where  the  meal  layovers  occur. 

The  scheme  seems  to  work  to  the  satisfaction  of  all  concerned. 
The  men  like  it  because  it  gives  them  more  time  to  themselves, 
lor  instance,  a  man  who  goes  on  duty  at  5:45  in  the  morning  is 
through  with  his  day's  work  at  about  -•  45  in  the  afternoon.  It  is 
1  impossible  to  arrange  the  runs  to  give  every  man  exactly 
!>'..  hours,  hut  that  is  about  the  result  secured.  The  assignments 
are  shifted  every  week  s,,  thai  the  men  in  the  early  runs  one  week 
take  the  late  runs  on  the  alternate  weeks  and  vice  versa.  The  con 
ductors  and  motormen  make  arrangements  with  their  families  ,,r 
hoarding  house  keepers  10  send  their  meals  to  the  terminal  at  the 
prop,!  11111,  .,r  else  have  the  pail  or  baskel  at  some  convenient 
point  on  the  line  where  the  men  can  get  them  on  the  meal  trip. 
I  lie   extra   cars  that    fill   out   the   meal    trip  are   run  by   volunteers 

from  the  men  n duly,  requests  and  assignments  for  the  meal 

trips  being  posted  one  day  in  advance. 


The  proposed  electric  hue  between  I  phrata,  Pa.,  and    Vdamstown, 

for  which  contracts  have  Keen  awarded,  will  afford  connections  with 
lines  running  to  Reading  and  thus  give  a  direct   route  between  I.an 

caster  and  Reading. 


Tin-  new  ear  house  of  the  Hartford  (Conn.)  Street  Railway  Co. 
will  he  of  brick  and  steel,  with  a  frontage  of  245  ft.  and  a  depth  of 
140  ft.      Tin  ion  111  front  will  he  two  stories  in  height,  and 

the  wings  on  either  side  will  he  four  stone-  high.  The  site  of  the 
new  building  is  now  occupied  by  the  old  barns  of  the  Hartford  & 
Wethersfield  Horse  Railroad  Co.,  which  will  he  razed  to  make  place 
for  the  more  spacious  and  commodious  structure. 


June  20,  ii 


STREET    RAILWAY    REVIEW. 


343 


RECENT  STREET  RAILWAY  DECISIONS. 


EDITED  BY  J.  L.  ROSENBERGER,  ATTORNEY  AT  LAW,  CHICAGO. 


TURNING     BACK    OF     PEDESTRIAN     ATTEMPTING    TO 
CROSS   IN    FRONT   OF  CAR   NO!     TO   BE    ANTICI- 
PATED —  CARE   REQUIRED   IN  CROSSING 
STREE1    IN"   MIDDLE  OF  BLOCK. 


\.  Metropolitan  Street  Railway  c'o.  I  X.  V.  Sup.),  r-t  N.  V. 
B5.  Dec.,  kwi. 
A  motonnan  seeing  a  woman  attempting  to  cross  ahead  of  him. 
in  the  middle  of  the  block,  tin-  appellate  term  of  the  supreme 
court  of  N\-w  York  holds,  was  not  called  upon  to  anticipate  that 
she  would  turn  around  ami  retrace  her  steps.  Pedestrians  attempt- 
ing to  a"-  a  street  upon  which  a  line  of  cars  run.  especially  in 
the  middle  of  a  block,  are  hound  to  exercise  a  reasonable  degree  of 
care  not  to  place  themselvi 


RIGHT     OF     PEDESTRIAN     TO     STAND     <>N     CKOSSINC, 
WHEN   S  KADE  OF  VEHICLES- 

FAILURE   TO    SOUND   GONG. 


Hernandez   v.   Metropolitan   Street    Railway   Co.    (N.   Y.   Sup.  1.   74 
X.  V.  Supp.  898.  Oct..  1901. 
A  pedestrian  attempting  to  cross  a   street   where  it  would  seem 
there  were  two  different   track-   was  compelled   by   a   blockade   of 

wagon-  and  carriage-  to  stand  between  the  two  tracks,  as  he  testi- 
From  the  inside  one,   when  he  was  -truck  by  a 
car.  which,  but   for  a  curse,  he  would  probably  have  seen  and  saved 
himself  from  injury  by.      I  I  term  of  the   supreme  court 

of  New  York  hold-  that  he  wa-  not  guilty  of  contributory  negli- 
gence, a-  a  matter  of  law.  a-  lie  had  1  legal  right  to  go  upon  the 
track  at  the  crossing,  and  -land  at  the  place  where  he  was  in- 
jured. And  failure  to  sound  a  gong  or  to  give  some  notice  of  tin: 
approach  of  the  car.  under  the  circumstances!  even  though  the  car 
wa-   moving   at   ordinary    -pee. I.    11    hold-.  been    negli- 

gence, and  the  question  whether  nonce  of  thi  of  the  car 

wa-  given  wa-  properly  submitted  to  the  jury. 


kit, II  iRS    Id    REGULATE   MOVEMENTS 

OF   I  III. Ik  1    VRS     DUTY    in   PERSONS  A  I  I  I  Ml'! 

INt,    in  BOARD  SLOWLY  MOVING  CARS. 


. .   I ludson   1  I '.  S.  C  1'.  A.i.  1 13 
Fed.  Rep.  440.  Jan.   14,   ig 
Ink--  a  car  ha-  reached  one  of  its  regular  stopping  places,  or  its 
-peed  I  -wed  10  permil  an  intending  passcngt 

it.  or   tome   invitation,  express  or   implied,   to   hoard   it,   ha 
given  by  those  in  charge,  r  tor,  the   United   states 

court  of  api -  nd  circuit,  hold-.   1-   under   no  obligati 

ate  thai  any  person  will  attempt  to  hoard;  am 
of   inch  an  attempt,  hi  udd  nlj    to  pul    on 

•    \  iolatC   any  duty   toward  pa 

Condui  rcgul  ite  the  mi 

of  theii  -     they  do  not   violati 

•  ding  slowly,  the 
conductor  1-   mad'  il   an   intending   p  tempting 

to  board  it,  although  il  may  nol  be  nil  duty  10    top  thi  1 
prudence  certainlj  rl   il   suddenly  forward.     No 

I    w  hit  li  he  km 

"II     of     .11  If  .1  I     - 


STANDING  ON    PI   \Mnk\l   OH    RIDING  ON      

■   \k. 


Il   Hill  A  Norn-town   Rail 
1  Pa.  I,  si  All 

when 

.  ani.i  I 

ir,      Ulnn 

■ 


inside  the  car.  he  1-  entitled  to  the  same  degree  of  diligence  as  other 
passengers  to  protect  him  from  known  and  avoidable  dangers.  But 
a  passenger  who  rule-  on  a  side  step,  when  it  i-  reasonably  practic- 
able for  him  to  -it  or  stand  inside  the  car,  takes  upon  himself  the 
risk  of  In-  position,  from  anj  causi 

In  thi-  case,  a  passenger,  while  riding  on  the  side  steps  of  an 
open  iir.  was  killed  by  contact  with  a  pole  which  supported  the 
electric  wire.  It  was  overwhelmingly  established  by  the  testimony 
that  hi-  conduct  wa-  disorderly  and  reckless,  that  he  disregarded 
repealed  warning-  of  In-  danger,  and  that  when  injured  he  was 
holding  the  upright  hand  rail,  with  Ins  arms  extended,  ami  his 
body  and  head  thrown  back  from  the  car.  These  facts,  the  court 
hold-,  should  have  prevented  a  recovery  of  damages  with  the  jury. 

Moreover,  every  witness  for  the  party  suing  admitted  thai  there 
was  -landing  room  in  the  car.  and  the  court  hold-  dial  this  one  fact 
was  conclusive  against  her  right  to  recover,  and  should  have  been 
so  declared  by  the  conn.  There  was  then,  it  says,  no  legal  ground 
for  recm  1  1  j 


CHANGING    SYSTEM    OF    SANDING     rRACKS— CONDUC- 
TOR AND  MAN  SANDING   rRACKS  FELLOW 
SERVAN1  S. 


Smith  v.  Philadelphia  Traction  Co.  (Pa.),  51  Ail.  Rep.  345.  Feb. 
24,  10:  2. 
A  conductor  standing  on  the  rear  platform  of  his  car  was  injured 
by  the  collision  therewith  of  an  electric  car  on  aii  intersecting  street 
of  descending  grade.  The  negligence  charged  to  the  company  was 
its  failure  to  have  on  the  latter  car  the  proper  appliance  for  sanding 
the  track.     It  appeared  that  about  two  weeks  before  die  accident  the 

system   of   sand    boxes  on    the   cars   had    been   abolished   by    the   coin 

pany,  because  the  wheel-  of  die  car-  had  been  flattened  by  that 
method  of  sanding  die  tracks,  and  another  was  substituted  for  it. 
Bj  iln  substituted  system  -ami  wa-  placed  on  die  streets,  \  man 
pul  it  on  die  track-  wherever  needed,  and  one  had  charge  of  sanding 
them  where  die  collision  occurred.  The  .supreme  court  of  I'cnn 
sylvania  holds  1  li-u  die  substitution  of  this  new  system  of  sanding 
the  rails  was  in  itseli  no  evidence  ..1  negligence  by  die  company. 
li  says  1I1.11  11  ciil, 1  be  fairlj  presumed  thai  die  traction  company, 
pting  what  il  conceived  to  be  a  better  system  of  sanding  its 
nack-,  relinquished  none  ..1  thi  care  il  wa-  bound  1..  observe  in 
die  operation  "i  its  hue-.  It  continued  to  guard  against  danger 
resulting    ft slipper]    tracks    bj    continuing   1..   sand   them,   and. 

without    proof   dial    the  change   in   die  mode  of  doing    wa-   improper. 
thi     nil,,    ought    nol    lo   have   beiii   allowed    I.,   gueSS    dial    il    wa-.       The 

burden  was  upon  die  pany  -mug  p.  prove  die  negligence  complained 
of,     Failure  to  use  propei   means  for  sanding  the  tracks.     No  proof 

of  such  negl ippeared     Other  means  ma]  have  been  used  thai 

made  tin     lippi  rj    1,.,.  I       afe,  bul   the  mere  adopti 1   new   ones, 

111  ib,   mi,  ,  .,1,  .  1,. ,   of  pi .01  even  an  ..Her  1..  prove,  thai  thi  -  wei 

nol  .  il..  1.  in    ..1  thai  their  use  was  accompanied  with  danger,  was  no 

■    id careli     111       bj    thi    employer  towards  11-  employe,     It 

""gin  be  lb., 1  Mi,    1, nl    wen   nol  properly  sanded  bj   il an  who  c 

tO      .Hid    lb.  ill.    bill     thai     would    In      iv  nl ,1,     ,,|     I,, 

negligence,    a  fellow     ervanl  oi  thi    injured  man.    and  not  thai  die 

Il     v,  .1       I. mil  v     .,[     1111    a  Fl 


IN     MHillW  a\    I  1  ik    1  \v  vi  11  in    \s 

REA1     ESI  \  I  I.-  FR  VNCHISE    I  \\  \l:i  1 


1  Newark  v   Stati   Board  ol   1  axa 1  (N    I  1, 

.-1  Ad    Rep.  6;      I  ...    1;    ,.  ■ 
Dial  1    1    'i'i'    1.1  Hi'    propeitj   ol  .1     treel   rail 

ibi        .1 t     "i   r<  1 hi'  me   ,i'.  1. n! 

1-  ■  ■  1 ii 1  1,1  in.,,.  ,im,i 

1 1  'i"  '  1  the  1  upn  1 

1'  "'.,11  [ration       I  hat    faltn     ho 

■  m 1 i'  i'   1  in  ii 1  ol 

'he  high  „,  1  ,hjp  0f 

in  and  "p.  i.ii'    ii     i". nl  ovet  thosi    I  ighi 

person  ion  ii     Thi     fran 

'"  li    Bul  mi. 1. 1  p..   -  .,1  1.  ,.i  1  ,i  ion 


344 


STkl.kl     KA1LWAY    REVIEW. 


[Vol.  XII,  No.  6. 


ugh  its 
ral  municipalities 
.h  which  ihc  company's  road  pa 


:.  i  i  ii  m  i< i  i ; i  RAILWAY 

dl"..\\  I  IN    \NI>  OPERA- 

Rl  IAD. 


Co.  (Tex.),  66  S.  W. 

■   railway  company  with  a  land  company  by 

which  a   valuable  consideration,   bound   itself  to 

icl  and  operate  a  lim  out  i<>  and  through 

by   the   latter,   ihc   supreme  court   of 

h ithiu  the    <  I  tute  pro\ iding  thai 

written  instrument   not   negotiable 

thei  by  assignment  all 

the  intet  ive  in  the  same,"  there  being  nothing  in  this 

ite  that   it   was   limited  to  the  panics  making  it 

cither   by   its   terms   oi  I    the    contract,   the 

character  of  the  thing  to  be  done,   nor  any  other  fact  that  would 

go  to  show    that  the  parties  intended  it  should  not   be  assigned 

of  this  contract   could  not 

well    pert',  i:  i    owner  of  the  lands    referred  to 

as  to  the  original   land  company.     And  it  is  of  the  opinion  that  the 

assignment  would  be  effective  under  the  general  rule,  independent 

of  the  Statute.     Wherefore  the  court  holds  that  the  pun  ha I   this 

contract,  together  with  the  lands,  invested  the  purchaser  with  all 

the   rights  which  the  original  obligee   (land  company)   would  have 

had   under  the  same  circumstances.     Nor  does  it  consider  that  this 

ndered  otherwise  by  the  fact  that  the  purchase  was  made  by 

ign  corporation,  before  it   hai  1  a  permit  to  do  busi- 

iii   Texas. 


i     FERK    ASSUMED   BY   PASSENGER   PREPARING 
DURING  STi  OF  CAR   rO  ALIGHT— USE 

OF  APPROVED   PATTERN   OR   STEP. 


Phillips  v.  St.  Charles  Street  Railroad  Co.    (La.),  31   So.  Rep    135. 
[OOI.     Rehearing  denied  January  20.   1902. 
Where   til.  of  a   street   car,  in   answer   to   a   signal,    is 

slowing  down   his  car   in  order   to   stop   it   with   the   rear   platform 
over   the   proper   crossing,   and  a   passenger  has  taken  his   position 
r    step   of  the   platform,    preparatory  to   getting  off,  the 
supreme  court  01  holds  that  the  fact  that  the  passenger 

ind  falls  to  the  ground,  it  being  claimed  that  such 
a    fall    result  the   sudden   jerking  of   the  car   and  from    the 

iger  catching  his  shoe  in  a  defective  step,  will  not  justify  the 
conclusii  uch  fall  should  be  attributed  to  the  negligence  of 

when    it    app.ars    that    the   irregularity  of   motion    com- 
plained of  was  not  :       1  the  stopping  of  street 
cars,  and  that  the  step  was  of  an  ap  >attern,  and  without  dis- 
It  may  be,  the  court  further  says,  with  reference 
to  this  case,  that  the  motoneer  had  slightly   miscalculated,  and  that 
ry  just  then  to  accelerate  the  motion  of  the  car  in 
order    that    the    rear    platform    might    be    exactly    over    the   crossing 
when  the  car  sho                    ind  that  the  passenger  resting,  possibly, 
was  taken  by  surprise  by  the  forward  movement,  and 
lost  his   balance       But   slight   irregularities   of   movement   arc   com- 
mon incidents  in  the  starting  and  slopping  of  street  cars,  and  those 
who  prepare  to  alight  and  who  do  alight  whilst  the  cars  are  in  mo- 
-ume  the  risks  resulting  from  such  irregularities. 


RISK   ASSUMED  BY  PASSENGER  IX   ATTEMPTING  TO 
BOARD  CAR  AT  TERMINUS  BEFORE  IT  IS  READY. 


Clark  v.  Metropolitan  Street  Railway  Co.   (N.  Y.  Sup),  74  N.  V. 

Supp.  267.    Jan.  17,  1902 

At  the  end  of  a  line  to  which  a  passenger  held  a  transfer  ticket 

empted,   upon   i's  arrival,  to  board  an  open  car  on  the  side 

where  the  bar  had  been   raised  hut   the  step  had  not  been   lowered, 

and   was   injured  the   knee   by  the   step,    as   the 

:   it.     There   was  nothing   to   show    that   the  con- 

is   duty    in   lowering  this    Step  and   rais- 

of  the  car.  saw  that  the  passenger  was  in  a 

n   in  which  he  could  be  injured   by  the  lowering  of  the  step. 


that  the  whole  occurrence— the  arrival  of  the  car. 
mgc  in  the  side  bars  and  steps,  the  rush  of  the  p 
board  the  car     all  took  but  a   very   few   momenta;  and   the  first  ap- 
pellate i  the  supreme   court   of    New    York   says  that   this 

would  teem  to  i»   a  case  in  which  the  accident  was  caused  by  the 

the  passenger  in  attempting  to  board  the  ear  before  it  was  in 
such  a  cunditii.il  that  passengers  could  safely  board  it  Continuing, 
it  says  that  he  took  the  risk  of  an  injury  incident  to  the  cond 

the  car  when  he  attempted  to  board  it-    He  acted  upon  the  ■.' 

tion  that  tin  [own  without  making  any  investigation  as  p. 

its  actual  condition,  and  without  waiting  for  an  ii  m  from 

rtductor,   with    knowledge   of  the    fact    that   this   change    ill   the 

fixtures  of  the  ear  was  necessarj   before  the  car  could  proceed  on 

m  n  tup      1  In-  fact  thai  othi  ird  the 

ear   was  not   sufficient   to  justify  him   in   assuming 

in  a  condition  that  would  enable  him  to  board  ii  in  '-nil  the 

court  does  'e:i   think  that   it   would  ied  in  holding  the  com- 

pany   liable    for   an   injury   which   resulted    fn  -  ■  r's   at- 

ig   i..  board  the  cai   before  the  necessary  changi 
made  which  he  knew  had  to  be  made,  when  an  inspection  would  have 

ed  the  fact  that  the  car  was  ii"t  ready  for  passengers  t"  enter 
from  the  side  from  which  he  attempted  to  enter  it. 


ADMISSIBILITY   IX   EVIDENCE  OF  CONDUCTOR'S  TRIP 

REPORT. 


Callihan   v.    Washington    Water    Power  Co.    (Wash   1.   <>-    I',,.      Rep 
697.    Jan.  4,  1902. 

It  being  in  dispute  whether  a  parly  had  been  a  passenger  on  a 
certain  car  or  not,  she  claiming  that  she  had  been  and  that  her  fare 
had  been  paid  with  a  transfer  slip,  the  conductor  was  called  as  a 
witness  and  testified,  as  a  matter  of  independent  recollection,  that 
he  had  eight  passengers  for  the  trip  all  of  whom  paid  cash  fares, 
and  that  no  transfers  were  taken,  excluding  by  his  identification  of 
the  passengers  the  party  referred  to.  He  then  further  testified  that 
at  the  end  of  the  line  he  made  a  written  report,  showing  the  number 
1  passengers  carried,  and  the  fares  paid— whether  cash  or  transfer — 
and  that  this  report  was.  in  regular  course,  and  as  was  his  custom, 
turned  into  the  company.  This  report  was  then  offered  in  evidence. 
The  instrument  purported  to  show  the  number  of  passengers  car- 
ried by  the  conductor  on  his  respective  trips  on  the  date  in  ques- 
tion, and  tin  medium  in  which  their  fares  were  paid,  and  that  on 
the  particular  trip  in  question  he  had  eight  passengers,  all  of  whom 
paid   cash   fares.     The  introduction   of  the   report   was   object 

led  'hat  the  conductor  in  this  instance   would  have  had 

a  right  to  have  examined   tl  For  the  purpose  of   refreshing 

his  memory,  but  it  was  contended  that,  having  testified  independ- 
ently of  the  memorandum,  the  introduction  of  the  memorandum  was 
equivalent  to  the  admission  of  declarations  previously  made,  which 
would  he  self-serving  in  their  nature.  But.  after  an  extensive  exam 
ination  of  the  law  involved,  the  supreme  court  of  Washington  holds 
that  no  error  was  committed  in  admitting  the  report  in  evidence.  It 
docs  not  consider  that  under  the  circumstances  it  could  be  self-serv- 
ing. Moreover,  it  says  that  so  pertinent  and  convincing  was  this 
character  of  testimony  in  this  particular  case,  that,  if  it  had  not  been 
offered,  the  company  might  have  felt  that  it  was  in  danger  of  being 
subjected  to  a  telling  criticism  before  the  jury  for  omitting  to  pro- 
duce for  its  consideration  convincing  evidence  resting  peculiarly 
within  its  own  knowledge,  the  omission  of  which  would  raise  the 
presumption,  or  at  least  a  strong  suspicion,  that  such  evidence,  if 
adduced,  would  operate  to  its  prejudice. 


RIGHT  TO  USE  STREETS  AND  TO  CROSS  STEAM   RAIL 
WAV   TRACKS— STEAM   RAILWAY   CANNOT   EN 
JOIN  CROSSING  OR  QUESTION  VALID- 
ITY OF  ORDINANCE. 


Atchison,  Topeka  &  Santa  Fe  Railway  Co.  v.  General  Electric  Rail- 
way Co.  (U.  S.  C.  C.  A.),  112  Fed.  Rep.  689.  Jan.  7,  1902. 
The  doctrine  is  firmly  established  in  the  state  of  Illinois,  in  ac- 
cordance with  the  general  weight  of  authority,  the  United  States 
circuit  court  of  appeals,  seventh  circuit,  says,  that  by  the  construc- 
tion and  use  of  street  railway  tracks  no  additional  burden  is  im- 
posed upon  the  easement,  as  such  use  falls  within  the  purposes  for 
which  streets  are  dedicated  or  acquired;  but  that  the  use  for  steam 
railway  purposes  is  beyond  the  general  public  easement,  or  right  of 


JlXE  20,   I002.] 


STREET    RAILWAY    REVIEW. 


345 


jse,  and  imposes  an  additional  servitude.  It  is  equally  well  settled 
by  the  uniform  line  of  decisions  in  Illinois  that  the  use  of  a  street  by 
a  steam  railway  is  legitimate  when  duly  authorized,  but  that  no  ex- 
clusive use  is  conferred  by  the  permit,  and  it  can  only  be  enjoyed  in 
common  with  the  use  of  the  street  by  the  public  as  an  ordinary  high- 
way,  and   without  materially   impairing   its   usefulness  as   such. 

With  the  rights  of  a  steam  railway  in  a  street  crossing  thus  de- 
fined, the  court  holds  that  they  are  in  subordination  to  the  use  for 
street  purposes,  which  includes  use  for  a  street  railway.  The  right 
is  held  in  common,  is  "joint  and  mutual,  not  exclusive;"  and  the  pri- 
mary object  of  the  street  is  for  ordinary  passage  and  travel,  of  which 
the  public  and  individuals  cannot  rightfully  be  deprived.  The  pro- 
posed use  in  this  case  of  a  street  in  such  a  crossing  for  a  street 
railway,  the  court  goes  on  to  say.  was  within  the  public  purposes 
of  the  street,  and  imposed  only  the  burden  to  which  the  steam  rail- 
way crossing  was  subjected  by  the  permit.  For  such  crossing  of 
the  steam  railway  tracks  at  grade  by  a  street  railway  damages  were 
not  all  increased  delay  or  danger  in  crossing.     Further- 

more, the  court  pronounces  it  plain  that  a  bill  could  not  be  main- 
tained on  behalf  of  the  steam  railway  company  to  enjoin  the  con- 
struction and  use  to  that  end.  The  adjudications  in  Illinois,  it  says. 
are  conclusive  that  the  question  whether  the  ordinance  was  either 
fraudulently  obtained  or  invalid  could  not  be  raised  by  the  steam 
railway  company. 


SLOWING  DOWN  SPEED. 


Rapid  Transit  Railway  Co.  v.  Lusk  (Tex.  Civ.  App.),  66  S.  W.  Rep. 
-99.  Jan.  25,  1902 

This  was  an  action  for  personal  injuries  received  by  a  passenger 
who  testified  that,  in  attempting  to  step  from  a  trolley  car  to  the 
side  step,  with  a  view  of  alighting,  he  was.  by  reason  of  a  sudden 
jerk  of  the  car,  thrown  therefrom,  and  he  contended  that  the  speed 
of  the  car  was  being  slowed  down  to  enable  him  to  alight  at  the 
place  where  he  attempted  to  alight.  On  the  other  hand,  there 
was  evidence  tending  to  show  that  by  the  rules  of  the  company 
the  cars  only  stopped  at  the  far  side  of  cross  streets,  and  the 
company  contended  that  the  slowing  down  of  the  speed  of  the  car 
was  for  the  purpose  of  bringing  it  under  control  so  that  it  could 
be  stopped  at  the  usual  stopping  place,  the  far  side  of  a  cross 
street.  There  was  evidence  tending  to  support  each  of  these  con- 
tentions, and  the  court  of  civil  appeals  of  Texas  holds  that  it  was 
reversible  error  to  assume,  in  charging  the  jury,  that  the  object  of 
slowing  down  the  car  was  to  enable  the  passenger  to  alight. 

If  it  was  the  custom  and  rule  of  the  company,  the  court  holds,  to 

f  the  cross  streets  for  the  purpose 
of  taking  on  and  lettin]  ngers,  and  such  custom  was  gen- 

erally known  and  observed  by  the  company's  agents  and  employes  in 
operating  the  cars,  and  the  purpose  of  checking  the  speed  of  the  car 
was   to   bring   the   car   under   control   so   that   the   same  could    be 

d  at  the  usual  stopping  place;  and  if  the  agents  and  ei 
of  the  company  did  not  know  thai  'tempting  to 

alight  from  tl  bly  anticipated  thai 

he  or  some  the  act  of  getting 

car,  and  be  injured  as  the  n  emenl  "f  the  car, 

then  the  company  n  gligent  in 

of  the  car.     If,    I  wing   down  the  speed   of   I 

■lice  that  he  desired  to 

alight,   and    I  in   to  alight,   and   in  doing  sr,   the   company 

•   use  the  ;  prudent  and 

h  circumstances — 
then  it  was  guilty  of  negligence;  and,  if  such  negligence  was  the 
of  the  injui  ild  i»-  liable, 

unless  the  passenger  hit  '  h 

hich  should 

rge. 


1  EN    11 


.   Sup.),  74  n.  y. 

taking    I  I  ad      topped    just 

north   ■  '    U»d    (ell    il  It   at 


tached  to  the  rear  of  the  car,  which  in  some  way,  not  explained  by 
the  evidence,  had  fallen  down.  Instead  of  extricating  himself,  he 
was  dragged  some  distance  before  the  car  was  again  stopped.  When 
the  accident  happened  the  conductor  was  inside  the  car  collecting 
fares.  He  consequently  did  not  see  the  man  fall  into  the  fender,  and 
did  not  know  that  he  had  so  fallen  when  he  gave  the  signal  to  start 
the  car.  The  cross  street  was  125th  street.  The  car  had  started 
from  106th  street,  and  the  fender  was  then  folded  up.  At  116th 
street,  nine  blocks  from  the  scene  of  the  accident,  the  conductor 
had  noticed  that  it  was  still  folded  up.  The  car  was  crowded,  and 
from  116th  street  to  125th  street  the  conductor  was  inside  the  car 
collecting  fares.  He  therefore  did  not  observe  the  fender  between 
those  streets,  and  did  not  know  that  it  had  fallen. 

Upon  these  facts,  the  appellate  term  of  the  supreme  court  of  New 
York  holds,  the  party  had  no  cause  of  action  against  the  company, 
lie  was  not  a  passenger,  but  a  traveler  upon  the  highway,  and  the 
company's  obligation  to  him  must  be  measured  by  that  circumstance. 
The  company  had  a  right  to  stop  its  car  at  the  crosswalk,  and  it 
was  not  contended  tnat  it  was  so  stopped  at  an  improper  place.  The 
fender  was  not  inherently  a  dangerous  appliance,  but,  on  the  con- 
trary, was  a  device  carried  for  the  protection  of  travelers.  It  did 
not  appear  that  it  was  improperly  constructed,  or  that  its  fastenings 
were,  under  usual  conditions,  defective  or  insufficient.  The  com- 
pany was  not  chargeable  with  notice  that  it  had  fallen  down,  for  no 
employe  had  seen  it  after  it  had  fallen,  and  the  evidence  was  that 
only  a  short  time  before  it  had  been  folded  up.  The  mere  fact  that 
it  projected  behind  the  vehicle  did  not  necessarily  impute  negligence 
to  the  company,  in  the  absence  of  actual  or  constructive  notice  of  it. 
Upon  the  party's  own  evidence  judgment  was  properly  rendered  in 
favor  of  the  company.  

CONTRIBUTORY  NEGLIGENCE  IN  CROSSING  ELECTRIC 
RAILWAYS    IN    OPEN    COUNTRY— ELECTRIC    COM- 
PARED   WITH    STEAM    RAILWAYS— MOTORMAN 
NOT  TO  EXPECT  PERSON  TO  LEAVE  PLACE 
OF  SAFETY. 


McNab  v.  United  Railways  &  Electric  Co.  of  Baltimore  City  (Md.), 
5t  Atl.  Rep.,  421.     Mar.  6,  1902. 
At  a  place  in  the  open  country  where  the  tracks  of  a  street   rail- 
way wen'  built  like  those  of  a  steam  railway,  a  T-rail  being  spiked 
to  cross-ties  and  the  roadbed  ballasted  with  broken  Stone,  on  which 
cars  ran  at  a  speed  of  from  20  to  25  miles  an  hour,  a  woman  driving 
a  horse   slowed  down  as  she  approached   the   tracks   from   a  cross 
street,  but,  seeing  no  car  on  the  track  nearest  to  her  and  hearing  no 
gong  sounded,  drove  forward,  when,  as  the  horse  got  in  the  space 
11   the  two  tracks,   she  saw  a  car  approaching  at   a   high   rate 
d  on  the  farther  track,  not  more  than  40  feel   away.  and.  in 
stead  of  stopping  or  turning  the  head  of  the  horse  aside,  she  gave 
the  horse  a  stroke  with  the  whip  and  attempted  to  cross  th<    trad 
in  front  of  the  car,  which    trudi  the  real    wheels  of  the  carriage. 
1  in  ,  the  court  of  appeals  of  Maryland    ,n  ,  »;n  siuvr  i..i>      n, 

or  how  negligent  the  company's  servants  may  have  been  in 

failing  to  give  signals  01    warning!    "i   thi    approach  of  the  car  to 

the  cro  woman,  aftei    she    law  the  danger  of  leaving  a 

■  I  "i  attempting  to  cro      directly  in  front  of  the 

rapidly  movi at     wa      'inn    he  drove  forward,  equally  guilty 

i'  li  immediately  contributed  to  the  infliction  of  the 
injury  which  she  sustained;  and  thai  contributor)  negligence  was  a' 

0  a  recovery  of  dams her  part. 

Bui  it  v..i  ted  that,  however  this  might  bi  had  the  1  olli  ion 

occurred  ;it  the  intersection  of  a  steam  railroad  track  and  a  public 
highwa]  I"-  tl"'  law  of  thi    case,  because,  the  injury 

was  inflicted  by  an  electric  railway  car.     The  reply  of  the  court   is 

thai  it  i    ""'i i   t  differ notivi   powei  1  mployed  upon 

"i  "ill no 

ii"  h  would  be  1 1  gai  'I'd  ■     "i    0 1  linn'  11  v  negli 

in  b •  would  11. ii  in   so  1 1 1  ati  d  in  the  other.    11 

is   far  i  I.,  .ill.  mpl    l"  '  1 '     '     1 

[  b lectricitj 

tii. in  i"    ■    i  ■  ipt   when  iIh    cat    1    moving  along   th 

t  a  very  1  11  hi    diffi  renci 

in  thi  method  of  I  e  trad     in  tl ml  1  v  from 

rki  I  differenci   in  thi     peed  at ed  in 

-I  in  il hi  1 .  iIh   adaptation  ol 

I :  of  ped  d  vehldi    of  all  I 

1  >.  are  all  eircumstam  1  im  whal  thi 


Mh 


STREET    RAILWAY    REVIEW. 


[Voi    XII,  1 


cii"'  propelling  the  cars  ma)  be,  which  musl  be 

in  determining  whether  a  given  acl  i  rib- 

Mi'"  i  bus  to  dri  n   track  al  the 

intersection  oi  two  streets  in  a  city,  where  the  rails  are  Hal  and  •  .tTir 
no  resistance,  might  nol  be  an  act  of  contributory  negligence,  even 
though  ;m  approaching  cai   going  al  the  rate  of  -is  miles  an  ! 
Inn  requii  i  or  slow  up  on  the  m 

street,  were  but  4"  feel  distant;  bul  to  make  the  same  attempt  in 
the  country,  where  ["-rails  themselves  interpose  obstructions,  and 
where  the  car  is  running  al  the  same  high  rate  of  speed  which  car- 
ipelled  bj  steam  attain,  would  be  jus)  as  clearl)  an  acl  of  con- 
tributory negligence  as  il  would  be  wen  the  car  being  moved  by 
steam  power  instead  of  by  electricity,  A  car  making  6  miles  an 
hour  can  be  slowed  or  stopped  much  more  promptly  than  when 
making  as  mile-  an  hour,  and  this  circumstance  is  of  considerable 
importance  in  determining  whether  an  attempt  to  cross  in  front  of 
ii  i-  an  act  of  contributory  negligence.  It  is  the  relation  which  the 
act  done  bears  to  the  final  result  in  the  light  of  all  the  attendant 

circumstances   that   determines  whether  the   acl    '1 or  i     nol 

■  of  negligence  or  contributory  negligence,     ["he  conditions  a 

construction,  location  and  speed  and  the  danger  incident  to  crossing 
the  track-  beinj  same  in  this  instance  as  they   would 

.tavc  been  had  the  motive  power  been  -team,  the  legal  principles 
defining  contributory  negligence  could  nol  bi  different  merely  be- 
cause tlie  motive  power  was  electricity. 

Furthermore,  the  court  hold-  thai  when  the  motorman  saw  (and 
a  says  thai  it  may  be  presumed  that  he  did  see,  because  he  could 
have  seen)  thai  the  woman  was  in  a  place  of  safety,  he  was  under 
bligation  to  assume  that  she  would  deliberately  leave  that  place 

mil   drive  into  the  jaws  of   danger. 


MAY   REFUSE  TO  ACCEPT   DETACHED  I  01  PONS-  PAS 
SENGEK   GETS   NO   RIGHTS   FROM    RINGING   UP  OF 
UNPAID  FARE— OBLIGATION    rO   PAY  FARE     1>I 
M  AND  OF  FARE  NECESSARY  BEFORE  EXPUL- 
SION—SECOND   DEMAND    OF    FARE    NOT 
REQUIRED. 


United  Railway-  &  Electric  Co.  v.   tiardesty   (Md.),  51   Atl.  Rep.. 
406.     Mar.  6,  1002. 

A  wife  purchased  in  her  own  name  a  JO-trip  coupon  book,  which 
sued  at  a  reduced  rate,  the  purcha  ng  111  consideration 

thereof  to  comply  with  the  reasonable  regulations  of  the  company. 
The  hook  declared  that  each  undetached  coupon  would  entitle  the 
owner,  naming  her.  a  householder,  or  member  of  her  immediate 
family,  or  a  servant  therein,  to  ride,  between  certain  point-,  ami  in 
accordance  with  the  conditions  of  the  contract  in  the  back  of  the 
book.      It    was    further    stipulated    on    the   coupons    that    they    would 

not  be  "g I  unless  detached  by  the  conductor."    The  woman  ami 

her  husband  used  tin-  coupon  book  going  one  way.  alter  which  he 
'ore  0111   cm-i  return  trip  and  handed  the  book  to  her.  ami 

later,  on  the  same  day.  but  not  in  company  with  her.  be  bonded  a 
car  going  to  his  home,  lie  testified  thai  the  conductoi  tool  o»  oi 
the  del.-  ions,  rang  up  the  fare,  and  -aid  that  the  book  would 

have  to  be   shown,   which  he   was  told  could   not  be   shown. 

I'  i-  clear  and  undisputable,  tin  courl  oi  appeal-  of  Maryland 
thinks,  that  the  husband  bad  no  right  whatever  to  ride  on  the  de- 
tached coupon.  It  says  that  it  wa-  not  an  ordinary  railway 
Under  the  specific  term-  of  the  contract  embodied  111  the  ticket,  a 
detached  coupon  was  wholly  void.  Thai  wa-  a  regulation  which  the 
company  had  the  power  to  make,  and  one  to  which  the  purchaser 
of  the  ticket  agreed.  As  a  token  of  the  holder'-  right  to  ride  on  lin- 
ear, the  detached  coupon  wa-  of  no  more  value  than  a  slip  of  blank 
paper  would  have  been.  The  holder  of  the  coupon  wa-  bound  to 
know    this,  and  he  was  equally  bound  to  know  thai   the  tend 

even  if  taken   up  by  the  conductor,   was  no  more  a 
payment  of  the  car  fare  than  the  tender  and  acceptance  of  a  © 
feit  coin  would  have  been.     As  the  detached  coupon  was  void  by  the 
wry  term-  0  ract,  11  was  no  ticket  .  and  Ider  had, 

therefore,   pn  ticket   at  all,  he  obviously  bad   no   right   to 

ride  on  the  car  unless  he  paid  his  fare.  I  he  fact  that  the  conductor 
had  rung  up  the  d  been  a  valid  o  iupi  in, 

did  not  make  it  what   il   was  not,  and  clearly  did  not  give  th 
-engcr  a  rigl  transported,  when  his  right  to  be  carrii 

ided  altogether  on  hi-  complying  with  the  rules  by  pay- 
ing his  fare,  and  did  not  depend  on  the  fact  that  the  conductor  had 


rung  up  the  fare,  a-  paid,  when  11  had  nol  in  reality  been  paid.     He 
wa-   nol,   I  ntitled   to  be  carried  oyer. 

hi  was  win ther.  ha\  1  manded  tbi 

lire,  and  having  worthless  ticket  instead  of  tin- 

fare,  the  conductor  wa-  legally  bound  to  make  a  second  demand  be 
oving  the  passenger  from  the  car,     lb.  court  holds  thai  he 
wa-  not.     Ii   says  that  u  :  mum  knowledge,  of  which 

the  court   will  lake  judicial  notice,  and  of  which  the  public  1-  bound 
to  take   notice,   that    railroad    passenger   tr  I   to  e.irry 

pa  lure.     There  were  but  two  way-  111  which  the  p: 

1  in  cash.     When  he  tendered  the 

and  wa-  informed  that  it  was  insufficient  because  detached,  be 

knew    in-t   a-   well   a  luctor  that    hi-   right   to  remain   on  lin- 

ear  depended   on    III-   doing    the   only   other   thing   he   could    do.   viz., 
ing  hi-  fare  in  cash.     If  he  knew  tbi-     and  he  wa-  bound  to  know 
held  to  have  known  il    -what   possible  rea- 
-011  could  >l    holding,  a-  matter  of  law.  that   the  com- 

pany, through  it-  conductor,  was  legally  boumi  to  a-k  the  passenger 
what    the    latter    knew    be    wa-    obliged    lo   do?      And 
bow  could  the  failure  of  the  conductor  to  a-k  thi  1  to  pay  a 

fare,  which  the  passenger  wa-  well  aware  he  wa-   required  to  pay  if 
he  wished  to  remain  on  the  car  after  he  bad  refused  to  exhibit  the 

I k.  relieve  the  passenger  from  the  obligation  to  voluntarily  pay  the 

fare? 

I  be  right  of  a  carrier  of  persons  to  colled  fare-  and  to  receive 
them,  the  court  continues,  doe-  not  depend  on  the  fact  that  the 
ductor  or  other  servant  demand-  the  fare.  The  right  to  colled  and 
recciv-  fare  arises  oul  of  the  circumstance  that  the  passenger  enters 
the  conveyance  for  thi  purpose  of  being  carried  therein.  By  inler- 
ing  the  conveyance   for  that  purpg  iay   the  fare,  and 

the  duty  to  pay  it  i-  thereby  imposed.  Morally  am!  legally  he  i-  as 
much  bound  to  pay  the  fare  when  not  demanded  a-  be  is  when  it  is 
lemanded  of  him,  because  the  duty  to  pay  has  not  it-  origin  in  the 
demand  for  payment;  and  a  failure  to  demand  it  cannot,  conse- 
quently, be  treated  a-  giving  him  a  right  to  be  transported  gratui 
tou-ly.  This  being  so.  the  primary  and  continuing  obligation  is 
obviously  on  the  passenger  to  pay  the  fare.  The  demand  for  it  by 
the  carrier  is  made  with  a  twofold  view,  \i;.  :  First,  for  the 
vi  1111  nee  of  the  passenger,  to  save  him  the  annoyance  of  himself 
seeking  the  conductor  to  deliver  the  ticket  or  fare  to  the  latter;  and, 
econdly.  for  ilu  itcction  of  the  company  against  individuals  who 
would  not  scruple  to  ride  without  paying  if  they  could  evade  making 
payment.  I!ul  neither  of  these  considerations  can  be  converted  into 
or  treated  a-  a  requirement  that  when  a  demand  has  been  once  made 
for  a  fare,  and  has  nol  been  complied  with,  or,  what  is  the  same 
thing,  has  been  complied  with  by  the  delivery  of  a  worthless  ticket, 
which  the  holder  wa-  bound  to  know  was  worthless,  the  conductor 
must  make  a  new   demand  before  the  passenger  can  be  expelled. 

While  the  duly  to  pay  fare  does  not  originate  in  or  rest  upon  the 
demand  for  it.  there  can  be  no  expulsion  of  a  traveler  for  not  paying 
until  he  has  refused  to  pay.  and  there  cannot  be  a  refusal  until  there 
has  been  a  demand  of  some  kind.  In  thi-  case,  there  was  a  demand; 
but  there  wa-  no  second  demand,   which,  a-  before  -tated.  the  court 

holds  wa-  noi  necessary  to  be  made  before  the  expulsion  of  the  pas 
senger.  \  railroad  company,  the  conn  says,  may  eject  from  its 
accommodations  all  persons  who  refuse  compliance  with  its  reason- 
able regulations.  This  has  bei Eten  a meed  by  the  court- 
that  it  may  be  said  to  have  become  axiomatic  law.  A  condition 
printed  on  a  reduced  rate  ticket  to  the  effect  that  a  coupon  affixed 
thereto  shall  be  invalid  unless  detached  by  the  conductor  is  undoubt- 
edly a  reasonable  regulation.     An  attempt  to  use  a  previousl] 

lacheil  pon,  and  a  refusal  to  exhibit  the  book  from  which  it  had 

been  taken,  clearly  forfeit  the  right  of  tin  holder  to  proceed  farther 
on  the  car.  If  his  right  to  remain  on  the  car  is  thus  forfeited  by 
his  own  act.  it  was  lawful  to  eject  him,  and  lie  could  avoid  expulsion 
only  by  paying  or  offering  to  pay  bis  fare.  Therefore,  if  be  wished 
lo  remain  in  the  car,  the  duty  was  on  him  to  tender  hi-  fare  to  the 
conductor,  in  the  absence  of  any  rule  of  the  company  requiring  the 
conductor  to  demand  the  fare.     Again,  the  court   says  that  the  pas- 

the  fare,  which  it  was  his  duty 
.    when  be  declined  lo   -bow    the  coupon   book.      Hi-  attempt  to 

rule  on  a  worthless  ticket  did  not   impose  upon  the  conductor  an 
nd  demand  are,  but  did  require 

the  holder  of  the  ticket,  if  he  wished  to  avoid  being  ejected,  to  him- 
-elf  make  tender  of  payment.  As  he  was  in  the  wrong  throughout, 
he  had  no  cause  of  action  against  the  Company,  anil  the  case  should 
have  been  withdrawn   from  the  jury. 


Tine  >o.  1902. ] 


STREET    RAILWAY    REVIEW. 


347 


CAR   DISPATCHING. 


In  view  of  the  general  interest  in  the  matter  of  controlling  move 
meats  of  cars  on  high   speed,  single  track  electric  mad-   we  hue 

taken  occasion  during  the  past  tew  months  i"  secure  personal  inter- 
views with  a  numher  of  managers  of  interurban  roads  in  the  hope 
of  collecting  information  of  value  on  this  subject.  Practically  with- 
out exception,  those  who  have  had  experience  along  this  line,  agree 
that  if  a  mechanical  block  signal,  satisfactory  in  all  respects,  could 
he  devised,  the  ideal  arrangement  would  be  to  divide  the  road  into 
absolute  or  permissive  blocks  with  a  telephone  instrument  at  each 
turnout  from  which  a  car  crew  when  off  schedule  could  call  the 
main    office    for    instructions.      In    the    absence    of    a    block    signal 


orders  for  each  car  at  every  turnout;  and  the  Toledo,  Fremont  & 
Xorwalk  Ky..  where  the  dispatcher  gives  orders  unly  when  ears  are 
off  schedule. 

As  adding  to  the  general  fund  of  information  on  the  subject  we 
give  at  tltis  time  an  outline  of  the  methods  employed  on  the  Wash 
ington,  Alexandria  &  Mt.  Vernon  Ry.  Dispatching  on  this  road  is 
done  entirely  by  telegraph  and  the  rules  from  which  we  quote  arc 
i he  suite  as  those  adopted  by  the  Pennsylvania  R.  R..  with  such 
modifications  in  terminology  and  details  as  arc  necessary  to  meet 
the  needs  of  an  electric  railroad. 

The  Washington,  Alexandria  &  Mt.  Vernon  Ry.,  with  its  branches, 
is  about  26  miles  long,  most  of  which  is  single  track  with  turnouts. 
It  is  the  practice  here  to  run  trains  comprising  one  40-ft.  motor  car 


in..  1    thai: 


IN  THK  WASHINGTON.  ALKX ANURIA  &  MT.  VI'.RNON  RY. 


satisfactory   to   all.   opinion  be   divided   as   regards   the 

relative  merits  of  the  ti  ind  the  telegraph   for  dispatching 

purposes.  Where  telephones  have  been  installed  it  is  pointed  out 
that  the  dispatcher  is  brought  into  much  closer  touch  with  the 
train  crews;  his  orders  are  given  verbally  directly  to  the  men  who 
arc  to  execute  them;  qu  isked    ind  1  cplanations  given 

more    readily   by   telephone   than    by    tel  md   the   telephoni 

iii  l.e  maintained  at   li       expense,  and  it  does 

itrire  operators  at  each  instrument     In  favor  of  tin   telegraph 

irged  that   written   records  of  •  tge,  or  ordi  1 ,   are 

more  easily  secured  at  at  least  two  points  on  the  line  for  reference, 
comparison  or  checking;  the  telegraph  line  and  instruments  arc  less 
susceptible  to  derangement  than  the  telep  nil   as   far 

as  exp.  cerned  it  is  pointed  out  that  the  telegraph  opcra- 

mtagc  for  selling  tickets,  tak- 
ing cha  urban  stations,  and  filling  othei  duties 

inflicting  with  their  dul  (in  the   score  of  ac- 

curacy in  the  transmitting  ol  cates  of  both   sys- 

i.um  the  advantage.     It  i-  argued  that  then  chance 

for  the  train  crews  to  misunderstand  the  orders  over  tl 

■ 
other  for  'trained    telegraph    operati 

make    errors    m    tin:    receiving    ami    transcribing  is     It 

argued   that  a  telepl  installed    for    street    railway 

tig  on  the  trolley  pole,  and  instrument 
the  weather  is  nut    working  under  advantageous 

>■     apl     1..    get     out     of    "id.  1 

1  not  total  interruption 
ol  the  telephone,  who  claim  that 
liable  than  the  written  tele 

1  hi 
m,   Ind.,  the    I  oledo,   1  n  monl   .\ 
the  0  l<  phi  '  ely, 

11,  the   W.i   hington,   Alexandria  ,\    Ml.    V'ei 

v   Haven  .v 
Hartford  ky.,  and  othei  ,  rraplo  1  .ph. 

'•  I.  phone,      -p.  1  ;..i    refen  ni  c   i 

11  1        I      .'.ill    he 

found  • 


equipped  either  with  two  G.  E.  1,000  motors  or  four  G.  E.  57's, 
drawing  one  38  or  40-ft.  trailer.  About  40  trains  each  way  arc 
run  on  ordinary  days. 

For  a  part  of  the  distance  near  the  terminal  at  Pennsylvania  Ave. 
and  it'/i  St.  N.  W.,  Washington,  D.  C,  the  company  uses  the  tracks 
of  the  Pennsylvania  R.  R.  On  this  section  the  electric  trains  arc 
sandwiched  in  between  regular  steam  trains  and  run  subject  to 
orders  of  the   Pennsylvania    Railroad   Co. 

The  dispatcher  for  the  Washington,  Alexandria  &  Ml.  Vernon 
Ry.    is   loeated    al    the   Washington    terminal,   anil    telegraph    Mali.uis 


in.    ]    CAS  UBED  uv  PRINCE  HENRY. 

an   Iocs  pi  in.  ipal  pa    ing  1 .     1  he  t<  legi  aph  ..p.  ratoi 

and  p.i  form  othei  dutii     around  theii   stations 
and  also  receivi    publii    telegraph  mi    agi     foi   I  n i   1 1  hi 

■    .  1       I      p  Igi       "i    1I1.     opi  '..I".  I   and   the    Wl     '•  <  '. 

1  in. .11    1  eli  graph  '  0   allow     a  1  ommi   lion  on  all  pub) 

al    the    .  I   

I.     .  hi  dull    1 ■   1I1. 11    linn 

regulati  •!  afa  olutely  bj                 I  ibli    n  ithi  >ul  ordei     Erom  th    di 
pati  her,     1  In    1 tabli    1    di  fim  .1  ..    1  hi    "gi  nei  ..I  law   go\ 3 


348 


STREET    RAILWAY    REVIEW. 


|V...     XII,  No.  6. 


riving  and  leaving  turn-  of  all  regular  traina  al  all  nations," 
The  time-table  intended  for  the  information  and  government  of 
employes   is   printed   on   a   large   sheet    15  v  4 1    ia   which   ho 

convenient    m  rence,     Ever]    employe 

anything  to  do  with  the  movement  of  trains  ia  required  to 

■■•.  of  the  table  about  his  person  when  on  duty. 

\  uction  of  the  time  table  is  reproduced  with  this  article    The 

designation  "train"  means  either  a  single  motor  car  or  a  car  with 

Irani  rated  under  train  numbers  and  iluir  class  is  indi- 

d  ""  1 1 1  •   table. 
Regular   meeting   or   passing   points  arc   indicated   by   figures  in 
bold  faced  type. 
I ■' -ill  the  arriving  and  leaving  time  of  a  train  are  in  bold-faced 


by  giving  tir-i  his  own  station  number,  then  the  number  of  the 

irain  and  tin-  time  of  leaving,  as  for  example:  II  No.  SOI — 5:55. 
He  musl  also  keep  a  record  "i  the  nine  at  which  trains  pass  ins 
1  in.  report  ia  tent  oul  on  the  line  without  calling  and  the 
operators  al  the  station  in  the  rear  and  also  al  the  one  next  in 
advance  an-  required  I"  receive  it  and  record  it  immediately  on 
daily  report  blanks  provided  for  the  purpose,  giving  a  prompt  t  >.  K. 
and  office  call.  The  dispatcher  also  of  course  receives  the  message 
and  enters  the  information  on  his  dispatching  si, 

\i  each  telegraph  station  there  arc  signal  stands.     Red 

that  the  Muck  is  nnt  clear  and  tna  stop.     White  Ini 

the  block  is  clear  and  is  permission  to  proceed.  Green  indicates 
that  there  are  one  or  more  trains  on  the  block  and  is  permission 
to  proceed   with   this   knowledge.     The   signal   always   displays   red 


Washington,  Arlington  and   Mt  Vernon   Divisions. 

TlmcTnble   lVo.  IO.      In   Effect  l.OO  A.   M.,  H^ricla-y,   November   1,   1901. 


W  CI     l.l.'l     MCI    1.'  CI.  I  HI  01     IU  CI    M  01     1-1  CI 

223221 219 21 7 21 521 3 21  I  209  207  205 

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201 


STATU i\s 
AND  SIDINGS. 


Wjlhlnglon 

Fourteenth  Street 

0.5 
Causeway 

0A     * 
.  .South  Knd  Long  Bridge.  . 

0.4 

.Alex.  Its.  (Kneel)*!)  June). 

Arlmjlon  June.    ■■  ■   ' 

0.3 

siding  No.  7 

0.6 
Siding  No.  8 

Four  Mile  jinn  (No.  9).. 
0.0 
Siding  No.   10  

..St    Asaph  (No.  11) 

.Lloyd  IN...  IS) 

0.6 
...         Siding  No.  13 

...Spring  Pnrk  (No.  14).... 

0.4 
...l'nvne  Street  (No.  15).... 

0.4 

..Washington  St.  (No.   17).  .. 

0.2 

Almndrii  (No.  18) 

0.6 

siding  No.  19 


"if* 

.  .Siding  No.  20. . 

..Siding  No.  21.. 

Siding  No.  22.. 

.Dyke  (No.  25).. 


....  Belmont  (No.  26) 

0.4 

.Wellington 

0.3 
Herbert  Springs  (No.  27). 
0.3 
(irasnyinead 

Huiiler(No.  28) 

0.6 
..Riverside  (No.  29) 

MwilVlfMIMNo.  30).... 


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18.9 
13.5 

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12.2 
11.7 
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8.7 
8.3 
8.1 
7.6 
7.2 
6  4 
6.3 
4  5 
8.7 
S.S 
3.0 
2.1 
1.6 
1.0 
.9 


•  I  35  s  6  64 


a  6  20  .  6  49  »  7  20 


ui  ci  rjfOL  i.i  ci  itta  lata  uta  unci  lata  imcl  wci 
2002022042062082I02I22I42I62I8 


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rl.sun    tlSuo 


ArlKr     Arl'l.    AfDIf    ArlHy    Arl'l,     ArlU. 
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A    H     A.M.    A.  51.    AM     A   M.    A   Si. 


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(.   in 
|    is 


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6  46 


7   II 

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f  6  16  I  6  43  f  7  17 


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R   BS 


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R  311 


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7  36  I  S  02  1   B2I 

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200 


7  H  7-1  R  II  R  27  R   IS  B  IS    9  43 

I 

t  t  I--,  (  ;  07  '   ■  t>  <  '  SS  I  R  12  (  R  26  I  R  42  (  B  It  f  I  42 

I  6  34  I   7  00      7  :'R  I  7  II  f  R  1(1  R  SO  I  R  II  I  9  HI  I  9  ( 


0  ;i2 


27    7  50    R    OR     R  M      -  I"     :•  00     9  SR 


(  0  111  1   7  112  ( 7  26  t  7  4R  f  R  07  (8  23  f  8  »  I*  9  07  [  9  37, 

r  o  sa  r  ;  (»'  i  7  2i  i  7  4n  i  r  o:.  i  -  si  i  s  sb  <  a  as  1 9  ■ 

f  6  26  I  6  5  7  I   7  21  I   7   1 .1  (   R  "2  I   -   Is  (   s  ;:.■  |   |  Qj  (  )  ■ 
■  C  21- «  SS.'.1*.  7  I!  >8  00  >  8  IB  >8N3,9  -9  00  «  9  BB 


202 


7  II 

7  IS 
7  09 
706 

r  7  on 
r  7  oi 

(  C  HI 

1 1  sn. 

f  6  54 

(   (I  '.I 

r  0  4s'. 

...  II 


6  09 

808 

803 

8  02 

I  7  5» 

f  7  55 

f  7  S3 

I  7  SI 

1   7  4", 

.  :  ii 

7   10 

AM     A..M     AM      1    M      A.  M     A.M.    AM      A    M 

2042062082I02I22I42I62I8 

..    I'lv    I )    I (..I.h    1.1,:.    1  I  M*    '  ■  !■ 

clRuu    rlSuu    -l.sui,    nSun     ,  iMii,    ,-iSu.,    n.Sui.    FXSUO 

dp 


FIG.  >    SECTION  OF  TIME  TABLE,  WASHINGTON,  ALEXANDRIA  .&  MT.  VERNON  RY. 


type  when  both  arc  meeting  or  passing  times  or  when  one  or  more 
other  trains  arc  to  meet  or  pass  it  between  those  times. 

The   numbers  of   trains  that   are   to   meet   or   pass  are   shown   in 
small  type  adjoining  the  bold-faced  type. 
signifies  regular  stop. 

"i"  signifii  ini  where  stops  are  made  on   signal   only. 

It  is  the  duty  of  the  station  master  to  have  a  train  with  a  com- 
petent crew  in  readiness  p.  leave  the  terminals  for  the  first  runs  as 
called  for  bj  ule    A  few  minutes  before  leaving  time  these 

trains  are  "reported  in"  to  the  dispatcher  who  enters  on  the  dis- 
patcher's sheet  (also  shown  herewith)  the  number  of  the  train,  the 
car  number  of  the  motor  car.  and  the  names  of  the  conductor  and 
motorman  in  charge  of  the  train.  The  trains  leave  according  to 
their  schedule  time  without  further  orders  from  the  dispatcher. 
lie  duty  of  each  telegraph  operator  to  "report  in"  each  train 
as  it  passes  his  station  and  the  time  it  leaves.    This  report  is  made 


except  when  changed  to  white  or  green  to  permit  a  train  to  pass. 
As  soon  as  the  train  has  passed  the  signal  must  be  returned  to  red, 
and  while  displaying  white  or  green  the  signal  must  be  held  by 
the  hand  and  not  fastened. 

As  soon  as  notice  is  received  that  a  train  is  running  behind 
schedule  the  dispatcher  must  immediately  issue  orders  to  all  trains 
whose  passing  points  will  be  affected  by  the  delay.  He  records  the 
incident  in  the  column  on  his  sheet  headed  "Remarks,"  giving  the 
designation  of  the  train,  the  time  delayed  and  the  cause,  thus. 
"No.  250  delayed  10  minutes  at  Four  Mile  Run  by  reason  of  hot 
bearing." 

It  then  becomes  his  duty  to  handle  his  trains  with  the  view  of 
getting  them  all  back  onto  schedule  at  the  earliest  possible  moment 
consistent    with    safely. 

If  the  delay  is  likely  to  prove  serious  he  orders  out  another 
train  to  take  the  place  of  the  one  that  is  disabled. 


June  jo.  igoa.] 


STREET    RAILWAY    REVIEW. 


349 


Crews  of  regular  trains  of  the  first  class  run  their  trains  under 
the  broad  assumption  that  unless  they  are  intercepted  Liy  written 
orders  to  the  contrary  they  have  the  right  of  way  and  will  meet 
their  opposing  trains  at  the  scheduled  passing  points. 

All  extra  trains,  including  passenger  extras  and  work  trains, 
run  only  on  special  written  orders,  except  in  the  case  of  trains  run 


Washington,   Arlington  &  Mt.   Vernon  Divisions. 
WASHINGTON  PASSENGER  STATION. 


Kl  > 

N(  IRTHWARD, 

A1NS. 

PASSENGER   TRAINS. 

s                                                             s 

!                                                            | 

2                                                                        s 

s                                           s 

-                                      & 

1             W 'uliinxwii.              A            W.  A 

rY«,r1«ntl.  *trwl.                   K.  G. 

t>U*«WBV.                                                C     V. 

N  E  Ung  Bridge,                  N     I) 

A           Arlington  Joudiofl     1              1     \ 

1.            Artnieli.n  JuTM'ti- >n     A 

AdlllgVUI.                                                A      R. 

A.        R»lyii.                                 Ft.  N. 

tour  Mile  Run.                     K.  K 

-      A-»|.|                                      -     1' 

s   K. 

A.         Alexandria,                L          P.  D. 

1.          Airinrwlria,               A           f.  D. 

D»ke,                                   D.  K 

Ko-im.I.                                     K  S 

A         Ml  \>.                    L         M  \ 

Hi..  4    SKCTION  of  DISPATCHER'S  TRAIN  SHEET. 

as  additional  sections  of  a  regularly  scheduled  t r:iin,  in  which  case 
the  regular  train  and  all  the  additional  sections  musl  carry  desig 
nating  flags.  Two  green  flag-  by  day  and  two  green  lights  by  night 
■•d  in  the  place  provided  for  that  purpose  on  the  front  "f  the 
denote  that  the  train  i  followed  by  another  train,  running 
on  the  same  schedule  and  entitled  to  the  same  time-table  rights  as 
the  train  carrying  the   signals.     Two   while   Hags  by   da]    and    two 


The  register  of  Irani-  is  kept  by  the  dispatcher  on  a  blank  32  in, 
long  by  H)  in.  deep.  The  upper  half  of  this  blank  is  ruled  as  shown 
in  Fig.  4.  which  is  a  section  out  of  the  middle  of  this  portion  showing 
station  list  headings.  Of  the  lower  half  a  space  6}  i  in.  wide  the  left 
end  is  occupied  by  a  ruling  for  entering  descriptions  of  trains;  the 
ruling  and  column  heads  are  indicated  in  Fig.  5.  The  rest  of  the 
lower  half  of  the  register  sheet  is  for  remarks.  At  the  top  of  the 
sheet  are  places  for  entering  the  date,  stale  of  the  weather,  and 
the  dispatchers'  names. 

The  followng  are  the  rules  governing  tin    dispatching  of  trains  by 

telegraph : 

MOVEMENT   OF  TRAINS   BY   TELEGRAPHIC   ORDERS. 

Special  orders,  directing  movements  varying  from,  or  additional  to. 
the  time-table,  will  he  issued  by  the  authority  and  over  the  signature 
of  tin-  superintendent,  They  are  not  to  he  used  for  movements  thai 
'in  h.'  provided  lor  hy  rule  or  time-table.  They  must  not  contain 
Information  or  instructions  not  essentially  a  part  of  them 

They  must  be  brief  and  clear,  ami  tin-  prescribed  forms  must  be 
used  when  applicable;  and  there  must  be  no  erasvires.  alterations,  or 
interlineations. 

Bach  order  must  he  given  in  the  same  words  to  all  persons  or  trains 
directly  affected  by  it,  so  (hat  each  shall  have  a  duplicate  of  what  Is 
given  to  the  others.  Preferably  an  order  should  include  but  one  speci- 
fied  movement. 

Orders  will  be  numbered  consecutively  for  each  day  as  issued,  begin- 
ning with   No.   1  at   midnight. 

1  ,r,l,  is  must  be  addressed  to  those  who  are  to  execute  them,  nam- 
ing the  place  at  which  each  is  to  receive  Ins  copy.  Those  for  a  train 
itoisi  be  addressed  to  the  conductor  and  motorman,  and  also  to  a 
person  acting  as  pilot.  A  copy  for  each  person  addressed  must  be 
supplied  by  the  operator 

Bach  order  must  be  written  in  full  in  a  book  provided  for  the  pur- 
pose at  the  superintendent's  office;  and  with  it  must  he  recorded  the 
nanus  of  trainmen  and  others  who  have  signed  for  the  order,  the 
time  and  signals,  showing  when  and  from  what  "lilies  the  order  and 
responses  were  i  r,  o  1  sni  i  1 1  e,  | .  and  the  train  dispatcher's  initials.  These 
records  must  be  made  at  once  on  the  original  copy,  and  not  afterward 
from    memory   or  memoranda. 

The  terms  "superior  right'  and  "inferior  right"  in  the  rules,  refer 
lo  the  rights  of  trains  under  the  time-table  and  train  rules  and  not  to 
rights   under  special  orders. 

When  an  order  Is  to  be  transmitted,  the  signal  "31",  or  the  signal 
"19",  meaning  "train  order,"  will  be  given  to  each  office  addressed, 
followed  by  the  word  "copy."  and  a  figure  indicating  the  number  of 
copies  to  lie  made,  if  more  or  less  than  three— thus.  "31  copy  6,"  or 
"19  copy  5." 

An  onier,  to  in  gent  10  two  or  more  offices,  must  be  transmitted 
simultaneous!}  to  is  many  as  practicable.  The  several  addresses 
musl  be  in  tile  order  of  superiority  of  rights  of  trains,  and  each  office 
will  take  only  lis  propel-  address.  When  not  sent  simultaneously  to 
all.  the  order  must  be  sent  lirst  for  the  train  having  the  superior 
right  of  track. 

Operators  receiving  orders  must  will.-  them  out  in  manifold  during 
transmission,  and  make  the  requisite  number  of  copies  at  one  writing, 
or  trace  others  from  one  oi    tin-  copies  first   made 

When  an  order  has  been  transmitted,  precede,!  by  the  signal  ":u." 
operators  receiving  It  must,  unless  otherwise  din,  -i.-,i.  repeat  11  back 

at  once   from   the   muni!,, 1. 1   copy,   and  in   the  succession    in    Which   their 
several    offices    have    been    addressed,      Each     operator     repeating     musl 

observe    whether   tl there   repeat   correctly,     After   the   order   has 

' ipeated  correctl)   by  the  operators  required  al  the  tone  to  repeat 

It,  Hi,-  reel se  "O.   K."  authorized  by  tin-  train  dispatcher,   will   bi 

sent.    Simultaneously,    to    as    many    as    practicable,    naming   each   office. 

Bach   irator   must    write    this  on   the  order,   with    the    time     and   then 

reply    "I    I   <»    K,"    with    Ids  signal 
Those    I"    whom    the    order    is    addressed    must     then    sign    their    names 

to    II pj    ol    11 r,l,i-    1,1    l„-    retained    I,-.     II peratnr,    and    he    will 

send  their  signatures  to  the  superintendent  The  response  "complete  " 
with  the  superintendent's  Initials,  will  then  be  given,  when  author 
iz,,i  by  lie-  train  dispatcher.  Bach  operator  receiving  ibis  response 
win  then  writ,-  ,,u  each  copj   the  w,,r,i  "complete,"  the  time,  and  his 

last    name   in    lull:  and   will    then   deliver  I |o    tO  <  o ,  li    pel-sun    included 

In    the  address,   and   each    must    read    his  copy    al 1    to    the   operatOl 

for    an    order    preceded    by    I  lie    signal    "111,''    "complete"    musl     1101     In- 

11    tl -,1,-r    for   delivery    to   a    train    of    Inferior    right,    until    ",  i 


HOI   1  HWAKO 

~. 

C 

s 

E 

O 

f 

NOHTHW  IRQ 

i 

v 

- 

u 

n 

n 

-3 

it.iin  .\ii         haa 

Train    \„            haa 

-■ 

I  HI  "I  m   RIPTIOM  OF  TRAINS  iKHf.M   TRAIN   BHBI    I 


liy  nigh?  displayed  on  1 1 1  -  -  ft.,,.!  .,,  .1,,    motor  denote 

thai   it 

I  inferiof  *la-,  which  include,  .ill  extra  train  ,  mu  I 
'"  all  -  ,(  .,f  the  t  When 

nanning  :    northbound  train-,  have  afa  olutc  righl  <>f 

bound    'rain      of    (!,»•     .amc    ,,t    ,1  ,  i.       A 

le   train   tx 
"1  only  tin 


K"  baa  bean  given  to    md  acknowledged  by  the  operatoi    who  receives 

lei    '"'    if"    train  "i    luperloi    right.    Whenever  (cable,   the 

luctoi     in"' -in    mmi    pllol    "i    i  Mf   i '.f  mi  ■ 

perlor  rlghi  i i"    I  iki  n  to  thi   ordi  r  and    'complete"  glv<  n,  before 

III      I '  :     ;  I  I  I  | .  V.  |   |  I      i  ■  .       Ml      mm     ft. 

After  "i*   K"   hai    i  ■        ■  >   ■!•   and    icknowl edged,   and   before   "c 

■      'ii        the     '"  'I'    r       mU      I      I"'      I  I  '   ,i  I  ■   .1      ,i    .     ,i      In  tli  Inn-      ■  n  .1.    I 

r«.r   the   train   addreaacd,   but   mual    no1   i"-  otherwlsi     icted   on   until 

if  iti<-  telegi  ni.  .    i lived  and  acknowledged 

"*i  K"  to  an  *  i-iU'd  by  I  ri<     ignal  "-'ii,"  the  order  at  the 

i"   "f   ri"   effi  eated  aa  If  II    had   Mi. i    been 


350 


51  REE  I     RAILWAY    REVIEW. 


|V..i     XII.  No.  6. 


>i<l>  i    i"i  in   and    l k-    for  1 1] 

HI. ink    in 
order  i  in.  with  ii"  lines.    Th  lllng  the  blank 

tnd  tap 
. 
such   tii  with    Nil    i 

in.  and  a  stiff  tin. 
inded 

■     ftlgnsj    "lit." 

ecelvtng  u  must,  unless  otherwise  directed,   repeal  ti  back 

from  the  manifold  copy,  and  In  slon  In  which  the 

.   bave   been   addn  ■  ■  d      Ea«  )i   oper  .tor   repeating   must 

v.  nether  the  othi 

.mplete,     with  the  superintendent's 

win  be  given,  when  author!  train  dispatcher.     Bach 

elvlng  this   i  on  each   copy   the  word 

"complete,"   the  Un  in  full,  and  reply  "I  I  com- 

srith  his  signal,  and  will  personally  deliver  the  order  to  tl 
si  1 1  ix   addressed   wit  limit    taking   their     I 

be  given 
lor  right  before  II  is  given  for 
the  u 
if  the  telegraph  falls  before  an  ofl  i  Ived  and  acknowledged 


when   tram.-,  are  late,   thej    must   bi  me  way  as  to 

■  tori  "i   i  rains, 

point  not  a  telegraph 
*<r  whll.    tin    office  Is  closed  must  be  addressed  lo 
"C  and  m  .   No,  (al  >  or  (between  and 

— ." 
and    torn  arded    am  tor  or   othi 

plete"  w  ill  Im*  gU  en  upon  ' ; 
nature  of  the  person  bj  whom  the  order  is  to  be  delivered,  wh 
be  supplied   with  copies  for  the  coi  nd   motorman   addi 

[•on  which  in   shall  take  their  signatures     This  - 
must  deliver  to  the  iirst  operator  accessible,  who  must  at 

M  dispatcher  ol  its  having  been  received,  and  forward  It  Im- 
mediate!)  to  the  superintendent 

Orders  so  delivered  to  a  train  must  be  compared,  by  those  receiving 
them,  with  the  copy  held  by  the  person  delivering,  on  si  if 

"complete"  had  been  given  In  n rdinary  •■-. 

Orders  must  noi   be  senl  In  the  manner  herein  provided,  to  trains 
the  rights  <>f  which  are  thereby  restricted 

When  a  train  Is  named  In  an  order,  all  Its  m  Included  un- 

less particular  sections  are  specified,  and  each  section  Included  must 

o  it 
Meeting  orders  must  not  be  sent  foi  delivers   to  trains  al  tb< 
Ins  point,   If  It  can   be  avoided. 


Bo!  NU   H£RE- 


PBRPOBATED  LINE. 


Washington,  Alexandria  &  Mt.  Vernon  Railway  Company. 

TELEGRAPHIC TRAIN  OBDER  No. 

Superintendent's  Office.  »«•"•*•■.  i™  1. 189  «• 


"|Q      To  c.  *  h.  of  no  »    at    ai«mm».       jQ 


Conductor  and  Motorman  must  eaoh  have  a  copy  of  thla  order. 


Rec'd  ,i5  <■■  M.  Made  c«»pi.» at  *•>« '•  M.  Rec'd by  *>»«•  Op'r. 


BOUK1 

PEBron* 

>    1IIKI 

TED  I 

dt.Ve 

UK  I 

1NE. 

Washington.  Alexandria  &  1 

TELEGRAPHIC  TBj 

hod  Rai 

kltKK  1 

lway  Company. 

<n.      i° 

Superintendent's  Office,  »m»im««.  •>»«  ■■  189 «• 

0-1     To          c  * ».           of     "•>  u.    at     Ai.«o.tn.      Oj 

Conductor  and  Motorman  rauit  each  have  a  copy  of  thia  order. 

Time  received        *«**•»¥.    •>•«■  given  at        "•*  M. 

Conductor. 

Motorman. 

BfOW. 

Train 

Made     |   At 

Received  by 

JODCB. 

13 

i.n 

ll.DI.iMO. 

FIG.  6     ORDER  FORM  "I"." 


FIG.  7    ORDER   FORM  "31." 


the  "complete"  to  an  01  the  Bignal   "19,"   the  order  at 

thai  office  Is  of  no  It   It   bad  not  been 

"I-  r,   the     0  must  each,  in  transmit- 

ting, be  preceded  bj    "3J  case  may  bi      md  the  num- 

irder,  thus,   ■::i.   No.   1"."   ..r  "W   No.   10."     In   transmuting 
y    must    be   prec<  a,"    the   number   of   the 

order,  and  the  train  number,  thus,  "SI,  No.  10,  'Train  No.  5  "  Alter 
each  transmission  ami  response  tin-  sending  operator  must  give  his 
signal. 

.... 
"i''"   ore  .   as   here  shown.     Blank   apai 

order  i  In.  with  no  tines.  The  mode  ol  ailing  tin  blanks  ifi  Indli  l1  d 
i»>   small  type     Form  6%xG  In,  beloi  d  line.    Hunks  6  , \7> .  in. 

800  leaves.     Stltcl  P  ,  nd   top. 

Very   stiff   back   on   lower  side.     Panel 

such   thickness  as  to  admit  of  mas  with   No.    i 

Faber  pencil.  To  be  used  with  carbon  paper  6:v*x7  in.  and  a  stiff  tin. 
same  sue,  corners  rounded. 

The  operator  who  receives  and  delivers  an  order  must  preserve  the 
lowest  copy.  On  this  must  appear  the  signatures  of  those  who  sign 
r««r  the  order;  and  on  it  he  must  record  the  time  when  he  re©  - 

■  -.   the   time  when   thi  ■  nia   ov,  n   name    the 

date,   and   the   train   number,    In    th  In    the   blanks, 

must  be  ident. 

I  mi.  ra  used  by  conductors  must  )■  them  daily  to  the  super- 

lent, 
Motorman  will  place  their  orders  in   the  clip  before  them  until  exe- 
cuted, 

delivered  at  the  superintendent's  office  the  requirement 

i  y   will  be  the  same  as  at  other  points 
Bsary  to  gr< •,,,  ire  to  persons  in  charge  of  work  requir- 
ing the  use  of  track  In  yards  or  at  other  points,  authorizing  such  use 


precautions  must  be  taken  by  the  train  dispatchers  and  operators  to 
insure    safety. 

There  should  be,  if  possible,  at  least  one  telegraph  office  between 
id. is.'  at  which  opposing   trains  recelvi    i  -rders. 

Orders  should  not  be  sent  an  unnecessarily  long  time  before  deliv- 
ery,  nor  to  points  unnecessarily  distant   from   where  they  are  to  be 

<i.     No  orders,  except   thus.-  affecting  the   train  at   that 
should  be  delivered  to  a  freight  train  at  B  station  where  it  has  much 
work,    until   after   the   work    is   done 

A  train,  or  any  section  of  a  train,  must  be  governed  strictly  by  the 
terms  of  orders  addressed  to  It.  and  must  not  assume  rights  not  con- 
ferred by  such  orders.  In  all  other  respects  it  must  be  governed  by 
the  train  rules  and  time-table. 

Orders  once  In  effect    contl  io  until   fulfil 

nulled,  orders  held  by.  or  Issued  for,  a  regular  train,  are  to  be  con- 
sidered  as  annulled  when  the  train  has  lost  its  rights,  and  other 
trains  will  be  governed  accordingly. 


The  Brooklyn  Rapid  Transit  Co.  has  obtained  an  order  directing 
ilia i  the  courts  shall  decide  t«>  win  mi  the  company  -ball  pay  the 
$25,000  reward  which  was  offered  in  the  latter  part  of  1900  for  in- 
formation leading  to  Lhe  arrest  and  conviction  of  persons  who  had 
circulated  false  reports  with  the  intention  of  depreciating  the  stock 
of  the  corporation.  This  recent  action  on  the  part  of  the  company 
was  rendered  necessary  by  lhe  number  of  spurious  claims  made  for 
the  reward. 


Tine  jo.  1900.] 


STREET    RAILWAY    REVIEW. 


351 


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


POWER  HOUSE  NOTES. 


BY   ARTHUR  B.    WEEKS. 


There  are  times  when  repairs  to  a  generator  armature  arc  rcn- 
dered  necessary  amid  the  rattling  of  machinery  and  in  a  constant 
draught.  In  such  an  instance,  the  use  of  canvas,  as  shown  in  the 
illu>tration,  will  afford  temporary  protection,  retaining  commutator 
heat  and  preventing  the  cooling  of  soldering  irons.  Where  the 
draught  is  unusually  violent,  the  work  can  be  wholly  enclosed. 

Should  it  become  necessary  to  remove  the  collector  rings  of  a 
rotary-  converter  armature,  as  herewith  illustrated,  remove  the  con- 
nections of  the  rings  to  the  armature  conductors.  It  will  be  ob- 
served that  there  are  twice  as  many  of  these  connections  to  the  arma- 
ture as  there  arc  pole  pieces  on  the  rotary.  The  rotary  converter 
armature  here  shown  belongs  to  a  350-kw.  Wcstinghouse  machine 
for  street  railway  service. 

After  taking  off  the  starting  motor  armature,  insert  threaded  rods 
into  tapped  holes  in  the  collector  casting  provided  for  that  purpose, 
and  place  a  heavy  strap  of  iron  across  the  end  of  the  shaft.  Tighten 
up  the  nuts  on  the  rods  which  pass  through  holes  in  this  strap  of 
iron.  The  collector  rings  of  a  General  Electric  rotary  are  removed 
in  the  same  way.  It  may  prove  a  difficult  undertaking,  for  after 
years  of  running,  it  will  have  rusted  fast ;  yel  after  persistent  work 
it  can  be  removed,  though  one  may  break  several  rods  and  double 
up  the  straps  of  iron,  until  material  is  secured  which  will  stand  the 
strain.  Collector  rings  of  the  raised  pattern  give  far  better  satisfac- 
tion than  those  whose  surface  i-  '  j  to  1  in.  below  the  insulating 
material  separating  the  rings.  Raised  rings  may  In-  put  on  in  the 
wing  manner: 

Turn  off  each  ring,  and  fit  over  each  a  ring  like  thai   shown  in  the 
illustration.     The  inside  ring,  A,  is  a  portion  of  the  original   ring, 
and  B,  a  portion  of  the  new  one  with  a  lug,  D;  this  allows  a  vcnnl.it 
ing  space  between  the  surfaces.    The  outside  ring  is  fastened  with  a 
dowel  pin,  C,  driven   into  a   bob-  drilled  at    tin    intersection   of   the 


i'  li  lugs  and  dowel  pins  for  each 

ring.  n   the  armature   ihaft,  they   should  be 

I  again  if  they  do  not  run  true  with  the   -had. 

I  hr  arm*!  ing  aftei  fitting  these  rings.    If  it 

hu  b<-.  will  undoubtedly  b<                      To  accom- 

pluh  i'  n  quired  ,  portion!  of 

abotf   1  ft.  Ion,.                  •  mi  foi  the  purpo  1       1  he  .>■ 

'I    o,    I,.. I 

ii    .,n  the  from  of  On 

trimmn'  lia v.   up  lightly. 

i         ted  by  the  vi- 


bration of  floor  and  machine  when  the  armature  is  in  motion.  By 
all  means,  let  it  be  corrected  as  soon  as  possible.  The  armatures 
are,  as  a  rule,  bar  wound,  and  connected  to  copper  strips  extending 
up  radially  from  the  commutator,  in  line  with  the  armature  coils. 
An  idea  prevails  that  there  is  something  very  mysterious  about  a 
rotary  converter;  but  one  soon  becomes  familiar  with  its  operation 
and  peculiarities. 

Synchronizing,  or  paralleling  rotaries,  is  an  operation  which  to 
some  men  seems  very  difficult.  It  may  take  a  great  deal  of  practice, 
but  they  will  master  it  in  time.     The  writer  recalls  an  instance  where 


RAISED  COLLECTOR    RING. 

an  engineer  found  his  steam  plant  replaced  by  a  modern  light  and 
power  station,  equipped  with  motor  generators  and  rotary  converters. 
It  was  a  question  of  either  learning  to  run  the  new  apparatus  or  look- 
ing for  a  new  position.  Me  determined  to  do  the  former,  and  sur- 
prised  himself  by  tin-  ease  with  which  he  grasped  the  new  con- 
ditions. 

One's  record,  or  ability  to  properly  care  for  the  rotaries,  depends 
largely  upon  the  skill  and  knowledge  of  his  informant.  Incorrect 
information  maj  cling  tenaciously  for  years,  and  1-  ■<  haul  thing  to 
,11,.  I  11  course,  more  things  are  liable  to  go  wrong  with  a 
rotary  COnvertei  and  its  alternating  current  equipment  than  when 
a  direct  current  generator  of  the  same  capacity  is  used.  If  the 
transformers  are  oil  and  water  cooled  the  oil  must  be  maintained  at 
the   right   height   and   the  water  kept   in   circulation.     It   is  easy   to 

to   1 1   the    water  again  after  a   shut-down.     Should   the 

0CC8   ionallj    bl ■  muddy,  it   may  cut   off  the  circulation  to 

a  dangerous  degree  if  not  closely  watched. 

If  air  Ida  i  transformers  are  used,  di t  forget  to  start  the  motors 

for    the    fan.      Sometimes    such    apparatus    is    placed    ill    subways   or 

1 1,   lighted  places;  he  the  more  particular  to  m  peel  machinery 

0  I...  .  1 1 1  -.  1.     'I  ake  the  air  snppK    fi utd where  possible,  espe 

cially  1 mer.     'I  he  writer  remembers  a  transformer  room  in 

which  there  wen   .1  numbei  ol    lit  blasl  transformers  supplied  with 
n    1,     i»  ,   1. in   blowers  driven   bj    induction   motors,   with   an   ait 

1] ir. 0,  .1    idi     i"  •  1  " hi  1  '■  :i  lai •."     and  pile  foi  plaster 

1    |oi  ited      lo  the  di  gust  of  everybody  the  greatei   portion 
of  the  -and  di  appeared  into  the  tran  1 n  room.  Burnt  out  tran 

i>.  1  ,iiu     .mi  1   , 1. n  ternation,  but  if 
I  ,ii.  .1,  tin   in  .    ,,i  in,  mi  breakei  ,  a    th<   01  e  may  he, 

,\  III   take  'lie  of  the   1 1 1 : 1 1 '  1 1  ii  1 

.,|  Electrii   rol ally    tat  ted  b)  a  motoi  gent  1  atoi 

,,11  1  ting    "i    .1"    in, In,  11     driving    a    dire  I    current    motor 

to  prt  ipi  I'll,   , ,  ,,1  ,  1 1, 1  .1    a  1  hunt  mot lei  no 

1 1      \i  ih,   end  oi  ih,   armatun     haft  at  the  direct  current  .".i 

in •  ,  1,  ,|  in  .1   I  on  ,  .In  ,,  ,  ill,, lor,  which  pel  ioiII 

,  ally  pi  ,1  thru  1  oi  the  ai  matui  1    gii  ing  a  hard  gla  1  to  thi 

■  ,,1 ,,■  .1  '...  in,  h  also  1 1  in    wi g  ol  grooves  in  the 

altt  in  nt  ring 

Where   there   are   Wi   tinghou  1    rotarii      in   operal al  0,   the 

1  tarted  witl ml    fi thi    d 

currenl  '  : liffii  ultj   in  Bt; g      1  hi    W  1   1  ing 

,    genet  ally  known,  mas   bi     tarted  eith 
rrenl 


352 


STREET    RAILWAY    REVIEW. 


[Vol    XII.  No.  6. 


POWER  STATION   HELPS. 


IIV    FKI.HF.KUK    I.     KAY. 


Powei  station  economies  cannot  be  based  on  an]  one  p.irt  of  the 
station,  n..r  altogether  on  the  larger  items  of  the  make  up  of  a  power 
station.     ITie  auxiliaries  come  in  foi  .1  large  share  oi  the  m 

nig.  1  In  method  explained  and  illustrated  in  tins  article  is 
in  u-i-  in  one  of  the  railway  and  lighting  stations  oi  the  west,  where 
nothing  is  too  go,„|  if  il  will  save  a  dollar. 

Id  the  engine  room,  no  oil  1-  handled  except  through  ■  system  of 
piping;  there  are  no  oilers  to  spill  oil  on  machinery  and  door.    The 
engine  room  force  1-  reduced  n>  the  engineers  and  wipers,  and  a  hoi 
hearing  is  ;i-  unknown  as  a  snow  storm  in  summer.    With  a 
of  clean,  filtered  "il  running  i"  everj   bearing,  thi   engineer  can  de 
vote  ln>  time  to  the  careful  watching  of  the  reci 

1  in-  engine  oiling     ystem  as  shown  in  the  diagram  is  a  gravity 
system.     The  fresh  "il  from  the  barrel  is  dumped  into  the 
m>  thai  "II  must  go  through  the  separator  and  filter  and  then  to  the 


|qT~1     ^ 


-)    1 


:  z.z*rt.oM\ 


SECTION  SHOWINi;  OILING  SYSTEM. 

'l  reservoir.  This  takes  oul  all  splinters,  etc.,  thai  may  come 
from  the  barrel.  All  oil  used  on  tlie  engine  which  is  not  consumed 
in  lubrication  is  piped  to  the  separator,  when-  all  water,  dirt  and 
heavy  matter  1-  separated;  then  it  passes  to  the  filter,  which  consists 
of  a  scries  of  pans.  Hiese  pans  are  sel  one  ah"\c  the  other,  so  that 
if  one  will  not  filter  all  the  oil  coming  over,  the  next  one  will,  and 
-o  on  down  to  the  last  one.  The  pans  are  watched,  and  if  oil  begins 
to  travel  to  the  la-i  pan  for  filtering,  then  the  filtering  material 
which  consists  of  white  waste  and  outing  flannel,  1-  changed.  A 
layer  of  flannel  is  pul  in  the  pan  extending  up  the    idi      •    the  top, 

with  a  wire  rack  in  the  bottom  to  keep  (he  cloth  off  the  pan.      \flcr 
ward  the  pan  is  filled  with  waste.     The  filtered  oil  is  piped  to  a  pure 

"il  reservoir.  From  lure  il  is  pumped  bj  a  small  Marsh  pump  to  a 
1  reservoir,  which  1-  on  the  second  floor  of  the  boilet 

liis  11  flows  by  gravity  to  the  manifold  oiler  on  the  engine,  and 
the  process  of  filtering  is  repeated  over  and  over  until  all  is  lost. 

-e  oil  is  brought  into  the  engine  room,  as  a  pipe  extends  out- 
side to  the  oil  house,  where  oil  1-  supplied  to  the  system. 

Cylinder    OiL 
The  handling  of  the  cylinder  oil  is  accomplished  by  a  gravity  sv  s- 
tem.  aided  by  compressed   air.      A    system  of  piping  is  arranged   so 


that  oil  Bowl  to  a  hand  pump  and  automatic  lubricator,  so  that  all 
the  attendant',  have  to  do  1-  to  open  .1  valve  and  fill  the  cups.  The 
oil  is  raised  to  the  reservoii  tq  compressed  air.  Another  reservoit 
is  placed  in  the  basemenl  of  the  engine  room,  into  which  the  oil  1- 
piped  from  the  oil  house,  m  the  Mine  way  a^  the  engine  oil.  A  barrel 
of  oil  is  let  in.  tin  valves  are  closed,  and  an  air  pressure  of  50  lb. 
applied  on  top  of  the  oil.  By  this  method  the  oil  is  forced  up  to 
the  reservoir  on  the  second  floor  ready  for  use.  This  forcing  oi 
oil  into  the  reservoir  compresses  the  air  there  and  gives  an  ail 
lire  to  drive  the  oil  out.  which  is  advantageous,  especially  ill  cold 
weal' 

Condensation. 

The  saving   of  condensation,  priming,  etc..    from  all    BOUrci 

no  little   importance.      At    this   plant,   the  a nut    saved    is   about    is 

1  the  total  consumption.     A  system  of  piping  is  arranged 

so  thai  all  water  from  live  steam  mains,  separators,  etc,  is  hd  to  a 
tank  in  the  basement,  and  from  this  tank  it  is  returned  to  the  boiler 
by  a  return  trap. 

Ihe  water  from  the  exhaust  mams  is  nol  50  easily  handled  bei 
of  the  cylinder  oil  there  is  in  it.  All  this  water  is  caughl  i"  a  tank 
and  then  pumped  bj  a  -mall  Marsh  pump  up  to  the  top  of  the  water 
-oftening  apparatus.  It  is  put  through  this  machine  and  treated  with 
soda  ash;  the  ml  is  precipitated  and  the  water  comes  out  as  clear  as 
crystal,  and  we  have  so  much  clean,  soft  water  for  the  boilers. 

Water  Softening. 

We  have  practically  soft  water  for  our  boilers.  This  is  accom- 
plished by  a  continuous  operating  system  installed  by  the  Industrial 
Water  Co..  of  Net*  fork  City,  which  treats  the  water  cold  with 
lime  and  crystal  carbonate  of  soda.  The  water  as  it  continually 
passes  through  the  system  has  added  to  it  certain  proportions  of 
lime  and  soda,  by  which  the  scale-forming  matter  is  precipitated  to 
the  bottom  of  the  tank,  where  it  is  blown  off  to  the  sewer.  Xo  scale 
forms  in  the  boilers,  and  the  great  trouble  we  once  experienced  with 
tubes  bursting  is  now  entirely  eliminated. 

One  of  the  most  expensive  auxiliaries  about  a  station  is  the  ordi- 
nary boiler  feed  pump,  consuming  all  the  way  from  150  lb.  to  250  lb. 
of  .steam  per  h.  p.  hour.  This  method  lias  been  displaced  by  the 
more  modern  idea  of  a  motor-driven  pump.  This  is  fitted  with  a 
regulating  or  by-pass  valve,  and  runs  constantly:  the  regulating 
valve  being  set  at  25  lb.  above  boiler  pressure  and  the  feed  valves 
to  the  boiler  "pinched"  down  to  admit  the  necessary  water  to  the 
In  this  way  the  expense  is  only  for  the  actual  cost  of  gen- 
erating the  current  for  motor ;  it  would  not  be  fair  to  charge  the 
motor  with  the  selling  price  of  the  current  any  more  than  it  would 
be  to  charge  the  selling  price  for  current  used  on  the  motor-driven 
exciter. 

Motor-Driven  Exciter. 

Instead  of  the  usual  method  of  exciting  the  field  of  an  alternating 
current  generator  by  an  exciter  by  a  belt  from  the  main  machine,  it 
is  a  great  improvement  to  use  a  motor-driven  direct-connected  ex- 
citer, independent  of  all  other  machines.  Of  course  where  you  have 
the  motor-driven  exciter  you  should  have  a  duplicate  exciter  driven 
by  a  steam  engine,  so  that  if  the  whole  plant  is  shut  down  you  can 
get  started  again.  I  hi-  motor  can  be  a  type  to  use  the  same  voltage 
as  the  generator,  not  needing  any  transformer  interposed 

Recording   Meters  and  Gages. 

Recording  meters  and  gages  are  a  wonderful  stimulus  1,, 
manipulation  of  the  machinery  of  a  power  station.  A  recording 
meter  on  the  bus  bars  of  a  switchboard  is  a  splendid  thing,  giving 
the  correct  voltage  for  the  whole  day.  It  is  well  also  1,,  have  several 
of  them  on  the  pressure  wires  leading  out  on  the  main  circuits  to 
the  center  of  distribution,  with  a  Stillwell  regulator  interposed,  so 
thai  you  can  take  care  of  the  drop  in  the  lines,  and  in  this  way  give 
splendid    service   at    farthest    point    from    the    station. 

One  of  these  instruments  on  steam  mains  to  give  a  record  of 
boiler  pressure  has  a  great   influence  toward  keeping  the  fireman  up 

to  his  duties  ami  tinning  his  attention  to  the  steam  gage.  How  few 
people  know  what  kind  of  steam  they  are  using;  whether  it  is  wet 
or  dry.  If  you  will  put  a  recording  temperature  gage  on  your  steam 
main,  you  will  he  able  to  kih'U  tu-t  what  your  -train  1-.  and  it  you 
have  boilers  that  give  superheated  steam,  you  will  he  able  to  tell 
ins;  bow  high  that  superheat  i-.  and  if  you  are  trying  to  get  your 
steam  as  highly  superheated  as  possible  and  keep  it  there,  you  will 


'inn  jo.  1902.] 


STREET    RAILWAY    REVIEW. 


353 


be  able  to  tell  at  a  moment  when  your  boiler  is  getting  foul  or  the 
superheat  begins  to  come  down  and  continues  to  come  down  on  the 
boiler  until  it  is  cleaned.  Some  water  tube  boilers  easily  give  100 
deg.  F.  of  superheat,  while  Others  give  very  wet   steam. 

Heating  System. 
If  yon  have  an  exhaust  steam  heating  system  connected  to  your 
engines,  put  one  of  these  recording  gages  on  that  too;  then  when  a 
customer  complains  about  pressure,  just  point  to  your  chart,  and  he 
will  hunt  some  place  else  for  trouble.  Adopt  a  graduated  scale  of 
ire  for  the  healing  system,  depending  on  the  temperature  of 
the  water,  then  get  a  recording  thermometer  to  give  you  the  weather 
conditions,  and  you  can  give  perfect  service  to  your  heating  custom- 
ers at  the  least  possible  back  pressure  on  the  engine. 

Air  Compressors. 

A  motor  driven  air  compressor  is  another  handy  station  auxiliary. 
Air  is  a  splendid  thing  to  clean  switchboards,  dynamo,  etc.,  to  run 
air  drills  on  boiler  work  instead  of  the  ratchet  drills,  for  the  handling 
of  oil,  and  many  other  uses. 

Station  Records. 

The  more  records  kept  the  better.  The  old  commandment  of 
"Know  thyself"  is  equaled  by  another.  "Know   what  you  are  doing." 

How  much  coal  are  you  burning? 

What  per  cent  is  ash? 

How  much  water  do  you  evaporate? 

What  is  steam  consumption  for  auxiliaries? 

What  is  steam  consumption  for  engines? 

Where  is  the  rest  of  the  steam  going? 

What  is  the  cylinder  oil  consumption  per  engine-hour? 

How   many  pounds  of  water  per  pound  of  coal? 

How  many  pounds  of  coal  per  kw.  h.  ? 

All  these  questions  and  many  more  the  wide-awake  chief  engineer 
of  to-day  must  be  prepared  to  answer. 


MOVING  STAIRWAY  FOR  CHICAGO  ELEVATED 


The  Metropolitan  West  Side  Elevated  Railway  Co.,  of  Chicago, 

has  installed  at  its  new  Marshall  Boulevard  station  a  moving  stair- 

r  taking  passengers  to  the  station  platform.     Moving   stair- 

have   been   used   experimentally   by   the   Manhattan    Elevated 

•  New  York,  and  their  successful  operation  in  that  city  has 
influenced  the  Metropolitan  Company  in  deciding  to  test  the 
device  in  Chicago  with  the  end  in  view    of  ultimately  equipping  all 

minent  stations  with  some  form  of  lifting  stairway  or  ele- 
vator. The  apparatus  installed  in  the  Marshall  Houlevard  station  is. 
strictly  speaking,  not  a  stairway  but  an  elevated  inclined  plane  Ium 
ing  corrugations  on  its  surface  to  prevent  passengers  from  slipping. 
The  apparatus  is  made  by  the  Reno  Inclined  Elevated  Railway  Co., 
of  New   York  City,  and  is  \ .  ry  similar  to  the  inclined  elevator  that 

•  n  in  use  for  several  months  at  the    Third  Ave.  and   59th  St. 

laanhal  id  in  New  York. 

,  tailed  at  the  Marshall  Boulevard  station  the  elevatoi 
two  sections  giving  a  total   lift  of  aboul   .t.i  ft.,  the  lower   section 
being  15  ft.  in  length  and  the  upper  section  about  20  ft.     Thei 
short  landing  platform  between  the  two  lections, 

The  moving  licit  or  plain-  i-  about  2  ft.  wide  and  movi      U  a    peed 
a  little  faster  than  the  average  ■•ild   walk   upstairs,     A 

hand  rail  at  the   -id<    movei  in  conjunction  with  the  bell  and  affords 

1  11  ing  the  a  •  ent    The 
licit  i-  .11  metal  and  travels  mi  small  rollers 

placed  at  very  frequent  inti  1 

in  of  Ihe  cli  Iriven  by   a  7  l>.  p.  motor  and  one 

liy  a  5-I1.  p.  motor.   Both  of  these  machini    take  direct  currenl  from 
the  line  circuit  at  aboul   joo  volts.     They  *'<■  both  controlled  by 

■  1  Ikk.iIi  wh<  n    undi  1   the  im 

ition  is 

iiiual. 

•  Hon  1-  a  in  tabli  ihi  d  on 

ated  and  will  afford  an 

.Hon  platform  ii 

thai  will  be 

tnjrjg  from  the  park.     At  this 

Q,  railroad  and  the  ■!• 

■  ery  import 


AWWWM^VWWWWWWWWWMWWWMWWS 

J  CORRESPONDENCE,  I 

THE  LUBRICATION  OF  COMPOUND   ENGINE 
CYLINDERS. 


Editor  "Review":  Having  had  more  or  less  trouble  with  the 
usual  "hydrostatic"  systems  of  lubrication  for  compound  cylinders. 
I  venture  to  send  you  a  sketch  of  a  simple  device  that  1  have  found 
will  often  prevent  stoppage  of  the  oil  How.  The  low  pressure  cyl 
inder  is  of  course  the  difficult  one  to  lubricate  by  the  hydrostatic 
method.  In  common  practice  the  oiling  system  is  connected  to 
both  ends  of  the  cylinder,  and  sometimes  a  water  column  is  used 
in  connection  with  the  lubricator.  In  either  case,  the  steam  con 
nections  are  such  as  to  permit  condensation  to  lake  place  in  the 
sight  feed  glass,  and  by  making  a  water  column  connection  to 
either  system,  in  addition  to  the  steam  pressure,  the  oil  is  forced 
through  the  water  in  the  sight  feed  glass  into  the  steam  chesl  01 
cylinder.  We  all  know  what  frequently  occurs  with  this  system 
in  service.     The  number  of  drops  of  oil   per   minute  gradually   de- 


CCMUZING   PIPf  -  L~ 


'--OIL    10     CYLINOtLK 


LOW    P(\L55uRi:    CYLINDER 
SSs    LB. 


MAIN    OIL 

fttrivtR-wito 


METHOD  OF  CYLINDER   LUBRICATION. 

creases,  and  if  not  given  attention,  the  flow  of  oil  will  finally  slop 
Very  often  this  is  not  due  to  insufficient  pressure,  nor  is  it  due  to 
Ihe  valves  becoming  clogged.  I  he  Stoppage  of  oil  is  caused  by  the 
low  temperature  of  the  steam  or  by  the  condensation  water  in  the 
sight    feed  glass   becoming  cool        \,   ,,    consequence  the   metal    COn 

nected  wiiii  the  lubricating  system  is  chilled,  causing  the  oil  to 
thicken  and  finally  stop  feeding.     By  a  glance  al  the  accompanying 

working    sketch    i|    can    readily    be    seen    how    this    trouble    may    be 

prevented      ["hi    oil  is  under  boiler  pressure  plus  the  wain    col 
iiinn  in  lank  II,  or  aboui   1 .4(1  lb.  pressure.     From  ibis  lank  or  re- 
ceiver, ihe  oil  is  delivered  through  a  reducing  valve  B,  to  tin    re 

1  .  iL   in [t  then  9  to  thi     ight  feed  glasses 

l>l).  ami  finally  to  tin  team  chi  1  and  cylinder,  In  the  ordinarj 
lubricating  arrangements  the  circulation  of  steam    top    at  the  sight 

Feed  glass  of  the  low  pressure  cylindei  and  the  wain  ndensa 

•1 1      1  liis  is  remedied  by  the  addition  of  the  sti  im 

loop  "i  circulating  pipe  E.  This  pipi  1  connected  to  the  highest 
point  of  '.nil  ight  i''d  glass,  allowing  a  circulation  ol  team 
from  one  em!  of  the  steam  cylindei   01   chi   1   to  the  other,     The 

steam  which  condenses  al   the  extremi    height   of  thi     tei loop 

ighl  feed  glasses,  and  keep  the  watei  hot,  causing 
the  oil  to  remain  al  the  sami  temperature  as  the  water,    While  the 

Irani  i  circulating  in  pipe  E,  all  connection  to  the  lubricator  "ill 
remain  at  a  high  temperatur     id  1  ■    p  the  oil  in  1 1 indi 

lion  •  1 1 y .  I  In  in. in    I    1  mei  . 

Ch.  Engl    Hartford  ((  onn  1  Street  Railway  Co 


■  hi     1  ■    .'      1  1 .11 1 1  '••.' .    mi'  1  in  ban     bi  1  w  een     Dalla 

and  I 'oil  Worth  »ill  be  put  in  ■  oeral before  fulj   rst.     ["he  powei 

1  I landli  (  1    1  ompleted,  and  « ill    uppl     1 hi      01 

Worth  lini  veil   ■    foi  tl I bi ad, 


354 


STREET    RAILWAY    REVIEW. 


WINDING  ARMATURES. 

I  changed  the  winding  on  our  Westinghousc 

!.,.ul    iK  iik >ntli>  ago  and  h  !  Our  anna 

oubles  in  this  motor  about  i  ver  the  old  style  wind 

ing  with  form  wound  ells.  I  have  noticed  in  winding  this  typi  ■< 
armature  with  the  f"rm  wound  coils  sometimes  the  insulation  would 
be  injured  in  putting  them  in  place,  as  it  is  impossible  to  put  them 
.m  without  using  a  hammer,  and  when  the  ai  is  put  under 

load  it  was  liable  to  ground  and  burn  out    With  "ur  new 
method  1  In  this  happen  in  a  single  case.    I  use  one  sheel 

of  micanite  and  tw  il  brown  paper  in  lining  the  sluts  of  tlic 

core,  making  ill.  insulation  "-.,  in.  longer  than  the  core  of  the  arma 
lure.    The  winding  i-  tl  with  the  old  style  coils  from  s'.ol 

1  I..  25.  When  the  section  is  started  put  the  left  hand  lead  in  slot 
_•(.  until  the  section  is  finished  in  1  and  25.  Then  pul  a  piece  of  lead 
cover  on  both  leads  the  length  of  the  core  so  as  to  make  a  good 
insulation  between  the  sections,      1  d  tig  both 

leads  oul  "ii  top  of  the  section.    On  tl  1  I  the  armature  one 

thicknes    of  mu  lin  "r  linen  it  enough  under  each  section     l\ 
a  little  longei  to  rmature  in  this  way  but  I  have  found  it 

to  be  much  cheapei  in  the  end.  The  commutator  connections  ar 
the  same  as  with  the  other  winding.  The  ends  of  the  armature  arc 
much  smaller  with  thi-  wind  A.  F.  Ki 

Foreman  Repair  Shops, 
Harrisburg  (Pa.)  Traction  Co. 
♦«» 

INDICATING  INSTRUMENTS. 


KEEPING  GOOD  TIME 


Editor  "Kc\  icw  :" 

In  the  handling  of  stations,  whether  for  power  and  lighting  or 
for  street  railway  work,  nothing  is  so  essential  as  a  sufficient 
number  of  in  instruments.     While  I  was  with  the  Detroit 

Citizens'  Strei  Co..  1  devised  a  scheme  for  indicating  lo 

the  firemen  in  the  boiler  room  the  amount  of  the  load  being  carried 
by  the  station.  \  Weston  illuminated  dial  ammeter  was  placed  on 
the  wall  in  front  of  the  boilers.  The  shunt  circuit  was  run  from 
the  switchboard  to  the  ammeter  and  the  ammeter  carefully  cali- 
brated to  read  the  total  amperes  output  of  the  station.  The  shunt 
resistance  for  the  ammeter  was  made  by  replacing  some  short  copper 
connecting  strips  in  the  main  bus  bar  by  iron  strips  of  the  same 
size.  This  scheme  proved  very  helpful  in  regulating  the  steam 
pressure  according  to  the  load,  and  saved  much  signalling  back 
and  forth  from  the  engine  room.  I  believe  this  ammeter  is  still 
in  use  there  hut  I  have  never  seen  it  applied  in  any  other  station. 

O.  A.  Honnold, 

Salt  Lake  City,  Utah.  Utah  Light  &  Power  Co. 


NATIONAL  ELECTRIC  LIGHT  ASSOCIATION 
AT  WORLD'S  FAIR. 


At  the  Cincinnati  convention  of  the  National  Electric  Light  Asso- 
ciation great  interest  was  manifested  in  the  importance  of  the  asso- 
ciation meeting  in  St.  Louis  in  1904  during  the  World's  Fair.  It 
was  unanimously  resolved  that  the  association  would  lend  ii^  best 
efforts  to  contribute  to  the  achievement  of  an  electrical  exhibit  such 
as  the  exposition  management  and  the  industry  demands.  Promi- 
nent members  of  the  association  expri  ssed  themselves  as  being  highl; 
IUS  of  showing  the  industrial  application  of  electricity  at  the 
World's  Fair,  on  a  very  large  scale,  and  their  willingness  to  co- 
operate in  securing  this  end.  Il  1-  expected  that  this  exhibit  will 
have  the  effect  of  opening  up  for  business  a  large  territory  which  1? 
now  undeveloped  electrically. 

It  is  probable  that  tin  1  will  have  an  exhibit  of  its  own 

which  will  demonstrate  the  method  of  selling  and  measuring  elec 
trical  energy  whether  for  light  or  power.  The  action  was  taken  this 
to  hold  the  10114  nuiiing  at  St.  Louis  for  the  reason  that  ihe 
association  believes  that  much  better  working  exhibits  will  be  forth- 
coming if  the  electrical  manufacturers  understand  that  the  central 
mghly  interested  in  having  all  electrical  ap- 
paratus exploited  on  a  large  scale. 


A  detail  of  operation  that  has  always  been  .  ful  attention 

•n  railroad  managements  but  1*  sometii 
railways  1-  'In    necessity   fur  making  sure  that  all  employes  having 
in  do  with  tin-  movement  "i  can  an  provided  with  reliable  « 

which   should  be  regulated  every  morning. 

The  following  1  in  tin-  dii  on  the 

Washington,  Alexandria  &  Mt.  Vemon  Ky.     The  rules  are  formu 
lated  from  those  adopted  bj   the  Pennsylvania  R.  K..  and  are  as 

follow- : 

rvatory  standard  time  is  the  only  recognized  standard,  and 
will  be  transmitted  from  the  National  Observatory  t"  the  main 
office. 

The   standard   time   will   he   signalled   to  all    points   mi   the 
from  the  main  office  at  12:00  noon,  daily. 

in  clocks  will  he  designated  on  each  division  as  standard 
docks. 

Where   station   1  provided,  thosi    in   charge  of  siati.uis 

must  see  that  the  clocks  show  correct  tun.,  but  employes  mu 
take  time  from  SUi  h  clod      mile--  they  are  also  designated  as  stand- 
ard clocks. 

Each  conductor  and  motorman  must  provide  himself  with  a  relia- 
ble watch,  which  must  be  examined  and  approved  mi  a  pn 
form  by  a  watch  inspector  appointed  by  the  company,  and  must 
lib  tin-  certificate  at  the  manager's  office  before  he  will  he  all., wed 
to  take  charge  of  a  car.  Watches  must  be  examined  and  certificates 
.1  every  six  months. 

Each  conductor  and  motorman  must  regulate  his  watch  by  a  des- 
ignated standard  clock  before  starting  on  each  daily  trip  or  run. 
and  register  his  name  and  the  time  at  which  he  regulates  his  watch 
on  a  foi  in  provided   lor  that  purpose. 

1  onductors  and  motormen  wdiose  duties  prevent  them  from  having 
access  to  a  standard  clock  must   compare   daily   with, 
their  watches  by.  those  of  conductors  or  motormen  win.  have  stand- 
ard time  and  have  registered  their  names  in  accordance  with  these 
rules. 

The  forms  referred  to  are  merely  standard  blanks  with  space  for 
the   foregoing   information   to  insure  uniformity   in   the   making   of 
■  its. 

All  the  cars  ..f  the  Washington  city  systems  have  a  small  attach 

menl  on  the  front  dash  for  holding  the  motorman's  watch  where  it 

will   he  in  constant   view.     The  motormen   arc  required  to  become 

familiar  with  the  time  at  which  they  should  pass  certain  prominent 

points  and  by  having  the  watch  before  them   at   all   times  they  arc 

better  able  to  regulate  their  speed  in  order  to  keep  up  to  the  require 

in. nts  of  the  schedule.  .    _ 

♦  ■ » 

POST  CHECK  CURRENCY. 


The    I-    1         '  it)  Leavenworth   Railroad   Co.   headed   the  list  of 
■  us  for  the  1 'i'.  celebration  at  Leavenworth  with  a 

cash  subscription  for  $50. 


The  "Post  Check"  currency  plan  now  before  Congress  contem- 
plates the  issue  of  one.  two  and  five  dollar  bills  which  will  have  the 
dual  properties  of  money  and  transferable  checks  by  providing 
blank  lines  for  assigning  such  bills  to  a  named  payee  if  desired.  An 
issue  of  fractional  currency  of  a  similar  form  in  denominations  of 
five  to  fifty  cents  is  also  contemplated  which  would  provide  for 
sending  small  amounts  of  money  by  mail.  The  object  of  this  cur- 
rency 1-  I.,  provide  an  entirely  safe  method  of  sending  money 
through  the  mails,  as  when  a  bill  is  endorsed  il  .,111  only  be  paid  to 
the  payee  named  upon  it  upon  identification  at  the  post  office  slated. 
This  makes  it  as  safe  for  transmission  as  any  hank  cheek. 

Post  check  currency  has  been  widely  advocated  by  leading  news- 
papers and  business  houses  in  all  put-  of  the  country  and  it  appeals 
especially  to  publishers  as  it  provides  a  ready  means  for  paying  sub- 
scriptions and  avoids  the  use  of  postage  stamps  or  silver  in 
small  amounts  by  mail.  There  seem.-  to  be  no  possible  objection  to 
this  kind  of  currency  while  the  advantages  it  offers  are  many,  both 
to  the  snider  and  receiver.  It  avoids  the  t!  going  to  the 
post  office  to  procure  money  orders  and  it  also  overcomes  the  diffi- 
culty of  handling  and  disposing  of  a  large  number  of  stamps  which 
can  generally  only  be  converted  into  money  at  a  loss.  While  pub- 
lishers arc  greatly  benefited  by  such  a  currency,  there  are  a  vast 
number  of  other  in  which  it  would  appeal  with  equal  force. 
•-•-• 

The  Union  Traction  Co.,  of  Philadelphia,  has  inaugurated  a 
through  service  between  Frankford  and  Willow  Grove, 


Juke  jo.  1902.] 


STREET    RAILWAY    REVIEW. 


355 


SYSTEM  IN  REPAIR  SHOPS. 


BY  H.  ARNOLD  FRENCH.  MASTER  PAINTER.  UNION  RAILROAD 
CO.,  PROVIDENCE.  R.  I. 


There  is  but  one  way  to  success  in  any  undertaking,  and  that  is 
to  so  arrange  your  task,  whatever  it  might  be,  so  that  the  end  may 
always  be  in  sight.  No  engineer  would  for  a  minute  think  of  setting 
his  men  to  work  on  a  job  before  he  made  a  complete  layout  1  f  the 
whole,  the  end  being  of  as  much  importance  to  his  as  the  beginning. 
The  writer  has  had  occasion  in  a  practical  way  of  seeing  this  fact 
demonstrated  to  its  full  extent. 

We  will  take  for  instance  the  regular  work  of  the  shops,  such  as 
a  general  renovation  of  the  whole  equipment,  which  should  he  dune 
over  once  in  twelve  months  at  least.  We  have  seen  it  done  in  a 
great  many  shops  in  a  sort  of  haphazard  way  without  any  system  or 
method,  simply  taking  the  cars  in,  and  when  they  are  done,  sending 
them  out,  whenever  it  has  pleased  the  men  to  accomplish  the  work. 
Whether  it  is  done  in  a  week  or  a  month  matters  not  to  them  so 
long  as  they  get  their  pay  for  it,  and  we  cannot  blame  them  any 
more  than  we  could  a  regiment  of  soldiers  after  a  repulse  in  a  mis- 
managed charge  on  the  enemy.  Such  being  the  case,  let  us  try  to 
reason  out  a  remedy,  if  possible. 

ng  sight  of  the  end  that  I  first  mentioned,  let  us  start 
in  a  methodical,  business-like  way.  No  manager  wants  Ins  open 
cars   in   the   shops   in   the  hi*    dosed    cars   there    in   the 

winter.    The  r<  ious,     I  nough  equipment  has  to  stand  all 

day  in  the  car  house-  !•>  do  the  extra  work  at  night  and  morning, 
without  having  more  of  it  in  the  shops  just  for  the  want  of  .1  huh 
energy  on  the  part  of  the  shop  management  to  push  it  out. 

The  fir-t  of  May  should  sec  all  of  the  open  cars  ready  for  busi- 
Thc   season   is  liable  to  open  any   minute   and   they    will   he 
wanted.     Now,  the  first  application  of  the  remedy  leads  up  to  tin 
•ion.    How    many    open   cars  are   there   on    the    list!'      Say,    200. 
Figure  back  from  the  first  of  May  the  number  of  working  days  we 
have  to  do  them  in,  doing  one,  two  or  more  a  day.  as  the  whole  num- 
ber might  require.     Then  so  arrange  your  work  that   each  man  will 
have  a  certain  amount  to  do  in  a  day,  being  particular  to  he  just  both 
lie  company  and  to  the  men,  which,  by  the  way,  is  a  mighty  fine 
line  to  work  by.  hut  which  can  lie  accomplished  by  a  little  reasonable 
thought 

Just  fancy  stepping  into  your  shop  in  the  morning  and  when  the 
al   to  proceed  to  work   is   sounded,   seeing   each  man    step   ' 
without  a   word   from   the   foreman,  and   l» 
which  is  allotted  to  him  every  day.   with   the  understanding  that  he 

■  11. 1  of  ih.  day.    By  tins  method 
al  working  each  individual  111.11  workman, 

and   having  the  end   in    '.  ik   that    at   any 

■  of  tin-  day  hi  behind     In  reality   (to  use  a  shop 

[j)ir;t  ■•  tab  on  hi 

under  will  never  all. 

:    handle   up  one   more   notch   and   get   away    from    tlr.it 

olding  you   back   so  much   thai    il   certainly 

.1  to  find  he 
is  to  mat.   .  p,  if  you  have 

alw.v.  \    in    vie*  irk    the    ri 

■ 

or  '  many  cai  ind  a 

like  mini 

tUfing,    and 

it  1  •  problem  foi 

c  his  can. 


The  same  methods  of  doing  the  open  cars  can  of  course  lie  applied 
to  the  closed  cars,  having  them  all  done  in  the  summer  months, 
ready  in  the  fall  at  any  given  time. 

Now,  in  conclusion  let  me  impress  on  the  mind  of  the  reader  that 
there  is  more  than  one  way  of  working.  It  is  not  necessary  to  work 
this  man's  way  or  that  man's  way;  it  may  not  he  practicable  thai 
you  should;  your  conditions  may  not  allow  it.  Hut  you  can  search 
oul  some  method  whereby  without  taking  observations  yon  can 
always  know  what  part  of  your  little  ocean  you  are  sailing  on  and 
.111  always  tell  to  a  day  when  you  arc  due  in  port. 


FOR  REMOVING  OR  REPLACING  ARMA- 
TURES. 


A  number  of  schemes  for  removing  and  replacing  armatures  1111  1  - 
cat  have  been  described  in  recent  issues  of  the  "Review."  Mr.  .'. 
C.  Sherrill,  barn  electrician  for  the  Charleston  (S.  C.)  Consolidated 
Railway  Gas  &   Electric  Co.,  suggests  a  scheme  for  accomplishing 

the   -ame  results  for  roads  that  do  not  own  a  pit  jack,  or  for  use  at 
times    when    the    jack   is   not   available. 

I  he  essential  features  of  the  arrangement  are  a  plank  2x12  in.  and 
jo  11.  long  to  act  as  the  lever;  a  smaller  piece  of  hoard  to  go  across 


'TOPOf  />/7  /f/t/C 


N  3/1/1 4C/toss  p/r 
£///>/> f a  /TS  /rr  '/!' 


-s  ,  •  3  x  /  '  /KOA/  B/)#  S£  ■ 
4-gl"  ^3     ro  SHAPE 

DEVICE  FOB  HANDLING  ARMATURES. 
In    top  of  the  pit   as  tin-   fulcrum;    and  a   IX3-in.  iron  bar  lii-iil   as  at 

A  in  the  sketch  .ind  designed  to  be  placed  across  the  pil  to  support 
the  end  of  the  long  plank  when  the  armatun  hat  been  lowered 

hi 1    ,111   armature   from   under  a   car  the  lower   half  of  Hie 

motOI    case  is   swung  down.     One  end  of  the  lever   hoard  to  which 

tened  I leal    in  prevent  the  armature  from  rolling  off  is 

oughl  in  beat  again  1  the  lower  side  of  the  armature,    One 
thi   "Hi''  'ml  of  1  In-  lever  supports  the  weighl  of  the  a  una 

ili    I  man  unscrews  the  holts  thai  hold  the  bei - 

1  I,,  ,1  matun  1  thi  n  lowen  d  until  the  board  n  1  upon 
(i  strap  placed  icro  the  pit.  The  small  board  which  icted 
fulcrum  is  the oved  hack  along  the  top  ol  the  rails  until 

Il'      DOWI  1     end    of    the    level.        Ill    ill!  .     w.u     llie    level      i 

made  to  form  an  incline  plane  up  which  thi  armature  maj  I"   rolled 
and  10  phn  ed  on  thi  1  ai  bai  n  floor. 

Mr.  Sheii  ill     tati       iln     maki   hifl   iill  1  thi    n  quit nti    B       1  '•'■ 

1. ii.m ati  pii  1 1'  >   would  d".  though  it  is  no)    nvenient. 


■  ii  Rapid    1  ransil  Co.,  of  New  Yorl    City,  whii  h 

-  nil',  on  "i  poratt  'I.  Ii. 1    I"- 1  i' '  1  in    mi  "i 

000      'i pan  i'  -'   !■■  ill  '  "iiipi '  e  y  mile    "i    p-tracl    and 

..I  doubli   1 1  "  1    .Mi'i  "in   lai "'   powei  hou  11   1  quipped  with 
eight  7,500-h.  p.  engines  furnished  by  the  Vllis-Chal 1    .,  and  48 

I,,  ijli   1       o|    1.00    h.    p,        I  In     offil  •  I    •    "I    I  II'      I  lll'l  Ii"l 

'   B  el <    1  - 1  ■   1 '  I '  1 1 1  .  1     1 '    1  '■  1    hi.  ■  1 '  - 

Fredericl     Evans,     ecretary,   and 

111  fohn  B.  Mel  lonald  1    the  general  ctoi 

and  Gei  con  lilting 


356 


STREET    RAILWAY    REVIEW 


[Vol    XII.  No.  6. 


TIME  REQUIRED  TO   REPAIR  AND  PAINT 
CARS. 


rhrough  I  Mr.   H.    V   Davis,   superintendent,  and 

U     I  idler,  master  mechanic  of  the  N  '   uroll- 

ton  Railroad,  Lighl  ft   Powei  rmitted  to  publish  the 

following  data  regardii  required  to  repair  and  paint  cars 

at   id,  this  company.      I'he  ti k • " >  ecured 

under  working  conditions  and  are  valuable  as  -li> >\\  m^  what  may 
be  expected  from  nen  working  in  a   well  regulated  shop. 

ilu    master  mechanic   to  estimate  the  time   n<  •■ 
in  pul  a  given  nun  '  -  through  the  shops  with  a  given  force 

of  empl 

pecially  valuable  to  anj   company   having  in 

mind  the  establishing  of  a  piece  work  system  of  paying  em| 

In  this  connection  reference  is  made  to  the  "Review"  for  lasl  April. 

23,  where   will   bi    found   data   regarding  advantages  of  the 

vstem  and  also  the  complete  schedule  of  prices  paid  for  piece 

work  at  the  shops  of  the  North  Jersej   Streel   Ry. 

riME    REQUIRED    FOR    ONE    MAN     I"    DO    SPECIFIED 

WORK      \!      REPAIR     SHOTS     OF      Mil       NEW 

ORLEANS   &    CARROLLTON    RAILROAD, 

LIGHT  &  POWER  CO. 

Carpenter    Shop.  HOURS. 

Strip  car  for  general  repairs 18 

Trim  car  for  general  repairs 38 

Strip  car  for  varnishing  only 11 

Trim  car  after  varnishing  only 15 

Work  on   Roof. 

I'n  remove  canvas,  top  deck i-'o 

lii  remove  running  board  only 2.5 

To  remove  5-1(1  in.  x  _>'  '■  in.  sheathing it 

To  remove  head  linings 8 

To  remove  one  end 2 

mom-    moldings 3 

Work  on  Platform.     (Including  time  to  remove  old  material.) 

To  fit  and  fasten  one  new  dash 3-5 

move  sub-sill     4 

In  remove  floor    4 

In  remove  buffer   timber    5 

In  remove  plat  form   knee    3 

I  0  remove  step  hoard   2 

move  foot  guard    I 

Hoods.      (Including  removal  of  old  parts.) 

To  build  hood  complete  with  canvas 16 

new   canvas  only 2 

ne   rib   3 

new  one  half  rib  2 

new   one  rim   6 

new  one  half  rim   4 

to  remove  and   replace   3.5 

nig     

Panels.  Sills.  Etc 

ai to 

To  remove  panels  one  end  of  car u 

in  renew  one  section  panel 1 

new  one  section  side  panel 1 

ew    guard    rail 7 

I'"  renew  guard  and  belt 10 

iew  '  me  side  post : j 

lo  renew    two    -  

■  lulling  renewing  of  side  panels,  bell 

guards,  etc.,  and  painting  1  $<«i  1 300 

I'o  renew  upper  end  plates 8 

new    upper   end   panel .! 

To  renew  upper  deck  corner  mullion .; 

I! 28 

To  renew  sub  sill   4 



To  renew  trap  doors  4 

Labor  to  Paint  One  Car. 

Burning   off    15 

Sanding    5 


Rough 

Rubbing  down  to 
Sand  papering  . 

Coating  color  K  h 

( Imamenting 


20 

2 
40 


Varnishing  -;  houi                                    'S 

Scrubbing   trimmings     

Scrubbing  seats  8 

Scrubbing  inside  of  car 4 

Varnishing  trimmii  I  15  hours,  .'  coats  -»4  hour- 1 

( loating     1    '          '-' 

Painting  floor   (  I   coal   5  houi  8  hour-  1 H 

Painting    deck     4 

Painting    floor   and    platform 2 

Painting  trucks  2  houi  2 

In  furthei    explanation  it   may  be  added  that  these  figure-  are   for 

work  performed  on  thi    standard  cars  of  the  New  Orleans  &  Car- 

rollton   Company.      Thi  e  20  ft.-body,  closed  cars.  30  ft.  8 

1    all,    havil  -    on    each    side    of    the 

limit  by  the  American  Car  Co.,  of  St.  Louis. 


WHAT  CAUSED  THESE  FLATTENED 
FLANGES? 


Mr.  S.  M.  Coffin,  master  mechanic  of  the  Mobile  (Ala.)  Light  & 
Railroad  '  0.,  has  called  our  attention  to  a  curious  wheel  trouble 
which  1-  giving  him  considerable  annoyance.  He  finds  that  after 
the  car  wheels  have  made  in  the  neighborhood  of  25,000  miles  many 
of  them  haw  to  be  removed  owing  to  the  flanges  wearing  flat  0:1 
the    edgi  wear    seem-   to    take    place    uniformly   around   the 

entire   circumference   and   is   well    illustrated   by   the   sections   reprc- 


\r 


VIEW  OK  FLATTENED  FLANGES. 

duced  mi  tin-  page  which  are  from  actual  templets  taken  from  a 
sample  pair  of  wheel-  removed  for  this  cause.  This  particular  piir 
of  wheels  made  25,000  miles,  ["he  standard  used  on  the  road  is  a 
400-II1.  chilled  iron  wheel  with  -".--in.  tread  and  j4-in.  flange. 

The   curious    part    of    the    matter    is    that    the    wheels    shown    r.UI 
entirely  on  45-lb.    I  -rail  and  were  never  used  on  girder  or  gi 
rail  and  the  trouble  cannot  therefore  be  due  to  the  wheel   running 
on  the  flange.     It   has  been  suggested  that   the  flattening  might   he 
due   to   too    -hallow    special    work,   lint    Mr.    Coffin   explains  that   all 

special  work  on  tl ad   '     of  the  built-up  type  and  is  at  least  i-in. 

in  depth  even  in  the  piece-  thai  1  ivi  been  down  some  tim<  at 
parti]  worn.  It  was  al  0  uggi  ted  thai  thi  wear  might  be  caused 
by  improperlj  adjusted  brake  shoes  01  b)  the  type  of  -hoe  used  but 
in  hardly  bi  po  ibli  a  everal  different  make-  if  sheet  have 
been  tried  without  relief.  It  might  be  added  thai  the  br,t!:e  shoes 
themselves  weai  m  conformity  with  the  wear  of  the  wheel  and  sec- 
tion though  discarded  shoes  show  the  same  flattened  flanges. 

Mr.  Coffin  i-  now  inclined  to  believe  the  trouble  is  caused  by  sand 
drifting   in   rlnn    to  the  head  of  the   rail,  as  a  large  portion  of  the 
lniilt   entirely   in   -and.     He  thinks  the  edge  of  the  flange 
might  be  ground  flal  bj  constant  running  in  this  sand. 

We  would  appri  i    ing  suggestions  from  anyone  as  to  the 

probzbli  I  this  peculiar  trouble  and  would  like  to  bear  espe- 

cially   from   companies  who  may  have  had   similar  experiences  with 

flattem 

<  ■  » 

Mi,  Piipia  Traction  Co.,  of  West   Milton, 

it.,  expects  to  open  its  34-mile  interurban  electric  line  this  month. 

nd  two  freight  cars  will  be  operated,  and  the 
lation  ei  house  will  com]  Buckeye  engines  of  450 

h.  p.  capacity  and  two  300-kw.  generators  made  by  the  General  Elec- 
1  ing  company  an       Denis  1  Iwyer, 

president;  W.  I  Geer,  vice-president;  M.  .1.  Randolph,  secretary. 
and  Edward  C.  Spring,  general  manager  and  superintendent.  R.  D. 
Colbum  is  chief  electrician. 


June  20,  1902.] 


STREET    RAILWAY    REVIEW. 


357 


COMPRESSED  AIR  CARS  IN  SEVERE  SERVICE. 


STORAGE  BATTERY  CARS  PROHIBITED  IN 
GERMANY. 


Our  reader?  are  already  familiar  with  the  good  record  made  bj 
mpressed  air  cars  used  in  the  all-night  service  on  the  Clark 
St.  line  of  the  Chicago  Union  Traction  Co..  and  also  with  the 
result  of  the  operation  of  air  cars  on  the  Metropolitan  Street  Ky  . 
of  Hew  York.  The  cars  in  service  in  Chicago  were  illustrated  in 
the  "Review"  for  October,  1899,  page  720;  some  interesting  data 
on  the  New  York  installation  were  given  in  our  issue  for  October, 
1900.  page  613.   and   the  latest   types  of   the  compressed   air   storage 


PIG.  1     COMPRESSED  AIR  CAR  WITH  SNOW  PLOW. 

tanks  and  motors  were  shown  in  the  "Review"  for   Sept. 
IS,    1901,  page  594- 

We   reproduce  here  two  engravings  which  show   the  re- 
sult- obtained    with    compressed    air    street    cars    under 
adverse    condition-,     lit;.    -'    is    from    a    photograph    taken 
(luring  the  recent  Rood  at  Rome,  X.  Y..  and  shows  the  ens 
running  at  high  speed  through  a  depth  of  water  that  would 
put  an  underground  electric  line  or  a  steam  locomotive  out 
ot  business  and  that  would  give  the  ordinary  overhead  trol 
ley  car  serious  trouble.     In  Fig.   1  the  compressed  air  car 
work  in  deep  snow. 
The  advantages  offered  by  an  independent  motor  for  car 
cceptional  conditions  are  well  known  and  it 
is  also  appreciated  that  there  are   various   applications    I'm 
an  auxiliary  in  many  cases  where  tin-  overhead  trol- 
the   most    economical   an. I   desirable    tor   regular   ser- 
vice.   I  he  mechanism  of  an  air  motor  being    imilat  to  thai 
of  the  steam  engine  is  quite  as  reliable  and  has  the  same 

The  if  New  York,  ha:  extended  its 

•  !  1.  preparing  to  build  mining  I. 
its  later  d<  ireet  1  ai   motors  have  the 

running  part*  made  heavier  than  in  the  earlier  !.; 


The  Zeitschrift  fur  Klcinbahnen  for  May  states  that  a  few  months 
ago  the  authorities  in  Berlin  and  Hagen,  Germany,  forbade  the  use 
of  accumulators  in  street  cars.  On  April  ;th  the  police  department 
of  Hanover  followed  with  a  decree  peremptorily  ordering  the 
Hanover  Street  Railway  Co.  to  remove  Storage  batteries  from  tin- 
street  cars  of  Hanover  and  Linden  within  a  year  from  the  date  of 
1  he  order.  The  decree  declares  accumulators  are  unsafe  and  dan- 
moms  for  this  service  on  account  of  containing  materials 
which  threaten  the  health  and  lives  of  passengers  with  ex- 
plosions and  conflagration.  The  alleged  dangerous  charac- 
ter  oi  the  accumulators  has  not  yet  led  to  any  serious  dis- 
asters, but  the  authorities  apparently  consider  it  their  duty 
to  forestall  any  such  trouble.  The  street  railway  service 
in  Hanover  was  often  unsatisfactory  in  bad  weather  and 
accidents  of  a  minor  nature  occurred  frequently.  The  Han- 
Over  company  has  been  given  four  weeks  lo  come  to  an  un- 
derstanding with  the  municipal  authorities  about  a  new 
way  of  applying  electricity  as  a  motive  power  for  the  cars. 
If  it  is  decided  to  use  an  overhead  system  then  the  neces- 
sary construction  work  must  be  completed  within  a  year, 
and  if  it  is  found  impossible  lo  reach  any  agreement  with 
the  municipal  authorities  within  four  weeks  the  matter 
musl  be  at  once  referred  to  the  courts  and  the  term  of 
one  year  will  date  from  the  time  of  the  court  decision.  In 
case  any  legal  action  should  become  necessary  against  own- 
ers of  property  to  which  electric  wires  are  to  be  attached 
the  limit  of  one  year  will  be  extended  so  as  to  make  up 
for  the  time  required  for  such  action.  Press  reports  state 
that  there  is  little  prospect  for  an  amicable  agreement  with 
lb.  municipal  authorities  and  it  is  predicted  that  the  courts 
will  be  called  upon  to  settle  the  matter.  I  be  decree  practic- 
al!) ends  the  use  of  storage  batteries  in  Germany.    In  Prus 


TO   EXPEDITE  TRAFFIC. 


PIO.J    COMPRESSEDICAK  IN  FLOODED  STREET. 

sia  then  1    1 h  company  thai  is  still  permitted  to  retain  them  am 

in  this  ...  .  1 1 ; .  11  ui  e  1 1  i'.ii  tially  restricted. 

■»  «  » : — 

OUTINGS  IN   CLEVELAND. 


m  to  lb'    London   Daily   Mail   luggl  ~i     thai    foreign 
•treet  railwa  ouMei  of  theii  own  a-  well  ui  iho  e  in  many 

\  .  oronation  vi  ng  in  London  di 

a  mp  '  tear  that  rims  westward  from  Hammer- 

-until.     Throughout   the   trip  the   .ai  con  tantl)    impeded   by 

farm  v  igh  and  on  which  the 

..1  ib.   alai 
\\  hi  11  ib.   •!.  it  ei    ib. .nght 

Mild    like    I 

>urh  a  .ud  ilu ir  wagon  ahead 

I  ib.    In.'.      I  Ik-  M  no 
that  arhal  "1  armon  .1 

on.     alarm    hell    and    if    lb.  1.     1 


iii.   outing  department  of  thi   Cleveland  11. .in.    Railway,  which 

1    operated  lei  the  management  >n   Mi    I    W.  Butler,  has  issued 

.11  I.  n  tii  pamphli  t  di  ci  ipi  iv<  '.1  thi   manj  beauti  ful  neighboi  1 1 

n    ,.  1    .  .1  ..11  1  in    variou    1  outi     oi  thi    1  ompany,     I  l" 
■  opiou  lj  .ilu  irati  A  »  ith  t  ie«  9  in  thi  pi  im  ipal  1 1  and  n   i 

■  i ii  tricl     a     well  as  ru  lii     ceni     in  the  pari     and  suburbs 

m  liieb  ed  !      Ihesi    lini     and  the  several  subui  ban 

m ub   whii  b   11 1.      I  he  panj    ha  1   [31    nub'    ol   trai  k, 

■  hi.  h   1 1  ai  hi     ..M  |. 1   mi.  1 .   1   in  1  levi  land,  and  the  trail  Eet 

- .    libera!    1 ■■   1 gci     I Ii  alt •<> 

ion  in  thi  .  itj  im  a   mgle  fan-.     I  he  .  omp  tnj  ...  .1    1  n  husi- 

pecial  1  roll)  1   cai     ervici    ind  ol   In    I ; "I    1  ■ 

etc.,  for  thi  1    orl     ind  publii    pat  1     in  and  about 

I  ind.  , 


358 


STREET    RAILWAY    REVIEW. 


[Vm    mi    ■ 


THE    REQUIREMENTS    FOR  THE    PARALLEL- 
ING OF  ALTERNATORS  AS  VIEWED  BY 
THE  ENGINE  BUILDERS.* 


II Y   IIKNKY   I'..  I.ONllWF.I.l.. 


Die  parallel  operation  "f  alternating  current   generators  direct 
connected  to  reciprocating  engines,  has,  during  the  past  ti\. 
been   the   subject   of  many   learned   di  by   mam    learned 

un~.    Awed  by  the  formidable  array  of  mathematics, 
and  scientific  terms,  we  engine  builders  have  Bill  humbly  al 
the  feel  of  the  masters  In  'pi  hk  vainly  thai  there  might  be  lei   (all 
some  crumb  of  knowledge  thai   we  could  assimilate  and  therebj 
progress    be  ii  ever  so  little— towards  a  reasonable  comprehension 
of  the  matter. 
What  the  problem  needs  for  it*  complete  and  final  solution  is  the 
of  another  Admirable  Crichton,  in  whom  the  highest  knowl 
edge  of  electrical  and  mechanical  science  will  be  combined.     Fail- 
ing thi<,  the  solution  must  be  the  joint  work  of  two  or  more  indi- 
viduals, with  different  training  and  different  ways  of  thinking,  and 

Consequently    the    problem    of    paralleling    alternators    is    now,    and 

doubtless  will  be  for  years  to  come,  complicated  with  the  additional 

and   perhaps  equally  difficult  problem  of  paralleling  brains. 

It  is  not  the  intent  of  this  paper  to  advance  any  unfailing  reccipe 
foi  making  alternators  run  in  parallel,  but  rather  to  call  attention 
to  the  fad  that  there  are  certain  things  which  the  electricians  have 
not  told  us  that  would  be  helpful  to  us  if  we  knew  them,  and  that 
some  of  the  things  they  have  told  us  arc  wrong,  and  further,  to 
suggest  tli.it  there  is  a  broader  line  of  investigation  than  has  been 
generally  followed,  which  will  include  the  action  of  the  generator 
•  m  the  engine,  as  well  as  the  action  of  the  engine  on  the  generator. 

The  electrician  starts  out  with  the  assertion  that  no  electrical 
ii  is  involved.  The  stereotyped  formula  is  that  "if  the  alter- 
nators arc  run  at  uniform  speed,  and  at  the  same  frequency,  the  par- 
alleling will  take  care  of  itself."  This  we  concede  without  argu- 
ment, for  the  reason  that  it  does  not  have  anything  to  do  with  the 
practical  case  and  consequently  it  makes  no  particular  difference 
whether  it  is  true  or  not. 

If  the  prime  mover  is  to  be  a  reciprocating  engine,  the  speed  will 
not  be  absolutely  uniform.  It  will  vary  during  a  single  revolution, 
owing  to  the  irregularity  of  the  tangential  effort  on  the  crank  pin, 
and  it  will  vary  from  revolution  to  revolution  because  automatic 
governing  is  only  a  series  of  approximations  above  and  below  the 
speed.  This  is  the  actual  condition  we  have  to  meet,  and  it 
is  time  wasted  to  discuss  ideal  and  impossible  conditions.  Admit- 
ting that  these  irregularities,  which  must  exist  to  a  greater  or  less 
degree,  create  certain  electrical  disturbances  in  the  generators,  it 
must  be  conceded  that  these  electrical  disturbances  are  commmii- 
from  one  generator  to  another,  and  that  there  is  a  resultant 
reaction  back  on  the  engine.  It  is  not  enough  for  the  engine  de- 
signer to  merelj  consider  the  action  of  his  engine  as  an  independent 
unit;  it  is  equally  necessary  that  he  should  have  knowledge  of  the 
character  of  the  reaction  from  the  generator. 

To  put  the  problem  of  parallel  operation  before  us  in  kindergarten 
form  >■!  that  it  could  he  readily  grasped  by  the  purely  mechanical 
mind,  we  have  been  told  that  the  whole  thing  is  analogous  to,  and 
as  running  two  or  more  independent  engines  con- 
nected b}  gears  to  a  common  line  shaft.    It  undoubtedly  is — almost. 

There  arc  to-day  quite  a  considerable  number  of  installations 
which  by  dint  of  strenuous  effort  blindly  applied,  and  more  or  lc-s 
good  luck  have  been  made  to  operate  in  parallel  quite  satisfactorily, 
but  as  to  the  reasons  for  success  or  failure,  opinions  have  differed 
lely  that  it  may  be  safely  said  that  there  is  no  theory  that  is 
not  open  to  attack  from  some  points  or  other.  Some  authorities 
will  tell  you  that  dash  pots  on  the  governors  did  the  business. 
Others  that  the  turning  moment  of  the  engines  was  improved;  still 
others  will  say  that  the  use  of  copper  pole  tips  or  dampers  on  the 
generators  is  what  turns  failure  into  success. 

I  have  in  mind  a  certain  large  installation  in  which  the  early 
attempts  to  parallel  the  alternators  were  far  from  successful.  Shortly 
afterward  the  plant  was  operating  in  parallel  regularly  and  satisfac- 
torily. I  made  special  inquiry  as  to  what  had  been  done  to  bring 
about  the  result,  and  my  informant  said:    "Nothing  so  far  as  the 


•A  paper  read  before  the  Enu'ine  Builders'  A»s... riation  of  the  United  States, 
at  the  annual  mcetlne;  held  in  Pittsburg,  Pa.,  May  22  and  23,  1902. 


ined,  we  have  jusl        «  to  do  it, — that 

il   all." 

It  is  perhaps  worth  while  to  consider  whether  or  not  the  expert- 
ness  of  the  operator  may  be  a  more  potent  factor  than  we  have  huh 
erto  believed. 

In  a  great  many  instances  the  difficulties  experienced  in  parallel- 
ing alternators  have  been  more  or  less  completely  overcome  by 
tinkering    with    the   governing   mechanism   on    the   engine,   and   con- 

tly  it  has  become  fashionable  to  -ay  that  the  troubles  originate 

in   hunting,   oscillating,   or   otherwise    faulty    governors.     This,    how - 

an  unfair  statement    Coincidence  and  cause  are  two  entirely 

different    things.       The    interaction    between    the    generators    is    not 

ncessarily  caused  by  the  hunting  or  oscillating  of  the  governors, 
even  though  both  pbe en,,  are  co-existent,  and  even  though  the 

latter  tends  to  aggravate  the   fi.n 

A  more  fair  statement  of  ih,'  ease  is,  that  the  parallel  operation 
of  alternators  impose-  :1  duty  ,,n  the  governing  mechanism  of  the 
engine,  which  is  abnormal  and  which  is  directly  opposed  to  iis  nat- 
ural function. 

I  be   natural   function   of  a   governor   is   t..   regulate  the   supply   of 
motive    fluid    in    proportion    to    the    load.     If    we    have    two    engines 
driving  alternators  in  parallel,  anil,  by   reason  of  small   speed  varia- 
tions,  which   we  might   as  well   frankly  admit  are  unavoidable,  one 
generator  advances  ever  so  little  ahead  of  the  other,  it  takes  more 
load.     To  restore  equilibrium   we  ought  to  be  able  to  reduce  the 
si  cam  supply  to  the  engine  that  is  leading  and  to  increase  the  supply 
to   the   engine   that    is   lagging   behind.     Now   the   natural   ti 
of  the   governor   is   just   the  opposite;   i.   e.,   to   increase   tin 
supply  to  the  heavily  loaded  engine  and  make  it  capable  of  taking 
more   load,  and  to  decrease   the    steam    supply   to   the   underloaded 
engine  and  make  it  less  capable  of  taking  its  share  of  load.    Further- 
more, the  nearer  perfect  the  governor  is  as  regards  the  performance 
of  its  natural   duly,   the  more  promptly  and   vigorously   it   doi 
right   things   at   the   wrong   time. 

Obviously  a  governor  unless  endowed  with  intelligence,  cannot 
assist  parallel  operation,  and  the  besl  we  can  hope  to  do  is  to  hobble 
it  in  such  a  way  as  to  make  it  offer  as  little  opposition  as  possible. 
In  other  words,  we  must  sacrifice  as  far  as  is  safe,  all  the  qualities 
that  have  hitherto  been  regarded  as  synonomous  with  excellence, 
and  make  the  governor  so  that  it  will  not  act  quickly  under  any 
circumstances,  and  will  not  respond  at  all  to  moderate  chan 
load  or  speed.  I  Knee,  dash  pots,  friction  brakes,  etc.,  not  because 
the  governor  is  faulty,  but  because  we  must  needs  make  it  so  to 
prevent  its  resisting  the  contradictory  demands  of  the  electrical  part 
of  the   plant. 

No  properly  designed  governor  on  an  engine  in  any  service  othi  I 
than  that  of  running  alternators  in  parallel  requires  any  of  these 
retarding  devices,  and  their  presence  ordinarily  would  be  an  open 
confession  of  faulty  design. 

As  regards  the  required  degree  of  uniformity  of  angular  speed, 
a  common  specification  issued  by  one  of  the  leading  manufacturers 
of  electrical  machinery  reads  as  follows: 

"  *  *  *  Variations  of  the  rotating  part  of  the  generator 
through  the  revolution  at  any  constant  load  not  exceeding  25  per 
cent  overload  should  not  exceed  one-sixtieth  of  the  pitch  angle  be- 
tween 1  wo  consecutive  poles  from  the  position  it  would  have  if  the 
motion  were  absolutely  uniform  at  the  same  mean  velocity.  «  *  * 
The  maximum  allowable  variation  is  the  amount  the  rotating  part 
forges  ahead  plus  the  amount  which  it  lags  behind,  the  position  of 
uniform  rotation  is  therefore  one-thirtieth  of  the  pitch  angle  be- 
tween two  poles.  Generally  this  is  obtained  by  the  use  of  a  heavy 
fly-wheel." 

Another  manufacturer  makes  these  limit-  one-seventysecond  and 
inie  thirtysixth   respectively. 

This  requirement  presents  no  particular  difficulty,  except  in  the 
case  of  slow-moving  engines  coupled  to  generators  of  high  fre- 
quency where  the  fly-wheel  weights  assume  proportions  that  arc 
fearful   to  contemplate. 

I  lie  mathematical  processes  whereby  the  requisite  fly-wheel 
weights  are  determined  have  been  -"  frequently  and  so  ably  set  forth 
by  various  writers  in  recent  years  that  it  would  be  superfluous  to 
interpolate  them  here. 

In  certain  instances  we  have  made  the  angular  variation  within 
the  specified  limit,  and  even  with  the  governor  made  as  faulty 
as  is  safe,  the  paralleling  has  been  unsatisfactory.  Our  electrical 
associate  does  not  say  that  perhaps  his  specification  was  faulty,  but 


.Tine  20.  1902.] 


STREET    RAILWAY    REVIEW. 


359 


insists  that  the  variation  is  not  within  the  required  limits.  Then 
there  is  a  dead  lock.  We  have  had  nothing  to  submit  but  calcula- 
tions, and  the  eleetrieal  engineer  holds  that  figures  do  not  weigh  at 
all,  as  against  the  observed  electrical  phenomena.  We  are  now, 
however— thanks  to  Mr.  P.  O.  Keilholtz,  of  Baltimore— on  a  firmer 
footing.  Mr.  Keilholtz  has  perfected  a  method  of  actually  meas- 
uring the  angular  variation  throughout  the  revolution,  which  method 
seems  to  give  satisfactory  and  conclusive  evidence  of  what  actually 
occurs,  and  it  is  gratifying  to  note  that  the  measured  departures 
agree  very  closely  in  time  and  extent  with  the  calculations. 

This  matter  is  set  forth  in  a  complete  and  interesting  manner  in 
a  paper  read  by  Mr.  Keilholtz  at  the  1571b  meeting  of  the  American 
Institute  of  Electrical  Engineers  in  New  York  City.  October  25th. 
IQ0I. 

Knowing  that  the  specified  departure  from  uniform  rotation  does 
not  always  insure  success,  we  are  led  to  make  inquiries  as  to  just 
what  is  the  object  of  this  specification  and  to  winder  whether  it 
may  not  be  faulty  or  incomplete,  and  whether  it  may  or  may  not  be 
subject  to  modification  on  account  of  varying  electrical  character- 
istics  in  different  generators. 

In  a  paper  read  before  the  meeting  of  the  American  Institute  of 
Electrical  Engineer-  above  referred  In  it  is  slated  in  substance  that 
the  object  of  the  specification  is  to  limit  the  amount  of  cross  current 
that  can  flow  between  the  generators.  With  a  displacement  of  one- 
scventysecond  of  the  pitch  angle  between  two  pules,  ahead  or  be- 
hind the  position  corresponding  to  uniform  mean  speed,  two  gen- 
erators might  be  coupled  together  in  parallel  at  the  instant  when 
the  relative  positions  of  the  crank-  of  the  two  engines  would  be 
such  that  one  generator  would  be  the  maximum  distance  in  advance, 
and  the  other  generator  the  maximum  distance  behind  the  position 
corresponding  to  uniform  rotation.  In  this  event,  the  two  genera- 
tors might  have  a  maximum  relative  displacement  of  one-thirtysixth 
the  pitch  angle  between  two  consecutive  poles.  With  this  dis- 
placement it  1-  -land  that  the  cross  current  will  be  10  9-10  per  cent 
of  full  load  current,  provided  the  electrical  characteristics  of  the  al- 
ternators are  such  that  the  short  circuit  current  is  2'/2  times  full 
load  current. 

Now  we  find  that  for  various  reasons — constructional   or  other- 
e — alternators  arc  actually  built  giving  short  circuit  current!   a 
low  •    lull   load  current,   while  others  are  known  to  give 

as  much  as  six  times  full  load  current  on  short  circuit,  and  all  of 
•   are  supposed  to  come  within  the  limits  of  standard  representa- 
tive practice. 

If  between  the  generators  giving  2j4  times  full  load  current  on 
short  circuit  when  displaced  one-thirtysixth  of  the  pitch  angle  be- 
tween two  poles,  the  cross  current  i-  11  per  cent  of  the  full  load 
current,  then  the  cross  current  between  the  generators  givine 
times  full  load  current  on  short  circuit  when  the  phase  displace- 
ment is  one  thirtieth  of  the  pitch  angle  between  two  poles — which 
placemen!  is  allowable  under  the  more  liberal  specification — 
would  be  a  little  over  jt  per  cent  of  the  full  load  current — a  ratio 
of   nearly   three   to  one. 

If  the  amount  of  cross  current  allowal  ry  important  mat- 

ter, inable  thai  the  manufacturer  of  alternators 

dd  put  out  an  invaria  ation  to  co 

of  gei; 

If  31  allowable,  why  should  the  engine 

builder  bl  making  a  fly  wheel  to  give 

a  displacement  which  will  cause  only  11  per  cent  cro  If, 

on  the  other   band,    11    pel  CCnl  .  ebb- 

limit,  why  should  il  ruildcr  be  blamed   when  the  generator 

builder  [urnishi  I  will  give  31  pet  cenl  cro     current 

with  ■  '  di  phv  emi 

10  inquire  whal  urrenl 

and  we  barn  thai  it  repn  nchronizini  1    thi    ten 

ii  other  into  step  if  the  ph 

':•  arn    thai    the    fl  ch    ■  '    I"  '■  I  nlage 

of  the   full    load   torqiM    of   mail -,   II   thl 

■  <ampb-,  11;  1   having  a  full  load  capacity  of  750  kw. 

■. '  1      iiiiimng    at 

i<«,  n  minute,  the  full  load  torque,  or  the  reai  Unci 

load  would  be  appri  10,000  lb,  applied  at 

I  in. 
With  ■  n  parallel,  if  the  pha  1   di  placement  is  such 

thai  •  '  HI   of  tin    full   load  ■  urn  til   oi  ■ 


machine,  then  the  force  tending  to  pull  the  machines  into  synchro- 
nism is  equivalent  to  that  of  a  spring  tensioned  to  .'.000  lb.,  and  con 
necting  the  two  generators  at  radial  points  5  ft.  ,;  in.  from  their 
respective  centers. 

It  I  be  total  load  of  the  two  generators  is  2,000  h,  p.,  we  ma>    con 
sider  that  with  this  amount  of  cross  current  flowing  one  generator 
is  carrying   1,100  b.  p.  and  the  other  only  900  h.  p.;  or  that  the  re- 
sistance at  5  ft.  3  in.  radius  is  reduced  to  0.000  lb.  in  one  generator 
and  increased  to  11,000  lb.  in  the  other. 

If  the  two  generators  are  running  in  parallel  without  outside  load, 
then  with  the  same  displacement  we  may  consider  that  there  is  an 
actual  magnetic  attraction  between  the  two  machines  equal  to  a 
force  of  2,000  lb.  applied  at  the  radius  mentioned. 

We  have  been  told  that  this  synchronizing  force  is  what  makes 
paralleling  possible  and  that  the  more  we  have  of  it  the  better;  we 
are  told  that  it  checks  the  displacement  of  the  rotating  parts  of  the 
engine  resulting  from  the  irregular  crank  pin  effort,  and  that  with 
great  synchronizing  power  in  the  generators,  it  requires  a  decided 
effort  on  the  part  of  the  engines  to  prevent  the  generators  running 
well  in  parallel. 

This  looks  so  plausible  that  we  have  for  years  accepted  it  against 
the  evidence  of  our  senses,  when  in  fact  there  is  just  one  small 
grain  of  truth  in  it,  i.  e..  that  some  synchronizing  force  is  necessary 
to  make  paralleling  at  all  possible. 

Synchronizing  force  is  not  one  of  the  few  goods  things  one  can- 
not get  too  much  of. 

Synchronizing  force  cannot  pull  two  generators  into  phase  and 
hold  them  there  any  more  than  the  force  of  gravity  can  pull  an 
ordinary  pendulum  to  the  vertical  position  and  hold  it  there.  If  we 
displace  an  ordinary  pendulum  to  one  side  of  the  vertical  position 
and  release  it,  the  force  of  gravity  tends  to  pull  it  to  a  vertical 
position  and  to  resist  its  going  beyond  thai  iiomii.hi,  yel  wire  the 
force  ever  so  many  times  as  great  as  it  really  is,  it  could  never 
bring  the  pendulum  to  rest  without  the  intervention  of  some  extra- 
neous force  like  friction  or  the  resistance  of  the  air. 

If  we  have  two  masses  in  space  connected  by  a  spring  capable  of 
extension  and  compression,  and  if  we  displace  these  masses  with 
respect  to  each  other  so  that  the  spring  is  under  stress,  these  masses 
if  released  would  approach  and  recede  from  each  other  forever  if 
subjected  to  no  other  forces,  the  amplitude  of  the  motion  depending 

on  the  primary  displacement,  and  the  period  on  the  relation  between 
the  spring  force  and  the  masses. 

l'he  action  of  the  synchronizing  force  between  the  alternators  is 
analogous  to  the  action  of  gravity  on  the  pendulum,  or  to  the  action 
of  the  spring  connecting  two  otherwise  free  masses  as  in  the  illus- 
tration cited  above.  The  synchronizing  force  lending  to  check  the 
relative  displacement  between  the  generators  exists  only  after  the 

displacement    has   occurred;    when    the   generators    air    in    phase    the 
fone  is  nil,  and  consequently  there  is  nothing  to  hold  them  there. 

I  believe  I  am  saying  something  new  when  I  make  thl  a  iertion 
thai  in  every  practical  case,  the  effect  ol  the  ynchronizing  force  of 
the  alternators  is  to  increase  the  irregularity  of  the  angular  speed  of 
engine  instead  of  to  diminish  it. 

1  in  firsl  consideration  this  proposition  seems  absurd,  bul  never- 
theless it   1-  capable  oi  being  demonstrated  practically  as  well  as 

mathematically. 

1  in    in. nil  1   in  1  suggested  itsell  to  me  some  two  years  .u 

nun   with  lb.-  paralleling  of  some  alternators  in   which  the 

1  hronizing  power  was  rather  large.     The  synchronizing  force  in 

in    alternator    can    be    varied    by    increasing    or    decreasing    the    In  bl 

1  mi.  111,  and   m   qui  m  '.   thi    -...line1'  of  the  machine,  and   in 

particulai   macl winch  wen-  of  the  two-pha  1    type,  the 

synchronizing  force  could  also  be  greatly  reduced  bj   running  thi 

machines  with  onlj phase  connected  in  circuit. 

mil.  ultj   wa    •    i"  rii  n<  1  d  with  the  paralleling  al  tl 

and  a  rath.  1  ■    tensi      lit perimental  work  was  undertaken  in 

the  endeavoi  to  locate  the  trouble  and  to  overc t,     Having  .1 

1        il  tbli     thi   -    ■    i" ' 1     '  ould  I"    '  id  "in   mil.- 

1 lent  of  the  demands  ..1  thi   regular  lighting    lervicc,  and  

.il-.  v..   v..  1 .  ,.hl.  in  ..I.  1  1  -.     ih.   .1.  1  ii  -ii  "i  Ihi   "i "  hi irei  anj 

,1  ired   range  oi   load  and   voltage,     it    was   found   thai    when   thi 
generatot     were  run  in    ingli    pha  e,  the)    would  parallel  very    ■■'' 

lonly,  but  win  n  il 1  pha  •   wi n,  thi  ci 1 

would  increan    and  qi 1  tran  Eei     ol   energ]    would   take 

■  hine  .      \i   thai   time   it    wa  1  autl •  Ij 

denied  by  electrical  engineers  ol  high    landing  thai  anj   two-pha 


360 


STREET    RAILWAY    REVIEW. 


[Vol.  XII,  No.  6. 


machine  would  evei    parallel   more   readily  on  one  phase  than  on 
both;  now,  however,  I  believe  the  fact  is  freely  admitted. 

h    u  :  termined   beyond  question,  thai    l>>    lowering  the 

voltage  i"  80  per  cent  of  the  normal    or  in  other  word 

-  force  zo  per  cent,  the  action  of  the  machines  in 
parallel  was  nol  open  t"  criticism,  even  when  running  with  1 »« »i I » 
phases  connected  up. 

I  In'  repetition  "t  these  experiments  ;i  sufficient  number  of  times 

1.1  determine  thai  the  observed  phenomena  were  nol  accidents,  bul 

were  in  accordance  with  I  law,  made  it  quite  apparent  that 

.11  leasl  over  tin  range  covered  bj  iments,  the  difficulties  in 

ill  with  the  synchronizing  force  of  thi 

Irrespective  of  whether  a  correction  <>i'  the  trouble  could 
by  decreasing  the  sensitiveness  <  >  t  thi 
ink  the  turning  momenl  of  the  engine,  "i  doing  both  simultaneously 
tin-   indisputable   fact    remains  that   with   tin    original    engine   i>>  1 

enl  in  the  synchronizing  power 
made  the  difference  between  -iut.^  ami  failure  in  operating  the 
generati  rallel,  anil  thi-  -.inn-  to  indicate  the  utter  fallac)  of 

cteristics  in  tin-  engine  for  alternati 
which  the  synchronizing  force  may  differ  by  two  hundred  or  even 
three   hundred   per  cent. 

The  fact  that  the  synchronizing  force  docs,  under  all  ordinary 
conditions,  increase  the  angular  variation  in  the  engine  may  l« 
shown  theoretically  in  a  general  way  without  recourse  to  any  ab- 
struse mathematics. 

Fig.  1  represents  a  typical  diagram  of  crank  forces  in  a  single 
crank  double  acting  engine.  A!  Bi  represents  the  path  of  the  crank- 
pin  for  one  revolution,  and  the  ordinates  of  the  curve  represent  to 
some  chosen  scale  the  tangential  pressure  on  the  crank  pin  at  the 
corresponding  point  in  the  revolution;  the  area  included  b 
the  curve  and  the  base  line  A,  B,  represents  the  work  per  revolu 
tion  in  foot  pounds. 

Ai  1'  H,  It  represents  the  mean  resistance  of  1  uniform  load  re- 
duced to  the  radius  of  the  crank,  and  neglecting  friction  the  area 
of  the  parallelogram  A,  C  B,  D  also  represents  the  work  per  revo- 
lution in   foot  pounds. 

The  shaded  portions  of  the  area  included  between  the  lines  C  D 
and  the  curve  if  above  the  line  C  I  >.  represent  in  length  the  portion 
of  the  revolution  in  which  energy  is  heing  stored  up  in  the  fly- 
wheel and  in  area,  the  amount  of  this  energy  in  foot  pounds.  In 
like  manner  the  shaded  areas  below  the  line  C  D  represent  the  por- 
tion of  the  revolution  in  which  the  stored  energy  is  being  given  up 
by  the  fly-wheel,  and  the  amount  of  this  energy. 

While  the  crank  is  passing  from  E  to  G,  the  fly  wheel  is  al Ii- 

ing  energy  and  its  velocity  i-  increasing.  Consequently  at  G,  after 
having  taken  up  the  last  font  pound  of  available  energy,  the  velocity 
will  have  reached  a  maximum,  and  will  then  hegin  to  decrease  from 
G  to  I  while  tin  wheel  is  giving  up  energy,  becoming -a  minimum 
at  1;  similarly  other  maximum  ami  minimum  points  will  he  found 
at  L  and  l7..  By  mechanical  integration  of  the  curve  in  Fig.  1  re- 
turnl  in  tin  base  line  C  ID  we  obtain  a  second  curve.  Fig.  2.  The 
ordinates  of  this  curve  measured  from  the  hase  line  A:  Bi  repn 
ing  uniform  mean  velocity  indicate  the  velocity  of  the  crank  pin 
mil  below  the  mean  velocity.  The  scale  of  these  ordinates 
depends  on  the  mass  and  radius  of  the  fly  wheel. 

Referring  to  the  velocity  curve  Fig.  2,  it  will  be  noted  that  the 
velocity  is  less  than  mean  from  A  to  F,  and  consequently  at  the 
end  of  thi-  period,  at  the  point  F,  the  crank  pin  will  be  at  a  maximum 
distance  behind  the  position  corresponding  to  uniform  angular  speed 
From  F  to  11.  the  velocity  is  above  the  mean,  and  consequently  at 
the  point  II  the  crank  pin  will  he  a  maximum  distance  ahead  of  the 
position  corresponding  to  uniform  angular  spi  0  on. 

Integrating  the  velocity  curve  referred  to  the  base  line  Aj  B,  we 
therefore  obtain  a  third  curve.  Fig.  3,  the  ordinate-  of  which  referred 
to  a  base  line  \  I;  drawn  midway  between  the  highest  and  lowest 
points  in  the  curve,  represent  the  departure  at  any  point  in  the  revo- 
lution from  the  position  corresponding  to  absolutely  uniform  angular 
-peed. 

It  will  he  noted  that  the  displacement  curve,  Fig.  .?.  and  the  curve 
of  crank  pin  forces.  Fig.  1,  have  a  genual  resemblance  in  shape, 
in  that  each  has  the  same  number  of  nodes;  but  the  nodes  of  one 
curve  are  directly  opposite  to  those  of  the  other.  In  other  words, 
when  the  crank  pin  effort  is  above  the  mean  and  the  surplus  energy 
is  accelerating  the  rotating  masses,  these  masses  are  always  behind 
the  position  corresponding  to  uniform  angular  speed,  and  when  the 


crank  pin  effort  is  below  the  mean  and  the  rotating  masses  arc  being 
led,  these  in  ilway-   in  advance  of  the  position  cor- 

ding to  uniform   angular    speed. 
Now  let  11  the  effect  of  the  synchronizing  force  of  the 

generators.     For  simplicity   we   will  assume  that  the  engine  driven 
alternator   is   coupled    In    parallel    with   a   number  of   turbine   driven 
alternators  running  at   absolutely  uniform    -peed,  and  that   thi 
of  these  alternators  is  such   that   the   synchronizing    fori 
effect  no  appreciable  change  in  their  velocity.     Whenever  tin 
driven   alternator   i-   behind   the  position  corresponding  to  uniform 
angular  speed,  tin  synchronizing  force  tend-  to  accelerate  tin 

,<■-,  and  whenever  it  i-  in  advance  of  the  position  COrespond 
nil    1111  angular  speed,  the  synchronizing  force  tends  to  retard 
■i.iting  masses.     The  intensity  of  these  accelerating  and  retard- 
ing forces  is  represented  at  any  point  in  the  revolution  by  the  ordi- 
nal!- of  the  displacement  curve,  the    cale  being  portional  to  thi 

Synchronizing   power  of  the  generator.      It    will   therefore  be   n  idirj 

seen  that  the  synchronizing  force  acts  in  unison  with  the  crank  pin 

During   the   period   of   the   revolution   in   which   we   have   a 


surplus  of  crank  pin  effort,  this  surplus  is  augmented  by  the  syn- 
chronizing force,  and  during  the  period  in  which  there  is  a  deficiency 
of  crank  effort  this  deficiency  is  further  augmented  by  the  synchron- 
izing force. 

This  may  be  shown  graphically  in  Fig.  4,  in  which  the  crank  effort 
curve  is  reproduced  from  Fig.  1  and  the  line  of  load  resistance 
instead  of  being  represented  by  a  straight  line  is  represented  by  a 
curve  of  the  same  general  form  as  ihc  displacement  curve,  indicating 
the  change  in  load  during  the  revolution,  due  to  the  synchronizing 
force.  The  shaded  area-  m  thi-  diagram  illustrate  the  unbalanced 
forces  resulting  from  the  combination  of  the  crank  pin  and  synchron- 
izing efforts.  It  will  be  noted  that  the  unbalanced  forces  are  very 
much  greater  than  those  due  to  crank  pin  effort  alone,  and  as  these 
unbalanced  forces  are  the  cause  of  the  departure  from  the  position 
corresponding  to  uniform  angular  speed,  it  is  evident  that  whatever 
increases  these  unbalanced  forces,  will  increase  the  variation  from 
uniform  speed. 

The  calculation  of  the  exact  amount  by  which  the  synchronizing 
force  increases  the  displacement  is  a  tedious  and  somewhat  involved 
mathematical  process.  It  is  necessary  to  compute  the  displacement 
from  the  force  diagram,  and  after  finding  the  value  for  the  syn- 
chronizing  force,   to  construct  a   new   diagram   combining   the   two 


Jtnre  jo.  1902.] 


STREET    RAILWAY    REVIEW. 


MA 


forces,  and  compute  the  displacement  corresponding  to  the  new  force 
diagram.     This   process   must    I  d   until   no  appreciable   in- 

in  the  displacement  curve  is  found. 
As  stated  previously,  the  effect  of  the  synchronizing  force  between 

the   altern  0   that   of   a   spring   capable   of   both 

■ision  and  compression,  and  considered  apart  from  all  other 
forces,  will  produce  an  oscillation  of  the  rotating  masse*,  the  pen.nl 
of  which  oscillation  depends  on  the  intensity  of  the  synchronizing 
force  and  the  magnitude  of  the  m 

The  period  of  this  oscillation  has  »  very  important  bearing  on  the 
amount  the  angular  displacement  is  augmented  by  the  synchroniz- 
ing force.     With  a  period  which   1  believe  corresponds  with  the  time 

ne    revolution    of   the    engine,    the    angular    displacement    -  1 
to  be  increased  indefinitely.     As  this  natural  period  of  oscillation  is 
increased  or  decreased   from  tin-  critical  period,  ii'>  the 

synchronizing   force  on   the   displacement    seems   to  decrease. 

Of  course  if  the  synchronizing  force  were  infinite,  we  would 
have  the  same  effect  a-  if  the  generators  were  solidly  linked  to- 
gether, and  the  actual  displacement  would  be  the  mean  of  the  11  di 
vidua!  displacement-  of  the  several  units  in  parallel,  and  would  be 
than  that  of  any  unit  running  independently.  There  i-  also 
perhaps  a  period  of  oscillation  between  the  critical  period,  and  ii 
infinitely  short  period,  which  would  not  increase  the  displacement, 
and  doubtless  as  the  period  decreases  from  the  point,  the  displace- 
ment would  decrease.  1  have  however  at  the  outset  limited  tin 
general  proposition  to  practical  case-  and  these  re  not  practica'. 
The  rotating  masses  must  of  necessity  be  of  such  magnitude  that  r. 

tnpracticable  to  have  a  synchronizing  force  sufficiently  largi 
cause  oscillations  having  a  period  much  if  any  less  than  the  time  of 
one  revolution. 

I  shall  feel  happy  if  1  have  succeeded  in  indicating  a  new  line  if 
investigation  in  connection  with  this  troublesome  problem,  and 
shall   be  content   to   leave   the   ii  1    itself  to   those  wdio   are 

more  able  to  carry  it  out  to  a  finish. 

I  shall  feel  doubly  happy  if  1  shall  succeed  even  in  the  smallest 
degree  in  making  it  plain  to  the  electrical  fraternity  thai  tin  elec- 
trical, and  the  dynan  in  the  case  are  so  inter-related  thai 
real  knowledge  can  come  only  when  rical  engineer  and  the 
mechanical  engineer  drop  all  petty  differences  and  co-operate  with 
ther  in  the  most  frank  ami  hearty  manner. 
As  long  as  one  is  expected  to  blindly  and  imqucstioningly  follow 
the  dictates  of  the  other,  successful  paralleling  will  he  by  accident 
rather  than  design. 

The  whole  matter  is  one  of  compromise,    Let  it  be  freely  admitted 
that  the  irregularities  in  the  action  of  the  engine  do  set  up  electrical 
.  h.    reciprocating  engine  will  always  have  an  irregu- 
larity in  angtil  nsequently  electrical  disturbances  are 
inevitable.    The  engine  builder  can  control  the  amount  of  this  ii 
ulariiy  to  a  certain   extent,  but   be   is   barred   I  and 
icrcial  limit-  from  reaching  absolute  perfecti 
On  the  other  hand,  the  electrical  disturbanci                 n  the  engine 
pnenting  the  inherent  irregularities  in  the  latter,  and  the  intensity 
within  certain  limits  under  the  control  of  the 
electrical  engini 

only    whin    the   engine    builder    and    the    electrical 
■!    which   the  other   cannot 
and  each  a  lly   to  make  the  ta-k   of  the  ode 

easy  as  p  I  excellent 

the  il    we   may    hope   that    tin- 

parallel  ' ;  ed  alternatori   will  cease  to  be 

.   ■    ■   . 


PROJECTED   ELECTRIC   RAILWAY   IN   SPAIN. 


until  the  capital  for  its  construction   is  subscribed,  but  Consul  Lay 

advises  that   manufacturers  of  electric   railway    equipment   keep   in 

touch  with   Senor    Ma-   and  communicate   with   him  in   Spanish   at 

Vich,  Spain. 

+—+ 

KANSAS  CITY  NOTES. 


1 

towm 

of   Virh   and   Atmr   within   thi  idiini   of 

I 

.1  n  quirt  d, 
nd  profile  of  tie   p.. id.     1  h 

il    for    building    ' 

little  doubt  thai 

!    for   pulling   thil 
.sill   not   l»c  considered 


A  number  of  interesting  changes  have  been  made  in  regard  h 
the  Metropolitan  Street  Ry.  since  May  6th,  when  the  new  president, 
Mr.  Bernard  Corrigan,  took  charge  of  the  company,  i'"  ol  chest 
was  the  abolishing  of  all  passes.  Heretofore  the  company  has  fi- 
nished books  of  tickets  to  a  large  number  of  people,  and  while  the 
outstanding  books  were  not  called  in,  all  the  hooks  on  hand  were 
destroyed  so  that  there  are  none  to  replace  the  old  ones  as  they 
run  out.  No  one  is  riding  free  in  Kansas  City  now  except  employes 
of  the  company,  policemen,  firemen  and  charity  nurses.  This  action 
has  met  with  the  approval  of  both  the  public  and  the  press.  Begin- 
ning June  51I1  a  universal  transfer  system  was  inaugurated  by  the 
company.  Transfers  are  given  and  received  at  every  intersection  of 
tlie  line  except  where  thej  would  enable  the  passenger  to  "loop" 
back  to  his  starting  place.  The  new  system  adds  somewhat  to  the 
transfer  privileges  heretofore  enjoyed. 

The  merit  system  of  discipline  was  put  in  effect  on  the  Metropol- 
itan line  June  1st  and  a  li-i  of  merits  and  demerits  has  been  posted 
at  eaeli  ear  barn  with  a  notice  explaining  the  operation  of  the  system. 
So  far  the  merits  range  from  1  to  50  and  the  demerits  from  I  to 
too.  When  a  man  is  given  several  merit  or  demerit  marks  he  re- 
ceived a  slip  in  a  sealed  envelope  telling  him  the  time,  place  and  date 
the  accident  occurred  and  the  number  of  mark  received,  \tiotlier 
slip  is  posted  at  his  reporting  place  giving  the  same  far.ll  but  omit- 
ting the  name  of  the  man.  When  a  man  In-  received  100  more 
demerit  than  merit  marks  lie  is  liable  to  discharge.  Ibis  system  is 
considered  by  both  officers  and  men  lo  be  a  great  improvement  over 
the  "lay  off"  system  which  lias  previously  been  in  force. 

May  .list  the  employes  of  the  Metropolitan  remembered  the  former 
president  and  the  general  manager,  Messrs.  W.  II.  and  C.  F, 
Holmes,  in  a  very  pleasing  way.  Dining  the  afternoon  of  tint  tiny 
as  many  of  the  officers  and  employes  as  could  be  spared  from  their 
vvork  assembled  at  the  offices  of  Messrs.  Holmes  and  presented 
each  of  them  with  a  large  group  picture  of  all  the  officers  and  heads 
ii  departments  of  the  company  handsomely  framed.  The  group 
contained  34  portraits,  in  the  center  of  which  were  those  ,,(  \V.  II. 
and  C  F,  Holmes,  the  retiring  presidenl  and  general  manager,  and 
around  this  were  grouped  all  the  othei  officers  of  the  mad.  Many 
of  the  men  bad  worked  under  the  former  management  for  more 
than  jo  years,  In  addition  to  the  picture  they  were  presented 
with  a  valuabh  watch  and  fob,  the  latter  being  set  with  a  large 
diamond,  rhe  recipient  mad.  proper  replies  to  the  presentation 
.lies  and  at   time    the)   displayed  much   feeling  when  referring 

to    many    pleasant    int. ol    the    past.       I  be    money    for    the    pur- 

cha  ■   ol  the  pr.-s.-nt  was  subscribed  by  the  employes,  and  the  gift 

pat  d  hi  bj  .--. ii>  one,  1 he  bighesl  to  the  mosl  ob- 

posi 

« • » 

WHEELING  AS  A  TRACTION   CENTER. 


The  city  of  Wheeling,  \V.  Va.,  i    rapidl)  be g  the  centei  ol 

a  network  of  electric  railways  which  radiate  in  a  number  of  direc 
ii.  1      1  in  line  •  w  in.  b  .11  e  built  and  building  1 1  ai  h 

a  populati 1  o\ ,ooo  people  and  includ.   the  Wheeling  Trac- 

on  to  Steubi  nv  ille  and  .1  m  «  line  ti  1  Si    1  llaii  i\  illi . 
the   Tan   Handle    fraction   Lim    now   being  built  lo  \\<il  but 
l.a/c-at v ill.    and  the   Wheeling   and    Elm   Gn    -        ten  ion  to   Wesl 
rider,  Pa     1  hi  plai  ■  heae  I m  ludi   u  heeling, 

with    a    population    ol    46,! \\  •    I      \l.\anil.l.    Son;    St.    (  lail  svillc. 

Elm  G  .1I1  iadelphia,  500;   Bellaire,  1 1,000;  Bi  idgi 

had]   ide,  sou;   Pultney  Botl 500;  Benwood,  0,000; 

1,500    Glehd  :-            Moundaville,  5,500;  Martin's  Ferry, 
B,ooo;    rilton  ille,  100;   Short  Creek,  Beech  Bottom,  200;  Wells 

.'■. on    .on .  Brilliant,   t,ooo     1 1  ingi  -  I tion,  6,000  ; 

[,000     Steubenvill 


■    $500,01  0  1 1  ■ .  '   been  awardi  d  foi  1  he  equip 

in.  in    1  fi  -I    the  propo  -  -1     I Iwaj        tem   al    1  'alias, 

1  he  Si.  Lo  Co.  will  furni  h    to  cat      tnd  thi   I al 

Electrii   Co.  thi   gi  n<  ratoi    and  electrii    I    B| 1 


STREE  I     R  \I1.\V  \Y    RE\  II  W 


|Vol       Ml.    X...    6. 


SECOND    INTERNATIONAL    TRAMWAYS    AND 
LIGHT   RAILWAYS  EXHIBITION. 


!  International  Tramways  &  Light  Railways  Exhibition 

will  be  held  at  H  J   Hall,  London,  July  i-t  ic. 

rath.    The  tir-i  of  these  exhibitions  which  was  given  under  the  aus- 
i  ill.    rramwa)  S  Railway  World  was  held  in  July,  1900.     \- 
announced  at  that  time  tin-  utility  of  a  "ill  organized  exhibition 
both  t"  the  -i n-it  railway  industries  and  tin-  trail.-  was 
the  excellent   lervice  performed  by  the  exbib  annually  b) 

ih.    American  Street  Railway  Association. 

after  tin-  close  of  the  first  exhibition,  which  pn 

one,  it  w.i-  announced  bj  the  promoters  that  it  would  not 
but  i"  the  autumn  <>f  tooo  a  new  cir- 
cumstance arose  which  led  t"  the  dati     ii   the  second  exhibition 
being  fixed  for  Jul)   of  thi  t  invitation 

tended  to  the  Union   Internationale   Permani  tramways  by 

the  promoters  of  the  Light  Railwa;  ion  to  hold  its  twelfth 

i  congress  in  London  in   iooz     The  council  of  the  Union 

expn 1  a  desire  that  the  tramways  exhibition  should  l>e  repeated 

at  the  time  of  ti»  aid  on  the  assurance  that  this  wo 

done  ii  practicable,  the  invitation  was  accepted  The  promoters  ol 
the  exhibition  found  on  communicating  with  a  number  of  promi- 
nent manufacturers  that  the  exhibition  t lii -  year  would  be  generally 
ill.-  ami  the  date  was  accordingly  fixed  for  the  earl}  part  of 
July;  the  four  days'  congress  will  take  place  "ii  the  first  four  days 
following  tit--  opening  of  the  exhibition. 

I'lie  success  of  this  exhibition  i-  practically  assured,  as  previous 
to  it-  public  announcement,  over  75  manufacturer-  had  secured 
space  for  exhibits  which  included  the  greater  part  of  the  available 
space  in  the  hall.  Since  the  announcement  of  the  exhibition  the 
list  of  exhibitors  has  steadily  grown  and  now  comprises  over  160 
of  the  leading  the  street  railway  industry. 

The    Permanent    International    Tramway    Union    has    issued    in 

ci    of  the  mi  k  of  250  pages  giving  the  response 

made  by  different  member  companies  to  the  questions  issued  as  a 
for  the  reports  on  current  practice. 
These  questions  coming  up  for  discussion  at  this  meeting  are: 

1.  Transi 

2.  Standard  and  Narrow  Gages  for  Rural  Lines. 

3.  Correct  Sizes  of  Motors  and  Generators. 

4.  l'.rakcs. 

5.  Compensation   for   Franchises. 

6.  Obligations  as  to  Paving. 

7.  Location  of  Stations. 

8.  Systems  of  Traction. 

9.  Ratio  of  Car  Capacity  to   traffic. 

10.  Central  Stat 

11.  Best  System  of  Traction  for  Urban  Lines. 
u.   Heating  Systems  for  Cars. 

13.  Cost  of  Power. 

pn       B  tggi        mil  Freight 
15.  hare  Registi 

exhibition  was  recognized  to  have  been  the  most  suc- 
cessful business  exhibition  ever  held  in  London,  and  that  the  secoi 
one  will  be  found  more  successful  is  predicted  from  the  fact  that 
Jlj  .ill  of  the  exhibitors  of  1900  have  expressed  their  readi- 
their  exhibits  in  1902,  which  involves  much  trou- 
ble and  an  expen  inconsiderable  on  the  part  of  many 
of  them.    Both  the  daily  and  technical  papers  have  expressed  thein- 

Eavorably  towards  the  undertaking  and  there  is  I 
to  anticipate  a  highly  successful  affair. 

Included  among  the  partial  li>t  of  exhibitors  are  the  names  of  1 
number  of  American  manufacturers,  among  which  may  be  mentioned 
the  Huff  Manufacturing  Co.,  Allegheny,  I'a. ;  the  Hale  &  Kilburn 
Manufacturing  Co.,  Philadelp  lie  Ohmer  Car  Register  Co., 

Dayton,  (i.;  Ohio  lira--  Co.,  Mansfield,  O.;  Roebling's  Sons  Co., 

New    York;     William   Wharton.   Jr..   8    I  ■  >.    I'a.      Mr. 

1".   A.    I  of  tin    R.   It-    Nuttall  I".,  will  al-o  attend  the 

nion. 

The  official  program  of  the  Union  Internationale   Permanente  de 

Tramways  has  been  published  and   m  addition   10  the  discussion  of 

of  visits  will  be  made 
for    which    invitations    have    b  "led    by    Street    railways   and 

other  companies   in   London.     The  Tramways  and    Light    Railways 


I    aid. .11    ha-   al-o   lender..!    1!  a   banquet 

held   on   the  evening   of  July  4th.      I  he  excursions   which   will 

be  made  by   ih.    delegates   at   thi    convention  during  the 
include  visit  -..nth  London  Ry.,  the  Central  London 

Electric  Ry.,  the  V  the  London 

United   ["raraways,  the  London  Count)   Council  Tramways  and  the 
Islington  municipal  lighting  station.     At  the  latter  place  the  mayor 
and   the  officer-  ol    th*   corporation   have   invited   the  Congrc 
breakfa-t   tendered   by  the  municipality. 

Besides  thi  following  places 

lia\.  hiin  received      M  'tnc  work-,  Bank  Side 

electric  lighting  station,  Westmin 

minster  hydraulic  power   station,  trie   work-, 

Ooulton's   Potter)    Works,  the   Man-ion   House,   House  of   Parlia- 
ment, Towei   "i    London,    [owe]    Bridgi  I    Triage  rides  from 
i  to  Kiw  and  to  Richmond,  and  if  tune  permits,  ai 

on  the  Thames,   will   be  arrange. I    for  certain   evening-.     There   will 
also  be  arranged  for  July  5th  .111  1  one  of  thi 

lustrial  centers,  probably  to  Wolverhampton,  and  the  directors 
of  the  Dublin  tramways  have  extended  an  invitation  to  Congress 
to  visit   the  tramway-  and  power  house  of  that  I 


NEW   POWER  PLANT  FOR   CHICAGO. 


A  plot  of  land  containing  over  616,000  sq.  ft.,  situated  on  the 
south  branch  of  the  Chicago  River  between  Morgan  St.  and  Center 
Ave.  has  been  purchased  by  the  Commonwealth  Electric  Co.,  which 
proposes  to  spend  from  $750,000  to  $1,000,000  this  year  and  the  same 
amount  next  year  in  the  construction  of  the  power  hou-e.  Event- 
ually the  company  expect-  to  invest  111  tin    neighbor!  1 1  of  $6,000,000 

on  this  tract  of  land  making  in  this  locality  one  of  the  greatest  elec- 
trical plants  in  the  world.  When  completed  it  will  contain  machinery 
having  a  capacity  of  100,000  h.  p..  which  will  be  used  partly 
Commonwealth  Electric  Co.,  and  a  large  portion  of  it   for  the  1  hi 
cago  Edison  Co.,  which  is  not  able  to  keep  up  with  the  demand  for 
current  even  with  its  present  large  equipment. 

While  the  area  of  ground  required  seems  an  extraordinarily  large 
one  for  this  purpose,  the  experience  of  the  Edison  compiry  has 
taught  its  officers  the  necessity  for  providing  liberally  in  advance  for 
future  needs. 

The  machinery   for  the  first    16.000  h.  p.  to  be  used  in  this  plant 
has  already  been  contracted  for,  and  work  on  the  site  will.  ',•• 
menced  as  soon  as  the  detail-  of  the  business  preliminaries  an 
pleted. 


LOW   FARES  IN   WHEELING,   W.   VA. 


The  Wheeling  Traction  Co.  operates  a  short  branch  road  running 
from  Wheeling  to  what  is  known  a-  Wheeling  Island.  It  i-  a  l.ng. 
island  in  the  center  of  the  river  and  has  a  population  of  about  7,00a 
The  total  length  of  this  division  is  about  a  quarter  of  a  mile  Mr. 
C.  E.  Flynn,  general  manager  of  the  company,  slate-  ih 
has  probably  the  cheapest  fare  in  the  world  as  people  an 
one  cent,  or  if  they  buy  monthly  tickets  they  secure  too  ridei  for  50 
cents.  The  cars  which  operate  on  this  division  -how  a  net  earning 
of  about  $!'•  to  $-'0  per  day  and  after  the  summer  traffic  opens  this 
amount  will  undoubtedl)  be  somewhat  higher.  This  divisii 
only  been  ill  operation  for  about  two  months  and  as  a  resilt  the 
bridge  company  which  formerly  charged  5  cents  per  round  trip  to 
walk  over  the  bridge  has  been  compelled  to  change  its  price  and 
is  now  selling  six  tickets  for  5  cents  instead  of  two  for  5  cents  a- 
heretofore;  but  as  it  is  much  ea-ier  to  ride  a  quarter  of  a  i.ule  for 
one  cent  than  it  is  to  walk  for  the  same  price,  it  is  probable  that 
this  reduction  in  fare  will  not  interfere  with  the  traffic  of  the  car; 
to  any  extent.  The  railway  compan)  pays  the  bridge  comnany 
about  $16,000  a  year  for  bridge  toll-. 

*  ■  » 

The  Chillicothi   (O.),  Mt.  Sterling  &  Columbus  Electric  Ry.  is  now 

under  construction,  and  progress  is  being   made  toward   its  comple- 
tion.    Isaac  S.  Cook  is  president  of  the  company. 


The  United  Railways  &  Electric  Co.,  of  Baltimore,  i-  receiving 
the  first  consignments  of  the  I  to  new  summer  cars  which  have  been 
ordered  and  will  be  put  in  commission  of  the  Maryland  Ave.,  High 
landtown  and  Dundalk  lines. 


June  20,  1902.] 


STREET    RAILWAY    REVIEW. 


363 


SEMI-CONVERTIBLE    CARS    FOR    A    GREATER 
NEW   YORK  SUBURB. 


NORWALK   HOLLOW   TROLLEY   WHEEL. 


The  accompanying  illustration  shows  one  of  a  lot  of  cars  now 
being  received  by  the  New  \ ork  &  North  Shore  Railway  Co.  from 
the  J.  G.  Brill  Co..  of  Philadelphia.  This  type  of  car,  known  as 
the  Brill  patented  semi-convertible,  has  become  so  widely  and 
favorably  known  as  a  suburban  and  interurban  all  year  round  car 
that  it  is  not  surprising  to  learn  that  nearly  all  the  box  cars  in 
course  action  at   the   Brill   company's   shops  are  of  that 


The  accompanying  illustration  shows  the  hollow  trolley  wheel 
now  being  placed  on  the  market  by  the  Norwalk  Brass  Co.,  of  Nor- 
walk,  Conn.;  special  attention  is  directed  to  the  large  oil  receptacle 
provided  by  making  the  hub  hollow  between  the  bearings.  The 
company  is  also  an  extensive  manufacturer  of  solid  wheels.  It 
makes  a  Specialty  of  properly  inserted  bushings,  and  standard 
bearings  and  an  excellent  non-friction  Babbitt  are  at  all  times  car- 
ried  in    stock,     The    Norwalk   Brass   Cm.   lias   •,   special   process  for 


11KILL  CAK  FOB  St   BURBAN  LINK 

style.  It  is  a  type  which  appeals  to  the  public  no  less  than  the 
operators  in  that  the  car  is  always  prepared  to  meet  every  change 
in  the  weather  without  going  to  the  barn. 

It  i-  puzzling,  even  to  an  expert,  to  understand  how  large  straight- 
rindows  arc  contained  in  the  roof  when  not  in  use,  without 
changing  the  appearance,  inside  or  out,  from  that  of  a  standard 
type  car.  Another  feature  that  is  hard  to  understand  is  the  ease 
with  which  the  windows  arc  operated;  their  action  is  partly  auto- 
matic, but  so  simple  that  it  is  next  to  impossible  to  get  them  out  of 
order. 

The  length  of  these  cars  over  the  crown-pieces  is  34  ft.  9  in. ; 
width  over  the  sills,  7  ft.  S'/j  in.  and  8  ft.  at  belt.  The  interiors  are 
1  in  natural  cherry  with  birch  ceilings.  Spring  cane  revers- 
ible-back seats  for  36  persons  are  placed  transversely. 

Another  lot  of  cars  included  in  this  shipment  are  14-bench  open, 
39  ft-  4H  m.  over  the  crown-pieces,  6  ft.  9)4  in.  wide  over  the 
sills,  and  7  ft.  5  in.  at  the  belt  All  the  cars  include  in  their 
equipments   the    following    Brill    p  penalties:      Angle    iron 

bumpers,  Dcdcnda  gongs,  radial  drawbars  and  ratchet  brake  handles, 
and  the  open  cars  have  round  corner  seat-end  panels.  The  trucks 
'.]  "Eureka"  maximum  traction  which  carry  the  car  bodies  as 
wheeled  I 


MOVING   PLATFORMS   FOR  THE  BROOKLYN 
BRIDGE. 


Mr.  Juben    I.  Davies,  of  the  linn  01  erbach 

.    .1  proposition  to  the  city 
Multiple  Sliced  &  Traction  Co.,  of 
■  form  'Hi  tin    Bi 
e  prop 
I   10  the   New   York   Rapid   Transit   Conn 
which  now  has  it   undi  Arguments  in  support  of 

'.;,    Mi.  George  S.   Morison,  the 
mid  Mr.  Walter  it.  Edmond  .  .1  prominent 
.  oik.     1  hi  tor  the 

Mub  Schmidt. 


AMERICAN    PRODUCTS   FOR   EUROPE. 


In  tin  rcbuildii .  1 1,,  Belgium, 

.1    M.iinif.i. 
•  ■  I  rolling  dooi  , 
i  uropi . 
idered  mother  It 

1  di. 


NORWALK   TKnl.LKY   WHEEL. 

making  bra--,  aluminum,  phosphor,  Tobin  and  manganese  bronze, 
and  doe-  .1  large  business  in  rough  and  finished  castings  for  marine 
and   stationary  engines,  launches,  automobiles,  etc. 


DELANEY  CHEMICAL  FIRE  EXTINGUISHER. 


I  he    Delanej    I  >il    X    Lubricant    Co.,   of    Milwaukee.   Wis.,    calls 

attention   to  the   "Delanej      fin    extinguisher  which  has  proved   to 

fective  and  is  highly  fee  immended  by  those  who  have  used 

it.      I  I11-.  extinguishei    C It     oi   a   metal  lube  2  in.  in  diameter  and 

22  in.  long  tilled   wiili  .1  dry  pow.hr.     At   ihe  nppei    end  is  a  cover 
hanging  the  extinguisher  at   the  most  convenient 

point ;  wl teeded  the  tube  1    pulled  away  from  the  cover  and  is 

for    use. 

with  which  1I10  lul.rs  are  filled,  when  thrown  with 

nto  thi    fire,  product    ga        which  do  not  support  combustion 

and  the  fin  1    blotted  out,    o  to  speak.    In  case  of  a  chimney  fire  the 

powder  is  throw top    .1   the  lire  in  the  stove  and  tin    ga  1 

pa      up  the  chimney,  extinguishing  tin-  lire ;  in  kettle  fires 

iwdei   1    ll wit  on  iii,.    mi  in  .    ot  the  burning  Quid,  and  is 

particularly    ful  in  tin    .1.1     oi  fin     wl the  use  of  water 

thei  fluids  would  increase  the  dangei  bj    preading  the  fire. 
1 1"    1."  1  that  1  ii''  powder  used  is  m  ithei  poi  onou  ,  1  splosh  1   01 

d  a    .in  advantage  «  hen  tin    <l<  >.  ice  is  pared 

with  1  ■    1 


Mi.  J.  1 1.  1  1  Hi.-  Pait  mom  8  1  1  "i  burg  |  \v 

Va.)   i  I  I    ilroad  Co.,  ad  u    that  tl pany  •  .pects  to 

erurban  bj   Augu  t  1st     1  wo  powet  houses 

will  I"  .1  two  too  I. v..  atoi     in 

1 1"    Fewett  1    .  ■  ■        '     oi    0       ill  fut  ni  h  tl 1  hi    Fait 

mom  .l    '  d  its  i  li.ni'  i  in  Inn. ,  [goo,     h 

00,000,  of  which  'f ha 

d     I     h Ii    of  thi   p" ....     t)       I.  opri ation,  a 

been  opi  n<  d   fo  Ma      ioj  it    and    I  h 

April, 


364 


STREET    RAILWAY    REVIEW. 


REMODELED   DIRECT  CONNECTED  UNITS. 

I  he  i  |   Railw»]  ring  >•■  i  hange  two  timple 

Whelock  engines,  built  original!}  o  they 

can  be  used  foi  driving  two  650-kw.  General  Electric  railway  gen- 

ich  of  the  two  engines,  which  were  formerly  pan 
1  win  engine,  will  be  fitted  with  an  80,000-lb.  Hy  wheel  and  a  21-in. 
hammered  iron  shaft,  tl  on  this 

main  shaft    The  engim  60  in.  and  arc  rated  al 

1,250  li.  ;>.  al  80  r.  p.  in.  taking  steam  at  125  IE    It  will  be  1 
thai  ii  .lily  smaller  in  capacity  than  the 

capacity  of  the  engines,  bul  this  arrangement  was  made  necessary 
by  the  small  diameter  of  the  main  engine  bearings,  these  being  bul 
■1.  and  ii  »,h  i.  heaviei    ;en  rators  would  cause  trouble 

In  these  bearings.  The  engines  were  buill  n>  run  <»i  r.  p.  m.  when 
geared  to  the  cable  machinery,  but  the  speed  will  be  increased  to 
s<i  r.  p.  in.  for  tin-  directly  connected  ele< 

the  change  will  be  supplied  by  the  Filer  &  Stowell 
i'm..  of  Milwaukee,  The  remodeled  units  will  be  installed  al  the  21st 
and  Dr. [il». u;  St.  power  house  of  the  Chicago  City  Ry. 


DOUBLE  DECK  STEPHENSON   CAR. 


The  double  deck  closed  car  illustrated  herewith  is  one  of  a  num- 
ber recently  shipped  by  the  John  Stephenson  Co.  to  Cheltenham, 
Eng.,  and  is  a  modification  of  a  type  which  is  very  popular  in  that 
country.  It  will  be  noticed  that  the  stairways  are  reversed  and  en- 
closed so  that  in  descending  the  passenger  is  entirely  protected  and 
cannot  be  thrown  from  the  car  as  is  possible  when  the  tail 
outwards,  1  he  stairway  has  steel  steps  and  a  bronze  hand  rail 
and  this  arrangement  is  such  as  to  form  an  efficient  brace  EOT  the 
roof.  It  effectually  prevents  the  longitudinal  swaying  which  is 
noticeable  in  cars  of  this  class.  The  design  for  the  bo  ly  frame 
is  considerably  stronger  than  that  of  the  regular  English  type 
There  are  four  windows  on  each  side  with  three  large  window  posts. 
This  strengthens  the  roof  and  makes  a  much  stiffer  construction 
than  the  old  Style  which  has  only  two  windows  and  but  one  DOS! 
cornel   posts      fhe  bottom  frame  is  of  oak  throughout 


STEPHENSON  CAR  FOR  CHELTENHAM,  ENG. 

I   with  brass  tie   rods  and   corner  irons.      An   iron  dasher   ex- 
around  the  fronl  n  and  is  connected  with  the 

nee  of  grille  work.     Tin    rooi   has  a  -eating  capai 
26   passengers   and    the    low.  its    20   passengers.      Garden 

seats  are  used  on  the  roof.  made  of  -lats  with  a  single 

bar  back  and  are  of  the  Kling  patent    1  arranged  so 

that  a  dry  surface  available  for  the  passenger.    This  is  of 

importance  in  a  climate  like  thai  of  England  where  rain  is  frequent 
and  the  without   pi  I  he  interior  seal     are  longi 

tudinal  and  are  upholstered  with  springs  and  hair  and  com  red  with 
crimson  plush.  The  interior  finish  is  hand  carve. 1  mahogany  and 
the  moldings  throughout  are  carefully  rounded  so  a-  not  to  collect 
dust.  The  trimmings  are  of  bronze  and  the  sash  have  bronze  stiles 
with  mahogany  rails.     The  windows  are  all  of  polished  plate  glass; 


the  curtains  are  of  the  spring  rollei  pattern  and  on  each  window 
post  ai  tor  signalling  the  conductor.     Alarm  goni 

signal  belli  are  placed  on  each  platform  and  the  cars  are  also  pro- 
vided with  sand  boxes  and  electrical  head  lights.  The  window 
panels  an  decorated  with  the  coat  of  arms  of  the  city  of  Chelten- 
ham, while  the  name  of  the  company  fills  the  lower  panels. 


THE  AMERICAN   WATER  TUBE  BOILER. 


A  novel  •  of  small   steel   si  ells  with  the  ordinary  fuel 

economizer  i-  lure  made  to  form  a  water  tube  boiler  occupying 
ativebj  -in. ill  floor  space  and  possessing  many  features  for 
which  considerable  superiority  is  claimed  over  other  well  known 
types.  The  illustration  shows  the  arrangement  of  a  double-deck 
boiler,  the  two  lower  and  smaller  shells  without  tubes  of  any  kind, 
the  upper  one  with  two  tnln-  located  below  the  water  line,  and  the 


TWO  25Q-H.   I'.  BOILERS  IN  BATTERY 

wholi  surmounted  hy  an  American  fuel  economizer  through  which 
the  gases  pass  on  their  way  to  the  chimney.  A  diaphragm  of  fire- 
brick located  immediately  above  the  lower  shells  places  the  latter 
111  an  envelope  of  the  hottest  gases  directly  above  the  fire  and  forces 
the  gase-  I"  traverse  the  full  length  of  these  -hells  before  passing 
upward  and  forward  along  and  around  the  upper  shell.  The  lower 
-lull-  are  entirely  filled  with  water,  tin  water  line,  as  already  noted. 
being  about  midway  of  the  upper  shell,  above  the  dues.  I  he  absence 
nl  tube-  obviates  some  of  the  usual  difficulties  experienced  in  tubular 
boiler  maintenance,  and  the  small  size  of  the  shells  affords  greater 
strength  or  thinner  plates  for  equal    p 

The  gases  of  combustion  passing  to  the  chimney  through  the 
economizer  tubes  give  up  much  of  their  heat  and  reach  the  uptakes 
al  a  very  low  temperature.  The  feed  water  enters  at  the  rear  and 
becomes  heated  as  it  flows  through  the  tubes  toward  the  front;  thus 
the  gases  encounter  progressively  colder  surfaces  on  their  passage 
through.  The  greater  portion  of  the  total  heatini)  surface  is  in  the 
economizer  tube-,  and  the  water  reach,  th  bo  ler  shells  at  a  very 
high  temperature  The  economizer  tubes  are  of  cast  iron,  kept  clean 
by  tin  usual  automatic  scrapers.  The  scrapings  fall  into  steel  pans, 
which  ma)  I"    flushed  .mi  at  intervals  as  required. 

The  whole  boiler  1-  suspended  independently  of  the  brickwork  on 
mi-  ami  columns,  suitable  castiron  fronts  arc  provided,  ami 
the  usual  facilitii      Foi   access  to  all  parts  are  given  proper  attention. 

At  present  the  sizes  ni.i.l.  are  of  250  and  300  h.  p.  The  maker  is 
the  Bromell,  Schmidt  &  Steacy  Co.,  York,  Pa. 


June  20.  1902.] 


STREET    RAILWAY    REVIEW. 


365 


MINIATURE  RAILWAYS  AT  THE  CHARLES- 
TON  EXPOSITION. 


AMERICAN    POWER   BRAKES   FOR   ST.   LOUIS. 


At  the  recent  Charleston  Exposition  the  lilliputian  railways  in- 
stalled by  the  Miniature  Railway  Co.  undoubtedly  comprised  one  of 
the  most  popular  attractions  and  best-paying  amusement  Features 
on  the  grounds.  The  routes  touched  all  points  of  interest  from 
the  Sunken  Gardens  and  the  Conn  of  Palaces  to  the  headquarters 
for  hoky-poky,  and  patrons  found  these  baby  trains  an  i 
convenience  as  well  as  a  joyful  novelty  iii  the  manner  o:  transporta- 
tion. The  outfit  consisted  of  locomotive  and  tender,  with  a  total 
length  oi  (,  11.  o  inches,  weighing  1,200  lbs.,  and  cars  6  ft.  long  and 


\ftvr  operating  its  brake  for  three  years  on  the  lines  of  the 
Memphis  Street  Railway  Co.,  and  thus  demonstrating  the  good 
qualities  of  the  device,  the  American  Power  Brake  Co.,  of  Memphis, 
Term.,  secured  a  trial  order  from  the  St.  Louis  Transit  Co.,  equip- 
ping -i\  cars.  After  a  thorough  test  the  St.  Louis  Transit  Co.  de- 
cided to  adopt  the  brake  and  made  a  contract  for  the  equipment 
of  the  system,  and  the  brake  company  is  now  placing  the  brakes  on 
the  cars.  The  American  Power  Brake  Co.  announces  its  willing- 
ness to  place  brakes  on  trial,  being  confident  that  a  service  test  only 
is  needed  to  bring  out  its  advantages. 


MINIATl'RE  RAILWAY  AT  THE  CHARLESTON   EXPOSITION. 


24  in.  wide,  weighing  125  lbs.  each.,  all  a.-  complete  in  detail  and  as 
business-like  in  aspect  as  a  transcontinental  express.  The  difference, 
and  that's  in  favor  of  the  Lilliput.  is  that  on  this  ideal  system  there 
are  no  baggage-men  to  badger  one,  no  porters  that  one  roust  tip,  nor 
any  man  with  a  megaphone  voice  to  assail  one  with  magazines  and 
samples  of  chewing  gum.  Not  since  the  daj  oi  Lohengrin 
U.at  and  Cinderella's  pumpkin  coach  has  a  conveyance  been  invented 
which,  for  the  fun  of  the  thing.  BO  completely  tills  the  bill. 

The   Miniature    Railway   Co.,    w| ll     101     Broadway, 

New  York,  has  iwied  a  catalog  giving  full  descriptions  of  it- 
types  of  diminutive  railways  and  pictures  showing  them  in  opera 
tion  in  many  of  the  famous  park-  throughout  the  world.      II 
pany's  excln  Jty  1-  the  manufacture  of  light    steam   loco 

motives  of  •  and   variety  of  di  prai  I       I   gage 

of  track,  wide  or  narrow.     The  locomotives  arc  well  adapted   fot 

il  ives  are  unsuital 
[Tie  logging   railroad-   installed   by   tin-   Miniature 
annually   haul   limber   enough    to   den  1   square 

generally  in  use  in  the  southern  Atlantii    and  Gull 

and  .jii   tin  oast. 


THE  SUCCESS  OF  VAN   DORN   COUPLERS. 


WHALOM   LAKE  AND   PARK. 


Fitchburg  &  Lcominstei    Streel   Railway  Co,  hat  publi 
:n>ly  illustrated  pamphlet  called  the  "Whalom  Book,"  which 
Whaloni   Park,   descriptions   of  which 
have  been  published  in  torn-'  'Review."     The  scenery 

in  thi •■  ; 

laid  by  tin  which  tin-  boot,  contain  .    The 

iridc  in  the  theater  which  .t  linn  operated  fot 

I   year?  ami  tb<-  manner  in    ■  '       \t   pre  fill 

light  opt  tqr  the  Wholom  Opera  Co.,  with  a  change  1 

is  the  am.  been  p  lid 

1  he  popularity  of  tin  tinmen! 

n  this  book 

■  lllg   the  Id. 


i!    making    it 
unlaw  1  t  cat   in  that 

,    of   not    Ic  II   than  ||J  11    more 

than  •  uce. 


The  \V.  T.  Van  Dorr  I  0     Monadnock  Block,  Chicago,  is  now  fill- 
ing orders   for  coupling-    from   practically  every  stale  in   the   United 
and  also  from  several  foreign  countries.   The  Van  Dorn  coup- 
lei   I11    come  to  be  to  the  streel  railway  what  the  M.  C.  B.  coupler  is 
to  steam  railroads,  and  the  company  stands  prepared  to  furnish  an 
automatic  coupler   for  any  condition  or  combination  of  conditions 
thai  can  possibly  arise  in  electric,  cable  or  elevated  railway  practice, 
Aside  from  idling  contracts  for  Van  Dorn  couplers  for  standard 
treel    railway   service  the  company  is  now  working  on  orders  for 
1I1.    Manhattan  Elevated  Ry.,  on  which  road  Van  Dorn  couplers  will 
1  exclusivelj  :  the  Boston  Elevated  Railway  Co.,  which  called 


No.  •■  van.dorn:coupler. 

for  a  ...  1 1     i"  1  mi  .I.   ign  ii 1. 1   to  givi    pi  1  fei  1   flexibility   

ith  grei th  ;  thi    I  hii  ago  elevate'd  roads  and  othei  1. 

Mr.  Van  Dorn  expeel    to  at unci    horth.    everal  other  large  orders 

from  11.      •  ompanii     E01  pling    foi    pet  ial  lei  \  ii  e,     \  noteworthy 

"i  Mi.  making  of  these  automatic  couplers  is  the  extreme 
1  il..   inn  ding,   ill  part-  ami  sui  fa.  mai  1 fin 

-I  Mil]        hll.    .1 

The  accompanying  illu  n.in.iii    how    the  Van  Dorn  coupling  No. 

5,  which  i,  the ,  iii [3   11  ,  ,1  ,,,,  city  an,i  i„ti  1 1,,  1,  m 


\  i.i.  an  mi.  1  in  ban  electrii  cat  on  <  hi  lim    oi  1  hi   I ! n 

m  CO    "1    In. Ii. hi i.l  .1    1  1  .mi  on   I  hi     Big    I '"  '  1 

Ited  in  ..  di .  ided  rictorj  foi  1 1 1  rrn  1      11 

lerson  and  Indian 

and   thl  '1    I.',    lie    ■  I 1  •  ,11    1. 

Hi. in  sevi  n  minutes. 


$66 


STREET    RAILWAY    REVIEW. 


[Vou  XII.  No.  6. 


PERSONAL. 


MH.  C   I     FLYNN,  tnaget   of  the  Wheeling    fraction 

r,..,  was  .1  recent  calli 


MR  .1    M.  I  R<  >M1  i  ">  and  treasurer 

..i  tin-  Danl  '""■ 

MR  MINKS    BERND  has  resigned  as  president  o(  the  Danbury 
(Conn.)  S  Harlem   fraction  Co.,  and  will  fie  succeeded  by    rhomas 
ii  rett. 


MR    \\ .    \    SA1  rERLEE,  general  Buperintendenl  oi  the  Metro 
politan  Co.,  of  Kansas  i 

sistart  gan. 


MR  F.    \  ind  treasu R.   I».  Nuttal 

t'.i.,  of  Pittsburg,  will  leave  for  1      land  o  attend  the 

Tramway  Convention  to  be  held  i  rsl  to  4th. 


MR  GEI  IRGE    HENRY    BOW  I  RS,  'eckham 

Ca,  New  York,  was  on  June  41I1  married  to  Miss  Eula  Constanci 
Godfrey,  daughter  of  Mr.  and  Mrs.  William  1  Ifrey,  of  Brook- 
lyn.  X.  V. 


MR  SOL  JAMES  has  been  promoted  from  the  position  of  su- 
perintendent of  the  18th  Street  Division  of  the  Metropolitan  Street 
i  ond  assistant  general  superintendent  of 
the  company. 


MR  W.  E  HAYCOX  on  June  ist  resigned  his  posil 
eral  manager  of  thi   1         <  entral  Traction  Co.,  of  Galion,  O.,  and  is 
spending  some  weeks  al   Magnetic   Springs,  inking  a  much 

rest     Mr.   Haycox  has  no  intention  of    retiring     1  the    street 

railway  business,  but  found  thai  a  vacation  was  imperative. 


MR  WILLI  \.\I   fYSON  GOOCH,  formerly  of  the  firm  of  Hard- 
ing &  Gooch,  architects,  announces  thi    di   solution  of  this  firm  and 
his  association  as  a  partner  with  the  firm  of  Charles  Henrj    D 
&  Partners,  to  continue  the  practice  of  architecture. 


MR  C  V.  MILLS,  formed}  of  Battle  Creek,  Mich.,  has  assumed 
the  duties  of  superintendent  of  the  Wesl  Chi  Pa.)   Street  Rail- 

way Co.  Mr.  Mills  has  had  many  years'  experience  in  the  street 
railway  field.  He  will  supervise  the  construction  of  a  number  of  ex- 
tensions "i"  the  Wesl   Chester  system. 


MR  RODNEY  CURTIS  has  resigned  .1-  president  of  the  Den- 
v    Tramway  Co.  and  will  spend  the  summer  with  his  family 
in    Europe     Mr.   Curtis  continues  as  a   director  and  large 

■  11    Denver  company.     Hi-  will  be    u led  as  president 

by  W.   !■'.  Evans,    I ip 


SENATOR    NELSON    W.     U.hKICll    has    resigned    as 

1   the  United      1   cl  or  &   Electr 1    Providence,  K.   I.. 

and  will  be  succeeded  bj    B.    V  Jackson,  a  member  of  a  local  bank- 
ing  firm.     Senator    lldricft   1-    reported   to  have  accumulated   0 
.$1,000,000  during  the  past  six  years  through  the  rise  in  the  value  of 
Idings  of  iln    United  Traction  &  Electric  Co.'s  stock.     This 
-luck  had  ii"  apparent   market    value   nine  years  ago,  but 
quoted  al  $121   per  share. 


MR  W.  R  W.  GRIFFIN,  who  recently   resigned  as  chiel  engi 
h1  superintendent  of  motive  power  of  the  Lake  Shon 

veland,  has  been  chosen  electrician  and  su 
perintendenl  of  construction  of  thi  er   (N.   Y.)   &    1 

Ky.    Mr.  Griffin  was  formerly  chii  I  1  Toledo,  Fremont 

&  Norwalk  Ky.     He  was  presented  with  a  handsome  gold  watch  by 
ociates  on  his  departure  fn  m  1  levi  land. 


MR  E.  C.  FABER,  who  n  ired  from  the  general  super- 

intendence of  the  Co.,    was   pi  1 

mi  tin    1  ing  Cleveland  with  .1 

ploj  es  of  the  road,  who  e  1  a  n  dial  ad 

miration  and  monies  were  field  in  a 

hall  rented  fin  thi  and  were  witnessed  not  only  by  all  the 


emplo)  treel  rail*  but  fiy  man)  ol   Mr.  Faber's 

friends  in  the  management  of  the  company.    Mr.  Fabei 
to  fie  thi  youngest  man  holding  ■  position  of  equal  importance  with 
any   street  railway  in  the  country. 


MR  EUGENE  CHAMBERLIr  gned  u  superintendent 

of  equipment  of  the  Brooklyn    Heights   Railroad    Co.,  ■  position 

which  fie  has  held  fin  the  past  thi  nd  in  which  be 

complished  much  toward  standardizing  the  electrical  and  mechanical 

equipment   of   the   company's   rolling    stock.     Mr.    Chamberlin    was 

formerly  in  of  the  Xi  w   York  Central  S  Hudson  River 

K.  R  a^  master  car  builder  of  the  Western  Division  for  eight  year*. 

Since  assuming  the  duties  of  superintendent  of  equipment  of  the 

Brooklyn  Heights  Company,  fie  lias  introduced  many  innovations  in 

[2d   St.   shops,   whose  modern   methods  and   im- 

ire  largely  owing  to  bis  effort.    A  number  of  fiis 

combination  ear-  of  a  1  furnished  with  individual  revolv- 

its,  are  now  in  service  on  the  Brooklyn  fines  and  are  giving 

satisfaction.     In   leaving    the    Brooklyn    Heights   company 

Mr.  Chamberlin  will  continue  in  this  business,  but  his  plans  have 

not,  fiow,  di  finitely  announced. 


MR  GEORGE  B.  FRANCIS,  who,  since  January,  tooo,  has  been 

chief  engineer  of  the  street  railway-  at  Providence,  lias  resinned 
this  position  to  engage  in  the  capacity  of  civil  engineer  with  Wesl 
inghouse,  Church,  Kerr  &  Co.,  of  New  York  City,  In  1X74  Mr. 
Francis  entered  the  mgineering  department  of  the  city  of  Provi 
dence,  spending  eight  years  in  municipal  work,  lie  subsequently 
connected  with  the  engineering  department  of  the  Wesl 
Shore  R  K.  and  ha  been  identified  with  the  construction  work  un- 
dertaken by  the  Oregon  Railway  &  Navigation  Co.;  the  Northern 
Pacific  Ky.  and  the  Northern  Pacific  Terminal  Co.,  of  Portland, 
Ore.;  the  New  Jersej  Junction  Ky..  the  South  Pennsylvania  K.  R 
and  the  Xew  York  Central  &   Hudson  River  R.  K.    As  consulting 

engineer  for  the  Third  Avenue  Railroad  Co.  of  Xew  York  City, 
Mr.  Francis  designed  the  foundation  for  the  company's  ECingsbridge 
power  staii. hi,  which  will  fie  remembered  as  an  engineering  prob- 
lem of  considerable  difficulty.  From  1887  to  1892  he  was  principal 
assistant  engineer  of  the  New  York,  Providences  Boston  R.  R,  and 
later,  as  engineei  of  the  Terminal  Companj  of  Providence,  d< 
and  arranged  the  terminals  in  that  city.  Mr.  Francis  is  a  director 
of  the  Boston  Society  of  Civil  Engineers  and  a  member  of  the 
American  Society  of  Civil  Engineers,  and  the  Institution  of  Civil 
Engineers  of  '  Ireal  Britain. 


;m| 


Capt.  W.  11.  l.aniu-  was  born  at  Rushing,  L  I..  Nov.  26,  184.!. 
and  is  of  German  extraction  on  fiis  father's  side;  his  mother's  family 
was  French  Huguenot  stock.    His  father's  ancestors  settled  in  eastern 

Pennsylvania  as  far  lack  as  17.ii. 

( 'api.    Lanius   removed   to    1  ork, 

I  '.i      at    an   early  age.   and    grew    to 

.i  1  ducation  in  the  York  t lount] 
maturity  in  that  city.  I  le  obtained 
Academy  and  other  private 
schools,  and  after  completing  fii- 
*W  studies,   embarked   on   a   business 

^s...  ▼  1     which    has    been    marked 

X  wiih  distinct   su At  the  agr 

^^*J2"^«*»»§§§»W^  "'  Company    A  oi 

^*B  ^^,  t In-    S7th    Pennsylvania    volunteers 

^F^    ^H  and     was    advanced    fiy 

^M  ^fl  |m  iniotions,  receiving  his  commis- 

si       I  JU  captain  June  -•<•,    18(14; 

HaVl 

mustered  oul  of  service,     lie  par- 
ticipated in  many  of  'fie  fiattles  of 
the  Civil   War  in  all  of  which  fie  proved  himself  a   firave  soldier 
\n,i    1. 1, lining    from   the   war   \k  was   made 
1   the  United  Slates    Treasury  Department   and  in 

1863  he  resigned  this  po  itiot ingagi   in  the  whi 

lumber  business,  with  hi  at   York  a  tmsport.  Pa. 

■ ,   hi    bee vino  d  thai  the  city  of   York  was  di 

in  Mini. .Huiiiig  city  although  at  that  tune  it  had 
always  been  classed  as  an  agricultural  district.  Capt.  Lanius  then 
turned  Ins  attention  to  tfie  development  of  a  number  of  interests  in 
York  and  its  surroundings     He  became  the  chiei  of  the 


vv.  11.  LANIUS. 


Jink  20.  1902.J 


STREET    RAILWAY    REVIEW. 


367 


West  End  Improvemen  fork,  an  0rgani7.11  ion  ivh     1    11     J90 

became  the  present  York  Trust  &  Real  Estate  D; ;    Co.     As  the 

functions  of  this  corporation  include  the  .'trying  111J  selling  of  real 
estate  a  large  tract  of  land  was  purchased  in  the  western  part  of  the 
city  and  steps  taken  towards  its  improvement.  In  addition  to  lav- 
ing out  this  section  into  lots  and  the  erection  of  many  handsome  sub- 
urban residences  Captain  Lanins  decided  that  it  would  be  necessary 
to  have  a  street  car  line  to  bring  this  section  into  closer  relation  with 
the  central  part  of  the  city,  so  in  [886  he  organized  what  1-  known 
as  the  York  Street  Railway  Co.  lie  was  chosen  president  of  the 
company  and  he  proceeded  to.  lie  system  wheh  now  traverses 

all  of  the  principal  streets  of  the  city  in  addition  to  forming  .1  loop 
around  the  outside  of  the  town.  A  number  of  other  charters  have 
since  been  granted  to  tin-  companj  which  is  now  extending  its  lines 
to  the  various  hamlets  and  villages  throughout  York  county.  All 
of  these  lines  owe  their  origin  to  Captain  Lanins.  Me  1-  also  presi- 
dent of  the  Baltimore  Harrisburg  Railroad  Co..  a  trustee  .if  the  old 
York  County  Historical  Society,  the  first  president  of  the  Board  of 
Trade  organized  in  1886  and  a  member  of  the  York  Lodge  of  Free 
■  He  1-  also  a  prominent  member  of  John  Sedgwick  Post  of 
the  Grand  Army  of  the  Republic  and  was  n-  first  commander,  and  he 
is  a  member  of  the  Loyal  Legion.  In  politics  Captain  Lanius  has 
always  been  affiliated  with  the  republican  partj  and  for  .1  number 
of  years  has  been  I  the  foremost  republicans  in 

York  county  as  well  as  m  the  state.  He  was  a  national  delegate 
to  the  convention  nominating  James  (i.  Blaine  for  the  presidency. 
Captain  Lanius  leads  a  very  active  business  life  and  to  him  is  due 
the  organization  of  many  of  the  successful  business  enterprises  which 
have  placed  York  in  its  present  rank  a-  a  business  center.  He  1-  .1 
man  of  fine  social  and  intellectual  qualities  and  of  courteous  de- 
meanor and  has  won  many  friends  not  only  in  York  but  throughout 
the  state  of  Pennsylvania,  lie  was  married  in  1867  i"  -Mi--  I  ucj 
Smyscr,  daughter  of  the  late  Michael  Smyser,  of  Y'irk,  and  has  a 
son  and  two  daughter-. 


vious  i"  lus  death.  He  was  55 .years  of  age,  and  before  coming  to 
Grand  Rapids  had  been  for  a  number  of  year-  assistant  general  pas- 
■■  nt  of  the  Missouri  Pacific  Ry. 


OBITUARY. 


1  ill..  C  C  HOWELL,  general  manager  of  the  Knoxville  t  Tenn. ) 

m  Ca,  'bed  Wednesday,  May  -th.  at   Phoenix,   Arizona,  where 

he  had  gone  in  a  vain  attempt  to 

-tay  the  pn  - 1  a  wasting  dis- 

f  long  standing.  Mr.  I  tow  - 
ell  was  one  of  the  oldest  and  most 
prominent    street   railway  men  of 

the    South,    and     was    one    of    the 

men  of  the  state 

■  tint  isei  .Hi  1  ntially 

.1  man  of  action.      I'.orn  in  a   small 

1    New    York   state   in    1K4K 
trly   age 
and  won  laid  the  foundation  for  a 
comfortable   fortune,  a  con 
ble  portion  of  which  he  in 
in   tin  i  .-,  .,■.    .ni, I 

lighting    pri  ;     Knoxville, 

lb-  went   to   Knoxville  in 

1895   and    t>  d.  alb    be   had 

1     light 
nig    plant    Ul  | 

lie  a   lighting  and  transportation  system  un 
ni  the  South.     1 

idi  ni  of  tb.   ,  iiv  hospital, 
nd  a  direi 

a   wife  and  Iwo  daugft 


HOWELL. 


MR.   WAI 

1    ouch  bad  bei  n 


M1<     '  Gl  nid    Rapid 

'I   ..1    Grand 
dinnei     Mi. 
leu  ten  d 


MR.  JAMES  !■'.  M.WX,  who  since  1885  has  been  prominently 
identified  with  the  development  of  the  electric  railway  systems  111 
Utica  and  vicinity,  and  who  was.  until  a  year  ago,  president  and 
manager  of  the  Utica  &  Mohawk  Railroad  Co.,  died  recently  at  In- 
home  in  Utica.  Mr.  Mann  was  one  of  the  organizers  of  the  Wood 
,\    \  1 . 1 1 1 1 1  Steam  Engine  Co. 


STRIKES  OF  THE   MONTH. 


At  midnight  on  June  .id  the  employes  of  the  United  I  raction  & 
Electric  Co.,  of  Providence,  R.  1..  went  out  on  a  strike,  the  immedi- 
ate cause  of  which  was  the  determination  of  the  company  to  secure 
an  adjudication  a-  to  the  constitutionality  of  a  to-hour  act  applying 
10  -tree!  railway  companies,  which  was  passed  by  the  last  Legisla- 
ture, before  complying  with  its  terms.  The  demands  made  by  the 
men  included  a  specific  observance  of  the  to-hour  law.  that  all  em- 
ployes now  receiving  more  than  $2.25  a  day  shall  continue  to  have 
the  same  wage  for  10  hours'  work;  that  all  other-  be  paid  20  cents 
an  hour  for  10  consecutive  hours  the  first  year,  and  22'.;  cents  an 
hour  thereafter;  that  all  employes  other  than  gripmeii.  motormen 
and  conductors,  whether  ill  the  car  houses,  repair  shops  or  power 
houses  shall  be  employed  not  exceeding  nine  hours  a  day  and  have 
the  same  pay  given  them,  and  that  all  work  more  than  to  hours  shall 
be  at  the  rate  of  25  cents  an  hour. 

The  strike  lied  up  practically  all  the  street  railways  in  Rhode 
Island. 

On  the  night  of  June  51b  there  was  much  disorder  and  rioting, 
but  on  the  following  day  the  company  was  prepared  lo  operate  half 
of  its  cars. 

The  refusal  of  the  city  authorities  to  provide  adequate  police 
protection  for  car,  resulted  in  such  disturbances  that  on  June  12th 
stale  militia  were  ordered  to  Pawtucket  to  re-tore  order. 

June  41I1  the  trainmen  of  the  Sheboygan  (Wis.)  Light,  Power  & 
Railway  Co.  struck  for  higher  wages,  and  all  rolling  stock  excepl 
mail  cars   were  tied   up. 

At  Oil  City,  Pa.,  the  Citizens'  I  raction  Co,  on  June  14th  withdrew 
its  cars  from  service  anil  announced  that  no  regular  schedule-  would 
be  followed  until  the  public  sentiment  111  regard  to  the  boycott 
changed. 

At  Chicago  the  Amalgamated  Association  of  Street  Railway  Em- 
ployes has  organized  unions  among  the  men  of  both  the  Union 
Traction  Co.  and  the  Chicago  City  Ry.  I  In  companies  agreed  that 
so  long  as  no  attempt  was  mad.'  to  restrict  their  action  in  selecting 
men  and  .baling  with  employes,  there  would  be  no  opposition  to  the 
organizations  mi  the  part  of  the  companj 

IMPROVEMENTS  AT  NEW  ORLEANS. 

The  St.  Charles  Street   Railroad  Co.,  of  New   Orleans,  -bow-  the 

following  results  fot  the  first  ii ha  ol   1002:    Cross  receipts 

1    fares.   $136,843;    operating    expenses,   $88,411;     net    earnings 

" operation,  $|fvu-':    other  income-,  $1,051;    gross  me ,-.  $50,- 

.tKO;   deductions  from  inc 1  fot   taxes,  interest,  etc.,  $14,183;    net 

1 mi    fot   fii  1    month     $  |6,  03,  which  is  at  the  rate  of  o  per  cent 

im  on    he  present  1  apital  ol  :-'>s.t..too. 

11 mpam,   wa    org ted  in  1866,  and  having  recently  secured 

|    'on  of  its  franchises  mini   i,,5<,,  has  undertaken  improve 

that    '.'.ill  co  1  al 1  $ .000.     h   now   ha     is  mill     ol   trad 

111  build    1  mil.     1 ,  11  ing  00  and  93  lb.  rail   .    78  1  at     are 

now  opt  rated. 

ol  il "I""     in       I'n   idi  m,   ML.  1 1  1,    Phelps,  and 

tary,  Chart  e    J.  Macmurdo;    the  engim  .1     are  C0I1  m  in  8    M  1 


On  &  W i  1     .  ,.,  .  ,      1 mplele 

1    to  I'l.imiiighaiii  bj   Si I..  .    1  1    and  to  open 

'    !'•"  ton   .mil    Won  •   1.  1    I...    1  1,  tobi  1     n 

'"  '      "  I    lock  ol     , I      ,11  pi 

issue  $750,000  of  4!     per  ci  nl  fit  gage  1 1       1  he  road  will 

ipproximately  $1,500,000. 


368 


STREET    RAILWAY    REVIEW. 


[Vol.  Xll.  No.  6. 


TRUCKS  FOR   HIGH   SPEED  INTERURBAN 
SERVICE. 

■  i  tin   in. •  ^i   interesting  electric  railway  undertakings  in  the 
United  States  is  thai  of  ili>'  Aurora,  Elgin  .\ 
which  will  probably  have  the  main  portion  of  its  line  in  operation  by 
July    ist    This   road   belongs   to   the   recently    di 
electric  railways  which  a-  yel  has  been  given  no  distinctive  name, 
and  has  all   the  distinci  team   railroad 


Tin-  trucks  on  which  the  high  speed  cars  will  I"-  mounted  con- 
stitute a  very  important  pari  of  the  equipment,  and  the  accompany- 
ing illustrations  and  descripl will  !■  1  interest     lhc-i 

built    by   the    Peckham    Manufacturing   Co.,   ol 
\.nk.  and  are  known  a     thi    M    I     B    No.    (O,  and  wi 

erurban,  elevated  or  trunk  lim 
I  he  side  Fi  line  th<   equalizii  andard 

Master  Car  Buildi  enget  car  trucks  with  that 

diamond  fi  u  the  M.  C  I!,  freight  car  trucks,  the  ii 


FIG.  l-1'ECKHAM'S  M.  C.  B.  NO.  30  TRUCK   WITHOUT  EQUALIZERS. 


except  the  motive  power.  There  are  double  track-  buill  the  entire 
distance,  except  in  towns,  over  private  rights  of  way;  the  track 
rails  weigh  80  lbs.  per  yard  and  the  third,  or  conductor,  rail,  which 
is  used  for  conveying  current  to  the  car-  excepl  in  Aurora,  weigh 
loo  lbs.  per  yard. 

The  line  connects  with  the  Metropolitan  Elevated,  of  Chicago,  at 
West  S^d  St.,  where  there  is  an  incline  leading  to  the  elevated 
structure,  and  thence  west  to  Wheaton  the  distance  is  about  18 
miles;  at  Wheaton  the  road  forks,  one  branch  extending  north- 
westerly to  Elgin,  a  distance  of   14  miles,  the  other  running   south 


this  combination  being  to  give  a  double  factor  of  safety,  as  the 
diamond  frame  alone  is  sufficiently  strong  to  carry  the  weight  of 
the  car  without  the  aid  of  the  equalizing  bars,  which  are  arranged 
in  pairs.  one  each  side  of  the  pedestals.  To  prevent  the  tilting  of 
the  top  frames,  an  objectionable  feature  in  the  Standard  Master  Car 
Builders'  steam  railway  trucks,  the  spring  base  of  the  truck  is  in- 
creased by  locating  helical  springs  each  side  of  the  journal  boxes 
and  supported  from  them  by  -addles.  These  pedestal  springs  carry 
a  sufficient  portion  of  the  load  to  prevent  the  tilting  of  the  top 
frame-,  the  greater  pari   of  the  load  being  carried  by  the  equalizing 


FIG.  :    M.  C.  11.  NO.  30  TRUCK  1'or  AURORA.  ELGIN  .v  CHICAGO. 


westerly  to  Aurora,  about  12  miles;  there  is  also  a  5  mile  branch  to 
Batavia.  The  right  of  way  is  fenced  except  at  highway  crossings, 
and  at  these  points  the  conductor  rail  is  broken,  the  sections  being 
connected  by  underground  cables. 

It  is  thus  apparent  that  the  physical  condition-  are  such  as  to 
permit  high  speed,  and  the  plans  contemplate  a  schedule  of  40  miles 
per  hour,  including  -tops,  with  a  maximum  of  65  miles  per  hour. 
It  is  understood  that  soon  after  the  opening  of  the  line  experiments 
will  be  made  at  speeds  up  to  100  miles  per  hour. 


bar  springs.  The  side  and  end  portions  of  the  top  frame  are  all  in 
one  piece,  a  forging,  which  insures  the  trucks  always  remaining 
square.  The  transoms  are  bulb  angles  10  in.  deep,  which  extend 
full  size  with  the  side  truss  frame  to  which  they  are  very  rigidly 
secured     Gu  teel  connect  the  transoms   to   the  side 

frames  hold  the  frames  rigid  and 

Peckham'-  patent  -wing  bolster  i-  u-iil  111  this  truck.  Ii  is  con- 
structed of  plates  in  form  of  a  channel  [1  1  and  is  carried  mi 
four   long   coil    springs    and    one    elliptic    -pring    which    support    the 


Jl'NE  20,    1902.] 


STREET    RAILWAY    REVIEW. 


369 


bolster  from  the  inside  at  us  top.  so  as  to  hold  il  securely  in  a  verti- 
cal  position.  Straps  secured  to  the  transom  and  extending  over  the 
bolsters  prevent  its  being  lifted  out.  The  king  pin  is  so  secured 
that  the  ear  body  cannot  be  lifted  off  the  truck.  The  swivel  plates 
are  large  in  diameter,  machine  fitted,  with  a  boss  around  the  king 
pin  which  prevents  the  escape  of  the  lubricating  grease. 

The  arrangement  of  bolster  springs,  i.  c.  an  elliptic  in  the  center 
and  two  long  helical  spring-  al  each  end,  is  designed  to  give  a  much 
easier  riding  car  than  the  old  form  of  bolster  used  in  steam  cars, 
and  it  can  be  more  easily  regulated  so  as  to  prevent  rolling  motion 
of  cars  when  running  at  high  speed. 

The  journal  boxes  are  the  M.  C.  B.  standard  pattern  with 
standard  M.  C.  B.  journals.  The  axles  are  6'_  in.  in  diameter,  and 
the  wheels  36  in.  in  diameter,  with  4'.i-in.  tread  and  1  -in.  flanges. 
The  pedestals  are  made  of  cast  steel,  machine  fitted  where  they 
come  in  contact  with  the  journal  boxes  and  top  frames;    all  bolts  are 


FINANCIAL. 


Tr" "" ▼: 


1  n,    3    AXLKs  ami  WHEELS. 

machined  to  size  and  are  driven  in  reamed  holes  so  as  to  tie  the 
parts  of  the  truck  rigidly  together. 

The  brakes  are  constructed  with  shoes  on  the  inside  of  the  wheels 
and  can  be  easily  adjusted  to  the  wheel-  without  placing  truck  over 
a  pit. 

Fig.  I  is  an  open  view  of  the  truck  showing  the  diamond  shape 
side  frames  and  the  brake  mechanism  without  the  equalizing  bars. 
Fig.  2  is  the  truck  complete  with  two  G.  E.  66  motors,  125  h.  p. 
each,  mounted;  the  fittings  for  the  third  rail  contact  arc  on  the 
side  opposite  to  that  shown.  Fig.  3  is  a  view  of  the  wheel  and 
axle  used  on  the  Aurora.  Elgin  &  Chicago  equipment. 

The  Peckham  company  builds  the  M.  C.  B.  No.  30  truck  in  three 

different    weights    to    meet    varying    conditions    of    service :     Light 

\   with  33  in.  spoke  wheels  and  5-in.  axles,  7.250  lb.     Medium, 

with  33  m.   double   plate   wli  ixles,  8,600  lb.      Heavy,   with 

double  plate  wheelf  and  7  in.  axles,  [0,350  lb.  1  ai  1 

We  have  just  :  ■  .1  that  tin    Peckham  companj    lias  re 

an  order  for  64  trucks  of  this  type,  with  slightly  modified 

the  London  undergroui 


CHICAGO   FRANCHISE  SUIT. 


ibe  "Review"  for  Ma     thi    I  niti  d  !  tati     Ciri  uil 

n  May  8th  lemurrer  of  the  city  of  Chicago  to 

the  bill  in  equity  filed  June  25,  1001,  by  W.  L.  Ellcin    ol   Philadelphia, 

thr   validity  of   the     ■   called   99-year  act    a     affecting    the 

I'hicago.    'I  led  bill       en   hi.  .1 

on  behalf  of  Mr.  Iilkins,  May  12th.      I  he  COUrl  di   mi     <.|  the  amend 
ed  bills  June  4th  on  the   -am.-  technical  groin, ■  11  when 

giro!  bills  were  dismissed    A  decision  which  will  permil    < 

tation  of  argument*  on  the  meriti  of  Mr,  Mi  i      till 

tor,   and   lb.-   qu  to   III. 

1    ..in. 


Co.,  in  build 

••.  f..i  ih.  p  land      I  he 

man  di  which   was  exorbitant,  and  .1  cond ation 

-mi  w  urith  the  re  uli  thai  -.  verdicl  of  $300  v. 

1  the  company, 

0    -in. I   11   was 


PHILADELPHIA  CO..  PITTSBURG. 
The  Philadelphia  Company  and  affiliated  corporations  have  issued 
the  following  report  lor  the  month  ending  April  30th: 

1902. 
Gross  earnings   from  operations $1,114,509.57 


Operating   expense-,   and    taxes. 


615,638.68 


Net    earnings    from    operations 498,870.89 

I  filler     income 101.433-39 

l.iial  earnings  and  other  income (100,304.28 

Total    income 518,363.82 

Fixed  charges   324,425.08 

Surplus    103.938.74 

!  -  proportion  of  same  to  en. In  .n 
owners  of  capital  stock  of  affiliated  cor 
1» .rations    other    than    the    Philadelphia 

Company    308.47 

I'.alance    representing    Philadelphia    Com- 
pany's interest  in  the  total  net  income.  193,630.27 


toot. 

$989,512.62 

535.408.78 

454.103.84 

29,820.64 

483,924.48 

442.896.82 

204.255.0S 
178.641.84 


5,662.94 

172.978.90 


UkuoKLYX  RAPID    I  KAXSIT. 
I  In    Brooklyn  Rapid  Transit  Co.  lias  issued  the  following  state- 
ment for  the  months  of  March  and  April,  1902,  as  compared  with  the 
■ '  irrespi  mding  period  last  year : 

March,    1902. 

Gross   receipts   $1,030,917.42 

Expenses,   including   taxes  768,347.86 

Mel    receipts   262,569.56 

\pril.   1902 

GroSS   receipts    $1,041,706.38 

Expenses,    including    taxes...     705.010.86 
\ei    receipts   336,965.52 


March,   1901. 

Increase. 

$955.503-50 

$75,413.92 

714.044.35 

54.303.51 

24I.459-15 

21,110.41 

April,    1901. 

Increase. 

$oXo.Q93.54- 

$51,712.84 

1 158,282.07 

46,728.79 

.in.71 1.47 

1,084.05 

ME  PR0P0L1  I  AX,  NEW  YORK 

Phenomenal  results  from  opeialions  are  shown  in  the  report  of  the 
Metropolitan  Sireei  Railwaj  1  ...  ..f  New  York  City,  to  the  railroad 
commissioners  for  the  quarter  ending  March  31st.  The  operating 
CO  1  Eoi  ih.'  quarter  was  less  than  half  the  earning-  of  the  road  for 
He  .line  period,  and  with  taxes  on  all  Us  property  used  in  operating 
Ih.  '.  item,  and  on  earnings  and  capital  sioek,  the  expenses  were 
hill   4'.;   per  eenl   above   half   111.    earning-. 

1 .  joj. 
I  ho-,-,    earnings    $3,415,388 

Operating  expenses  1.636,805 

(iiher  income    12(1.033 

Fixed  charge-,  [,171,968 

Xei   in. ■  foi    March  quartet        733.548 

Net     inc. .me    for    three    quarters    ended     March 

31    2,548,712 

Operating  cosl  pel  cenl  ..1  earnings 47.91 

1  Iperating  cosl  (including  all  taxes)  per  cm  of 

earnings    54.55 


1901. 
$3,283,208 
1,681,403 

203,676 
1,128,967 

676,513 

2,764,683 
5121 


57-7 


Gl    -IK  \l     II  I  i   1  R 

\i  .1  meeting  of  the  directors  of  the il  Electric  Co.,  June  6th, 

..    1."  1.  dividend  of  oil  2-3  pei   ..in   I.,    itockholdei     "i   record  on 
.Inly   tsl    w.i    declared     Hii    dividend  1-  payable  on  July   151I1  and 

ih.  distributi 1  about  $17,000. 1..  the  company's  stock 

1. ..hi.  1  .    Plans  are  under  consideration  foi  an  increase  ..1  the  com 
1...  I.  io  $45,000,000  and  11  i-  understood  that  dividends  ai  the 
rati   "i  8  pei  cenl  pel  annum  will  he  paid  on  the  new  capitalization. 


CHIC  M.I  1    8     Mil  U    M    KI'.K    RY. 

1  '    increasi    in  thi    m  1   ig  1  oi   the  1  In.  ago  .■<    Milwaukee 

1  lectrii    Railwaj   1  0,  amounts  to  85  per  cenl   for  the  four  months 
ending  April  30th.     ["hi    following  report  has  been  filed  bj   thi   1 



too] 

$2,    '.  '    \6 

I  ' 

(1829.34 

\plll  (.858.1/1 


I .  J  I  ' 

$5,080.07 
3.875.93 

7.158.(1(1 


$11,427.80       $21,145.61 


370 


STREET    RAILWAY    REVIKW. 


[Vol     XII.  No.  6. 


RACI  ION  i  «>..  p]  |  i  SBURG 
I  he  I  i   Pittsburg,  which  i-  i 

Philadelphia  company,  has  published  the   following   n 
quarter  ending  Man  h  n  -t 

Gross    earning:  Inc. 

Net   earning  87,135     Dei 

80,56a    Dei 
I  chargi  -  69,2  'i    Inc. 

Net   income 
Net  inc 1    i     Inc 


.1  b)   tin- 
ier the 

343' 

9,50a 
11,963 
10,215 


NOR  1  HERN  OHIO    l"RA<    HON  CO 
I  In-  Northern  Ohio   fraction  Co.  has  issued  the  following 
for  the  month  of   Vpril,  showing  a  heavj  gain  over  the  corresponding 
period  last  j  1902.  1001. 

(im-s  earnings  $40,424.83      $39,618.24 

Operating  expenses  28,526.06       25.476.51 

Net  earnings  20,897.87       14.141.;.? 

Fixed   charges  12,500.00        10.oiKj.41. 

Surplus    8,397.87         3,17227 

1  me  )  ar  ago  the  surplus  lacked  the  amount  required  to 

meet  the  charge  ol  $4,166.66  .1-  the  monthly  dividend  on  preferred 
stock  tin-  year  the  surplus  meets  the  dividend  charge  ;i ti«  1  leaves  a 
balance  of  $4,231.21  to  applj  on  common  stock. 


METROPOL1  IAN  I  "l.l.\  A  I  ED,  CHK    U 
The  Metropolitan  Wi  levated  Railway  Co.  has  averaged 

an  increase  of  8,000  passengers  per  day  since  the  opening  of  the 
Douglas   Park  extension,  and   the  operation  of   the  entire   system 
shows  an  increase  for  the  month  of  May  of  marly  1?  per  cent.    I  "I 
lowing  i«  the  company's  report  for  the  five  months  ending  May  31st : 

Gain. 

January    1,690,       $8,330 

February    100,41111       97,659         2,807 

March    105,512       98,339         7.17.1 

April    100,2411         97,020  [2,226 

May    92.572       '  3.227 


Son  11    SIDE   KI.I  \  \  i  I  I)    CHK    VGi  1 
The  South  Side  Elevated  Railroad  Co.  has  issued  its  report   for 
the  five  months  ending  May  31st  as  follows: 

1901.  Gain, 

January    79,154        71,137  8,017 

February  79,386        74.525  4,861 

March    80,313         76,269  4.044 

April    8l,009         77.782  3.227 

May    76,063         74.175  1  £58 


NOR  I  lltt  ESTERN,  CHK    \<  .<  1 
["he  Northwestern  Elevated  Railroad  Co.,  1  hicago,  has  issued  the 
following  report  of  operations  for  the  five  months  ending  May  31s!  : 

1902.  1001.  Gain. 

January    62.010         52,022  9.188 

February  114.760       55.256         9.504 

March  65,362        57,193  8,169 

April    65430        58,623  6,8 17 

May   5^,999 


Mux  I  RE  \l.   SI  REE  I     RY. 
The  report  of  the  Montreal    (Q  1    Railway  Co.   for  the 

month  of  April  shows  a  largi  decrease  in  thi  op  1  1  ing  1  xpenses  and 
a  large  increase  in  nel  earnings,     ["he  report  is  as  follows: 

1901. 

Passenger  earnings       $152,524.57       $144,131.47 

Miscellaneous  earnings    1,865.16  662.03 

earnings    154.3*0.7.1  144.793-5° 

Operating  expenses  83,8;  93,272.10 

Xii  earnings       51.521.40 

Fixed  charges  and  interest  on  loan  15.S47.71  0.287.80 

Surplus    54,61  42.233.60 

Expenses  per  cent,  "f  car  earnings  54-97  ''4-7' 


The  bill   f«.r  an  1  the  citj  from 

collecting  taxes  for  1901  from  the  Chicago  Union  I  o.  and 

the  Chicago  Corisi  has  been  dismissed  by  the 

lower  court.     The  money  that   was  deposited  by   the  traction  com- 


with  the  Count)    l"reasurer  pending  ll 
11  ordered  to  I"   distributed  ami  the  city  will  receive  of  the 
amount  about  $n-  

["HERN. 
1  \  Southern    fraction  Co.,  at  a  meet 
ing  at  Cincinnati,  June  oih.  declared  1  1    and  a  half 

1n1.il  stock  for  the  first  m\  months  of  th 

$13,731.55  for  May.   toot  .  "i" '  ating 
as  against   $8,240.43,  and  net   earning!  against   $5. 

•— • — 

NEW   PUBLICATIONS. 


\T1C  STRAIN'S  IX   HIGH  TENSION  CIRCUITS  AND 

THE  PROTECTION'  OF  APPARATUS,"  a  paper  winch  was  re- 
cently reail  by  Mr.  Percy  II.  Thomas  before  the  American  Society 
of  Electrical  Engineers,  has  been  reprinted  in  full  and  copies  can 
from  all  district  officers  of  the  Wcstingliouse  Electric 
8  Manufacturing  Co.  The  subject  of  this  paper  is  treated  in  a 
comprehensive  manner  and  as  the  work  is  not  mathematical  in 
character  ii   will  lly  prove  "i  interest  t"  superintendents 

and  station  managers  as  well  as  to  electrical  engineers,    The  reprint 
1-  fully  illustrated  with  views  and  diagrams. 


AMERICAN  STREET  RAILWAY  INVESTMENTS,  published 

by   the   Street   Railway   Publishing  Co.  of   New    Y..rk.      Price.  $5.1x1. 
The  present   issue  of  this  well  known   authority  on   street  railway 

investments  which  is  generally  known  as  the  "red  I k"  is  its  ninth 

annual  edition.    'I  i  contains  reports  "i  1,281  companies  and 

11  detail  the  physical  and  financial  conditions  of  these  proper- 
tii         The  figures  include  both  operating  as  well 

as  data  for  all  new  mads.  There  are  31  folding  maps  of  the  most 
important  street  railway  systems  in  the  United  States  and  a  lable  is 
included  that  shows  by  comparison  the  gross  receipts  of  all  com- 
panies earning  $25,000  or  more  during  the  past  year.  Following  its 
usual  custom  the  date  of  information,  as  supplied  by  the  street  rail- 
way companies  making  the  n  given  with  the  report  of  each 
road  and  this  comprises  an  important  feature  to  any  one  desiring 
ate  information. 

ARMATURE  WINDINGS,  by  )•'.  Arnold,  piofcssor  at  Riga 
Polytechnic  School.  Translated  from  the  original  German  by  Francis 
B.  De  Gress,  M.  F.„  of  the  Crocker-Wheeler  Co.  Cloth,  124  pp., 
price  $2.  Published  by  D.  Van  Nostr 1  I  o..  New  York.  The  dif- 
ficulty of  presenting  to  students  in  a  simple  manner  the  method  of 
winding  armatures  for  direct  current  machine!  0  enable  them 

to  solve  any  problem  in  winding  led  the  author  to  study  out  a  general 
rule  which  is  applicable  equally  to  closed  coil  armatures  of  the 
ring,  drum  and  disk  types.  The  relation  between  these  different 
armature  windings  is  brought  into  prominence  and  the  transition 
one  winding  to  another  can  be  accomplished  without  difficulty 
by  mean-  of  this  general  rule  which  embraces  all  known  windings 
and  give-  a  general  solution  of  the  winding  problem,  Many  of  the 
designs  and  connections  -liown  in  the  work  arc  of  historic  interest 
only,  but  the  principle  expressed  is  fundamental  and  of  value  to 
armature    designei  The    hook    is    copiously    illustrated    with    dia- 

grams  of  all    styles   of   windings  the  CO  if   which  are  de- 

horn tin    general  rule  estal  he  book  will  be  found 

very   useful   to  the   student    or   designer   in   ob  under- 

stand ii|  irocess  of  winding  armatures. 


HAND   BOOK    FOR   STREET   RAILWAY    ENGINEERS,  by 

II.  B.  Andrew-,  C  1'..  moroi  ip.,  price  $1.25.     Published  by 

John  Wiley  &   Son-.  New   York.     This  little  work  is  published  in 

ket  size  3x5  in.  and  presents  in  compact  form  a  collection 
of  tables  and  other  information  particularly  adapted  to  the  use  of 
the  street  railway  engineer.  Most  of  the  information  has  been 
computed  and  compiled  by  the  author  during  his  connection  with 
the  Boston  Elevated  Railway  Co.  for  the  past  eleven  years  and  the 
entire  contents  has  been  selected  with  a  view  to  its  practical  value 
in  everyday  work.  The  contents  arc  divided  into  13  chapters  and 
nation,  curves  of  various  kinds,  misccl- 

informalioii  in  regard  to  tracl  .  rails. 

etc.,  strength  of  n  data  for  estimates,  electrical   il 

etc.     The  character  of  the  informs  lined  makes  the  work  a 

very  handy  one  for  reference  purposes. 


.Use  20,  1902.] 


STREET    RAILWAY    REVIEW. 


371 


NICHOLS-LINTERN   PNEUMATIC  SANDER. 


The  Nichols-Lin  tern  Co.,  of  Cleveland,  O.,  is  meeting  with  excel- 
lent success  in  introducing  its  pneumatic  sander  mi  both  electric  and 
steam   railways.     While   sanders   are   sometimes   considered   minor 

in  the   equipment   of  a  car.  the   results   of  an    in 
sanding  none  at  all,  arc  sometimes  ver>  serious  and  include 

of  the  equipment  and  an  increase 
of  liability  to  accident  Hiese  sanders  arc  applicable  to  cars  cither 
with  or  without  compressed  air. 

company  make-  a  foot  compressor,  -Mown  in  the  accompany- 
ing: illustration,  which  render-  it  possible  to  locate 


foot  pump. 


VAI.VE 


I  can  be  applied  right  at  the  wheel-  on  the  driving 

and  prevent  the  -lipping  of  wheel-  on  startiri  nipany 

improved  valve  in  connection   with  these  equipments 

which  i-  very  durable  and  uses  air  with  the  -  conomy.     It  is 

claimed  that  the  air  consumption  of  this  sandet   is  so  small  an  item 

that   it   can   be   entirely   ignoi  due   in   case  a   quick 

cry  great  and  the  fact  thai 
the  val  .How-  the  motorman  to  apply  -and  while  applying 

■Inch  prevents  skidding  o'  the  ivi 


NEW   VESTIBULE   FOLDING  DOORS. 

■    railway   companies  tibule   car-   or   preparing    to 

car    platforms    will    he    interested    in    the 
d     1   w  Inch  is  d  01   citj .  interurban 

and  elevated  railroad  cars.  itents    for  the       do 

lipment   Co..  41    State   St.,  Chicago,  of 
which  Mr.  F.  K.   Howard  1-  man 
The  advati-  pecially  for  interurban  roads,  hove 

bul    tin    difficulty   of  finding   a 


►" 


— 1 


nst  the  front  wall  of  the  vestibuli  a  maj  bi  desired,  it 
1-.  in  fact,  an  ordinary  swinging  door  divided  down  the  center,  the 
two  parts  being  hinged  and  so  arranged  that  when  the  door  is 
opened  one-half  will  automatically  fold  hack  upon  the  other  half, 
thus  reducing  t"  a  minimum  the  Boor  -pace  necessary  in  winch  to 
make  the  suing.  This  action  i-  accomplished  by  placing  in  the  roof 
of  the  vestibule  a  curved  slot  or  track  in  which  slide-  a  roller  pin  at- 
tached to  one  of  the  halves  of  the  door.     1  hi-  g u  -loi  1- in. 

bj  the  curved  solid  lines  in  the  diagram.    It  will  be  understood  that 

the  hinged  half  of  the  door,  being   free  tove,  1-  guided  by  this 

slot  in  the  manner  indicated  by  the  dotted  lines.  I  hi-  illustration 
shows  the  door  in  three  positions  i.  e.,  closed,  half  open  and  fully 
Open,  with  the  two  door-  folded  hack  out  of  the  way. 

I'hc  Chicago  Equipment  Co.  1-  prepared  to  furnish  this  door  with 
or  without  retaining  catches,  and  with  or  withoul  operating  levers. 
furnished  door-  for  the  Northwestern  Elevated  and  al  0  for 
the  Lake  Street  elevated  road-  of  Chicago,  these  doors,  of  course, 
being  operated  by  lever-  from  the  inside  of  the  vestibule.  Thi  dooi 
is  also  used  l<\  the  Calumet  Electric  Street  Raihvaj  1  0.,  the  South 
Railway  Co.,  the  Dayton.  Springfield  &  Urbana  Ry., 
and  hy  other  interurban  systems. 


A   PLEASANT  DAY. 


"  .1  daj  for  pleasure,  he  (the  Englishman)  attends  thi 

ikes  won  by  an  American  horse,  ridden  by  an 
-key.    Looking  over  the  evening  paper,  he  read-  of  the 
_■  in  American  shipyards  ol  orders  for    American 

pean  as  well  as  Asiatic  nation-,  and  learns  that  the 
■  thi   coronation  of  the  King  of  England  is  to  be  painted  hy 
n  artist,  and  that   the   forty  thousand  gold,   silvi 
■  tls,  ordered  bj  the  command  of  thi  immemorate 

hi    i n,  are  being  made  in  Massachusetl        Frori    "At 

1      ope,"  hy  George  II.   Daniel-,  in   Four   lr.uk   News 
foi    June. 


k  in  THREE  POSITIOM8. 

■  i  Hon- 

difficull  to  obtain 

that  will  ni  id. J, 11 

•    a  d'«.r  thai  will  not 

1  inn.  1    d'.oi 

would 


1  B  1  "I.UINi.  DOOS 

I  way  Co 
in  interurban  lit 

in  tl"  ml'   in  May,  loot,  expeel    pen  il  under 

1  ompany  ha    an  auth :i  d  .  apital 

•f  which  $351,000  d.    W.  U '. 

pri   I'hni. 


STREET    RAILWAY    REVIEW. 


|V.„     \|| 


THE 


DETROIT'    FIELD    RE-INSULATING 
MACHINE. 


Ulen   k  M  S    Manufacturing   Co.,   ,-.m 

m   plat  im«  mm  the  market  the  in- 

iving  device  illustrated  herewith,  which 

■II   named    the   "Detroit"   Geld    re-insulating    machine     ["his 

machin  im  the  old  Geld,  straightens  it.  removes 

insulation,  re  insulati  ,  and  winds  il  onto  tl 

II    in   one   operation.  traction   is    simpl  •   and 

easily  undersl 1  from  the  illustration;    no  extra  help  i-  required, 

and  ii"  additional  powi  to  drive  the  ma- 

chine, ii  the  taping  de>  -  ii  is 

drawn  through  the  machine,  and  a  strap  brake  and  pulley  n 
on  the  shaft   can  oil  to  give  proper  tension  in 

the  wii  the  additional  apparatus  necessary.     In  case  the 


KIELH  RE-lNSlTLATINi,  MACHINE. 

i  the  "l'l  coil  i-  broken  in  one  or  more  place?,  it  may  In-  spliced 
ordinary  way  ami  allowed  to  continue  through  the  machim 
In    our    issue    pi    March.    1900,    page    175.    we    published    a    sketch 
showing  thi-  device  before  it  had  been  perfected  foi   placing  on  the 
market,  and  at  that  time  it  had  been  used  with  success  in  the  shops 
"f   the  itizens'    Street    Railway   Co.     Since   then   the   Allen 

&   Mori  pany,  which  1-  il.  nl   for  the   -ale  of  the 

machines,  ha-  placed  them  in  other  street  railway  -hop.,  where  they 
are  giving  equally  satisfactory  service. 

The  company  refers  to  letters  received  from  Mr.  T.  .1.  Nichol, 
j  neral  manager  of  the  Rochester  I  X.  V.  1  Rail 
td  Mr.  Willard  J.  Hield,  general  manager  of  the  Twin 
City  Rapid  Transit  Co.  The  former  writes:  "The  machine  has 
certainly  saved  US  a  great  many  hundreds  of  dollars  in  both  material 
and  labor.  We  would  not  care  to  get  along  without  it.  even  if  it 
eo-i  u  than  it  did."    Mr.  Hield  says 

sulating  machine  which  we  are  now   using  is  in  every  way   satisfac- 
ney  -aver." 


OHIO   NOTES. 


A  suit  ha-  been  brought  in  the  name  of  the  -tate  of  (lino  against 
mpany  to  compel  it  to  issue  universal 

trail- 1 

1    the    Cincinnati.    I  la) 

which  was  organized  to  take  o\ er  the  Southern  Ohio  Traction  Co.. 

er  properties  in  thai 
follows:     Will  Christy,    Vkron;     M.  J.  Mandelbaum,  F.  T. 
Pomeroy,  W.    il.  Lamprecht,   II.  C.  Lang.  A.   E.   Feihl  and  R.   S. 
Brintnel  land;  and  11.  V.   Parrish  and  Peter  Schwab,  of 

I  [amilton. 
It    1-  thai    negotiations   have   been   completed   whereby 

ncinnati  Traction  Co.  will  in  the  future  operate  the  Mill  Creek 
Valley  and  the  Hamilton,  Glendale  &  Cincinnati  Traction  properties 
under  lease.     One  companj   1  ormed  with  a  capital  sti 

$2,100,000  to  own  both  properties.  Of  this  Ji.too.ooo  is  to  be  pre- 
ferred and  $1,000,000  common.  The  Cincinnati  companj  1-  t..  pay 
5  per  cent  on  the  prefei  and  a  graduated  rate  on  the  com- 

mon   ■  ■  me-half   ol      me    per    cent    and    in.  I 


annual!)   until  it  read  1  hi-  will  give  the  ti 

ny  a  hue  from  Fountaine  Sq.  to  the  center  of  Hamilton, 
although  there  remains  tome  Hack  to  he  built  at  Hamilton.  The 
injunction   issued   against    the   road   there   !  ed  and 

has  been  resumed  on  il  my  are 

a-    follows       President,    M.   J.    Mandelbaum;    vi  \    Will 

Christ)  (resident,  C  V.  Parrish,  Hamilton;  tri 

P.  T.  Pon  1        ing,  t "lc\el.uid. 

Arthur    1-      \pi';  ad   of   the   Appleyard    syndicate   winch 

control-  roads  between  Dayton  and  Urbana,  Springfield  and  Colum- 
bus and  Columbus  and  Newark,  ha-  opened  an  office  in  1  inotinaii 
for  the  purpose  of  handling  in  thai  market.     1     11    Mai 

.will  have  charg 
A   line  1-  being   surveyed   from   Six  Mile   Ferry  at    Pittsburg  to 
Salem,  (lino.    Ii  crosses  the  Ohio  river  at   Georgetown,  a   short  dis- 

Liverpool,  ami  it   1-  the  intention  to  mat-.' 
nections   with   other   h  11 

town-.     Il  1-  -aid  that  Cleveland.  Pittsburg  and  New    Y..rk  cap 
an    behind 

1   Vkron   Electric  Railway  1 

slock   fr -  11011   to  pnr- 

the  Canton-Masillon  line  ami  also  to  extend  the  Navarre  line 
•"Hiii  i..   Philadelphia. 


ROOT  TRACK  CLEANER. 


A   device  for  cleaning  the  dirt    from  tracks  and  Ranges  of  trolley 
cars  has  been  put  on  the  market  by  the  Root  Track  Scraper    I 

Kalamazoo,  Mich.,  and  i-  shown  in  the  accompanying  illustration, 
nd  wear  and  tear,  being  made  very  -trong.  but  is 
light  in  weight.  Both  the  -craper  and  the  Hanger  -pring-  are  oil 
tempered  spring  steel  and  any  pressure  desired  can  be  put  upon  the 
track,  the  pressure  being  maintained  by  the  lexer  on  the  car  platform. 

i  he   Sanger  works  independently  of  the   front   -craper 
of  the  former  is  only  the  width  of  the  rail,  and  it  is  always  on  the 
track,    even    where   the    rail    i-    several    inches    below    the    pavement. 

This  assures  a  clean   rail   at   all   times,   which   means  good   ell 
contact   for  the  wheel-.     The  front   springs  ,,f  this  device  are  3 


ROOT   TRACK  SCRAPER. 

wide  of  No.  2  gage  -pring  steel,  and  the  rear  spring-  2  111.   wide  ol 
No.  8  gage.     These   springs  are   fastened  to  j-m.   wrought   iron  gas 
pipe  with  bolts  and  jamb  nuts.    The  lever  arm  in  the  centei 
tened  to  the  pipe  \\  no  a  set   -crew   and  can  be  placed  in  any  position 
<iii  tin    pipe  50  that  the  lever  handle  can  he  placed  m  any  posit 
itform  a-  de-ired.     lli.-  Hanger  -pring  i-  fastened  with 
screw  so  as  to  operate  independent  of  the  other  -pring  according  to 

die  condition  of  the  track. 


ii.    Lewiston   (Me.),  Brunswick  &  Bath  Street   R.ulw.u   Co. 
apart  Wednesday,  June  nth,  a-  hosiptal  day,  donating  a  large  pro- 

1  of  the  proceeds  for  that  day  to  the  Manic  General   11 
at    Lewi-ton. 


The  tir-t  through  car  between  Dayton,  O..  and  Newark,  over  the 
Columbus,  London  &  Springfield  Ry..  wa-  run  Saturday.  June  71I1. 
carrying  J.  S.  llarshnian,  president,  and  II.  A.  Fisher,  vice  president 
and  general  manager,  and  a  number  of  guests, 


Tine  jo.  1002.] 


STREET    RAILWAY    REVIEW. 


373 


NEW   MORRIS   TROLLEY   WHEELS. 


The  accompanying  illustration  shows  a  sec  of  the  spe- 

cial trolley  wheels  which  is  being  manufactured  by  the  Morris  Elec- 
.  at  its  factory  111  East  Orange,  X.  J.     It   will  l>e  seen   from 
this  that  in  the  center  of  the  wheel  surrounding  the  shaft  a  chamber 
1  out  which  is  rilled  with  grease  by  means  of  which  the  bear- 
re   kept   thoroughly   lubricated.      In    addition   to   the    special 


SECTION  OF  MONRls  TROLLEY  WUE6L. 

wheel,  the  company  is  turning  out  almost  every  style  of  trollej 
wheel  now  on  the  market  and  its  factory  contains  a  large  amount 
i.il  machinery  for  this  branch  of  the  business.  As  has  been 
previously  stated,  the  factory  is  being  enlarged  to  three  linns  its 
former  capacity,  which  indicates  the  growth  and  the  present  1 
of  the  company's  business.  Another  specialty  which  will  shortly 
be  introduced  by  this  company  is  a  complete  line  of  jackknifc 
switches  and  panel  boards   ' 

The  new  brass  foundry  which  is  bring  added  to  iliis  factor}  will 
be  kept  \cry  busy  as  m  addition  to  thi  othei  pecialties  there  will 
be  turned  oul  about  1.000  trolley  wheels  per  day. 


THE   KINGSLEY    BOILER. 


The   illustrations   herewith    show    vertical   cross   and    longitudinal 

in  internally  fired,  self-contained  boiler  of  the  tubulous 

or  tubular  p  which   is   1  cted   of  metal   throughout 

and  requires  no  brickwork  for  either  setting  01   lining,      Vs  appears 

the   line   drawing   the  on    1-    oval    in    shape    with   an 

inner    shell,    whicl  the    full    length    of    the    boiler    and    is 

ter  shell  by  staybolts,  thus  providing  a  watet     pao 


end  of  the  grate  and  a  horizontal  baffle  plate  ovei    the   horizontal 
tubes,  thus  providing  for  a  circulation  of  the  gases  that  will  carry 

them   to  all   parts  of  the  heating  surface.      In   a  boiler   rated 

h.  p.  510  horizontal  tubes  3  in.  in  diameter  and  475  vertical  tubes  -'  in. 

in  diameter  are  provided. 

Access  to  the  interior  is  had  through  large  cleaving  doors  at  both 
ends  and  by  band  holes  ai  tlie  bottom,  front  and  back.  Water  enters 
.11  tlie  front  of  the  boiler  between  the  shells  at  the  bottom.  It  is 
apparent  from  the  construction  that  mi  support  or  setting  other  than 
cast  iron  legs  or  saddle  blocks,  is  required. 

The  Kiugsley  boiler  is  the  invention  of  Mr.  George  Kingsley,  and 
is  made  by  the  Kingsley  Patent  Boiler  Co.,  of  30  Broad  Si,.  Mew 
York.  I  In'  advantages  claimed  by  the  maker  include:  economy  of 
fuel,  economy  of  space,  economy  of  installation,  ability  to  carry  high 
pressure  and  make  drj  Steam  rapidly,  ease  of  management,  safety 
and  durability. 


IMPORTANT  CONTRACT  FOR  STOKERS. 


I  he  Underfeed  Stoker  Co..  with  general  offices  in  the  Marquette 
Building,  Chicago,  last  month  secured  an  order  from  the  Milwaukee 
Electric  Railway  &  Light  Co.  for  ,54  Jones  underfeed  stokers.  This 
apparatus  will  be  placed  under  the  boilers  in  the  111.1111  station  of 
the  Milwaukee  company.  The  contract  is  a  noteworthy  endorse 
imiit  of  the  Jones  stokers  inasmuch  as  the  contract  was  given  after 
competitive  tests  lasting  four  months,  in  which  the  Jones  app 
was   brought    in   direct   competition    with    several    other    makes   of 

stokers. 


EMPLOYES'   BENEFIT  AT  SYRACUSE. 


I  he  Mutual  Benefil  Association  of  the  Syracuse  Rapid  Transit 
Railway  Co.'s  employes  was  given  a  benefit  performance  at  the  \  al 
lej  theater,  Syracuse,  on  the  evening  of  June  6th,  the  success  of 
which  is  another  proof  of  the  public  approval  and  widespread  popu- 
larity which  this  organization  of  Mr.  Connette's  promoting  has 
gained.      Ibr  performance  was  of  a  highly  meritorious  order  and 

wa      largely   attended. 


_rt_ 


I  BE  KINGSLEY  1:011. i. f 

" .M|. I 

11  the  top  01  the  outi  1 

oi  the 
horizontal  ed  int..  11, 

.  blank  ;  til 

he  hall 
i  otb<  1  poi 


\    BR1     ll'AI.     II'O  III: 


1  h'    Seattle   (Wash.)    Electrii    Co    ha     applied   for  a    h hi 

'"    ■'  ne«   loop    1  1,  m  which  will  afford  tl -   1 1,.    :,, .,  1  r  1 . 

- 1   lnt(  rurban   Railway   I  0    an  entn Seattle. 


374 


STREET    RAILWAY    RE\  IEW. 


(Vol.  XII.  No.  6. 


ADVERTISING   LITERATURE. 

GOU1  D   STOR  M.i  UN    CO.    has   puMiil 

bulletin   No.   i   on   Isolated   Plants.     1  lu    bulletin  describes  a  plain 

supplied  bj  this  company  at  Bilti N    >      for  tl  ol  Mi. 

\\    Vanderbilt. 

i    R  Ml.    BOND   i  u„   of    Philad 
.    id  folder   undi  i 

ittention  to  that   in   thi 

ed  from  theft  a-  well  as  corrosion 
I  HE  Pi  I  I  1B(  RS  M  V.NUF  Ml  URING  I 

Cincinnati,  >  small  pamphlet  entitled  "Aboul  Swords 

and  Sword  Making  in  iphlel  des<  i 

number  of  the  characteristic  swords  used  bj  which 

are  adapted  t"  be  worn  with  the  various  styles  of  uniform 
by  thi-  company. 

STORAGE  BAT!  ERY  CO.,  of  Philadi 
Pa.,  has  published  its  bulletin  X".  72  on  the  application  of 
batteries  t"  isolated  plain-.     The  bulletin  refers  especially  to  resi- 

md  1-  illustrated  with  view  -  of  a 
in  private   residences  which  have 
been  installed  by  tin-  company. 

INK  U  ESi  INGHOUS1  LIC  &  MAN  RING 

tsburg,   Pa.,  has  issued  a  circular  No.  1050  in  regard  to 

electrical   motor   vehicle   equipments,     ["his   company   manufactures 

ers,  switches  and  all  thi  ry  electrical 

ram-  for  the  complete  equipment  0  batten   vehicles.      The 

motors  are  made  in  a  number  of  different  sizes  and  an 
1  pattern 
THE  ARNOLD  ELECTRIC  POWER  STATION  CO.,  of  Chi- 
cago and  New   York-,  has  published  its  bulletin  No.  <>  describing  the 
Grand   Rapids,   Holland  &   Lake   Michigan   Rapid   Ry.   for  which  it 
was  the  engineer  and  contractor,      ["hi    bulletin  is  a  reprint   of  the 
paper  read  before  the  Chicago  Electrical  Association  bj   Gei 
Damon  and  William  D.  Raj  1  of  which  was  publis 

the  "Review"  for  March.   1 

THE  OHIO  BRASS  CO.,  1  d,  (  >..  has  published  its  bul- 

letin No.  i)  on  "All  Wire  Rail  Bonds.' 

i   which  the  terminals  an    F01 1  directlj    from  the  ends  of 

the  cable  of  which  it  is  composed,  so  that  there  are  no  cast  or  welded 
joints  in  the  bond  to  become  loose  and  ii  istance 

These  bi  pes  and  styles  all 

of  which  arc  illustrated  in  the  bulletin. 

I  Ml.  WESTINGHOUSE   ELECTRIC  S    MANUFACTURING 
ntlv  issued  an  interesting  circular  describing  electrii    motor 
vehicle  equipments,     ["his  company  has  supplied  motors  to  thi 
trical  vehicle  industry  for  the  la>i  five  years  and  is  now   pn 
to  furnish  a  complete  line  of  standard  automobile  equipment 

of   the   eli  Hi.    storage 

batterj  irts  are  made  in  ited  to  electrical   v. 

of  any  type  or  caps  i     circular  will  be  mailed  upon  request 

REYNOLDS-CORLISS  ENGINES  1-  the  title  of  a  hand lely 

illustrated  catalog  published  by  the  Allis-Chalmers  Co.,  1 
The  fir-t  pari  of  the  catalog  1-  devoted  era!  views  of  the 

empany'-    work    at    Milwaukee   and    Bu  1-    followed    by    a 

handsome  collection  of  illustrations  showing  various  pan-  of  the 
shop  and  offici       1  he  catalog  gives  a  bri<  1  de  1  ription  of  the  1 

lomy  of  the  standard  engines  as  well  as  its  pump- 
jines,  hoisting  machinery,  etc.,  and  conclude-  with  illustrations 
and  descriptions  of  a  large  number  of  plants  in  winch  its  mai 
i-  in-: 

THE  CROCKER  WHEELER  CO.,  ol    Impere,  N.  J.,  has  issued 
a  small  catalog  under  the  title  of  "Small  Powi  1    Motoi   '    whii 
tains  di  llustrations  of  various  type-  of  small  n 

made  by  this  company.    Small  motors  may  be  said  to  I"  the  specialty 
of  this  company  as   when   it    started   in   business   m    1888   1 
its  attention  to  building  small  mo  sively  and  although  it 

has  -nice  advanced  until  it  now  turns  out  machines  up  to  i.ixxi  b,  p. 
capacity,  the  company  has  built  up  a  reputation  for  it-  small  motors 
which  has  wo,,  11  a  widi  u.     h  manufactures  these  in  large 

quantities,  thereby  decreasing  the  cost  of  production  and  enabling 
shipments  to  be  made  at  a  day's  m 

THE    CHRISTENSEN    ENGINEERING    CO.,    of    Milwaukee. 
Wis.,  has  published  a  catalog.  Xo.  51.  on  Motor  Driven  Air  Com- 

•  of  both  stationary  and  portable  types,     rhese  compn 
have  been  designed  to  form  ,ii  contained  unit  with  the 


motor   and   thi  im   any    railway 

or  lighting  circuit  ["hey  can  also  be  installed  at  an. 
point  for  distribution,  thereby  avoiding  expensive  piping 
of  these  machines  are  all  made  fi  nd  templet-  and 

interchangeable.    The  working  pan-  operate  in  an  oil  hath. 

n  1-  automatic,  the  governor  being  so  arranged  as  I 
the  motor  as  so. ,n  a-  the  air  pressure  reaches  a  predetermined  ma\ 
immn  pressure  and  to  start   it  when  the  pn  ed  to  a 

minimum.     The  power  1-  thi  ed  only   in  proportion  to  tin- 

work  being  pei  formed 


STREET   RAILWAY   PATENTS 


List    mi  in  Washington, 

» horn  all    1  ured. 

\o  699,167,  May  o.  1902,  Joseph  I'.  Ila-iy.  Superior,  Neb.    5 

mechanism. 
Xo.  <«<v..(4".   May  '..   i.joj.   Many  M.  Loughlin,  Stapleton,   X.   V. 
Railway 

90,573,  May  6,  I  I.  Rost.  k. 

-   adjustment   fi  ir  street  railway 
Xo.  699,590,    May    6,    1902,    Ml.crt     \.    Stolle,    Xew    York.      ! 
railway. 

Xo.  699,640,  May  i.i.  [902,  Gottfred  Aye.  ECittanning,  Pa.    Trolley 
head  or  wheel. 
Xo.  699,643,  May   i.i.  [902,  Robert  .1.   Barney,  Wi  anada. 

<  II  nl    for   trolley    poles. 

Xo.  699,787,  May  13.  1902,  George  I..  Campbell,  Nyack,  X.  Y. 
trie  railway  system. 

Xo.  699,895,  May  i.i.  [902,  Ludwig  Perlhefton,  Vienna,  Austria. 
Fare  collector. 

Xo.  699,986,  May  i.i.  1902,  William  Sullivan,  St.  Louis,  Mo.  Car 
fender. 

Xo.  700,084,  May   13.  K)OJ.  John  Ii.  Quinn,  Chicago.  111.     Track. 

Xo.  700,126,  May  13.  [902  1  lull-  .1.  Kintner.  Xew  York.  X.  Y. 
Sy-teni  ..f  electric  railways. 

Xo.  700,386,  May  jo.  [902,  James  A.  Tancock  and  James  C.  Coch- 
rill.  1  nada.     Automatic  switch. 

Xo.  7110.4110.   Ma;  '  ederick  Becker,   Xew    York,  X.  Y. 

Rail  hrush. 

Xo.    700.401.    M  William    i'  Grand   Rapid-. 

Mi'  h.     Electric  railn  ad   signal. 

Xo.  700,615,  May  20,  [902,  Edwin  E.  Carneal,  Washington,  D.  C. 
Railway   -witch. 

No.  700,716,  May  20.  1  index  Heck.  Atlanta,  Ga.    Fender. 

Xo.  700,719,  May  .'7.  1902,  Patrick  A-  Allen  et  aL,  Water 

closet    receptacles    for 

Xo.   700,810     Ma]  [gar   Peckham,   Xew    York.   X.   Y. 

1  ,u    truck. 

Xo.  700,811,  May  .'7.  1902,  James  S.  Perry,  Kalamazoo,  Mich. 
Switch   and    I 

X...  700,818,  May  _7.  1902,  Charles  W.  Lowell.  Green  I -land.  X.  Y. 
Brake  mechanism  for 

Xo.  700336,  May  -.7.  iooj.  Charles  c.  Scott  Boston,  \la--.  Illu- 
minated -1 

111   the   "Review"    for    May    20th,  our   list   of   patents   included    Xo. 

698,197,  for  an  adjustable  trollej    supporter  invented  by  Thomas  I  . 
Stucky  and  Edward  Wan.     1  he  latter  name  should  have  read  Ed- 
ward  Hill,  and    we  desire  to  make  this  correction   a-    Mr.    Hill   has 
trouble    in    receiving    correspondence    under    the 
ing   name. 


PROVIDENCE,   R.    I.   AND  RETURN,   $18.90. 


On  account  of  the  I'..  Y'.  I'.  I",  meeting  at  Providence,  the  Wabash 
will  -ell  excursion  tickets  from  Chicago  as  above  July  7-  8  and  9, 
via  Xiagara  Falls.  Return  limn,  August  15.  Write  for  I'..  Y.  1'.  C. 
illustrated  folder  containing  maps  and  full  information.     Cue  Ticket 

St..   Chicago. 

The  -erial  calendar  card  mailed  by  the  Bullock  Electric  Manufac- 
turing Co..  Cincinnati,  to  friends  and  patrons,  for  Jim.  bears 

some  colored  portrait  of  James  Clerk  Maxwell  on  a  panel  decorated 

m  gold  and  several  color-.      '  id  give-  a  concise 

iphy  of  the  great  physicist. 


JONE   20,    It)02.] 


STREET    RAILWAY    REVIEW 


37? 


THE   NEW   FARE   REGISTER. 


TRADE  NOTES. 


I  he  latest  design  of  fare  register  made  by  the  Sterling-Meaker 
Co..  lias  a  familiar  appearance,  being  similar  to  the  "Meaker,"  but 
we  are  assured  that  the  mechanism  has  so  many  new  features  that 
it  may  almost  be  considered  an  entirely  novel  construction.  One 
idea  that  has  been  followed  is  that  of  simplicity — to  reduce  the 
number  of  parts,  to  avoid  complexity,  to  assure  direct  and  positive 
action,  to  strengthen  the  details,  to  obtain  certainty  and  durability. 
The  size  of  the  machine  is  about  9  in.  square.  The  company  has 
taken  its  time  in  the  construction  of  this  machine,  has  had  some  of 
the  best  register  talent  engaged  on  the  problem,  and  the  tests  have 
been  exhaustive.    Patents  have  been  applied  for  at  home  and  abroad. 


ENLARGEMENT  OF  THE  GOLD  CAR 
HEATING  CO. 

Announcement  is  made  that  the  Gold  Car  Heating  &  Lighting  Co., 
which  has  just  been  incorporated  under  the  laws  of  New  York  with 
a  capital  of  $1,000,000  has  purchased  outright  the  entire  business 
of  the  Gold  Car  Heating  Co.,  of  New  York,  Chicago  and  London. 
and  also  the  entire  business  of  the  Gold  Street  Car  Heating  Co. 
1  he  new  company  takes  possession  on  the  first  of  next  month  of 
all  the  property  of  both  of  these  companies  and  in  addition  to 
nearly  one  hundred  patents  formerly  owned  by  these  concerns,  has 
acquired  a  number  of  new  and  valuable  patents  covering  electrical 
heating  apparatus. 

I  he  business  of  the  Gold  companies  has  increased  enormously 
during  the  past  lew  years  and  now  extends  all  over  the  world 
wherever  railway  cars  are  operated  by  steam  or  electricity.  The 
foreign  business  of  the  company  is  larger  than  ever  before,  there 
being  at  the  present  time  over  2,000  sets  of  car  heating  apparatus 
under  construction  at  the  company's  shops  for  shipment  abroad 
within  the  next  three  months. 

Among  the  large  contracts  for  electric  heaters  recently  received 
is  one  from  the  Louisville  (  Ky.  1  Railway  Co.  for  over  300  sets  of 
electric  car  heating  apparatus.  Orders  are  in  hand  for  about  100 
equipments  for  street  railways  in  New  Jersey  as  well  as  others  for 
the  Boston  &  Maine  R.  R..  the  New  York,  New  Haven  &  Hart- 
ford R.  K..  the  Massachusetts  Electric  Companies  and  the  South 
Side  Elevated  R.  R.  of  Chicago.  A  contract  has  recently  been 
closed  with  the  Metropolitan  Street  Railway  Co.,  of  New  York  City, 
for  electric  heating  apparatus  which  will  be  a  departure  from  any 
thing  of  this  character  heretofore  undertaken. 

The  $1,000,000  in  capital  stock  of  the  new  company  has  been  fully 
paid  in.  There  are  no  bonds  issued  by  the  new  company,  and  there 
is  no  preferred  stock.  The  capital  is  represented  by  10,000  shares 
of  common  stock,  par  value  $100  per  share,  fully  paid  and  non-as- 
sessable, and  the  statement  is  made  that  the  company  has  no  other 
liabilities  whatever.  The  entire  property  taken  over  by  the  new 
company   is  valued  at  $1,000,000. 

Mr.  Edward  E.  Gold  of  New  York  City  has  been  elected  presi- 
dent of  the  new  company  and  made  chairman  of  the  executive  com- 
mittee. All  of  the  stockholders  of  the  old  companies  will  be  num- 
bered among  the  Stockholders  of  the  new  company,  the  plans  for 
the  enlargement  having  received  the  unanimous  approval  and  con- 
•  i  every  shareholder  in  all  the  properties  purchased. 

The  main  office  of  the  new  company  will  continue  to  be  at  Frank 
fort  &  Cliff  Sts.,  New  York  City,  where  Gold  apparatus  has  been 
made  for  many  years. 


MR.  II.  I-'.  SANVILLE,  formerly  secretary  of  lh<    Morri     Electric 

v  York,  ha     opened  an  office  for  him  1    Girard 

Building,  Philadelphia,   Pa.,  where  he  will  deal   in   itreel   railway 

supplies.    He  will  reprc  enl  among  other  well  known  houses  Albert 

&  J.  M.  Anderson,  of  Boston. 


EXCURSION  TO  PORTLAND,   ME. 


•     July  5  to  9  inclusive, 

land,  Me,  at  $31.50  for  the  mind  trip  via 
Palls;  Montreal     Return  limit,  August   15th. 

Pot  full  information  call  at  or  address  City  I  i<  k«  *  \datm 

St.,  Chicago. 


DIXON'S  SILICA-GRAPHITE  PAINT  is  being  used  to  pro- 
tect the  structural  steel  work  of  the  Hotel  Astor,  Long  Acre  Sq., 
New  York  City. 

THE  DUFF  MANUFACTURING  CO.,  of  Allegheny,  Pa.,  will 
make  an  exhibit  at  the  Tramways  and  Light  Railways  Convention  111 
London  next  month. 

THE  KENNICOTT  WATER  SOFTENER  CO.  of  Chicago  has 
established  its  New  England  Agency  in  charge  of  Mr.  J.  Edwin 
McNamee,  10  Sargent  St.,  Boston,  Mass. 

JOHN  A.  ROEBLING  SONS'  CO.  was  represented  at  the 
Charleston  Exposition  by  Cameron  &  Barkley,  agents,  of  Charleston. 
Roebling  products  were  well  represented,  the  exhibit  including  mag- 
net wire,  rope,  cables,  rail  bonds,  etc. 

THE  GREEN  FUEL  ECONOMIZER  CO.  has  received  through 
its  Boston  office  an  order  from  the  Massachusetts  Electric  Compa- 
nies for  its  well  known  fuel  saver  to  be  installed  in  the  electric  com- 
pany's new  power  station  at  Newport,  R.  I. 

THE  GOULD  STORAGE  BATTERY  CO.  recently  received  the 
contract  to  furnish  a  battery  of  255  cells  with  booster  and  switch- 
board for  the  Berlin  (Out.)  &  Waterloo  Street  Railway  Co.  The 
capacity  is  66  kw.  with  allowance  for  50  per  cent  increase. 

II  IK  IRONSIDES  CO.,  Columbus,  O,  advises  us  that  its  latest 
acquired  additional  specialty,  the  "Ironsides"  improved  patent  Tormay 
oiler,  is  being  rapidly  adopted  by  the  principal  plants  of  the  coun- 
try Mini  that  the  general  demand  has  taxed  the  company's  facilities. 

THE  WAGNER-BULLOCK  ELECTRIC  CO.  arranged  an  inter- 
esting display  of  its  apparatus  in  Machinery  Hall  at  the  Charleston 
Exposition.  The  exhibit  included  dynamos  and  motors  and  general 
electrical  apparatus,  charging  sets  f,,r  automobiles  and  launches,  etc. 

THE  ELECTRIC  INSULA'iION  CO.,  a  New  Jersey  corporation 
of  which  Elijah  Woodward  is  president,  on  May  29th  voted  to  dis- 
solve. It  is  reported  that  L.  A.  Ziegler,  attorney  for  the  company, 
states  that  it  had  bought  a  secret  process  which  proved  to  be  a 
"gold  brick." 

THE  STANDARD  PAINT  CO.,  of  New  York  City  and  Chicago, 
through  its  Southern  agents,  the  Cameron  &  Barkley  Co.,  of 
Charleston,  exhibited  at  the  Charleston  Exposition,  ruheroid  roofing, 
insulating  paper,  waterproof  paper,  sheathing  paper,  and  a  full  line 
of  P.  &  B.  paints  and  compounds. 

I1I1C  Q.  &  C.  CO.  announces  that  beginning  June  1st  it  will 
operate  in  its  own  name  manufacturing  railway  specialties,  machinery 
and  pneumatic  tools.  'Hie  principal  offices  will  be  in  the  Western 
Union  Bldg.,  Chicago;  New  York  office,  114-118  Liberty  St.;  general 
sales  department  at  the  shops,  Chicago  Heights,  III. 

THE  WALWORIII  MANUFACTURING  CO.,  of  Boston,  had 
at  the  Charleston  show  a  full  Ink  .if  valve  fittings  and  tools  for 
team,  water  and  «as  plants,  including  cast  and  malleable  iron  pipe 
fittings,  brass  and  iron  valves  and  cocks,  die  plates,  etc.  The 
exhibit  was  in  charge  "i  Cameron  &  Barkley  Co.,  agents,  of  Charles- 
ton. 

CAMKRON  &  BARKLEY  CO.,  general  agents  for  machinery 
and  supplies,  with  headquarters  at  Charleston,  S.  C,  had  one  of  the 
largest  displays  in  Machinery  Hall  during  the  Charleston  Exposi- 
tion. The  company  showed  a  diversified  stock  of  specialties  for 
which  it  is  selling  agent  in  tin  South,  Mr.  II.  R.  Thomas  was  in 
charge. 

THE  SPR  M.II-.  ELECTRIC  CO.,  New  York  City,  is  supplying 

large  orders   foi    motOI      !'■  eletrotyping  and  photo  engraving  houses 

1    pal lai    advantage  is  named   from  the  use  of  electrically 

driven  machines,     Such  an  equipment   was  recently  placed  in  the 
planl  ol  ill.   1  nited  Stati     Playing  1  ard  Co.  at  Cincinnati  with  highly 

.in  factor]   null  . 
I  lib:  PARTRIDGE  CARBON  WORKS,  Sandusky,  <>.,  recently 
mall  in.   m  the  furnace  m,  ..1  which  some  greatly  exag 

d  "  1 Li  1    1 publi  i"  .I      1  hi    i...  1  1  ■  Hi. 1 lj II 

portion  ol  the  fui  1 11      1    di  turbed  and  this  cm  eai  ilj   be 

'I       I  he     futn.i.  .        il I    ,         in      I,,,  1 1     .,m|     W(  ,,.     ,,,,, 

in. ,  1,  <l  in  the  1. 

PAWLING  .V  HARNISCHFEGER,  Milwaukee,  Wis.,  manufac 
turei  of  electrii  md  hoists,  n  1 among  ordei  1 

1 1  ■  'i  'i"   follow iii.   1  .,11   1  ,, ,  Milwau!  1  e,  one  30  ton 

with  try   hoi  1 ,  thi     '  Hi    1  halmeri  1  0.,   for  the  West 

A!h\  Wia,,  plant,  on  wall  and  one  -•',  ton  wall  hoists;  the 

Milwaukee    Electric    Railway   &    Light    Co.,   one   .10-ton    I, mi      thi 


376 


STREE  I      RAILWAY     \<\:\  1 1  •  \\ 


Pennsylvania  K.  K.,  foi  the  Altoona  'he 

American  Pouni  traction  Ca,  Hazlewood,  Pa.   two  to-ton 

hoists,  and  the  Baldwin  I  ■•■■  «  '"  'on 

i  !  \'\M  LVANI  \  SI  m  I  tented  si  the 

Char)  n  &  Co, 

of  Baltimore,  Md     I  In   company  exhibited  ita  well  known  sti 

railroad  and  street  railwaj  including  gr 

rail  sections,  "New  Century"  switch  stands,  Bwiti 
mples  of  special  work. 
THE   PEERLESS  RUBBER   MANUFACTURING  CO.,  of   t6 

Warren  St,  New    York,  bad  ■  booth  at  thi  n   -how    where 

samples  of  its  various  packings,  beltings,  discs  for  valves,  gaskets, 
hose,  etc,  were  displayed.  This  company  has  won  an  enviable  rep- 
utation for  superior  quality  of  the  various  kinds  of  mechanical 
rubber  goods  which  it  produces. 

JENKINS  BROS.,  of  New  York  and  Chicago,  makers  of  > 
■  li ~k -  and  packing  for  steam.  ga-.  water  or  acid  pipes,  had  an  inter- 
esting display  of  their  goods  at  the  Charleston  Exposition.  These 
goods  are  made  from  special  patterns  and  embody  the  latest  im- 
provements suggested  by  years  of  experience  in  this  line.  Mr.  .!.  W. 
Odiome  had  charge  of  the  exhibit.  • 

THE  AMERICAN  STEEL  &  WIRE  CO.  had  practically  the 
same  display  at  Charleston  as  was  shown  at  the  Pan-American  Ex- 
position. It  consisted  of  a  huge  pyramid  forming  a  covered  booth, 
in  which  several  hundred  different  products  "ere  displayed  for 
examination.  The  American  Steel  &  Wire  Co.  supplied  all  the 
steel   wire   fencing  used  around  the  Charli  I   grounds 

and  the  street  railway  terminal-. 

THE  PITTSBURG  GAGE  &  ST.  PPLY  CO.,  ol  Pittsburg,  re- 
ports an  excellent  demand  for  its  "White  Star"  filters  A  recent 
shipment  included  four  filters  for  the  Varbic  mines,  Japan.  The  com- 
pany has  also  taken  orders  for  its  continuous  oiling  system  using 
duplex  types  of  the  "White  Star"  filter-,  to  be  installed  in  the 
plants  of  the  Union  Steel  Co.,  Pittsburg,  and  the  Citizens  Railway. 
Light  and  Power  Co.,  Mansfield,  O. 

THE  UNITED  STATES  ELECTRIC  SIGNAL  CO..  West 
Newton,  Mass.,  manufacturer  of  automatic  electric  signals  for  street 
railways,  has  issued  a  mailing  card  estimating  the  risk  assumed  by 
companies  whose  lines  are  not  equipped  with  proper  signaling  ap- 
paratus. The  United  States  company's  signals  are  in  successful 
operation  in  nine  foreign  countries,  15  states  in  the  United  States 
and  on  over  50  of  the  largest  street  railway  systems  in  the  world. 

THE  PITTSBURG  REDUCTION  CO.,  operating  the  Hall  pat- 
ents, is  stated  in  the  report  of  the  United  States  Geological  Survey 
to  be  the  sole  producer  of  aluminum  in  this  country.  The  produc- 
tion of  aluminum  in  the  Unite. 1  States  during  1900  amounted  to 
7,150,000  lb.,  and  the  price  per  pound  remained  practically  stationary 
throughout  the  year.  The  total  imports  of  all  forms  of  aluminum 
in  1901  were  valued  at  $109,748  as  compared  with  $50,444  in  1900. 

C.  J.  HARRINGTON,  15  Cortlandt  St.,  New  York  City,  has  re- 
ceived a  contract  for  -'50,000  ft.  of  conduit  to  lie  shipped  to  Seattle 
for  Stone  vV  Webster,  of  Boston,  Mass.  This  is  a  large  contract  and 
there  are  other  large  contracts  in  view.  C.  J.  Harrington  has  but 
recently  taken  up  the  management  of  Ch<  all  for  the  Scranton 
Firebrick  &  Conduit  Co.,  of  Scranton,  Pa.,  and  the  business  done  in 
this  line  indicates  that  the  firm  will  be  one  of  the  largest  dealers  in 
conduit  in  the  country. 

THE  FALCON  ELECT  RIC  MANUFACTURING  CO.,  No.  432 
East  71st  St.,  New  v  announces  that  owing  to  ihe  large  demand 
for  its  switi  .  hoards,  flush   receptacles,  etc..  it   has  opened 

an  office  for  1  .ivcnicncc  of  contractors  and  the  electrical  trade 

at  No.  15  Cor....ndt  St.  (Telephone  No.  3901  Cortlandt),  where  it 
will  carry  a  complete  line  of  the  company's  standard  products.  In 
the  future,  all  communications  with  the  Falcon  company  should  be 
addressed  to  No.  15  Cortlandt  St. 

THE  UNDERFEED  STOKER  CO.  of  America  reports  a  large 
number  of  contracts  recently  closed  for  installing  Jones  underfeed 
mechanical  stokers  among  which  can  he  mentioned  the  following: 
Phoenix  Roll  Works,  Pittsburg;  Bureau  of  Public  Lighting,  Alle- 
gheny, Pa.  (second  order)  ••  Newport  Mining  Co.,  Ironwood,  Mich, 
tthird  order)  ;  Michigan  Salt  Manufacturing  Co.,  Marine  City, 
Mich. ;  Complanter  Refining  Co.,  Warren,  Pa. ;  Lehigh  Portland 
Cement  Co.,  Wellston,  O.  (.second  order)  ;  White  Swan  Mills,  Clin- 
ton, Mo.;   Bausch  &  Lomb  Optical  Co.,  Rochester,  N.  Y.   (fourth 


order  1  ;   National   I'.i-cuit  Ca,    toledo,  O.i   Milwaukee  Electric   Rail 
w.i>  8  .  Milwaukee.  Wis.     Ihe  company  ha-  issued  an  fa- 

ting little  pamphlet  -1.  1  large  number  of  public 

buildings  in  vai  'try  which  have  hem  equipped 

with  the  Jones  urn 
THE  SPRAGUI    Mi'  O.,  New  York  City,  on  May  17th 

anient   in   both   the 

New  York  ami  offices  a  pli  outing  at  Mew  Dorp, 

Staten  Island.  1  pal  feature  oi  thi   afterti '-  entertain 

incut  was  a  hall  game  in  win.  I  partmenU  par- 

ticipated.     The  outing  was  voted  a  gTi  ial  thanks 

were  tendered  Mc--r-.   liourgcoi  derhoof  who  managed  the 

affair  in  a  highly  acceptable  manner. 

ARTHUR  KOl'I'EL,  66-68  Broad  St..  New  York  City,  manufac- 
turer of  forged  steel  shoe-  and  dn-.  railway  materials  for  mine-, 
plantations,  industrial  works,  etc..  has  issued  a  booklet  concerning 
the  Arthur  Koppel  shoes  and  dies  which  are  u-ed  for  ore  stamping 
mills;  single  switches,  right  or  left  hand,  for  use  in  portable  track, 
and  turntables  made  in  all  styles  and  sizes.  A  clever  covcr-illustra- 
11I-  the  gnome-  at  work  with  Koppel  dies.  The 
book  is  especially  distinguished  by  the  ingeniousness  and  merit  of 
the  one  illustration. 

WORK  AT  IHE  CAR  BUILDlXd  establishment  of  the  John 
Stephenson  Co.  has  been  steadily  increasing  during  the  past  year. 
and  within  the  last  few  months  has  been  so  rapid  that  considerable 
inconvenience  has  been  experienced  from  want  of  power.  To  rem- 
edy this  condition,  as  the  works  arc  entirely  without  line  shafting. 
an  electric  generating  set  is  necessary.  A  contract  has  just  been 
signed  for  a  300-kw.  General  Electric  generator,  and  a  450-h.p.  tan- 
dem  compound  engine,  with  cylinders  20  and  34  by  28  in.  The  in- 
stallation will  he  put  in  operation  at  the  earlii  -1  possible  date. 

CROCKER  WHEELER  CO.,  Ampere.  X.  J.,  manufacturer  of 
generators  and  boosters  for  electric  railways,  and  electrical  engineer-, 
report-  a  very  satisfactory  received  during  May 

over  those  of  the  preceding  month.  Some  of  the  orders  booked  for 
May  included  generators  of  from  30  to  200  kw.  capacity,  50  crane 
motors  with  outputs  ranging  from  i!i  to  50  h.  p.  and  a  consignment 
of  nine  motors.  The  Crocker-Wheeler  Co.  has  under  construction 
a  new  building  which  will  increase  the  floor  space  by  60,000  sq.  ft. 
and  will  be  occupied  by  the  winding  department,  the  machine  shop 
and  a  part  of  the  office  force. 

POWER  PLANTS  OF  THE  PACIFIC  COAST  is  the  title  of  a 
paper  recently  read  before  the  New  York  Electrical  society  by  Dr. 
A.  C.  Perrine.  The  paper  describes  a  large  number  of  the  long  dis 
tancc  transmission  plants  for  which  California  is  famous,  and  is 
highly  illustrated  with  half  tone  views  of  these  plants  and  their  sur- 
roundings. The  plant  of  the  Standard  Electric  Co.  of  California  is 
specially  mentioned  as  being  the  boldest  attempt  in  the  direction  of 
high  voltage  which  has  so  far  been  undertaken.  This  plant  operates 
at  50.000  volt-  and  was  designed  and  supplied  by  the  Stanley  Electric 
Manufacturing  Co..  of  Pittsfield.  Mass. 

THE  HAM  SAND  BOX  CO.,  of  Troy.  N.  Y.,  has  recently 
shipped  a  large  order  of  sand  hoses  to  the  Brooklyn  Rapid  Transit 
1  ...  making  a  total  of  2060  I  lam  sand  boxes  now  in  use  on  tin- 
system.  Among  other  large  users  of  Ham  sand  boxes  are  the 
Cleveland  City  Ry.,  with  1168  in  use,  and  the  Glasgow  Corporation 
Tramways,  Glasgow,  Scotland,  which  has  1804  in  service.  The 
Electric  Tramway  &  Carriage  Works,  of  Preston,  England,  has 
placed  in  servii  I  of  5100  Ham  sand  boxes.     Besides  these 

large  users,  the  Ham  >and  box  is  to  be  found  on  nearly  every  electric 
railway  in  this  country,  as  well  as  abroad. 

THE  ELECTRH  STORAGE  BATTERY  CO.,  of  Philadelphia, 
has  recently  closed  a  contract  with  the  Greenfield  &  Turner's  Falls 
Street  Railway  Co.  for  the  installation  of  a  battery  of  "Chloride" 
accumulators.  This  battery  consists  of  200  cells  having  a  capacity 
of  -'00  ampi  res  [01  one  hour  with  tanks  sufficiently  large  to  allow  of 
a  40  per  cenl  increase,  and  will  be  placed  iii  the  new  car  houses  at 
Cheapside,  a  distance  of  ten  miles  from  the  power  house.  The 
battery  floating  on  the  line  is  to  be  used  at  this  point  to  regulate  the 
drop  in  voltage  due  to  the  heavy  grade  which  occurs  near  this 
station  at  the  terminus  of  the  railway  company's  line. 

THE  WESTINGHOUSE  ELECTRIC  &  MANUFACTURING 
CO.  has  furnished  eleven  15-h.  p.  and  three  40-h.  p.  500-volt,  shunt- 
wound  direct  current  motors  for  the  smelters  and  refineries  of  the 
Boston   &   Montana   Consolidated   Copper  &   Silver   Mining   Co.,  at 


STREET    RAILWAY    REVIEW. 


7L 


Great  Kails.  Mont.  Four  years  ago  the  latter  company  installed  a 
number  of  Westinghouse  180-volt  electrolytic  generators,  and  at  the 
same  time  put  in  a  number  of  Westinghouse  motors  for  driving  ven- 
tilating fans  and  other  machinery  about  the  smelters.  Although  the 
smelters  are  filled  with  sulphur  dust  and  arc  extremely  dirty  the 
Westinghouse  motors  have  given  excellent  satisfaction. 

J.  G  STEWART,  the  American  contractor,  whose  record  brick- 
laying performance  in  connection  with  the  erection  of  the  British 
Westinghouse  Electric  &  Manufacturing  Co.'s  works  at  Manches- 
ter. England,  recently  caused  so  much  discussion,  has  been  engaged 
by  the  Midland  Railway  Company  to  supervise  and  expedite  the 
work  at  the  large  Midland  Railway  Hotel  at  Manchester.  The 
contract  is  in  the  hands  of  Messrs.  William  Brown  &  Son,  of  Sal- 
ford,  England,  and  it  is  said  that  they  are  to  receive  $100,000  in 
bonuses  if  the  work  is  finished  within  a  year,  and  $10,000  a  month 
for  each  month  shorter  than  that  time.     The  total  price  is  $5,000,000. 

THE  GENERAL  ELECTRIC  CO.  had  a  comprehensive  exhibit 
at  the  Charleston  show,  including  a  complete  illuminated  model  of 
era]  factories  and  an  extensive  working  exhibit  of  its  elec- 
trical machinery  and  apparatus.  This  space  was  the  center  of  the 
distributing  system  tor  furnishing  lights  and  power  for  all  the 
grounds  and  buildings.  The  three-phase  transmission  lines  from 
the  power  house  of  the  Charleston  Consolidated  Railway.  Gas  & 
Electric  Co.  led  directly  to  the  General  Electric  -pace,  and  the  cur- 
rent was  there  converted  and  transformed  for  the  different  uses  so 
that  the  exhibit  made  an  actual  demonstration  of  tin-  work  the 
General  Electrir  ing  in  this  line. 

THE  MAI.Il'.V  LUMBER  CO.,  of  Bay  City.  Mich.,  recently 
shipped  a  special  trainload  of  cedar  ties  for  the  street  railway  of  Des 
Moines,  la.  This  is  part  of  an  order  which  the  company  has  been 
shipping  for  some  time  and  it  took  occasion  to  make  quite  a  display 
in  connection  with  this  trainload.  Each  car  had  two  large  cards 
.1x4  ft.  square  on  each  side  bearing  an  advertising  display  and  by 
special  arrangement   with  the  rail  which   the  train  ran  it 

laid  over  night-  and  rati  only  during  daylight  hours.  I  he  scarcity 
of  cars  for  western  shipment  and  the  -canity  of  room  in  railroad 
yard-  have  delayed  the  shipment  If  these  troubles  can  he  overcome 
ond  shipment  of  the  same  kind  will  he  made  within  two  or 
three  weeks.  The  company  i-  also  figuring  on  a  similar  display  with 
a  telephone  pole  1  to  points  in  Arkansas. 

THE  .1.  G.  BRILL  I  0.,  -1  Philadelphia,  had  an  unusuallj   elabo- 
rate exhibit  of  car-  and  truck-  at  the  I  lOSition,     The 
semi-convertible   and   convertible  cars   recently   brought   out   by   the 
Brill   company   attracted   considerable   attentii  pes  of 
car-  are   well  adapted   to   Southern  climate-.     A    full    line   of  trucks 
hibited.     1                   lid  forged  side  frame  ji  E  truck  occu- 
1011  in  the  exhibit  space.      This  truck   1 
Standard  locomoti                          The  entire  yoke,  including  jaw-,  spring 
seats  and  extension   pieces,  arc  forged  in  one  piece.      I  he    Eureka 
maximum  traction  truck,  built   for  heavy  city   service,   received  at- 
tention  from  officials   of  city  road-.     A  placard  on  tin-  trucl 
that  over  .1.000  of  this  type  are  in  u-e.      The  "Universal"  truck,  with 
equalized  center  pivotal  nipport,  for  use  und                          ed  cars, 
using                         .  and  the                         'nek,   No.   .7,   foi    fa  I 
ban  ami   interurbt                                      exhibited     The     pace  also 


Shaw's 

Non-Arcing 

Lightning 

Arrester 

Always  £>  Ready. 


MEDBERY 
Overhead 
Insulation. 


Mtnuficturtid     by 

H.M.Shaw^Co. 

115   Broadway,   Now  YorK. 

5»nd    for   Prlcve. 


Creaghead 
Flexible 
Brackets 


ARE  STANDARD. 


^■*     ENGINEERS 
and  MANUFACTURERS 

OVERHEAD    LINE    MATERIAL. 


For  Single 

find    Doubl< 
Wire. 


Went  Knd   Cap 
and  Gone  Hint 

Solid  Types  of 
liiHiilatorH. 


Type  C. 


Trolley     Splicers, 

si  rain   Barii   Feeder 
Km**,  etCi 


Ban  for  Hound    Figure    8, 

i  Groove  Form*  of 

Trolley  wire. 


Solid  Type 

liiNiiliitorH. 


Type  i>.    For  Single 

Uld    Double  Wire. 


Nfc'lM 


Complete  Equipment  Tor 

Overhead  Oonel  motion* 


THE  CREAGHEAD  ENGINEERING  CO. 


ENGINEERS    AND  writs  fob 

MANUFACTURERS  o«T»LOQU« 


CINCINNATI. 
OHIO. 


:rx<r 


L£—    \S-_ 


STREET    RAILWAY    REVIEW. 


JTANDAKD 
17  YEAR/ 


■>«..  v.    'J*.-*- 


K&iSci 


P  &  B  Electrical  Compounds 

P  & 

B  Armature  and    Field 
Varnish. 

c 

oil 

P  & 

B  Insulating  Tape. 

ALL  ARE  ACID  AND  ALKALI  PROOF. 
Write  an  about  them. 

The  Standard  Paint  Company 

NEW  YORK        CHICAGO         HAMBURG 

100  William  St.  189  Fifth  Ave.  Crimm  '33. 

PARIS  LONDON 


50  Boul.  Haussman. 


59  Cit    Road  S.  W. 


contained  stands  of  photographs  of  cars  and  trucks,  illustrating  the 
wide  range  of  the  company's  activities. 

THE  ALL1S-CHALMERS  CO.  reports  the  following  among  its 
list  of  sales  of  Reynolds-Corliss  engines  for  May.  1902  :  Wolf  River 
Paper  Co.,  Shawnee,  Wis.,  two  "1900"  frame  engine*.  Southern 
Cotton  Oil  Co.,  New  York  City,  five  girder  frame  engines.  Surry 
Rubber  Co.,  Baltimore,  Md.,  one  "1900"  frame  engine.  S.  P.  Brown 
&  Co.,  Albany,  Ga.,  one  girder  frame  engine.  Devoe  &  Reynolds 
Co.,  Chicago,  111.,  one  "1890"  frame  engine.  Carnegie  Steel  Co., 
Pittsburg,  Pa.,  five  pairs  of  vertical,  cross-compound  blowing  en- 
gines. Jones  &  Laughlin  Co.,  Ltd.,  Pittsburg,  Pa.,  one  air  cylinder. 
Rapid  Transit  Subway  Construction  Co.,  New  York  City,  two  com- 
bined vertical  and  horizontal  engines,  Union  Steel  Co.,  Pittsburg,  Pa., 
three  horizontal,  cross-compound,  direct  coupled  engines.  Willis  Coal 
&  Mining  Co.,  Murphreysboro,  III.,  one  girder  frame  engine.  Gunthcr 
Foundry  Machine  &  Supply  Co.,  San  Antonio,  Tex.,  one  girder 
frame  engine.  Buffalo  Union  Furnace  Co.,  Buffalo,  N.  Y.,  one  ver- 
tical end  cross-head  blowing  engine.  Studebakcr  Brothers  Manu- 
facturing Co.,  South  Bend,  Ind.,  one  "1890"  frame  horizontal  cross- 
compound  direct  coupled  engine.  Colorado  Milling  &  Elevator  Co., 
Monte  Vista  Mill,  Colo.,  one  girder  frame  engine.  Great  Western 
Gold  Co.,  Cal.,  one  girder  frame  engine.  Park  City  Sampling  Mills, 
Utah,  one  "1890"  frame  engine. 

THE  DORNER  TRUCK  &  FOUNDRY  CO..  of  Logansport, 
Ind..  reports  an  extremely  satisfactory  business  in  its  single  and 
double  trucks,  and  several  large  orders  have  been  shipped  during 
the  current  month.  Among  the  roads  using  Dorner  trucks  an-: 
Stark  Electric  Ry..  Alliance,  O. ;  Alabama  City  (Ala),  Gadsden  & 
Attalla  Ry. ;  Ogden  (Utah)  Rapid  Transit  Co.;  Rcdlands  (Cal.) 
Street  Ry. ;  Logansport  (Ind.)  Street  Ry. ;  ECokomo  (Ind.)  Railway 
&  Light  Co.;  Union  Traction  Co.  of  Indiana;  Wabash  River  Trac- 
tion Co..  Wabash,  Ind.;  Ft.  Wayne  (Ind.)  Traction  Co.;  Kanawha 
Valley  Traction  Co.,  Charleston,  W.  Va. ;  Toledo  (O.)  &  Western 
Ry. ;  People's  Gas  &  Electric  Co.,  Defiance,  O. ;  Springfield  (O.) 
Street  Ry. ;  Dunkirk  (N.  Y.)  &  Fredonia  R.  R. ;  Evansville  1  Ind.  I 
Street  R.  R. ;  Northern  Ohio  Traction  Co.,  Akron,  O. ;  Cleveland 
(O.)  City  Ry. ;  Kentucky  &  Indiana  Bridge  Co.,  Louisville.  Ky. ; 
Charleston  (W.  Va.)  Traction  Co.;  Alliance  (O.)  Street  Ry. ; 
Owosso  (Mich.)  &  Corunna  Electric  Co.;  Cleveland  Electric  Ry. ; 
Oakland  Ry.,  Birmingham,  Mich. ;  Schuylkill  Electric  Ry.,  Potts- 
ville,  Pa.;  Urbana  &  Champaign  (111.)  Railway,  Gas  &  Electric  Co.; 
Consolidated  Light  &  Railway  Co.,  Huntington,  W.  Va. ;  Washing- 
ton (Ind.)  Street  Ry. ;  Cleveland  &  Eastern  Ry. ;  Cleveland.  Bcrea 
&  Elyria  Ry. ;  Fairmount  Construction  Co.,  Philadelphia.  Pa. ; 
Bangkok  Tramways  Co.,  Bangkok,  Siam. 


THE  BRIDGEPORT  BRASS  CO.,  of  New  York,  has  issued  a 
new  pamphlet  published  in  the  usually  attractive  style  for  which 
this  company's  advertising  matter  is  well  known.  The  pamphlet  is 
entitled  "Phono-Electric  Telephone  and  Telegraph  Lines"  and  con- 
tains 38  pages  of  well  written  text,  interspersed  with  clever  pen 
sketches,  all  going  to  demonstrate  why  "Phono-Electric"  wire  makes 
the  best  working  lines  for  telephony  and  telegraphy.  "Strong"  and 
"tough"  are  the  adjectives  that  most  properly  describe  the  distinctive 
characteristics  of  this  wire  which  is  now  being  made  by  the  Bridge- 
port Brass  Co.  in  enormous  quantities  for  all  manner  of  overhead 
transmission  lines  for  electric  current. 

<  .  » 

The  Bel  Air  (Md.)  &  Havre  de  Grace  Railroad  &  Power  Co.  ex- 
pects to  begin  the  construction  of  its  interurban  electric  line  between 
the  cities  named  in  the  title  this  summer,  A  large  power  house  is 
to  be  erected  half  way  between  Bel  Air  and  Havre  de  Grace.  John 
H.  Reckord  is  president  of  the  company. 


The  Pittsburg,  McKeesport  &  Connellsville  Street  Railway  Co. 
has  placed  orders  with  the  Wcstinghouse  Company  for  additional 
equipment,  which  will  double  the  present  power  house  capacity 
of  the  interurban  system  and  increase  the  street  railway  company's 
recent  expenditures  for  power  facilities  to  $1,000,000.  The  feeder 
system  has  been  completed  by  the  acquisition  of  the  12-mile  line 
between  Greensburg  and  Youngwood,  and  the  Connellsville  sub- 
urban railway,  three  miles  long.  Twenty-five  palace  traction  cars, 
manufactured  by  the  John  Stephenson  Co..  have  been  delivered  and 
will  be  put  in  commission  th:s  summer  on  the  Pittsburg,  McKees- 
port &  Conntllsville  company';  lines  through  the  coke  region. 


STREET    RAILWAY    REVIEW. 


377 


PUBLISHED   ON    THE    20tm   OF    EACH    MONTH. 

WINDSOR  &  KENFIELD  PUBLISHING  CO., 

45-47  PLYMOUTH  PLACE,  CHICACO,  ILL. 


OllLI   AOOflESS:        WlNFIILD." 


LONG    OISTANCE  TELEPHONE,  HARRISON   754, 


BRAXCif  OFFICES: 
No.  39  OortUttdt  St.,  New  York,  N.  Y. 

Electric  Building,  Clereland,  O. 


SUBSCRIPTION,  -         -         -         THREE  DOLLARS. 

Foreign  Subscription,      Four  Dollars  American  Money. 


.i  I l' est  all  Communications  and  Remittances  to  Windsor  J:  Ktn field  Publishing  Co., 
Chicago,  lit. 


CORRESPONDENCE. 

We  cordially  invite  uorreftpoodenoo  <>n  all  subjects  of  interest  to  those 
mgagt<S  in  any  branch  of  street  railway  work,  and  will  gratefully  appreciate 
any  mat  ■  I  papers  01  news  Items  oat  street  railway  friends  may  Bend 

us,  pertaining;  either  to  com  pain- 


DOES  THE  MANAGER  WANT  ANYTHING? 

If  you  contemplate  the  purchase  of  anv  supplies  or  material,  we  can  save 

yoa  much  time  and  trouble.    Drop  a  line  to  Tut  kbvxbw,  stating  what  yon  are 

in  the  market  lor,  and  you  will  promptly  recelTC  bids  and  estimates  from  all  the 

.  that  line.     We  make  no  charge  for  publishing  such  notices  in  our 

Bulletin  of  Advance  News    which  is>entti>all  manufacturers. 

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


V.L.  XII. 


JDLY  20,  1902. 


NO.  7 


space  t mm  manufacturers  who  wish  to  make 
exhibits  at  the  Detroit  convention  of  the  American  Street   Railway 
arc  more  numerous  than  ever  before,     The  convenient 
lit    with   respect   to  those   states    in    which   electric 
railways  arc  already  nm  rapidly 

a  large  attendance  of  Street   railway  nun.  and  all 
point  to  thi-,  being  an  exceptionally  successful  meeting. 
S.  R.   V  nee  1899,  i       1  if  the  lead- 

will  be  the  "Daily  Street  Railway  Review,"  which  will 

and    1  all. 


mg  all  patrons,  which 

meeting  of  the 

'    1  quip 

I  the  St  Paul  railroad  is  instruct- 

1  many  of  the  northern  suburbs 

imoi 

the 

St    Paul,   thej  divided   on   th< 

found  11  imp 

an  to  all      While  part  ol   thi    delegation  dc- 

mai  ited  a   to 

■  fare  in  01  tintain  propi  and 

flat  buildings  which  are  comparatively   unknown   in 

I  ,|    ih,     in, 

public  interested  in  thi  mid  decide 

•  v   wanted.  

I 

gi  neral 

el    railway 
HH  and    appi 

qua!  Improvi  mi  nl  •  and 

lid  to  the  question  of 

in,  n 
.■lint'  <  lub  room  I  with 

1 11  .1 . 


instruction  lias  become  verj  general,  especially  upon  the  larger 
roads  and  several  of  these  club  houses  for  street  car  men  have  been 
described  and  illustrated  in  the  columns  of  the  "fteview"  from  time 
to  time. 

Club  rooms  have  been  provided  in  Brooklyn  for  the  use  of  the 
employes  of  the  Brooklyn  Rapid  Transit  Co.  and  President  Great- 
singer  recognizing  that  the  nun  while  off  duty  have  nowhere  to  go 
for  recreation  but  to  saloons,  has  taken  great  interest  in  providing 
suitable  places  for  the  men  in  order  to  offset  the  influence  of  the 
saloons.  A  number  of  car  barns  on  the  company's  lines  have  had 
rooms  fitted  up  as  reading  rooms  and  these  have  proved  so  bene- 
ficial that  the  company  has  decided  to  advance  this  plan  another 
step  by  procuring  sites  for  the  erection  of  a  number  of  club  houses. 
The  company  is  going  to  establish  the  new  club  rooms  upon  the 
same  system  that  is  followed  by  the  Young  Men's  Christian  Asso- 
ciation and  similar  attractions  will  be  proivded  in  all  of  them,  and 
every  inducement  is  to  be  made  to  get  the  men  to  frequent  the 
clubs.  

The  practicability  of  operating  both  steam  and  electric  trains 
on  one  track  is  a  subject  of  wide  interest  at  the  present  time  owing 
to  the  desirability  as  well  as  the  demand  for  frequent  car  service 
on  the  surburban  divisions  of  many  of  the  large  steam  roads. 
The  question  has  been  investigated  by  a  number  of  roads  in  this 
country  and  has  also  been  for  some  time  under  consideration  by  a 
number  of  the  English  roads  having  terminals  in  the  city  of  Lon- 
don. While  this  practice  has  not  been  undertaken  to  any  great 
extent  a  few  cases  are  now  in  evidence  from  which  it  would 
appear  that  no  glial  difficulty  exists  in  operating  both  classes  of 
over  the  same  tracks  provided  that  the  electric  cars  are 
operated  under  dispatcher's  orders  and  submit  lo  the  same  rules  and 
>'l       of  signals   which   govern   the   Steam   trains. 

One  illustration  of  this  practice  may  lie  found  in  the  case  of  the 
Washington,  Alexandria  &  Mount  Vernon  Ry,  which  runs  upon 
the  tracks  of  the  Pennsylvania  Railroad  for  a  considerable  distance. 
In  this  case  the  electrii  trains  have  the  same  Btatus  as  the  steam 
trains  as  soon  as  they  enter  upon  the  steam  railroad  tracks,  and 
are  subject  to  the  same  regulations  as  the  Steam  trains.  As  long  as 
tin  trains  are  on  scheduled  time,  their  movements  are  regulated 
absolutely  by  the  time  table  without  orders  from  a  dispatcher, 
I  hej    are  operated  under  train  numbers  and   their  class  is  indicated 

on  the  time  table.  A  full  description  of  the  method  oi  operation 
in  this  case  was  published  in  the  "Review"  fot  June,  1902. 

Another  instance  of  this  practice  is  found  in  the  case  of  the 
Peoria  (III.)  &  Pelcin  Terminal  Ry.  which  combines  under  one 
management  a  steam  railroad,  an  inleiiirlian  railway  and  a  Street 
railway,  all  Operating  upon  the  same  tracks  although  1 1, ■  i ,  thi 
steam  locomotive  service  is  used  principally  for  transferring  freight 
and    is    in    a    measure    subordinate    to    thi     electric    service.      I"    tins 

u  ganization   and    i agi  mi  nl    oi    the   n  iad    at  e   exactly 

similar  to  il i    tei .ids,  all  trains,  whether  steam  or  electric 

being   numbered   and   operated    under   the    same   code   of   signals. 

'Ibis  road,  which  ha    no«  been  in  operati oi     everal  years,  has 

been  a  decided  financial    ucci      and  no  troubli    whatever  has  been 

.in,-  to  the  mixed  chat ai  lei  oi  tl 

Elsewheri    in  thi     i    be  found  a  pa] n  '  Electrii    Sub 

Railways"  b      Mi     I      \     Evan      describing    th I 

on  the  I  ilway,  I  ighl  &  Powet  I  o'     road,  a  pari  ol  which 

ytttm  he  I  luebi  i  -   Mi  mti tcj   8   I  !hat  levoi     Rj 

'.'.  in,  h  i    .1    let I  ci    ■ a  distance  oi    io  miles,    A  s<  rvio 

of  electric  cars  up  ti  tel      a,    between   the   usual 

steam   railway   trai  ated   and    thi     results   have    ii 

than  justified  the  innovation  and  the  i    pern urred,     F 

iapet     it    will    be    seen    that    the    tot  tl 
niuiiii,  i    of  p  '  ai  i  ii  d    in    iX'io  on   the   steam    road 

amounti  i  oi  on  both  the    ti  arfi  and  electrii 

cars  th!  iron    to   $71,374      rhi    Ii fot    I  hi    peat    [900 

11,  omitted  I       ■   ■  ii  all;     quipping  thi   1  oad  ws    thi  n 

the  pi  •  ""I   from    [899  to   toot    a     shown 

,1   n  aflii    had  mi  u  1    than  doubled,  this 

result  bemg  due  alt  1  the  fn  qui  nl    et    io    pro  idi  d  by 

Anoibei   road  u  and  electrii    pi  opul  ii  m  h  ■ 

.[   to  1  mi  1,1 1  wi  en  Rome  and    I .  ipl,       [tal      tnd  i 
.pp.n ,  in    thai    this   mi  1 1  iuld   be   gen,  1  all)    adopti  d   in 

the   .nl, ml,  .  iad     vith  excelli It  . 


378 


STREE  !     R  \  1 1. WAY    REYII-.W 


[Vol.  XII.  Na  : 


Probably  the  mosl   serious  difficulty  to  contend  with  in  thi 
of  iuch  .1  service  i-  the  interference  with  the  electric  ~i«iuiK  used  bj 
mam    steam  roads  by  the  high  \ •  >Ii.ik<-  current  oi  the  trolley  care. 
III.-  pi  bond  .>  track  "i  the  steam  road   for  the  return 

circuit  signals  and  this  would  be  impracticable  where  the 

track  return  was  used  for  electric  cars.  f*his  difficulty,  however, 
ma)  be  considered  as  merely  a  matter  of  detail  as  other  means  for 
operating  the  return  circuits  for  the  signals  will  undoubted])  be 
forthcoming  when  the  necessity  i'>r  them  arises. 


The  meeting  of  the  American  Institute  of  Electrical  Engineers 
which  was  held  al  Great  Barrington,  Mass.,  I;i-t  month,  was  a 
notable  one  in  regard  t.>  the  number  of  papers  presented  bearing 
upon  electric  railways.  Vmong  these  papers  may  be  mentioned 
"Comparative  Acceleration  rests  with  Steam  Locomotives  and 
Electric  Motor  Car-"  by  B.  .1.  Arnold  and  W.  B.  Potter;   "Method 

i  Vscertaining  By  Means  ol  ■  Dynamometer  i  ar  the  Power 
Required  to  Operate  the  r rains  of  the  New  York  Central  &  Hudson 
River  Railroad  Between  Mott  Haven  Junction  and  the  Grand 
Central  Station  and  the  Relative  Cosl  of  Operation  by  Steam  and 
Electricity"  by  B.  J.  Arnold;  "A  Study  "i  the  Heating  of  Railway 
Motors"  i>>  V.  II.  Armstrong,  "Railway  Speed-Time  Curves"  by 
Mailloux  and  the  announcement  of  two  systems  for  utilizing 
electricity    for    railway    propulsi in    trunk    lines,   one   by    B.    J. 

Arnold,  and  another  by  H.  Ward  Leonard. 
*    *    • 

The  announcement  of  Mr.  Arnold  of  his  electric  pneumatic 
system  for  long  distance  railway  working  was  an  important  feature 
of  the  Great  Barrington  meeting  and  while  it  was  generally  known 
thai  Mr.  Arnold  had  developed  an  alternating  system  for  street 
railway  work  the  originality  of  the  method  he  proposes  came  as  a 
surprise  to  his  hearers.  It  will  be  remembered  that  Mr.  Arnold  was 
meer  in  the  use  of  alternating  current  with  rotary  converter 
sub-stations  for  interurban  work  and  the  announcement  of  his 
pneumatic  system  stamps  him  as  a  pioneer  in  the  fiejd  of 

electric  trunk  line  railroad-. 

The  principal  feature  of  the  new  system  i's  the  use  of  a  single 
phase  or  multiphase  motor  which  i-  always  connected  to  the  line 

and  in  which  either  the  rotor  or  StatOr  or  both  are  always  in 
motion.  The  rotor  is  connected  directly  to  an  axle  and  both  the 
rotor  and  -tator  are  connected  to  compressed  air  engines  in  opposite 
relation   to   each   other.      The  air   compressed   by   these   motors   is 

Stored  in  tank-  and  i-  used  to  a--ls|  iu  starting  the  car.  helping 
over  grade-,  for  switching  purposes  and  t'or  the  operation  of  the 
brakes.  By  mean-  of  this  arrangement  the  motor  operates  con- 
tinually in  synchronism  and  any  excess  of  power  developed,  not 
required  by  the  car.  i-  taken  up  by  'he  compressed  air  engine-  and 
subsequently  utilized  anew.  When  the  ear  i-  at  rest  the  rotor 
would  therefore  he  also  at  re-t  and  the  normal  speed  of  the 
would  hi  attained  by  the  stator  m  compressing  air.  I'ii  -tart  the 
ear.  the  engine  connected  to  the  Stator  would  he  throttled  and  the 
rotor  then  begins  to  revolve  ami  propel  the  car  at  a  -peed  equal  to 
the  diminution  of  speed  of  the  -tator.  as  the  synchronous  relations 
between  the  two  must  be  maintained.  When  the  stator  is  brought 
to  re-t  the  motor  has  attained  normal  speed  and  if  a  higher  speed 
i-  desired  the  -tator  i-  revolved  ill  the  same  direction  as  the  rotor 
by  means  of  the  compressed  air  in  the  Storage  tank.  The  engine 
of  the  rotor  can  also  lie  put  in  operation  to  a-si-t  the  latter  in  case 
a  higher  than  normal  lonpie  i-  required.  The  use  of  single-phase 
current  permits  this  system  to  conform  to  the  overhead  construc- 
ts .ii  of  today  except  that  a  much  higher  working  voltage  can  he 
USed  and  111  case  this  voltage  i-  too  high  for  direct  use  upon  tl  • 
motor  a  static  transformer  can  he  placed  upon  each  car  to  reduce 
the  line  village  to  the  pressure  de-ired  for  the  motors 

Other  feature-  of  the  system  involve  a  multiple-unit  and  -imple 
system  of  control  and  the  use  of  electro-magnetic  clutches  by  means 
of  which  either  tin  rotor  or  stator  may  he  disconnected  from  the 
ear  wheels  when  it  is  desired  to  compress  air  only.  It  is  also  to  be 
noticed  that  the  system  of  control  is  entirely  mechanical  and  that 
is   no   manipulation   of   the  circuits;     the   operations 

are  all  utomatically  bj  a  controller  lever.     The  pneumatic 

auxiliary  of  tin-  system  make-  the  -ingle  phase  alternating  motor 
which  ha-  bi  ible  in  regard  to  speed  even  more  flexible  than 

the  present  direct  current  railway  motor  and  the  fact  that  in  this 
system  the  motors  run  continually  at  their  normal  output  and  store 


energy   tor  use  in  emergency,  which  i-  under  ordinary  circumstances 

dissipated  a-  heal,  point-  to  .    for  the   system.     The 

air  -tor.ige  feature  will  also  be  found  of  great  value  iii  a  number 

of  circumstances.     A-  pointed  out  by  Mr.  Arnold,  it  will  allow  the 

active    conductor    to    h<       topped    where    the    private    right    of    way 

and    the    ear    to    proceed    through    the    city    or    town    On    any 

track-,    whether    electrically    equipped    or    not.    until    it    reache-    the 

point    where    it    can    take    up    the    working   conductor    again.        I  In- 

i-    al-o    valuable    in     switching    work    and    eliminates    the 

necessity  for  electrical  conductor-  except  on  the  mam  line  of  track 

I  he    other    system    of    electric    proplll-loll     for    heavy    service,    an 

nounced  by   Mr.    II.   Ward   Leonard,  involve-  the  u-e  of  -ingle  phase. 

high  voltage  transmission,  -ingle  phase  motor-  ii|mui  the  cars  driving 

direct    current    generators    which    in    turn    -npply    the    car    motor-. 

The  Ward  Leonard  System  of  control  by  varying  the  voltage  i-  used 

and  a    system  of   multiple   iinir  control   ha-  al-o  been   devised.      The 

system   ha-   been   taken   up   by   the  Oerlikon    Work-   where   a   44  'o" 

locomotive  i-  hemg  built    for  operation  upon  a    15.000  volt   circuit. 


The  problem   "f  electrically   equipping   long   distance   railway-    foi 

electric  service  ha-  been  an  alluring  one  to  electrical  engineer-  for 
-everal  year-  hut  the  limited  di-tance  to  winch  direct  current  dis- 
tribution is  applicable  anil  the  unsuitahility  of  alternating  current 
motor-  for  railway  work  have  heretofore  proved  barriers  of  such 
importance  that  no  attempt  at  converting  long  steam  roads  to 
electricity  ha-  been  seriously  considered.  there  is  no  doubt  in  the 
minds  of  most  engineer-  that  alternating  current,  either  simple  or 
polyphase  at  high  potentials,  1-  the  only  practicable  nielli. ul  of  cover 
ing    long   distances   and    in    all    the    -chellle-    for    long    distance    work 

which  liav.  recently  been  brought  to  public  attention  the  main 
features  have  consisted  in  adopting  alternating  motor-  for  electric 
railway  work.  I  he  systems  of  Mr.  Arnold  and  Mr.  Leonard  already 
mentioned,  a-  well  as  the  Ganz  system,  which  is  about  to  enter 
the  railway  field  in  this  country,  have  all  been  brought  to  public 
attention  almost  simultaneously  SO  that  at  present  the  prospects  for 
the  development  of  electrically  operated  long  di-tance  heavy  -crv  ice 
roads  looks  extremely  promising.  The  solution  of  this  question 
which  will  undoubtedly  be  reached  in  a  comparatively  short  time 
bid-  fair  to  establish  a  new  department  of  electric  railway  business 
of  even  greater  extent  than  the  systems  of  urban  and  Suburban 
lines  already  established. 


A  decision  of  the  New  York  Court  of  Appeals  which  1-  of  much 
importance  t"  electric  railway  companies  doing  a  freight  and  ex- 
press  business  1-  reported  on  another  page  of  this  issue.  The 
litigation  arose  because  the  Stillwater  &  Mechanicsville  Street  Rail- 
way Co..  operating  an  electric  trolley  line. "sought  to  secure  a  physical 
connection  of  it-  track-  with  those  of  the  Huston  &  Maine  R.  R.,  a 
steam  line,  and  to  interchange  freight  with  the  latter.  The  con- 
tention of  the  Boston  &  Maine  company  was  that  to  compel  track 
connection  between  electric  and  -team  lines  would  be  to  impose 
a  burden  on  the  latter  not  contemplated  when  the  railroad  law 
was  enacted,  hut  the  Court  of  Appeals  held  that  travelers  and 
shippers  of  merchandise  and  freight  are  entitled  to  use  all  the 
facilities  provided  for  in  the  articles  of  incorporation  of  transpor- 
tation companies  and  the  provisions  of  the  railroad  law.  Further 
thai  New  York  in  its  legislation  has  recognized  electric  railway- 
as  an  integral  part  of  the  transportation  system  of  the  state. 

The  court  after  referring  to  the  fact  that  steam  railroads  have 
become  great  arteries  over  which  the  greater  part  of  the  commerce 
of  the  country  is  carried  say-:  "It  has.  not  been  considered 
profitable  or  practical  for  Steam  mads  to  be  constructed  to  every 
village,  hamlet  or  productive  district  in  the  country.  Ibis,  how- 
ever, is  rapidly  being  accomplished  by  the  numerous  electric 
roads  that  arc  in  process  of  construction  or  are  contemplated. 
By  their  mean-  the  fanner,  the  mill  owner  and  the  merchandise 
vendor  in  distant  places  may  be  able  to  reach  the  steam  railroads, 
and  through  them  the  great  markets  of  our  cities  with  their 
merchandise  and  products,  and  in  thi-  way  .me  road  may  become 

the    feeder  and   distributor    for   the   other." 

It  1-  apparent  from  this  language  that  the  court  docs  not  consider 
the  interest  of  the  two  classes  of  road-  to  be  antagonistic  to  any 
serious  degree,  hut  regards  the  electric  lines  as  filling  a  need 
which  the  steam  railroads  ha-  a-  yet  not  been  able  to  supply  with 
advantage  to  their  own   stockholder-. 


Supplement  to  the  Street   Railway  Review,  July  20,   190Z 

Diagram  of  Floor  Space  of  Ij 

Where  Exhibits  Wit 

Convention  of  the  American 

OCTOBER  8, 


Z.AHKCD 


UROISI)   I  LOOK   I'l.AS 


JC  C/tr- 


Space. 
68 
45 

4-> 
3fi 
33 
io 

35 

5" 

Si 

57 

58 
6S 

8 

44 
.<7 
47 
■' 
4.1 


Assignment  of  Exhibit  Space  for  American  Street  Railway 


Exhibitor.  Sq.   Ft. 

Adams  &  Westlake  Co.,  no  Ontario  St..  Chicago 200 

American  Brake  Shoe  &  Foundry  Co.,  Mahwah,  N.  J 100 

American  Car  Seal  ('.•..  18  Guernsey  St,  Brooklyn 100 

American  Machinery  Co.,  Grand  Rapids,  Mich 100 

American  Railwaj  Suppb  Co.,  -•)  Park  Place,  New  York.  100 

American  Steel  &  Wit.                      igo 300 

Atlas  Railway  Supply  Co.,  i;_>.i  Manhattan  Bldg.,  Chicago  200 

Berry  Bros..  Ltd..  Detroit    200 

Bidwell  Cat                                     i  Rapids,  Mich 100 

p  Gutta  Percha  Co.,  4-'<>  E,  25th  St,  New  York 100 

k.  Bliss  Mfg.  Co.,  Pawtucket,  K.  I too 

Geo.  F.  Bran              Oak  St,  Utica,  N.  Y too 

Brady  Bra      Co    g    1  iberty  St.,  NY»  York 200 

J.  G.  Brill  Co.,   Philadelphia 600 

Harold  P.  Brown,  120  Liberty  St.  New  York 

Christensen   Engineering  Co.,    Milwaukee s<«i 

K.  W.  Conant,  28  William-  St,  ( lambridge,  Mass too 

Consolidated  Cat   Fendi                    ortlandl  St..  New  Y,.rk  i«h, 

...  Albany,  \.   Y 

Continuous  Kail  Joint  Co.  ol  America,  Newark,  X.  .1 100 

Crane  <                                                                  ,  -0 

Creaghead    Engineering   Co.,   Cincinnati     


Space. 

"  Supply  Co.,  93  <  ihi.,  St..  Chicago 200 

'"     Dearborn  Drug  &  Chemical  \\'.>ik-    Rialto  Bldg.,  Chicai 

1       Stivers   Mfg.  Co.,  Denver,  CI 

56     Duff   Mil;.   Co.,   Pittsburg 100 

.10     Electrical   Review,   New    York IOo 

.'5     Electric  Storage  Battery  Co.,  Philadelphia 300 

54     Garton-Daniels  Co.,  Kckuk.  [a 150 

-     '  i  y,  N.  Y 2000 

''-     Globe    rickel    Co.,    Philadelphia 80 

4s     '  iold  Streel  I  ar  1  [eating  I  !o.,  New  York 200 

31     Gould  Storagi    Batterj   Ca,  25  W.  33d  St.,  New   Y..rk..  too 

18     Griffin   Whi  I  icago 150 

70     Halt-  X  Killinrn  Mfg.  Co.,  Philadelphia 300 

75     I  lam  Sand  Box  Co.     ["ro)    N" .  Y 100 

G     C  J.  Harrington]  15  Cortlandl  St..  New  York 

12      Heywood  Bros.  &  Wakefield  Co.,  Wakefield,  Mass too 

72      International  Register  Co.,  U4  W.  Jackson  Blvd.,  Chicai;. 1  150 
41      II.  W.  Johns-Manville  Co     100  William  St..  New   Y...I 

23      Knell    \n    Bi  tl 1:  ittli    1  reek,   Mich.  400 

G.  C   Kithln  illingw I,  1  I 

I... lam  Steel  1  ...   Lorain,  1  I. 
64      Ludlow    Suppl)    1  md 


For  Space  aad  Fall  Particulars,  address  the  Chairman  of  Exhibit  Committee, 


JOO 


JO 

Assistant  Gene 

(ramA  ^I,?®.*™6*  Sh°Vn  °"  the  Diagram  of  the    Main   Floor   is  formed   by 
w«?»c  Hof •     k.'  p/oper|y  roofed  and  lighted.      There  will  be  a  sufficient  nurr 
way  as  desirable  for  exhibits  as  space  in  the  interior,  and  particularly  valuat 


ght  Guard  Armory,  Detroit, 

>e  Made  During  the 

Street  Railway  Association 


and   lO,   1902 


GALLKKY   I'l.OOK   1'I.AN 


Association  Convention,  Detroit,  Mich,  October,  1902.. 


Sq. 


Lumen  Bearing  Co.,  I'.nffaln 

-t  N.  *h  St., Philadelphia 

'•.  I'.  Magann  Air  Brake  Co.,  Detroil 



•   Co.,  27  William  Si..  New  Vork. 

tlandi  St..  New  Vork 

I  Heveland 

Newark,  N.  J 

I     II    Newcomb,  136  Flatbush  Ave.,  Brooklyn 

•         terCa,  New  II..  

Madison,  Wi 

!,nrK 



fori 
ladelphia. 

Summit  Si  ,  1: n 

1  .  ;, 
"  William  ,„.| 

'"">'  Healei  <  ...  Detroit,  Mil  I. 


Ft. 
100 
70 
I  0 
IOO 

100 
400 

IOO 
IOO 

150 

MO 

'K«l 

[00 
000 

100 

/-" 


Spao 

1 
j  1 

25 
60 

«■) 
8a 

1 

.  1 
17 

1 

1 
10 


Sq.   Ft. 


200 
150 
200 


Exhibitor. 

Standard    fraction  Brake  Co.,  New  Vork 

Standard  Varnish  Works,  29  Broadway,  New  Vork..     .   150 

Stanley   Ele Mfg.  Co.,   Pittsfield,  Mass ,,,,, 

Star  Bra      U  orks,  Kalamazoo,  Mi.  h ,,„, 

Sterling   Heal Newark,  N.  .1 

St  Lo       Rej     ter  (  o.,  Security  Bldg  .  Si.  Louis. 

1   Railway  Journal,  New  Vork 

S""1    Railway    Review,   Chicago 

Tayloi    1  1-  in.     1  ,,„  1    Co.,    I  roy,  N.   Y 500 

Railway  World,  London,  Eng ,,„, 

1  ' s &  Sigm ,  Fall  River,  Mass ,,,,, 

1  n|,ed  Stati     Steel  Co       ,     Olivei    St.,  Boston ,,„, 

""'■"'•  "I"'  I  ...  Worci    1.  1,  Ma  

Van  I' ,\   limi 11,,,  |an(| 

u''"'    Railwaj    I \h...    .  ,,,   ,,,,,  old  Colonj    Bid 

*   In.  Dgl  ■  

Wi   1.  1  n    Electrii  ...1.,    1  liii 

i"  in.    .n    \h..    Co,,   I'm  burg 
W  ■   linghou  ■     \n    Hi,, 1  e  Co 
William  Wharl S  I  0     Philad.  Iphia 

Ul"'1    '  """     '■'  'I        < '■    , Dei 


.    1  1  11  1 



: 


100 


■IN     H.     RRY, 

Wng«r  Agent,  Detroit  United  Railway  12  WOODWARD  AVENUE,  DETROIT   MICH 

RndoJ.^  S*reetS  with  a 'substantia, 

the  exhibitors  Of  heaT^apparatus  *  "*  ^  Annex     '"   eVCry 


378 

Probabl) 

of  mi 

mam 
I  In-    i 

track  retu 
maj   ! 

iting 
fort  h< 

I  l»  in 
which  u.i 
notable  "i 
upon 

"Compare! 
Elecl  i 

■  ■  t     \ 
Required  i 
River    Ra 
Central  Si 

Motors"  I 
CO.  M.i' 
electricity 
Vrnold,  ai 

The    an 
system  foi 

■  .I  thi   i.n 
thai    Mr. 
railway  w 

Surprise  tl 

the  pii.tH-i 
sub-statioi 
electric  pi 
electric  tr 
The  pri 
phasi 

anil    in    w 
motion, 
rotor  and 

relation    t 

stored  in 

nvcr   grae 

brakes. 

Initially  i 
required  I 
subsequa 
would  tin 
would  be 
car.  the  i 
r.it..r  lllel 

the  ilnnii 
between  i 
tu  rest  tl 
i-  .1. 

by  mean- 
of  lli. 
a  higher 
current  i 
of  t 
used  and 
motor  a 
the  line  ■ 

Other 

system  ■• 
..I  which 
car  whaa— 
noticed 

there  1 
are  all 

auxiliat 

which  I 
the  pre 
system 


JlT-Y   20.   I0O2.] 


STREET    RAILWAY    REVIEW. 


379 


New  Orleans  &  Carrollton  Railroad,  Light  &  Power  Co, 

Topography  and    Climatic    Conditions — Track    and    Roadbed-  Pole  and  Line  Construction  —  Rolling    Stock 
Special    Emergency  Wagon — Hose    Bridge — Car  House,    Shops  and  Shop    Practice     Daily 
Report  Mileage  Blanks  —  Method  of  Inspection  and    Car  House 
Repairs  —  Cost  of  Power. 


A-  regards  it-  conditions  for  street  railway  operation  New  Orleans 
— the  Carnival  City  of  America — is  in  many  respects  a  city  ideal. 
1;-  general  topography,  especially  the  absolute  freedom  from  grades, 
makes  possible  the  most  advantageous  distribution  of  lines  and 
feeders.  The  entire  freedom  from  heavy  snow  and  sleet  storms 
eliminates  many  of  the  vexing  difficulties  that  interfere  with  sched- 
ules and  time  tables  in  less  fortunately  situated  localities.  The 
water  way  and  -team  railroad  facilities  render  available  good  quali- 
ties of  coal  at  reasonable  cost,  and  the  nearby  fuel  oil  fields  of 
I  exas  give  promise  of  making  possible  still  greater  economy  in  the 
COSt  of  producing  power.  The  cars  move,  as  far  as  the  New 
Orleans  &  Carrollton  road  is  concerned,  on  a  grassy  strip  of 
ground  reserved  down  the  center  of  the  streets,  and  known  as 
"Neutral  Ground."  On  either  side  of  this  are  roadways  for  vehicles, 
with  sidewalks  for  pedestrians  on  the  outside  of  the  roadways;    as 


It  is  often  a  greater  thing  to  take  advantage  of  opportunities  than 
it  i-  to  find  them,  and  in  the  improving  ami  developing  of  the  New 
Orleans  properties  those  responsible  for  the  management  have  not 
only  taken  advantage  of  all  opportunities  offered,  but  have  created 
new  ones.  The  companies,  and  in  particular  the  New  Orleans  & 
Carrollton  company,  have  proceeded  on  the  belief  that  money  was 
well  spent  when  expended  in  giving  the  public  what  ii  asked  in 
reason,  and  even  in  providing  conveniences  and  accommodations 
unlooked  and  unasked  for.  The  New  Orleans  &  Carrollton  com- 
pany has  worked  on  that  basis  from  the  start,  and  in  demonstrating 
its  faith  in  the  aphorism  the  very  highest  engineering  and  executive 
skill  has  been  obtained  and  retained  in  every  department.  Ibis  is 
the  secret  of  the  company's  success. 

As  outlined   in   the   news  columns   of   the   "Review"    virtually   all 
the  gas.  electric  lighting  and   power,  and   street    railway  interests  of 


INTERIOa  OF  POWBB  station  No.  _•.  new  ORLEANS  ft  CARROLLTON  KAll.ROAIi.  LIGHT   v    POWSfi  I  0 


an-  thus  diverted  from  the  Neutral  Ground 
•  'In.  ed  to  a  marked  degrei  . 

furthermore,    the    i jj    rely    much    lets,    the    dual    even    in    dry 

•  leral.L     and    the   gra--   and    ibadc   tree-   bordering 

ndtM  >■  to  the  '  onifort  of  pa  nd  thi   attt 

'    lb.-   rub-.        I  he  population  of   lb.      ih    i     about    300,000,  and 

'■  '<i-f'-  ire-loving,  induitr -  and  pro  perou    people, 

that  liberals  ,,  ,,,,|  ,,,  executing 

.  ing     their     r.  .  re. ,ii. ,n     and     .iiiin  eiuent. 

.Towing  in  population,  in  volumi 
and  import •,  and  in  manufacturi  .  at  ..  rate  that  has  already  placed 

il    (ar   in   lb.    bad   of   ll  •  [h<     South,  and    will    soon    bring   u 

landing  with  the  largest  cities  ..i  th<   North. 
All  thu.  t»   it   undei  i...t   belittling  the  dimcultii 

'be     originator-    and     buildl  n.      r.nlwav 

in    lhelr    work    of    bringing    the    prop,  rt 

''"•"   i'  ..|   ib.  ii    own     eriou 

trouble!  to  meet  and  thry  hi  ..I... I  ih,    difficulties  well. 


\.  »   Orleans  have  been  merged  under  one  corporate  control.      Ii 

1    the  purp t  this  article,  however,  to  deal  only  with  the  prop 

1  mi  thods  of  thi  0  &  (  at  rollton  Railroad,  Light 

8  Powet  Co.,  which  this  month  passes  mi.,  the  hand,  ..f  new  inter 

Mn    property,  although  "i  bi .1111111  size,  .1. 

"i  Mi.   mo, 1  interesting,  well  designed  ami  well 
managed  citj    1 ailwaj    mil a\ 

1  R  VCK    \\l>  R(  1  \l)i:M'. 

of  tracl    ■  "inpi  1  ing  1. .I  il. 1 

part    a   donl.i  1    lin.    .10.1111. 1   thi  .id    I  In  . 

"circje,"  or  belt,  is  the  distinctive  featun  of  thi  entin     1  tern,      t*hi 

imfi cat    111.1i  ing  if.  >  1 

•11. mi  in  one  hour.      Ii if.    mam  beh  lint    lead  of)     1 

:     .oi'l  1.  1  ii.   .He    1  ..ih. m.i  depol  .  certi 

.111.1  manufacturing  .ii  tricl     and  <  .."..l  St,    the  81  .i  New 

d  m  both  .in. .  tion    1 1  if.   bell  and 

1  of  the  bell  tracl  r  rail    laid  in  Ni  utral  I  •> I,  .. 


STREET    RAILWAY    REVIEW. 


[Vol.  XII,  No.  7. 


d  both  ways 
iik  until  late  at  night,  the  result  Ix-ing  that  the 
1.    comfortably  tilled  at  nearly  all  hoi 
the  di  bent 

The  converging  point  for  all  can  operating  in  th<   city  ol 

St,  and  it  nitted  thai  tln^  is 

1  the  stranger  in  Now   I  getting 

the  labyrinth  ol  crook  with  unpronouncable  name*; 

all   rou  ll    St.  and   if  the   stranger   b  II   anil 

Ugh  he  is  sure  I"  arrive  at  that  thoroughfare. 


of  ballast  and  ties  have  been  tried  in  New   Orleans,  hut  the  best 
been  obtained  with  stone  l>n>kcn  i"  p  in  ring, 

anil    ii]  fellow     pun     CreOSOted    ties.         I  In     -l.nnl.iril 

adopted    for    all    new    work    on    Neutral    Ground    may    l>e   described 
.1-    follows:       A   trench    fur    each   track   is  excavated    to   a   ilcpth   of 
_•  ft.,  in  the  bottom  of  this  is  laid  a  flooring  of   1,'^-in.  yellow  unie 
id  plank.      On  this  is  laid  8  in.  ol  bro  "ti  which  is 

yellow  pine  creosoled  I  x  8  ft.,  placed  2 

ft.  e.  to  C.      On  the  tics  are  laid  too  lh.  A.  S,  C  E.  standard  T-rails, 
or  75-lb  may  be.       The  space  between  the 


JtSMMT 


/wis  rsr/?A//. 


ASPMr 


■  s  'Stars*  S TOA/f  /£"#W6. 

TRACK  CONSTRUCTION  ON  NEUTRAL  GROUND 


/£  ymO/rAWC#S0S0T/-0  PlAMK 


It  will  be  information  to  many  that  owing  to  this  convergence  of 
routes  there  arc.  ai  certain  hours,  more  cars  passing  up  and  down 
the  bu  a  of  Canal  St.  than  pa>-  up  and  down  Broadway 

in  New  Yi.rk  City  during  the  heaviest  periods  of  the  day,  or  con- 
verge  at   the    Brooklyn    Bridge   at    the    rush    hours.       This   traffic, 

r.  instead  of  converging  on  two  tracks  is  distributed  over 
six  tracks,  all  of  which  arc  placed  1"  the  center  of  the  street  on 
raised  Neutral  Ground.  On  Canal  St.  this  reserved  space  is  paved 
with  asphalt,  but  on  virtually  all  other  street-  and  avenues  it  is 
covered  with  grass  without  paving. 

present  management  of  the  New  Orleans  &  Carrollton  com- 
pany about  three  and  one-half  years  ago,  undertook  the  task  of 
thoroughly  reconstructing  the  property,  and  today  the  track,  rolling 
stock,  overhead  work  and  power  house  equipment  may  be  said  to 
be  up  to  the  condition  of  a  newly  constructed  road. 


rails  and  outside  the  rails  is  filled  in  with  dirt  brought   tlush   with 
ps  of  the  rails.      In  paved   streets  a  93-lb.  girder  rail  is  used. 
All   new   special   work   is   supplied   by   the   Lorain   Steel   Co.       The 
track  is  bonded  with  "Crown"  bonds  under  the  angle  plates. 

POLE  AND  LINE  CONSTRUCTION. 

1  In  location  of  the  double  track  in  the  center  of  the  Neutral 
Ground  gave  rise  to  a  special  design  of  center  pole  double  flexible 
bracket  construction  for  carrying  all  the  overhead  work  for  both 
tracks  as  well  as  railway  feeders,  and  in  places  electric    light  wires. 

The  poles  for  this  purpose  are  extra  heavy  iron  tubular  poles 
32- ft.  long,  made  in  three  sections  with  shrunk  and  swedged  joints. 
Two  types  of  poles  are  used,  one  4'j  in.  in  diameter  at  the  top,  and 
one  5!  ■'<  in.  in  diameter  at  the  top. 

As    in    the    track    construction,    the    saturated    condition    of    the 


a  o  oipot 
0  R.  DEPOT 


MAI-  OK  NEW  ORLEANS.*  CARROLLTOX  STRKET  RAILWAYS. 


Of  the  total  track,  13  miles  arc  laid  with  100-lb.  T-rail,  and  10  miles 
with  75-lb.  girder  rail,  the  rest  of  the  track  being  of  various 
weight  ire  stand  the  largest  portion  of  the  mileage  is  on 

Neutral  Ground  without  paving. 

As  is  generally  known  Xew  Orleans  is  wholly  below  mean  water 

level,    and    tl  1    in    and    about    the    city    is    so    thoroughly 

nated    with    water    that    sub-surface    drainage    is    impossible, 

anil    excavations    made    in    the    streets   almost    immediately    till    with 

It  needs  no  explanation  to  reali/e  that  these  conditions  of 

affairs   introduced  complications  in  track   building.      Various  kinds 


sub-soil  called  for  special  precautions  in  setting  poles.  They  are 
usually  placed  with  from  y' i  to  8  ft.  of  the  base  in  the  ground  and 
each  pole  rests  on  a  cypress  block.  Large  broken  stone  is  tamped 
nd  the  base  and  the  hole  is  then  filled  with  concrete. 
The  double  flexible  brackets  were  designed  by  Ford, Bacon  &  Davis 
and  are  made  by  the  Crcaghead  Engineering  Co.,  of  Cincinnati,  O. 
The  bracket  arm  is  structural  steel  tubing  2j£  in.  outside  diameter 
and  .22-in.  gage,  the  bracket  supporting  rod  being  of  structural 
steel,  t.oo  in.  outside  diameter  and  .20-in.  gage.  All  of  the  dimen- 
sions are  shown  on  the  drawing.     The  feeders  are  carried  on  glass 


July  20.  1902.] 


STREET    RAILWAY    REVIEW. 


381 


/tar  <r  i.£/vs  tw  /*  Gmt/vo  rwr 


DOUBLE  FLEXIBLE  BRACKET  For  IRON  POLES-  MADE  BY  CREAGHEAD  ENGINEERING  CO.  AFTER  DESIGN  OF  FORI),  bacon  &  HAVIS. 


insulators  supported  on  short  cross  arms  at  the  top  of  the   poll 
Overhead  material   was  supplied  by  the  11.   W.  Johns  Co.  and  the 
General   Electric   Co.      The  trolley  wire   is   No.   00,  and   was   fur- 
nished by  the  American  Steel  &  Wire  Co. 

ROLLING  STOCK. 

The  standard  type  of  car  was  adopted  after        ery  1  ireful  consid 
eration  of  the  conditions  on  the  New  Orleans  &  Carrollton   system. 
The  advantages  of  the  long  double  truck  car  for  city  service  were 
of  course  borne  in  mind,  but   in   view  of  the  double  belt  arrange- 
ment that  is  the  distinctive  feature  of  ibis  system,  the  decision  was 


the  cars  to  be  operated.  As  the  arrangement  stands  it  is  now 
possible  to  run  these  short  cars  in  both  directions  up  to  the  loading 
platform  at  the  park  and  start  them  both  way  around  thi  bell 
just  as  fast  as  the  cars  can  be  loaded.  It  is  believed  that  a  short 
car  can  be  filled  in  less  than  half  the  time  that  it  would  take   to 

bring  long  ci the  platform,  till  them  and  yet  them  away.     By 

iii     niiHi  1   cars  the  street  railway  management  is  enabled 

to  assure  the  patrons  (if  the  park  that  they  can  catch  a  car  at  any 
point  on  the  belt  at  very  frequent  intervals,  and  that  they  will 
find  at  the  close  of  the  theatrical  performance  in  the  evening  a  cat 
waiting  for  them  at  the  park  entrance  at  almost  any  moment  they 
may  wish  to  leave.  There  is  a  short  track  at  the  park  for  storing 
cars  in  anticipation  of  a  heavy  homeward  rush,  but  as  a  matter  oi 


- 


vitv.  ■     1 

ar,  having 

n 

id  an  important  bearing  01 


■  ■  1  •■  1  .  1  .  \ 


fact  tin-  continuou    lint   of  1  1 1  the  belt  is 

ii.in  1 1    iii  .1 1  iiniii     wii iimii    undue 

Mi     v  1 1.  Ford, 

1  ,  .  n      hjal    vith  til lard 

rolling  a  frequent   occurrence  to  handli    fi 1 1 

C,ooo  peopli  "in  hall  an  1 

lure  thai  in. iv  .n ike  the  fai  1  thai  the 


STREET    RAILWAY    REVIEW. 


[Vol.  XII,  No.  7- 


c pany  own-  no  open  cars,  but  operate!  the  standard  do 

mm. I.     Ii  would  leem  as  though  an  open  car  would  !»• 

far  south  as  New  Orleans,     A-  a  matter  of 

facl  the  type  "i  cat  adopted,  in  combination  with  the  fast  schedules 

given  0  •!  Dr.. mill  rendered  an  open  car  unnecessary,  and 

in  truth,  undesirable      I  In-  New  Orleans  weather  in  summer  1-  apt 


colon  adopted  are  olive  green  and  white,  ami  it  is  interesting  1.. 
n. .ii-  thai  the  company,  in  re-painting  cars,  has  discontinued  the 
practice  of  surfacing  tin-  rough  stuff.  An. I  ilu-  foundation  work  in 
painting  cars  it  d by  "plastering,"  all  rubbing  being  elim- 
inated,    h  1-  found  that  this  reduces  tin-  cod  ..f  painting  a 

■1.1  or  $i-'.  ami  as  a  matter  "f  fait  tin-  body  colors  an-  found 
1..  retain  their  luster  ami  condition  better  than  with  tin-  older  fash- 
ioned "surfacing." 

I  In-  company  owns  lao  cars,  70  of  which  ■"<■  equipped  with  two 


LADDER  WAGON  IN  USE. 


EMERGENCY  WAGON  LOWERED 


1..  1. 1-  unsettled,  heavy  showers  being  of  frequent  occurrence,  ami 
chilling  winds  arc  often  noticeable  at   tin   close  of  a  summer  day. 

The  closed  car.  with  its  large  windows  ami  low  sash  rail,  give  prac- 
tically all  of  the  comfort  of  an  open  car  when  the  weather  is  fine, 
anil  a  great  deal  more  comfort  than  an  open  car  when  the 
weather  is  inclement 

The  car  finally  adopted  as  standard  has  the  following  principal 
dimensions:  Length  over  all.  30  ft.  X  in.;  length  of  body,  20  ft. 
8  in.;  platform  length.  4  ft.;  length  of  step.  .?  ft.;  width  over  all. 
S  ft.  j  in.;    height  of  body,  g  ft.;    height  of  window  sills  from  floor, 


(..  I  1,000  motors  each.  15  with  one  <  '•.  E.  motor  to  each  cars,  ami 
35  with  one  (I.  !•'.  800  motor  to  each  car. 

The  cars  were  litiilt  by  the  American  Car  Co.  ami  the  St.  Louis 
Car  Co.  i' 

The  truck  adopted  as  standard  is  the  "Lord  Baltimore"  single 
truck,  which  is  giving  entire  satisfaction. 

SPECIAL  UOME-BUII.I    EMERGENCY  WAGON. 

The  company  maintains  .me  hurry-up  repair  wagon,  shown  in  the 
half-tone  engravings.      The  tower  wagon  is  not   intended   for  new 


/.■■-'*•' 


Stcr/o*  /IS 

ft? 


'SArr/\       ._4//tur/a/"'<r 


\j'/ron  ■ 


HOSK  BRIDGE  NEW  ORLEANS  &  CARROLLTON  R.  R. 


width   of  aisle,   20  in.:    width  of  seat,  ,l.i!.-    in.      There  are 

seven   Hale  X   Kill.nru  tch   side  of  the  aisle.       The  double 

sliding  doors  are  ..f  mahogany,  the  ceilings  .>f  maple,  and  the  corner 

ottom  frame  of  white  ...ik.     Exceptionally  good  light  is 

furnished  at  night  by   15  10  c  p.  lamps  in  the  ceiling.     The  uniform 


construction  work,  hut  is  for  repair  work  only.  It  can  he  very 
easily  handled  with  one  horse,  which  is  found  to  be  much  more 
satisfactory  than  two  horses  and  less  expensive  to  the  company. 

As   will  he  seen  the  tower  is  raised  or  lowered  by  a  hand  wind- 
lass,  and   the   tower,   when   at   its   full   height,   permits   the   men   to 


Jl/LY  JO.   IO02.] 


STREET    RAILWAY    REVIEW. 


383 


work  on  the  overhead  line  without  interfering  in  any  way  with  the 
operation  of  cars. 

The  working  platform  i>  supported  at  the  top  of  a  supporting 
piece  that  is  practically  an  extension  ladder  in  two  sections.  A 
second  supporting  piece  goes  to  the  edge  of  the  platform,  as  shown. 
and  serves  as  an  additional  brace.  The  main  supporting  ladder  is 
hinged  to  the  body  of  the  wagon,  and  when  in  the 
elevated  position  most  of  the  weight  of  the  platform 
and  linemen  is  carried  on  two  short  uprights  as 
shown,  the  leverage  being  such  that  when  the  tower 
is  raised  to  its  full  height  it  will  safely  sustain  400 
Hi.  weight  "ii  the  elevated  platform  if  the  wagon  i- 
-landing  level. 

The  elevated  platform  is  rined  with  a  sliding  ex- 
tension foot  piece  which  enables  the  men  to  work 
dose  to  the  wire.  The  platform  1-  mounted  on  a 
turn-table,  and  the  men  can  work  either  from  the 
-ide-  or  ends,  a-  seems  most  convenient,  although 
the  position  shown  in  the  engraving  is  the  one  mosl 
commonly  used.  The  turn  table  1-  self-locking  al 
each  quarter  turn,  and  is  easily  handled  by  one  man. 
The  tower  can  be  raised  from  the  collapsed  position 
to  full  height  ready  for  working  by  one  man  in  50 
seconds.  An  automatic  safety  stop  or  catch  i-  placed 
in-ide  of  the  ladder  as  an  extra  protection  against 
the  tower  falling  in  case  anything  ab.nl  the  wind- 
la--  should  suddenly  give  way. 

\-    the    running   gear   of   the    wagon    is    connected 
very   short   it   can  be  turned  around   in   very  limited 
quarters,  and    it    also   runs   much    more   easily   than    would   a   longer 
geared  vehicle.     The  wagon  is  home  built  and  is  the  design  of  Mr. 
H.  A.  Davis,  superintendent  of  the  company 
HOSE   BRIDGE. 

To  avoid  many  of  the  delays  and  interruptions  to  traffic  when  the 
fire   companies   arc     fori  etch    their    hose    across    the    tracks 

to  fight  fires  occurring  along  the  car  routes,  especially  on  the 
business  streets,  Mr.  II.  V  l);:vi-.  superintendent  of  the  company. 
devised  the  hose  bridge  or  juniper  shown  in  the  working  drawings 
reproduced  on  page  .(8j.  The  bridge  is  made  in  two  pan-  or 
halves,  which  IhiIi  together,  end  to  end.  by  mean-  of  loose  pins 
passing  through   hook   attachments.       \side   from   these   two   divi 

-ion-  all  parts  are  rigidly  joined  together  ami  the  bridge  dor-  nol 
fold  up.      It  is  drawn  to  the  scene  of  tin;  tin    on  ;i   separate  flat  car 


The  two  side  frame-  of  the  bridge  are  formed  of  seasoned  white 
oak.  Riveted  to  the  under  side  of  each  of  these  side  frame-  i-  an 
angle  iron  strap  2' j  in.  wide  by  ',  in.  thick,  having  its.  under  face 
planed  down  to  form  a  perfect  contact  with  the  track  rail,  the 
angle  iron  being  designed  to  ril  any  section  of  rail,  either  T, 
grooved,  or  girder.     To  the  upper  -ide  of  the  frame  is  fastened  a 


INTERIOR  OF  CAR   KARN  SHOWING    ELEVATED  TRACKS. 

i'_.\i  in.  -teel  bar.  upon  which  the  car  wheels  run  when  a  car  is 
running  over  the  bridge.  The  loose  pin-  for  coupling  the  two  part- 
together  are  chained  to  the  side  frames  and  cannot  be  lost. 

As  shown  in  the  drawing  the  bridge  is  22  ft.  over  all  and  has  a 
total  rise  at  the  center  of  0  in.,  the  oak  timbers  of  the  side  frames 
being  tapered  toward  tin-  ends  lo  give  an  easy  and  gradual  incline. 
The  opening  at  the  center  for  the  hose  is  [2  in.  As  the  cars  of  the 
Carrolhon  company  run  over  certain  street-  that  are  occupied  by  a 
company  operating  wide  gage,  the  bridge  is  provided  with  a  third 
side-frame,  designed  to  be  placed  on  the  third  or  wide  gage  rail,  so 

that  the  car-  of  both  companies  can  pa--  over  the  bo-e  line. 

CAF   HOUSE  SHOPS  AND  SHOP  PRACTICE 
In  laying  out   the  company's  present  car  shed  and  shop-  the   same 
attention    to   details   and    systematic   consideration    of    the    desired 


PAIN1     Room 


VK\I  V  I  IK  I.    RO..M 


d  lo  .,  motor  c  ar,  and  two  m>  n  .  ,,n  pl.i.  •    11  in  position  in  three 

minute*.     Although  the  device  might   be  handled  somewhat   more 

[old,  11  is  believed  iti 

would  I*-  greatly  impaired,  it   would  tmke  longer  to  lay 
in  pla  general  usefulness  would  be  reduced. 


end    in  v  iew  are  noticeable  thai  an   in  t\  idi  111 1   in  all  a 

■  i   lb.    1  ompan)        1  bi    Intel  relation   ol   the   variou 
departn  md  the 

work  done  icJ  to  give  the  b 

Cars  and   ■  .11    pai  through   thi      hop 


384 


STREET    RAILWAY    REVIEW. 


[Vol.  XII.  No.  7. 


time,  and  all  eon 
it   < in.    point    where   the   assembling   and   final   inspection   ii 
Careful    records    an  tail    of    the    work, 

largely  liy  the  IMC  <■!  11 

from    foi  tments,    the    matter    mechanic    is 

enabled  to  arrange  tbe  work  and   his   working  force  to  secure  the 
best  result';  I  principle  on  which  tbe  work  is  carried  out 


EX  rBRIOB  OF  car  SHED  AND  3BOPS. 

1-  expressed  in  the  maxim  "inspection  is  cheaper  than  repair."     To 

thi*   end   the   condition   of   the   cars   and   every   part   of   all   cars   is 
ed,  first  by  a  system  of  car  mileage  records  and  then  by  actual 
inspection. 

When  an  armature,  bearing,  wheel  or  other  part   is  placed  on  a 
record    is    made   of   the   part    number   and   the   car    number. 


n    practically    eliminati  ICC    of    cars    being    disabled 

on  the  road  through  "dropped"  tx  burned  OUl  armatures. 

This   "watching"   is   accomplished    in    the    following    way:      The 

.■<■    for    every    car    is    made    up    each    day    in    the    accounting 

department  from  the  trip  sheets,  by  multiplying  the  number  of  trips 

h  car  on  each  line  by  the  length  of  the  line.      Prom 


WHEEL   REMOVING  APPARATI  S, 

figures  calculations  per  car-mile,  and  per  car-hour  are  made. 
After  the  auditor  has  obtained  such  data  as  he  desires   from  the 
car-mileage  sheet  the  latter  goes  to  the  master  mechanic  for  watch 
ing  the  car  parts  and  equipment.      Every  six  months  the  sheets  are 
returned  to  the  accounting  department  and  d   filed  away 

as  records  in  the  accounting  department.      The  tol 


(PAGE  KRoM  BOOK  FOR  RECORD  OF  MILEAGE  OF  CARS  AND  PARTS 

Cost  of  Bodv 

Car   N() "      •'    Truck  

"    Equipment. 


Date 


Kimiirlil       Futl. 


Body 


Truck 


Elec.  Equipment 


Life 


Total  Mileage 


Particulars 


iPape  12  inches  wide.' 


u    mileage   made   by   this   car   is   then   watched    with   special 

part,  and   when   the   mileage  approaches  a  pre- 

mined    figure   the   car    is   called    into    the    barn    for   the   express 

purpose  "i  examining   that   part.       If   the  part    in  question   is  found 

to  be  in  condition  for  still  further  new  mileage 

limit  which,  in  the  judgment  of  thi  the  part  from  its  condi- 


are,  of  course,  added  to  the  previous  record,  so  that  the  clerk  in 
the  master  mechanic's  office  has  on  his  desk  a  list  of  cars  with  the 
mileage  each  has  made  up  to'  date.  This  is  compared  every  day 
with  the  records  showing  the  date  on  which  each  part  was  put  in 
service,  and  the  prescribed  mileage  for  each  individual  pan.  For 
instance,  suppose  that  a  set  of  bearings  were  put  in  car  No.   10  on 


DAILY    REPORT    OP    GAR    MIIvBAQE. 




Car 



1   wi  1  ■-.. 

CAR    lVlIX^Ke*. 

-No. 

St.  Ch»». 
Avt. 

Bell 

Uai 

JftCkaOD 
Ave. 

N'spol'u 
Avo. 

CUI1. 
Ave. 

St.  Charles 

AVer. 

Unit  Line  ' 

Jftrkaon 

Avfniio 

Napoleon 
Avenne- 

CUiborne 
Avenue 

TOTAL  TO  DATE 

76 

77 

1 

* 

FiiRM   FILLED  OCT   IN   A  I    DITOR'S  OFFICE  AND  SENT  TO  "MASTER   MECHANIC. 


tii  m  1 'light  to  go,  and  the  car  is  again  put  in  service.  When  the 
new  mileage  limit  is  approached  the  car  is  again  called  in  and  tin- 
part  either  1  given  a  m  liarts  requir- 
ing most  attention  in  this  way  are.  of  course,  bearings  and  arma- 
ilthough  trolley  wheels,  car  wheels.  arc  included 
in   the   same  systematic   "watching."      It    will    be   evident   that   this 


July  1st,  and  their  life  was  estimated  at  15.000  miles.  When  car 
No.  10  is  shown  by  the  sheet  on  the  clerk's  desk  to  have  run 
nearly  15,000  miles  from  July  1st,  the  clerk  fills  out  a  small  notice 
on  the  foreman  of  the  repair  shops  that  the  bearings  in  qu 
will  need  attention  on  or  before  a  certain  date.  At  the  first  oppor- 
tunity the  car  is  called  in  and  the  bearings  inspected.      If  in   the 


July  20,  1902.] 


STREET    RAILWAY    REVIEW. 


385 


opinion  of  the  inspector  they  will  go  5.000  miles  additional  they 
remain  in  the  car,  a  new  record  is  made,  and  as  the  new  5,000  mark 
is  approached  a  new  notice  is  written  by  the  clerk  and  served  on 
the  foreman,  who  again  inspects  the  bearings  at  the  first  opportunity 
and  either  replaces  them  or  gives  them  a  new  lease  of  life.  All  this, 
it  will  be  understood,  is  done  irrespective  of  the  fact  that  tin  bear 
ing  are  giving  no  trouble  whatever. 

The   estimated    length   of   life   for   the   parts   are   determined   by 
previous  aces.        In    practice,    chilled    car    wheels    are    esti- 

mated to  run  50.000  miles.  "Kalamazoo"  trolley  wheels  13.000  mile-. 


confounded  with  the  storekeeper's  card  index,  which  is  kept  at 
the  general  office  and  is  always  taken  as  the  official  record  of 
stock. 

A  somewhat  unique  feature  in  this  plant  is  thai  there  are  no  pits 
whatever  in  the  car  barn  or  shops,  due  to  the  fact,  as  alread) 
pointed  out,  that  excavations  made  anywhere  in  the  soil  in  or 
about  New  Orleans  quickly  fills  with  seepage  water.  The  office 
of  pits  is  therefore  taken  by  elevated  tracks.  In  the  main  cat 
barn  are  seven  tracks  for  the  storage  of  extra  cars,  two  of  these 
being  on  an  incline  forming  elevated  tracks  at  the  rear  of  the  bam 


WHEEL  CHANGING  hi  vn  1 


tiions  150,000  miles,  gears  250,000  miles,  G.  E.  800  bearings 
15,000  miles,  G.  E.  1,000  bearings  20,000  miles.  A  car  after  making 
45.000  miles  is  called  in  to  be  rcvarnished,  and  after  180,000  is  re- 
painted. The  accounting  department  reports  to  the  master  me- 
chanic the  car  mileage  each  day  on  the  blank  shown  herewith  as 
"A  Daily  Report  of  Car  Mileage." 

parlurc   from  the  usual  custom  is  the  fact  that   the  general 

has    his    office    in    the    main    downtown    offices    of    the 

lom  actually  visits  the  storeroom,  which  is  at  the 


for  truck  and  Othei  repair  Work  requiring  the  men  to  work  under 
the  cars.  The  inclined  approach  to  the  working  part  of  the  ele- 
vated tracks  is  about  80  ft.  long  and  the  total  elevation  is  about  .^  ft. 

o  mi.  from  the  tl '  to  the  top  of  the  rail,  the  actual  working  portion 

of   the   track,   of  course,   being    level.       Each    of    the    three    ele\  ited 

trad     1    .hi.. 1.  nli   t  device  for  lifting  and  removing  armatures 

mil  othei  motor  parts.  This  comprises  entially  a  platform  01 
table  mounted  on  four  wheels  which  run  on  a  narrow  gage  tracl  on 
tin    1  11    iuiii    H ',      The   narrow   gage   trail,    pa     1      "in    into   the 


/?£S  Tro/f  Ca/t  Boo  k 


['CoA'carrry 


0 


hl.l    lll.s   oh    I   SU    MlilS'l  . 


m  of  blanl 

ding  of 

the  nu 

10   the 

1  hand  and 
rchavnK 

■ 

not     bC 


main   rep    1     hop    0  thai    in   armi 01    motoi    maj    bi    dropp  tl 

loan  the  cat   onto  1I1.    1  i   ..iii    mi..   1I1.      hi  i>       I  '■  1 11'  1 

nently  1  cb  of  the  elevated  I 

a  hydraulic  lifting  ja<  1.  h  hit  1 1  in  th<   1  <\ n    il  d 

in. ill    in.-',  II: 

top  of  tin    tabli  1     upon  1 1 

hi  ad       I  In    lop  of  ill.    i.ii.i.    is  detacl  the  jack  i 

'  1       tck  cylindi 
'in.       \\  hi  "  ili.    iai  1    1. .  d  so  a 

10   1,1  ing   th'-   platfot in    iii  1  ii    tii.    motor    1 


386 


STREET    RAILWAY    REVIEW. 


[Vol.  XII,  No.  7. 


slackened  ••(>  and  the  jack  1-  lowered  until  the  top  ol  the  table  recti 
in  plan  "ii  tin   moving  frame      I  In-  frame  carrying  the  mot 
ilun  he  pushed  "in  from  over  the  jack  to  the  overhead  cranes  .mil 
tin   motor  "r  Mini. . 1  parts  can  In-  taken  to  the  various  tooll  in  the 
shop.      I  In'  moving  platform  with  its  detachable  top,  it  tabh 


the  end  potts.  Inn  tiny  an  1. uli  provided  with  a  leg  having 
at  it-,  lower  it"!  a  small  wheal,  It  will  he  seen  thai  the  utimlioit  it 
to  iir-i  mil  tin-  car  up  onto  these  trada  and  the  weight  i-  then 
taken  "fT  the  track  railt  by  meani  of  two  cotton  screvi  jacks  on  tin 
end  post*     Winn  tin  weight  of  the  im  ii  all  on  the  screw  jacks 


/J~opr#£C  Tot/rr 


3/£>s  £l  c  va  t/o/v 


/mv  A*# 


Pl-SIA' 


£a/0   £i.£MT/OSS 
TRUCK  FOR  HANDLING   MOTORS. 


may  be  called,  is  illustrated  in  the  working  drawings  herewith, 
As  may  be  seen  the  track  has  four  wheels  but  only  one  axle,  which 
permits  jl  to  pass  over  the  jack  in  the  manner  shown.     A  -mall  -tup 

i-  placed  "ii  the  rail  -"  a-  Ui  bring  the  truck  in  exact  position  "\cr 
the  jack.      The  jack  1-  "l'  the  Watson-Stillman  type  with  4  ft.  lift  anil 


the  hydraulic  jack  in  the  center  "f  the  track  i-  raised  until  the  axle 
rests  m  the  axle  cradle,  on  the  jack.  The  two  stringers  carrying 
the  track  rails  are  then  swung  outwardly  and  the  jack  is  low- 
ered, carrying  with  it  the  pair  of  wheel-  to  he  removed.  The  wheel- 
are  then  turned  at   right   angle-  to  their  natural  position  and   rolled 


Lot  No.. 


Article. 


NEW  ORLEANS  &  CARROLLTON  RAILROAD,  LIGHT  &  POWER  CO.        Minimum  Stoc 

•K 

KICCIIHII      Of      MATMKIAI.      ISSUED 

TOTAL 

1 

2 

J 

4 

S 

6 

7 

8 

9 

10 

11 

12 

13 

14 

IS 

16 

17 

18 

19 

20 

21 

22 

23 

24 

25 

26 

27 

28 

29 

30 

31 

January 

February 

STOCK  RECORD  (ORIGINAL  KXX4V,  1N.I 


1-   set   in  a   5 -in.  pipe  capped   at    the  bottom   which   in   turn   is   set    in 
concrete  in  the  Hoor, 

There  i-  a  third  set  of  elevated  track-  which  1-  used  principally 
for  removing  axles  and  wheel-  and  truck  part-.  This  device  i- 
also   shown   in  the   half  tone   and   line  drawings  accompanying  this 


down    the    small    incline    onto    the   car    ham    floor,    where    they    may 
he  rolled  or  carried  by  cranes  to  the  tools  as  desired. 

The  room  in  which  these  elevated  tracks  are  located  1-  known  as 
the  pit  -Imp.  and  1-  a  -teel  and  galvanized  structure  82X212  ft.  In 
tin-  room  is  a  40-h.  p.  economic  boiler  for  steam  heating  the  entire 


Foum  356.    Jn-12  01. 

Lot  No 


Article. 


NEW  ORLEANS  &  CARROLLTON  RAILROAD,  LIGHT  &  POWER  CO.        Minimum  Stock 


On  hand 

last  day 

of 

previous 
month 

Due  on 

Requisi- 
tion 

1 

Received 

by 
Requisi- 
tion 

. , 

Received 

by 
Transfer 

TOTAL 

Amount 
Issued 

Remain- 
ing 
on  hand 

REMARKS 

1 . 

January 

February 

REVERSE  SIDK  OF  STOCK   RECORD. 


article.       It    consists   of   .111   ordinary    hydraulic   jack    set    in    the    car 

room   il""r  having  attached  to  the  upper  end  of  the  piston  a  cradle 

•  iving  the  car  wheel  axle.       The  jack  i-  set   to  ft.  from  the  end 

elevated   track-.      The    !2xi2-in.    timbers    which   carry   tin 

rail-  "i  the  1  ick  are  cut   at   thi  fitted   with 

iteel  hinges  each.      The  inside  hinge  has  a  removable  pin 

and   acts   as   a   fish   plate    when   closed.       Normally   these   stringers 


shops.  There  are  a  wheel  pre--,  emery  wheel  and  drill  press  ope- 
rated by  independent  motor-.  There  i-  also  located  here  an  air 
compressing  plant  for  compressing  the  air  used  in  air  hoists  and  for 
general  cleaning  purpose-.  Air  is  put  under  pressure  hv  means  of  a 
I'edrick  &  Aver  compound  compressor  having  a  capacity  of  about 
150  en.  ft.  of  free  air  per  minute  and  driven  by  a  shunt  wound  motor 
taking  current  from  the  line.      The  air  is  stored  in  a  steel  circular 


July  20.  190a.] 


STREET    RAILWAY    REVIEW. 


387 


COST  OF  POWER  IN   NEW  ORLEANS. 

POWER  HOUSE  No.  2.  -ELYSIAN  FIELDS  STREET 


1100. 
S«pi. 

( 'ol.  . 

N..T.. 
iTC... 

1101. 
Jan... 
Feb.. 
Mar... 
Apr.. . 

Jane. 
Jolj.. 
Aug  ■ 
Total. 


Labor 

Coal« 

E.  Oil 

Cj.  Oil 

IVaHf 

Packing 

1  707  4«i 

J1591  84 

$  51  48 

$  56  33 

$  20  W 

$  28  04 

753  70 

■an  u 

41  85 

52  36 

21  84 

13  27 

744  60 

1SS0  47 

46  t>5 

60  20 

32  04 

7  87 

721  80 

1974  88 

24  30 

34  42 

15  78 

•17  44 

17J0  48 

39  00 

31  36 

20  44 

5  00 

830  75 

1441  06 

26  4.' 

:.7  38 

26  55 

2  80 

410  83 

1924  00 

29  85 

33  04 

25  03 

850  55 

1946  24 

35  17 

41  30 

17  54 

(30  95 

2142  81 

37  32 

51  67 

22  94 

7  02 

814  46 

2246  00 

68  41 

71  86 

20  68 

18  m 

923  80 

2014  39 

20  52 

58  30 

15  44 

975  •> 

1840  11 

34  28 

4=5  7; 

t.2  27 

25  26 

2..'   15 

?'*!    4'. 

-2  68 

(i«neral    —       Supplies .    Average 

Rnpp  ies   Engine     Electrical   Employes 


$  89  14 
41  70 
84  61 
53  20 

122  73 
82  57 
233  71 
115  38 
198  66 
138  60 
183  77 
143  46 


14.48  03 


»  3  00 
8  44 
16  64 


3  65 
6  50 
29  31 

3  30 

36  75 
276  10 
185  00 


«t.8  61 


$  15  85 


16  50 
20  89 
4  49 
1  16 


54  39 


15 
14 
15 

16 

13 

15 

14 

14 


Total 

(.'"St 

Coat 

per  hw.  h. 

12.563  84 

$  .89 

2,782  28 

88 

2. MS  "8 

.92 

2,824  38 

.88 

2,820  65 

1.00 

2,954  01 

43 

3,185  77 

.96 

3,006  18 

.94 

3,311  17 

.91 

3,486  83 

.94 

3,497  86 

.88 

3,267  74 

.79 

36  548  79 

At.  .90 

Tola  I 
kw.  ta, 


287.840 
314,6  0 
309,300 
321,960 

282.110 
314,480 
331,120 
319,790 
361.846 
370.148 
394,040 
411,028 


4,018.782 


POWER  DOUSE  No.  1.  NAPOLEON  AVENUE. 


Lb.  of 
Coal 


994.900 

1,155.700 
1,184,600 
1,234,300 

1,050,800 
1,198,870 
1,242.600 
1.216,400 
1,326,000 
1,373,1(10 
1,450.000 
1,428.130 


14,856,200 


1 "' 

•apt 

5  S07  10  J1714  03 

J  32  45 

t  45  08 

$     9  99 

$    4  31 

*    310 

$    8  88 

f  2.625  04 

$  1  02 

257,185 

1,023.305 

Oct. 

767  60    1904  14 

27  79 

3o  M 

10  79 

6  38 

3  60 

15  13 

$  4  88 

2.778  36 

1  08 

256.504 

1.136,800 

Nor.. 

707  60    1831  04 

18  OS 

32  08 

9  05 

15  74 

4  81 

36  57 

12 

2,654  47 

1  10 

222,560 

1,043,172 

Dec.... 

1901. 

Jan 

716  45 

1866  22 

13  09 

29  69 

10  17 

48  65 

15 

1,684  27 

1  15 

231,625 

1,114,160 

718  50 

1818  56 

17  63 

28  20 

9  95 

8  85 

S  82 

55  96 

30  78 

13 

2,694  25 

1  12 

238,855 

1,085,710 

Feb  ... 

•13  55 

1611  20 

13  81 

24  08 

10  59 

7  99 

4  92 

101  25 

16 

2,587  39 

1  11 

232,600 

952,385 

Mar.... 

Mt  ... 

1788  93 

21  00 

26  74 

13  45 

31  77 

6  42 

12 

2,594  31 

1  04 

248,585 

1,071,770 

Apr.. 

706  65 

1782  65 

16  80 

18  48 

10  10 

3  50 

28  38 

13 

2,565  56 

1  05 

242,325 

1,064,270 

Mar. 

705  19 

1774  74 

21  63 

25  49 

12  49 

10  90 

2  46 

50  56 

175  55 

12 

2,779  06 

1  09 

253,870 

1,049,040 

Joor. 

6X8  34 

1690  SI 

19  29 

21  31 

12  18 

11  99 

8  27 

105  65 

15  80 

S  345  17 

12 

2.918  51 

1  20 

2X5,645 

1,029,450 

JlllT.     . 

719  68 

1692  54 

21  95 

23  55 

14  47 

166  43 

3  35 

27  11 

12 

2,669  08 

1  20 

212.380 

1,031,250 

>■■ 

708  54 

1809  36 

17  68 
241  20 

25  47 

338  75 

12  1" 
135  3.1 

15  50 
85  16 

33  08 

157  39 
806  62 

19  03 

255  78 

12 

2.765  57 

1  35 

203,515 

1,101,230 

Total 

.-4  M 

;1283  17 

372  28 

32.316  37 

Av.l  13 

2.835.6M 

12,752,592 

•  Corn  of  coal  per  too  at  Power  House  No.  1,  $3.20;  at  Power  Boole  No.  2,  $2.25. 


lank  4  ft.  in  diameter  by  .24  It.  high,  having  a  capacity  of  about  360 
cti.  ft.  of  air.  which  is  stored  under  100-lb.  pressure.  By  the  use  of 
suitable  nozzles  the  air  is  used  for  cleaning  the  Moor  of  the  shops, 
fl>r  cleaning  out  cars,  cushions,  curtains,  seats,  etc.,  and  for  blowing 
out  electrical  equipments.  There  is  also  in  this  same  shop  a  por- 
tion devoted  to  blacksmithing  work,  where  are  located  two  soft  coal 
forges  with  telescoping  hoods,  one  small  Bradley  coke  forge  for  bab- 
bitting bearings  and  one  Bradley  coke  forge  14  ft.  long  for  long 
heal  -. 

The  paint   -hop  is  36x202  It.  and  contains  two  Hacks   with  a   total 
capacity  ol  10  car-.      The  room  is  lighted  from  large,  high  windows. 

and  as  the  walls  are  covered  with 
white  water  paint  the  light  is  mi 
usually  good,  a  fact  that  is  reflect- 
ed in  the  high  grade  work  turned 
out  by  the  painters  in  this  sin, p. 
Another  detail  that  lias  given  very 
ati  fai  i"i  y  results  is  the  boxing 
in  of  the  heating  pipe-.  This 
room   is   heated   by   low   pressure 

-team    carried     in     coils    of     pipes 

placed  around  the  walls  near  the 
floor      By    boxing    these    in    and 

forming    something    of    the    nature 

of  a  wooden  conduil  open  top  and 
bottom,  the  air  i-  given  a  circula 

lion   that    i-   found   not    only   to  give 

a  more  even  temperature,  but  also 

much   drier  .in.      I  he  air  enti  i 
the  bottom  of   ill'    i"     and   the 
out  at   the  top 
with  a  slight   impetus  which  cai 
ries  ii  directly  upward  along  the 

walls     from     which     il      gradually 
I  ii r ii-  and  ■  ui  i i  into  the  cen- 
ts* of                             rji  lance  abovi    the  floor.     Befon    thi     team 

aj  the  air  was  fri  ■  to  di    ipi ill  di 

mi  without  arrj  definite  circulation,  ["he  movement 
enough  to  cause  a  draft,  bm  just  sufficient  to 
banged  and  in  good  condition.     Ai  will  be 

the   pain)    room    i-   long   and   narrow,  and   n    i-   the   practict 
when  i  varnishing  mr-  to  divide  the  immediate 

in   win  r,    located   into   practicall)    •■    room   bj    itsell    b) 

diop  curtains,  which  «ill  be  seen  in  one  of 
lied  up  near  ibr  top  of  ill.    room.      rhese  cui 
taifia  keep  out  all  draft     pr .  . ■  t.<    iidden  changt    of  temperature  in 
the  room,  keep  out  du-i  and  render  the  air  dry. 


The  scaffolding  for  painting  cars  is  supported  by  brackets  em- 
bedded in  a  line  between  the  tracks.  These  brackets  are  made  of 
boiler  tube  set  in  concrete,  the  brackets  for  carrying  the  board 
forming  the  scaffold  projecting  out    from   the  pipe  stand  about    i   fl. 


M  I  H>  VI  a<  K 


A.  11.  FOR  II, 
Lately  GMara]  Manager  New  Orleans  A  C'ariolllon  Conip.iin 

K  in.  This  bracket  is  free  o>  swing  on  the  -laud  and  can  be 
raised  or  lowered,  li  is  held  in  place  by  pins  lilting  in  holes 
directly  over  the  stand.  The  paint  room  is.  ot  course,  supplied 
wiili  lockers  for  the  use  of  the  men.  The  varnishing  is  done  in  a 
eparate  room  30  ft  by  60  ft.,  where  all  -ash,  door-,  etc.,  are  taken 

to  be  finished      It  1-  the  pra here  when  sash  art    to  bi    revai 

nished.  not  to  scrape  or  -and  paper  the  old  varnish  off,  bin   use  a 
solvent  made  b)   the  Eureka  Solvent  Co.,  ol  Chicago.      I'hi 
pound  eai-  the  varnish  and  not  the  paint,  and  if  any  happens  to  be 
left  on  11  hat  dens  and  go  es  no  tn  iuble, 

P<  i\\  ER  1.1  m  K  \  1  [1  IN. 

1  in   Mew  Orleans  fl  Carrolltot pany  owns  foui  powet  hou  1 

two  '  '■'  1"  Ively    fot    electrii    lighting     ervici    and   two   1    clu     •  1 
ilwaj     'i   ici       Both  of  thi     treel  railwaj     tat  ion    an 

equipped   with   comparatively   1 bin   direel    current    railway    units 

ot  conventional  de  ign,  and  both  are    howing  a  remarkabli    degrei 

' .I   -iir  iem  killowatl    bom    costing  .it   the  bu     bat    li    | 

1.1' No.  1.  1. 13  cent  .  and  al  1 1    tat No    nta,  the  ■ 

figures,  however,  not   including  co  intaining  apparatu 


STREET    RAILWAY    REVIEW. 


[Vol.  XII,  No.  7. 


buildings.      The   d  'lying   this   article 

plants,     In  tl 

has  tin  materially  redui  I   with  the  figure! 

I'm  I"  in  th 
Railway   pi 

advant  [  heavy  load 

tanden  16  and  33  in.  by  48  in.,  run 

ning  72  r.  p,  in.,  each  il  Electric  1 

air  pump,   12x14x1(1  in.,  made  1>>   the   Buffalo  Steam   Pump 

pound  condensing 
|8  in.,  runnii  m.,  belted  ti 

iiric  railwa  I  to  Worthington 


H.   A.   HAV1S, 

Axting  Manager  Railroad  Department, 

independent  jet  condenser  and  duplex  air  pump  7,'jXioxio!4  in. 
Condensing  water  is  supplied  by  one  Blake  single  acting  pump. 
14x16x24  in.,  one  Blake  duplex  compound  pump.  10x16x10'  ixiS  in., 
and  one  Smedley  single  acting  pump  10x12x26  in  is  also 

one  small  air  pump  for  cleaning  apparatus  by  1  air. 

Steam  is  generated  in  four  150-h.  p.  Babcock  &  Wilcox  «rati 

boilers  with  Hawley  down  draft  furnaces,  and  two  225-h.  p    Bal 

&  Wilcox  boilers  with  ordinary  fire  grate  furnaces.      I 
supplied  through  three  Worthington  duplex  outside  packed   boiler 
feed   pumps,   7^x4^x10   in.,   and   one    Knowles    single   acting   well 
in.     There  arc  two  Smith  &   \  tli   open  feed  water 
heaters. 

Railway  power  station  No.  2  is  located  at  Elysian  Field  St  near 
ilic  ri\cr  and  some  litii  ,  ircle. 

It  contains  the  following  units:  Two  450-h.  p.  Reynolds-Corliss 
tandem-compound,  condensing  engines,  10  and  32  by  42  in.,  running 
too  r.  p.  in.,  each  direi  ed   to  a  300-kw.   Crucial    Electric 

railway  generator,  with  ndent  jet  condensers  and  air 

pump  8x12x20  in.,  with  Reym  ai  ;   one  1.275  h.  p. 

1 1  50  by 
48  in.,  running  80  r.  p.  in.,  direct  to  an  850-kw.  Gi 

Electric   generator,    with    Reynolds    jet  -    and    air    pump. 

,?2  in.,  with   Reynolds-Corliss  valve  •. 

The  boiler  equipment  Edgemooi 

tube  boilers  with  Haw!  draft   furnai  |.    ft   gra'tt 

surface),  and  two  450-h.  p.   Edgemoor  boilers  with  Hawley  furnace 
(60  sq.  ft.  lower  grate  surface).       There  are  two  700-h.  p.  \\ 
feed  water  heati 

Formerly  the   f(  the  8-in.  artesian   well, 

which    is   850   feet    deep  but    re- 

cently   the    airaiigemei 

is  raised  from  the  well  by  a  which  arrangement  has 

proven   eminently    satisfactory   and    nearly   twice   as   economii 
am  pump. 

The  change  was  made  by  lowering  into  tiic  ».....,  ....  pipe  co  a 


depth  of  260  ft.      Inside  of  th  ed  I  I'<l-in.  pipe  which 

into  the  4-in.  pipe  at  a  depth  of  161  ft. 
It    will   be  understood   this  air   rising  to  the  surface  lid 
with    it.       The   mo  into   a    1 2.000-gallon    storage    tank 

supported   at   an   elevation  of  25   ft.,  the   water   flowing  to  ti  • 
water  heaters  by  gravity. 

The  compressed  air  for  this  service  is  furnished  either  by  a 
inghousc    large    air    compressor    or    a    Btyll     "It"    straight    line    air 
sor  with  radial  air  valves.     These  compressors  also  furnish 
air  for  cleaning  purposes  in  the  station,  and  either  one  may  1 
to  the  artesian   well  as  desired      The  air  compressoi 
driven   by   steam   and   their   exhaust    sti  to   the   feed   water 

It  is  found  it  takes  about  65-lb.  pressure  of  air  1 
the  water  from  the  well  and  45  lb.  to  maintain  the  flow. 

i    and    wages    paid    per    month 

Power  house  No.   1:      One  chief  engineer  at  $125;    one  assistant 
engineer  at  $85;  three  oilers  at  $50  each;  three  firemen  at  $55  each; 
al  passers  at  $45  each;    one  boiler  cleaner  at  $45;    one  helper 
at  $45. 

'.  2:     One  chief  engineer  at  $125;    one  assistant 
engineer  at  $85;    one  assistant  engineer  ami  oiler  at  $60:    two  oiler- 
.11  $53  each;    two  coal  passers  at  $45  each;    two  helpers  at  $50  each; 
?30. 
The  foregoing  was  the  scale  in  force  for  the  period  corrc 
ing  to  that  covered  by  the  data  given  in  the  table,  when  coal   was 
burned  as  fuel.      Since  oil   fuel  has  been  substituted  the  scr>. 
four  coal  passers  and  two  firemen  have  with. 

PERSONNEL. 

The  officers  of  the  New  Orleans  &  Carrollton  Railroad.  Light  & 
Power  Co.  are:  President,  J.  K.  Newman;  vice-president.  Joseph 
H.  De  Grange;  assistant  secretary  and  auditor.  W,  B.  Brock  way; 
general  manager,  A.  II.  Ford:  superintendent  of  equipment,  II.  A. 
Davis;  master  mechanic,  E.  W.  1  Idler.  All  the  recent  engineering 
work  has  been  carried  out  under  the  n  of  Ford.  Bacon 
&  Davis,  of  New  York  and  New  Orleans.  Since  the  foregoing  was 
written  Mr.  A.  H.  Ford  has  resigned  as  general  manager  to 
the  office  of  Isidore  Newman  &•  Co..  New  Orleans,  and  Mr.  H.  A. 
ippointed  acting  manager  of  the  railroad  depart- 
ment.                                                                 


STREET  RAILWAY  ACCOUNT-ANTS'   REPORT. 



Secretary  Brockway.  of  the  Street  Railway  AccrfurrftufS'  Associa- 
America,  has  issued  undi  I  official 

report  of  the  organization  meeting  of  the   Vsscgcjation,  held  in  Cleve- 
land,   Mar.  23-24,   1807.      The  publication  of  this  reportiwhich   was 
only   recently   authorized   by  the   association,   will    be   welcomed   by 
the  membership,  as  it  completes  the  .file  of  the  association's  proceed- 
ed the  full  discussion  on  the  papers  presented  in  March.  1897. 
is   for  the  first   time  made  available  to  members.      The  book   com 
and   has  as  a   frontispiece   a   half-tone   portrait    of 
the  late  Morris  W.  Hall,  secretary  of  the  Camden  iX.  J.)  &  Sub- 
Railway   Co.,   who   served  organization 
meeting. 

ces  the  reporl  with  the  following 
1. hi  :" 

verbatim    report   of   the    meeting   at    which   this    Assoc! 

irganized    ha?    never    before    been    published    ill    l>ook    form. 

\  synopsis  of  thi  gs  was  printed  in  the  April  15th,  1807, 

1  the  'Street  Railway  Review.'  which  paper  was  instrumental 

in  the  calling  of  the  meeting,   formulating  the  program  and  making 

the  arrangements  necessary  for  such  a  gathering, 

been  many  requests  for  the  publication  of  thi 
plete  report   in  a  form  to  correspond  with  thi  annually,  so 

that  a   set   of  the   reports   will   contain  a   history   ,,f  the  association, 
and  it  is  in  response  to  these  that  the  issue  is  now  made. 

"The  publication   is  made  possible  by  the  courtesy  of  the 
Railway  Review.'  which  furnished  the  minutes  of  its  stenographer. 
□   of  the  first   thi  is   and  hopi 

led  in  the  following  page*  with  what  has  been  accomplished 
in  ti\c  year*  will  serve  to  encouraj  ssociation,  a*  well  as  be 

iuig  history  lo  those  mi 

iddcd  their  zeal  and  strength  to  the  effort  toward  accomplish- 
ing something  for  the  common  gi 


July  20,  1902.] 


STREET    RAILWAY    REVIEW. 


389 


Accounting  Department  of  the  New  Orleans  &  Carrollton  Railroad,  Light 

&  Power  Co, 


Requisitions  and    Records  of  Stores — Material  Card   for   General   Storekeeper  —  System  of  Classification  for 

Securing  Accurate  Costs  on  Small  Items — Use  of  Trip  Sheets — Forms   of   Register  Report — 

Combined    Pay  Roll   and  Time  Sheet  —  Organization  of  the  Department  — 

Auditor's   Monthly  Report. 


Mr.  W.  B.  Brockway.  who  is  widely  known  through  his  promi- 
nent identification  with  the  work  of  the  Accountant's  Association, 
holds  the  office  of  assistant  secretary  and  auditor  of  the  New 
Orleans  &  Carrollton  company.  Mr.  Brockway  has  courteously 
placed  at   our   disposal   for  publication  a   number  of  his  blanks  and 


i.F.NI.RAL,  VIEW  ACCOUNTING  DEPARTMENT, 

labor-saving  met!  novel  and  are  original 

with  him. 

•his  road,   1  the   usual  the   general    store- 

keeper has  his  office  in  the  accounting  department  under  the  general 
HipervUion    of   the   auditor,   and   does   all    his   stock    recording   and 
Titing  through  a  system  of  well  devised  blanks. 


received  the  purchasing  agent  checks  the  bill  with  the  purchasing 
order,  and  if  the  prices  and  other  data  agree  he  sends  the  duplicate 
purchasing  order  with  the  bill  to  the  general  storekeeper  in  the 
accounting  department.  In  the  meantime  the  goods  have  been 
received  and  the  employe  receiving  the  goods  has  made  out  a 
blank  (form  307),  this  employe  having  no  informs 
tion  whatever  as  to  the  quantity  ordered  or  the  price 
to  be  paid.  This  blank  or  receipt  goes  to  the  general 
storekeeper  who  compares  it  with  the  duplicate  pur- 
chasing order  and  the  bill,  already  in  his  possi 
and  if  O.  K.,  all  three  forms  go  to  the  general  mana 
ger  for  approval. 

If  they  are  approved  by  the  manager  the  blanks 
and  bill  are  returned  to  the  general  storekeeper, 
who  at  the  end  of  each  month  prepares  from  them 
vouchers  for  material  purchased  during  the 
month. 

In  genera]  storekeeper  keeps  his  record  of  stock 
on  cards  lure  shown  as  "General  Storekeeper's 
Material  Card."  I  here  is,  of  course,  a  separate  card 
for  each  item  of  material.  Goods  received  into  stuns 
are  entered  in  the  column  at  the  left,  and  notation  ol 

g Is  delivered  oul  of  stores  is  made  in  the  square 

spaces  at  the  right.  As  is  apparent  there  w  a  squan 
f.ir  each  day  of  each  month  of  the  year,  the  only 
recording  necessary  being  to  enter  the  quantity 
issued  in  the  proper  square.  There  is  also  a  line  in 
each  month's  space  for  striking  balances.  One  side 
of  tin  card  carries  the  record  Mom  January  to  June, 

and   the  reverse   from  July   to   December. 

I'  I  el  \     lot    oi     1  ],,         on,     Ion, I    ,  ,1      ■ I       jvn|    ls 

kepi     eparati    and  di  tini  1    1 .ill  othei    lots,  both 

in  the  storeroom  and  in  the  accounting,  and  each  lol 
irged  OUl    at    the  actual  price  paid  for  it.     This 
distinction  is  preserved  by  giving  each  lot  in  addi 

I'   ignating  number  a   designating   letter,      I  bus    '  .  in. 

boll     might   be  lol   No.  120.    The  first  lol  ol   bolts  received   would 

be  called  lol    No.    12a       if  it   became  necessarj    1 del    ■    new 

jupplj    oi         in,    boll      before    the    first    lot    wa      1  thau  ted    thi 
lol     would     I"     designated    lot    No.    120A,    and     would    bi 


r««  an- 1  mi 


NEW  ORLEANS  &  CARROLLTON  R.  R„  L  &  P.  CO. 


RECEIVED   1 

NEW  ORLEANS,  1  A  , 

190 

OPEN!  1.    BY 

ARRIVI  D   via 

1.1  1  IVI  i'i  n   BY 

l'«Kjr,F5 

BY 

CASt.    MAKKS 

Quantity 

MM     NO. 

'.o,,Oh  vi.i  CITED  nt.ANK  [ORIGINAL  !     \  7  IN. 


p| 

dupli 

mil   the 

ire    •hipped)  When    Ibe    bill    il 


eparate    in    the    bin         Requi  ition     would    be    filled    from 

Would      b' 

'         'I  In      pel  inn      ■■! .0 1  ml    cheel  

1  >uld    l"     po    ibli     il    !i"     i  .-.  o    loi      ■.'. en     1 

■    -1  I  'l crinl 


590 


STREET    R  Ml  \\  W    RE\  LEW. 


[Vol.  XII,  No.  : 


I  RIP  SHE!   I  S 

I  In-  compart]    utilizes  to  the  fallen   extern   the  conductor's  trip 

ng  .mil  placing  on  We  much  valuable  information, 

and,  contrary    to  the  usual  practice,  the  data  are  utilized   without 

cribing  the  figures  on  each  individual  trip  sheet 

I  Ii.-  Iron!  and  reverst  i  sample  trip  sheet  will  be  found 


Conductor!  win  observe  the  following  Instructions  in  making   trip 

sh.  it 

Mini  u>  show  whether  A    M    nr  p.  M  i   •it  number 

ilv       I »..    no t    guess   at    u 
Tin-  half  trip  provided  at  t •  -i ■  In  for  the  time  and  register  reading  .it 
station  A.  ana  the  time  and  register  upon  arrival  at  Station  1»  or   I 

to  Napoleon  and  Jackson  lines  onl)      ah  other  lines  will 
show  only  ih'-  time  ami  register  when  leaving  station  a  ,,r  K.  upon 
the  top  lint  of  the  half  trip 
'i'h.-    tint.-,   register    ami    station  letter,    when    leaving  station    11 


NEW  ORLEANS  &  CARROLLTON  RAILROAD, 
LIGHT  a  POWER  CO. 

'—•»  CONDUCTOR'S  TRIP  SHEET. 


£ 

k«i.«    Iiav. 
H 

II 

REG1S1  l  K 

i ..  k.i. 

1  .  h 

TomI 

AMOUBrl 

f                     Cu. 

! 

7l 

\ 

16 

17 

IE0ISTEJ  AT  STAIT 

TOT  n  r  v«l  S 

1 

CONDl'CTOI  MUST 

PACISr  - 

Date 

Car  No J?un  No. 


190 ... 


No. 


No. 


No. 


Register  at  Relief  - 
Signed 


i\0. 


TRANSFERS 


CLAIBORNE  AVENUE. 

FRONT  Or  TRIP  Mltl'l    [ORIGINAL  4  .  XII  IN. 

among   the  engravings   accompanying   tliis  article      On   the   front 
side  an-  columns  for  recording  the  register  readings  and  all  tickets 

or    fares   that    arc   rung   on   the    register.       On   the   reverse   side   are 
columns  for  passes  without  tickets.     At  the  bottom  of  the  front  side 

are    spaces    in    which    the    checking    clerks    record    errors    in    cash, 
register  readings,  transfers  i>r  tickets.      The  line  designated  by  the 


T,iP  No.       PoUa.    Ptrssaa  |^y 


KHTI.nvn  's  BADGE 


REMARKS 


REVERSE  OP  TRIP  SHEET. 

will  he  shown  on  top  line  of  Trip  No.  i.  and  the  same  information  will 

be  shown   on   leaving  destlnatl n   lower  line  of   trip   No    t      This 

applies  to  all  lines  ami  will  l»e  followed  throughout  the  day,  except 
last  trip  at  night,  when  (he  arrival  anil  register  00  arrival  it  Station 
A   or  K   will  be  shown. 

Upon  completion  of  the   report  of  the  day,    the  register   reading   at 

commencing    will    he    written    in    space    i .Med    in    the    rooting;    tMs 

subtracted  from  the  last  reading,  gives  the  total  passengers  carried 
and  must  agree  with  the  footing  of  column  headed  "Total  Pass,  ti- 
gers." The  combined  footings  of  columns  headed  "Transfers. rick- 
ets '  and  "Cash  Fares"  must  also  agree  With  the  "Total  Passen- 
gers." The  footing  of  cash  fares  multiplied  by  ">  cents  must  equal 
the  money  shown  in  "Amount"  and  Is  the  sum  of  money  to  he  en- 
closed  in   bag. 

Transfers  and  tickets  enclosed  In  envelope  for  the  purpose  and  num- 
ber of  each  marked  thereon,  must  agree  with  the  footings  of  these 
columns    upon    the    trip    sheet 

The   transfers,    tickets,    cash  il    pas. -tigers   ami    amount    col- 

umns must  be  ADTiKH  IP  t..  obtain  the  proper  footings.  Do  not 
i.    total  obtained  other  than  by  addition. 

The   conductors   deposit    their   day's    receipts    with   trip    sheets    for 
the  day  in  a  canvas  bag,  into  which  is  also  placed  an  envelop 
taining  transfers  and  passes  collected.       Notations  on  the  outside  (lf 
the  envelope  enumerate  the  contents. 

The  small  hags  arc  deposited  by  the  conductors  in  self-closing 
safes  at  the  car  hams.  Every  morning  a  messenger  opens  the  safes 
and  after  placing  the  hags  in  several  large  sacks  delivers  them  to 
the  accounting  department  at  the  general  offices.  As  the  hags  are 
taken  out  of  the  safe  they  arc  counted  and  the  number  is  again 
checked  when  they  arc  delivered  to  the  accounting  department. 
I  lie     same     messengei      also     hrings     to     the     office     a     report     of 


Tvnu  tTC-INn. 


141 


NEW   ORLEANS   &   CARROLLTON    RAILROAD.    LIGHT   &    POWER  CO. 
REGISTER    REPORT. 


Car 

No. 

ReffUter 

Kudi 

Tout 

Car 
No. 

Regiater 
Reada 

*<»"    I     No' 

Register 

Read* 

Tolal 

C«r 

No 

Register 
Reada 

Total 

23 

142 

179 

216 

24 

143 

180 

217 

■ 

A7K. 


21  . 


I  certify  that  I  have  read  each  register  in 

for    business    done 


each  reading  OO  and  totalizer  as  above. 


Pit  Foreman. 


BARN,  at 


190 


at 

.  ,  and   find 

Dispatcher. 


REGISTER  REPORT    ORIGINAL  8*  X  14  IN.! 


hand  ami  the  words  "Conductor  Must   N'..i   Use  These  Spaces"  is 
used  by  the  clerk  ver  a  conductor 

makes  a  mistake  which  affi  tals. 

ny  of  the  conductors  from  making  the  excuse  that  he 
did  tioi  understand  certain  points  ah. mi  his  trip  sheet  the  essential 
features  are  printed  on  the  reverse  side  of  the  sheet,  under  the  head 
of  "Notice": 


I  he  final  register  readings  taken  in  the  hart)  at  alioiil  ;, 
o'clock  each  morning.  This  conies  in  on  a  blank  (Form 
170)  and  is  made  out  by  the  dispatcher,  who  lakes  the  last  register 
readings  only,  and  the  office  inserts  the  previous  day's  register 
readings,  subtracts,  and  places  the  total  for  the  day  in  the  total 
column  on  the  blank  after  each  car  number.  The  reading  of  the 
registers  is  also  verified  and  report  signed  by  the  pit  foreman. 


J  CI  V    JO.    IOO-!.l 


STREET    RAILWAY    REVIEW. 


391 


The  accounting  clerks  open  the  small  bags  and  verify  the  cash 
and  the  figures  on  the  outside  of  the  ticket  envelope  with  the  trip 
sheets  The  envelopes  containing  the  transfers  are  opened  and 
contents  verified  with  the  outer  readings  by  other  clerks.  The 
trip  sheets  then  go  to  the  register  clerk  in  the  accounting  depart- 
ment who  verifies  the  computations  and  gathers  together  all  trip 
sheets  for  each  car  number  and  compares  the  totals   with  the  total 


Mm 

NO 

NAMC- 

HKCKIVKD 

■ 

■W           •*-.      «M>-      •                «*•* 

* 

1      | 

1      1 

1     J 

i 
t 

I 

1 

1 

: 

!      1 

|      1 

i      1 

1      1 

■ 

i 

9 

1    ! 

1 

calendar  pad.      The  various  packages  are  kept  in  a  tiling  case  espe 
cially  built  for  the  purpose,  the  packages  being  arranged  chronologic 

ally  and  placed  so  that  the  date  on  each  may  be  readily  seen,  and 
the  package  for  any  particular  day  quickl)  found.  The  case  con 
tains  pigeon  holes  large  enough  to  receive  the  packages  ol  trip  slurls 
covering  one  week,  and  there  are  a  sufficient  number  of  holes  for 
six  month's  trip  sheets,  one  month's  sheets  living  removed  each 
month,  leaving  room  for  the  new  month's  sheets.  As  the  packages 
for  each  month  are  removed  from  the  case  they  are  put  into  a  box 
by    themselves,    labeled    and    shelved    in    regular   order,    so    thai    the 


GENERAL  STOREKEEPERS    MATERIAL   CARD   IOBUGINA  L  e  X  4  IN.) 

•  readings  as  given  on  the  dispatcher's  statement  or  register 
report  (Form  170).  It  will  of  course  be  evident  that  there  may 
l>e  three  or  four  trip  sheets  in  one  day  for  the  same  car  number, 
as  the  car  may  be  in  charge  of  several  different  crews  in  the  course 
of  the  days'  run. 

When  this  has  been  done,  afier  any  errors  rectified,  the  trip 
sheets  are  sorted  so  as  to  bring  the  sheets  for  each  line  together, 
each  line  having  its  trip  sheet  printed  on  distinctive  colored  paper 
so  that  the  sheets  of  each  particular  line  may  be  readily  sorted  out. 

\ftrr  the  sheets  are  sorted  they  are  ready  for  totalizing,  the 
totalizing  being  by  lines.  The  totals  of  each  column  011  the  trip 
sheets  for  each  line  are  added  on  comptometers.  The  totals  so 
obtained  are  verified  across  into  total  passengers  carried,  which 
total  is  verified  by  the  grand  total  of  the  register  report. 

I  he   totals    for    each    line    as   taken    from    the    distinctive   columns 

y»im  1*   rot 


W.   U    BRROCKWAY, 
Assistant  Secretary  and  Auditor. 

trip   sin-els   for  any  car   for  any  day   of  any   month   of  any  year  can 
be  immediately  produced. 

The  question  might  be  asked,  "Why  this  care  in  the  keeping  of 
trip  sheets"?  In  the  first  place,  the  information  they  contain  is 
repeatedly  used  by  the  legal  department  in  the  defense  of  damage 
cases,  but  aside  from  this  these  sheets  CI  nsiiiute  the  only  original 
proof  of  the  actual  earnings  of  the  company  for  any  designated 
period,  and   would   be  of  inestimable   value  should   it    ever   be  dosira 


New  Orleans  and  Carrollton  Railroad,  Light  and  Power  Company.         **v  R»" 

No 

Pay  Roll  for 

For  the  two  weeks  from  to 


I'afe 


NV 


NAME 

OOCDPATIOa 

Badge 

— 

— 

Total 
Hours 

Kate 

Total 
Due 

D 

tl  lot 

1 

Balance 


UEADINi.4  FOR  PAY  ROLL  AND  TIME  SHEET  COMBINED  (ORlt.lNAl.  1JX  15  IN. I 


are  recorded  in  the  earnings  book,  one  page  of  which  shows  the 
laming*  for  I  whole  month.  I  he  year  to  date  for  each  column  1- 
Ctrried  forward   from  month  to  month. 

I he  trip  sheets  then  go  to  the  mileage  clerk,  who  computes  on 

nptometei  the  'ar  nub-    run  fot  each  car  for  the  day.     As 

stated  elsewhere  m  this  issue  under  the  remarks  pertaining  to  "Shop 

■  •  ."  the  mileage  figure-  are  fir-t  made  use  of  in  the  accounting 
■  b'p.irlmrnt    for   determining   receipt      and   exptXl  I      |"  t    CSU    mile,    I"  1 

<  .ir  hour,  per  passenger,  and  other  unit  computations,  and  are  then 

•in   to  the  ii  ii. for  certain   repan      hop    record     B      I1" 

v  ioii\ly  explained. 

■  contained  on  the  trip    hi  el    are  nol  nan 
cribed  the  trip  iheeti  them  1  trefully  pn  perms 

n.  in   f 

The    sheet,    for    all    the    line      for    '.nil    day    an     lioiind    al    the    top 
package     by     thl  u.d     ..ob     p.o  IctgC     j|     dated     by 

lip   taken    from    an    ordinal 


bit   i"  -.till   the  question  oi  .0  1  nil  receipts  in  court  01  in  a  contem 
plated  transfer  oi  the  propi  1 1 1 

li  1    well  to  remark  here  thai  wherevei  in  the  accounting  depart 
men!   Mr.  Brockway  makes  use  "i  loose  sheet  systems  for  keeping 

record  .    without    any    exception   all    loose    sheets    uj which    an 

entered  records  of  any  kmd  are  ultimately  bound  permanently  for 
certain  periods,  label.. 1.  and  filed  in  accessible  shape. 

PAY   ROLLS. 

1  he  work  ol  paying  employes  is  reduced  to  the  mil tm  con 

1  1. in    wiib  accuracy.      Every  one  having  charge  of   men   reports 
daily  to  the  nine  keeper   1  who  is  a  clerk  iii  the  accounting  depart 

no  in  1    llo    names  of  tin-   men    who   have    worked    under    linn    for   the 

■  I. iv,    the    hours    worked,    for    what    account,    ami    thi     rati     1 1 

rhese  dailj  reports  an  transcribed  onto  the  heel  (F 4),  which 

■  '  ibini  'l  pa)  roll  and  timi     1 11    15  da)         Hie  numbei  1  il 

man   woiks  each  'lay  is  entered   in  0 1   thi     mall 


STREET    RAILWAY    REVIEW. 


[Vol.  XII,  No.  7. 


•  f  tlic  sheet     At  the  end  of  each 

rotated   nml   paid.      The  pay- 
ilic  entire 
and  tin-  r  1  pal  up  in  individual 

ne  clerk  helper,  who  handles  the  small 

111  in  line,  receive  and  sign  their  receipt 

blank,  1    it    to   tl  ter   at   the   next    window   in 

At   regular  periods  the  pay  sheets  are 

bound  and  filed  away. 

made  that  all  materials  and  supplies  are  pur- 
liy  the  pun  nt.      There  is  one  exception  to  this  in 

i"rms.  ami  stationery  for  the  entire  company  are 
purchased  and  approved  by  the  auditor,  this  serving  to  secure  uni- 
formity  in  size  and  style. 

ORGANIZING  OF  ACCOUNTING  DEPARTMENT. 

igram  show  mzation  of  the  account- 

parUnent  of  the   New   Orlean    S   I  urollton  company.     The 

entire  force  employed  in  this  department   comprises   18  clerks  and 

Mir.  all   re|  the  auditor.     Both    the    railway    and 

inting  is  performed  in  this  same  department. 


that   m  the  original  ordinance  calling  for  bids  all  of 

imprittng  75  mill 

thai   in  1  in   ordin  ompriaing   13 

idered      ["his   was   claimed   to   be  illegal  on   the 

grounds  thai  othei  bidd  irte  with  Mi 

Hoefgen  under  the  provision  riginal  ordinance,  might  have 

.11  Mr.   Hoefgen  on  the   13 
mile  road   subsequently   proposed.     Sui  bidders  had  nol 

given    an    opportunity    to    bid    on    anything    but    the   entire    17 
I 
It   was  als,.  held  by  the  Court  that  the  routes  originally  adver- 
I   in   the  ordinance   which   was  passed   by   the 
council.      The   change   in   one   instance   was  considered    unjustifiable 
as,  at   the  time  the   rOUl  dvertised    for.   11    was   known   that 

it   would  he  almost   impossible  to  secure  the  necessary  consents  on 
nets  covered  by  this  route,  a  fact  which  may  have  pre 
competitors,    who   could   not    have   known   that    the 
would  be  changed  later,  from  bidding. 

I  he    Court    also   declared   against    the    municipal    ownership   and 
labor  arbitration  clauses  in  the  ordinance  as  unreasonable  pro 

Mayor  Johnson,  through  whose  efforts  the  defeated  ordinance  had 


ORGANIZATION  <>F  ACCOUNTING   DEPARTMENT,  NEW  ORLEANS  A-  CARROLLTON  RAILROAD,  LIGHT  A   I'OV 

President. 


i.m  (Pensioned] 
Cnmpanj   bai  n.    Treasurer. 


Assistant  Secretary  and 
Auditor. 


General 

StorekeeiM-r. 


All  F.irenieu 

and 
Storekeepers. 


Time  Keeper. 


All 
Foremen. 


t'.iv-M 


Clerks. 


Collectors. 


General 
Bookee]  <--r. 


IiidiTidual 

B"i>ke«:i*Ts. 


NU-nnirraplier. 

Kate  Clerks. 

eager. 

I.m  Clarka 

and 
Collectors. 

Mr.  Brockway  1  blanks  for  shov  ing  the 

compai  limit    oi    income    and    expenses    general    balance 

sheet,  and  operation  data  for  the  railroad  and  the  light  and  power 

he  company   which   will   he   found   very   interesting. 

i-titute  the  auditor's  monthly  report. 

Each  of  the  six  sheets  is  i6^x20j4  in.  and  printed  on  one  side 

only;     they    are    intended    to    be    folded    once    making    the    size 

lo^gxifi'.s   in.,  which   is  more  convenient   for  handling.     Each  sheet 

-tangles  9^X15! S  in-   ruled   in  black   within  which 

tabular  rulings,  these  latter  being  in  rei  ix  sheets  are 

numb  utively  1  to  6. 

os  2.  3.  4  and  5,  are  reproduced  herewith  (about  one- 
half  the  original  si/c)  with  no  alteration  except  that  the  tabular 
rulings  arc  in  black  instead  of  red  ink.  The  right  hand  half  of 
Sheet  No.  6  is  blank  save  for  the  border  and  this  space  we  have 
utilized  showing  the  contents  of  Sheet  No.  I.  The  "Summary" 
(shown  here  on  the  right  side  of  Sheet  No.  6)  occupies  the  right 
side  of  Sheet  No.  1.  while  the  title  shown  below -the  "Summary"  is 
on  the  left  hand  side  of  Sheet  No.  1  and  when  the  report  is  folded 
ige. 

n  headings  arious  blanks  are  self 

-     columns    having    blank    headings    are    provided 
pecial  purposes. 


CLEVELAND  THREE-CENT  FARE  ROADS 
DEFEATED. 


In  the  suit  to  enjoin  the  promoters  of  the  proposed  three-cent 
tare  lines  in  Cleveland  from  proceeding  under  the  franchises 
granted  a  few  months  ago  to  John  B.  Hoefgen,  the  Circuit  Court 
renden  ion,  June   21st,  overruling  the   recent   decision  of 

Strimple    which    had  d     the     temporary     injunction 

ters  of  the  three-cent  fare  roads,  and  holding  the 
ordinance  to  construct  a  railway  over  three  out  of  the  seventeen 
ionics  originally  advertised   for  by  the  city,  as  illegal.     The  Court 


been  passed  a  few  months  ago,  is  quoted  as  slating  thai   thi 
will  nol   Ik-  appealed  to  Hie  Supreme  Court,  hut  thai  separate  ordin 
aiues    will    he    prepared    for    each    of    the    desired    routes    ami    that 
another  and  better-advised  attempt  will  be  made  to  secure  the  low- 
fare  roads. 


BUFFALO,  SPRINGVILLE  &  AURORA. 


he  Buffalo,  Springville  &  Aurora  Railway  Co..  mention  of  which 
was  made  in  the  "Review"  for  June  in  connection  with  our 
publication  of  the  drawings  of  the  high  bridge  to  be  erected  by 
this  company,  is  at  work  securing  the  rights  of  way  over  private 
property  for  a  route  of  34  miles.  The  company  will  have  38  miles 
of  track  which  will  be  operated  from  the  central  power  house  and 
two  sub-stations.  The  rolling  stock  now  contemplated  comprises 
six  passenger  cars,  each  seating  48  persons,  10  freight  cars  and 
two  electric  locomotives   weighing  each.      The  officers  of 

the  company  an  President,  Henry  I..  Moench,  Boston;  vice- 
president,  U.  L  Upson,  940  Ellicott  Square,  Buffalo ;  secretary, 
Theodore  Tindy,  Otto;  treasurer,  W.  A.  Oakes,  Cattaraugus; 
chief  engineer,  Charles  G.  Locke,  Randolph,  N.  Y.  The  com- 
pany was  chartered  Feb.  8,  1902.  with  an  authorized  capital  of 
$1,000,000;  at  the  present  time  only  $38,000  of  this  has  been 
isued. 

«  ■  » 

The  Rapid  Railway  Co..  of  Detroit,  contemplates  inaugurating  a 
15-minutes  schedule  on  ils  lines  between  Detroit  and  Port  Huron 
10  accommodate  the  steadily  increasing  traffic.  At  present  cars 
are  run  every  hour  in  each  direction. 


The  Montreal  (Que.)  Street  Railway  Co.  has  practically  com- 
pleted several  miles  of  new  double  track  and  is  extending  its 
system  further  into  the  suburbs  of  the  city.  In  connection  with  the 
street  railway  company's  extensions,  the  city  is  widening  some  of 
the  streets  through  which  the  lines  pass. 


Jul  1 


STREET    RAILWAY    REVIEW. 


3<>3 


Mnnih  ol                                               2 

:--- 

Cash  Receipts  and  Disbursements. 

■■■ 

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I  i  I  I  1  1 


RROLLTOH  RAILROAD,  LIGH1    I    POWER  CO.    SHEET  NO.  J, 


394 


STREET    RAILWAY    REVIEW. 


[V«     XII,  No.  7- 


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MONTHLY  STATEMENT  NF.W  Orleans  &  CARROLLTON  RAILROAD,  LIGHT  A  POWER  CO.-SBEET  No   3 


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STREET    RAILWAY    REVIEW. 


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rilLY8TATKMK.N1    NK.a   hh  I.I   \  Nl  4  CAKHoI.I.I  ON  H  A 1 1. Hi  ■    D    ij'.in    I    POWER  CO,     SHEETS  NOS.  6  AND  1. 


STREET    RAILWAY    REVTEW 


[Vou  XII,  No.  7- 


ELECTRIC  SUBURBAN    RAILWAYS.' 


in    I    \    r.\  ins,  Ql  i  Bl  I 


i  mi  66o  kw.    V  C  D.  I  and  water  wliccl,  and  one 

.•mkii    rotary  transformei  at  St    \nm,  including  twitch 

•  •  43-943 


A  papei  w.i-  recentl)  read  bj   Mi    I  .  II.  l>.ivi-.  C  E..  before  the 

i  n  il  Engini  ers,  on  the  competitii  dlel 

steam  and   electric   lines,   in   which,  among  other  conclusions,   Mr. 

]  >.i\  i  i  h1-  w  ill.  n 

suburban  and  ihorl  ban  passeng 

iggage  and  lighl  local  freight  carried  in  these  suburban 
and  interurban  passengei  trains  by  electric  motive  power;  and  iln-. 
irrespective  oi  whether  i  perating  expenses  are  affected  favorably  or 
unfavorably."  In  this  conclusion  the  writer  firmly  agrees,  and  to 
show  thai  to  carry  out  this  conclusion  it  i-  not  even  nee  con 

struct  a  parallel,  but  on  the  contrary,  steam  trains  and  electric  i 
..in  be  safely  operated  upon  one  and  the  -huh  track. 

I  In-  writer  (as  manager  of  the  Quebec  Railway,  Light  &   P 
part   "i    which   company's   system    was    formerly    the   Quebec, 
Montmorency  &   Charlevoix   Railway,  ating  bc- 

tween  tin-  city  of  Quebec  ami  Ste.  Anne  de  Beaupre  ami  Si.  Joachim, 
of  .>"  miles),  inaugurated  a  service  of  electric  ears  upon 
the  same  track  ami  running  between  the  usual  steam  railway  trains. 
The  scheme  was  generally  considered  a  bold  one  and  one  that  would 
nut  meet  with  tbe  success  ant icipated ;  the  results,  however,  a-  will 
presently  be  shown,  have  mere  than  justified  the  innovation  and  the 
expenditure  incurred. 

The  Quebec.  Montmorency  &  Charlevoix,  as  it  was  formerly 
called,  after  leaving  Quebec,  passes  along  the  flats  comprising  the 
North  Shore  of  the  River  St.  Lawrence ;  for  six  miles  there  is  a 
continuous  row  of  farmers'  and  other  dwellings  running  on  both 
sides  of  tbe  highway,  which,  however,  is  on  the  top  of  a  cliff  running 
parallel  to  the  railway  and  at  a  distance  varying  from  one-half  to 
one  mile  from  the  track;  at  Montmorency  the  line  runs  through  a 
small  village,  the  inhabitants  of  which  are  mostly  operatives  in  a 
large  cotton  factory,  and  from  here  the  line  is  through  the  following 
parishes:  L'Angc  Gardien,  population  about  1,400;  Chateau  Richer, 
population  about  2,000;  Ste.  Amu  de  Beaupre,  population  about 
1,500.  and  St.  Joachim,  population  about  1,000.  Before  the  opera- 
tion of  the  electric  system,  this  population  was  served  in  the  winter 
by  two  daily  steam  trains  leaving  Quebec  at  8:50  a.  m.  and  5:15 
p.  m.,  and  leaving  Ste.  Anne  de  Beaupre  at  7:15  a.  m.  and  11:40 
a.  m. ;  in  the  summer  by  four  daily  steam  trains,  leaving  Quebec  at 
-  30  a.  111..  and  10  a.  111.,  5  p,  m.,  and  6:15  p,  111..  ami  Ste.  Anne  at 
5:45  a.  111.,  7:23  a.  in..  11:50  a.  m.,  and  4:10  p.  m.  There  was  also 
an  additional  steam  train  between  Quebec  and  Montmorency,  leav- 
ing Quebec  at  2  p.  m.  and  returning  ai  3:45  p.  m.  Special  trains, 
as  required,  were  also  put  in  service  to  convey  the  large  numbers 
of  pilgrims  visiting  tbe  shrine  of  Ste.  Anne. 

The  residents  in  the  thickly  inhabited  port  on  top  of  the  cliff, 
between  Quebec  and  Montmorency,  previously  mentioned,  did  not 
patronize  tbe  railway,  but  traveled  by  omnibuses,  of  which  there 
were  eight  or  ten. 

In  1889,  the  year  prior  to  tbe  introduction  of  the  electric  cars, 
the  steam  train-  carried  253,054  passengers,  including  about  41,500 
pilgrims,  to  Ste.  Anne  de  Beaupre.  This  did  not  appear  to  the 
writer  to  be  satisfactory,  especially  during  the  winter,  when  resi- 
dents would  take  advantage  of  the  good  winter  roads  and  drive, 
her  than  have  the  inconvenience  "i  having  to  wail  and  be  at  a 
railway  station  at   a  certain  fixed  time  to  catch  a  trail  I    lesult 

it  was  decided  to  electrically  bond  the  existing  track,  put  an  over- 
head trolley  wire,  high  enough  to  allow  of  brakemen  traveling  with 
y  011  top  of  box  and  freight  cars,  put  in  an  alternating  current 
—direct   currc  or   at   the   electrii  Mont- 

morency te  electric  car-  between  the  steam  trains.     These 

h  equipped  with  four  50-h.  p.  motors  and  Westing- 
house  air  brakes,  operated  by  an  independent  motor,  and  were  so 
geared  a-  to  be  capable  of  running  at  a  speed  of  45  miles  an  hour, 
standard  railway  car  wheels  being  used. 

The  cost  of  this  work  for  the  30  miles  of  track  was  as  follows: 

Electrically    bonding  1  rack $     5,022 

1  trolley,  including  poles,  etc 68,804 

Six  large  double  truck  cars,  seating  capacity  54,  with  motors, 

etc.,  complex    51,606 


•Read  before  the  Canadian  Electrical  Association,  Qaebec,  June,  1")02. 


fotal  $169,375 

Upon  the  completion  of  tin-  work,  m  addition  to  the  regular 

Steam  railway  service,  which  was  continued  as  before,  cars  were 
sent   "in    between   Quebei    and    Montmorenc]    every    hour    between 

1.   m.  and  9:30  p.   111..  and   bctvv  \nne   it 

.I.  about  e\er>  three  hour-,  and  the  following  comparative 
statement  -hows  the  result  of  the  year-  operation  in  1901,  from 
which  il   will  be  noted  that  there  was  an  increase  of  $29,071.3'),  with 

an  increased  expenditure  of  only  $5,69846  From  June  30,  1901,  to 
date  (June  1-'.  1902),  there  has  been  a  further  increase  of  86,392 
passer                                    ponding  period  last  year. 

itcment  <>t  tickets  sold  at  different  stab 

1899.  1901. 

Steam.  :n  and  electric. 

Passengers.          Amount.  I                              Amount 

108,103            $20,107.20  259,364            $33*76-70 

Quebei   pilgrims        41.320,              7.687.3s  106,280             13.922.34 

rledleyville    2,431                 152-30  4.759                623.45 

Beauport    -'0,241                [,626.25  47.237               4.99M" 

Montmorency    ...   17,070              2,963.60  64.535              6.294.31 

L'Ange    Gardien...  [1,062              1,427.10  15.669              -'.048.25 

Chateau   Richer....   12,652                2,274  .25  18.885                2.879.70 

Ste.  Anne   23.738                t .-00.45  33-190                5-404-55 

I'.eanpre     2,198                    46360  3.691                    611.50 

-1    Joachim  2,920  563-00         10.557  1,596.62 

Agencies    11.310  2,087.45  7.207  944.12 

Totals    253*54  $44,221-55        571.^74  $73,292-94 

The  operations  for  the  year  1900  are  omitted,  as  the  work  of  elec- 
trifying the  road  was  then  only  partially  completed. 

The  omnibusses  previously  referred  t"  run  out  of  busi- 

ness, notwithstanding  the  inconvenience  of  passengers  having  to 
walk  up  the  cliff  to  get  to  the  public  road  and  their  houses,  and 
traffic  has  now  so  much  increased  that  it  has  been  found  necessary 
to  run  cars  every  half  hour  between  Quebec  and  Montmorency  and 
about  every  hour  between  Quebec  and  Ste.  Anne;  and  in  addition 
the  steam  trains  are  run  as  formerly.  On  Sundays  and  holidays  the 
.  resources  of  the  company  are  so  fully  taxed  that  it  has  been  found 
necessary'  to  increase  the  rolling  stock  with  cars  having  a  seating 
capacity  for  120  passengers,  and  in  addition  to  the  regular  cars,  to 
run  specials  at  from  ten  to  fifteen  minute  intervals.  It  has  also  been 
found  absolutely  necesary  to  construct  a  double  track  between  Que- 
bec and  Montmorency. 

The  writer,  as  an  old  steam  railway  engineer,  would  like  very 
much  to  enlarge  upon  the  subject  of  suburban  railways  and  the  de- 
sirability of  steam  railway  managers  studying  and  taking  up  the 
subject,  but  sufficient  has  however  been  said  to  show  that  it  is  ad- 
visable and  in  the  interests  of  their  companies  to  leave  the  old  groove 
and  not  allow  other  and  independent  street  railways  to  compete  for 
suburban  traffic  It  might  perhaps  be  as  well  to  mention  that  not- 
withstanding tlie  traffic  above  mentioned,  steam  freight  and  special 
pilgrimage  trains  are  being  constantly  handled  and  that  no  collision 
or  any  other  accident  has  so  far  occurred. 

DISCUSSION. 

After  concluding  the  reading  of  the  paper.  Mr.  Evans  said:  Willi 
reference  to  Montmorency,  I  think  it  is  important  to  mention  that  in 
1901  the  Kent  House  and  all  the  property  that  we  saw  yesterday 
not  in  existence;  that  is,  the  building  was  there,  but  it  was  not 
open  to  the  public  and  it  had  not  been  thought  of  as  a  place  of  resort 
for  the  citizens  of  Quebec,  yet  notwithstanding  that,  you  see  we 
carried  64,000  passengers  last  year  and  over  17,000  the  year  previous. 

I  might  add,  for  the  information  of  the  members,  there  is  an 
absolute  necessity  of  having  standard  railway  car-wheels  M.  ('.  B. 
standard.  Of  course  they  are  not  suitable,  and  you  cannot  run 
them  over  city  tracks,  the  flange  is  too  deep;  but  if  you  want  a  high- 
speed suburban  ab  oluterj  necessary  you  should  have 
Standard  wheels,  so  that  there  1-  110  danger  of  linn  uinning  off  the 
tracks  at  tbe  different  blocks  and  switches. 

The  President  You  must  have  found  it  very  much  to  your 
advantage  to  have  put  in  the  ballast  you  have  there  and  the  heavy 
rail? 


July  20,  1902.] 


STREET    RAILWAY    REVIEW. 


.V)9 


Mr.  Evans:  Undoubtedly.  That  was  one  of  the  points  I  omitted 
to  mention.  Before  we  put  in  the  double  track  we  were  operating  on 
the  old  track.  56-lb.  rails,  with  ordinary  old  fashioned  single  fish 
plates.  The  traffic  increased  to  such  an  extent  that  we  had  positively 
to  double  the  track  the  first  six  or  seven  miles,  and  in  doing  so  we 
put  in  70-lb.  rails  and  a  special  fish  plate.  3  ft.  in  length  with  double 
angle,  an  angle  on  both  sides ;  the  result  of  that  has  been  very 
satisfactory.  My  electrical  engineer  has  tested  the  power  taken  in 
running  the  cars  on  both  tracks.  On  the  old  track  it  takes  10  h.  p. 
•  1  operate  our  46,000-lb.  car  than  it  does  on  the  new  track, 
-howing  the  advantage  of  having  the  heavy  rail  and  good 
which,  in  my  opinion,  is  more  important  than  the  heavy  rail. 

Mr.  Reynolds:  I  would  like  to  ask  in  regard  to  the  distribution 
of  power.  Is  there  a  sub-station  on  the  road  beyond  the  power 
plant,  or  is  that  all  direct  feed,  and  how  many  miles? 

Mr.  Evans:  The  power  is  taken  from  a  600-kw.  A.  C.  D.  C.  gener- 
ator at  Montmorency.  se\  en  miles  from  Quebec ;  from  there  we  dis- 
tribute direct  current  seven  miles  to  Quebec  and  seven  miles  from 
Montmorency,  making  seven  miles  each  way.  We  send  alternating 
current  to  Ste.  Anne  de  Beaupre,  14  miles  away,  at  11.000  volts; 
there  it  passes  through  a  200-kw.  rotary  transformer  and  feeds  back 
seven  miles  in  this  direction,  to  meet  the  direct  current  coming  for- 
ward from  Montmorency. 

Mr.  Thornton:  Without  wishing  to  stop  any  future  discussion  on 
this  paper,  I  would  like  to  move  a  very  hearty  vote  of  thanks  to  Mr. 
Evans  for  his  interesting  paper.  The  possibility  of  investments  and 
profitable  returns  in  suburban  railroads  and  the  result 5  obtained  with 
the  enterprising  management  of  Mr.  Evans  is  a  revelation  to  most 
of  the  members  here  present.  There  are  many  railroad  men  here 
and  we  would  like  very  much  to  hear  their  opinions  on  the  subject. 


NEW     ELECTRO-PNEUMATIC     SYSTEM     OF 
ELECTRIC   RAILWAY  CONSTRUCTION.* 


BY  BION  J.  ARNOLD. 


During  the  past  three  years,  as  many  of  the  members  of  the 
Institute  know,  I  have  advocated  the  use  of  the  alternating  current 
tor  certain  classes  of  railway  work  somewhat  earnestly,  and 
have  often  been  asked  by  my  friends  why  1  believed  so  thoroughly 
in  the  alternating  current  motor,  and  have  been  questioned  rather 
at  times  for  particulars  regarding  a  certain  system  which  I 
have  been  working  upon. 

I  wish  to  'tate  that  long  before  I  had  any  fixed  ideas  as  to  a 
only  of  tin-  railway  question  from  an  engin- 
eering standpoint  partially  convinced  me  of  the  necessity  of  the 
ultimate  abandonment  of  the  direct  cut  rent  motor  for  heavy  and 
long  distance  service,  due  to  the  low  working  voltage  that  it  was 
necessarily  !  Iting  heavy  investment  in  transmis- 

sion lines  thereby  required,  and  the  many  translations  between  the 
car  when  any  great  distance  was  taken  into 
account. 

with   the   development   and   construction   of 
led  me  with  the  con. 
of    m>  uch    an    extent    that    they    finally 

tern    of    electric    railway    construction    upon 
which  I  working  for  n  ,  and  to  which  I  have 

alluded  from  tine  without  giving,  to  those  not   inti 

with   me,  any   definite   information    regarding   it.    for    n 

I  ha.  ted  20  mill  foi   this   system,  tot 

•y    trucks   and    motor    equipment  I    feel 

>U   will  take  in  th  I    I'  el 

■'tutr,  I  am  partii 
abreast  with  Eu 
Rating   1  mn  in    1 
railway,   and   while   some   of   my   broth) 

the  Institute 
thoroughly  in  thi   alternating  current  motoi 

for  railway 

I  mating 

•:ll  finally  prevail  foi  heavy  railway  Wl 

no..,,  „r  Hi,-  Aourlcaa  luutats 
•  .  «.  «.i«ai  lion 


The  reeem  discussions  that  have  been  going  on  between  engineers 

in   Europe  and  the   United   Slates  of  this  question  have  made  the 

iect  a  live  one  at  present,  and  this  is  my  reason  for  presenting 

a  brief  description  of  one  embodiment  of  mj  system  at  this  meeting. 

1  in   principles  underlying  the  system  I  advocate  and  which  I  call 

an  "Electro  Pneumatic  System."  are  as  follow  - 

1.  A  single-phase  or  multiphase  motor,  mounted  directly  upon 
the  car.  designed  for  the  average  power  required  by  the  ear,  and 
running  continuously  at  a  constant  -peed  and  a  constant  load,  and. 
therefore,  at  maximum  efficiency. 

->.  Instead  of  stopping  and  starting  tin-  motor  and  dissipating  th< 
rgy  through  resistances,  as  is  customary  with  all  other  systems 
known  to  me,  I  control  the  speed  of  the  ear  by  retarding  or  acceler- 
ating the  parts  usually  known  as  the  rotor  and  stator  of  the  motor, 
by  mean-  ol  COmpn  5Sed  air.  ill  such  a  manner  that  I  save  a  portion 
of  the  energy  which  is  ordinarily  dissipated  through  resistances,  and 
store  it  to  assist  in  starting  the  ear,  helping  over  grades,  for  it-. 
in  switching  purposes,  and   for  the  operation  of  the  brakes. 

3.  By  this  method  of  control  1  secure  an  infinite  number  of 
speeds  from  zero  to  the  maximum  speed  of  the  car,  which  may  or 
may  not  be  at  the  synchronous  speed  of  the  motor,  lor  with  the 
air  controlling  mechanism  working  compressing,  the  speeds  below 
Synchronism1  are  maintained,  and  by  reversing  the  direction  of  the 
air  through  the  controller  speeds  above  Synchronism  may  be  at 
tained  for  reasonable  distances.  Iln-  feature  gives  to  the  alter- 
nating current  motor  the  element  absolutely  essential  for  practical 
railway  work,  for  il  permit-  a  ear  or  train  to  a-eetld  a  grade  at  any 
-peed  with  the  motor  working  at  it-  maximum  efficiency,  and  im- 
parting its  full  power  to  the  ear.  When  descending  the  grade  the 
motor  may  utilize  its  full  power  drawn  from  the  line  in  compressing 
air,  or  it  may  he  used  i"  compress  ait  with  the  stored  energy  of  the 
train,  therein    acting  .1-  .1   braki 

4.  By  virtue  of  the  air  storage  feature,  each  ear  becomi  .m 
independent  unit  and  capable,  in  ea-e  of  loss  of  current  from  the 
line,  of  running  a  reasonable  distance  without  contad  with  tin 
working   conductor,   and   this   without    the   aid   of   storage   batteries. 

I  hi-  feature  will  enable  a  car  to  work  on  a  lngli  tension  trolley 
wire  or  active  conductor  over  private  right  of  way,  ami  allow  the 
active  conductor  to  he  stopped  where  the  private  light  of  way 
ceases,  and  the  car  to  proceed  through  a  city  or  town  on  any  tracks 
whether  electrically  equipped  or  not.  until  il  reaelie-  the  outskirts 
of  the  city  or  town  where  it  can  take  up  the  working  conductor 
again  on  ,1  privati  right  "f  way.  This  feature  is  also  valuable  in 
switching  work  foi  1  ich  cai  being  independent  it  can  leave  the 
main  line  track  and  operate  Over  -witches  or  sidings  without  com- 
plicating the  yards  with  additional  overhead  or  third  rail  conductors, 
thu  ting    through    line    conductors   over    main    line   track 

or   track-   only 

5.  Since  a  -mgle  phase  motor  can  he  used  the  111. .1.. is  can  lie 
Supplied    with    current    from    a    -ingle    overhead    wire    or    third    rail. 

"I,    .1      in;.!,     1 .11I    1,  nun   circuit,   thus   permitting   the   overhead 

1  '  iini •  !  i.ni  1  mi  11  ui  11, ,11.  1,,  conform  to  ih,     1,01,1,1, ,1 
epl     iii.    1  much  highei   working  voltage  can  he  used 
provided  the  insulation   i-   taken   can    ol      Furthermon     in 
railway  work  thi      v-iein,  by  virtue  of  it-  single  phase  feature,  will 

only  require  il >  "i  He   track  rail-  for  the  return  circuit, 

thus  leaving  the  ■  .tin  ■  rail  foi  the  u  e  oi  the  signal  system,  which, 

up  to  the  present   inn.-.  .1 1     eem   to  have  1 atisfactoril 

•  ■1m  d  with. .ui  il.        •    ol  ol     1     trad    rail 

rhe  current  will  1..  taken  from  the  working  conductoi  .0  anj 
;.  t..  iln   limit  ••!  the  in  ulal ..ml  in  1 ..  ■•    thi     roltagi    i 

high    (I    .1111   building   my   hue    f,,r    15,000   troll     I  tal        tl  in    n.nnei 

will  each  cai    and  the  pi  d  from  thi 

hue  voltagi    to  iln    ...il, no   .,i  il i,. i,  which  in  thi    ...  i    undei 

oo  -, ..il       v  mnei 

"tilt. •     ••  high    .  il.  i ay  he  designed  for  the 

!  ing   volttgi ,  .iini  ih.    .  mi. -in    ie.i   .1 Ij    from   tin    •,■....  i 

■iii.  i i..  the  i.. i .  thu    ■  liminating   the    tal  ii    Iran  foi  tnei 

Win  II    a    high     vo line  dUCtOI     and       tl n.i    foi I 

i  and  i'  i  ■  thoughl  advisabli  I ■>  ■ ,  i  u  I  ing  <  ondui  on  through 

orl    i    conductoi      ill  bi     upplied  with  energ 
limit,  thus  m 

i  ".in.  i.. i   through  il..    '"' " 

7-    By  virtue  ..i  the    p.  ed  "i  thi    mot.  n    ind   il     

•  ithei   when  il  in.. i i   •.•.I.,  n  il 


4(i(l 


STREET    RAILWAY    REVIEW. 


[Yd      Ml     ' 


i In    in  ing  .ii r.  the  variable  load  now   customary  in 

railway  power  plants  is  eliminated,  and  the  power  nation 
works  .it  practicall  nl  load,  thereby  eliminating  a  large  part 

..i  the  investment  at  presenl  requisite  in  power  station  and  lin 

struct Furthermore,  b)   virtue  "t  the  air  storage  featuri 

t.ir.  in  the  particular  apparatus   I   have  designed,  is  capable  at  any 
time  when  current  t-  on  the  working  conductor,  of  delivering  t"  the 
car  wheels  a  much  greater  torque  in  proportion  to  the  capai 
lor  than  is  possible  with  anj  '  system  known  I 

I  believe  that  bj  the  adoption  oi  this  system  the  following  results 
will  In-  accomplished ; 
i.    The    entire    elimination    of    the    presenl    standard 

alii   i    plant,   together   with   the   maintenance 

.111  Ihl. lilts. 

hr   absorbing   and    rendering   available    for   useful    worl 
starting  a  large  percentagi  tored  in  the 

moving  mass  which  under  the  present  methods  of  operation  is  dissi- 
pated at  the  brake  si i- 

.!.  \  large  reduction  in  the  first  cosl  of  electrically  equipping  long 
distance  railroads,  thereby  making  ii  feasible,  from  an  engineering 
ami  business  standpoint,  t"  equip  many  roads  which  cannol  now 
be  shown  i"  be  advisable,  ilms  opening  up  the  steam  railway  field 
to  the  industry  in  which  we  are  now  engaged. 


STREET  RAILWAY  INVESTMENTS  AND 
EARNINGS. 


ALTON  D.  ADAMS. 


(Copyright,  1>02,  by  Alton  «■  Adams 

earning  capacity  and  large  profits  are  often  associated  with 
railways  in  the  popular  mind.     No  doubl  the  notable  expan- 
sion of  street  railway  investments  and  incomes  has  done  much  to 
foster  such  views  on  the  part  of  casual  observers. 

The  purpose  lure  is  to  inquire  how  far  the  change  of  street  rail- 
ways from  horse  to  electric  motive  power,  and  their  subsequent 
extensions,  have  opened  a  field  of  extraordinary  returns  on  invested 
capital.  Massachusetts  offers  an  excellent  opportunity  for  invi 
tii hi  along  this  line,  because  it  stands  third  among  all  the  states 
in  the  ■  treet  railway  development,  and  becausi    the  stocks 

and   bonds  of   these    railways   are    issued,    under    the    law,    Only    for 
Cash  "r  property  actually  invested.       Ill    INKS,   the  last   year   ill   which 
lilways   of    Massachusel        i    cep(    less   than   a   mile  of 
experimental   mad  in   Revere,   were  operated  entirely   with   horses, 
the   total   length  of   their   mam   tracks   was  533.59  miles.      By    1901 
this    length    was    multiplied    by    four    and    stood    at    2.176.97    miles. 
Meantime   the   total    investment    in    the    Streel    railways   of    the   state 
has  risen   from  $17,237,100  in  the  earlier  to  $99,611,185  in  the  latter 
iving  been  multiplied  bj  5.7.      ["his  great  1  cpan  ion  of  invest- 
ments in  street  railways  was  accompanied  by  tlie   substitution  of 
her  fnnns  of  indebtedness  for  stuck.      \s  is  well  under- 
.111    entirely    represented    by    stuck    is   managed   by 
those  win.  contribute  the  funds,  and  who  may  take  as  profits  the 
entire  difference  between  gross  income  and  operating  expenses,  but 
titled   to   nothing   mure.       Investors  in   bonds  or  other   forms 
of  indebtedness,  on  the  other  hand,  have  no  voice  in  the  manage- 
ment   of   the   sum-   they  have  contributed,   but    are   in   a   position   to 
demand  a  fixed  interest  return  on  their  money. 

Investments  in  -treet  railways:  ,, 

Per  cent 

Vcar.                                                     Mocks.  \,  ,  ,i,  bt.  in  stocks. 

$10,804*50  $6,34  63.2 

'889 12,200,740  7.127,358  63.2 

1890     14,879,130  8,547,973  <'.:-( 

I'  'O.s.i.O?-'  7,943,652  71.1 

I*'-'  23.590,536  II.j7i.7W  67.6 

25,883,575  67,103  56.2 

20.071,275  22,223,133  54,0 

27.'X*>,685  25,022,246  52.7 

1896 30,728,818  2K.4- 

1897  '70,273  30.4)  51  - 

1898 38,933.917  29,824.047  56.6 

1899  35,846,071  53-5 

1900 18,971,168  35.743.929  57.8 

1901 54.069,933  45.541.2;-'  54.2 


Such    tin.  ntellt    with   and    ait    able    1 

maud  a  smaller  annual  return  on  their  holdings  than  111 

locks  which  must  lake  all  thi  lUSineSI 

with    no    certain    return.         \  1    the    larger 

introduction  of  bond-   a-   .1    form  of  investment   in   street   tail 
thai   the  public   enjoy   ■  capital   at   lower    rates   than   would 

otherwise  be  possible.      From    1888  to   1901    the   uocki   ol 

railway-  throughout  thi  from  ?io> 

five  tune-  tlie  earlier  sum.      In  these  -aine  year-  the  net  debts 
of  tlie  railw  1  ly,  the 

amount  being  more  than  seven  ti  inner.     Nei 

here  include  bonds  and  other  iornis  of  obligal 

mortgages  not  given  I  cash  and  current 

:i«).   and   the 

nl  current  asset-  $3,986357-      Throughout  the  period  under 
consideration  bond  Ij    exceeded   their 

unfunded  debt,  and  in    1001   tin-  debt   stood  at  $15,215,609 

Interest   on  the  unfunded  debt   1-  probably  paid  at   a   somewhat 
higher  rate  than  that  on  the  bond-,  but  at  a  less  rate  than  would  be 
iry  to  induce  investments  in  stocks.      In  iJvHX  i1 

iited     (11. 2     per     cent     of     the     total 

investment  in  them,  but  by  1901  the  per  ecu'  locks  to  the 

sum  of  stock-  and  net  debt  had  fallen  to  54.2  for  the  electric  road-. 
So   far  a-   stocks   have   been    replaced   by    debt-,   electric   railway-   are 

serving  tin  public  at  a  lower  rat.  of  return  on  the  investments 
than  thai  '.mi.. I  by  the  horse  roads.  But  net  earnings  from  the 
operation  of  electric  railway-  in  1901  amounted  to  $7,201.1'/).  or  5.5 
times  the  net  sum  of  $1,201,520  earned  by  the  operation  of  horse 
lines  in  [888,  and  the  net  earnings  per  passenger  were  1.66  cents  in 
the  latter,  compared  with  only  0.96  cent  in  the  earlier  year.      It  may. 

larger     dividend-     than 

formerly,  but  such  i-  not   1I1  that  the  greatei 

earning   capacity   ami    ei  operation   of   ell  '    horse 

railways    has   only    been    attained   by    a    more   than    proportion: 

if  investments.      Between  the  net  earnings   from 

an.!  tlie  Stockholder  Stands  the  bondholder,  with  a  claim  for  interest 
that  mii-t  be  nut.  While  the  stocks  of  electric  have  gone  up  t" 
five  times  tin  figures  for  the  horse  roads,  net  earnings  from 
tion-  have  increased  to  toe  and  one-half  times  the  sum  for  the 
horse  railways  in  1888.  Meantime,  however,  bonds  and  debts  have 
so  increased  that  stocks  receive  a  smaller  rate  of  dividend  than  that 
at  the  beginning  of  the  period.  If  all  expenditures  and  deprecia- 
tion charges  against  street  railways,  excepl  interest  and  divi 
are  deducted  from  their  gross  income  of  ev.rv  sort,  the  remainder 
and   net   income.      Of   such   n  interest 

charges  are  taking  an  increasing  part. 
Net  income-  and  interest 

Interest   and  .cut 

net   income.  Interest  inn 

1888 $1,096,853  $311,845  2S.4 

I889 1,372,1     •   •  2y2 

[890    1  .Si .s.'M.i  .sK.i.S27  21.1 

[89] 1,778,829  479,676  20.0 

1892 «,349,775  144.095  18.9 

1893 ...2,880,270  886371  30.7 

1894 2.02.5.22*  III-  38.O 

1895 '3.425,976  1,168,621  34-1 

1896 3.601,080  1,320,304  36.6 

1897 4,083,138  ',48p.991  36-4 

1898 1,568,044  3&2 

1899 4,125,630  1/122.688  .!■)..; 

1900 4.820,299  i  .702.707  36.9 

1901 1.N03.668  35.7 

Between    1888  and   1901   interest    plus   net   income-   increa 
almost    exactly    five    times    tin-    initial    amount,    a-    did    also 
-lock-,  but  interest  charges  meantime  grew    to  more  than   six   times 
the  amount  against   the  horse  railways.      Before   1893  interest   had 
claimed  1  nt.but  not  more  than  28.4  pi  1  cent  of  net 

income  pin-  interest  in  m  30.7  per  cent  i 

the   interest    charge    ha-    -line   taken    in   each   year   a   larger   share  of 

the  net  incomi  erest,  and  reached  39.3  per  cent  in  1899.    These 

make    it    plain    that    the    possible    percentages   of    dividends  on 
-tuck-  have  been  reduced. 

The   actual    dividends   paid    in    any   year    are    110    certain    measure 
of  the  real  net  income  on  capital  slock,  because  such  dividends  may 


July  20,  1002.] 


STREET    RAILWAY    REVIEW. 


401 


•  or  greater  in  amount  than  this  income,      An  illustrati 
this  fa  .  the  street  railways  of  Massachusetts,  which  paid 

as   dividends   on  than   the   net    income   above    interest 

charges  in  each  year  from  1884  to  1000  inclusive,  but  in  1901  dis- 
tributed as  dividends  slightly  more  than  this  net  income.  When  a 
net  income  has  been  earned,  hut  not  paid  out  as  dividends,  it 
simply  mingles  with  tl  the  company,  and  may  be  drawn 

out  at  a  future  time.  Net  incomes  rather  than  dividends  are  thus 
the  true  measure  of  prosperity,  and  these  incomes  have  declined  in 

n  to  capital  stocks  during  the  past  decade. 
Net  income  and  percentages  of  capital   stocks : 

Nel  income.  Per  cent  of  stocks. 
1888.  $785,008  7.2 

1880.  t,oa  8.3 

189a'.  1.4.50.1  it> 

.1,290/153  fi.6 

8.0 

1,99  :■: 

180+  ....1,812,668  6.7 

2.257 .355 

2,28  1,776  7.4 

-  593,147  7-9 

2,534,002 

2,502,042 

1000.  3.037,502  6  2 

1001.  ;t:  6.2 

en    1888  and    IOOI    the  net    income  of  all    street    railways   of 

the   state   has   risen    from   $785,008   to   $3,398,183,   or   4.3   times   the 

amount    in    the    earlier    year.        Meantime,    however,    the    total    of 

capital  stock  has  increased  to  five  time-  it-  sum  in  1888.     The  per- 

apital  stock,  therefore,  fell  from  7.2  in 

1.      In  intermediate  years  thi-  percentage  ha 

ratio  in  1899       i 
can  hardly  be  maintained  that  tin  high  or 

•hat   take  the   risks  of  the    streel 

■  1  ed  thai  Massachusetts 

inds  third  in  tin  pment  in 

as  a  group  are  probably 
■       perity.     The  low  of  income  on  the 

ttirely  unsatisfactory  re- 
sults t  table  expansion  of 
gh    the    intr.                      1    electric    traction,    the 
general  publ 

the  improved  transportation  offered.     1  lv  been 

li    through    .  old   on    tl) 

return    thus    fir    ba- 
the normal. 

♦  ■  » 

MAHONING  VALLEY   RAILROAD   EXTENSION. 


BIRMINGHAM  (ALA.)  NOTES. 


the  Trumbull  division  of  th 

[  some 

in   "I    a 
•  y    wa  S 

1   ....    the 
a   point 

art  the 
'..tall'-. I    b] 

tnpany. 
■  .f  the 

ording 
'in-  line 

I  platform 
tlightl) 


Sunday,  June  20tb.  the  hr-t  car  was  put  in  operation  on  the 
Tuxedo,  Ensley  &  Wylam  Division  of  the  Birmingahm  Railway. 
Light  &  Powet  Co's.  system.  ["his  line  has  been  under  process  of 
construction  for  some  length  tit  time  and  a  portion  of  the  route  has 
been  used  for  some  time.  Wylam  is  a  small  inland  town  com 
posed  large!}   of  I   Welch  people,  who  had  no  communi- 

cation with  the  outside  world  save  by  stage  coach.  The  opening 
of  this  new  line  means  a  great  deal  to  them  and  th?  cars  have 
been  very  much  crowded  since  the  opening  by  the  people,  who  will 
ride  from  one  end  of  the  line  to  the  other  for  the  novelty  of  the 
thing.  The  line  is  a  little  ovei  two  miles  long,  and  only  two  cars 
are  in  service  at  present,  though  others  will  be  added  as  the  travel 
demands, 

(hi  Julj    2d  the  new  Ensley-Bessemer  branch   road,   seven   miles 

gth,    was  completed.      This   is  a   new    route   to    Enslej 

route    which    hasn't    a    single    railroad    crossing.       The    roadbed    has 

10  in.  of  slag  ballast,  with  6x8-in.  sawed  ties  laid  2  ft.  c  10  e.      The 

rails    are    70-lb.    A.    S.    C.    E    standard    with    Weber   joint-    and    the 

trolley    wire    is    the    General    Electric    Co'i      N grooved    with 

spring   frogs  at   the  cross  0  ing    a    practically   com 011 

wire.      With  no  railroad  crossing  the  running  time  of  the  p 

line   will   be  considerably   reduced.       With   the  new    four   motor   ear- 
recently    put    in    service   the    schedule    time   on    this    line    will    be   the 
1  miles  in  30  minutes. 

tin  the  morning  of  June  24th  tlu-  following  bulletin  appeared  on 
eral  bulletin  board-  .11  the  barns  of  the  company: 

"Al  a  meeting  of  the  board  of  directors  of  the  company  held 
on  the  loth  ni-t.  the  subject  of  more  pay  tor  motormen  and  eon 
ductors  was  discus  ed,  and  authority  was  given  to  make  thi    Eol 

lowing  change-  of  wage-  commencing   Willi   thi 1   half  of  the 

■  ar,  July  1.  1002:      lii-t  \  1 . 1 1  oi  continuous  service,  15  cents 

per  hour;    se I   ireai   ol  tinuou      ervice      :';  cents  pet  Imm 

1  continuous  service,  18  cents  pet  hour;    fourth  yeat   ol 

continuous    service,    to    cents    per    hour;     fifth    year    of    continuous 
m     per  hour. 

"Thi-  increase  1-  made  it lera the  loyal  and  efficient 

work    of    the    inotormeii    and    conductors    who    have    been    in    the 
of   the   company    for   the   periods   mentioned.       The   company 
believes   that    the   value   of   a    nia iroportion    to   In- 
experience   and    education    in    the    position    be    hold-,    and    for    this 

reason  ha-  mad,    thi    greatesl   1 ibli   advance  that  it  could 

with  the  desire  ol  perienced  tormen 

ami  e lui  ' 

"All    motormen   ami   conductors   should   see   the   time   keepei     tnd 

'     111     ha        I I. 1    Iheir    entering    the    si  rvici 

of  tl 1 1    recorded 

II.  Davis,  I.  B.   \M 

eral    Managi  Mgi     Rj     Dept." 

pleasing  surprise  to  the  mi  n,  bi  1  an  e  il   was 

purely  voluntary  p  thi    company  and  prompted  bj    no 

from   il'-  m      1  Juite  a  number  ol   the  men 

*en  in  th  rreal   manj   of 

'lb  '1    at  th  ed    then    thanks.       Tin-    1      lie 

within  the  year.      I.a-t   November 

li     n,r   all    men    who    had    i„  ,  n    111    the 

tpp      ed    veil  pli  a  1  d  with  that, 
looking   to   the    welfare   oi    its   men.   has 
pi 1  1 1   ii"   fountain  ■  al  1  lie  di 

' "    th rOUtl      ."Hi   .11    He       hop      »  Mb   walei 

From    ''.  ,1   water  which  1 

lie    bCSl     W.'ll.   I      III     III.      di     II  e  .„,.     fa         I, 

is    be 

mi   I tain  en,  tig  to  promoti 

health 

I  he  •  il   putting  a     tripe  on  ol   the  mi 

'  '  1         1     ami   all    the   men    who 

ppro 
with  thi  nb  ..      h  1 

that    it    will    1.  ml    lo    n 
nti  in  tie 


Rapid  Kail 
on  and   Port   1 1 


402 


STREET    RAILWAY    REVIEW. 


[Vol.  XII,  No.  7- 


IRWIN   FULLERTON. 


ANALYZING  CONDUCTORS    REPORTS. 


:,„,,,  Fullei  'I  auditoi  of  the  Detroit  United  Ry., 

cted   with   th<  1    '890, 

when  he   itarted  "    B klyn  &   South   Side 

He  remained  with  thi 
pan)    until    1893,   when   the  lidated    with   the 

ind  Railwaj  Co  and  the  Broadwa)  8   Newburg  Street 
K.nlw  ■  ling  what  is  now  tin-  Cleveland   Electric   Railway 

\l,     Fullerton    w  d    with   the   new   organization   as 

assistant  auditor  ami  continued  in  that  capacity  until  March,  1895, 
when    he    »  'I    auditor   of    the    Detroit    Citizen's    Street 

Railwaj   Ca,  of  Detroit      I"  December,   1000,  the  Detroit 


IRWIN   I  II.I.ERTON. 

Railway  was  organized,  taking  over  all  the  street  railway    lines  of 
t,  and  during  the  past  year  this  company  has  purchased  eight 
lilways   having  in  the  aggregate  nearly 
500  miles  and   with  rates  of  tar,-  varying  from  i%  cents  to  $1.00, 
ling  to  distance.     This  consolidation  afforded  Mr.  Fullerton  a 
ubstantial   experience  in  the  merging  of  street  railway  prop- 
erties. 

In   addition   to   the   problems    in   accounting   resulting   from    the 

consolidations  mentioned,  the   work  in   Mr.   Fullerton's  department 

n   further  increased  during  the  last  year  by  the  inauguration 

of  the  extensive  freight   and  express  service  on  the  Detroit  system 

which   was  described  in  the  "Review"  for  January,  1902. 


CLARKSON  MEMORIAL  SCHOOL  OF  TECH- 
NOLOGY. 


Following  list  of  graduating  theses  has  been  received  through 
the  courtesy  of  Prof.  William  S.  Aldrich,  director  of  the  Clarkson 
Memori  .  huology,  and  will  sen lit  ate  the  prac- 

tical character  of  the  work  carried  on  in  this  institution: 

lopment  of  the  Water  Power  of  High  Falls  on  Deer  River; 
A  Study  bf  the  Possibilities  of  the  Developmenl  of  Water  Power  on 
the  Indian  River;  A  Design  for  a  Power  Plant  on  the  Indian 
Investigation  of  the  Properties  of  Liquid  Condensers;  In- 
fluence of  Chemical  Composition  on  the  Electrical  Conductivity  of 
Wrought  Iron  and  Soft  Steels;  Performance  of  a  Motor  Generator 
Set  Compared  to  a  Rotary  Converter  of  the  Same  Capacity;  The 
Design,  Construction  and  Performance  of  an  Experimental  Poly- 
\n  Experimental  Study  of  a  Single -phase 
Induct i  '   Experiments  on,  a  15-h.  p. 

on  the  Mow  of  Steam  Through 
Rei  gn  of  a  Compound  Marine  Engine. 


Ill,    total    .  iluation  of  franchises  in  Niagara  Falls,  N.  V.,  as  de- 
termined by  the  state  board  of  tax  commissioners,  is  $454,000,  which 
is  an   increase   of  $79,700  over  last   year's  valuation.     The 
ipally  on  the  street   railway   franchises  which 
were  assessed  last  year  at  a  valuation  of  $112,000  and  are  this  year 
valued  at  $155,000,  an  increase  of  $43,000. 


An  Interesting  Method  of  Computing  Percentages  and 
Its  Application. 


Editor  "Review";     F01  a  numbei  of  yean  we  have  hecn  trying 
method   ol  mputing   the   percentage  that    each 

kind  of  fan  'In   total  for  the  day.    After  numerous  at 

tempts   all   of   which   required  too  much   time  we  arrived  at   a   plan 
which   is   now    working   admirably,  and    1-   111   daily   use   at   0U1 

The  result  of  our  investigation  led  us  to  construct  a  table,  bound 
in  hook  form,  with  flexible  leather  hack  and  thumb  index,  placing 
50   inn  each    right    hand. page      Oppi  number   we 

placed    its    reciprocal    multiplied    by    100,    using    but    three    decimal 
places. 


' 

•, 

1 

-S"> 

Sli 

6 

|90 

.190 

•> 

199 

7 

190 

3 

.199 

8 

189 

! 

4 

198 

9 

IM 

505 

lis 

530 

; 

', 

1 

.188 

1 

7 

197 

2 

: 

s 

197 

3 

188 

' — \ 

9 

.196 

4 

.187 

: 

■-M 

.196 

535 

IS7 

; 

1 

P6 

6 

.187 

: 

; 

2 

195 

7 

no, 

: 

r 

3 

195 

■ 

18<. 

| 

| 

4 

515 

6 

7 

• 

195 
194 

l"4 
.193 
.193 

9 

54a 

1 

2 
3 

.186 
1X5 
185 
IK 

.184 

6 

so 

■■> 

| 

520 

193 

.192 

4 
545 

1S4 

183 

■• 

- 

1 

1"2 

(, 

IK3 

\ 

2 

3 

.191 
.191 

8 

ISJ 
.183 

jg 

! 

4 

.191 

9 

is: 

it 

i 

— 

i 

TA11I.E  1-1'AGE  FROM  "BOOK  OF  RECIPROCALS." 

The  "5"  in  the  thumb  index  is  large  and  indicates  500  or  from 
500  to  549  inclusive.  On  the  next  page  is  only  a  small  "50"  indi- 
cating that  page  contains  numbers  from  550  to  599  inclusive.  This 
table  is  carried  out  to   1200  total. 

In  using  this  table  after  the  clerk  has  counted  all  the  full  fare 
tickets,  children's  tickets,  coupons,  cash  fares,  and  checked  up  the 
registers,  he  proceeds  to  enter  up  the  earnings  for  the  day  in  a  book 
ruled  as  shown  in  Table  2. 

In  the  first  column  is  entered  the  number  of  the  car  on  Run  No.  I, 
in  the  next  the  registers  as  taken  "out"  and  "in"  with  the  sub- 
traction, that  being  the  fares  collected  on  such  car.  In  the  third 
column  is  entered  the  run  number.  In  the  next  column  is  placed 
the  number  of  full  fare  tickets.  The  next  column  is  left  blank. 
Under  the  column  headed  "Children  Tickets"  is  entered  the  num- 
ber of  children  tickets  turned  in  by  the  conductor  on  that  run.  and 
so  on  entering  the  number  of  coupons  and  cash  fares  in  their 
respective  columns.  The  total  of  all  the  fares  turned  in  is  entered 
in  its  column. 

This  total  is  not  the  amount  shown  by  the  register,  the  con- 
ductor having  been  relieved  for  dinner  for  which  he  received  a 
check  signed  by  the  relief  conductor  showing  number  rung  up  while 
the  regular  was  off,  which  is  entered  in  the  column  headed  "Relief." 
In  the  next  column  is  entered  the  total  fares  turned  by  the  regulai 
and  Relief  Conductor,   which  should  agree  with  the  registM 

In    the   column    headed    "cash"    is    entered    the   amount    "t"    money 
turned  in  by  Regular.     In  the  last  column  is  entered  the  w 
the  conductor. 

Now  we  will  proceed  to  use  the  table : 

The  number  of  fares  turned  in  by  Conductor  Rheinhart  is  74-'- 
We  now  open  table  by  means  of  the  thumb  index  at  page  marked 
with  a  large  "7."  On  this  page  is  the  reciprocal  multiplied  by  100, 
to  three  decimal  places  of  each  number  from  700  to  749  inclusive; 
opposite  No.  742  we  find  the  decimal  fraction  .135;    this  multiplied 


July  20,  1902.] 


STREET    RAILWAY    REVIEW. 


403 


Wednesday,  June  4,   1902. 


Weather— Fair  and  Warm. 


u         I         °       o.     °  a        O  fl^i 


1-  1    a      !• 

3  V  A  «.  O  I. 

bib  O  kllOit  U  3.  - 


4' 

■ 

1 

113 

mm 

• 

n> 

? 

IS) 

916 

177* 

! 

8% 

•• 

3 

131 

IS 

M 

« 

^ 

112 

lJ'T 

n 

5 

125 

1- 

14» 

1 

»i7 

■ 

6 

114 

ii 

a 

ran 

7 

11 

1- 

• 

.-- 

8 

n 

11 

2. 

1427 

9 



- 

1- 

relief 

149 

— 

11*1 

-•1 

4    II 

i 

S49.11 

.St 

ml*i 

of  paa 

52  :: 

6 


3 

a, 

78 

*S 

1  69 

3      "  76 


31 

S 

4 

104 

7 

19 

23 

6  1 


630 

- 

493 

71 

' 

358 

M 

114.05 


I,. 


5027 

5 


74, 

100 

* 

100 

558 

100 

>2» 

100 

693 

lou 

70S 

I0J 

541 

1IX) 

471. 

ion 

loo 

713 

HO 

X 
34 

136     9 

2; 
203    1 


135     S4.1 


=  7       605 


12:.     632 


713 


2>>  00   Rliiinharl 


r,  25   Bfaberlin 


32  65    Kr...nlev 


The   percentage   for   any    single   day    should 
not  cast  suspicion  on  a  conductor,  as  he  may 
possibly  have  a  school   picnic  01   a  crowd  of 
children  on  the  car   for  a   round  trip,  but  a 
careful   watch  kept   on  the  percentages  for  a 
week  or  a   month.   •   pecially   if  another  con- 
ductor is  on  the  same  run  any  day  during  the 
nine,  will  be  lime  well  spent 
THE     POK  1  SMI  H    1  II     STREET     RAIL 
ROAD  &  Lit  ill  r  CO 
S,  P.  Baird,  Genl,  Mgr. 

Mem.  Am.  Soc  I     E 
Portmouth,  O. 


31  50   Nourse 


24  65   Bowser 


NEW    PLANT    FOR    THE     HUD- 
SON  VALLEY   RAILWAY. 


27  65   Elite 


TABLE  J 

by  the  number  of  full  fare  tickets,  113  X  -'35.  gives  15.255  per  cent; 
the   number   of  children's    tickets   multiplied    by   the    same   number. 
135,  gives  5.535  per  cent;    coupons,  8X-I3S.  gives    1.080  per 
cent;    cash   fares,  580X-I35,  gives  78.300  per  cent.     We   h. 
found  that   Conductor  Rhcinhart  turned   in: 

Full                       15.255  per  cent 

Children's    fares     5.535  per  cent 

1.080  pei 

Cash    far.                                         ....  78.300  per  cent 

Total    100.170  per  cent 

But  for  convenience  we  enter  in  the  book: 

Full    fares 15  per  cent 

Children's    6  per  cent 

pi  m  1  per  cen 

"8   per   • 

[00   |"  i 

111  red  ink  .1-  being  n 
If  ill'  rried  to  more  decimal  places,  the  pei   cenl 

nd    by    multiplying    would    add    up    exactly    100.      It    will    lie 
i   in   the  table   tl  I,   532  and    S3.1  all   ha 

multiplier,   bul   th  n   be   when   using   bul    three 

p] 
multiplier-,   would  11    538,  .1H7';;     for   533,   .  1K70; 

•  r   1 1 1 «-  purpose   for   H  hil 
have  1  varies 

ilightl)  and  with  diffen  runs  catch  many 

.  other  rum   regularly  pass 

lay. 

II    on   Kim 

were  a«.  follow        Pull  fares,  18;  Children 

iii .  wnli  the  othi  » 
to,  thai 

"    mini 

that  tl  Mr.  1    on   our   record 

4tli. 


17  ^>0    Dever 
19  00    Mault 

24  90  Gable 

251  ZS 

49  17 

14  05 
.•-14  A7 


I  lie  Hudson  Valley  Railway,  an  exti 
description  of  which  was  given  in  the  "Re 
view"  for  April,  ion-',  is  about  tO  make  a 
change  in  its  motive  power  with  a  view  to 
ultimately  operating  the  entire  system  from  a 
central  plant  of  the  Hudson  River  near  Wa- 
terford.  It  will  be  remembered  that  this 
company  is  a  consolidation  of  the  Stillwatei 
.\  Mechanicsville ;  Greenwich  &  Schuylerville ; 
Glens  Falls,  Sandy  Hill  &  Fort  Edward,  and 
Warren  County  railroads  and  the  Saratoga 
Traction  Co.  The  company  now  operates 
over  100  miles  of  electric  road  running  from 
\llum  and  1  my  to  Saratoga,  Lake  George 
and  the  Adirondacks. 
For   the   operation   of   the    road   until    the    Hudson    River   power 

tali completed  a  somewhat   unusual  method   r   In  l»    employed. 

1  he  company  has  ini  rea  ed  the  capacity  of  the  direct  current  p 
station  at  (ileus  Falls,  by  the  addition  oi  a  250-kw    direct   current 
ngine  type  generator  and  has  increased  the  capacity  of  the  Caldwell 
-tatioii    with    a    270-kw.    direct    current    belted    generator,       In    the 

power  stal ii    Glens  halls  there  will  be  installed  a  250-kw.  rotary 

converter  operating  direct  current  to  alternating  current  with  rais- 
ing transform  1  1  .  I'owei  will  he  transmitted  by  a  three-phase 
11,000  volt  transmission  line  to  Caldwell,  where  lowering  trans- 
formers and  a  second  250-kw.  rotarj  converter  operating  alternating 
current  to  direct  current  will  be  installed  to  tipplement  the  power 
"I  the  Caldwell  direct  current  generating  plant, 

In  tin  company'  Saratoga  station  a  too  h.  p.  engine  and  a  250-kw., 
2,200-voli  generator  with  raising  transforms  are  to  be  installed 
and  from  iins  station  power  will  i»    11  in  mitted  bj   a  three-pha  e, 

11,000  voll  11. in  mi-  I" a    "i'    tation  at   Round  Lake,  where 

i  1"  i'.i  mi  1    and  a  250-kw.  rotai  •■  This 

sub-station    will     upply  powei   to  tin    1  <  <  -■  1 1 1 1  \       mpleted  Saratoga 

hich  co I     ii"    in. mi  inn    at    Mi  1  hanii   1  ills  » tth  thi 

ga  li.iio.ii  ini.-  at   Balston  Spa.     When  ihe  alternating 

rent    generating    plant    on   thi     Hud  01 mpleted,    which    it    is 

■  - 1 -d  will  he  11 II  thi   genet  at  in 1    ub   tation  appa 

ram-  now  installed  will  be  di  plai  ed  by  1  ighl  300  kw.  600  voll  direi  1 

\n  of  1 1..-  .'I. .  1 M.  al    tppa  1 .11 11    i.  ,1   both 

i      '■ tallation     ind   I plant    1     of  thi 

*  ■  > 

CHICAGO    CITY   RAILWAY'S    NEW   POWER 
HOUSE. 


it  ha    1 i 1  ih. 11  -  

Railway    '  o.    would    und.  rial 

tana     1      he  franchise  ext 

Ii  mid  be  1  ill.  d       Rei  entlj  deeds  convi  96x12  : 7  ft,  .11  tin 

itl       .    120x123     I     it  thi   ih 

1  1  th  St     and    17x320  ft.  al  the 

.,      1 
\houi  0  the  Chicago  < 

lot       nd  iced  at   the  time  of 

ilir  former  purchase,  the  company    will  plant 

lubstalions. 


4(14 


STREE1     k  Ml. WAV    REVIEW. 


[Voi    XII,  No.  7 


ADJUSTABLE  SEAT  FOR   MOTORMEN. 


U,    show    herewith   the   waking   drawing!   and    some   half-tone 
illustral  .    removable   and   adjustable    teal    for   mol 

ited   bj    M  I 

tl„   [n|i  d  fof  which  the  details 

■. .  .rk,  .1   out    b)    Mr.   Chart  ms,    luperintendenl    of 

..i  was 
I    iiu     Pan     Vmi  !        isition,    when   the 


CONVERSION   OF  ST.   PAUL  BRANCH   DIS- 
CUSSED. 

An    ordinance    providing    for    tl  ion    ..i    thi 

branch  of  the  St.   Paul  road  t ■  > t •  >  an  electric  line  from  the  northern 
suburb  jo  to  the  Union  loop  was  discussed  al  ■  meeting 

of  tin-  council   sub  committee  June  25th,  and  the  question 

fare   to   be   charged   in   tin-   evenl    oi   1   change   of   live   powei 

iderablc  dissension  among  Ihi  different  delegal who 


ADJUSTABLE  SEAT  FOR  MOTORMEN  AS  USEI"  BY  INTERNATIONAL  RAILWAY  CO. 


company  lust  a  great  many  good  motormen  on  account  of  their 
suffering  from  varicose  veins  and  swollen  limbs  and  feet  because 
of  standing  in  one  position  so  continuously.  Hie  seat  is  used 
between  cities  only  and  is  removed  out  of  the  motorman's  way 
while  the  car  is  within  the  city  limits.  1  In  general  arrangement 
and  principal  dimensions  of  this  seal  an  shown  in  the  accompa- 
nying drawing.      The  ol    1    ,   in.    in.n   pipe   _•' >   in. 

long,  on  which  a  collar  is  fastened  3  in.  from  the  bottom,  and  in 
the  top  of  tins  standard  is  a  plug  having       1  in    thread.     The  seat 

is  made  of  hard  WOOd  and  is  of  the  same  pattern  as  a  bicycle 
seat.       To   this    is    screwed    a    triangular    shap  £    .1-    shown, 


were  present  to  represent  the  towns  en  route.     Residents  ,,f  Rogers 
Park  and   contiguous   suburbs   asked    for   a    5  cent    fare   to   the   city, 
while   the   delegation    from    Kdgcwater.    which    is    south   of 
Park,  demanded  a    in  cent    fare  in  order  that  property   values  might 
not  be  jeopardized  by  tin    pn  incursion  of  the  Rat-hunter. 

I  be  suburbanites  were,  however,  unanimous  in  objecting  when  it 
was  proposed  b>  the  representative  of  the  road  that  a  provision 
t"i  .1  continuous  ride  to  the  Union  loop  be  stricken  from  the  ordi- 
nance. The  company  does  not  desin  to  run  the  tracks  ,,f  the 
Northwestern  elevated  road  to  convey  its  passenger-  downtown, 
and  amendments  were  asked  which  should  obviate  tins  objection. 


View  ciivof*  /look 
Piece 


V/EW  UHDCK  SEAT 


I    STANH  FOR  MOT11RMAN. 


in  the  center  "I    which  ckct,  and   to  this   s,,eket    i-    fastened   a 

nd   iron   threaded   for  a   length   of  (>   in.,   to  fit   the 

thread  in  the  plug  at   the  top  of  the  pipe.       Bj   mean-  of  this  thread 

it    can    be  0    any    height    desired.        I  here    are    two 

in    the   car   platform,  one   of   which    is   used 

to  hold   the  seat   when  in   use   and   the  other  is  placed  to  one   side 

oi   the   platform  to   hold    the    -cat    when   not    in   use   within   the   city 

limits.      The  half-tone  illustrations   show  the  positions  of  thi 

n  and  out  01 


American    and    Canadian    capitalists    are    promoting    an    electric 

railway  from  Cornwall   to    I     Ont,  which,  it   is  expected,   will 

I.,    on,    oi  11  nterurbans  in  the  dominion.     The  promoters 

ipital  al  command  to  the  amount  of  $8,000,000. 


J.    J.    Henry    1-    1  an    electric    railway    to   connect    Baker 

City,  Ore.,  and  Eagle  Creek. 


The  trolley  line  from   Yoik  to  Red   Lion,  and  thence  to  Winds,, r 
eille.  I  impleted.     Capl    W.   II.  Lanius  and  Judge  W.   F. 

Bay  Stewart  have  about  completed  purchasing  the  right  of  way 
from  York  to  York  Haven,  the  seat  of  the  electrical  power  plant, 
which  is  now  being  installed  on  the  Susquehanna  River  to  operate 
all  of  the  street  railways  and  trolley  lines  of  York  County,  Dauphin 
County  and  Lancaster  County,  Pa. 


Jill    jo.  1902.  I 


STREET    RAILWAY    REVIEW. 


405- 


RECENT  STREET  RAILWAY  DECISIONS. 


EDITED  BY  J.  L.  ROSENBERGER,  ATTORNEY  AT  LAW,  CHICAGO. 


RIGHTS  OF  PASSENGER  AT  WHOSE  REQUEST  CAR  HAS 
COMMENCED  TO  SLOW  UP. 


Jitan  Street  Railway  Co.  (N.  V.  Sup.),  75  N.  Y. 
Supp.  $::.      Mar.  21,  1902. 
After  the  car  had  commenced  to  slow  down  at  a  passenger's  re- 
quest,  she   had  a   right,  the   first   appellate   d  1  lie    supreme 

court  of  New  York  holds,  to  prepare  to  leave  the  car;  and  she  also 
had  a  right  to  assume  that  the  conditions  existing  at  that  time  would 
Ik.-  continued  until  the  car  had  been  stopped,  and  she  had  been 
afforded  an  opportunity  to  get  off. 


DC  I  Y  OF  1  KAYEI.IR  ON  HIGHWAY  CONTAINING  TRACK 
AS    HI  LOOKING   TOR  CAR— MAY   ASSUM1     Mo 
KM  AN  WILL  MAKE  SO.MI     I   FFORT 
TO   PREVENT   COLLISION. 


n  v.  Weadock  (Mich.).  So,  N.  W.  Rep.  ;»,i.     Mar.  .'(1,  1902. 

i raveling  on  a  public  highway  on  which  thi 
track  is  bound,  the  supreme  court  of  Michigan  holds,  to  use  some  cau- 

tf  he  is  turning  to  drive  across  the  track,  he  is  bound 
whether  a  car  is  liable  to  come  in  collision  with  him.  lie  i-  undoubt- 
edly bound  to  look  ahead  for  the  same  purpose,  Bui  the  courl  is  nol 
prepared  to  hold  that  be  is.  as  a  matter  of  law,  bound  to  be  con- 
stantly looking  backward  when  driving  upon  or  in  proximity  to  the 
track.  He  has  a  right  to  assume  that  some  effort  will  lie  made  by 
irerenl  a  collision;  that  he  is  in  a  position  to  see  in 
advance,  and  to  note  whether  a  collision  is  likely  if  he  continues  in 
the  course.  In  this  case  there  was  evidence  from  which  it  might  In- 
found  that  for  a  considerable  distance,  at  least,  the  vehicle  in  which 
the  parly  suing  was  traveling  was  pursuing  a  course  mar  the  rail- 
way track. — 0  near  as  to  make  it  reasonably  certain  that  a  collision 
would  occur  if  the  car  was  not  brought  under  control.  Undi 
circum  innot  be  said,  the  court  declares,  that  the  mo 

had  the  right  to  pursue  his  course,  and  run  this  vehicle  down. 


INJURY  TO  CONDUCTOR  RIGHTFULLY  ON  INSIDE  RUN- 
NING HOARD  WHERE   1  RACKS  ARE  TOO  CLOSE 
TOGETHER-NO  CONTRIBUTORY  NEGLI- 
1  i;  1  >l<  ASSUMPTION  OF  RISK. 


Niagara  Gorge  Railroad  Co.   (N.  Y.  Sup),  75  N.  Y.  Supp. 
Mar.  1 1. 
Here  a  conductor  who  as  such  had  been  in  the  employ  of  the  com- 

n  a  road  about  7  miles  in  length  was  verj  seriously 

injured  when  at  a  place  where  the  inside  rail-  of  tin    two  Ha.  1 
but  3  ft.  10  in.  apart,  the  close  proximity  of  ili<-  tracks  continuing  for 

eats  of  which  cx- 
entircly   acro-s    it.   and    wet  that    it    was 

uicnt  and  even  impracticable  for  the  conductor  to  crowd  in 

•  ollei  1  tli'-  fares.     The 

lie  jury,  the   fourth   appellate   division   of    the    supreme 

court  'hat  the  conductor  was  riding  on 

the  running  board  of  the  car  in  the  usual   manner,  engaged  in  the 

"lance  with  the  instructions  given 
him.     He  and  was  not 

aware  that   while  he   was  on  the   running   board   he   was  in  danger 
of  being  hit  by  a  ir,    The  tracks  were  dangerously  close 

I    by    any    tapering    to    unite,    for 
d 1 : 

rther  apart  after  tin-  accident,  and  apparently  to 

phe,     li  may  be  added  that 

jutting  the  accident   occurred   rendered   il   in* 

form  his  duties  on  the  running  board  on  tin' 

in    his 
k   by   a 

inding  on  tin-  running  board,  01 
-I  the  line  of 


bis  duty,  performing  it  in  the  ordinary  manner,  and  not  cognizant 
ii  anj  danger  to  be  apprehended  from  the  passing  car.  It  wa  thi 
duty  of  the  company  to  furnish  a  reasonably  propel  place  for  him 
to  carry  on  bis  work.  Nor  could  he  be  charged  with  want  of  care, 
a-  matter  of  law.  He  was  insensible  of  the  danger.  It  was  nol 
observable  to  him  from  the  car.  IK-  bail  received  no  warning  "t  it. 
lie  was  in  the  discharge  of  bis  duties  in  the  ordinary  way.  and  bis 
mind  was  engrossed  in  their  performance.  Again,  the  court  says 
that  this  was  not  a  risk  which  he  assumed.  It  was  not  an  incident 
to  the  business;  was  not  manifest,  but  was  due  to  the  oversight 
of  the  company,  which  proper  caution  would  have  prevented.     The 

employer  must,  to  a  reasonable  degree,  perform  the  obligati 1 

111-  upon  him  to  safeguard  the  interests  of  Ins  employes,  before  the 
latter  can  be  charged  with  assuming  the  risk  with  reference  to  the 
especial  thing  which  should  have  been  remedied.  Assumption  oi 
risks  must  rest  upon  knowledge  upon  the  part  of  tin-  servant,  or 
the  means  of  acquiring  it  by  the  exercise  of  ordinary  diligenci 


\i  rEMPTING  TO  CROSS    ["RACKS  WITH   CAR   ON    FAR 

THER    TRACK  CLOSER  Til  \\   ONE  ON 

NEARER    TRACK. 


O'Callaghan  v.  Metropolitan  Street  Railway  Co.  (N.  Y.  Sup.  1,  75  N. 
Y.  Supp.  171.  Mar.  14,  1902. 
I  he  parly  suing  was  injured  on  the  southerly  crossing  ol  Muster 
darn  Vvenue,  in  Manhattan,  at  104th  St..  being  caught  between  an 
uptown  and  a  downtown  car.  It  was  in  the  daytime,  and  she  was 
tg  the  avenue  from  the  west.  Before  attempting  to  cross  she 
looked  Up  and  down  the  avenue.  From  the  south  a  car  was  coming 
up,  and  was  then  n  little  above  io.id  St.  From  the  north  a  car  was 
coming  down,  and  was  then  at  106th  St.  When  she  had  crossed 
to  downtown  track,  the  uptown  car  was  so  close  to  her  that  she 
could  not  cross  that  track  with  safety,  and  while  she  stood  between 
the  tracks  waiting  for  that  car  to  pass  the  downtown  car  came  along 
quite  fast,  and  without  the  warning  of  the  gong,  and  the  injur}  was 
occa  ioned.  The  question  of  the  company's  negligence  was  carcely 
raised  upon  the  trial.  No  witnesses  were  examined  upon  the  trial, 
and  the  second  appellate  division  of  the  supreme  court  ol  New  Yorl 
says  that  no  discussion  was  necessary  to  establish  the  fact  that  .> 
jury  might  find  negligence  from  the  circumstances  presented  by  flv: 
Whether  the  woman  was  guilt]  ol  contributory  negligeno 
was  a  question  of  fact.  She  was  not  hound  to  assume  that  il  would 
be  dangerous  to  attempt  to  cross  a  street  with  a  car  on  the  nearer 
track  two  blocks  away,  or  that  thai  tar  would  come  upon  her  with- 
out warning  before  anothet  cat  less  than  half  the  distance  from  her 

would    pa       hi thi     Farther   track;    and    whether,   under   such   cir 

tnces,   the  failed  in  the  exercise  of  ordinary  care,  was  clearly 
fin-  thi       '     to  di  ('Hume.     A  judgment  in  Eavoi  oi  the  pain   suing 

.iiin  m 


inn     VS    10  SELECTION   OF  SAFE   PLACES   FOR    PAS 
SENGERS  in  U.li.n  1. 


Louisvilli   Railway  Co   (Ky.),  67  SS.  W.  Rep.  4.     Mar.  12, 
1002. 
hi      tated     mi  il    -I  in-,  to  be  tt  ue,  the  1  out  1  oi  appeal    of  Ken 

lucky  says,  that  a  different  duly  attachi     i"    treel   railwaj   1  to 

I-  am  1  operal n   pect  to  furnishing   iafi   plai  1  ■  for  dis 

chargini  tgers,      1  in   latti  1  mu  1  fui  nit  b  bui  h,  m  hile  thi 

nil  obligation,  but  dischi pa    engers   il 

convenient  point    along  thi    treel    il  travel  1  .     11  thi     treel  al  the 

'  "    charging  thi    p ,1  dangi  rou    o  mdition 

-     here,  and    ui  h  dangi  1  i    1  ibi to  thi   pa    1 1 

riei  1    ""i  liabli   to  him  1 tries  ired  11 such  di 

i- '  1       But  is  known,  in  1     in  h  .1    mu  1  lie  '  been 

known,  to  ii.  1  1    unknown  to  il..   pa    enger,    as  where, 

■1  'i  1  in     .  in   '  urn"!    '  •    ii     iii.   1  .in  1. 1   1    bound  to 

"•mi  tl  ,1  i"  1    1  1  in afelj  alighting, 

■■I     top  tie  '  .11  al  a  1 1 id  01     hoi  1  "i  iin   'i "'I    point 

lur<   to  tal  ■  ' let      t  liable  to  thi 

ujut ',    in '  hi  ■    ■  'i     in  li    111  gleel       V\  hili    tie 


40(. 


STREET    RAILWAY    REVIEW 


[Vol.  XII,  No.  7- 


tor  de- 

In  thi  u  the  usual 

d    her   ankle   in  at- 

tempting  to  alight      U  icct  in  ques- 

.1.  which  had  become  so  worn  at  thai  particu- 

nt  thai  a  depression  was  formed  two  or  three  feel  in  length. 

s  Hack,  and 

mid  be  apt  to  step  into 
it.     It  in  the  light.     Whethei  it  wa 

•  ■I  the  ;  ilacc  for  discharg- 

ing pa  ibviously  unsafe,  the  court  holds, 

hal  should  uhmitted  to  the  jury. 


ABILITY  FOR  DEFECT    IN  PAVEMENT  OF 
AVING  COMPANY  OF 
DTJ  I  \     in  CAR!    FOR   S  \ME. 


Welch   v.   Sj  rransil   Railwaj    i"    (N.   Y.   Sup.),  75 

M.   Y,  Supp.   17.1.     Mai     1 1,   i'K)2. 
\  pa  ike  her  ankle  in  he  running  board 

pin  car  in  erved  hole  or  depression  in  the  asphalt 

pavement  at  the  pi  ["his  depression  was  4  feel 

fi  inches  long  itesl  width,  i   fool  5  inches;   and  its  greatest 

ilcpth.   3    indies.      The    edge  eled    and    somewhat    ragged. 

[Tie  inner  edge   was    1    fool   5  inches  from  the  outer  rail.     The  jury 
was   instruct  other   things,   thai    by    statute    (sco- 

ot the  railroad  law  1   the  duty  was  imposed  upon  the  railway  coni- 
f  maintaining   thi  in   width  outside  of  its 

Hacks"   in   a   reasonably   safe   condition,   and  if  the  place   whi 

pped  in  alighting  from  the  car.  and  which  caused  her 
to  fall,  was  within  that  space  and  was  dangerous,  the  company  was 
chargeable    with    negligence    for    havin  ed    to    rcpa 

defect  in  the  pavement.  To  meet  this  proposition,  the  company 
offered  in  evidence  a  resolution  adopted  by  the  common  council  of 
the  city,  and  approved  by  the  mayor,  which  gave  a  paving  company 
-ion  to  take  up  certain  pavement,  which  included  that  which 
1  n  at  the  place  of  the  accident,  and  at  its  own  expense  to  lay 
a  new  pavement,  and  to  keep  the  same  in  repair  for  five  years,  to 
he  done  in  accordance  with  plans  and  specifications  of  the  city 
engineer,  and  subject  to  the  approval  of  the  commissioner  of  public 
works  of  the  city.  The  fourth  appellate  divison  of  the  supreme 
court  of  New  York  holds  that  the  resolution  should  have  been 
received  in  evidence,  at  least  for  the  purpose  of  enabling  the  jury 
to  say  whether  or  not,  in  view  of  it  and  under  all  the  circumstances, 
the  railway  company,  through  its  agents,  was  negligent  in  not  de- 
termining that  the  defect  in  the  street  was  dangerous,  and  in  not 
repairing  it ;   and  that  t!  on  of  the  resolution  was  reversible 

error. 

The  purpose  of  the  resolution   was  evidently  to  enable  the  new 
nnt    to    he    tested,    to    ascertain    its    durability    and    v 
qualities;    and   it   is   apparent,   the   court   says,   that   if   the   railway 
company  or  any  other  corporation  could  make  repairs  at  will,  such 
•  !ess      By   the  charter  of  the  city  the  mayor  and 
common  council  were  given  authority  to  lay  out,  make,  open,  regu- 
late, repair,  and   improve  highways   ani  and   the  council 
iven  authority  to                    construction  and  repair  of  pave- 
defray   the   expenses   thereof   by   assessment    upon    the 
abutting  property  owners.     Section  98  of  the  railroad  law  does  not 
in  any   manner   deprive   the   city  authorities  of  any  of  the  powers 
conferred  upon  them  by  the  charter.     The  city  had  the  right,  acting 
through   its  officers  or  through   any  other  agency,   to  do   with   the 

aw    fit.    provided    it    did    not 
I  fere   with   the   rights  of  the   rail- 
withdraw  from  the  company  the 
10  in  any  manner  interfere  with  the  pavement  upon  the  street, 
luty   imposed  by   statute,  provided  other 
1    or  equally  well   protect  the 

By  the  action  on  the  pari  of  the 
city  thi  n  the  obliga 

of   five  repair   the   portion    of   the    street    in 

question.     Beside  upon  the  question 

of   thi  ri    if    it    was    not    relieved   of   its 

obligation  to  keep  the  street  in  repair  by  reason  of  the  city's  action 


in  the  premises.  The  company  had  a  right,  in  determining  whether 
or  not  the  .!<  tion  the   fat  t 

that    the    illy    authorities    had    taken    control  old    to 

assume  thai  the)  did  not  regard  il  .1-  being  in  a  dangi 

Hon,    I-  |he    fact    that    they    had    taken    no    -op-    !•■    rrpair 

or  can  I  he  jury  had  a  right  !■> 

only    whether   the   company    was    negligent    in    permitting   the   defect 
ex^t  111  the  street,  a-  ..n  independent  proposition,  but 
whether  il   was  negligent   in  so  doing,  in  view  of  the 
fad   thai  by  the  resolution  which  was  offered  in  'he  city 

had  contracted  with  the  paving  company  that  that  company,  and 
not  the  railway  company  should  keep  such  street  in  repair,  under 
the  direction  and  supervision  of  the  municipal  off 


INJURY    (ib    BO'i      VTTEMPTING     I"    BOARD    CAR    AT 

FRON  1    END    Willi    VES  1  11:1  I  1     I ><  »  >  D— 

DUTY  OF  MOTORMAN— RUNNING  BACKWARDS 

Wl  I  linlM    (Tl  \.\i.IM,   HEADLIGH  I"  OR 

FENDER. 


Barlow  v.  Jersey  City,  Hoboken  &  Paterson  Railway  Co.  (N.  .1. 
Sup.),  51  Atl.  Rep,  40,1.  Feb.  -'4.  '9°2- 
1  In  the  return  run  of  a  large  vestibuled  electric  car  it  want  for  a 
few  block-  reversed  from  the  outward  run,  and  then,  by  mean-  of  a 
Y  in  the  track-,  was  turned  around  so  that  the  front  and  rear  would 
be  as  before.  On  this  short  backward  run.  while  the  conductor  and 
motorman  cl  nd  the  trollej   pole  was  turned,  the  fen- 

der and  headlight,  when  in  use,  were  not  disturbed.  At  about  a 
quarter  befoi  k,  one  evening  in   November,  just  after  the 

car  bad  started  on  this  return  run.  a  boy  who  would  be  12  years 
old  in  the  following  January,  ami  who  had  been  selling  newspapers 
near  the  terminus,  sprang  on  the  step  on  the  right-hand  end  of  what 
was  tin  11  temporarily  the  front  platform,  with  the  purpose,  as 

1    paying    fare   as   a  passenger   and   riding  to   his   home,      lie 

went   to  the  front   platform,  he  said,  because  it  would  be  eventually 

In    real   platform,  and  be  expected  to  find  it  open,  as  it  sometimes 

was   al    tbi-   terminus,     lie   further  testified   that   he   rapped  on   the 

and  that  the  motorman  looked  toward  him.  but  did  not  open 

the  door,  or  stop  the   car,  or  lessen   us  speed.     Shortly   afterward, 

1    collided  with  was  thrown  off  by  the  jar 

and    injured. 

ndei     hi       circumstances,   the   supreme   court   of   New   ] 
thai   the  boy  was  properly  nonsuited  in  an  action  brought   to 
recover  dam  use   the  company   owed   him   no   duty   except 

to  abstain  from  willful   injury.     It   says  that  he  was  in  no  sense  a 
-"i    upon   the  car  at   a  place  where  he  must   have 
seen,  if  he  had  looked,  that  ingress  was  barred.     That   sometimes, 
in  the  company's  cars,  thi    doot   al  that  place  was  left  open,  and  that 
passenger-  were  allowed  to  enter  then    1 'i  fore  the  car  started,  did 
cuse  him   from   looking   to    see  if  an  invitation  by  an  open 
door  was  then  extended  to  him  to  enter  there.     He  knew  that  the 
in   was  the  proper  place  to  enter  a  car.  and   his  excuse 
that  the  platform  he  tried  to  gel  upon  would  eventually  he  the  rear 
one  only  emphasized   thai   knowledge.     It    should  be  noticed,  too, 
that  when  the  car  would  be  turned,  so  as  to  make  il   the  rear  plat- 
form, the  proper  place  of  ingress  would  have  been  on  the  opposite 
side  of  the  car  from  that  on  which  the  boy  attempted  to  enter  it. 

If  the  motorman   saw  the  boy  OH  he  Owed  him  no  duty 

but  to  abstain  from  willful  injury,     lie  was  not  legally  called  on  to 

open  the  door.      His  attention  might    be  needed   in  the  operation  of 

itroller  and  brake  and   in  keeping  a  lookout,  especially  as  he 

was  running  without  headlight  or  fender.     If  it  was  urged  that  he 

egligent   in   running   his  car   without   those   protections,  or   in 

not  observing  that  the  wagon  with  which  he  collided  projected  over 

the  path  of  the  car,  it  was  sufficient  answer  to  say  that  only  passen- 

gers    properly    in    or    upon    the    car    or    persons    lawfully    using    the 

highway  could  have  had  legal  can  plain  of  such  negligence. 

The  court    -ays   that   it   has   never   held   that    to   one   who   jumps  on 

ar   al    a    place    where    hi  righl    to   expect    ingress 

ither  conduc  duty  to  stop 

the  car  or   to  lessen  its   speed,   although   it   has   held   that   where 

an  attempted  entrance   was  at   a  place  where  it   need   not   have  been 

vet,    if   it    was    seen,   the    conductor   ought    not    to   have 

started    the    car    when    he    saw    a    passenger    getting    upon    it    with 


Jl'LY   20,   1902.] 


STREET    RAILWAY    REVIEW. 


407 


precarious  footing.  In  this  case,  if  the  motorman  in  fact  saw  the 
lad,  common  humanity  should  have  prompted  him  to  do  one  of 
hings  in  order  that  the  danger  of  the  situation  might  be 
averted;  but  legal  duty  chargeable  to  the  master  was  a  very  dif- 
ferent  matter. 

The  youth  of  the  boy,  the  court  holds,  gave  him  no  extraordinary 
right  of  protection.  It  has.  indeed,  it  say*,  been  held  that  care  may 
be  due  to  children  yetting  on  street  ears  that  is  not  due  to  persons 
sui  juris,  or  under  no  legal  disability.  But  this  boy  was  of  sufficient 
age  and  inti     -  be  held  to  the  general  rules  applicable  to 

adults.  . 


NOTE     PAYABLE     AFTER     COMPL]    [TON      OF     ROAD- 
REASONABLE      TIME      FOR      COM  I 
QUISITE    TO    RECISSION    OF    CONTRACT— US] 
OTHER      TRACKS      A      SHORT      DISTANCE     SIN'   1  I 
TRACK  AT  CORNER  FOR  DOUBLE-TRACK  ROAD. 


JUMPING    FROM    CAR    UNDER    APPARENT    NECESSITY 

ONLY— NO    DUTY     IO    FIRST    INFORM    DRIVER— 

ADMISSIBILITY   01    ORDINANCE  REQUIRING 

CARS  fO  STOP  AT  RAILROAD  CROSSINGS. 


Selma  Street  &  Suburban  Railway  Co.  \.  Owen    (Ala.),  31  So.  Rep. 
598.    Dec.  iS.  1901.     Rehearing  denied  Jan.  30.  1902. 
This  was  an  action  brought   by  the  hitter-named  parly  to  recover 
damages  for  personal  injuries      tl   was  averred  that  as  a  street  car 
upen  which  she  was   -  driven  onto  a  railway  track,  at   a 

crossing,  an  engine  came  running  forward  on  that  track  at  a  high 
and  rapid  rate  of  speed,  and  was  about  to  run  into  the  car:  that 
the  driver  became  terrified,  and  exclaimed  to  her.  "We  are  going 
to  be  killed.  The  train  is  on  us,"  that  she  thereupon,  startled  and 
frightened  by  hearing  the  frantic  cries  of  the  driver,  jumped  from 
her  seat,  and  seeing  the  engine  coining  at  a  high  rate  of  speed,  and 
that  it  was  about  to  collide  with  the  car.  and  being  thereby  still  more 
frightened,  she  attempted  to  jump  off,  and  received  the  injuries 
of  which  she  complained  in  jumping  off  or  in  being  thrown  off  by 
a  quickened  movement  of  the  mule  drawing  the  car,  while  she  was 
endeavoring  to  get  off.  The  engine  was  stopped  20  or  25  feel  from 
the  car. 

The  passenger,  the  supremi  I     Alabama  hold-,  was  under 

..   before  jumping   from   a   car   about   to   be   run   over   by   a 

live,  to  inform  the  driver  that   -he  wished  to  alight.     It   was 

immaterial  whether  the  driver,  when  he  caused  the  mule  to  quicken 

its  pace,  knew   that    -he   was   about   to  jump    from   the   moving  car. 

The   complaint    in  laim    on    account    of    the    driver    having 

I   the  mule  to  quicken  n-  pace,  the  averment  in  that  regard 

.   descriptive  of  the  occurn  m 

The  averments  that  the  eng  coming  toward  the  car  at  a 

high  rate  of  speed,  and  was  about  to  collide  with  or  run  into  the 

car,   tl"  be   taken    to   mean    that    such   collision 

uninent;    that  the  engine  was  mar  to  colliding   wit:,   the  car; 

.red  to  be  on  the  point  of  collision.     By  such  averments. 

:  interpretation  of  them,  a  case  was  madi    oi 

for  the  |'  jump   from  the  moving  car. 

onably  apparent  leave  a 

i     he  carriet      land     upon   thi 
same  1  ..  produi  ed,  ami   the  right 

liabilities  of  the  parties  are  to  be  adjudged  accordingly.     1  hi    nei  1 
lity  was  a  link  in  the  unbroken  1  lining  with 

•      and    culm  <    the    injury.      In 

i  the  links  in  thi  'I,     as  if  the 

■  I   remained  on  the  car,  ami   received  her  hurl 
-  n    the   engine   and    the   eai.         I  hi 
•■  mplation  of  1 

ni'ii.     in  both  the 
injury  wai  the  pi  ence.Il   was  mam 

omplainl  that  thi   pa    .  nger  wa -  in  no 
peril    when    |he    jump,  d    from    ■ 
guilty  ni  conirib  m  leaving  the  movin 

error  to  r< 
n  that,  if  tin  pa  implained  of, 

11   ordinarily    prudent    pel   on    would    not 

.id  11. ,t   rei ....  1      <  o 
prudi  111  ...  to  i"   judged 

ill  by  u  ro ling  hi  1    al   the 

liring  all  .1 

rig  on  01  di  any  railroad 

in  tht 


Los  Angeles   Traction   Co.   v.   Wilshire    (Cal.),  67   Pac.   Rep.    1086. 
Feb.  28,  1002. 

A  note  dated  .Inly  to.  [895,  was  made  payable  t..  the  ti 
company  thirty  days  after  the  completion  of  its  double  track  street 
railway  to  a  certain  point.  On  the  faith  of  this  and  Other  similar 
promises  of  property  owners,  the  company,  in  November,  [895,  bid 
and  paid  the  city  $1,505  for  a  franchise  to  construct  the  road. 
Before  April  28,  1896,  it  commence. 1  work  upon  said  railway, 
though  such  work  was  not  performed  with  the  n™  of  prosecuting 
the  const  met  inn  of  the  railway  continuously  and  with  diligence  to 
completion,  and  the  company  did  not  so  commence  work  upon  the 
railway  with  said  purpose  until  after  July  1.  1897.  On  that  date, 
the  makers  of  the  note  mentioned  served  upon  the  company  a  writ- 
ten notice  to  the  effect  that  they  did  not  recognize  any  liability,  for 
the  reason  that  the  road  had  not  been  completed  within  the  inn. 
agreed  upon.  Soon  after  the  service  of  this  notice,  the  company 
actively  engaged  in  the  construction  of  the  road,  and  completed  it. 
and  commenced  operating  the  same  to  the  point  stipulated,  before 
the  expiration  of  the  year  1897.  Thereafter,  and  on  May  17,  1S0S, 
it  completed  its  railway  to  another  point  prescribed  in  the  condi- 
tions on  which  the  note  was  placed  in  escrow.  Upon  these  facts 
the  company  obtained  judgment  on  the  note,  which  is  affirmed  by 
the   supreme   court   of   California. 

It  was  contended  that,  even  witlu.nl  am  agreement  as  to  the 
time  for  the  completion  of  the  road,  it  should  have  been  completed 
within  a  reasonable  time.  Admitting,  for  the  purpose  of  the  case, 
that  the  question  of  reasonable  time  was  properly  before  the  court, 
still,  the  supreme  courl  says,  it  was  a  question  to  be  decided  on  the 
evidence  presented,  and  the  condition  of  the  evidence  in  that  respect 
was  aptly  illustrated  bj   a  quotation  from  the  ..pinion  of  the  trial 

court  as  follows:    "Whetl 1   not  this  road  was  completed  within 

a  reasonable  time  must  certainlj  depend  upon  the  character  oi  the 
enterprise,  the  obstacles  to  be  overcome,  the  length  ..1  time  required 
by  diligent  and  proper  effort  to  do  the  work.  This  would  include 
an  inqinrx  into  the  topograph]  "i  the  country,  the  amounl  and  kind 
of  the  work  necessary  to  make  the  improvement  I  ourl  do  not 
take  judicial  notice,  however,  of  topography  or  of  the  phj  ical  con 
dition  of  the  streets  and  the  town,  ["hen  is  no  testimony  which 
would  indicate  the  length  of  time  rcasonahh  required  for  this  work; 
hence    I    am    unable   to   say   thai    the    same    was   nol    completed    within 

a  reasonable  time,  even  though   we  have  ibis  great   lapse  between 
the  granting  of  the  franchise  and  the  completion  of  the  road." 
The  contract  al   the  dale  of  its  making,  the  supreme  court  says, 
1     unilateral    01   oro    tided,  a  mere  offei   thai   ii   subsequently  ac- 
cepted and  acted  upon  bj   the  othet   party  to  it  would  ripen  into  a 
binding  enforceabli    obligation,     When  the  traction  company  pur 
I.  ed  and  paid  upwards  of  $1,500  foi  a  Eranchi  e  il  had  acted  upon 

11. 1. 1,  and  it  would  be  manifestly  unjusl  thereaftei  to  permil 

thi    offei    thai   had  been  made  to  be  withdrawn,      The  pi. .mis,. I  

had   i" '  11  pat  ilj   pi  1 P01  mi  d,  and  thi    •  ontrai  1   had  taken 

..I.    1  bilateral,  01    two  >ided,  1  hari r,  and  if  tl al  .1     of  thi 

noti    thereaftei    though!    they   discovered  a   ground    E01    rescinding 
.mi ...  i,  ii   -.-.  .1     ..     11  atwaj  ■  is.  a  ne. .     .I  .   0  .n.i. 1  "ni  to  the 

ion  thai  ii hi  1  pat  1  j    hould  bi   made  whi  ill   at   to  «  hal  hi 

had  parted  with  on  thi     tn  ngth  ol   thi    1  ontrai  1       1  hi    notii  e  ol 

withdrawal  from  the  trad   wa     ineffectual,  therefore,  i ral 

he  first  plai  1    .1   wa    ba  ed  on  a  w  rong  1 1 thi 

.1    w a     thai   il ad   wi 1   con  tructi  'I   within 

[reed   timi         et  detet  mined     ub  cqui  ntlj    by    the 

court,  then   « 1    1 greed  upon      \gain       cami   too  lati     iftet 

ii  "i  I. ic  ii     'i 

["he  ti  1  rchascd  tl [hi    1  used  the  trad 

impan .    thai   had  been  1 u  I;    buili 

for  a  distal 1    omi    1,800  feet,  and  il      ended  that  tl 

nol    '  c  with  the  1  ontrai  1   to  "build  thi    I,"     Bui   thi 

upi .  in.   ...mi  thinl     thai  il 1 1  ai  1   mu  I   bi    held  to  ha      ' 

ledg      '  I  hi   la     contained  on   log 

hich  1 Ii     thai   1    d  i 1     treel   rail 

■  I  undi  1  .bit.  n  m  in...  "."     i"    i"  1 ti  .ii""      Mi 

same  street,  bul  not  to  use  thi     - eet  or  trad     (01    1    ' 


STREET    RAILWAY    REVIEW. 


of  moi 

complied  with  when  this  section  was  complied  wi 

■  I   would   saj    thai   the 

impany 

bi  held  onl  i  ewith,  and  under 

on  the 

,,  k  for  a  short  disl  i  re  was 

mi  the  contention  thai  the  stipulation  uble  track  railway 

I'll. . I  with  ily  was 

constructed  where  tin    i  ["he  evideni 

that  this  was  the  most  practical  and  usual  way  to  build 
iuble  track  street  railw 


CONTRAC1    IN  ORDINANCE  FIXING  FARES     EFFEt   I    OF 
•   [VING        MUNICIPAL        AIM  HORI1  IES 
POWER    OF    REGULATION    CIT\     ALONE    CAN 
CHANGE    FARE    \\  1 1  \  I     KCl     FOR    FORMATION    OF 

MPANIES     M  \\     in\  in     |  [ON     OF     IK  \  \ 

i    I    II    OF    I  I  IMP  VN'i      POV\  II-     I  ' 
CI  I  V     UNDI  R    Kl  SERVED    RIGH  l     in    M  \KI     Rl 
VND  Rl  GUI   \i  IONS, 


ns'  Street  Railw  S.  Sup.. 

Mich.),  -•-'  Sup.  I'l    Kip.  410.     Mar.  3, 
The  Supreti  ii  the  United  Stal 

ceded  thai  ilea  authority  from  ilic  legislature  is  led  to  enable 

a  city  to  make  a  contract  or  agreement  such  as  an  ordinance  pro- 
viding  for  the  consent  of  the  city  to  the  laying  of  tracks  and  tlic 
running  and  opi  a  railroad  through  il  and  fixing 

the  1  iurt  as  tq 

iture.  unless  prohibited  bj   constitu- 
1  provisions,  to  authorize  a  municipal  corporation  to  contract 
with  a  sti  of  fare,  and   so  to 

bind  during  the  specified  period  any  future  common  council   from 
altering  or   in   any    way    interfering    with    such    contract      I'lie    con- 
tract  once   having  been   made,  the   power  of   the  city  over   the   sub- 
ject, so  far  as  altering  the  rate-  of  fare  or  other  matters  properly 
involved  in  and  being  a  part  of  the  contract,  is  suspended  for  the 
1  of  the  running  of  the  contract. 
Under  section  34  of  the  tram  railway  act  of  Michigan,  as  it  was 
enacted    in    l86t,    a    railway    corporation    organized    under    the    act 
could  not    construct  a  railway  through  the  streets  of  a  city  without 
the  consent    of  the  municipal   authorities,   •and    under    such    rcgula- 
i    such   terms   and  conditions  as   said   authorities   may 
from  time  to  time  pi  1  ourt,  although  it  does  not  di 

it    li.  m  lusively    determine    the    question    in    this    M 

thinks  that   a   1  ihe   language   would    seem 

"I  not  and  I   to  give  the  right   to  the 

common  council  to  change  at  its  pleasure  from  time  to  time  those 
important  and  fundamental  rights  affecting  the  very  existence  and 
financial  the  company   in   the   operation  of   its   road,   hut 

that  by  I  mcIi  language  lb  ed  to  the 

city  council   the   right    from   time  to  time   to   .,,1,1    1,,   or   alter    il 

ril  regulations  or  rule-  for  the  proper,  safe,  and  efficient  run- 
ning  rs,  the  character  of  service,  tin    speed  and  number  of 

and  their  I  'ration  and  matter-  of  a  like  nature. 

reel   railway  act  of   Michigan  of   [867  pro- 
1    .  '  ■  ■  n  ighl 

charge  for  the 

1  the 

ir   village   where   the   road   was 

,1    without  ii    of    such 

irovided  that  "all  companies  and  corpora- 

t  ilu  purpose  of  building 

and  i'i !      tl  1    statutes  then  in  force  shall 

have  the  same  powi  ction,  and  privilei  -hall 

M  the  liabilities,  as  are  hen  I  1  for  companies 

and  ii'ler    the   p  III 

"1.  while  tlr  dinanc    »  as  passed,  sup- 

thc 
rail"  through  \. 

city,  and  other  thine  in  the 

il  railway  operated  by  the  1 
pany,  payahh  in  lieu  of  license  or  other  1 

xisting    ordinal,.  which    it    pro- 


d    that    the   1 

•1  the  railway  company  b)    the  ordinal  and  the 

idments   thei  I   be   then  ded   and   limited 

1  lii  r  1 ,  ,inl 

by  the  adoption  of  this  ordinani 

inenl 

■in  on  the  uch 

mi  in  could  not  without  tl 

That  ■  mem 

under  the  expn  lative  authority  by  thi 

I    in   the  ordinal' 

ordin  .Iteration  thereaftei 

by  the  common  council  alone,  under  the  right  to  prescribe  from  time 
to  lime  the  roll  I    the  running  and  operation 

the  road.     It   may   very  well  be,  the  conn    says,  that   langv 
by  a  legislature  in  ro  ferring  authority  upon  a  companj 

fix  certain  charge-  for  fare  might   in 

itract,  when  the  same  I  a  1 1  v.-  by  parties  in  fixing  rat 

under  a    legislative  ree   upon    th 

would  bi  ' mitig  a  contract  |  ro 

of  determining  them. 
Xor  does  ii  der  that  the  language  of  tin 

which  provides  that  the  rate  of  fare   I 

more  than  5  cei  any  right  to  tin  it  below 

the  rate  of  5  cents  established  by  the  company.     It  say-  that  it   is  a 

act  which  gives  the  company  the  right  to  charge  a  rate  of  fare 
up  to  the  sum  of  5  cent-  for  a  single  passenger,  and  leaves  no  power 
with  the  city  to  reduce  it   without  tin  tny.     The 

language  of  section  20  in  the  street   railway  ad 
vides  that  the  rate  of  fare  agreed  upon  -hall  11  ,  I  wilh- 

the  consent  of  the  city  authoritn  I    mean  thai 

may    '  i    wit  In  nit    I  nor 

n'1    ,    11    suppose  there   in-  a  o  ntracl 
tw<  ,1  .'it    seem   to  perform 

any  material   fu  without   it.  I  having  agn 

it  would  follow  that  the  agreement  could 
not  be  altered  by  either  party  without  th,  I   the  other.     It 

may  he  that  il  was  meant  that  the  company,  while  unable  to  in- 
crease  the  rate-  of  fare  without  the  consent  of  the  city  authorities, 
had  the  1  ice  the  rates  as  it  migl  it   without  con- 

-ultn  ty.      It    was   probably    in  n   abundant   caution, 

but  in  no  event  can  il   properly  or  fairly  be  regarded  as  an  implied 
permission    to    the   city    authorities    to    reduce    the    rate-    of    far, 
1   upon   with, nit    llu-   consent   "f  th"   railway   company. 
Narrowly  under    a    constitutional    provision    th. 

ore  1I1. in  " 
in  its  tit1'  "  provide  for  the  formation  of  streel   railway 

,1,1  contain   nothing   but   provisions  relating  to  their 
formation  and  organization,  but.  the  court  -ay-,  it  v.  isurd 

to  hold  that  the  constitutional  provision  would  prevent  the  introduc- 
tion into  such  an  act  of  various  details  in  regard  to  tin  corporal 
after  their  formation  and  ill  regard  to  their  government,  operation, 
regulation,  and  other  matter-  which  might   be  fairlj   considerei 

"   llie   particular   object    11. inn  ,1    111    the  title   of   the    statute. 

Hence,  ii  thinks  that  it  would  be  a  most  narrow  construction  of  the 
titutional  provision  to  hold  that  under  such  a  title  it  was  111 
competent  fi  1  the  legislature  to  provide  that  the  benefit-  and  obliga- 
tion- conferred  and  provided  for  in  hould  be  made  appli- 
cable io  corporations  of  a  like  character  alread]  organized  and  in 
inane  and  appropriate  to  the  subject  matter  of 
the  ai  1.  and  to  1  nai  1  under  -uch  a  title  that  all  1  1  like 
natun  should  fairly  within  the  general 
object  described  in  the  title. 

\gain,  the  court  sees  no  reason  why  the  company  -hould    not  take 

llie    extended    trim,    a-    provided    for    in    the    -upplelllellt.il    orilli 

although    the    extension     was    beyond    the     then    limit    of    it- 

,■,,','  It  -ay-  that  the  extension  formed  a  lera- 

11011  for  the  agt  m  the  part  of  the  company  to  perform  the 

-.111, ai-    contained    in    the    ordinance.     If    its    life    were    not    ex- 
tended, the  consent   being  assignable  and  trat  larticularly 
by  -i.itiu                  npany  itself  havit               rate  existence  for  that 
purpose  could  purchase  the  outstanding  term  and  operate  us  road 
under. 

llie    reservation    in    an   ordinance   of   the    right    from    lime   to   lime 

to  make  such  further  rub-,  orders,  or  regulations  a-  to  the 


.Iilv  30,  1902.] 


STREET    RAILWAY    REVIEW. 


4(.  » 


council  may  seem  proper,  the  court  holds,  cannot  be  hold  to 
extend  tn  the  alteration  of  a  contract  as  to  the  rate  of  faro  which 
shall  be  charged  for  tin-  transportation  of  passengers,— does  not 
include  the  right  on  the  part  of  the  city  at  n<  own  pleasure  to  re- 
duce the  rates  of  tare  agreed  upon  in  the  ordinance.  What  such 
a  reservation  permits  is  fur  the  city  to  make  further  rules  or  regu- 
lations thai  named  in  the  ordinance,  in  regard  "to  all 
matters  incident  to  the  construction  and  operation  of  the  road,  such 
location  of  the  tracks  in  the  streets,  the  placing  of  switches 
and  turntables,  the  repair  of  the  pavement  between  tracks,  the  re- 
moval or  limitation  of  the  number  of  tracks,  in  the  interest  of 
public  travel,  the  frequency  with  which  ear-  should  he  run  for  the 
public  convenience,  the  -lopping  of  car-  at  street  lie  use 
of  fenders,  the  rate  of  -peed  to  he  maintained,  the  sale  of  tickets. 
ami  general!,  of  the  conduct  and  operation  of  the  railway. 
which  experience  might  show  to  he  necessary,  in  addition  to  or  in 
amendment  »f  those  specified  in  the  consent  for  the  protection  of 
life,  the  accommodation  of  the  public,  and  the  avoidance  of  injury 
: "  private  property.  Such  regulations  are  not  invasions  of  thi 
tract  right-  of  the  company,  ami  are  jusl  and  reasonable." 


SLOTTED   FIELD   MAGNET  CONSTRUCTION 


The  method  of  pole  construction  shown  in  the  accompanying  illus- 
lopted  by  the  Phoenix  Electric  Manufacture, 
of  Man-field,  t  >..  a-  a  means   for  obtaining   sparkless  commutation 
weight  of  material  or  expenditure  of  power.     The 


t  IKl.li  RING  WITH  M.OTI  I  o   I' 

magni  •    poll   ,   without   pole 
immutating  tips  ,1  by  hollowing  out  ihi 

d  by  Mi.  S. 

with 
ig  the 
p.      I  he  greater  thi  in  the 

the  liabilil 

illui 

of    the 

highly 


lure  reaction  and  allow-  the  brushes  to  remain  fixed  foi  .ill  loads 
I  he  -lots  in  the  pole  face  also  connect  the  slot-  m  the  body  of  the 
pole  wnh  the  armature  chamber  and  supplj  abundant  ventilation  to 
the  interior  oi  the  field  coil-  whence  the  heat  is  usually  unable  to 
i  ;t ruction  also  permits  the  pole  piece-  to  be  cast 

piece  with   the   frame  and   the  field  coils  are    -lipped  over  the 

pole,  without  removing  poll   shoes  as  is  usually  necessary. 

In  machines  having  solid  magnet  cores  it  is  necessary  to  limit  the 
i  roltagi  of  the  armature  coil  undei  commutation  to  about 
hi  ordei  to  avoid  sparking,  and  many  designers  limit  this 
reactive  voltage  to  four  or  five  volts.  \  [50-kw.  slotted  pole  ma- 
chine having  a  reactive  voltage  of  11'  volts  is  stated  to  run  without 
showing  the  leasl  signs  of  sparking,  and  this  is  an  important  con- 
sideration from  the  maker's  standpoint,  as  n  means  a  much  smaller 
number  of  armature  coil-  and  commutator  segments. 

1  he  maker-  of  this  machine  report  thai  after  .1  five-hours  run  the 
Held  coils  of  a  railway  generator  of  this  type  were  5  deg.  cooler  on 
the  inner  side  than  on  the  outer  surface,  showing  the  value  oi  this 
design  for  ventilating  put  pos<  -. 


STOP,   LOOK   AND  LISTEN. 


During   the    Elks'  carnival    held   in   Oakland,   Cal.,   the   Oakland 
Iran-il    Co.    issued    a    time    card    which    ill    addition    to    giving    the 
schedule  of  ear-  added   some  good   advice  which   if  generally  heeded 
would  diminish  the  number  of  street  railway  accidents  to  an  insig 
iiitic.int  figure.      In  regard  to  accidents  the  card  states  the  follow 
ing: 

"Accident-  will   happen  a-  long  a     cars    run  and  people  travel,  but 
it   can  bi    demonstrated  thai   a   seat   in  .1   trolley  ear  is  the  safesl 

pi n   earth.       The  number  of  people  injured   in   proportion  to 

the  number   who   ride  is   much   less  than   in   any  other   means   of 
transportation,  nol  excepting  walking. 

'Observance  oi  three  simple  rule;    would  avoid  nine  tenths  of  the 
ai 1  idenl  -  » Inch  00  hi 

"Stop,  look  and  listen  befon  a  car  track. 

"Wail  till  the  car  stops  before  getting  on  or  off. 
the  fronl  of  the  car  « hen  getting 


NEW  ORLEANS  &  SOUTHWESTERN  RAIL- 
ROAD. 


Oni    ol   thi    largi   1   electric  railway  undertakings  in  the  South  is 
ad    'linn  1    to  be  built  from   \,-w   Orleans  to  Montegut, 

'•'  miles.    Ii  1-  expected  by  the  promoters  to  have  trains 

oad  by  Feb.  1.  too.i.  and  at a    thi    lim     hall 

have  been  equipped  tl panj   will  al  onci    begin  the  construction 

ol  anothei   line  Fr Thibodaux  to  Donaldsville,  Napoleonvilli    and 

iort,  which  will  bring   thi    total  of  the  company's  lines  up  to 

! ti    I      P    5  oung,  who  1     gi  ni  ral  managi  1   of  il :« 

compan  |   thi    road   1     no  longer  in 

irsl   work  will  be  begun  during  Jul)   and  il   will  be 

ipidl)   a    po    ible.    The  righi  of  way  has  been   secured 

■ "    hai  1    been  drawn  and  trai  1     foi   all    up 

m     I   m       and  con  ti  m  tion  let.    The  power  is  to  bi     upplii  tl 

from  the  power  hoi    1    al    1  fiibodau   ,  whii  h    ,  ill  bi    .  apable  oi  

crating  10,800  h.  p,    The  road  will  be  equipped  with  both  passenger 
which  will  in  draw  n  bj  loi  1 -.  1     1  quippi  d  «  ith 

lolll     |60   II.    p     llloloi  !   hi     1 11,,        ,,  ,11    ,  ,;l,  |,  I   ||( 

lone  and  I. mil   with  all  nio.l,  1,1  appli 

ill  i»   ol  from  ' ■     90,00         cap 

ill  1 10  ighl   (rait  these  v  ill   I     more  in 

,  ,  ,|  ol    II   'Hi  3     |l     1 1, 

an  hour.      \ll  the  pa    icngci   cat     will   ha  1     cparal ipartincnl 

foi  whib     and  negroes.    Thi  '      1 in , 

nation  1   -,  ,ii  |, ,      1] ■ 

ic  state.     The  ol 

p,o, .     1,   '     P   Shcver,  pn     denl    1     P    ,  oun .if  rni  uagci 

1 1    I     I  1  1 1 , , , ,  1 . 1      \    1 : ,  1 , 1 . ,  1 1    .    ,  1 

*  ■  * — 

1  hi    Elgin   1  III.  1    Vui  ,      1 

incnl    lirid| In     Po 

I  h,    In  60  11 

dwa) 


410 


STREET    RAILWAY    REVIEW. 


[Voi    XII,  No  r 


COMPARATIVE  ACCELERATION   TESTS  WITH 

STEAM   LOCOMOTIVE  AND  ELECTRIC 

MOTOR  CARS. 


Bl    B.  J.  ARNOLD    \M'   «     D    I" 


in  connection  with  the  preparatii 
iricity  for  the  propulsion  of  trains  of  the  New  Yfork  Central  81  Hud 
sou  Rivei  Railroad  Co.  in  the  tunnel  entrance  and  terminal  in  New 
Y..ik  (  1 1 v .  an  invitation  was  extended  by  the  General  Electric  Co. 
to  Mr.  W.  .1.  Wil|  the  railroad  company, 

us  experimental  track  and  apparatus  at  Schenectady,  and  a  si 
testa  was  according!)  carried  out  under  the  direction  of  the  anthors 
of  iliis  paper.  The  tests  were  principally  for  the  purpose  of  deter 
mining  the  comparison  between  steam  and  electric  traction  mi  short 
haul  suburban  passenger  service.  Owing  to  the  short  curves  in  the 
connecting   tracks,   the  ic   Co's.   track  could   ft 

used  for  the  steam  locomotive  tests.      I  were,  there- 

fore, made  on  the  New  York  Central  main  line  tracks  west  of 
Schenectady. 

The  Steam  locomotive  used  was  built  from  the  specifications  of 
superintendent  of  motive  power  and  rolling  stock 
of  the  New  York  Central,  by  the  Schenectady  Locomotive  Works. 
It  was  designed  specially  for  the  rapid  acceleration  work  required  in 
suburban  service,  being  provided  with  large  urate  area  and  heating 
surface  and  a  very  large  proportion  of  weight  on  its  driving  wheels. 
["he  principal  dimensions  were  as  follows 

Weight  on  drivers,  128.000;  total  weight.  214.000;  wheel  base 
driving.  15  ft.:  wheel  base  total,  .55  ft.  o  in.;  cylinder,  diam.  x 
stroke,  20  in.  x  24  in.;  driving  wheels,  63  in.;  boiler  pressure,  200 
lb.;  fire  box,  93  m.  x  08  in.;  number  of  tubes,  365;  diameter  of 
h  of  tubes,  12  ft.;  heating  surface  of  tubes,  2,285 
sq.  ft.;  heating  surface  of  fire  box,  1S0  sq.  ft;  grate  surface,  63 
sq.  ft.;  tractive  power,  25,900;  water  capacity  of  tank,  3,500  gals.; 
tank  fuel  capacity,  4  tons. 

I  he  two  electric  motor  cars  were  similar  in  form.  54  ft.  over  all, 

each  weighing  about  .55  tons  including  the  electrical  equip nt,  which 

consisted  of  four  G.  E.  55  motors  and  type  M.  control.  All  axles 
being   equipped   with    motors,   the   two   ears    I  approxi- 

mately the  same  weight  upon  the  drivers  as  the  -nam  locomotive. 
The  acceleration  was.  therefore,  directly  comparable  for  trains  of 
equal  net  weight  and  to  secure  this  comparison  tht  same  trail  cars 
arranged  in  the  same  order  were  used  in  both  the  steam  and  electric 
tests. 

In  the  steam  runs  the  draw-bar  pull,  speed  and  time  were  re- 
corded by  an  Illinois  Central  dynamometer  ear,  and  the  same  car 
was  used  with  the  electric  motor  cars  to  determine  the  relation 
between  current  input  and  draw-bar  pull.  The  dynamometer  car 
had  to  be  returned  before  the  electric  runs  were  completed,  but  not 
a  large  number  of  readings  were  taken,  from  which  curves 
plotted  showing  the  relation  between  amperes  and  draw-bar 
pull  with  clit  ightS  of  train  behind  the  motor  cars.    The  draw- 

bar  pull   thus   determined    wa     1  1     th<     electric   motorcar 

which   weir  taken  to  the  return  of  the  Illinois 

I  car. 
The  order  of  the  u-i-.  both  steam  and  electric,  was  as  follows: 
A   train  of   six   ears,   including   five   standard   passenger   co 

by  the  New  York  Central,  and  the  dynamometer  ear,  was 
started  and  run  over  a  mile  id'  track,  acceleration  being  made  as 
rapidly  as  possible.      These   same   run  led,   dropping  off 

one  car  at  a  time,  iimil  only  the  dynamometer  car  remained. 
Anton  ds    were    kept    of    1 1 1  -  -    draw  bar    pull,    speed,    time, 

distance  and  the  strength  and  direction  of  the  wind.  The  condi- 
tion   of    rail    and    temperature    were    al  The    same    runs 

ted,    using    the    two    motor    ears    in    place    of    tin 
loconn  i    cat    being  used   in  some  of  tin-  runs 

and  a  box   -  to  equal   weight    in   subsequent    runs.       In   the 

electric    run  I       were    kept    of     voltage,    ampere 

and  wattmeter  n  I  he  wattmetei    wa     not   carried  on  the 

111  of  Ceding  the  third 
rail,  thus  avoiding  any  inaccuracy  due  to  jarring.  The  voltage 
bads   of  the   wan  -trcnie  end   of   the 

third  rail  and  track,  thus   receiving  at   all  nuns  the  exact 
at  the  train,  delivered  to  the  motor  cars  repre- 

the  net  input  and  did  not  include  losses  in  the  feeder  system. 


I  b.  -bis  are  givi 

New    York   Central    lot tiv<  No.   1107        214.000  lb. 

No. 
No. 
Illinois  ( Yntral  dynamomi 
- 

No. 

.No. 

No. 

No.    1- . 

During  the  test-  man)  run  le,  but  for  the  illustration  of 

this  1.  entative  and  average  rims  only  are  given. 


New  Yo,k 

New  York 

New  York    ' 

New  Yolk     I 


4 

••1    lb. 

17 

(0  lb. 

1885 

- 

ISO    lb. 

53.700  lb. 

51,450  lb. 

54/100    lb. 

1  11  1   1  Kb     MOTOR  CARS   NO.   1    WD  5- 

ric  runs  wen  made  upon  the  General  Electric  experi- 
mental track  against  a  head  wind  id'  15  in.  p.  h.  The  rail  was  dry. 
the  temperature  8  C.  and  the  grade  practically  level.  Ill  the 
middle  of  the  run  there  was  a  curve  having  a  minimum  radius  of 
875   ft.,  equivalent    to  about   |  the  effect  of  which  may  be 

assumed  as  approximately  equivalent   to  tin    1    per  cent   up  V 
the  steam  runs. 


-  z 

is 

e 

I? 

X  a. 

fc 

Watt  hours 
per  ton   mile 

No.  of 

Character 

—  ■* 

z 

c  *> 

run 

•  a  load. 

^' 

—  = 

From 

From 

2 '5 

7. 

<" 

TOll 

watt- 

u~ 

ami-  ■ 

meter. 

I 

(1  Trailers 

1-7. 

22X.5 

36.4 

17.2 

75.9 

19.4 

3 

s 

mi 

.'at  S 

37.'i 

92.0 

5 

4 

1U4. 

39.1 

298 

84.3 

7 

.1 

77. 

41.11 

84.7 

'13.4 

'i 

2 

47. 

42.' 

'1-1.4 

11 

t 

23. 

'U  ■" 

44.7 

33.1 

1140 

13 

No      •• 

71.5 

4.,  7 

132.3 

1290 

NEW  YORK  CI  N  1  R  \l.  s    1   \\l  LOCOMI 1 1  IVE  NO.  1407. 

\ll    -nam   locomotive  runs   were  made  upon  the   New   York   Cen- 
tral   main    line    track    west    of    Schenectady    against    an    upgrai 
.1    per  cent   and  a  head   wind  of    15  in.  p.  h.      The  temperature  was 
1     C,  and  the  rail  wet  with  a  very  light   falling  snow. 


Nil  of 
run. 

Character 
oi  load. 

Weight  of 

load,  tons. 

Total 

weight  of 

trains,   tons. 

Maximum 
speed. 

m.n.li. 

Average 
s[*<'d. 
m.p.h. 

2 
4 
0 
S 
!•> 
12 

6  Tra 

s 

4 

2 
1 

1S7. 

104. 

7T. 

47. 
23. 

264. 

237. 
211. 
184. 
154. 
130. 

30.0 
41.3 
40.9 

4;.T 
4SJ' 
50.9 

28.2 

-'7.4 
27.3 
30.1 
33.ii 

Although  this  locomotive  was  especially  built  for  suburban  or 
acceleration  work,  and  was  provided  with  a  large  fire  box,  giving 
it  facilities  for  rapid  steaming,  the  pressure  dropped  from  200  lb. 
to  less  than  185  lb.,  during  the  first  part  of  acceleration.  In  start- 
ing, the  throttle  was  opened  wide  and  steam  used  full  stroke,  the 
engim    being  I ked  up  a     acceleration  proceeded. 

While  the  electric  run-  bad  the  advantage  of  dryer  rails  than 
the   steam   runs,  tin    driving    wheels   were   not    slipped   in   cither  in- 

omotive  was  able  to  give  a  maxi- 
mum tractive  effort  ai  qua!  to  that  obtained  electrically. 
this  high  n  maintained.  1  nt  immediately  fell 
off  with  incri                            1  with  the  most  expert  handling. 

\-  the  acceleration  curves  1 luccd  by  the  steam  locomotive  and 

electric    motor   car-   have   dil  id   as   in   the  two  tests 

there  was  about  the  same  weight  upon  the  drivers,  it  is  interesting 
to  note  bow  well  this  driver  weight  was  utilized.  This  is  shown 
by  the  following  tables  giving  the  speed  reached  in  ten,  twenty  and 
thirty  seconds  with  equal  trailing  load  for  1,0th  electric  and  -nam 
trains. 

MILLS  PER   HOUR   ATTAINED  IN  to  SKCONDS. 


12  5 
ID. 

Motor  Cars  No.  4  and  5                         22.5         20.7          17.5          14  4 
Locomotive  No.  1407                                 14.            13.           12.5          12. 

11. 
9.7 

MILES  PER  HOt  K   ATTAINED  IN  20  SECONDS. 

No.  -1  Trailers...                                   12             3             4 

5 

4 

Motor  Cars  No.  4  and  5                         34.                           29.4          27.4 
Locomotive  No.  1407                                 25.           21.2         21.5         295 

24..= 
17. 

21   2 
16.3 

MILES  PEK  HnfR  ATTAINED  IN  90  SECONDS. 

No.  ..1  Trailers                                          12              3              4 

5 

1. 

Motor  ears  No.  4  and  5                          38.2          36.4          34.2          32. 
So.  14"7                                 31.7         26.2         27.           24.7 

3023 

23.2 

2.S.1 
20.8 

July  20.  1002., 


STREET    RAILWAY    REVIEW. 


411 


An  inspection  01  the  tables  brings  out  clearly  the  fact  that  the 
electric  motors  during  acceleration  can  more  effectively  utilize 
the  weight  upon  their  drivers  than  a  steam  locomotive.  As  rapid 
acceleration  is  especially  important  when  stops  are  a  mile  or  so 
apart,  the  electric  motor  has  an  advantage  in  being  able  to  cover 
ne  distance  in  the  same  time  with  less  energ]   expended  and 


i 

jfal 

'3 

s* 

1  P 

> 

1  v 

' 

\ 

„ 

, 

\ 

J—  JJ' 

4 

\ 

!           3 

\ 

x         * 

1 

4  — 

..  -.   " 

1*7 

\ 

\ 

" 

J5c    , 


i.      J*     *•      >• 


o  Kun   No.  II.     I  Trail  Car     Weight  2.!  Ions.     Including  Motor  Cars  94. 5 
ton*.     Power  on  4060  ft.     Distance  Kun  Mio  PL     Wall  hours  iter  ton. mile  114. 


at   less    maximum    speed    than    with    ilie    steam    loi  owing 

lieing  able  to  maintain  its  maximum  accelerating  rate  for 
a  longer  period. 

The  aver...  given   in   both    steam   and   electric   tables   is 

the  avo  I   of  the  train    while    ii    i-   "i   motion  and   dues  not 

include  lime   of  any   stop   at  the  end   of   the   run.       Starting   from 

■  power  was  kept  full  on  to  the  three-quarter  mile  post  where 
the  power  was  shut  off  and  the  brakes  applied  in  such  a  manner  as 
10  bring  the  train  to  rest  as  near  the  mile  post  as  practicable.  In 
the  tests  the  steam  train  ran  from  5  t"  15  per  cent  over  a  mile  before 
the  train  was  brought  to  rest  and  the  electric  trains  from  2  to  4 
per  cent,  but  even  with  the  long  ige  speed  of 

the  steam   runs  only  approaches  that   attained   in   the   electric   runs 
made  1  rtcr  distance.      A   comparison  of  the  two  sets  of 

erefore,  not  quite  fair  to 

the   d<  pi  ed    would    have    I 

erably  higher  if  the  length  of  the  run  bad  been  the  same  as 
that  made  with  the  steam  locomotive.  An  inspection  of  the  tables 
will    show,   however,   thai    even    with    tbi  nee    run,    the 

electric  mob  peeds  than 

the   steam   1  nee,   and    these   higher 

btained  also  with  a  lesser  maximum  speed. 
The  maximum  'rain   making   a   given   run   in   a  given 

time  tci  ergy  consumption.     A  train. 

re,  which  is  -.,  handled  ai  to  n  1  -1  run  in  a 

lime,    with    lowest    maximum    Speed,    will    consumi 
the  run.     The  eli  ill   ~b<.w  a  lowei   maximum 

aid  a   high-  de    with   the 

•team  I  imption  "i  ic  runs 

med    than 

d  train  may  be  placed  upon 
the   tn: 

".••nt    of   passengers,   and    tl  hi    bj 

rlimni.. 

•  ton  mile,  a    the  lattei  value  1 
.nd  in.  ludi  proportion 

>io   train 
A»  an  ill-.  1   prepared    from 

the  train,  the  number 


of  passengers  carried  (each  car  seating  64  people)  and  the  energy, 
which  for  convenience  we  have  given  in  watt  hours,  required  per 
passenger  for  both   steam  and  electric   runs. 

Wati 

Hours  per  Passenger. 

Sham.     Electricity. 

43.9  297 

5-2-2  32. 1 

57-5  33-5 

77-4  .17-5 

IO3.0  45.2 

187.8  45.2 


Number 
of  Cars. 

6 

S 

4 

3 

2 

1 


Number  of 
Passengers. 

384 

320 

356 

128 

64 

This  table  is  based  upon  the  actual  net  energy  delivered  to  the 
wheels  of  the  train  and  does  not  include  the  losses  inherent  to  any 
system  of  operation.  The  results  tabulated  may,  therefore,  be  con- 
sidered as  fundamental,  and  typical  of  the  two  systems  of  operation 
—I be  steam  locomotive  and  the  electric  motor  car. 

The  following  table  gives  the  efficiencies  for  the  seven  electric 
runs,  the  efficiency  being  the  ratio  between  net  energy  output  to  the 
wheels  and  total  volt  ampere  input: 

Per  cent 
Efficiency 
of  run. 
74-0 


Trailers. 

6 

5 

4    

3 


Watt   hours  per  ton  mile. 
Output.  Input. 

59. 1  79.8 

61.0  82.0  74.3 

63-8  84.9  75.3 

68.0  90.2  75.3 

69.6  99.6  69.9 

75-3  1 12-8  66.7 

79.8  130.0  61.5 

An  accurate  comparison  of  the  relative  efficiency  or  coal  con 
sumption  of  steam  and  electric  power  for  similar  service  would  re- 
quire an  extensive  series  of  tests  with  indicator  and  dynamometer 
on  the  performance  of  the  steam  locomotive. 

As    a    matter   ..f    interest    we   have   secured    an    approximate   corn- 


Average 
m.  p.  h. 

27.2 

28.6 

.    ..29.8 

30.6 

.t-'.o 

33-1 

34-6 


b"i 

'£D 

\ 

\ 

/ 

7 

\ 

/ 

/ 

\ 

/ 

\ 

/ 

\ 

1 

\ 

J 

\ 

% 

\ 

1 

■  ■- 

D" 

AW      I 

AM   t 

MU 

\ 

1— 

\ 

c 

-     - 

0        1 

0 

«, 

O         I 

0       I 

■        t 

0       1 

,, 

lo     f 

ie     1 

♦  0     Is 

Steam   Run   No.  12.     1  Trail  Car-Weight  23  tons.     InclOdlig    LocoraotlTe  l.to 
Ions.     Tower  on  44611  ft.     Distance  Kun     6360  ft 

i  from  -i  single  tetl  by  weighing  the  coal  and  watei  taken  by 

tivt    No,  [407  foi  b  p i  ol  24  1 .  covering  bun 

trip    between   North   White   Plain    and   Grand   Central   Station,  a 
distanci  mill  .  on  the  Harlem  Division  "f  the  New  5forl 

Central   Railroad.      rh<    tri] upied    about   -i  hours,    thi 

1 1  1  hour,  and  the  locomotive  was  idle  I i  hours, 

1  in  t.  nit     howed 
I'.tal  effective  h.  p.  boms,  hauling  coachi  ,.,.861 

13,41a  lb 

1  oal  i"  1  effect!  i   h    p   houi  15.6      lb 

I  he  ''if'-'  live  h,  p,  b   gi  en  i    the  <  m  rg     n  quin  d  fi 

of  the  1 .0     only,  ■    -  1 f  thi    I ti   1  dctei  mini  d 

bai    pull    1  ii  - 11    b     dj  11. 1      11    hi    pn    iou 

ti 


41. 


STREET    RAILWAY    REVIEW. 


[Va.  XII,  N.».  7. 


onsumpliori  i"d  of 

24  houi  ment  iTi  the 

yard  .mil  1I1,    banking 

I  In'  1  p 
comparison  w  ith 

work  done  bj  the  locomotit 

index  varia- 

Effidency, 

per  cent. 

Engine  9°- 

Attentat  92 

High  potential  transmission 98. 

97- 

Converters    92. 

Third    rail    95- 

.  including  

Combined  efficiency   5T-3 

This  percentage  horsi  power  output  of  motors  to  i.h.p. 

..I  engine  will  vary  somewhat,  depending  on  the  load  (actor.     As 
.111  even  figure  we  will  assume  an  cent 

■11  per  indicated  li.p.li.  from  actual  records  oi 

ms,  is  in  some  ca  than  -•  lb.,  the  average 

being  alH.iit  .•' .  lb.    \i  the  latter  figure,  the  coal  per  effective  h.p.h. 

output  of  electric  motors  would  be  5  lb.     Assuming  the  head  end  air 

10  per  cent   and  as  the  electrical  equipment  would  in- 

the  weight  of  the  cars  ■  I  cent,  the  actual  comparison 

umpl would  he  approximately  in  the  ratio  of  6.6  for 

electric  ami   15.6  for  steam. 
Assuming  that  coal  for  a  powei  in  be  purchased  for  80 

ii  of  the  cost  per  ton  of  that  used  in  tin  locomotives  and  that 
the  co-!  '   one-third  of  the  total 

icluding  maintenance  and  interest   on  it  is  prob- 

able  that   the  actual   gross  cost  ol  power   would   closely 

imate   the  coal   consumption   of  .1    steam   locomotive   in   tlii- 
ice.  the  maintenance  of  tin  incut  and  at- 

ice  rctpiired  being,  however,  considerably  in  favor  of  the  elec- 
tric  power. 

We  wish  to  express  our  thanks  to  Mi         I  -sor  of 
Railway    and    Mechanical    Engineering,    I'm                        Illinois,    for 
his  able  management  of  the  dynamomi                          d  by  Messrs. 
nd  K.  W.  Lohmann ;  also  to  Messrs.  A.  II.  Arm- 
I ■'.  F.  Gould  of  the  General   Electric  Co.  for  their  care- 
ful supervision  and  calculation-                                 test 
<  ■  » ■ 

ELECTRICAL  EXPERIMENTS  AND  ESTIMATES 

FOR  THE   NEW  YORK  CENTRAL 

TERMINAL. 

\  paper  on  this  subject  was  read  by  Mr.   Bion  J.  Arnold  at  the 
annual 

[ass.,  J  which  he  descril 

.  the  trains  of  the 
New  York  Central  &  Hudson  River  Railrot.d  between  Mott  Haven 
Junction  and  thi  ntral   Station,  and  the  relative 

operation  by   -nam  and  electricity.      In  August,   1901,   Mr.  Arnold 
d  by  ihi-  railroad  company  t.,  study  the  conditions 
nng  the  opi  us  Irani-  upon  in   mentioned 

and  to  report  upon  the  feasibility  of  operating  tin  ectricity. 

This  division  con  four-track  road,  forming  the 

main   artery   over    win  ns   of   the   three   divisions   of    the 

New    York  Central  and  the  main  line  of  the  New    York.  New  Haven 
&  Hartford  Kail-  iv  of  New  >8  miles 

Iroin    Ml 

I   allies  through  a  tunnel   inl- 
and then  terminating 

are  made  nearly  600  nam  day,  as  almost 

his  entering   the  yard  0    Motl 

the   lack    • 

motives 


ill   the   tun  ility 

relating  to 

I     many     01  Ml     upon 

which    tin  uiiiii  n.lal'- 

■  I  conclusioi 
I)   omitted  from  the  piper,  and  onlj  data 

I 

Soon  after  taking  up  the  work  nit  of 

the  number  and  weight-  of  the  train-  to  be  handled  and  the  nun 
ous   varial  tering    into   tin  m    which 

would    not    adapt    t!  iiiently    to    formulae,    that    the 

!  practical  and  satisfactory  way  to  ascertain  the  power  required 
to  propel  the  trains  was  to  measure  hy  means  of  a  dynamometer 
car  the  draw-bar  pull  of  a  sufficient  number  of  trains  of  various 
weights  to  determine   the   avei  required   per   train,   and 

from  this  compute  the  general  load  diagram.  A  dynamometer  car 
was  accordingly  secured  and  this  was  coupled  between  the  engine 
and    the    train    in   each    case,    and   op  nam-    running   • 

the  different   divisions  of  the   road   so  thai  than   two   run- 

in  each  direction  were  made  for  each  class  of  train.  From  the 
dynamometer  records  the  horse  power  required  at  the  draw  hat 
was  obtained  in  the  following  manner: 

The  average  draw-bar  pull  of  the  various  train-  over  the  various 
lines  was  determined  and  proper  allowance  made  for  increased  train 
weight  due  to  motor  equipment  and  finally  a  reduction  of  the 
draw-bar   pull    thus    obtained    to    hoi  and    eventually 

kilowatts.      Owing   to   the   fact   that    the   maximum    -peed   on 
division    seldom    exceeds   35    mile-    per    hour    and    that    the    t: 
arc  never  less  than  three  cars  in  length— often  reaching  II   cars  in 
length — no  correction  was  made  for  head   end   air  resisla: 

imometer  records  were  made  by  a  pen  tracing  a  line  upon  the 
strip  of  paper  passing  under  il  and  the  average  draw-bar  pull  for 
any    given    period    v.  by    measuring   the    entire    a 

between  the  dynamometer  pen  record  and  the  base  line  by  means  of 
a  planimeter  ami  dividing  by  tl  f  the  base  line,  the  result 

being  the  averag,  pull. 

Passenger  records  were  taken  during  the  dynamometer  tests  from 
which  the  ratio  of  the  weight  of  the  live  loads  to  the  liuht  weight 
of  the  train  was  determined.  Dividing  the  average  pull  in  pounds 
by  the  total  weight  of  the  train  the  average  pound  per  ton  draw- 
bar pull  over  the  line  under  consideration  was  obtained. 

The  question  of  grade  was  eliminated  as  the  average  values  wen 
obtained  from  two  runs  on  the  same  trains,  one  in  each  direction. 
The  weight  of  every  train  arriving  or  leaving  the  Grand  Central 
Station  on 'a  given   day   ami   it-   avi  d    between   stops   was 

determined.  Knowing  therefore,  the  average  draw-bar  pull  in 
pounds  required  to  haul  the  train  and  the  average  speed  at  which 
this  draw-bar  pull  was  exerted,  the  horse  power  at  the  draw-bar 
becomes : 

H.  P.  =  foot  pounds  per  minute  /3J.000 

=  draw-bar  pull  X  utiles  per  hour  X  5,280/33,000  X  60 
=  draw-bar  pull  X  miles  per  hour  /37s. 

The  horse  power  required  for  each  scheduled  train  over  each  run 
was  obtained  in  this  manner  ami  from  thi  the  daily  load 

diagram  was  made  out.  The  average  horse  power  obtained  was 
converted  into  kilowatt-  by  means  of  the  following  formula: 

kw.  =  h.  p.  X  "46/  .70  X  1,000 
where  1,000  watts  -  1  kw.. 

Tan  watts  =  =  1  electrical  h.  p. 
and  70  per  cent  ncy  of  locomotives, 

which  gives  the  average  kilowatt  input  required  at  contact  shoes 
of  electric  locomotives.  It  was  found  thai  the  daily  average  input 
required  would  be  at  the  rate  of  1,800  kw.,  ami  therefore  the  total 
annual  input  required  at  the  ci  notives  for  pro 

pulsion  alone   would   be  [5,768,000   kw.    hi 

From  the  total  number  of  ton-  hauled  yearly  over  tins  division, 
passenger,   shop  nd   switching  the   tone   mile-   per 

yen  und  to  he  250,285,710.      Hence  the   electrical   em 

required  to  haul  a  ton  one  mile  over  this  division  under  the  existing 
conditio!  1    15.7(18,000,000/250,285,710  =  63  watt  hours  pet 

t,,n   null. 
Wuli  thi-  nguri  "1   the  load    I  determined 

n ill- 

■  I  pro. lining,  distributing  and  applying  tin    powei    was  considered. 


■W2.] 


STREET    RAILWAY    REVIEW. 


413 


CHOICE  OF   SYSTEMS. 

While  it  is  the  author's  opinion  thai  the  alternating  current  railway 
motor  will  yet  prove  to  be  the  m> •  -t  efficient  all  things  considered, 

f.ir  long  distance  railway  work,  it  has  not  yet  iii  his  opinion  demon 
strated  its  ability  to  start  under  load  as  efficiently  or  to  accelerate  a 

train  as  rapidly  as  the  direct  current  motor.  The  line  under  imme- 
diate i  the  trains  numerous  and  rapid  acceler- 
Icsirable.  all  of  which  are  conditions  favorable  to  the  direct 
nt  motor. 

Furthermore,  direct  current  motors  with  their  necessary  auxiliar- 
ies have  become  fairly  well  standardized  and  it  is  the  only  class  of 
electric  railway  apparatus  available  from  the  manufacturers  of  the 
United  States  without  involving  experimental  work  and  large  devel- 
opment exp 

In  view  of  these  facts  and  the  probable  necessity  for  rapid  con- 
struction, the  author  refrained  from  advising  anything  of  an  experi- 
mental nature  and,  therefore,  recommended  the  direct  current  sys- 
tem in  combination  with  the  third  rail  for  the  main  line,  and  over- 
head construction  for  the  yards,  all  of  which  have  demonstrated 
fully  their  ability  to  meet  the  conditions  imposed  by  railway  opera- 
tion so  far  as  motive  power  is  concerned,  although  there  has  not 
n  an  electric  installation  on  any  existing  terminal  that  is  as 
complex,  or  into  which  anywhere  near  the  number  of  heavy  trains 
enter  as  on  this  section  of  road. 

Had   the   length  of  road   under  consideration   been   considerably 


i  olumn  6,  which  is  Column  4  plus  Column  5.  represents  the  total 

cos!   per  electric  |i  if tivi    mile. 

While  the  results  in  Column  6  indicated  that  Plan  No.  i  was  the 
tnosl  advisable  oni  to  adopt,  il  was  nol  seriously  considered  for  the 
reason  that  it  necessitated  locating  the  power  station  in  a  part  of 
where  its  erection  would  probably  have  been  prohibited  by 
the  city  authorities,  but  it  was  here  introduced  for  comparison  as 
indicative  of  the  economy  to  be  gained  by  placing  the  power  station 
at  the  theoretical  center  of  distribution.  The  same  objection  applied 
to  Plans  2  and  3. 

Plans  4  and  5  bring  out  quite  clearly  the  difference  in  the  cost  of 
operation  between  two  sub-stations  and  one,  both  plans  permitting 
the  location  of  the  power  station  on  the  river  front. 

The  difference  in  favor  of  Plan  5  is  entirely  due  to  the  saving  in 
labor  of  one  sub-station. 

Plans  i\  7  and  8  were  studied  with  the  object  of  ascertaining 
whether  the  purchase,  instead  of  the  generation,  of  power  would 
offer  a   satisfactory   solution  of  the  problem. 

The  purchase  of  both  direct  current  and  alternating  current  energy 
...  considered  on  the  lowest  basis  that  it  was  thought  possible  for 
my  existing  company  to  furnish  it,  and  it  was  found  that  the 
direct  current  energy,  in  consequence  of  the  interest,  depreciation, 
maintenance,  etc.,  of  the  transmission  lines,  rotary  converters  and 
other  sub-station  apparatus  which  would  have  to  be  furnished  by 
the  energy  producing  company. 


TAIiLE  OF   BSTIMATKS  OF  PLANS  FOR   l'Ki'POSED  ELECTRICAL  EQUIPMENT  OF  THE  N.  Y.  C.  4  H.  R.  R.  TERMINAL. 


Plaw. 


Character  of  Stations,  Etc. 


II 
12 


1  at  center  ot  line  and  contiguous  to  tracks 

nductor,  no  batteries 

Same  as  No    1,  with  batteries  In  power  house 

Same  as  No.  1,  with  battery  substation  nL-ar  Grand  Central  Si 

M  Itt  Haven  Junction   

Alternating  curr.  ,.  ion  on  river  front  near  center  of  line,  with 

.inverter  substations  near  each  end  of  line,      1 1 ,1  Hit  I  volt  A   C 

and  600  volt  1 1    1  

Combined  D.  C.  and  A.  C.  Power  ttal  ion  at  Harlem  River  m-.c  one  1  nd 
and  one  rotar  ition  near  the  other  end  of  line 

ll.OOOvolt  A.  C .,  (Kmi  [11  

tan  Railway  substation  located  near 
•  f  line.     Trai.  .  tation  to  working  '   ' 

be  purchased 

Rotary  convert  1  .it  center  of  line.     A.  C.  energy  t 

chased  from  Manhattan  Substation  and  transmitted  at  11  i" 
Energy  to  c"  '  per  lew.  hour  than  D.  C.  energy  <j. 

.ry  converter  substa:  |  line.     A.  C.  cur- 

rent to  be  purrhased  from  Manhattan  substation  near  center  of  line.  . 
D    I  tation  near  Harlem  River  at  end  of 

'ine  substation  near  other  end,  and  batteries  carried  on  loco- 

nductor 

One  rotary  converter  substa*  iter  of  line,  A.  C.  current  pur- 

chased from  Manhattan  substation  No.  7,  batteries  on  lo 

charged  from  world!  

irrent  feeders  f  7.  near  center  of 

Batteries  on  i  :  :rom  working  conductors.  .  . 

Con-ilnned  A  C*  and  D  '  tation  al  Harlem  River  near  outer  end 

of  hne.    One  subst.e  itteries  in  powi 

and  substation.     A.  C.  transmit-.,  on   lliKHi  volts,  D.  C.  con 




.  117, 
.172 


2.5 

2.1 


2.12 
2.5 


,60 

nil 

1,,'iS 

.715 

666 

2  660 

■_'  336 
■_>  .336 


2.4 
2.738 


1 
1 

06c 
137 

1 

20 

I 

2S7 

I 

11) 

.» 

74S 

2 

;,i  is 

2 

:,i  1 1 

1 

122 

2 

502 

2.742 

, 

14.02c 

II   (,:, 

6.58c 
6.71 

'.'o  i',u,- 
21.36 

11.7 

7 .  25 

21.05 

15.2 

7  68 

22.78 

1  1    7 

7    IS 

21  88 

;i  1.1 

■  89 

87.53 

:il  .Ml 

>  2:! 

35  73 

al    all 

:  0  | 

;  .   1  : 

18.58 

7  76 

21 .  a  1 

3  1    in 

■1   us 

:;s   is 

37.81 

2  61 

10  32 

16  mi 

7  83 

.    2:1 .  63 

greater,  and  had  it  been  thought  possible  to  secure  sufficient  time  to 
I    invite  demonstrations  by  manufacturers  of 
alternating  current  motor  equipments,  this  class  of  apparatus  would 
1-een  more  seriously  considered. 
In   the  preparation   of   estimates    12   distinct    plans   of   generation 
•nhution  were  considered,  and  the  results  tabulated  as  shown 
in  the  accompanying  table.      All  the  estimates  were  computed  upon 
the  same  basis  as  far  as  cost  of  fuel,  labor  and  losses  in  transmis- 
oncerned. 
In    (he    accompanying    tabic,    column    I    represents    the    operating 
e»  per  kilowatt  hour  at  the  power  bouse  switchboard. 

.  per  kilowatt-hour  at 
;ct  shoe. 

cost   per   kilowatt-hour   delivered 
■•  rminaU    <■  ■  i    and    operating    charges   oil 

vea. 
;  represents  1!  ia-nses  per  electric  locomotive 

parable  with 
except 

water. 

II     the 
mil. 


The  prohibits al  co  1  ol  thi  n    purchasing  plans  1.  .it  once 

1 iimiii    I.  ami    -,  the  plans  only  meriting 

ideration  as  representing  a  temporary  arrangement   1i1.1t  might 
he  en  del  I"  allow  1  apid  installation. 

on     .1    1 pli      system  of  overhead  or  third 

rail  yard  ction  made  neci    arj  by  the  nature  of  the  case,  and 

the  averages  to  be  obtained  by  theii   elimination  in  the  substitution 
.motives  which  could,  for  switching  service,  he  self  contained, 
though  normally  supplied  with  energj    from  the  working  conductors, 
a  study  was  made  of  electric  locomotives  carrying  batteries. 

M.-sults  of  these  studies,  made  under  several  different  assump- 
tions, are  shown  undei    11.  in..,,  in. mil  11      From  Col 1  6  and  3 

it  is  evident  thai  ed  by  thi   1  limination  of  the 

overlie:  I       the    additional    COSI    oi 

operation,  although  it  will  In  ob  erved  thai  H 1  per  locomotive 

*  Plan  'i  ■  ompai ,  w  ith  the 1  1  'Ian  12. 

Plan   I.-  differed  onlj  lighl   reduction  in  the 

1 ',-  of  the  cot  in  iii.    powei   1 le  and  sub- 

bstltutiot  .i       . . I....  in  ies  (otic 

h    po      .   1 (  H  1  in.  ..ub  station)  each 

tion   of   the   main 

1    machinery,    would    be    capable    of    taking 

I  of  the  line  for  a  short  period  of  time  in  cases  of 

idditional  in  1  coal  and  the  slight  increase  in  -pensc 

tnpared  with  Plan  5)  represented  by  a  reserve  station  1  1 


414 


STREET    RAILWAY    REVIEW. 


[V«.  XII,  No.  7. 


of  tins  nature,  u.i-  thougl  irtance  only,  in 

view   ..I    1  .1    reliability   of   operation   then  ned 

The  n  i"  this  plan  over  tl  '<  5 

is  dui  I  that  the  battery  maintenance  was  figured  at  to  pel 

cent  per  annum,  which  is  considerably  higher  than  is  ordinarily 
assumed,  and  will  probably  1  lome. 

of  (hi ^  kind  would  not  only  serve  a  erve,  but 

would  prove  of  considerable  value  as  a  regulator  of  potential  along 
the  line,  and  in  addition  it  would,  notwithstanding  its  inherent 
1  the  power  house  operating  costs  by  taking  up 
the  excessive  load  fluctuations  of  the  system  and  permitting  the 
load    upon   the   engines   to   be   maintained   at    or   near   their   most 

It  wa  I  of  the  utmost  importance  in  an  installation  of 

tin-  magnitude  thai   the  number  of  interruptions  of  power  supply 
i„.  ,,  ,  minimum,  that  no  device  which  could  increase  the 

1  reliability  of  the  plant  should  be  omitted,  and  that  the 
probability  of  future  extensions  of  the  electrical  system  should  be 
considered  \-  best  fulfilling  the  above  condition-,  therefore,  Plan 
u  was  the  one  specifically  recommended  for  adoption. 

OPERATING  EXPENSES. 

A  careful  compilation  of  all  the  expenses  entering  into  the  opera- 
tion of  the  present  Steam  service  was  made  and  the  following  com- 
parative table  of  relative  costs  i-  believed  to  be  correct,  assuming 
that  the  pre-ent  locomotives  running  between  Motl  Haven  Junction 
and  Grand  Central  Station  should  be  abandoned  and  the  service 
now  performed  by  them  duplicated  bj  electric  locomotives  operated 
in  accordance  with  Plan  12.  It  is  assumed  that  the  electric  locomo 
lives  will  be  operated  bj  the  same  class  of  men  as  those  who  now 
iir  the  steam  locomotives,  and  thai  they  would  receive  the 
same  rate  of  pa)  thai  they  now  receive. 

This  condition  is  not  favorable  to  electric  traction  as  it  is  not 
ordinarily  necessary  to  have  two  men  to  operate  an  electric  motor, 
but  in  the  writer's  judgment,  it  is  not  advisable  to  operate  a  service 
of  this  class  under  such  exacting  conditions  without  two  men  on 
each  locomotive. 

If  the  motor  car  system  should  be  adopted,  as  it  probably  would 
be  were  the  electrical  equipment  extended  beyond  Mott  Haven 
Junction,  or  if  the  forward  guard  or  brakeman  were  allowed  to 
lake  the  place  of  the  second  man  while  passing  through  the  tunnel 
and  yards,  a  saving  equivalent  to  Ins  wages  could  thereby  be 
effected. 

With  two  men  of  the  same  skill  as  at  present  employed  on  the 
locomotives,  the  figures  are  as  follows: 

Steam.     Elec- 
tricity, 
iting  expenses  per  locomotive  mile  exclusive  of 
fixed    charge-    but    including    water,    labor,    cost    of 
and    repairing   tunnel,   and  all   other   ex- 

ol   locomotive  operation 23.05         15.80 

Fixed  charge-  per  locomotive  mile  assuming  that  it 
now  require-  40  locomotive!  to  perform  the  present 
service   and   that    33   electric   locomotives   could    per- 
form the  same  service 1.13  7.83 

I  oi.  1   m  cents 24.18        23.63 

From  these  figures  it  appear-  that  while  there  would  be  a  slight 
annual  saving  in  opi  in  favor  of  electricity,  it  is  not 

sufficient  to  warrant  it-  adoption  on  the  grounds  of  economy  in  oper- 
ation alone,  although  ii-  adoption  can  be  justified  on  other  grounds. 

These  figures  could  be  made  mure  favorable  to  electricity  were  an 

timistic  view  of  many  of  its  advantages  taken,  and  the  probability 
is  that  practical  operation  will  show  a  somewhat  greater  gain  than 
here  indicated,  but  it  lias  d  best  by  the  writer  to  maintain 

a  ci  »iew  throughout  the 

h  1-.  however,  safe  to  conclude  that  the  saving  in  operation  ex- 
penses of  the  electric  system  would  be  sufficient  to  offset  the  in- 
creased fixed  charges  due  to  the  additional  investment  made  neces- 
sary by  its  adoption. 

+—• 

The  new    Huntington  line  between  Los  Angeles,  Cal.,  and  Long 
h  was  opened  to  general  traffic  July  4th.    The  first  car  was  run 
1   the  line  on  the  preceding  day,  carrying  officers  of  the  company 
and  their  guests. 


ELECTRICAL  INDUSTRIES  OF  PITTSBURG. 

\t  a  meeting  of  tin-  tmerii  lion  for  the  Advancement  of 

ntly  held  in  Pittsburg,  ■<  paper  wa-  read  by  Mr.  1.    II 

Gibson,  on  the  "Electrical  Industries  of   Pittsburg  and  then 

omic  Influence."    Mr.  Gibson  spoke  particularly  of  the  extent  of  the 

Westinghou  8  Manufacturing  Go's,  plant  which  1-  shortly 

duplicated  He  stated  that  the  modern  industrial  age  began 
with  the  advent  of  the  steam  engine,  but  in  ordei  to  utilize  its  power 
some  n  and  electricity  is  cspe- 

ciall)  qualified  foi  powei  distribution;   it  ha-  also  furnished  a  most 
useful  mean-  of  lighting,  and  electro  chcmi-try  ha-  opened  up  a  new 
and  rapidly  developing  branch  of  the  industry.     Mr.  Gibson 
oi   electricit]    a!   an  important    1."  .-loping  cities,  building 

up  suburban  districts,  redistributing  populations  and  affording  con- 
\ .  1 1  i •  lit  transportation  to  fanning  communities,  I  he  use  of  elec- 
tricity   in    mo, bin    factories    wa-    al  1  i-il   a-    well   a-    it-    ap 

lity  to  mining.  Electro  chemistry  has  not  only  made  aluminum 
a  rival  of  copper  a-  an  inductor,  but   nearly  all   the  copper 

in  u-e  i-  now  electrically  refined  Mr.  Gibson  stated  that  the  engi- 
neering development  of  a  country  was  a  measure  of  its  civilization 
ami  pointed  out  that  the  United  States  produce-  69  per  cent  of  all 
the  elctricity  available  in  the  world.  76  per  cent  of  all  the  portion 
available  for  traction,  70'..  per  cent  of  all  the  electric  railway  mile- 
age and  83'.'   per  cent  of  all   the  trolley  cars. 


LARGER  POWER  PLANT  FOR  STEPHENSON 

CO. 


S01 lonths  ago  we  announced  that  the  John   Stephens 

intended    to    enlai  ■_■  vet    plant    and    publishe< 

lars  in  regard  to  the  company's  plans.  The  tir-i  week  of  July 
ground  was  broken  at  the  work-  in  Elizabeth,  N.  J.,  for  the  founda- 
tion of  tlie  mw  engine,  winch  will  be  a  horizontal  tandem  compound 
with  automatic  cut-off  and  will  be  direct  connected  to  a  400-kw.  gen- 
erator. The  top  of  the  copper  covered  dome  of  the  engine  house 
has  been  removed  and  the  flat  skylight  replaced  by  a  large  clear 
1  imn  This  is  arranged  to  give  li^ht  and  ventilation  on  four 
sides  while  it  excludes  direct  sunshine. 

Il»  company  is  also  putting  in  an  additional  150-h.  p.  boiler. 
When  this  is  in  place  il  will  bring  the  boiler  capacity  up  to  the 
requirements  of  the  establishment  when  the  new  engine  is  put 
111  operation.  A  new  700-h.  p,  feed  water  heater  of  the  latest  and 
most  approved  type  is  ordered  and  work  has  been  begun  in  the 
piping  for  it-  connection, 

•  »  » 

PENSION  SYSTEM  IN  NEW  YORK. 

The  new  system  of  pensioning  superannuated  employes  which 
was  recently  adopted  by  the  Metropolitan  Street  Railway  Co.  of 
Xew  York,  becaim  1.111,  ,n  July  i-t.  Notices  were  po 
the  power  houses  and  bam-  June  [8th  directing  eligible  employes 
to  make  application  to  the  proper  officer  for  their  pen-ion  allowance. 
I  he  system  provides  for  voluntary  and  involuntary  retirement  of 
all  employes  of  the  Metropolitan  and  constituent  companies  whose 
wage-   have  ii"i    1  1  ..to  per  annum,  and  who  have  reached 

a  certain  age  after  -'.-  years  or  a  longer  time  111  the  service  of  the 
company.  I  be  detail-  of  the  system  and  the  ratio  of  allowance 
were  given  111  the  Street  Railway  Review    for  March,  1902,  page  183. 


MEDALS  FOR  AMERICAN  STEEL  &  WIRE  CO. 


\i  the  South  Carolina  Inter  State  and  West  Indian 
Charleston,  S.  C,  which  closed  May  31st,  the  American  Steel  S 
irded  10  gold.  4  silver  and  4  bronze  medals  and 
one  diploma  of  merit.  The  gold  medals  were  for:  Meri 
Iron  and  Steel;  cold  drawn  steel  shafting.  Hor-e  and  Mule 
Wire  Nails.  Rail  Bonds.  Win  Rope,  Machinery  and 
appliances  for  drawing  wire.  Springs  and  Spring  Wire.  Copper. 
Iron   and    Steel.       Aluminum    Wire.        The    exhibits    awarded 

were:       Bicycles    and    Automobile    Spokes.       Rolled    wagon 
skeins.       Underground    and    Overhead    Wires    and    Cables.       Metal 
lurgy  of  /.inc.      Bronze  medal-  were  for:      Music  Wire.      foal  and 
Coke.     Hale    1  i.  -      1  li.. nn.il.  and  Colors.      The  installation  in  the 

Comii"  ding    was    given    a    diploma    of    merit. 


July  20.  1902.] 


STREET    RAILWAY    REVIEW. 


415 


Some  Street  Railway  Parks. 

Birmingham,   Ala. — Pittsburg     Youngstown,  O.—  Clyfisidc  Park. 


\-   with  tin-  transfer  system,  thi  lility  of  creating  travel 

en  route,  or  at 
the  termini  ..i  roads  »as  at  tir-t  problematical,  but  th< 

of  inducing  pleasure  traffic  havi 
almost  unanimously  a. 1. .pied   by  leading  ilwaj    companies. 

■  ly  has  the  park  been  a  monej  earning   project,  but  it  has, 
as  well,   made  the   relati.Mi-.   more   intimate  between  the   street   rail- 

■  nd  the  public,   and   thus   in   aim  instance   furthered 
the  interests  of  the  road.      People  in  general  have  a  friendly  feeling 

ho  furnish  them  amusement,  and  the  patrons  of  street 
railway  parks  are  largely  of  a  class  to  whom  extended  summer 
outings  are  impossible.  To  this  class  the  park  manager  performs 
what  has  become  an  indispensable  office.      He  furnishes  cheap  and 


do  so  may   -it   and   smoke  oi    partake   ol    refreshments   while  the 

performanci    is   going   on.      On   a   .;'  !  ft.   elevation  above  the  box 

another  space  on  which  tables  are  arranged,  around  which 

parties    may    mi    and    be    relieved    of    the    conventional    seats    in    the 

parquet.  All  the  waj  around  the  theater  is  a  promenade  ;'„.  ft. 
wide,  (hi  the  end  opposite  the  stage  is  a  high  lattice,  and  in  each 
corner  of  the  from  is  a  refreshment  stand  in  which  refreshing 
drinks  are  served.  The  entrance  to  the  theater  is  over  a  25-ft. 
approach  from  the  bank.  \  graceful  arch  surmounts  the  en- 
trance gates  and  thi-  is  lighted  by  a  string  of  incandescent  lights. 

I  lie  stage  i-  surmounted  by  a  well  proportioned  proscenium  arch 
,io  ft.  wide  at  it-  base,  with  a  radius  of  63  ft.  The  stage  itself 
1-    ti    ft  long  by   21    ft.  broad,  and   is  prnviilcd   Willi   the  usual  drops 


'AQOATIC  THEATER"    \T  EAST  LAKE   PARK,  B1RM  INCH  AM,  ALA. 


rapid  ti  i  crowded  commercial  centers  t.. 

rn   Eden   where  the  natural  beauties  of  forest   and  water 

■  I  upon   ( in  the  taste  of  many)  by 

the  inn  iunds,  dancing  pavilions,  bowling  alleys 

and  on'  public  ha-  come  to  feel  at  hi 

such  pi-  '   railway-  have  provided,  and  in  a 

measut  tal    ntionitig  his 

city  a  man  railway  park-  much  as 

thai  mad.-  11   fam  ery  city 

of    II- 
parkt,  whii  I  moun 

tain  I     . 

have  loi  here.     Such  good 

1   park 
with    the    retull    that    li. 

R    BIRMINGHAM,   ALA 

thor 

ough    overhauling 

lilt  out 

mil    i- 

It   i> 

:..   tb.' 
. 

■!    ba.  k 
of    th'  .re     to 


and    wmg-.       There   are    tWO   large   and    spacn.ll-   dressing    rooms   on 

each   side  ..1   the   stage,  which  afford  ample  space  for  the  making 

up  ..i  a  largi    opera  c pany,  if  necessary. 

i  in     lighting    ol    iln     theatei     is    by    means    of    live    rows    •>! 
g     11. mi    thi      Stage    1..    the    fronl     ..I    the    building    and 

aggrega mething 1    three   hundred    in    number.      Be  id. 

thi   '    ire  ib.'  usual  fool  lights  .mil  other  stage  lights  controlled  by 
switches    behind    the     cenei        I  be    lighting    question    up    to    the 

pre  .hi      '  :.  "li    .0     I  asl    Lake    ba-    been    .1    rather   awkward    ..11.,    1.. 1 

li..  rea  on  thai  the  park  1  even  mile-  from  Birmingham  and  the 
heretofon  ha  been  by  mean-  of  current  obtained  bj 
lapping  the  trollej  wire,  and  ,.  l  ..  1  Lake  1-  .'i  ibe  extreme  end  "i 
ib.-  hue,  when  man..  ...1  were  being  operated  on  the  line  the  lights 
were  neci  !  ■<<<'<  1  in  method  was,  moreover,  nol  desirabh 
.1  the  fluctuations  in  thi  pri  uri  0  thi  eason  a  direel 
Inn.   from  the  alternating  cm  uil    in   Birmingham   was   run 

11  1  ill.  .1,  ,111.1  now   ib.1  lighting  ..f  the 

1 .  ."ii.;     1    ib..    1 1. ...I   ,iin  

Vaudeville   ha-   been   thi    offering     inci    tin    o| g   night,  and 

judging   from  the  box   offici    receipl     ha     been  highh   acceptable  to 
Onl     thi    1 .  ■  1  ■.    I"   1    p<  opli    "ii  1  he   >  audet  i He  stage  have 

1  evei        '     1  ■  fiin  d      I  

foui   i"     1  .        ire  employed  foi    the  bill   eai  h   ■•  1  ■ 

.1   ni..\ ing   pi.  Hue   11.  li  inci.    ha 

and  thi    perl  with  a 

ery   nighl        1  hi     feature   in   il  ell    ha 
.1   many  peopli    taki    theit   1  hildren 
..ut  i..  iloni        1  he  pet  foi  man.  1     ipi  n    pi  9  00  and 

about   .  ...  hall   houi         I  hrough  1  rain    to  the  •  ity 

waiting  aftei    the  performance  and  thox       ho  can    to  .1"   so  may 

gel  home  pi ptly,  a    the  run  over  the  nev  now   made  in 

eit  le  except  a  issini 

I  he  pi 1    1. Inn    ion  to  the  pai  tjuct  i  boxi 

ind  in  thi  f  th  il  row- 


416 


SI  K'111      K  \ll  .WAY     REV  U-W. 


[Voi    XII  ,  1 


■..   which  ividing 

for   all  •!'•   iln    |x  thowi 

ill      tllC 

familial    words   "Standing    room    only."       Il  cmplatcd    to 

.>  while  and  til  impany,  but 

ii   will  be  kepi 
dcfinil 

il  the  Chute"  has 
di  45  ii    high  and  Ihi 
It  has  •  ■  1 1 1  >   been  provided  with  two  tracks,  nt  and 

on.    for  Ihi  li   I'i 

are  .ill  thai  handle  the    irowds,  II  thai 

.nit  i  h  I >    and   expeditiously    handled.      The   boats   are 
drawn  up  by  electric  power  on  a  steel  rail  track  and  the  .1. 
made  on  a   roller  track  which  gives  the  1  >•  >t i -   sufficient    sp 
send  them  too  yards  oi  more  out  in  the  lake.      \  steel  track,  with 
unners  on  the  boats  was  tried   it  first,  bul  after  a  few  hours 
running  the  track   would   .  that   the  boats   would 

nol    run.      Ii    was  then  thai   the   roller  track   was  substitute' 
found  in  In-  the  proper  tiling. 

The  boats  used  are  built  with  a  seating  capacity  of  six  and  are 
gondola  shaped,      ["en  cent-  i-  charged  for  a  ii  !<■  on  the    chute  and 
the  capacity  is  taxed  i"  the  utmost  quite  often,  a-  frequently 
will  rule  more  than  once,      ["he  top  of  the  chut,  is  gained  by  several 
flight  -  i  .   up  from  i :  ilion. 

and   dan<  ing   hall   has   bi  i  n   i  emodeled   and 
verted  into  a  fashionable  restaurant  with  all  the  appointments  oi  a 
down-town  restaurant.     All  the  delicacies  of  the 
at  moderate  prices,  and  il  ha 
.mil   parties  t"  go  oul   early   in  the  evening,  take   supper,   ride  the 


&t-0 


i.CVCi-  '  +  $ 


i\ 


■ 


I  HEATER  AT  EAST  I.  \  K  I. 

the   theater.      The   season's   business   has   been 
uine  hoped  for. 

In  "  ■  where 

Irawing 

Jusl  i    the   entrance  of   the   park   a   new   double 

bowling  all..  where  Ihe  devotees  of  this 

ry  their  skill.     Along  the  drive  wa         ding  ntrance 

in  h  a-  snake  dens,  human  freaks, 
ball  throwing,  til  -  ilk. 

rge  merry-go-round  is  being  put  in  and  from  time  to  time 
new  side  show  is  add'  large  and  noisy  lot 


to  indulge  in  boa)  riding  are  some  twenty 
i..w  boats  which  may  be  engaged  by  the  hour,  and  for  those  who 
are  more  indolcni  there  ii  the  naptha  launch,  wl  patrons 

>.n  a  ride  around  l  tt<  red  through  Ihe 

the  peanut,  popcorn  and  candy  venders,  »l 

'■  the  .  irtues  ..i  their  trying 

'1 llier. 

With  tin    beautiful  "Aquatic  Theater,"  who-,   equal  ii  nol   i"  be 
found  in  the  South,  the  "Chutes"  and  the  numerous  other  attrac 


mmmmam 


*s 


"CHUTE"  AT  EAST   LAKE  PARK. 

I  ast  Lake  has  grown  to  be  one  oi  the  most  popular  pleasure 

iind    anywhere.      With    its   many   attractions,    its 

never   dying   breezes,   its   excellent   car   service   all    tend   t..   till    ii 

nightly    with   gay   throngs    seeking    relief   from   t lie   hot   pavements 

of  the  city. 

THE  PARKS  AT  PIT  I  SBURG. 

By  reason  of  the  consolidation  of  the  street  railways  in  Pittsburg 
and  vicinity,  the  four  popular  parks  of  thai  city,  Kent] 
houn,  Oakwood  and  Southern  Avenue,  are  now  under  one  man- 
agement, and  the  lines  of  the  Pittsburg  Railways  Co.,  extending 
oul  of  Pittsburg  in  every  direction  and  touching  nearly 
suburban  town  within  a  radius  of  ao  miles,  afford  direct  and  rapid 
to  all  the  parks.  Under  this  arrangement,  churches,  schools 
bound  "ii  an  outing,  can  charter  special  cars  to  carry 
any  number  of  persons  to  any  one  of  the  four  parks  without  the 
inconvenience  of  transferring,  which  is  a  new  and  important  feature 
of  the  Pittsburg  service.  Kennywood,  under  the  management  of 
the  Pittsburg  Railway    i  ecome  distinguished.     Ii  is 

by  the  McKeesporl  branch  of  the  company'-  system,  and  is  situated 
on  the  banks  of  the  historic  Monongahela  River,  opposite  the 
thriving  city  of  lira. I. lock.  The  new  street  railway  line  over  the 
il  Wilkinsburg  Junction  makes  Kennywood  easily  ac- 
cessible, eliminate-  all  gi  ings  and  reduces  the  distance  from 
Pittsburg,  Allegheny,  the  "East  End"  and  the  Wilkinsburg  district 
Kennywood  is  kepi  fri  public  on  all 
pany  has  expended  large  sums  of  money  in  |  the  natural 
ry,  in  perfecting  the  sanitary  conditions  of  the  park  and  in 
installing  attraction-  of  the  most  approved  kind.  The  casino  i- 
one  of  the  iin.-i  buildings  of  its  class  in  the  country.     It  i-  115x175 

ft.    in    dimensions,    two    -lories     high    and     encircled    by    a     SpaClOUS 

verandah.  Here  an  expert  caterer  has  made  In-  headquarters,  and 
■  ne  of  the  boasts  of  Kennywood  thai  it-  facilities  for  feeding 

the  multitude  are  unexcelled.  The  auditorium  pavilion  is  also  a 
ome  and  modernly  equipped  structure,  lancing  floor 

which    is    the    special    delight    of    devot<  rerpsichore.      The 

theater    is    carefully    planned    in    I  accoustics    and    to    the 

its  patron-,  and  the  highest  class  musical  and  vaudeville 

entertainments    are    provided.       Throughout    the    park    there    are 

pavilions  assigned  for  private  picnics,  and  there  are  inexhaustible 
and    artesian    well-.        Oni  penal    features    on    the 

grounds   is  a   ladies'  cottage  as   secluded   and   charmingly    ful 


Jui  v  ao,  igoa.] 


STREET    RAILWAY     REVIEW. 


417 


..v  ilu-  famous  retreal  of  Rosamond,  and  here,  with  a  matron  to 
ifter  their  necessities,  the  favored  sex  when  fatigued  are 
entertained.  We  reproduce  herewith  engravings  of  the  toboggan 
which  k  one  of  the  most  popular  features  at  the  park,  and  which, 
moreover,  while  thrilling  enough  to  gratify  the  mosl  audacious,  is 
entirely  safe.  There  arc  band  concerts  at  Kennywood  in  the  after- 
and  evening?  which  draw  many  thousands  of  people  to  the 
liark  from  Pittsburg  and  her  suburban  cities.  The  music  is  fur 
nished  by  the  most   famous  bands  and  orchestras  in  the  country, 


FIGURE  B  TOBOGGAN,  KENNYWOOD. 

.    which   may   be   mentioned   the   "Royal    Italian?."    Phinney's 
United  States  Band,    >i  and  mam  other  celebrated  organ 

izations.       II"-    music    pavilion    is   a    massive,    imposing    structure, 
artistic  in  appearance  and  perfect  in  accoustic  properties. 

Calhoun    l'ark.    situated    on    the    Dravosburg    and     McKeesporl 

branch  of  the  Pittsburg  Rys.,  eighl  miles  from   Pittsburg,  is  noted 

splendid  fo  and  pure  spring  water.     We  illustrate 

g    lines   at    the   entrance   of   Calhoun    Pai k, 


sion  at  the  sate-  of  Calhoun  Park,  can  arrange  with  thi   management 
to  do  so,  all  privileges  being  clearlj   defined  in  the  contract 

n.iku.i.nl  Park,  on  the  Wesl  End  lines  of  (he  Pittsburg  Rys.,  is  a 
grove  of  magnificent  oak?,  situated  on  a  sloping  plane  winch  forms 
one  of  the  shores  of  a  charminglj  picturesque  Lake  Ilu-  park 
commands  a  view  of  the  beautiful  scenery  of  the  old  Mansfield 
Valley,  .and.  being  located  on  an  eminence,  i?  always  swept  by  a 
refreshing  breeze.  Here  also  .arc  pavilions,  merrj  go-rrounds, 
shooting  galleries,  etc.  While  Oakwood  Park  i?  in  everj  sense  a 
popular  resort,  the  management  is  conducted  on  hue?  of  uncom- 
promising propriety,  and  the  comfort  of  those  who  seek  the  luxury 
of  quiet  .and  repose  in  the  shade  of  the  oaks  i?  the  first  considera 

tion.      It  may  he  mentioned    that  the  boating  facilities  of  Oakw I 

arc  exceptionally  good,  a  large  number  ol   boats  being  at   the  .le 

posal  of  those  who  wish  to  rent   them,  and  a   spacious  and  handsome 

ho. n    house  affording  ample  accommodations. 

Southern  A\cnuc  Park,  on  the  Suburban  branch  of  the  company's 
line,  is  hut  30  minutes'  ride  from  the  heart  of  the  city.  It  comprises 
all  the  appointments  of  Kennywood,  Calhoun  .and  iiakwo.nl  parks, 
and,  like  them,  i?  abundantly  supplied  with  shade  and  pure  water. 
Concerts    .are    given    til    Southern    Avenue    Park    on    Sunday    after. 

n 1?  and  evenings,  and  other  form?  of  amusement  on  week  days 

are  provided  during  the  park  season. 

In  closing,  it  may  he  said  of  the  parks  of  Pittsburg  that  the  man 
agement  ha?  spared  no  pain?  to  provide  .all  modern  conveniences 
and  amusement  features,  and  has  succeeded  in  making  these  resorts 
particularly  attractive  by  keeping  on  the  grounds  a  large  number 
of  trained  employes,  whose  especial  business  it  i?  to  direct  or  .assist 
visitors  in  tiny  possible  manner.  Patrons  an.  assured  courteous 
treatment  at  all  limes  and  tin-  most  careful  attention  when  occasion 
demands  it. 

PLEASURE  RESORTS  NEAR  VOUNGSTOWN. 

idora  Park  and  Mill  ("reek  Park  air  situated  at  the  terminus  of 
the  Youngstown  Park  &  Falls  Sued  Ky.,  four  miles  (only  15 
minutes'  ride)   from  the  center  of  Youngstown,  (  ).,  at   which  point 


A  o  v  1  f  1         ...    1  v  A  I N  A  1    THEE     11 


I'AKK,    I'll  TBIlt'Ki. 


predo ate,   hut 

1I1.     .km.  ing    .and 
ill    field,    loll.  1     1 

1..1    .1 . 1  r  11 1 


co 1     with  ih.'   Pennsylvania    thi    I'm  bt S 

11,  ih.    in.    1  In    I'll  1  1 .'    1  ..I  .    in..  ,111.1  thi    Lake  Shore 

81  Michigan  Soutl Raili -.-<.i  1  hu     il   1    the   both  tin    1    pli 

1 I  to    1  : o , , ,  1   .    1.1,1   in   travelei        ho  havi 

lo      ■'    .ol      ill        1    .'"I .1.11..  • I Ij       1 

1  hi    pat  1      lain  1 1 

oil    pit |ui        Nidi    1  1 . ,  1     1  air,   through   the 


418 


STREET    RAILWAY    REVIEW. 


[Vol  XII,  No.  7. 


length  of  Mill  <  '  ind  .1  number  of  small  empty 

into  th  rithin  the   p 

old   In  Lakt 

mplemenl    of    row    boats   and   launches,   the 

old  Idora  Mill,  abandoni  nl  in  the  heart  of  the  woods,  bring 

mind  the  ila's  most   spirited  romance,  and  there 

and  the  1  taunted  Pool.      1  he  company  has 

built   .,  theater  at    Idora 

Park, 

ind  which  is  always  in 


A  BALLOON  ASCENSION  AT  CLYFFESIDE. 

favor  with  the  children,  but  perhaps  none  •  excel 

as  a  drawing  card  the  deer  paddock  and  the    summei   quail 
the  trained  bears,  the  badgers  and  the  wild  cats.      Idora  Park  and 
Mill  Creek   I  sanitary  conditions  and  are  liber- 

pi  ng        ;    1    .    rustic   seal 
Throughout    the    season    excursionists    fcom    Cleveland,    Pittsburg. 
Allegheny,    Butlei  \kr..n.    Beaver    Falls,    New    Brighton. 

Sharon  and   many  other  places  lake  advantage  of   the  opportunities 
offered    for    an    outing    al    I  In-    resort,    and    the    patronage,    while 
uniformly  of  a  superior  class 

\   souvenir   I klel   illustrating  Idora  and   Mill  Creek  parks  has 

been  issued  by  the  Youngstown  Park  &  Falls  Street  Railway  Co  In 
addition  to  many  halftone  engravings,  showing  the  popular 
features  and   natural   attractions   hen-   enumerated,   the   bool    con 


VIEW  IN  CLYFFESIDE  PARK 

1    the    city    of    youngstown,    and    has, 
the  summei  good  collectii  ■    from  well 

known  anil 

PARK,  IN  I  KY. 

Clyffeside   Park.  mid.  i  land   ami  Catlettsburg,    Ky.. 

is  directly  accessible  fri  .mil  from  [ronton 

miles  distant,  and  Huntington,  W.   Va.,   u'j  miles  distant,  by  the 

tate  Railway  Co.     Oyffesid 
40  acres  of  a-  finch  wooded  land  iund  in  the  Blue  Grass 

state,   and   a   lak.  n   which  a   large   number  of 

boats  are  always  in  use.     A  commodious  boat  house  and  a  casino, 


the  cost   of   whicl  cted,  and   in 

addition  to  tl  are  dancing  taurant, 

and    a    depot    whin     pa  .1    the    111I1  riirlan    ear-. 

1  In  park  and  ii-  buildings  are  illuminated  by  30  enclosed  arc  lamps 

of  General  1  ml  by  i»«>  incandescent  lamps,  the 

furnished   from   the   iub  station   which   hat 

reeentl .  i    tO   increase   lb.  1  urban 

service.     Vaudeville  atl  0  during  the 

entire  season,  and  an  orchestra  of   nine  piei  music  each 

afternoon  and  evening,  I  he  grounds  are  well  policed  and  com- 
petent employes  are  in  attendance  to  assist  patrons  of  the  park  in 
any  possible  way.  Through  the  courtesy  of  Mr.  II.  P.  \V oilman. 
superintendent  of  the  Camden  Interstate  Railway  Co.,  we  reproduce 
photographs  of  Clyffeside  Park  which  illustrate  some  of  its  points 
of  interest. 


CLUB  HOUSES  FOR  BROOKLYN. 

President  Greatsinger,  of  the  Brooklyn  Rapid  Transit  Co.,  has 
secured  options  on  building  sites  advantageously  located  in  various 
parts  of  the  borough  on  which  it  is  proposed  to  erect  club  houses 
for  the  11 -e  of  employes,  which  will  be  equipped  in  a  manner  simi- 
lar to  the  branch  stations  of  the  V.  M.  C.  A.  I  he  plan  of  furnish- 
ing the  men's  quarters  in  the  car  houses  in  club-room  style 
ha-  proved  SO  prolific  of  good  results  that  the  development  of  the 
along  advanced  lines  was  decided  to  be  highly  practicable, 
and  the  success  of  the  project  of  establishing  club  houses  for  the 
exclusive  use  of  the  men  seems  assured.  Beside  the  usual  reading 
rooms,  baths  aiid  gymnasiums  there  will  be  a  number  of  special 
attractions  and   evi  'ill    be   made   lo   secure  the  advantages 

of   a    fraternal    organization. 


THE  SEOUL  ELECTRIC  CO. 


A  report  was  recently  published  in  a  newspaper  m  re- 

gard to  the  plant  of  the  Seoul  Electric  Co..  extracts  from  which  have 
been  forwarded  to  the  Department  of  State  by  Minister  Allen,  of 
Seoul.  The  plant  in  question  is  the  largest  single  electric  plant  in 
Asia.  It  was  built  for  a  Korean  company  by  an  American  firm,  Coil- 
bran  &  Bostwick.  who  held  the  propert]  under  mortgage.  The  com- 
pany operates  an  overhead  trolley  road  of  about  12  miles  and  also 
furnishes  power  for  incandescent  and  arc  lights  for  the  city.  The 
generating  machinery  is  of  the  Westinghouse  type  and  the  boilers 
Rabcock  &  Wilcox.  The  generators  are  direct  current  alternating 
current  machines  producing  direct  current  at  550  volts  for  the  use  of 
the  railway  and  alternating  current  at  385  volts  for  the  electric  light- 
ing. There  are  over  1.400  incandescent  lights  supplied  in  addition  to 
the  arc  lighting.  The  consulting  engineer  for  the  company  is  a 
Japanese  graduate  of  tin    Massachusetts  Institute  of  Technology. 


NEW  FACTORY  FOR  THE  STANDARD  ROLLER 
BEARING  CO. 


The  Standard  Ri  mg  Co.,  of  Philadelphia,  Pa.,  has  pur 

ei   of  the  citj   on  the  main  line  of  the 
Pennsylvania   Railroad,  where  it  will  bi  tory  for  the 

manufacture  of  its  well-known  roller  bearings.  The  principal  build- 
ill  consist  of  two  factories  ZOO  ft.  long  and  60  ft.  wide,  and  in 
addition  will  be  office  buildings,  etc  The  plant  will  be  equipped 
with  every  convenience  for  the  rapid  and  economical  handling  of  the 
business.    Work  has  already  been  commenced  on  these  buildings. 

The  Ball  Bearing  Co..  also  of  Philadelphia,  which  recently  re- 
moved from  Boston,  will  occupy  a  portion  of  the  new  plant.  The 
Standard  Roller  Bearing  Co.  has  purchased  the  complete  plant  and 
equipment  of  the  Roller  Bearing  &  Equipment  Co..  of  Keene,  X.  11.. 
and  as  soon  as  practicable  will  remove  the  machinery  and  business 
of  this  company  to  the  factory  now  in  course  of  erection.  The  pur- 
,1  this  business,  together  with  that  of  the  Grant  Roller  Bearing 
Axle  &  Wheel  G  1  ecently  noted,  will 

give  the  Standard  Roller   Bearing  <  •    proportion  of  this  line 

of  business  in  the  United  States  I  he  company's  products  include 
ball,  roller  and  all  kinds  of  antifriction  bearings  for  high-grade 
machine  construction. 


Jul*  -v..  .go.-.]  STREET    RAILWAY    REVIEW. 

INTERCHANGE  OF  FREIGHT  BETWEEN  STEAM  AND  ELECTRIC  ROADS. 


419 


An  Important  Decision  by    the    New    York    Court   of  Appeals  —  The    Right  of   Electric  Railways  to  Compel 
Steam  Railroads  to  Make  Connections  Between  Roads  and  to  Interchange  Freight. 


The  decision  of  the  New   York  Court  of  Appeals  rendered  June 
me  of  the  most  important  to  electric  interurban  railways 
that  has  been  made  in  this  country  and  we  here  publish  the  text  of 
the  opinion  which  was  by  Judge   Haight 

In  the  matter  of  the  application  of  the  Stillwater  &  Mechanicville 
Street  Railway  Co.  for  the  appointment  of  commissioners  under 
Section  12  of  the  Railroad  Law,  appellant,  v.  The  Boston  &  Maine 
Railroad  Co.,  respondent. 

Appeal   from  an  order   of   the   Appellate    Division.     Third   Depart- 
ment,   reversing  an   order   confirming   the    report    of    commissioners, 
and  an  order  adjudging  that   an  intersection  and  connection  of  the 
Stillwater   &    Mechanicville    Street    Railway    Co.    be    made    with    the 
n   &   Maine   Railroad. 
David   B.   Hill  and  Thomas  O'Connor  for  appellant. 
Lewis  E.  Carr  and  T.  F.  Hamilton  for  respondent. 
Haight.  J.:      This  proceeding   was   instituted  by   the   Stillwater  & 
Mechanicville    Street    Railway   Co.   to  obtain   an  order   permitting   it 
to   unite  and   connect   the   tracks   of   its    railroad    with   those   of   the 
\    Maine   Railroad   Co.   in  order   10   facilitate   the    free   inter- 
changing of  ear-  between  the  two  mail-. 

The  Stillwater  &   Mechanicville  Street   Railway  to.  was  organized 
under  the  general  railroad  law    of  this   Mate   (New   York),  with  the 
transport  both  and  freight,  and  i-  operated  as  an 

railroad   by   the    troll 

11   &    Maine    Railroad    Co.    i-   a    foreign    corporation, 

organized    under    the    laws    of    \l  ami    is    operating    a 

team    railroad.      ft   is   1  its    behalf    that    the    statute 

it  authorize  the  court  to  a     ip  connection  of  the  tracks 

of  the  two  roads.      The  question,  therefore,  raised  for  our  review  is, 

the  proper  1  m  of  the  statute. 

The  Railroad   Law   ol  iptei  565,  section   u)   provide--  as 

"Every   railroad  a  oad   is  or   shall   be 

by   any    new    railroad,    shall    unite    with    the    corporal  ion 

owning    such    new    railroad    in    forming  ary    intersections 

and  grant   the   requisite  facilities  therefor;    and  if 

tions  cannot  . ,,,  the  amount   of  eon 

be  made  therefor  or  upon  the  line  or  lines,  grade  or  grades, 

or  manner  of  such   intersections  and   connections,   the   same 

shall  be  ascertained  and  determined  by  commission'  1      one  of  whom 

must   be   a   practical   civil   engineer   and    surveyor,   to   be   appointed 

by  the  is  provided  in  the  condemnation  law;    and   such 

commissioner-    may    determine    whether    the    crossing    or    crossings 

of  any    rail'  '  ructcd    shall    be    beneath,   at,   or   above 

the  existing  grade  of  such   railroad,  and  upon  the  route  designated 

he  map  of  the  corporation   seeking  the  crossing  or  otherwise. 

All  railroad  corporation-  wh  are  or  shall  hereafter  be  so 

ted    or    joined,    shall    receive    from    each    other    and 
forward    to    their    destination    all    goods,    merchandise    and    other 
intended    for   points  on   theii  I-.   with   the 

lispatch  as.  and  at  a   rate  of  freight,  not  exceeding  thi 
tariff  rate  charged   for   similar  good-,   •  -    and   Othei    prop 

erty,  n  nd  forwarded  from  tin    uum   point  for  individuals 

and  other  corporal 

It   will   lx-  in,  two  pro 

of  the  tr.-nk-  of  another  railroad  at,  above  or  be- 
neath  grade,    and    thi  ction   of   the 

i   upon  the  making  01  |<  ,11011- 

ird  to  their  • 
and  othei  property  intended  fot 

the  opinion  that   this 

ml  did   not   pertain   to 

tic  ity,     in  determining  thi  m  il  be 

•    more-  fully  the  Railroad  Law    for  the 

ring    to 

II  contain  the  name  ol 
nm  and  the  kind 


iions,  among  which  is  subdivision  II,  which  provides  that  "if  a 
street  surface  railroad,  the  names  and  description  of  the  streets, 
avenues  and  highways  in  which  the  ro.nl  1-  to  be  constructed." 

It  is  thus  apparent  that  the  articles  of  incorporation  provided  for 
have  reference  to  all  kinds  of  railroads  lor  public  use,  including 
steam  railroads,  street,   surface  and  electric  roads. 

Again,  passing  to  section  4,  subdivision  5,  of  the  act,  we  find  that 
every  railroad  corporation,  in  addition  to  tin  powet  given  by  the 
general  stock  corporation  law,  shall  have  power  "to  cross,  intersect, 
join  or  unite  its  railroad  with  any  other  railroad  before  constructed, 
at  any  point  on  its  mute  and  upon  the  ground  of  such  other  rail- 
road corporation,  with  the  necessary  turnouts,  sidings,  switches  ami 
oilier  conveniences  in   furtherance  of  the  objects  of  its  connection." 

Section  34.  "Every  railroad  corporation  shall  siarl  and  run  its 
cars  for  the  transportation  of  passenger-  ami  propertj  at  regular 
Mine-,  10  Ik-  tixed  by  public  notice,  and  -ball  furnish  sufficient  ac- 
commodations I"i  the  transportation  of  all  passengers  ami  property 
which  shall  be  offered  for  transportation  al  the  place  of  starting, 
within  a  reasonable  time  previously  thereto,  ami  ai  the  junctions  of 
other  railroads,  and  al  the  usual  stopping  places  established  for 
receiving  and  discharging  way  passengers  and  freight  for  that 
train;  and  shall  take-,  transport  ami  discharge  such  passengers  and 
property  at,  from  and  t<>,  such  places,  on  due  payment  of  the  fare 
or   freight  legally  authorized  therefor." 

Section  35,  "Every  railroad  corporation  whose  mad.  at  or  near 
the  same  place,  connects  with  or  is  intersected  by  two  or  more  rail- 
roads competing  for  its  business,  shall  fairly  and  impartially  afford 
to  each  of  such  connecting  or  intersecting  roads  equal  terms  of 
accommodation,  privileges  and  facilities  in  the  transportation  of 
cars,  passengers,  baggage  and  freight  over  and  upon  its  roads,  and 
over  and  upon  their  roads  and  equal  facilities  in  the  interchange  and 
use  of  passenger,  baggage,  freight  and  other  cars  required  to  ac- 
commodate the  business  of  each  road,  and  in  furnishing  passage 
tickets  to  passengers  who  may  desire  to  make  a  continuous  trip 
over   any   part   of   its   roads   and   either   of   such   connecting   roads. 

he  board  of  railroad  commissioners  may,  upon  application  of  the 
corporation  owning  or  operating  either  of  the  connecting  or  intet 
secting  roads,  and  upon  fourteen  days'  notice  to  the  corporation 
owning  or  operating  the  Other  road,  prescribe  such  regulations  as 
will  secure,  in  their  judgment,  the  enjoyment  of  equal  privileges, 
accommodations  and  facilities  to  such  connecting  or  intersecting 
roads  as  may  be  acquired  to  accommodate  the  business  of  ."I 
mad,    ami    the    terms   ami    conditions   upon    which    the   same   shall    he- 

afforded  to  each  road.  I  be  decision  of  the  commissioners  shall  be 
binding  on  the  parties  fot  two  years;  ami  the  Supreme  Court  shall 
lie.''  power  i"  c i"l  the  performance  thereof  by  attachment,  man 

damns,  or  othei  w  1 

It    will    be   observed    thai    each    of   these-   provisions   of    the    statute, 

of  which  reference  has  been  made,  expressly   refers  to  every  rail 

road  corporation,  and  therebj    include    everj    railroad   1 rporated 

he  provisions  of    ei  tion  1  ol  thi   ai 

11 mention  w   made  that   to  compel  a   track  1 

■nil  team  railroad  b)  electric,  01  treel  urface  railroad  for  the 
interchanging  of  traffic,  would  be  a  burden  and  a  hard  hip  to    team 

railt "id    thai   was  not  tt  mplated  « hen  the    tat ute  «■'    p 

thai  to  permit  connections  with  sie-am  railroads  by  tin-  largi  numbei 
id-,   which   have  been,  or  are   i»  ing   con  1 1  ucti  d, 

would  re  ull   in  confu  to  il"     team   railn  "i    and   make  theii 

operation  difficult 

-I    m>i"  llati    1  'i' il"  -H     i"  ii.'  ■ '    been  impt  e  icd 

'.- nil  1  in    ,11  gumi 'in    fot   1    1  'i" that  the  proi  1  eding 

and  purpo  1    1    new,  and  "be U  openi   a  field  ol  inquiry  ol  the 

i n"i  alone  to  railroad  cot  porations,  but  to  the 

1 i.d  public,  w  in'  ii  ii.i    .hi  intet  est   in  tl tnd  hi 

ill  ii"     and  '  in.    ',i  1  in     tate ,   thai  ii  the  1  treel    iui  face 

railways  arc  to  I"   rei  ognizi  d  .1    an  integral  pi I  thi 

hi  railroad     1  hat   thi    put  pi »  1     1 Id   bi    m  tdi    1  leat    by  thi 

legi  lature     We  readil      - Ii    1  hat   1  in    leg!  lath e  mi'  nl    ihould 

"    but   t  ■   at  c  ""I  inn'  1 1      '  ii  thi   '  mti  n 

thai  burden  and  hardship  will  result  to  the   iteam  1  tilroad     01   that 


120 


STRF.FT    RAILWAY    REVIEW. 


sen.  No.  7. 


confusion    will   follow    in   ll  of   the 

1   minds  was  intended  to  promote 
1  he  puhli<    interests,  independent  the  railroad  companies. 

indise  and   freight   have  the 
nuilii  to  maki  d  for  in  the  articles  of 

m,  and  thi  lh<    statute  pertaining  thereto, 

in  tin  ' lnnk.  is  11 

the  i"  !   the  statute  whii  that  all  railroad  cor 

1  shall  be 
■her  and  fo  heir  destination  all  goods,  merch 

and  other  property   intended   fur  points  on  their  respective   roads, 
with  tin   same  dispatch  and  at  the  rate  of  freight  nol  1 
local  tariff  1  Bearing  this  purpose  in  mind,  we  pass  to  a 

consideration  of  the  mi  the  law.     Vs  we  have  seen,  by  the 

statute  authorizing  the  incorporation  of  railroads,  the  legislature 
contemplated   making   pi  ill   kinds  of   railroads,   street 

surface,  as  well  as  steam  railroads.     Bj   section  4.  subdivision 

of  the  acl   were  empowered 
"in  take  and  convey    pi  d   property   on   it-  railroad  by   the 

power  1  animals,  or  by  any  mechanical  p 

rue  thai  the  statute  contains  numerous  provisions  which  apply 
alone  to  steam   railroads  and  other  provisions   which   apply  alone 

l-;    but   in   most   of   thesi 
-urn-  there  is  specific  reference  to  either  steam  or   street   surface 
roads.     Iln  .   of  the  statute  was  intended  to  apply  to  all 

railroads  incorporated  under  its  provisions,  e  |  far  as  those 

provisions  were  applicable.  The  revision  of  the  Railroad  Law  of 
1850  1-  of  recent  date  and  after  tile  street  surface  railroads  in 
niir  cities  and  vill  .emu-  very  numerous.    The  legislature 

in  undertaking  a  *  the  railroad  laws  attempted  so  far  as 

complete   system  under   which  all  kinds  of 
1-  could  be  operated  and  the  public  in  "liserved.     In 

construing  these   statutes  il   does  nol   become  us  t"  shut  our  eyes 
to  the  purposes  sought  to  be  accomplished,  or  the  discoveries  that 
have  been  made  and  the  improvements  accomplished  in  the  trans- 
portations of  the  country  in  recent  years.  iteam  roads 
Mended  across  the  continent  from  ocean  to  ocean,  ami  from 
tin  far  north  down  to  the  tropics.    These  road             become  great 
arteries  over  which  is  1.                .  .1  the  greater  part  of  the  commerce 
of  the  continent.     It  h                       considered  profitable  or  pr 
f..r  -team   roads  to  be  constructed  to  every   village,   hamlet   or  pro- 
ductive district   in   the   country.     This,  however,   1-   rapidly   being 
plished  by  the  numerous  ele                   that  are  in  process  of 
construction,  or  are  contemplated.     By  their  means  the  farm. 
mill  owner  and  the  mi                   vendor  in  distant   places  may  b< 
able  to  reach  the  -team  railroad-,  and  through  them  the  great   mar- 
with  their  merchandise  and  products,  and  in  this 
in   road  may  become  a  feeder  and  distributor  of  the  other. 
If  one  electric  road  were  seeking  a  connection   with  another  road 
operated  by  the  same   power,   it   would  hardly  be  claimed  that   the 
ons  of  section   12  did  not  apply.     It  is  practically  conceded 
that   electric   mads   may   be   united   with   other   roads   of   the   same 
character  and  operated  by  the  same  power.     But  the  statute  has  not 
limited  the  courts  to  the  requiring  of  intersections  and 

character.     Very  likely,   electric   roads 
tendcrr.  Is  for  transportation   should  onlj    offet 

ipped  w iih  braki  so  thai  they  may 

be  taken  and  Iran  and  safely.     It  may  be  that  addi- 

tional regulations  will  l  ecessary  in  order  that  equal  privi- 

iccommodations  and  facilities  inav   be  afforded  in  connecting 
and  intersecting   1  'I   this  may  be  controlled  by  the  board 

of  railroad  commi  vhich,  under  the  provisions  of  section  35, 

to  which  we  hav<  en  full  authority  in  the  premises. 

laid  that  tl  ■  the  public  in  the  street-  and  highways 

tnd  that  cars 
1   freight  should  not  be  permitted  to  be 
It   may  be  that  additional   regu- 
lations i.itute  or  by  ordinance,  lim- 
iting the  timi                               of  this  character  should  be  permitted 
to  run  lly  in  cities  and  large 
villages;    but  thai                                          run   such  cars  is  no  longer 
ourt 
This  questii                                     nsidered  in  the  case  of  DeGrauw 
v.   Long   Island    Electric   Railway   Company    (43   App.   Div.   502), 


which  iffirmed  in  this  coui the  opinion  below    1  163 

■V  V 

Again,   biaring   n I   the  legislativi    pur] it-   intent    1 11 

minds  appeal  reasonably  clear,  in  the  use  made  of  the  provision  to 
cross,  intersect,  join  or  unite  it-  railroad  with  any  other  railroad. 
I  he  word  "i  lutection  with  tin-  word  "connect" 

and    'li'     Legislature   could    hardly   have   intended    that    one    word 
should    mean   one   kind   of   a    railroad,    and    the   other   another   kind. 
tine  of  the  most  important  rights  which  the  Legiilatun 
to  provide  for  and  to  protect  was  that  of  the  right  of  one  railroad  to 
cross  the  tracks  of  another  which  had  previously  traded. 

Weie    11    not    tor   this,    one   mad    running    north    and    south   through 
the   slate  could  absolutely   prevent    the   constructing   of   another   ex- 
tending east  and  wist,      ["he  Legislature   was  careful  to  make  ample 
ons  for  crossings  in  the  same  section  in  which   inter 
provided  for.  and  these  provisions  with  reference  to  crossings 

have  been   held   to  apply   to   electric   and   Strei 

earn  roads, 'or  of  steam  mads  crossing  electric  "i  street  surface 
i.    ,\    I..  K.   R.  Co.  v.   X.  V..  !..   E.  &  W.   K     1 
-1   Hun.  583;    Port    Richmond   S    I'.    I'.    EL    R.    R   Co    t     S1.1t. n 
Island   K.    I,   R.   R.  Co.,  71    Hun.   170;    affd,   144   N.   V.  445.1 

It  appears  to  us  that  the  Legislature  has  clearly  empowered  tin- 
court  to  order  connections  such  as  is  sought  by  the  petitioner  in 
these  proceedings.  The  order  of  the  Appellate  Division  should, 
therefore,  be  reversed,  and  that  of  the  Special    Term  affirmed,  with 

I'arker.  (',  J.  and  Gray,  O'Brien,  Vann  Cullen  and  Werner,  JJ., 

concur. 


NOTES  FROM   WHEELING,   W.    VA. 


The  extern  Wheeling  &   Elm  Grove  Railroad  to  West 

Alexander,  Pa.,  will  In-  completed  tin-  season.  The  line  has  already 
\tended  to  Roncy's  Point  at  the  slate  line  and  material  is 
already  on  the  ground  for  the  completion  of  the  road  to  Alexander. 
Ibis  is  generally  considered  as  a  start  in  the  project  to  link  all 
the  towns  together  betewen  Wheeling  and  Pittsburg.  The  sur- 
veys have  already  been  made  for  a  line  to  Washington  and  the 
remaining  link,  between  Washington  and  West  Alexander,  it  i- 
believed,  will  soon  be  projected. 

A  consignment  of  five  new  cars  for  the  Wheeling  Traction  Co.  has 
been  received.  These  are  io-bcnch  open  cars  and  they  are  being 
equipped  with  trucks  and  motors  as  rapidly  as  possible.  This  con- 
signment is  the  first  of  an  order  of  15  cars,  all  of  which  arc 
expected  to  be  delivered  within  a  few  days.  The  43d  St.  power 
station  of  this  company  has  been  enlarged  by  an  addition  which  is 
practically  completed,  and  part  of  the  new  battery  of  boilers  is 
already  on  the  ground.  Excavations  have  been  made  for  the 
foundations  for  a  new  generating  unit  which  is  to  be  installed. 


ELECTRIC    RAILWAY   FROM    ROME  TO 
NAPLES. 


The  construction  of  an  electric  railway  between  Rome  and  Naples 
which  has  been  under  consideration  for  a  long  time  has  been  ap- 
proved by  the  special  commission  which  was  appointed  to  pass 
upon  the  project  by  the  Italian  minister  of  public  works.  The 
engineering  features  of  this  road  have  been  elaborated  by  M. 
Serafius  Tarcntini. 

The  two  terminal  stations  have  been  located  in  the  cities  of 
Rome  and  Naples  and  the  total  length  of  the  line  will  be  197  km. 
which  will  be  made  by  the  cars  in  two  hours.  The  route  will 
touch  the  cities  of  Cisterna,  Terracina,  Formia  Mondragonc,  where 
the  power  house  will  be  located,  and  Quaglino.  The  principal  sub- 
station will  be  at  Fondi.  The  road  will  have  a  double  track 
throughout,  and  both  electricity  and  steam  will  be  used  for  motive 
powers.  It  will  carry  passengers,  mail  matter  and  certain  classes  of 
merchandise    only 

<  ■  »     

\    new    electric   line   between    Augusta.   Ga.,   and   Clearwater   was 

I  June  28th.  since  which  tune  the  company  has  met  with  a 

-teadily   increasing   patronage  over   the   extension.      The   round   trip 

between  the  ciiies  is  made  in  two  hours.      The  route  lies  through 

one  of  the  most  picturesque  portions  of  Georgia. 


Illy  20,  1902.] 


STREET    RAILWAY    REVIEW. 


421 


ST.   LOUIS  CARS   FOR   MEXICO. 


An  order  of  10  cars  for  the  City  of  Mexico  lias  recently  been 
completed  by  the  St.  Louis  Car  Co.  These  cars  are  for  use  as 
second  class  i  ibem  being  closed  trailers  and  four  bavins; 

baggage  compartments.  The  length  of  the  car  bodies  over  cornel 
posts  is  25  ft.  4  in.  and  over  the  platform  crown  piers  $4  ft.  4  in. 
The  doors  are  of  the  double  automatic  pattern  and  the  ear  lias  nine 
windows  on  each  side.  The  platforms  are  12  ft.  6  in.  long  with 
entrance  step  on  both  sides  of  the  dasher.  The  platform  flooring  is 
made  in  the  most  substantial  manner.  There  is  a  brake  shaft  on 
each  platform  and  four  folding  gates  are  used,  one  ;it  each  entrance. 
The  draw  bars  are  radial  with  double  acting  springs  and  each  ear  lias 


in    Pittsburg  'and    Allegheny    is    vested    in    this    department    of    the 
Philadelphia  Co. 

The  fuel  gas  department  of  the  company,  over  us  own  lines  and 
those  of  a  number  of  companies  controlled  by  it.  supplies  nearly 
all  the  fuel  gas  consumed  in  Pittsburg  and  Allegheny  and  a  large 
number  of  manufacturing  towns  lying  along  ihe  Monongahela  and 
Allegheny  Rivers.  This  territory  is  well  covered  by  distributing 
mains  and  is  connected  by  large  mains  of  ample  capacity  with  the 
natural  gas  wells  in  West  Virginia,  and  elsewhere.  The  company 
estimates  that  it  has  a  supply  of  gas  in  sight  for  the  next  _>5  or  30 
years. 

For  the  first  five  months  of  1902  the  companj  reported  gross  earn 
ings  of  $5,773,615;    operating   expenses  and  taxes,  $2,807,781;    im- 


CAR   Fi'R   MEXICO,  BIII.T  II Y  8T.  LOIHSCAK  CO. 


goal  lwlls.  All  of  the  appliances  are  of  the  St.  Louis  Car  Co's. 
pattern.  The  outside  trimmings  of  the  car  are  of  malleable  or 
wrought  iron  and  the  inside  is  finished  in  ash.  The  seats  arc  longi- 
tudinal and  arranged  back  to  back,  the  backs  being  made  of  ash 
slats.  There  arc  four  iron  rods  for  window  gratings,  and  wire 
screen  life  guards  are  placed  between  the  trucks.  The  accompany- 
ing illustration  shows  one  of  the  baggage  cars  of  this  order.  The 
ipartment  is  8  ft.  long  and  is  divided  by  a  hard  wood 
11  in  which  is  a  sliding  door;  the  door  slides  on  the  baggage 
compartment    side    of    the    partition    and    is  by     slatting. 

This  compartment   is  provided   with   hinged   seats   winch    fold   up 
of  the  car  and  tbi  ngle  sliding  door  in  the 

end  of  the  compartment  leading  to  the  platform  besides  a  .t  ft.  6  in 
sliding  door  on  each  sio-  impartment. 


provements,  etc,  $163,044;  net  earnings,  $2,802,789;  other  income, 
$748,357;  total  net  earnings.  $.(.551,140.  Deducting  fixed  charges, 
etc.,  leaves  the  net  income  $2,015,855. 


THE    PHILADELPHIA   CO 

In   repl)    '  which   have   reached   the    Phila 

dclphia  Co.,  of   Pittsburg,  fri  holders  and  othei     a     to  the 

a  circular  explaining  the  diversified  character  of  the  in 
which  Ihe  I'Iii1.i<1<  m/ed  111    18 

ctf  thi    1  - 
I  the  Empire  I  1  Inder  ,; 

many   valuable  privileges,   tin    company   has   grown   from    mi 

1  hit  h    upplii     a  popu 
almost 
with  fui  I  gas,  illuminating  g 

ng   this  territory   with   electrical   1 1 .111  p.  .1 1.0  prop 

electrii    light 
illuminatim,  I  railway  propi  rtj 

.   . 

•  11  th>-  rail 

Philadelphia  Co,     II-  ning    ol  thi 

til   of   the    company    it  from   $5,738,186   in 

mime 

■rid  1II111 .iiiiil-  ga    tli  pari 1  im  ludi    thi 

1    and 
-  Hiding 

-  10  111an11f.il  nire  illu sting  gas 


SALE  OF  THE  CAMDEN   INTERSTATE   RY. 

I  in-  Camden  Interstate  Railway  Co.,  of  Huntington,  \Y.  Va.,  sold 
on  June  30th  all  of  its  electric  lines  in  I  Itiimtingiou,  Central  City, 
<  eredo  and  ECenova,  W.  Va..  Catlettsburg  and  Ashland,  Kj  .  and 
[ronton,  O.,  to  a  syndicate  of  which  John  Graham,  of  Newville,  is 
the  head;  other  prominent  members  of  the  syndicate  are  Edmund 
VfcCandish,  of  Newville;  John  J.  Henry  ami  William  North,  ol 
Philadelphia.  The  sale  includes  the  electric  light  plains  ami 
parks  in  Ironton  and  Ashland,  and  the  deal  is  said  to  have  in 
volved  about  $2,000.1x10.  It  is  slalnl  thai  this  syndicate  has  in  view 
the    purchase   of    several    electric    railways    111    other    Ohio    cities,    its 

ultimate  ami  being  in  secure  ■ itinuou    line  between  I  incinnati 

and    Pittsburg, 


TROLLEY  TRIPS  THROUGH  NEW  ENGLAND. 

White  .s    Warner,  publishers,  of   Hartford,  Conn.,   have   recently 

publi  hed  a  well  illustrated  I klel  d<  cribing  the  numerous  trollej 

trips  which  it  is  now  po    ible  to  maki    ■  ■ tthern  New   England, 

ng  Hi-    di  em. .    between   New    Yorh   and   Boston,  via   Bridgi 

port,  '  Hartford,  Springfield,  \\ tei  and  othei   well 

known  New  England  town       1  In-  1 k  contains  iij  pagi    and  1    ol 

cot ■  Hi    1  -    E01  H11   poi  ki  1.     Ii  del  -  1  ibi     all  tin  1 1    <>i  In  1 

inlen   1    tlong  Mm    rou m   New   York  to  Boston,  and  givi     ii" 

running  til 1  ii"    trip  a     a  houi    and     i  tuti   .     \  doubli   pagi 

tabli      how     ih'    di  1 .    fare   and    running    hum     hetween    local 

1 1  !  also  I  hi    total  distanci     fan     and  1  uniting  1  ime  I"  twci  11 

New   York  and  Bo  iton.    A  numbet   ol  im ■■    id 1     ■  hi  h 

1  -    traveler  an    given  in  detail  ami  eai  h  pi 

iport -  ti el'  win-  h  He   lini     pa     1    ii"     1 1 1  •  1  <  ct  ol   1  p  igi 

1  e  1      '    u 1 

*  •  • 

\i  .1  1-.'  -  ting  ol   tin     '--I  holdi  1  1  -<i  the  I  'mi'  tl   Railroad     r>l   !  an 

1  111    ili-    pli 1   Hi-    -1 1 bond     to  tin 

amount   of  ,. 1       1  i,.    , 1     „  ,n   1 ,1 

1 Brown  U :.-  ■    \  01 1     fot    tin  ii   01 

in  pin <  ha  ling  thi   San  Pri lini 


*:: 


STREET    RAILWAY    K FA  HAY. 


[Vol.  XII.  No.  7. 


NEW    CARS    FOR  THE  TOLEDO   RAILWAY  & 
LIGHT    CO. 

["he  accompanying  illustration   show  '    just 

filled  by  the  John  Step  oledo  Railway!  &  Light 

(,..      1  he  ordei   1  "  Plat" 

I  In-  length  over  tin-  buffers  is  practically  4,t  ft  with  plat- 
form-   t  ft  g  in.  h'iig.       I  Ik-  height   l'r..rn  track  1-   1 1    it    4  '"■       Hie 

i»,-t-,  letter  board  and  drip  rails  are  of  ash,  while  the  plates  and  rails 
yellow  pine,  not  spliced     All  the  cross  and  end  -ilK  arc  of 
white  "ak.  and  the  seats  are  of  ash  sla 

Ih,'  openings  are   fitted   with   Bpring   roller  curtains  coining  all 
,1    to  the  Boor.      Hie  interior   is  neatly  finished   with  the 


in!  franchisi  -  of  an  railway  cornpai 

I  Ulawa  ■•!   .nil. hi  lit  III' 

During  the  last  the  Dominion  Parliament  the  following 

il    railway    bills    W<  ■•     adopted  : 

Brantford,  Berlin  S  lerich  Railway  Ca  and  t"  change  n- 

oame  t<  I  rand  Valley  Railway  Ca"    An  ng  Ihe 

Niagara,  St.  Catharines  &  foronto  Ry  Ca  An  ad  respecting  tin- 
Essex  Terminal  Ky.  Ca  An  ad  respecting  the  Montreal  &  Southern 
Count  i,  and  an  ad  to  incorporate  the  North  Shore  Power 

and  Navigation 

The  Kingston  (0  I  Ry.  has  purchased  the  rails,  cars  and 

equipment  of  the  Belleville  Stint  Ky..  and  will  have  them  removed 
ngston  and  used  on  that  system. 


NEW  OPEN  CARS  FOR  TOLEDO  RAILWAY  &  LIC.UT  CO.-JOHN  STEPHENSON  CO. 


usual  linings,  panels,  etc,  and  the  steps  are  hung  on  an  improved 
form  of  bracket  The  end  of  the  cat  is  furnished  with  a  vesti- 
bule having  three  drop  sash  and  a  steel  dasher. 

It  will  be  n  '  there  arc  no  seat-  on  the  platforms  and  that 

gers  are  1  >m  them,  so  that  there  is  no  opportunity 

to  talk  with  the  motorman. 

The  dasher  is  fitted  with  the  Wason  signal  box,  which  is  a  very 
convenient  type  of  illuminated  sign.  The  guard  rail  is  of  unusual 
length,  extending  as  it  does  from  dasher  to  dasher,  closing  not 
only  the  entrance  tu  the  scats  but  the  platform  as  well.  The  trim 
is  of  bronze  with  steel  arms  and  hickory  handles,  and  a  great 
■  Kal  of  consideration  has  been  giyen  to  those  trifles  which  go  to 
make  up  a  practical  car. 


CANADIAN  NOTES. 


The  Capi    Breton  Electric  Co.  has  sold  the  Dominion  Coal  Co.  all 
rid  franchises  held  by  it  in  the  County  of  Cape  Breton. 
Nova  S 

rin-  Shawinigan  Falls  Electric  Ry.  proposes  extending  its  line 
through  the  town  of  Shawinigan  Falls  by  adding  several  miles  of 
railway  i"  thi    present  line. 

Ilu-  buildings  of  the  Kingston  (Ont)  Street  Ry.  were  recently 
damaged  by  lire  to  the  extent  of  $10,000. 

The  Montreal  Street  Ry.  ha  ■">'  legislation  to 

permit  il  to  extend  the  line  from  t lie  present  terminus  at  Viauville 
along  the  river  front  as  far  as  Longue  Pointe,  a  distance  of  about 
five  miles.  This  line  will  parallel  the  Montreal  Terminal  Co's.  tracks 
and  i-  i  \|  in  operation  by  the  end  of  July. 

The  Montreal  Terminal  Co.,  which  has  been  fighting  for  an  en- 
trance into  the  city  for  the  past  two  years,  has  finally  succeeded  in 
obtainit  year  franchise.     The  officers  of  the    Terminal   Ry. 

1   the  ordinance  granting  the   franchise,  and  work  on  the 
new  line  will  be  commenced  nd  it  is  the  intention  to  have 

tin-  new  road  ready  for  operation  by  September  tst 

The  Montr  Ry.  which  acquired  the  lines  of  the  Montreal 

Park  &  Island  K  instruded  the  latter  road,  and 

lias  now   "ii  tin-   suburban  line  a  number  of  new  cars  which  are 
Is  of  comfoi  'tice. 

The  •  1  tsly  considering  the  advisa- 

bility of  making  application  to  the  Ontario  Legislature  at  its  next 
1    for   power   to   build,   equip,   maintain   and   operate  a   street 
railway  on  the  streets  of  that  city  and  for  authority  to  acquire  the 


Mi      I  h    1  olumbia    Railway   Co.   intends   issuing  bonds   to   the 

amount  of  one  million  dollars.  A  large  portion  of  this  sum  will 
be  expended  in  developing  the  water  power  at  I'oquitlam  Lake,  and 
some  $200,000  will  be  spent  for  improvements  to  rolling  stock  and 
plant.    It  is  the  intention  ar  shops  at  New 

minster. 

The  Toronto  Street  Railway  Co.  suffers  heavily  by  a  judgment 
given  by  the  Court  of  Appeals  in  the  o  appeal  against  the 

assessment  on  it-  car-.    The  court  holds  that  the  car-  arc  assessable 

and  that  the  assessment   of  $450,000  is  reasonable. 

\  meeting  of  the  shareholders  Of  the  Sao  Paulo  Tramway.  Light 
&  Power  Co.,  of  Sao  Paulo.  Brazil,  was  held  at  the  offices  of  the 
Toronto  Railway  Co.  recently,  and  it  was  decided  to  increase  the 
capital  stock  of  the  company  from  -i\  million  to  seven  millions  of 
dollars,  the  shareholders  to  be  allotted  the  majority  of  the  new 
at  par,  and  the  remainder  to  be  held  as  treasury  stock.  A  dividend 
of  5  per  cent  was  declared  for  the  year. 

The  demand  of  the  employes  of  the  Ottawa  Electric  Ry.  for  an 
increase  in  wages  has  been  refused  bj  the  company  on  the  ground 
that  the  receipts  will  not  justify  the  additional  expenditure,  and  a 
strike  is  threatened. 

The  officials  of  the  Montreal  Street  Ry.  recently  decided  to  grant 
employes  a  10  per  cent  increase  in  wages.  This  was  entirely  un- 
solicited, and  the  men  greatly  appreciate  the  action  of  the  company. 


SIMPLEX  ELECTRIC  HEATING  CO. 


On  July  15th  the  Simplex  Electric  Healing  Co.  took  over  the 
electric  heating  and  rheostat  business  which  has  been  developed  by 
the  ■■Heating  Department"  of  the  Simplex  Electrical  Co.  This 
change  separates  the  electric  heating  business  from  the  manufacture 
of  insulated  win-  and  cables  and  is  intended  to  furnish  opportunity 
hi  carrying  out  a  broader  policy  in  the  conduct  of  the  business. 
Additional  factor]  buildings  are  now  under  construction  to  provide 

than  three  times  the  present  capacity,  and  this  wi 
more  prompt  service  than  ha-   i  «St 

I  In    managemi  nl    will   remain  the   same  as  heretofore.     The  prin 
cipal  office  of  ilu  company  will  he  at  No.  77  Cornhill,  1'" 
where  all  correspondence  about  monej  matters  should  he  addn 

irrespondence  relating  to  order-  may  l"  1  10  Franklin 

St.,  Camhridgeport,  Mass.      The  Chicago  office  will  remain  in  charge 
,,1   Mr.   II.  K.   Hixson,   1137  Monadnock  Block. 


July  20.  1902.] 


STREET    RAILWAY    REVIEW. 


423 


SE 


13 


AUTOMATIC  SIGNAL  FOR  BLOCK  SYSTEM  AND 
CAR  SPACING  DEVICE. 


. 


I 


"■■',:■ 

IK 

H  h  H 

o  •  • 


H 
u 
n3 
-■ 
v. 


Believing  that  the  time  is  approaching  when  the  double  track  roads 
operating  high  speed  cars  require  a  block  system  answering  the  same 
purpose  as  the  block  system  on  steam  roads,  as  the  cost  of  on 
rear  end  collision  will  equip  an  entire  road  with  a  block  system,  the 
American  Electric  Switch  Company,  Pittsburgh,  Pa.,  lias  developed 
and  is  placing  on  the  market  an  automatic  signaling  device  to  be 
used  on  both  single  track  mads  between  turnouts  and  on  double 
track  roads.  The  following  description  of  this  system  will  be  of 
interest  to  our  readers. 

There  is  always  a  light  burning  at  each  turnout,  incandescent  lamps 
being  used,  and  the  lamps  are  arranged  so  that  sunlight  will  not 
strike  them  and  confuse  the  motorman.  All  wiring  is  done  with  No. 
12  B.  &  S.  gage  insulated  iron  wire  or  cable  as  desired.  No  trolley 
wire  is  cut  or  separate  section  required,  and  there  is  no  trigger  or 
any  obstruction  for  the  trolley  wheel  or  pole  to  strike  to  operate 
signal,  the  current  being  taken  directly  through  trolley  wheel,  SO 
that  signal  will  operate  whether  motorman  uses  power  01  not  Thus 
the  car  crew  have  nothing  to  do  with  setting  the  signals;  the  signal 
is  operated  by  the  trolley  wheel  making  contact  between  the  trolley 
wire  and  an  independent  circuit. 

For  a  single  track  road  with  turnouts' the  system  is  arranged  as  in 
Fig.  I.  Suppose  a  car  is  about  to  leave  a  turnout.  If  a  white  light 
signal  is  set  the  car  proceeds,  and  when  u  reaches  a  certain  point  the 
trolley  wheel  makes  contact  with  an  independent  circuit  operating 
the  signal  setting  a  red  light  on  the  next  turnout.  No.  _'.  and  a  green 
light  on  the  near  turnout,  No.  I.  The  motorman  seeing  this  green 
light  knows  that  the  signal  is  set  at  danger  at  turnout  No.  2,  and  any 
car  proceeding  in  the  opposite  direction  at  No.  2  turnout  is  signalled 
to  stop.  When  the  car  reaches  turnout  No.  2  the  trolley  wheel  again 
makes  contact  between  the  trolley  wire  and  an  independent  circuit, 
throws  out  the  red  light  at  turnout  No.  2,  and  the  green  light  at 
turnout  No.  I,  lighting  while  lights  at  both  turnouts.  A  car  may 
now  enter  at  either  end  with  a  clear  track. 

The  system  will  allow  of  any  number  of  cars,  going  in  the  same 
on,  to  enter  a  section  between  turnouts.  The  firs!  ear.  seeing 
a  white  light,  has  thrown  up  a  red  light  at  turnout  No.  2,  and  a  green 
light  at  turnout  No.  1.  The  second  car,  coming  to  turnout  No.  1, 
finds  a  green  light,  and  the  motorman  knows  that  there  is  a  ear  going 
in  the  same  direction  in  the  section  ahead,  and  therefore  he  may 
enter,  but  must  proceed  with  the  car  under  control.  Three,  four  and 
cars  or  more  can  run  in  the  section  likewise,  and  the  white 
signal  will  not  be  set  at  turnout  No.  2  until  the  last  car  has  left  the 
-ingle  track   section.      This  is  done  automatically  as   follow  \ 

number  one  car  passes  over  the  point  of  trolley  wire  at  turnout  No. 
1,  the  trolley  wheel  makes  connection  with  independent  circuit  ener 
gizing  a  magnet  at  turnout  No.  2,  wh  a  drum  01    'I' 

(made  up  of  separate  segments)    throwing  the  drum   forward  one 
0  that  the  brush  rests  on  a    red   light     egment,  lighting  a   red 
light  at  turnout    No.  2  and  a  green  light  at  turnout   No.   1.      Number 
two   ear.   going    in    same   direction,    tin. hug   a    green   light    at    turnout 

No.  1.  runs  ahead  an. I  throws  the  drum  pace  farther  ahead, 

making  the  white  egment  two  pao  from  the  brush.  When  num 
I"'  cat   pa    1     into  the  second  turnout  it  throws  the  brush,  re 

\ol\  ing  in  lb.     .on.    .in. ,  nun  .1    ,h  inn,  1 p.  1  .it.  il  1..         eparati 

.ili.  .id  <  hi.     pai ' ,  lea\  ing  the  light     till    et  at  danget .      Ami 

SO  on   until    lb.    la  ■  1    1,11    pa      <'      I  111  nun  I    No,    2,    ulmi    il    I  blows  the 

brush  oni  pace  ahead  onto  the  white  light  egment,  and  afetj  ig 
nal  1  an    et  at  <  ai  h  end. 

doubli    tracl    road  the  arrangement   1     a      how  n  in   1 

\     oni    1  0   on  a  doubli    tracl      )  tern   a     per  plan    No         

1   go. en   point,    B    it     el     a   red   light     ignal   at    B   and 

a  green  ligl         mal  si   thi    Bleu  1     \  behind  it.     \     the  car  1 1 

block  I',  onto  block  C  il   will  extinguish  the  red  light  al    B  and  the 
hi.  ■  11  light  at  A,  ed  light  at  '     a  gn  1  n  lighl  at   B,  and    1 

white  light  at  A.      I  liu     or.  ,  11   Following,  approai  hing  bloi  1    \  and 

finding  a  w  hit<    light,  1  an  pi 1  11    Full  01     cheduli     peed     on 

'  a  gn  in  lighl  1     et,  tl ev   I  now  that 

ili.  n   li  ."!■  1   '    '  mi   hi'"  1    ale  .id       \i  blocl    '     ■.'  i"  '  ■   .'  1  ■  -I  lighl  i 

■iii"  dead    top  or  proceed      lo    !       ith  ca let 

control,  ai  the  management  of  road  dc  ire        \u-.   numbci 

1     blOCk     Without     <ll    all 

1. but  thai 

lowing  only  one  Cai    ill  a   1.1'  in.    inn. 


424 


STREET    RAILWAY    REVIEW. 


[Vol.  XII.  No.  7- 


OIL  AS  FUEL. 


EXTENSION   OF  PITTSFIELD      MASS.     ROAD 


In   the   article   on   "Oil    as    Fuel"   on   pagi  1    the 

K.v,.  «"  lor  June  ihi  prici  il  in  New  Orlean 

\li    11.   \    Davis  advises  us  that  this  was  the 
btaining  1.1th,  1  in  ih.   year  and  that  at  present  no  contracts 
eing  made  in  N,"  Orleans  al  less  than  53  cents  pel  bai 
Following  lettei    from  the   Mobile   (Ala.)    Light  &   Railraod 

I, In.,,  "Review":     ["he  writer  of  the  articli  iel"  in  youi 

h  was  misii  ri  latcs  to  burning 

.,il  .-it  tlic  power  house  ,,1  1I1,    Mobili    Lighl  8  Rai 

..i  burning  oil  sinct   i.,-i  fall,  we  have  only  tried  il  or  two  days 

i,,  arn  .  mparativc  test     I  In-  method  of  feeding  ml  1,,  the 

,1-  shown  b]  the  I'm  "ii  page  324  1-  n< -t  allowed  by  tin-  insur- 
ance underwriters,  ami  was  used  bj   us  only  during  the  short  test, 
peel  i"  burn  oil,  and  intend  to  investigate  further  .,-  to  thi 
means  of  I'm  Yours  truly, 

.1    II    \\  II 

Pres.  and  ' ,,  it.  Mgi 


1  he   Pitts&eld   1  reel    Railroad  Co    has  completed  .1    10 

nnlc  lni,    to  Cheshire,  when  ■  ,  ii  made  with  the  1 

Valley  Street  Rj  .  thus  giving  a  Inn-  i"  Williamstown  through  North 
Adams.    Control  of  the  Hooaac  Vallej  company  lias  been  purchased 
■.ili>i >  owning  the  Pill  I  d  .m, I  Mr.  I'.  C.  Dolan,  man 

1  thai  company,  has  assumed  tin  management  of  tl»    II 
Mi.  W.    I     Narj  of  the  !  Ilej   will  be  luperinten 

di  i,t  "i  thai  divisioa 

It  is  undersl I  thai  the  II ai   Vallej  Ry.  will  be  double  tracked 

between  Adams  and  North  Adams,  and  double  truck  cars  are  t"  be 
ordered  of  the  Wason  company.  The  Pittsfield  power  station  1-  to 
be  increased  in  capacity  by  a  500-I1.  p.  cross  compound  engine  i<-  '» 
direct  connected  to  a  Stanley  generator. 


ELECTRIC   RAIL  WELDING. 


I  Ik-  Lorain  Steel  Co.  1-  now  engaged  in  electrical!)  welding  some 

strcel  railway  track  at  Columbus,  <>..  by  its  improved  process.    l-'r 

a  pamphlet  recently  issued  by  the  company  we  take  the  following 
resume  of  the  work  done  since  1897: 

first  ira,-k  welded  by  our  present  method  was 
a  mile  ,>f  ('-in.  rail,  al  Johnstown,  Pa.,  welded  for  the 
Johnstown    I  -C-      This  track   1-  in 

excellent  condition  today,  having  been  in  constant   use 
-nice  welded. 

In  1808  about  ten  miles  of  track  was  welded  for  the 
Nassau  Electric  Railway  Co.,  al  Brooklyn,  N.  V.      I  In  - 
1  in.  rail  ,,ti  Marcy    We.  and  >m  Fifth  Ave.     Any 
inquiries  respecting   this   welding   should   specifj    thesi 
streets,  as  considerable  welding  on  this  road  ha 
dime  before,  and  no  comparisons  should  be  made  with 
electric  welding  dune  prior  to  ilu   year   1897.      During 
1890,   about    11,500  joints   were   welded    for   the    Buffalo 
Railwaj  Co.,  al  Buffalo,  N.  Y..  and  17.500  during 
This,  with   the   welding  done  , luring    mot.  makes  a   to- 
tal    mileage   of   electrically-welded   track   at    Buffalo    of 
about   i"5  miles.      A  mile  of  track   was  also  welded   in   Lockport, 
\.  Y..  in  1000.    All  special  work  al   Buffalo  was  bonded  around  by 
of  500,000-c.  m.  cable-,  electrically  welded  to  the  rails. 

The  breakage  on  all   welding   done  by  the   company's   imp 
process  and  comprising   that   mentioned   is   reported   at    less   than    1 
per  cent. 

In  addition  to  controlling   thi    rights  to  the  use  of  the    II ton 

welding   patent  — es  of  rail   welding,  the  C panv 

in  granted  patents  on  its  improved  process.      fhese  patents 
cover  the  stj  used  and  the  joint  in  general.     Its  process  of 

•  ally  wilding  cables  t,,  rail  is  also  d\  ,-reil  by  patents. 


FIGURE  8  VS.   ROUND  TROLLEY   WIRE. 

Although    the    power    equipment    of    electric    cars    contim 
steadily   increase,  yet  very  little  attention  is  given  to  providing   a 

of  contact  of  the  device   which  is 

current    Large  cars  frequently  require  300.  or  400 
unpen     in  1  d  on  grades,  and  the  ana  of  contact  li- 

the  trolley    wheel    and    wire   i-   usually    too   small    to   properly   carry 
this  current. 

iily   I  made  a  few  measurements  to  find  the  relative  merit- 
of  round  and   figure  8  wire  in  connection   with   the  area  of   surface 


/f-r*  cross-aee/nviofAtoooir/nr'./MS' 

m 

Area  oTccvf/sct  #* oo/ipvresm^e  • .07*' 


NEW   CHASE-SHAWMUT  FACTORY. 


Sin,  •  the  Chase-Shan  mul   Co.,  of 

electrical  specialties,  has  entirely  reconstructed  its 

greatl;     nlarged  scale  and  it  now  employ-  over  double 

the  number  of  men  it   did  when   in  the  old  plant.      \   prominent   fea- 

:   tin-  new  installation  i-  a    De   Laval   steam  turbine  for  the 

generation  of  curn  ith  power  and  light  for  the  factory.     This 

turbine,  for  which  the  i  New  England  agent,  has  rei 

Hon  on  the  part  of  those  interested  in 

and  lighting  -  have 

.  and  it   is  only  recently   that 

the  De   i  in    field  in  thi-  country.     Its 

•    already  overtaxed  in  filling 
iwmul  factory  is  in  constant 
and  efficient  npany  inviti  pection  at  390 

Atlantic  Avi 


*/v*  y  c&>fac/ '/#& oo /r/nf  -  .  OS'' 


Secf/on  on  a-jo 
I    t0    the    trolley    wheel,    and    found    thai    the    average    CI 

area  between  the  various  styles  of  winds  and  the  two  types  of  wire 
was  considerably  greater  for  figure  8  wire. 

With  a  4'i-in.  wheel  having  a  groove  which  was  comparatively 
narrow  al  the  bottom,  the  contact  with  a  No.  00  round  trolley  wire- 
was  .05  sq.  in.  and  with  a  figure  8  wire  .07  sq.  in.  The  cross  sec- 
tional area  of  a  No.  00  wire  i-  .1045  sq.  in. 

I  In-    -how-   that   the  figure  8  wire  gives  aboul   40  per  cent   more 

area   in   contact    with   the   wheel    than   the    round    wire.      In    using    a 

wheel    with  a    I.'  shaped  groo\  e   re-ult-  even   more    favorable   to  the 

8  une  aie  obtained.    1  there  1-  some  contact  at  the 

1,1,  -  of  ilu    win.  hut  only  at  curve-  and  where  the  wire  is  not  over 

thi   centet  of  the  track,  and  this  mu -1  not  be  depended  upon. 

The  reason  for  this  superiorit)  of  figure  8  win  over  round  win 
1-,  a-  1-  readily  seen,  011  account  "f  tile  long  radius  of  the  curve 
which  forms  the  bottom  part  of  the  lower  lobe,  a-  coin], and  with  the 
radius  of  a   section  of  round   wire.  K.    A.    Pratt. 


THE  CHICAGO  TRIBUNES  CAR 


vvav    Co 

of  the  Rochester  &  So, in-  Bay  Ry. 


.  ontrol 


111,    ('Imago  Qty    Railway    Co.   ha-   put   a   trolley   car   111   operation 
011     its     solllh-lde     line-     eCSpCCially     for     the     earl)      delivery     of     the 

Chicago  Tribune,  the  arrangement   being   somewhat   -miliar  ti 
which  the  Tribuni  vith  the   Union   Tractio 

for    the    distribution    of    paper-    on    the    north    -id,-,    and    which    was 
bed  in  the  "Review"  for  Februar)     191  1     age  1.55.     The  -tart 
1-  made  from  Dark  and  Washington  Si-,  al  .;  15  a.  in.     Taper-  arc 

delivered   at    the    slock   yard-   and    in    Knglcvv 1.    Woodlawll,    Hyde 

Park  and   South   Chicago,  the   run  being   made  in  40  minutes.     The 
cat   supplies  tin   Tribune  wagon-  at  the  -top-  en  tonic  with  paper; 

which    an     distributed    by    them    to  -carriers,    new-hoy-    and     new- 
dealers  ill  the  vicinity. 


July  20,  1902.] 


STREET    RAILWAY    REVJEW. 


425 


ELECTRIC  TRACTION   IN   GREAT  BRITAIN. 


London  Letter. 


Electric  traction  in  Great  Britain  has  just  emerged  from  a  period 
oi  fervid  excitement  and  has  now  reached  a  stage  in  which  progress 
is  no  longer  by  leaps  and  bounds. 

Lord  Win  nittec  concluded  its  labors  on  June  5th  and 

all  the  London  electric  railway  bill-  promoted  this  session  or  stand- 
ing over  from  last  year  nave  now  been  disposed  of  and  most  of  them 
after  the  final  adjustment  of  clauses  have  passed  the  third  reading. 
The  following  table  will  show   how   matters  stand: 

Charing  Cross,  Hammersmith  &  District  Ry Rejected 

mi  Suburban  Ry.  (Morgan) Withdrawn 

■nil .11   Ry.   (Morgan) Passed 

■  Inn  United  Electric  Ry. —  Hammersmith  to  Piccadilly 

(Morgan) Passed 

•London  United  Electric  Ry. — Marble  Arch-Clapham  Junc- 
tion   iM     .  Passed 

*i Piccadilly  City  Ry    1  Morgan  1 Passed 

Road Rejected 

Kings  Road  Putney  Extension Rejected 

th  London  Junction  Ry Withdrawn 

■j-Brompton  &  Piccadilly  Circus  Ry. — sanctioned  1897,  term 

extension  asked   1  Yerkes  I Granted 

Brompton  &  Piccadilly  Circus  Ry. — Charing  Cross  extension 

1  Yerkes  1 Rejected 

■j-Brompton    &•    Piccadilly    Circus    Ry. — Holborn    extension 

1  Yerkes  1 Passed 

Brompton  &  Piccadilly  Circus  Ry. — Parson's  Green  exten- 

•1 Rejected 

Central  London  (Shepherds  Bush-Hammersmith-City)  ...  .Rejected 
•{Charing  Cross.  Euston  ft   Hampstead    (Bills   1,  2  and  3 

Golder's   Green   extension)    (Yerkes) Passed 

•Edgcware  &  Hampstead  Ry Passed 

City  &  South  L"ndon  Ry. — Euston  extension Rejected 

City  ft  (  r_\  -tal   Palace Rejected 

■{•Great  Northern  &  City  Ry. — Lothbury  extension Passed 

London  Ry. — Sanctioned  1899 — Time  extension 

Iced  Granted 

rtbern  &  Strand — Sanctioned   1899 — Time  exten- 

Granted 

reel  &   Waterloo — Sanctioned   1893 — Time  exten- 

Granted 

Court  to  Mansion  House — Time 

ex'-  Granted 

ii.  Tillbury  &  Southend  (Power  ti  tricity). .  ..Granted 


"New  railwa)  ion. 

rough  third  reading. 

Londoner!  will  in  tinu-  obtain  a  magnificent  network  "i  ■ 

hough   there   are   disadvantages    n -nlting    from    the    want    of 
mity  in  thi  a  whole.      A-  the  joint  committe< 

ir  and  the  Board  of  Trade  both  vetoed  the  intercommunica- 
tubc  railw  iinctions  thi 

In  ti  •  i r  1 1  conductor)  will  I"  fixed  inside  the 

running   rm  being   the   third   rail.       Mr 

iLiiMlnl.1h1.11 

1 1  ft  '.  in.  and  urges  that  with  hi 

ty  walk  aluiig  the 
perrnai.- 

'  e  of  500  voll 

ha«  a  return,   but    in    ll  he  tw I 

other  '.11  the  tul><-  wall,  pn 

--I  the  11.1111 
iltipb    unit    system   has 
will  be 
n    I  to  1 

•Ii  ilii    1 1.  ■ 
■ 


As  matters  stand  at  present,  the  relative  positions  of  the  Yerkes 
and  Morgan  interests  may  be  thus  defined.  Mr.  Yerkes  controls  the 
following  lines,  which  will  be  supplied  with  power  from  the  central 
station  at  Lots  Road.  Chelsea:  The  District  Railway,  including  the 
Whitechapel  &  How  extensions ;  the  Brompton  &  Piccadilly  Rail- 
way; tlie  Hampstead.  Euston  &  Charing  Cross  Railway;  and  the 
District  Deep  Level  Line;  all  intercommunicating  by  means  of  ex- 
change stations.  Mr.  Morgan's  combination  only  controls  the 
Northeast  London  and  Piccadilly-City  lines,  with  a  part  interest  in 
those  of  the  London  United  Electric  Railway-  Hammersmith  to 
Hyde  Tark  Corner.  There  will  be  two  power  stations  which  will 
ipply  current  to  the  Marble  Arch-Clapham  Junction  Railway. 

A  special  compensation  clause  lias  been  drawn  up  for  insertion  in 
all  Tube  Railway  hills,  providing  that  all  claim-,  shall  be  made  within 
two  years  from  the  opening  of  the  railway  by  owners,  lessees  or 
occupiers.  Cases  of  disputed  compensation  to  be  settled  by  arbitra- 
tion according  to  the  Act  of  1889. 

The  endeavor  of  the  London  County  Council  to  constitute  itself 
sole  controlling  authority  over  the  tube  railways  was  firmly  frus- 
trated by  the  committee  and  its  application  for  jurisdiction  in  the 
City  of  London  was  also  refused. 

The  House  of  Lords  has  given  the  London  County  Council  and  its 
supporters  a  severe  shock  and  a  disagreeable  surprise  by  defeating 
that  part  of  the  council's  Subways  &  Tramways  Bill  which  dealt 
with  the  Embankment  Tramways. 

Lord  Newton  moved  an  instruction  to  the  committee  to  strike  out 
of  Clause  V.  the  power  to  construct  any  tramway  smith  of  the 
Strand.  He  mentioned  that  the  Westminster  Borough  Council  and 
other  bodies  strongly  opposed  this  particular  clause  in  the  bill.  The 
London  County  Council  had  itself,  moreover,  passed  a  resolution  in 
favor  of  underground  tramways  and  if  it  really  desired  to  have  a 
tramway  connection  between  North  and  South  London,  it  could 
effect  this  by  constructing  a  subway  under  the  Thames.  The  Earl 
of  Motley  opposed  the  instruction  in  the  interests  of  procedure,  de- 
claring that  instructions  to  the  Private  Bill  Committee  were  exces- 
sively inconvenient  and  almost  unknown.  The  Lord  Chancellor 
powerfully  supported  Lord  Newton's  instruction  urging  that  there 
would  In  mi  11  <  111  having  two  Houses  of  Parliament  if  they  were 
not  to  take  an  independent  view  of  legislative  matters.  The  House 
divided  and  the  instruction  was  carried  by  77  votes  against  32. 

The  Parliamentary  Committee's  Report  was  received  at  Spring 
Gardens  with  dignified  indignation  by  the  London  County  Council, 
which  decided  to  ask  those  members  who  were  also  members  of 
Parliament  to  nunc  to  disagree  with  the  Lords'  instructions. 

The  deputation  to  the  president  of  the  Board  of  Trade  from  the 
Institution  of  Electrical  Engineers  on  June  18th  was  received  with 
courtesy  b\  Mr.  Gerald  Balfour.  Mr.  Tames  Swinburne,  as  leader 
of  the  deputation,  made  out  a  good  case  ill  favor  of  the  urgency  for 
improvement  in  thi   electrical  legislation  of  the  country.    Mr    Bal 

four  frankly  admitted   the  need  of  a  modification  111  the  laws  rclat- 

electrii    lighting  and  power  and  stated  thai  the  Government 
had  drafted  two  lulls  to  remedy  thi     ituation,  but  there  wa    littli 

•  1    '■■  ing  pi ided  with  this  year.    1  le  could  a 

his  way  to  reci tend  the  cabinet  to  appoint  a  Royal  Commission 

to  consider  the  subject  of  electrical  legislation,  but  would  be  glad  to 
from  the  Institution  suggestions  for  1 lifications  and  im 

pn    en r_)   \    1 

WORLD'S   FAIR  TRANSPORTATION   DEPART- 
MENT 


hibil    si  the!  I  1    position 

will  In-  ■  ..in. urn  .1  in  0 in  ..i  thi  1  devised  up  to 

lot   -i"    1  .11       rhi  tl  plan  ..1  thi    1. milling 

etan I  ii     1 gui  hinj    I ill   bi    tl ai   ing 

of  the  three  1  ntrai thai   thi  |    will    foi  m   an   an  adi 

buildini  if  es.      Il  will 

1  oiiiain  aboul  foui  mill    ol    tandard  gagi   rail 1  ;    icl     nd  i: 

"mi  to  bi  nl    ..1  the  building  are  Ii  ft 

\ll    the 
■       ■      rill  be  on  thi    ground  floor,  and  in  the 

m. mi  building,  and  1   thi     di  p  11 

n   land   and     1  1   and  hi    air, 

.ill   be  made 

exhibitl     foi    ma.  Inn.  rj    -ni'l    in.  .  haiinal    appli 

in. n  mil  1  in  filed  bj  Ocl    it.  1003, 


426 


STREET    RAILWAY    RE\  ll-AV. 


[Vol.  XII.  No.  7. 


NARRAGANSETT      TYPE  OF  CARS  FOR 
COLORADO   SPRINGS. 


i    1 ,    P.nll  i  ompam, .  ol  Philadelphia 
to  the  Coloi  Suburban  Railway  Co.  tin. 

irs  "i  the  Brill  p 

essful  adaptation  of  the  narrow  car  t"  high 

greater  width 

II  than  the  standard  single  step  >:ir  and  therefore  may  1 

in  1- 1 1  >  lams  1 1. 1  %  ing  limit  k  tween 

the  trai  >idly  as  a  single  step 

ear  because  of  the  greater  ease  with  which  h  is  accomplished,     ["he 

panying  illustrations  show  the  simplicity,  of  the  arrangi 
and  its  neal  appearance,  and  those  who  arc  familiar  with  structural 
details   will   be   impressed    with   tin-   great    strength   added    to   the 
framing  by  the  Z  iron  sill.     The  brackets  on  which  the  sea 
panels  rest,  form  sockets  for  the  posts,  which,  together  with  the  fact 


tted  witli  the  following  Brill  pat  ialties: 

folding  gates,  round  corner  seat  end  panels,  angle-iron  bumpers  and 
The  trui  II  27-F  with  33-ia  whi 


STRIKES  OF  THE  MONTH. 


1  ( iki  IN  1 1 '. 


At  a  mass  meeting  of  the  emplo]  Railway  Co., 

held  June  20th,  the  ultimatum  of  the  company  regarding  the  desired 

in  wages  was  rejected  by  the  men,  and  a  ballot  being  taken, 

it  was  decided  by  a  vote  of  918  to  19  t"  strike.     This  decision  was 

carried  out,  and   for  thi  be  tie-up  was  complete.     On  the 

.  the  company  made  no  attempt  to  move  cars,  but  on  Sunday, 

June  22d,  tour  cars  wen    started  under  police  protection.      These 

uly   wrecked  by  a  mob  of   strikers  and  their  sympa- 

men  roughly  handled.      Rioting  Sunday  night  as- 


BRILL  CAR  FOR  COLORADO  SPRINGS  &  SUBURBAN  RV. 


that  tli ■  lose  them,  gives  the  posts  unusual  vertical  strength 

and  rigidity. 

To  obtain  a  double  step  within  the  proscribed  limits,  the  builders 
have  not  detracted  in  any  way  from  the  useful  features  of  the  stand- 
ard open  car — the  scats  are  just  as  long,  the  curtains  can  be  drawn 
to  the  floor,  and  the  space  occupied  by  the  intermediate  step  u 
of  encroaching  on  the  Boor  area  really  utilizes  space  that  is  more 
often  wasted.  Guard  rails,  sliding  behind  the  grab  handles,  are  gen- 
erally used  in  tlu-i  cars  for  protection  when  the  speed  is  high. 

An  excellent    feature  of  the  Colorado  Springs  cars  is  the  motor- 
man's  cab,  which  is  a  completely  enclosed  narrow  platform  at  the 


SINGLE  AND  DOUBLE  STEPS  COMPARED. 

front  end  ion  in  stormy  weather  and  thereby  in- 

1  ncy  "f  the  operator.     The  cars  can   lie  operated 
from  either  end       The  length   fro  ir  crown-piece  over  the 

front  vestibule  is  41  ft  $H  in.    The  width  over  the  posts  is  r 
in.:  and  over  the  Steps  when  down  9  ft.  _•  in.;  and  when  raised,  8  ft. 
3   in.       The   inside   finish    is   of  quartered   oak.    with   ceil 

decorated      The   sash   in  the  bulkheads  and  vestibuli 

•kcts. 


sumed  such  serious  proportions  as  to  necessitate  the  calling  out  of 
militia,  and  some  700  cavalry  and  800  infantry  were  soon  disposed 
at  various  points  of  vantage  throughout  the  affected  districts,  which 
effectually  put  a  stop  to  further  destruction  of  property  and  vio- 
lence. 

After  being  out  three  days,  the  committee  appointed  by  the  Board 

of  Trade  and  the  city  effected  a  settlement,  and  the  men  returned  to 

uork.    hut    trouble    1-   again   threatened,   the   men   claiming   that   the 

111  the  strike  are  being  discriminated  against,  and  a  renewal 

of  the  trouble  1-  possible. 

PROVIDENCE 

\t  Providence  and  Pawtucket,  K.  1..  where  a  strike  was  inaugu- 
rated June  4th,  there  was  much  rioting  and  disorder,  particularly  in 
Pawtucket,  a-  a  result  of  the  attitude  of  the  mayor  and  police.  On 
June  111I1  Governor  Kimball  called  upon  the  adjutant-general  for 
militia  to  enable  the  company  to  continue  its  service,  and  on  the 
following   day   six  companies   of   infantry  and   two  of  cavalry   were 

led  in  that  city.  A  riot  proclamation  was  issued  by  the  gov- 
ernor demanding  that  the  mobs  disperse  and  residents  remain  in 
their  homes.  These  measures  were,  however,  inflective.  Cars 
wen  stoned  and  the  men  hired  for  the  occasion  to  operate  them 
ed  to  murderous  assault  The  car  service  in  Pawtucket, 
in  Central  Falls,  Albion  and  Cumberland  was  temporarily  abandoned 
until  the  next  week,  when  the  military  guard  was  re-enforced  and 
machine  guns  were  -,,  placed  that  they  could  sweep  the  places  where 
the    mobs    were    most    likely  gate.       Several    of    the    most 

important  routes  were  again  put  in  operation,  the  cars  being  es- 
corted by  a  heavy  guard,  and  though  flOStill  villous  were 
of  frequent  occurrence  110  or(  •  .it  was  made  by  the  strik- 
ers. The  mayor  then  made  an  effort  to  have  the 
troops  withdrawn,  which  was  done  on  June  20th.  The  company 
subsequently  maintained  an  irregular  service,  relying  upon  the  local 
police  for  protection.  Two  accidents  were  the  result  of  mob  vio- 
lence June  29th.      On  the  Mineral  Springs  line  a  large  bowlder  was 

upon  the  track,  the  car  was  derailed  and  the  crew  subjected 

to  a  bombardment   from  the  mob,  escaping  with  cuts  and  bruises. 

ar,    when    it    was   eventually  replaced  on   the   track  and  towed 

back   to  the  power  house,  loi  it   had  been   struck  by  light- 

1  In  another  line  the  motorman  was  struck  over  the  heart  by 


July  20,  1902.] 


STREET    RAILWAY    REVIEW. 


427 


a  stone  which  rendered  him  helpless.  The  car,  with  no  one  to 
guide  it.  continued  at  furious  speed,  jumped  the  track,  and  was  par- 
tially wrecked.  On  July  1st  an  organized  attack  was  made  by  the 
strikers  in  the  streets  of  Pawtucket  and  Central  Falls,  with  the 
result  that  a  number  of  substitute-:  on  the  cars  were  injured  and  the 
service  abandoned  at  10  p.  m.  The  police  had  much  difficulty  in 
clearing  the  streets  and  nearly  a  dozen  arrests  were  made.  By  a 
he  District  Court  July  2d  the  rijiht  of  of  cars 

during  a  strike  to  protect  not  only  themselves  hut  also  passengers 
and  the  property  of  their  employers  by  the  use  of  firearms  was 
recognized.  Five  motormen  and  conductors  of  the  Pawtucket  line. 
who  had  been  under  arrest  on  the  charge  of  carrying  concealed 
weapons,  were  thereupon  discharged. 
July  6th  the  strikers  voted  to  withdraw  their  demands  and  return 
k;  the  company  announced  its  intention  of  re-employing  only 
so  many  of  the  strikers  as  it  had  places  for,  and  on  July  7th  about 
150  men  were  reinstated,  the  others,  some  200  or  300,  being  put  on 
the  waiting  list. 

RICHMOND.  VA. 

eral  strike  of  all  the  street  railway  employes  of  Rich 
Va..  was  declared  July  [6th.  A  committee  of  employes  held  two 
conferences  that  day  with  President  Sitterding,  of  the  Consolidated 
ger  Power  Co.,  and  at  both  demanded  a  nine  hour  day  and  a 
uniform  rate  of  20  cents  an  hour  for  the  men.  The  men  were 
offered  an  increase  of  from  15  and  17  cents  an  hour  to  16  and  18 
:it  the  proposition  was  rejected.  The  following  day  the  men 
returned  to  work,  pending  arbitration. 


A   NEW  INTERURBAN   IN   TEXAS. 


On  June  18th  the  Northern  Texas    Traction  Co.  formally  opened 

i    interurban   between    Fori    Worth  and   Dallas,   a   technical 

if   which    was   published   in   the   Street    Railway    Review 

;o6,      \  spi  fi  Fort  Worth  at  5  p.  m. 

on  the  initial  trip,  carrying  impany,  municipal 

and  prominent  business  nun  to  Handley  and  Dallas.  A  bar- 
becue was  given  at  Handley  to  celebrate  the  completion  of  the  inter- 
urban. A  regular  schedule  between  Fort  Worth  and  Dallas  could 
not  be  permanently  established  until  a  week  later,  owing  to  the  fire 
on  June  16th.  which  had  destroyed  the  company's  transformers  at 
the  Handley  power  house  while  they  were  being  tested,  but  the 
damages  were  soon  repaired  and  a  regular  service  ai  inaug- 

The  •  traction  and  equipment  of  this  road  approximates 

$1,500,000.      The  company  was  incorporated  in  Texas  with  a  capital 

-j.000,000,    and    an    authorized    bonded    indebtedm 
$2,000,000.  but  only  a  portion  of  either  ha-   1  d,  the   surplus 

remaining  for  projected  impi 

eight  45- ft.  motoi  cars 

with    baggage   com- 
paring car  and   four  trailers.      The  mol 

Mil    air    brakes,    and    have    a 

■nit  at   1  landley.  in 

and  office  building,  a   large 

i  traffic   from  both  cities  to   Handley,   which   is   10  mill 
tant   from   Fort    Worth. 

;.a-srs  through  Handley,  Arlington,  Grand  Prairie 
I  he  maximum 

r  cent,  and  the  track  •  n  .m. I   bridge 

•  f  city 
nb.     'I  In  ompany  ai 

■  •  nt ;  Jr. lui  Sherwin,  1 

it  Worth,  second  vii 

'  ■    : 

.'ion  ii  by  meai. 
Garl 

l.ndKing    ' 

.,    tint    line    having    I 
ii    wall    t'  I.  d     with    a 


-witch  for  connecting  to  the  main  line  when  desired.       \ 
bell  is  provided  in  the  boiler  room  at  the  power  house,  three  bridg- 
ing instruments  are  connected  for  use  in  the  offices  at  Fort  Worth, 
telephones  are  placed  at  intervals  along  the  line.      All   the 
cars  have  portable  car  telephones,  winch  are  furnished  wall     1 
rod-  for  connecting  direct  to  the  line  wires. 


MILWAUKEE  COMPANY   PROJECTS   NEW 
PLANT. 


Milwaukee  Electric  Railway  &  Light  Co.  recently  awarded  a 
contract  for  a  storage  batten  which  will  he  installed  in  the  company's 
present  power  house  at  a  cost  of  $250,000  pending  the  erection  of  the 
proposed  new  building.  The  storage  battery  is  one  of  the  largest  ever 
installed  in  a  lighting  plant  in  ibis  country  and  comprises  several 
unique  feature-.  I  he  batteries  will  be  of  the  "Chloride"  accumulator 
type,  furnished  by  the  Electric  Storage  Battery  Co.,  of  Philadelphia. 

Contracts  for  the  new  power  house  which  will  be  erected  in  a  year 
01  two  to  replace  the  present  plant  will  not  be  awarded  until  experi- 
ence shall  determine  whether  it  is  more  practicable  to  install  steam 
or   steam   turbines.      If  the   steam   turbine  is   to   replace  the 
steam  engine,  a  great  saving  of  space  in  the  plant  will  result.      It  is 

he  pany's  intention  to  begin  the  building  of  the  projected  power 

house  On  the  river  at  Biddle  St.  and  to  build  in  a  southerly  direc- 
tion, tearing  away  all  the  present  plant,  even  removing  the  recent 
additions  to  the  power  house. 


WIGAN   (ENG.)  BOROUGH   TRAMWAYS. 


The  first  annual   report  of  the  Borough  of  Wigan  Tramways  has 

been  issued  bj  the  borough  engineer,  Mr.  II.  Collins  Bishop,  for  the 

tiding  March  31,   1002.      The  three  sections  of  tramways  now 

Open    to    traffic    include    the    Martland    Mill    Bridge    section    with    a 

length  of  2,619  yd-      Boar's  Head  section,  3,080  yd.,  and   Scholes 

section.  1,713  yd.      In  addition  to  the  length  of  track  already  0] d 

for  traffic  there  are  now  about  2.800  yd.  of  track  winch  1-  practically 
completed  and  about  to  be  opened.  The  total  passengers  carried 
for  the  year  numbered  [,907,244;  the  total  revenue  from  fares  was 
8,771    pounds,  and  the  total   ear  mileage   was    105.070.       I  he  average 

11  mill     per  cat  were  1,887,  •""'  the  number  of  cars  in  service  18. 

engers  carried  per  car  were  105.1)58.  which  is  equal  to  car- 
g   thi    whole  population  of  the  borough    it   tinn      over. 


THE  EVERETT-MOORE  SYNDICATE. 


The  an aii     ol   thi    Everetl  Moore  syndicate  have  now   been  so 

■  leared  up  that  the  syndicate  is  again  in  position  to  resume 

some  of  the  enterprises  thai  were  undei   waj    when  thi   embarrass- 

'  rred.       I  be   Syndicate   » ill   reorganize  and 

lii    Laki    Shore  Eli  eti      B       onnecting  Cleveland    ind    1 0 

ledo,  which  is  now  in  the  hands  of   A.    E.    Lang,  as   receiver.      The 
syndicate  will  ai  0  reorganize  the  Detroit  x    ["oledo  Shore  Line  Co., 
which  was  not  c pleted  01  financed  when  the  trouble  was  precipi- 
tated last  winter,     it  1-  said  that  Cleveland  capital  will  hack  the 
yndicati   in  thi  1   mattei  ,  which  will  be  carried  out  as  soon  as  the 
rmalitii     can  be  complied  with.     Large  blocki   ol    ecurities 
0  the  syndicati    an    now    tied   up  to  secure   its   floating 
in  all  of  these  will  be  released  when  these  companies  are 
organized  and  financed.      Enough  capital   ha     already  been  sei 
del      '■■    ■'"■     ecuritii     thai   botl ip; will  1    ui 


A  CHANCE  TO  SAVE  TIME. 


money,"  a  train  thai    avi     I imi   mv  <    ol  sit} 

make  money,  and  the  new  "I  wentii  th  C  >    nited,"  on  thi 

York  Central  and  Laki    SI railroad  1 11 

A    1  mi    from    New    Yorl    to   Chicago    in 

twenty  !      ■  Ei  mi   hou hi    fasti   I    in 

i"  ting  tra  Fune  15th,  has  becomi         ■ 

and   has  brought    the  two  gn  il    citii     two   hundred    mill 

rhis  i  ippi  d  tra i  I I  1 

bined  bufl  lee] r», 

"  'ni  and  ob  ir,  and  1 1    madi    up 

with    i"  1  ial  n  fen  nee  I  di la  ol  bu  |   tni  n 

fi  '    July. 


428 


STREET    RAILWAY    REVTEW. 


[Vol.  XII,  No.  7. 


PERSONAL. 

MB    FRED  H.  FITCH,  general  manager  of  the  Dcnison  A 

man  1 


MB    \\.   P   11 11  (PER,  n  een  the 

■  representative  of  thi   1  >r  Heating  Co.,  is  now 

enting   the   railway  department  of    Fairbank        '          it  Co., 
Chii 


MR.  K.  K.  HOW  \KI>.  superintendent  of  the  ECnoxville  (Tenn.) 
Train. in  Co.,  resigned  July  ist  and  on  July  19th  sailed  for  England, 
where  he  will  make  his  home 


HON.  (II  \kl  IS  M.  FLOYD  has  been  chosen  a  director  of  the 
Manchester  (N.  H.)  Traction,  Light  &  Power  Co.,  succeeding 
Ilmi   Chas.   I.  Means,  deceased. 


MR.  DAVID  YOUNG,  JR..  has  been  elected  president  of  the 
Orange  Mountain  Traction  Co.  "i  Orange,  N.  J.  Mr.  Young  is  the 
son  of  the  president  "f  the  North  Jersey  Street  Railway  Co. 


MR  WILLIAM  G.  WOODFOLK  lias  been  appointed  superin- 
tendent of  the  Knoxville  (Tenn.)  Traction  Co.,  succeeding  Mr. 
R    K    Howard,  resigned.      Mr.  Woodfolk  took  charge  July  1st. 


MR.   GEORGE  L.   EDWARDS  has  been  chosen  a  director  of 
the  St.  Louis  Transit  Co.,  succeeding  W.  H.  Thompson,  resigned. 


MR.  JOSEPH  P.  ECCLES,  of  the  firm  of  Eccles  &  Smith,  of 

San    Francisco,   left    for   Seattle   early   in   July    for  the   purpose  of 

establishing  a  branch  of  the  railway  and  electric  supply  business  of 
the  firm  in  that  city. 


MK.  JAMES  ROWLAND  BIBBINS  has  resigned  as  assistant 
electrical  engineer  of  the  Detroit  United  Railway  Co.  to  accept  a 
position  in  the  Westinghouse  Companies'  Publishing  Department. 
Pittsburg  and   New    York. 


MR.  S.  A.  FRESH NEY  has  been  appointed  superintendent  of 
the  Muskegon  Traction  &  Lighting  Co.,  succeeding  Mr.  F.  S.  Rich- 
mond, who  tendered  bis  resignation  some  time  since,  to  take  effect 
when  his  successor  should  be  chosen. 


MK.  J.  P.  LOVE,  who  for  some  years  has  been  claim  agent  for 
the  Calumet  Electric  Street  Railway  Co.,  Chicago,  resigned  on  June 
30th  and  went  to  Philadelphia  to  take  charge  of  the  claim  depart- 
ment of  tlu  Philadelphia  Casualty  Co. 


MK.  H.  A.  DAVIS,  superintendent  of  equipment  of  the  New 
Orleans  &  Carrollton  Railroad.  Light  &  Power  Co.,  has  been  ap- 
pointed acting  manager  of  the  railroad  department,  on  the  with- 
drawal of  Mr.   A.   H.  Ford  as  manager. 


MK.  FK  \\K  J.  DUFFY,  formerly  superintendent  of  transporta- 
tion of  the  Richmond  (Va.)  Traction  Co.,  has  been  appointed  to  a 
similar  position  with  the  Savannah  (Ga.)  Electric  Co.,  which 
operates  all  the  street  railways  at  Savannah. 


MK.  W.   R   MASON  on  July  1st  resigned  his  position  with  the 
Sprague  Electric  Co.  and  is  now  western  manager  for  Coe.  Smith  X: 
elling   agents    for   the    Mechanical    Boiler   Cleaner   Co.     Mr. 
Mason's  headquarters  are  at  No.  413  Western  Union  ilnilding. 


MR.  II'V>  lONNELL  has  been  appointed  assistant  gen- 

eral  manager  of  the   International   Railway  Co.,  at   Buffalo.    X.   Y. 
Mr.  McDonnell  ;  everal  years  as  superintendent  for 

luffalo  &  Niagara  Falls  branch  of  the  International  system. 


MR    S.    I.     rONE   former!  t  to  president  J.  D.  Callery 

of  the   Pittsburg   United    Railways   Co.,   has   1  mted    second 

vice-president  of  the  company.     Mr.  Tone  was  chief  engineer  of  the 

L'nited  and   Southern   Traction  Companies  prior  to  the  recent  con- 

ion, 


MK.  MARSDEN  J.   PERRY  ha.i  been  •  dent  of  the 

which  on  June  irol  of  the  Union 

Railroad.    Pawtucket    Street    Railway   and   Rhode   Island    Suburban 
Railway  companies.      ["he  new  company  lea  ries  for 

lit. 


MR.  C   N    DUFFY,   who  luditor  of  the  Chicago  City 

Railway  Co.  since  Sept.    I.   1890,  was  last  month  elected  secretary  of 


mpany  succeeding  Mr,  Frank  K.  G  Igned.    Mr.  Duffy 

assumed  the  dutii  I         nth!    lie  will  continue  to  act 


MR   THOMAS   L    HACKE1  d   soliciting 

freight  and  passenger  agent  of  the  Grand  Rapids,  Grand  Haven  & 
Muskegon  Railway  Co.  The  appointment  was  effective  July  1st,  and 
Mr.  Hackett  has  made  his  headquarters  at  the  company's  offices  in 
Grand  Rapids,  Mich. 


MR.  F.  X    BUSH  X  ELL.  chief  mechanical  engineer  of  the  Union 

lad  and  the  Narragansett  Electric  Lighting  Co.  of  Providence, 

R.   L,   succeeds   Mr.   George    1!.    Francis   as   chief  engineer  of  the 

Union    Railroad,    the    Rhode    Island    Suburban    Ry.,    the    Interstate 

Consolidated  Street  Ry.  and  the  Pawtucket  Street   Ry. 


MR.  JAMES  MACK,  of  Sharon,  Pa.,  resigned  as  superintendent 
of  construction  of  the  Youngstown  (O.)  &  Sharon  Railway  &  Light 
Co.,  to  take  effect  July  5th.  Mr.  Mack  has  had  many  years'  experi- 
ence in  the  street  railway  business,  and  during  his  connection  with 
the  company  has  had  entire  charge  of  new  construction  for  the 
street  railway  and  lighting  systems  at  Sharon. 


MR.  F.  J.  GREEN,  manager  of  the  Dayton.  Springfield  (O.)  & 
Urbana  Electric  Ry.,  has  been  appointed  manager  of  all  the  lines 
now  controlled  by  the  Appleyard  syndicate,  including  the  Columbus, 
London  &  Springfield;  Columbus,  Grove  City  &  Southwestern; 
Central  Market  Street,  Columbus;  Dayton.  Springfield  &  Urbana, 
Bellefontaine  &  Northern,  Springfield  &  Western,  and  Dayton, 
Lebanon  &  Cincinnati. 


MR.  11  P.  QUICK  has  severed  his  connection  with  the  Boston 
Elevated  Railway  Co.  and  on  July  15th  removed  to  Kansas  City 
where  he  will  represent  Ford.  Bacon  &  Davis  who  arc  operating  the 
i  ipolitan  Street  Ry.  and  the  Kansas  City  Electric  Light  Co. 
Mr.  Quick  will  be  the  steam  engineer  in  charge  of  design  and  con- 
struction of  power  plants  and  will  have  his  headquarters  at  No.  1500 
Grand  Ave.,  Kansas  City. 


COL.  ALLAN  C.  BAKEWELL,  second  vice-president  and  gen- 
eral manager  of  the  Sprague  Electric  Co..  was  recently  elected 
department  commander  at  the  New  York  State  Encampment  of  the 
G.  A.  K.  held  at  Saratoga  Springs.  There  was  a  strong  opposi- 
tion ticket  iii  the  field,  but  Colonel  Bakewell,  in  recognition  of  his 
services  in  both  the  slate  and  national  work  of  the  organization, 
was  elected  by  a  handsome  majority. 


MR.  M.  E  DEMPSEY,  secretary  of  the  American  Frog  &  Switch 
Co.,  Hamilton,  O.,  called  at  the  "Review"  office  when  in  Chicago 
He  reports  that  his  company,  which  was  organized  about 
a  year  ago,  has  had  a  most  satisfactory  season  with  prospects  for 
further  increased  business  during  the  summer  and  fall.  Mr.  Demp- 
.111  extensive  acquaintance  in  the  railroad  field,  having  been 
for   t.t  years  with  the  Weir  Frog  Co.,  of  Cincinnati. 


MR.  B.  F,  WYLY,  JR.,  of  Atlanta.  Ga.,  has  been  appointed  traffic 
1  of  the  Lackawanna  &  Wyoming  Valley  Rapid  Transit  Co. 
and  removed  from  Atlanta  to  Scranton  to  assume  his  new  duties 
June  20th.  The  Lackawanna  Wyoming  Valley  system  is  under 
construction  between  Scranton,  Carbondale,  Pittston  and  Wilkes- 
barre,  Pa.,  and  when  completed  will  include  the  old  Scranton  & 
Northeastern  and  the  Central  Valley  lines.  For  the  past  14  years 
Mr.  Wyly  has  been  connected  with  the  Atlanta  &  West  Point  R.  R., 
for  the  last  live  years  being  general  passenger  and  ticket  agent  of 
that  ■ 


July  20,  1902.] 


STREET    RAILWAY    REVIEW. 


429 


MR.  A.  H.  FORD,  who  has  long  been  connected  with  the  New- 
man interests  at  New  Orleans,  and  for  the  past  several  years  lias 
been  general  manager  of  the  New  Orleans  &  Carrollton  Railroad 
Co..  has  resigned  this  position  to  enter  the  office  of  Isidore  Newman 
-  s,  bankers,  of  New  Orleans.  We  understand  that  Mr.  Ford 
will  take  the  place  of  Mr.  J.  K.  Newman,  who  will  go  to  New  York 
to  manage  a  branch  of  the  banking  house.  Mr.  J.  K.  Newman  has 
been  president  of  the  New  Orleans  &  Carrollton  company  since  the 
Newman  interests  reorganized  the  system.  During  the  time  of  Mr. 
Ford's  service  with  the  railway  company  he  has  of  course  been  inti- 
mately associated  with  the  Messrs.  Newman  and  the  fact  that  they 
wish  him  to  enter  their  business  is  very  substantial  evidence  of  the 
high  esteem  in  which  Mr.  Ford's  character  and  ability  are  held. 


MR.  FRANK  R.  GREENE,  who  has  for  the  past  II  years  filled 
the  office  of  secretary  of  the  Chicago  City  Railway  Co.  with  marked 
ability  and  success,  has  resigned  that  position  to  become  president 
and  general  manager  of  the  Chicago  Street  Car  Advertising  Co. 
Mr.  Greene  was  born  at  Newport.  O.,  June  8,  1859.  He  served  in 
the  various  capacities  of  bank  clerk,  bookkeeper  and  cashier  in  some 
of  the  leading  establishments  of  Marietta,  O.,  Indianapolis,  St.  Paul 
and  Chicago,  until  elected  secretary  of  the  Chicago  City  Railway  Co. 
in  January.  1891.  Mr.  Greene  is  secretary  of  the  Union  League  Club 
of  Chicago. 


MR.  CLIFFORD  J.  ELLIS  was  on  July  1st  appointed  sales  agent 
for  the  Pennsylvania  Steel  Co.  and  the  northwestern  office  of  that 
company  will  henceforth  be  located  in  the  Western  Union  Bldg., 
Chicago.  Mr.  Ellis  has  heretofore  represented  the  Cambria  Steel 
Co.  as  sales  agent  and  will  now  serve  both  companies  in  that 
capacity.  Mr.  R.  E.  Belknap,  who  was  formerly  at  Steclton,  Pa., 
will  be  assistant  sales  agent  for  the  Pennsylvania  company.  The 
Cambria  company  announces  that  there  has  been  no  changes  in  its 
representation  as  a  result  of  this  consolidation  of  offices  and  Mr. 
Allan  F.  Mclntyrc  will  continue  as  assistant  sales  agent  for  that 
company. 


MR.  D.  S.  SMITH,  formerly  superintendent  of  the  Twin  City 
Rapid  Transit  Co.,  of  Minneapolis  and  St.  Paul,  has  been  appointed 
general  superintendent  of  the  Brooklyn  Heights  Railroad  Co.  of 
Brooklyn,  N.  V..  in  which  capacity  he  will  have  charge  of  both  the 
elevated  and  surface  lines,  having  entire  control  of  the  Brooklyn 
with  the  exception  of  the  power  stations  and  track  work. 
Mr.  Smith  who  became  connected  with  the  Twin  City  company 
about  eight  years  ago  will  be  remembered  for  his  excellent  work  in 
organizing  the  operating  department  of  the  St.  Paul  road  which 
has  been  brought  to  its  present  state  of  mechanical  perfection 
through  his  eff' 


MR.  \V.  S    DIMMOCK,  general  manager  of  the  Richmond  (Va.) 
.. tr  Co.,  resigned  that  position  early  in  July  to  be- 
come connected  with  Stone  &  Webster,  of  Boston.      Mr.   Dimmock 
will  have  charge  of  that  firn  is  at  Tacoma,  Wash.,  which 

Mr.  Dimmock  has  had  an  extensive  experience 
in  electric  railway  work,  having  been  general  manager  of  the  Omaha 
luffs  Railway  4  Bridge  Co.,  before  going  to  Richmond, 
entering  the  electric  railway   field   he   had   been  engaged   in 
(team  railroading.      Mr.   Iiimmock's  position  at   Tacoma  is 

M    company    is   extending   the 
railway  lines  and  greatly  improving  its  prop 


ROBERT  I.  TODD,    ....,,.1  ■...    presided  of  the  Cincin- 
has  tend"-!  ignatiofi  to  accept  a  p 

with  the  United  Gai  [mprovemenl   Co.,  111   Philadelphia,  the  work 
he  will  ha-.  with  tin-  n 

my.      Mr.   Todd   !•>  a  native  of  New  Jersey, 
having  Urn  born  near  Ijkcwood,  Nov.  29,  1869,  ami  was  graduated 

nncction  with 

-4ilway  work  wa«  as  iperintendenl  of  ill.-  Ecldng- 

ton   &   Soldieri'    Home   and    Belt    Railway   companii    ,    Wa  bington, 

merged  into  the 
City  it  Suburban  Rail  Todd  was  mad.-  general 

etit   and    electrical    engineer.       H<  in    the    Lpi 

ik   of   the   C'ljnprciscd 
I    in    New    York   i  iiy.       Mr.    1  odd    I.  1  tloil    in   July, 

olidated    1 


Co.,  of  Pittsburg,  which  position  he  held  until  February,  1901,  when 
he  became  general  manager  of  the  Cincinnati  Traction  Co.,  after 
that  property  was  acquired  by  the  Elkins-Widcner-Dolan-Morgan 
idicate.  In  January,  1902,  he  was  made  second  vice-president 
of  that  company.  Mr.  Todd's  work  has  given  him  experience  with 
all  the  various  methods  of  street  car  propulsion,  horse,  storage 
battery,  air,  underground  electric,  single  and  double  trolley,  and  his 
wide  experience  in  the  traction  field  has  peculiarly  well  fitted  him 
for  the  work  which  he  now  assumes. 


OBITUARY. 


MR.  CHARLES  T.  CHILD,  technical  editor  of  the  Electrical 
Review,  of  New  York,  died  at  Gleasondale,  Mass.,  June  23d,  of  ty- 
phoid fever,  after  a  protracted  illness.  Mr.  Child  was  a  native  of 
Richmond,  Va.,  and  was  35  years  of  age.  He  assisted  Frank  J. 
Sprague  in  1887  in  building  the  first  successful  electric  railway 
in  the  United  States  in  Richmond.  Mr.  Child  was  widely  known 
in  this  country  and  in  Europe  as  a  writer  on  scientific  subjects, 
electricity  in  particular. 


PROF.  JOHN  BUTLER  JOHNSON,  dean  of  the  college  of 
engineering  of  the  University  of  Wisconsin,  at  Madison,  Wis.,  met 
with  a  tragic  death  near  Fennville,  Mich.,  June  23d,  by  falling  from 
a  wagon  which  was  conveying  his  household  goods  to  his  summer 
home  at  Pier  Grove.  Professor  Johnson  fell  under  the  wheels, 
which  passed  over  his  head,  completely  crushing  it.  The  deceased 
was  a  graduate  from  the  University  of  Michigan  of  the  class  of  1878, 
receiving  the  degree  of  civil  engineer.  After  graduating  he  became 
United  States  assistant  engineer  on  the  Lake  Surveys  and  the 
Mississippi  River  Surveys,  and  filled  this  position  until  1883  when 
he  accepted  the  professorship  of  civil  engineering  at  Washington 
University,  St.  Louis,  Mo.  Professor  Johnson  had  been  dean  of  the 
college  of  engineering  at  Madison  since  January,  1899,  at  which  time 
the  position  was  created.  He  was  the  author  of  many  well  known 
works  on  engineering  subjects  and  a  frequent  contributor  to  the 
technical  press.  He  was  formerly  president  of  the  Engineers'  Club, 
of  St.  Louis;  and  at  the  time  of  his  death  was  fellow  and  past  vice 
president  of  the  American  Association  for  the  Advancement  of 
Science ;  and  a  member  of  the  Society  for  the  Promotion  of  Engi- 
neering Education ;  the  American  Society  of  Civil  Engineers  and 
the  American  Society  of  Mechanical  Engineers. 


EDWARD  II  IENKINS,  president  ol  |he  Southwestern  Has. 
Electric  and  Street  Railway  Association,  and  lately  president  of  the 
San  Antonio  I  raction  Co.  and  the  San  Antonio  Gas  &  Electric  Co., 
died  at  San  Antonio,  June  25,  1902.  I  lis  demise  was  caused  liy 
blood  poi  Oiling  following  a  surgical  operation  performed  about  ten 
days  previous.  The  announcement  of  his  death  came  as  a  severe 
shock  to  his  friends  as  well  as  the  cut  ire  city  where  he  was  very 
widel]    known  and   universally   beloved. 

Me   was   born   at    Indianapolis, 

I111I.,  in  iXs.t.  and  owing  to  busi- 
ness reverses  which  befell  his 
Eat int    in    was  pelted  to  earn 

his  living  «  hen  lie  was  bul   t  vv<  he 

I tgi       iii    tut   employ 

nielli  was  i 1 1   1 j  where 

hi    n  in. 1   foi    Eoui    '..'.'    .  and 

mployed  with  the  tndi 
anapoli     Ga     Co.  i ki  epi  r. 

I  lire     lie     ;lli     ,,-,     lhl..llgll     lllli 

diati  ioni  in  n  hii  h  he  learned 

.1    detail  of  the  bu  tineas,  to  the 

po  il 1    1    1    .mi     upi  1  intend 

.in       in   Co    ii.     .  1    elected  tu 

dl  in   1       .'In     I   II. halt    1  linl.  I 

he  waa  then  1  .died  to 

Ga      '',,.,    where    he    remained    for 

1      to  design  a  1 plant,  and  following  thi    hi 

i.e.  ..in.-    up.  rintendent  ol  thi    t  olumbu  1  (Ga.)  Ga    Co 

remained  foi  Hi       ta  1 ti  d  with    I 

ton  (K-.  Co   where  he  ained  until  ix-iK.  when  l tered 

1  1I1.   fin.  r  on  M.  Mill. in  I 

I  niti  -I  '  tati        1 1 

•  Dl  ol  ii..    thra    p  I  In  1899  wa  1 


I.     II      IKNKINN. 


430 


STREET    RAILWAY    REVIEW. 


[Vol  XII,  No.  7. 


on  and 
which  had  been  purchased  by  his  company.      He 

this  plant  and   in 
ml   "I   almost   ch 
raitv  uth. 

Mr.  Jenkins  was  un  d  and  admired  in  S.m  An- 

working  cla  it  all  times 

harmonious  and  sympathetic,  while  in  club  circles  be  was  equally 

appointed  .1  member  of  the    Texas  World 
Commission    to    the    Louisiana    Purcha  lion,    was 

d    1  'ommercial   Club: 

onal  Fair,  associated  with  the  Business  Men's 

Club  and  San  Antonio  Club;    he  was  a  member  of  the  Knights  of 

Pythias  and  the   M  In   1875   Mr.  Jenkins  married  Anna  E. 

Burton  of  Indianapolis;    he  1-  survived  by  hi-  widow,  a  son  and  a 

liter. 


LEGISLATION   IN    MASSACHUSETTS. 


1  two  years  there  have  been  attempts  in  Massachusetts 
lire  legislation  that  would  make  the  street  railway  companies 
;  of  tin    expel  -limy  gnu!  where  they 

have  locations  involved,  hut  every  time  it  has  been  put  over  until 
the  time  when  a  new  grade  crossing  was  i^  l>e  negotiated.  The 
loan  hill  came  up  at  this  session,  the  money  authorized  to  be  bor- 
-  been  exhausted. 
bringing  in  the  street  railway  companies  was 
promptly  bn  ion,  but  the  trouble  was  tha 

party  wanted  the  contribution  of  the  street  railways  taken  from  its 
share.  In  the  old  apportionment  the  steam  railroad  company  paid 
1  ent,  the  state  .'5  per  cent,  and  the  city  or  town  the  remaining 
1  nor  recommended  that  the  street  r 
share  he  taken  from  the  state  allowance,  and  what  he  said  had  the 
most  weight,  as  he  had  power  to  veto  the  lull.  An  important  amend- 
ment was  made,  however. 

-  ■•!  abolishing  a  grade  crossing  is  for  either  thi 
road  or  the  city  or  town  authorities  to  petition  the  court  tor  the  ap- 
pointment of  a  special  commission  to  do  the  work.     An  amendment 
was  brought  in  which  provided  that  in  cases  where  abolishments  had 
already   been   petitioned    for.  and  where  the   special   commissi. 
been  appointed,  this  new  apportionment  where  15  per  cent  « 
on  the  street  railway  company   should   not   apply.      The  argument   in 
support  of  this  was  that  the  street  railw    ■    ..  .        .  ,  ;< 

1  no  part  111  the  ;  oice  in  the  appointment 

of  the  special  commissions  where  ■  -  thej  might  have  ob 

jecteil  to  the  persons  appointed  by  the  court 

'I  his  amendemnt  was  adopted  and  the  result  is  that  as  special 
missions  have  been  appointed  in  Worcester,  New  Haver- 

hill,   Attleborougl  and    several    other    minor    placi 

$5,000,000  loan   aul  used   up   in   carrying  il 

id   there   i-  no  chance  that  the   street    railway 
companies  will  be  called  upon  to  pay  an  assessment   for  ten  years 

In  financial  matters  concern  1  omp  tnii 

lalure  'ill   that   will  allow    -.inii(!-  banks   1,     invesl    in  the 

tilway  companies.     I  In   onlj   restriction  is  that  the 

lent  shall  he  made  only  in  Mich  Stocks  a-  have  paid  dividends 
of  at  least  5  per  cent  tor  the  past  live  year-.  By  this  tin  legislature 
has  put   itself  on  1  elieving  that  street  railway  1 

a-  permanent  a-  those  1  t  railroads, 

legislature  ha-  also  defined  for  what  purposes  the  railroad 
commi  of  street  railwaj 

There   v.  contention  on   this  bill,   but   the   1 

commi  d   that   there   were   grave  doubts   as   to   what 

reet  railway  companies 
for  wh  1  be  authorized.      The  purposes  named  in 

ibis   hili  ,,  1, rrlnch   or 

extensii  ing  land  for  plei  building 

power    i  ,   irk  buildings,  or  of  acquii 

equipping  additional  rolling  stock,  or  of  changing  it-  motive  power, 
or  oi  abolishing   j  I  paying  betterment  a 

for   widenil  or   of   complying 

with  any  requirements  lawfully  imposed  under  delegated  legislative 
authority,  or  of  making  permanent  investments  or  improvements,  or 

r  personal   property   necessary   or 


convent  funded  debt, 

the  payment  of  money  borrowed   tor  any  of  the  fun-going 

purposes,  01  for  other  similarlj  1  ind  lawful  p 

■ill  authorized  an  electric  light  and  power  company  with  a 

plant   just  over  the  line  in   New    Hampshire  to   furnish  electricity  to 
■  panics  near  the  border  hut  within  tin 

most    liberal    charier    granted    llu-    veal    I-    I!  ited   to 

eu   \  oik  &  Berk  ng  the 

Us  of  the  western  pari  of  the  state.     V  mguine 

that  tlie  line  will  ever  he  built,  but  field  tor  investors  who 

are   willing    to  take    50mi    chances.     The  charter  allows  the  hauling 

of    freight  car-   Willi   pi  IIS   with   CO]  Iroads, 

and  thi  ridoubtedly  through  a  very  picturesque  region,  the 

of  which,  where  transportation  facilities  are  ample,  have  been 
Summer  resort  element   from   New   York  and  other 
place-. 

The  provisions  of  the  present  law  regarding  the  transportation  of 
roadmaking    materials    by    street    railway    companies    have    been    ex- 
tended.    I'p  to  this  time  the  companies  could  transport  for  cities  or 
towns  over  their  own  lines,  but  allowed  no  transferring  over  o 
ing  line-.      This  defect  i-  now   remedied. 

ns  granted   street  railway  companies  by 
local    authorities   must    be   approved   by   the    railroad    commissioners 
the  compai  nstruction.     Ibis  was  recom- 

mended by  the  governor  and  is  brought  about  by  the  fight  between 
two  companies  for  location-  in  hi-  own  section  of  the  state.  Both 
companies  were  ppposed  by  the  summer  people  who  look  askance  at 
trolley  lines.  Under  the  old  law  if  ten  real  estate  owners  along  a 
1  line  felt  enough  aggrieved  they  could  make  a  formal  protest 
and  the  same  approval  a-  now  was  necessary.  In  the  governor's 
section  ibis  appeal  was  made  in  each  case,  so  il  is  not  clear  just  what 
advantage  this  new  law   is. 

The  railroad  commissioners  were  given  permission  to  employ 
experts  to  investigate  the -value  of  street  railway  property  when  the 
company  is  asking  for  the  board's  approval  of  the  issue  of  bond-. 

The  bill  authorizing  street  railway  companies  to  sell  electricity  for 
lighting  purposes  to  cities  and  towns  where  no  lighting  comp 
ation  was  passed.     It  is  restricted  to  lighting  and  the 
rent.     All   the   v  etc,    beyond   where  the   physical 

ion  1-  made  with  the  trolley  must  be  put  up  and  owned  by  the 
municipality.     At  the  first  of  the  session  there  was  a  dozen  petitions 
-  many  different  companies  a-king  for  authority  to  do  this. 
These   were  lines   running  through  the  more  rural  districts  and  in 
every  case  they  wanted  to  -ell  current  for  power  purposes  also. 

At   the  very  end  of  the  session  a  bill   was  passed  requiring  street 

railways  to  pay  a  portion  of  the  cost  of  building  or  repairing  bridges 

on    which   they    have   locations.       It   was   endeavored   to   secure   an 

ment  limiting  the  street   railway  share  to  15  per  cent,  but  this 

was  defeated  by  a  narrow  margin. 

Two  accident  insuranc  have  been  granted  that  arc  based 

on  petitions  of  street   railway  men  and  are  to  insure   street   railway- 
companies  against   claim-   for  damages   for  personal   injuries.     They 
tented  after  the  charier  granted   111   189S  and  now  owned  by 
Electric  Companies,  and  under  which  those  com- 
panies are  insured. 

In  the  closing  days  of  the  session  the  Boston  subway  bill  v. 

I  he  House  tad  lion  to  provide  for  the  em- 

ploying of  citizens  of  the  United  States  only  at  a  rate  of  $2.00  or 

re  per  day.     Thi  Struck  this  out.  claiming  it  would  make 

the  work  cost  $1,200,000  more.  The  Boston  Elevated  road  is  to  have 
.1  25  year  lease  at  a  rental  of  4'  _.  per  cent  of  the  cost  estimated  at 
$4,000,000.  There  i-  a  referendum  clause  in  the  act  so  that  nothing 
will  be  done  until  approved  by  the  voters  of  Boston  next  December. 

Rob. 


It  was  reported  on  July  Uth  that  all  the  property  of  the  New  York 

ounty  Kail.'  Long  I -land  City,  which  virtually 

controls  all   the  electric  lines  in  the  borough  of  Queens  on  Long 

Island,  had  been  purchased  by  Mr.  August   Belmont,  and  that  the 

Interurban   Street   Railway  Co..  which  controls  all  the  trolley  lines 

on  Manhattan  Island,  was  associated  with  Mr.  Belmont  in  the  pur- 

ing  llu    franchises  included  in  the  acquisition  is  one  for 

a  tunnel  under  the   East    River,  and  it   is  stated  that  it   is  now  the 

to  bung  the  Qui  ItO   New   York  through 

a  tunnel  from  Long  Island  City  to  42,1  St..  Manhattan. 


July  20.  1902.] 


STREET    RAILWAY    REVIEW. 


431 


UNION   INTERNATIONALE   PERMANENTE  DE 
TRAMWAYS. 


The  meeting  of  the  Union  Internationale  Permanente  de  Irani- 
ways  which  was  held  in  London,  England,  in  conjunction  with  the 
International  Tramways  and  Light  Railways  Exposition,  was  opened 
July  1st  by  an  address  by  the  Right  Hon.  Gerald  Balfour.  In  the 
afternoon  the  members  of  the  congress  were  entertained  by  a  visit 
to  the  city,  and  in  the  evening  they  were  tendered  a  reception  at 
the  Institution  of  Mechanical  Engineers.  On  July  2d  the  business 
meeting  of  the  union  was  opened  with  Sir  Charles  R.  Wilson  in 
the  chair.  The  reports  which  were  prepared  by  committees  of  the 
union  were  then  considered.  These  reports  were  based  on  replies 
■  ::i  members  of  the  Union  in  answer  to  series  of  ques- 
Idressed  t..  them,  and  they  therefore  summarize  the  actual 
experience  and  conditions  obtaining  on  the  numerous  tramways  and 
light  railway  systems  of  continental  Eu 

A  report  in  regard  to  the  carrying  of  baggage,  express  and  mail 
matter  and  the  tariffs   therefor    was    read   by    M.    G.    Marsal.       The 
•a  of  carrying  baggage,  and  mail  matter  on  city  tram- 

ways is  by  no  means  developed  in  the  different  countries  of  Europe 
to  the  extent  it  deserves,  judging  from  the  responses  which  were 
1  from  the  different  cities  where  the  tramway  companies  are 
members  of  the  Union  Internationale.  Among  the  reasons  for 
this  arc  that  agencies  of  the  express  companies  are  established  in 
all  the  cities  by  the  railroad  companies  and  the  business  is  admirably 
organized,  due  to  the  experience  of  many  years.  The  business 
riopoly  against  which  the  greater  part  of  the  city  railway 
companies,  even  those  having  long  franchises,  have  never  been  able 
to  make  much  progress.  The  established  agencies  also  have  very 
complete  accommodations  for  serving  the  public  in  the  way  of  spe- 
cial   vehicles,    such    as   omnibuses,    delivery    wagons,    etc,    to   serve 

uid  t>>  run  from  I -r  to  house,  that  the  tramway  companies 

fear  that    it    would   not   pay   to   install   equipments   of  this   kind   to 
compete    with    the    establish©  ins.     Originally    the    tramway 

companies  were  limited  I  1  rying  of  passengers,  but  in  many 

cities  where  they  connected  with  railway  stations  the  companies  have 
confined  themselves  to  carrying  mail  packages  when  accompanied 
by  the  passenger.  The  exclusive  carrying  of  passengers  is  an  easy 
and  profitable  business  for  tramway  companies  and  was  further 
1  in  the  case  of  animal  traction  where  the  cars  were  light 
and  of  limited  dimensions,  but  it  appears  that  passenger  service 
only  has  continued  to  furnish  the  business  notwithstanding  the  fact 
that  electric  traction  makes  i'  possible  to  establish  a  special  compart- 
ment in  the  cars  lor  carrying  baggage  and  express  matter.  The 
carrying  of  mail  matter  and  postal  packages  is  also  capable  of 
•  ■n,  but  ha-  not  been  very  largely  developed,  judging 
from  the  reports  which  were  recei 

I  he   report   then  quoted  tin-  answers   received   from   several   COm- 

and  111  coiicluoiuii  stated  that  the  answers  were  not  sul 

and  tli.  ufficiently  numerous  to  permit  of  reporting  in 

a  definite  manner  on  the  profits  and  the  benefits  which   should  result 

urying  baggage  and  expre      mattei   01   even  to  recommend 

department  ransporting    if  merchan- 

-•  ly  upon  local  circumstances  and 

the  activity  of  the  commercial  movement  in  the  cities. 

cheme  of  uniform  accounting   I'm    electric   railways   was  re- 
'•n  by  M.  Leon  Janssea     A  uniform  method  of  accounting 
mial  in  the  comparison  of  different  roads  and  no  comp 
ible  if  the   1  I  he 

By  a-  foil".' 
principal  items  arc  'In-  receipts,  the  1  ind  the 

divided  under  four  . 
airing  fund  and  depreciation, 

tubdivii  ich  ot  which  >^  again   lubdi- 

ibdivi      is  of  op 

• 

induits, 
building  laneou        1  ml.  1   the  head  of 

1. 1  emolum  u    man 

in«.  IikIiiiiik  ii.nr  of  f 1 1 r hi 1 1 1 r •- ,    mi  cellaneou  , 

oy  and  em 
the  manager  are  given  the  1 


oi   profits  of  the  manager,  entertainment,  hotel  bills,  travelii 
inn-.-  au.l  miscellaneous. 

\  similar  subdivision  1..  thai  given  under  the  head  of  manage- 
ment is  applicable  to  all  other  items  nit.'  which  the  operating  cx- 
penses  have  been  divided,  for  example,  under  the  head  of  transpor- 
tation expenses  would  be  included  the  -alary  and  emoluments  of 
the  suprintendent  of  transportation  and  his  staff,  and  under  the 
head  of  central  station  expenses  would  come  the  salary  and  emolu- 
ments of  the  chief  engineer  and  his  staff,  the  subdivisions  being 
practically  the  same  as  given  under  the  heading  of  management. 

The  subject  of  brakes  was  reported  upon  by  M.  Poetz.  There 
were  replies  from  20  companies  to  the  series  of  questions  sent  out  in 
regard  to  brakes,  and  owing  to  the  divergent  and  often  conflicting 
nature  of  the  replies  there  was  some  difficulty  in  drawing  any 
general  conclusions.  The  consensus  of  opinion,  however,  was  that 
electric  cars  should  always  be  equipped  with  at  least  two  kinds  of 
brakes,  and  almost  invariably  the  ordinary  hand  brake  forms  one 
of  these.  The  other  two  brakes  mentioned  principally  are  elec- 
tric brakes  and  compressed  air  brakes.  The  report  states  that 
where  the  electric  brakes  are  employed  they  should  he  supplemented 
by  hand  brakes,  as  it  is  impossible  to  bring  a  car  absolutely  to  rest 
on  an  incline  with  the  electric  brake,  and  all  the  axles  of  the  car 
should  he  tilted  with  electric  brakes  where  quick  stopping  is  a  con- 
dition of  safe  operation.  The  electric  brake  is  entirely  suitable  for 
use  in  ordinary  service,  does  not  fatigue  the  motorman  like  the 
hand  brake,  and  is  exceptonally  powerful.  Compressed  air  brakes 
are  regarded  as  equal  to  electric  brakes  and  have  several  advantages 
on  trains  of  cars.  Their  cost  of  installation  and  maintenance  is  said 
I..  1"  more  than  that  of  electric  brakes,  and  they  take  up  more  room 
under  the  car. 

The  second  International  Tramways  &  Light  Railways  exkibition 
which  was  held  in  conjunction  with  the  Union  Internationale 
opened  auspiciously  on  July  30th.  It  is  two  years  since  a  similar 
exhibition  was  held  in  London,  and  the  growth  of  the  electric 
tramway  industry  is  shown  from  the  fact  that  there  are  now  more 
than  twice  as  many  exhibits  as  on  the  previous  occasion.  Among 
the  prominent  exhibitors  may  be  mentioned  Messrs.  Dick,  Kerr  & 
Co.,  wh.  1  showed  among  other  things,  a  very  handsome  car  built 
for  the  London  County  Council.  The  English  Electric  Manufac- 
turing Co.  and  the  Electric  Railway  &  Tramway  Carriage  Works, 
at  Preston,  made  a  joint  exhibit  with  Messrs.  Dick,  Kerr  &  Co.  The 
I'.iiiish  W'estinghouse  Electric  &  Manufacturing  Co.  made  an  exten- 
sive exhibit  which  included  a  completely  equipped  working  trolley 
line  with  a  car  fitted  with  Newell  magnetic  brakes.  The  British 
Thompson-Houston  Co.  showed  the  latest  type  of  apparatus  tin- 
operating  light  railways,  tube  railway-  and  tramways,  and  the 
Thompson-Houston  master  control  system  was  exhibited  in  opera- 
tion. Messrs.  A-kham  Bros.  &  Wilson  exhibited  a  large  variety  of 
track  material,  including  rails,  joints,  crossings,  bonds,  etc.  Messrs. 
Doulton  &  Co.  showed  samples  of  Doulton  multiple  conduits  and 
i'  Robert   \\ .  Blackwell  81  Co.  had  .1  large  exhibit  in  which 

tin     f'ei  Mi. mi  truck  was  a  prominent    feature.       I  he  Geneial    blccinc 

Co.  had  an  interesting  exhibit  and  the  Brush  Electrical  Engineering 

Co.  also  made  an  extensive  exhibit  of  its  tramway  inanuf.u  I  in  . 


ACCIDENTS. 


\  brad  end  collision  between  .1  passenget  and  .1  freight  car  oc- 
curred on  the  Hudson  Valley  Ry.  neat  Caldwell,  N.  Y.,  July  9th,  in 

which  1-  p.  1  . mi     wen    injured,  leath  resulting. 

\  head-on  collision  between  two  loaded  cat    occurred  June  28th 
on  the  Hudson  Division  of  the  Marlboro  (Ma      I     treel  Ry.,  about 

1  w 1.     1 1  "in  Marlboro      1  he  cat    met  on  a  curvi  al  the  fool  of  a 

ep  gradi         1 otorman  of  one  cat  wai  killed  and  35  passengers 

red. 

1.  hi  .  'i  the  nth  01 1  ut  red  the  night 

Inly  .(lb  on  the  Mountain  1  aki    Electrii    R    u  .  ..1  Glo 

N.  Y.,  which  1    a  road  oi    0 r  i  miles  extending  from  Glove: 

nil 1I1  i"    in  nliy  tain,      I  hi  re  had  bei  a 

rowd  nu  Hi.    1 int. on  dm  ing  Hi.    da) .  and  aftet   9 

o'clocl    in  tin    .  '. .  nni).  ,di   ih.    1 .11     re ng   v  ei e  hi  a  1  ily   lad.  n, 

l»'."  'i  from  'i 1.  rval    of  fi i At 

9  .to  .11  "i..  11  ....  1.  Fi  ihi   and    ■  a    folio wi  d  in  1  few  1 1 

1  closed  cat        t"l tot  man  ol    thi    lattei    losl   1  rol   ol    it, 

hi   Hi.  n  1  ■  hii  h 


432 


STREET    RAILWAY    REVIEW. 


(Vol.  XII,  No.  7. 


1    111   the    p 

struck  ili<   open  eat  thead  of  il  and  the  tu.>  continued  down  the 

igcthi  r  .in.l  ..11  curve  near  the  bottom  hot! 

turn..!  re  thrown 

badly  thai  the) 
taken  1..  hospitals,  .m. 1   n  othen  ily  hurt     On  : 

:  .rin.in   ..1    llu  making 

iths. 
Mountain  Laki   1  Iw'aj  t '...  b  ting  its  line 

in  August,  1001,  and  this  1-  the  tirst  accident  thai  lia^  occuri 

..11  the    I  eledo, 
Findlay  Electric   B  ed  al  6  p.  no.  on  July  41I1.  resulting  in 

serious  injui  return- 

ing ir.'in  San  Reeves'  Park,  neai    I  taking  siding 

utgoing  cai  car  had  stopped  on  the  siding 

when  the  second  crashed   into  it,  the  air  brakes  having   failed  to 
work. 

An  accident  which  resulted  fatal  and  in  injuries  t.> 

jii  others,  occurred  <>n  the  Chautauqua  line  four  miles  from  Boulder, 

gl   11  p.  in.  July  4th.     The  cars,  which  were  heavily  loaded, 

irted  down  a  declivity  when  the  chain  brakes  used  on  the 

became  ineffective.     The  train  rushed  down  hill  at  a  high 

rate  of  speed,  overturning  al  a  bend  in  the  track,  and  both  motor 

car  and  trailers  were  w  r<  eki  d.     <  >f  the  200  passengers  aboard  all  but 

21  escaped  uninjured. 

persons  were  fatally  injured  and  several  Others  seriously 
injured  in  a  head. .11  collision  on  the  Mahoning  Valkj  I  v.  near 
Edenburg,  ( )..  al  4:30  p.  m..  July  4th.  The  New  Castle  special  lcav- 
ing  Youngstown  at  4  o'clock  crashed  into  one  of  the  regular  cars 
it  an  equal  rate  of  speed,  with  the  result  that  both  cars  were 
wrecked  and    11    OUl   Of  200  pa--cilgcrs  received   injuries,  two  of  them 

dying  after  being  removed  to  the  hospital 

\  storm  at  Birmingham,  Ala.,  July  41I1.  damaged  tin   property  of 

mingham   Railway,  Light   8    Power  Co.  to  the  amount  of 

$jo,ooo.    The  principal  damage  was  to  the  wires  and  cables,  over 

40,000  ft.  of  win  1  eck. 

\  heavy  wm.l-l.inn  which  swept  Central    Indiana  June  25th 

.  of  Indiana  to  suspend  operations  between 

Anders. .11  and  Indianapolis  for  several  h..nr<.  In  several  places 
wires  and  poles  were  blown  down,  and  trees  blown  across  the  track. 
Storm  and  Rood  al  Wheeling,  W.  Va.,  July  Oth,  occasioned  much 
inconvenience  to  the  street  railway  companies  operating  in  Wheeling 
and  vicinity.  A  car  on  the  Moundsville  line  of  the  Wheeling  Trac- 
tion Co.  was  struck  l>y  lightning  and  caught  fire,  but  the  pas- 
though  badly  frightened,  escaped  without  injury. 

A  head. .11  collision  between  an  express  and  a  passenger  car  on 

the  lines  of  the  Hudson  Valley  Ry..  near  Caldwell.  N.  V..  on  the 

11  of  July  oth.  resulted  in  injuries  to   16  passengers,  one  of 

whom    died    on   t  cd    from    tlic    wreck.      The    cars    met 

between  two  switches  at  a  point  where  both  were  going  down  grade. 

he  morning  of  July  Kith  on  double  truck  cars 

used  on  the  Went vv.irth  Ave.  line  of  the  Chicago  City  Ry.  crashed 

imaller  31SI  St  ction  of  thesi   two  streets.    Both 

.-   wen    crowded  and  a   number  of  persons  injured,  though 

itally.     Owing  to  the  recenl   ram  the  tracks  were  slippery  and 

the  driver  of  the  Wcntworth    \v..  car  did  not   see  the  31st   St.  car 

until    he    was   nearly    upon    it.       The    motormen   of   the   cars   applied 

the  brakes,  but   were  t....  late  t"  prevent  a  collision.      The  larger  car 

remained  on  the  track-,   while  the   smaller  ..lie   was   thrown  over 

upon  its  side  on  the  sidewalk, 


FINANCIAL. 


du  Lai    (M         street  Railway  &  Light  Co.  has  received 
will   furnish  power   for  the  operation  of 
1  >-k«.s|i  interurban  line. 


The  i  re,  has  completed 

arrangemen  000  motormen  and  con- 

he  family  of  a  man  thus   insured 
will    be   paid  $1,000  if  he  be   fatally  injured    while   in  the   service  of 

virtually 
employer  and  employe  that  in  su  urn   paid   -hall  he 

accept.  I  ment  of  any  claim  that  might  be  brought  against 

the  company.    Tin  United  Rail*  entire 

cost  of  insurance,  making  no  reduction  in  the  was,  men. 


PHILADELPH1  \  CO.,  PI  I  rSBURG 
Philadelphia  Company  and 

I    month   ending   May  31-t  : 


■■in  op.  rat "mi-:;. 

ting  expenses  and  taxes 6'3?! 

Net  earnings  from  opi  500,08061 

income.                     78  pas  01 

total  earnings  and  other  incomi  :.-.-...*.  _■_■ 

■1..11-  from  income  7,,('4'  33 

Total    income 51 1 .» rf . j  Si 

1     charges .123.163  64 

Surplus    188,50125 

1  in. n  ..f  -ami   10  credit  "i  own- 
ers  of   capital    -lock   ..f   affiliated 
porations    other    than    the    Philadelphia 

O  impany    1 54  20 

Balance     representing     l'hiladelphia     Com- 
pany's interest  in  the  total  net  income...  188.346  99 


19OI. 

J-»S-..>84  08 
(O  72 

9S3  36 

17.409  06 

174..V--    I-' 

17  82 

4.W.074  60 

264.007  st 

"7  09 


119.360  ig 


BROOKLYN  RAPID  TRANSIT  CO. 

The  Brooklyn  Rapid  Transit   system,  including  all  companies,  has 

the  following  comparative   statement   for  the  month  of  May, 
1902: 

Gross    receipts $1,150,344  S4 

Expenses,  including 

Net    receipts 42(1.10240 

The  comparativi  the   11   months  ending   May  31st 

Cross    receipts $11,624*417  09  $10,920,174  38  $7042242  71 

Expenses,  includinj  8,220,062  55      7,237,894  12    982,168  21 

Net    receipts 3.404.354  7''       3/^2.280  26  *277.S»5  5° 


1. 101. 
5/6  47 
715. i"t   3-' 
360.415   15 


Increase. 

$80,768  37 

14.991   12 

65.777  25 


♦Decrea-e. 


MON  I  REAL  SI  KI'K  I    RAILWAY  CO. 

The  Montreal  Street  Railway  Co.  has  issued  the  folowing  com- 
parative statement  of  earnings  and  expenses  for  the  month  of  May, 
1902: 

1901.  Increase. 

nger    earnings $173.90158     $l6o,6lI  82  $13,28976 

Miscellaneous    earnings 4-5°6  57              ''7'  63  3.834  94 

Total    earnings 17&V108  15       101.28345  17.124  7" 

Operating    expense- 86,780  45        90.765  89  *3,o8s  44 

Net    earnings 91.62770         70.51750  21. no  14 

Fixed    chargi       18,67242        11.05274  7.03968 

Surplus     72.955  28         58.88482  14  ■ 

Operating   rati.. 49-90  56.51 


♦Deer. 


UIARLESTON  CONSOLIDATED  CO. 

The  Charleston  (S.  C)  Consolidated  Railway,  Gas  ft  Electric  Co. 

has  i-siied  a  comparative  of  six  months'  operations  ending  May  31st: 

1002.  1901. 

Gross    receipts 1399.572  38  $245,745  02 

Operating    expenses 208,324  54  150.4224  7" 

income 191.247  84  86,320  32 

Fixed    charge- 75.82561  76.71382 

Net    income 115.42223  9,60650 

Deductions   sinking   fund  and  new    installa- 

5,70  4.076 '08 

Net    balances,    profit 109.71702  4.62952 

iting     ratio 52.I  64.9 

For  the  six  monthe  ending  Maj  3ISI  the  company  carried  4,479.555 
nisi   2.140,401    for  the  corresponding  period  of  the 
-  against  665.499  for  the 
six  months  ending  May  31,  1901. 


July  20,  1902.] 


STREET    RAILWAY    REVIEW. 


433 


METROPOLITAN  STREET  RV.,  NEW  YORK. 

Kuhn,  Loeb  &  Co.,  of  New  York,  recently  received  subscriptions 
00,000  of  Metropolitan  Street  Railway  Co's.  4  per 
cent  refunding  100-year  gold  mortgage  bonds,  which  is  a  part  of  the 
recently  authorized  issue  of  $05,000,000.  The  balance  of  $54,000,000 
if  reserved  to  retire  outstanding  bonds  of  other  issue*  of  the  Metro- 
politan company  and  on  its  subsidiary  companies.  The  issue  which 
is  limited  to  $05,000.0x1  is  secured  by  a  refunding  mortgage  which 
is  the  only  obligation  of  the  Metropolitan  company  covering  all  its 
lines  and  leases  and  i>  therefore  the  only  lien  embracing  the  entire 
system  as  it  is  DOW  constituted.  The  outstanding  capital  stock  of 
the  company  is  $52,000,000,  and  it  has  paid  regular  dividends  of  7 
per  cent  on  its  outstanding  share  capita  '  inuary,   1899.     The 

this  company   show  a  steady  increase  during  the 
nd  dividends  at  the  'nine  rate  have  been  guaran- 
teed by  the  Interurban  Street  Railway  Co.  to  which  the  Metropoli- 
tan system  was  recently  leased. 


CHICAGO  UNION  TRACTION  CO. 

of  the  report  of  the  Chicago  Union  Traction  Co's. 
operations  for  the  fiscal  year  ending  June  30th  shows  an  increase  in 
gross  receipts  but  less  satisfactory  net  results  owing  to  three  rea- 
c.  the  company  has  paid  out  about  $400,000  in  taxes  this 
year  and  met  back  taxes  for  the  previous  year;  operating  expenses 
have  been  increased,  and  the  wage  scale  has  been  radjusted  in  such 
a  manner  as  to  involve  an  additional  annual  outlay  of  about  $125,000. 
ip.my's  surplus  amounted  to  $8,575  and  one  quar- 
terly dividend  of  $150,000  was  paid  on  preferred  stock.  During  the 
current  fiscal  year  no  dividends  have  been  paid.  The  following  is  a 
synopsis  of  the  company's  report  for  the  fiscal  year: 

1902.  1901. 

$7,801,098    $7,269,816 

Mail,   etc 16,158  15,101 

4,5 16  4,222 

Total  operating  income 7,821,772       7,289,139 

Operation   based   "ii   an   operating    ratio   of   .54 

for    both    years 4.223.700       3.942,194 

$3,598,072     $3,346,945 

Other    income 869,671        869,671 

$4,467,743    $4,216,616 

•Chart.-  4.415,0X0       4,208,040 

Balance    52,663         1 < 

nd     150.000 

Surp!  '■!. -'.to  8.576 

iming  taxes   tor   1902  ..1  $750,000  instead  of  $320,296,  ..-   in 


NOR!  HWES1  ERN  I  l.l-.Y  VI  ED  K.  R 

■  I  Railroad  Co.,  1  hii  ago,  report 

'Mi   al   $575,- 
tr.     I  he 
oo,  .Hi'!  it  1-  ihown  tl 
■  arried  for  Jui  •  1   June,   1901,  ii 

13.4   p'  ■  ';.'  rah. .11    for    thl     I  intl       of   the 

year  ai  tin-  following  1. 

luding  loop  rem  and  taxi  320,000 



■ 



407,500 

280,000 




CHICAGO  A  MILWAUK1  I    I  LEI  1  RIC  RY. 

A  gain  ol  ,,1   the 

ponding 


period   last   year.      The  operations  for  the   six  months   ending  June 
"  2.  were  as  follows: 

Month —                                                               Gro  Op.  1  cp.       Xet. 

January     $10,953  $5,873         $5,o8o 

February    9.522  5,(146         3,875 

March     11,215  6.185         5,030 

April    13.057  5.898          7,158 

May     16,440  7,352           9,087 

June     I7.750  7-065         10,685 

Totals    $78,939.  $38,021       $40,918 

pared  with  the  previous  year  the  following  results  are  given: 

ni  :  ion  1,         Increase. 

earnings $78,939  $65,460        $13,479 

Operating    expenses 38,021  34-40-'           3.619 

arnings $40,918  $31,058        $9,860 


PENNSYLVANIA  TO  ENTER  NEW  YORK  CITY. 

The   franchise  which  the  Rapid  Transit  Commission  decided  on 

June    16th    should    be   granted    to    the    Pennsylvania    R.    R.    for    a 

track   entrance   via   tunnel    into   New   York   City   entails   an 

1 mati    in-  rease  in  the  railroad's  annual  fixed  charges  of  $1,961,- 

535.     The  franchise  compensation  is  estimated  in  the  following  table: 

To  city  for  tunnel  and  street  rights $75,535 

To  city  for  taxes  on  real  estate  (estimated) 486,000 


1-  ili-    city : $561,535 

Plus  interest  on  $40,000,000  im  estmenl  at  3)  2  per  cent 1,400,000 


Approximate  increase  in  company's  fixed  charges $1,961,535 

The  annual  payments  for  the  franchise  arc  summarized  as  follows: 

Next  fif- 
ten  years,     teen  years. 

For  nver  rights $200  •        '  .  $200 

For  tunnel   rights   in    Manhattan   borough,    bi 

44.341  feet  1  partly  estimated)  of  single  track.  22,170  44-34' 

lor    tunnel    rights    in    Queens    P.orough,    being 

8.100  I'M   (partly  estimated)  of  single  track..  4.050 

1  ->r  streel  rights  in  Thirty-first  and  Thirty-third 

•.!-..  north  and  south  of  terminal 14,000  28,000 

tation   al     1  hit  tj  third    St.   and 

Fourth   av 1.140  2,280 

■  I    iini'.    econd  51     36,000  36,000 


rotals   each  yeai    $75-535         $114,871 

It  1-  stated  thai  if  the  route  under  Thirty-first  St.  be  availed  of, 

mounts  will  be  increased  by  $16,652.50  for  th<    fit reai 

and  by  $33. 11  he  next  i     peat 


ih'  Northern  Ohio  Traction  Co.  reports  for  thi  month  ol  May 
eceipl  •'«'  ifi  operating  expense-.,  $33.1110;  net  earnings,  $26,836; 
urplus,  $10,169.      '•"  l!  oi  $12.24-'  over  the 

month  of  Maj ,  [901 ,  1     bown. 

*  the  Richmond  <  Va.  1    I  raction  ( !o.,  1  hi    \  it  ginia  E  Ii  - 
trical  Railwa;   8   Development  Co.  and  the  West  Hampton  Railway 
St  Power  <  o.  to  the  Met  frust  Co.,  a  N<  ndicate, 

imati  'i   .11    Richm 1    funi    23d.       I  he   pi  ici    n  ali  -  d 

ropet    1       in  hiding  bonds  and  -  iblig n         1   bj 

the  p  ■  - >ul  >  1 1 - 

1  he  l>  of  the  Laki  ited  R  tilroad  Co    Chi 

■    I'."-        1 ■  lutstanding  debi  n 

ture  I  al  the  Northern   ["ru  I  Co, 


FIRE  IN   CHICAGO. 


ige  barn  of  the  Chii 
Traction  Co.,  al   Lake  St.  and  Ridgeland    \ 

July  Kith.      I  he  Ii  I    led  too  1 tveepei    ind        now 

coal    handling    ma  hinery  thai    n  -  '•    in  the 

ing  a  total  of  $12  000       1  he  1  au  e  ol  the  fire  is 

not    known.         I  Ii.     building,  My    de- 


4.U 


STREET    RAILWAY    REVIEW. 


[Vol.  XII,  No.  7. 


FRANKLIN   WATER  TUBE  BOILER. 


impanying  illustrati  in  longitudinal 

elevation  the  water  tube  boiler  buill  bj  the  Franklin  Bi 

\    Y.,  mill  kn 

Imili   1  ■  lrmn~, 

having  il   which  an 

the  water-legs   being   connected    with   each 
other  by  tubes  parallel  to  and  under  the  drums.      1 1 
arc  made  of  plates,  Ranged  t"  t'n  the  drums  and  fastened  ti 

l>y   butt  strap  rn ■  .   maximum 

interii  n                  1 the  d   by   hollow 

When  set,  the  l»'ilcr  is  slightly  inclined,  the  water  filling  thi 
water-legs  and  about  half  the  drums.     The  ci  from  back 

■  through  the  tubes,  thence  up  through  the  fronl  wat 
thr. .null  the  ilrnin  from  from  to  back,  and  down  the  back  leg.     To 
insure  proper  direction   fur  the   furnao  Sre  brick  tiles  arc 

placed  "ii  the  bottom  r..»  ol  ding  from  the  front  of  the 

1» 'il.r  to  within  a  few  feel  of  the  back  water-leg,  and  on  1 


IKANKI.IN  WATER  TUBE  BOILEk. 

row    of  tubes   from  tlic  hack  of  the  boiler  to  within  a   few    1 
the  front  leg:  this  arrangement  causes  the  gases  to  pass  three  times 
under  the  boiler  b  hing  the  uptake.     Rows  of  tiles  resl  on 

the  walls  of  the  setting  and  on  bars  riveted  to  the  drums,  and 
extend  from  the  front  of  the  boiler  to  the  wall  of  the  up-take 
chamber. 

The  outer  walls  of  the  water-legs  are  provided  with  hand  holes 
directly  oppo  For  the  purpose  of  cleaning  and  inspec- 

tion.     No  cleaning  is  dune    from  -.1   that    if  desired  any 

number  of  boilers  can  be  set  side  by  side 

•team  outlet  is  placed  at  the   front  end  of  the  drum   where 
it  i-  farthest  from  the  water,  and  just  below  it  arc  placed  a  separat- 
ing device  consisting  of  a  perforated  dry  pan  and   deflection  plate. 
d    water   discharges   into   a   mud   drum   of   thin    steel    placed 
the  water  line  in  the  drum,  this  arrangement  being  di 

npurities  which  are  precipitated  upon  entering  the  boiler. 
'      I    i    the  heating  of  the  feed   water  before  it  has 
nil    1. 1  coin,-  in  contact   with  the  shell  or  tub 

ppi  >i  ted  "ii  cross  beams  resl  i 

nd  to  the  foundation.    A  lug 

Her  set  in  a  roller  chair 

.mi. 

.id  i-   supported  on  tl  in   wall   which   is 

carried   1  On  this  wall  an  and  rollers 

on  which  re  1;  water-leg.     This  method  "i   supporting   the 

■  hange  in  the 
incln  d  for  expansion  and  contraction. 

The  u  imns  and  cross  beams  form  the  frame  work  of  the 

front.     Smal  he  upright  columns  and 

support   the   upper   half  of  the   front.     The   lower  half   con- 
it    steel   pla  ■"   which   arc  bolted  the   frames   for  the 
tire  and  a-h  doors. 


•in-  removal  of  all  or 
1'  of  tin-  lower  half  of  the  trout  without  disturbing  11 
1   the  upper  half,  and  al  for  tin-  installation  of 

ilioiu  othei  chat  - 

capacity,  circulating  opening  power 




NEW  COMPANY   BUYS  OREGON   TROLLEY 
LINES. 


The  Oregon  Water  Power  &  Railway  ( '"..  incorporated  last  year 
."ii  General  Electric  Co.,  and  which  about  a  month  ago 
tiled  amended  article-,  changing  it-  name,  has  acquired'  all  the 
right-  ami  holding-  ol   the    Portlani  Oregon  Co.,  which  has 

formally  dissolved  by  action  of  its  board  of  directors.  The 
-aim    nun   own   the  n,  ...  ion  thai   owned   the  old  one,  how- 

ever. James  II.  and  bird  S  Morri-.  the  former  being  president 
and  the  latter  treasurer  and  manager  of  the  Morris  &  Whitehead 
Banking  Association.  W  11.  llurlburt  is  president.  J.  Frank  Wat- 
son vice-president,  A.  15.  Croasman  treasurer,  and  W.  T.  Muir  sec- 
retary. 

The  new  company  is  capitalized  at  $.2,000,000,  and  its  articles  of 
incorporation  confer  power  to  issue  bonds  to  the  sum  of  $3,000,000. 
All  the  work  started  by  the  Oregon  General  Electric  Co.,  including 
the  trolley  railroad,  inures  to  the  new  company.  Plans  for  the 
construction  of  an  electric  power  station  on  the  Clackamas  River  and 
tile  building  of  a  trolley  road  to  that  property,  which  has  formerly 
been  prepared,  will  now  be  carried  out  by  the  new  company,  and 
Mr.  F.  S.  Morris  states  that  the  work  will  be  prosecuted  vigorously 
mpletion.  lie  says  the  company  contemplates  electric  devel- 
opments in  the  vicinity  of  Portland  that  will  call  for  the  expendi- 
ture of  about  $5,000,000. 

\  number  of  electric  roads  will  be  built  to  develope  this  territory 
and  work  will  at  once  commence  on  the  extension  into  Clackamas 
County.  Two  -hip  loads  of  steel  rails  an-  now  on  the  way  from 
Europe.  The  road  to  the  Cpper  Clackamas  will  not  have  a  grade 
exceeding  1.5  per  cent,  except  in  one  place,  where  there  will  be  a 
short  rise  of  2  per  cent,  and  the  sharpest  curve  will  not  exceed 
3  <leg. 


The  Seattle  Electric  Co.  will  erect  a  transformer  house  in  Fre- 
mont, Wash.,  at  a  cost  of  $5,000,  to  supply  power  to  the  Green  Lake 
Electric  Ry. 


Mr.  J.  T.  Vasse,  right-of-way  purchasing  agent  for  the  Central 
Texas  Traction  Co.,  is  procuring  deeds  for  a  right  of  way  between 
Waxahachie  and   1  nni       I  for  an  interurhan  line. 


The  survey  for  an  electric  railroad  running  between  Oxnard  and 
Huenenie.  Cab.   has  been  completed  and  grade  stake-  placed.      The 
company  promoting   tin-   i".id  has  consolidated   with   the  P.ak- 
road  and  work  has  already  been  commenced. 


Mr.    II.    II.    Melbnan.  chief  promoter  of  an  electric   railroad   from 
Dayton  to  Pendleton.  Ore.,  has  obtained  most  of  the  necessary  Iran 
chises  from  the  town-  and  counties  along  it-  route.      Every  effort 
is  being  made  to  secure  the  remaining  franchises,  after  which  the 
work  will  be  started  al  ""• 

»  •  » 

SPECIAL  TRAIN   FOR  THE  DETROIT  CON- 
VENTION. 


For  years  the  Wabash   Railroad   has   made  a   particular  point  of 
running  special  trains  to  the  1  n  city  on  the  occasion  of  the 

annual  meeting  of  the  American  Street  Railway  Association,  an 
attention  which  has  always  been  greatly  appreciated  by  the  street 
railway  men  and  manufacturers  attending  these  meetings.  The 
train  in-urc>  that  those  coming  from  considerable  distances 
will  have  a  pleasant  trip  in  congenial  company,  and  in  effect  extends 
the  convention  time  for  all  who  are  passengers.  This  year,  as 
heretofore,  the  Wabash  will  have  "Street  Railway  Convention  Spe- 
to  Detroit 


July  20,  1902.] 


STREET    RAILWAY    REVIEW. 


43: 


NEW   PUBLICATIONS. 


CASSI]  R'S  MAGAZINE  for  July  is  a  special  mining  number  of 
more  than  three  limes  the  usual  size  and  almost  constitutes  a  text- 
book on  mining  and  metallurgy.  It  contains  15  principal  articles 
on  various  mining  subjects  am  |oo  illustrations  collected  from 

all  parts  of  the  world.      This  number  deserves  the  careful  perusal 
of  all  interested  in  mining  and  metallurgical  subjects. 


THE  GARDNER,  .  MASS.  ,  WES  1  MINSTER  &  FITCI1BURG 
STREET  RAILWAY  CO.  has  issued  I  !  edition  of  a  pam- 

phlet and  guide  directing  the  readers'  attention  to  the  many  attrac- 
tive features  ,,f  the  region  travi  rsed  by  the  company's  lines.  Wachu- 
sett  Mountain,  the  lake  and  park,  and  the  v.inm..  resorts  in  the  vicin- 
ity are  shown  in  abundant  half-tone  illustrations.  Descriptions  of  the 
most  des.rable  routes,  time  tables  and  miscellaneous  information 
will  make  this  booklet  an  important  acquisition  to  all  who  project 
a  summer  outing  in  picturesque  New  England. 


PLATES  01  RUCTION  FOR  THE  DESIGN  OF  DY- 

NAMOS.  (4U1  edition)    edited  by   Prof.   E.   Arnold,  published  by 
Ferdinand  Enke.  Stuttgart.  Germany,  2  parts.      Price  of  each  part, 
including  portfolio.  ..,,   Marks  40  Pfennigs.      The  first  part  of  this 
k  con'ain-  41   continuous  current  machines  of  from 

[,000-kw.    output.       The    remain,,  are    devoted    to 

drawings  of  the  important  details.  The  second  part  contains  de- 
signs of  29  generators  of  from  20  to  1,500-kw.  output,  o  rotary  con- 
verter-, it  asynchronous  motors  and  8  transformers,  in  addition  to 
9  sheets  of  details.  The  designs  of  these  machines  have  been 
selected  from  a  large  number  which  are  constructed  by  the  most 
prominent  firms  of  European  manufacturers  and  the  publication 
therefore,  illustrates  the  standard  forms  of  European  electrical  ma- 
chines of  the  present  day.  The  drawings  are  all  furnished  with 
the  principal  dimensions  and  are  to  scale  while  the  winding  data 
and  other  calculations  are  given  ,   tables  for  easy  reference. 


I  HE  CINCINNATI,  HAMILTON  &  DAYTON  RY.  has  issued 
a  crisp  and  clever  novelette  called  "On  the  Way  to  Michigan" 
which  will  be  conceded  to  be  a  singularly  catchy  advertisement  All 
who  see  the  striking  little  book  gay  with  pictures  in  black  and  red 
will  wish  to  read  it.  and  will  find  the  story  inimitably  droll  and 
entertaining.  It  ,s  all  about  one  white  and  brindlc  Cupid,  a  canine 
match-maker,  and  the  victims  of  his  hymeneal  plots.      Cupid  careers 

ough  the   -lory   iron,   Cincinnati   to   Mackinac  and  Lcs  Cheneaux 

w.th  a  romantic  young  bachelor  „,  purs,,,,.  There  js  a  Sllmm,.r 
girl,  of  course,  at  the  journej  gula,  Diana  in  a  swagger 
polo  cart,"  and  the  complications  in  which  l),a„a  and  the  bachelor 
become  involved  through  the  Machiavelian  arts  of  Cupid  afford  the 
fun  ally,  the  luxury  of  traveling  via  the  "C,  II.  &  D  "  is 
suggested  in  such  a  manner  that  the  ,s  inclined  to  board 
the  next  tram  over  that  pleasant  route  and  aimer's  rec- 
reation among  the  p.. ,'  Michigan,      Pul  in  Bay,   Mt.  Clemens 

Cheboygan,  Alpena  and  Point  Aux  BarqutJ  .„,  among  the  desira- 
ble resorts  accessible  by  the  C.  II.  &  I).  »,  .,,„,  ,h,.,1(-,.,  ,„ 

ast  ription  of  such 

pendix  to  the  litl 

•-»♦ 

ADVERTISING  LITERATURE. 

lilE  WILLARD  STORAGE  BA1  D  „,   ,, 

cribing  and  illu 

;.  different  typi 
tenrv  showing  size,  numb 

1  i'nr-  ;"  "ly  tabulated,  and  ,„  addition 

?  ',""  ''  ,,  , ,„ 

,lnK  iw  maintaining  thi  K  ban.  rii 


Mil 
ut.ng  a   new  catalog  describing  and   illustrating   itl   prod,,,,,   in   ,1k. 

nl  .  rail  braci     and 
"'  a"  I    used  in  these  fittings  it 

iron,  and  the 
h,  and  are  guaranteed  agaii  ,      The 

•""'  w  th,  liquid  pi r  and  tur- 

"Ch  afe  DUl    any 


previous  preparation.  Among  other  claims  for  these  materials  it 
may  be  mentioned  that  their  use  reduces  the  time  required  in 
painting  cars  from  10  to  15  days  over  the  old  methods,  and  it  also 
lessens  the  cost  of  painting  the  car  by  $15  or  $20.  Any  ordinary 
old  paint  can  be  covered  without  burning  off  the  old  paint. 


nil-  AMERICAN  STEEL  &  WIRE  CO.  I..,-  published  a  pam- 
phlet under  the  title  of  "Electrical  Tables"  which  contains  a  number 
of  useful  tables  of  dimensions  and  weights  of  pure  copper  wire  with 
comparative  sizes  of  different  gages  in  decimal-  of  an  inch,  tables  of 
resistances,  etc..  all  of  which  are  very  useful  for  reference  purposes. 
The  pamphlet  includes  a  list  of  products  manufactured  by  ibis  com- 
pany which  are  sufficiently  numerous  to  cover  25  pages  of  type. 


"SOFT  WATER"  is  the  title  of  the  railroad  edition  of  the  new 
catalog  issued  by  the  Kennicott  Water  Softener  Co.,  of  Chicago. 
The  Kennicott  process  is  well  adapted  to  railroad  service  for  the 
reason  that  it  is  automatic  and  continuous,  and  the  softened  water 
does  not  have  to  be  rcpumped  at  the  storage  tank.  The  catalog 
shows  several  illustrations  of  railroad  water  softening  plants  which 
have  been  installed  by  tin-  company,  and  also  shows  detailed  draw- 
ings of  its  apparatus. 


INSTALLATIONS  OF  THE  GREGORY  ELECTRIC  CO.  is 
the  title  of  a  large,  handsomely  printed  catalog  issued  by  the 
Gregory  Electric  Co.,  of  Chicago.  While  the  catalog  contains  no 
riptive  matter  there  is  a  very  complete  story  in  the  large  num- 
ber of  installations  catalogued,  the  names  of  which  alone  cover  70 
panes,  and  which  are  distributed  throughout  almost  every  part  of 
the  United  States.  Interspersed  through  this  large  list  of  the 
company's  installations  are  views  of  its  factory,  store  rooms,  repair 
department,  supply  department,  etc.,  which  describe  the  extent  of 
the  company's  works. 


TIM'.  RAILWAY  APPLIANCE  CO.,  of  Chicago,  dealer  in  rail- 
way specialties,  has  published  a  new  catalog  devoted  to  the  various 
products  handled  by  the  company.  These  include  the  Gilman- 
Brown  emergency  knuckle,  the  Jennings  car  and  engine  replacer, 
the  auxiliary  coupling  for  use  on  curves  too  short  for  operation 
of  the  M.  C.  B.  couplers,  "Economic"  metallic  packing,  the  Ajax 
cotton  belting  diaphragm  for  vestibule  cars  and  the  "R.  A."  all  metal 
bumping  post,  besides  car  movers,  special  wearing  knuckles,  etc. 
These  devices  are  all  show»  in  half  tone  illustrations,  and  are' very 
fully  described.  The  company  will  be  pleased  to  mail  its  catalog 
No.  3  upon  request. 


I  111'.  UNITED  TELPHERAGE  CO.,  of  New  York  City,  has  is- 
aed   its  circulars   Nos.  22,  23  and   ..4,   describing  several   kinds  of 

telphei   1 which  it  has  installed.     One  of  these  methods  is  ex- 

i'1,  !  tdapted  1,,  H„-  handling  of  trunks  and  baggage  at  railway 
tations,  and  th,-  illustrations  show  .,,,  electrically  propelled  telpher 
"l""1  '■'■h"h  ''"  baggage  can  be  directly  unloaded  from  the  car 
anil    by    means   of   which    it    can    be   delivered    to   any   desired    point 

»" '   furthei  manual  labor.     Another  form  ol  telp I,  cribed 

■•'•   *<  rial   1  ro     country  line   f,,r  carrying  buckets   suitab.1,    foi 
ll'""11"1"    1  arioui    materials  across  countrj    roads,  over  rivi  rs  and 

fructioni        Vnothei    irratK nl    i,     1 n   fo,    handling 

■""I  I bjei  1  o,  th  ,      i    to    how 

plication  ol  telpbi  ragi  indu  trie  , 


1111    I  I  I  1   PMC  STORAGE    BA1  rERY  CO.  has  jus I 

\  Boot  ol  ,  urvea  Illustrating  the  Operal 1  'Chloride'   Vccumu 

Railway  and   Lighting  Service,"  which   i    ol   inte 

•Il"1  l»wei   planl  men       1  h,  r, in  ,    jc  pi  il         hi,  h 

"  it,    'i ial  o| ,  1,, 1 1    1  i,i 1,.- 

""  ■  '"  'heir  tj 1  applical lectrii    railw  i: 

"'''  lighting  and  powei     tation  .  isolated  lighting  plan,  ,,  et,        1  hi 
company    tatei  thai  il  believi     the  data  will  hi  i„ 

"'""* '    Problei hi      conoi 1    | tion    and 

distribution  ol  elei  trii    po  vi  1      th,    1  ui   ,      ho  n     en     elc< 

bdn«  "i"'-  entativ.  ,|  th,   o| a  ol    'I  hloridi  "   

"'"''  '    n     1 1    ,.,, an<i  i,,„.    ub 

'•" '"'   f««ulatii  1    work;   in  central  li, 

''"  [wak  w'"k'  '"'"  "" >lj thi    deman 

""'  '"""-  "'  "Bhl  load l.ted  lighting  and  po 


♦36 


STREET    RAILWAY    REVIEW. 


(Vol.  XII,  No.  7. 


ng  the 
levator 


PR(  1  title  o<  the  new 

which   thi 

Englund    > 

:  which  arc  devoted  t"  illustratii 

their  applications,  and  tlic 
[01  putting  them  in  plai  Points 

About  Bonding"    has    been    included    an    inti 

on  bonds  and  1 1  testing,  illustrating  the  present  practice 

in   installing   and  n   data   which   will   be 

found   useful  to   street   railway   managers  and   engineei 

tture  of  the 
ising  "Protected"  bonds,  ar- 
ranged b]   states  of  thi  >  countries.     This 
ind  countries.      The  catalog  is  copyrighted 
.    II.  Englund 


"SMITH-\  Mil     PI  MPING    MACHINERY"    i-    the    title   of 
e  42  which  1-  issued  by  the  Stillwi  'le  Co., 

■  ,,„,  1 1.     1  ontains  136  matter 

and  illustrations  -bowing  the  large  varii  n  pumps  made  by 

company.      X"    1  tred    in    equipping    the 

hydraulic  plants  of  this  company  with  the  most  approved  machinery, 
ami  it-  products  in  the  line  of  pumping  machinery  incorporate  every 
improvement  that  experience  has  indicated  to  he  valuable  and  desir- 
ignizing  the  demand  lor  economy  of  -team  consun 
mmends  it-  compound  condensing  engines 
operated    condensing    if    possible,    as    well    as    its    triple    expansion 
engines   where   sufficiently   high   initial   steam   pressure   can   he  had. 
nipany  makes  a  compli  air  compressors,  condensing 

apparatus  including  jet  and  surface  condensers,  vacuum  pumps, 
pumping  machinery  for  municipal  water  supplies,  as  well  as  small 
boiler  feed  pumps, 


',  I  KAI.  ELECTRIC  CO.  has  recently  issued  the  fol- 
lowing  advertising   literature:      Bulletin    No.   4285,   on   Automatic 
Circuit  Breakers,   fype  M.  for  500-volt  direct  current  work.     Bulle- 
t    and   Moderate   Speed  Belt   Driven  Generators. 
Bulletin  No.  4286,  Adjustable  Shunt   Field  Coil  for  Thompson  Re- 
cording Wattmeters.     Catalog  No.  9103,  on  Transformers' for  High 
-econd  edition).      Catalog  and  price  list  No.  7555,  on 
Parts  of  Carbon  Feed  Enclosed  Arc  Lamps,  Form  2.  With  220- Volt 
Direct  Current  Multiple  Circuits.      Catalog  and  price  list  No.   755''. 
superseding  No.  7516,  on  Bans  of  Form  2  Carbon  Feed  Enclosed  Arc- 
tor    Alternating    Current    Multiple    Circuits.       Catalog    and 
price  |j  Repair  Parts  of  G.  K.  54-A  Railway  Motor. 

Catalog  and  price  lt-t  No.  7558,  on  Repair  1'arts  of  G.  E.  67-A  Rail- 
Flyer  No.  2099,  on  Blue  Printing  with  Enclosed  Arc 
Flyer  No  Fuse  Wire,     liver  No.  2102,  on  G.  E. 

Porcelain   Knobs   and   Cleats.      Flyer    No.   2io.t.    Parts   for   Electric 
Brakes,  and  Price  Lin  No.  5099,  on  Fan  Motors. 


iNSOLIDATED  CAR  FENDER  CO.  is  mailing  its 
friend-  and  customer-  n-  new  No.  .-  catalog  describing  the  com- 
pany's various  styles  of  fenders  for  wheels,  cars,  etc.  The  original 
Model  A  car  fender  of  this  company  was  first  placed  in  service  on 

the  com- 
pany has  been  supplying  fender-  it  has  kept  in  constant  touch  with 
railway    managers    whi  and    suggestion-    have 

time.      Different  types  of  fenders,  made 
ind  to  low  cars,  to  suburban 
ami  interurban  cat  able  to  any  type  of  car 

making  a  wheel  guard  to  be 
used    II  th   the    front    fenders.       The    wheel    guard   is 

lines  as  the  fenders,  but  is  re- 
duced in  si,.  iplied  with  a  cushion.  This  is  attached 
to  the  truck  of  tls-  tly  in  front  of  the  wheels,  and  it  can  be 

11011  on  the  part  of  the 
motornian  by   which   the   front   fender  is   dropped.      This  company 

broom   and   the    Milieu    car 
step  lifter.       '  n  is  made  in  hall  f  any  length 

and  can  be  applied  haft  of  a  car  in  a  few 

minutes.      The  Millen  car   step  lifter  is  attached  to  the  under  side 


:  .111.1  has  connections  to  al  either  the 

motorman  or  conductor  may  turn  up  and  fasten  the  running  boards 
leaving  the  platform,     The  catalog  is  fully 
illustral  1  list. 


CHANGES  AT   PROVIDENCE. 


June  24th  the  Rhode  Island  Co.  assumed  control  of  the  United 

Providence,  which  includes  the  Union 

td   Co.,   the    Pawtuckel    Street    Railway  Co.,  and  the   Rhode 

Suburban  Railroad  Co.    '11  fraction  Co.  &  Electric 

neil  all  the  stock  of  its  subsidiary  companies,  and  they  have 

tsed  to  the  Rhode  Island  Co.  for  a  term  of  999  years.     There 

is  practically  no  change  in  the  personnel  of  the  board  of  directors  or 

the  officers,  so  there  will  be  but  little  change  in  the  conduct  of  the 

system.      Mr.    Marsden   J.    Berry,   who   was   vice-president   of   the 

[faction  Co.,  ha-  been  elected  president  of  the  Rhode  1-land 

Co.      The  other  officers  are  as  follow-:      Vice-presidents.  Samuel  P. 

Colt,    Providence;    Randall   Morgan,   Philadelphia;    Walton  Clark, 

Philadelphia;     secretary   and   treasurer,   Lewis   Lillie.    Philadelphia; 

assistant  treasurer,  Cyril  A.  Babcock,  Providence;  assistant  secretary 

and  comptroller.  Walter   R.   Elliott,   Providence;    general   managei, 

Albert    T.    Potter,     Providence;     superintendent    of    transportation, 

E.  Potter.      Under  the  terms  of  the  lease  the  Rhode  Island 

Co.  guai  S  per  cent  dividend  from  July  1st  on  the  stock 

of  the  Unit 


SOFT  COAL  ON   MANHATTAN   LINES. 


<  Iwing  to  the  scarcity  of  hard  coal  available  for  use  in  its  engines, 
the  Manhattan  Railway  Co.,  of  New  York,  resorted  recently  to  the 
11  coal,  discontinuing  temporarily  the  through  trains  from 
58th  St.  and  'ilj  \\c.  to  Rector  St  and  transferring  passengers  on 
this  route  by  shuttle  at  50th  St.  in  order  to  minimize  the  smoke 
nuisance  resulting  from  the  change  of  fuel.  The  change  to  soft 
coal,  as  was  inevitable,  has  called  forth  a  volley  of  protest  from 
various  quarters.  With  a  view  to  obviating  the  smoke  nuisance  in 
as  great  a  degree  as  possible  the  company  used  its  remaining  stock 
of  anthracite  coal  exclusively  on  the  6th  Ave.  line  from  159th  St. 
to  South  Ferry,  thus  relieving  the  6th  Ave.  shopping  district  of 
smoke,   and   every  effort   has   been   made   to  avoid   inconvenience  to 

tlie  public. 

■»  •  » 

The    Toronto    (Out.)     Railway    Co.    reports    traffic    returns    for 
Dominion    Day    for   this   year   at    -  hich   i-   an    increase  of 

$494  over  the  returns  for  Dominion  Day  a  year  ago. 


franchises  for  an  electric  railway  system  in  Havana.  Cuba,  beginning 
at  a  point  in  that  city  where  the  steamers  land,  passing  through  the 
center  of  Havana,  and  forming  a  loop  around  the  principal  resi- 
dence and  commercial  districts  with  a  lnu  ort  -ix  miles 
down  the  coast.  The  concessions  are  estimated  to  he  worth  fully 
$25,000,000.  Work  on  the  line  to  the  resort  referred  to  has  been 
and  it  is  announced  that  the  system  will  he  completed  with 
ibll  rapidity.  Associated  with  Messrs.  Park  and  Hamilton 
in  the  project  are  Devitt.  Tremble  &  Co..  of  Chicago;  G.  F.  Penhale 
&Ca,  and  II.  W.  Whipple,  of  New  York;  II.  W.  McDonald  &  Co., 
of  Chicago,  and  W.  J.  Hayes  &  Sons,  of  Cleveland. 


A  strange  and  very  painful  accident  occurred  on  the  Wheeling- 
Bellaire  line  of  the  Wheeling  I  W.  \'a. )  Traction  Co.,  July  5th.  A 
conductor.  Stepping  from  the  running  hoard  10  the  rear  platform  of 
his  car  as  it  rounded  a  curve  was  -truck  by  the  shaft  of  a  wagon 
Ig  too  near  the  tracks.  The  shaft  completely  pierced  his 
thigh,  lifting  him  from  hi-  feel.  I  lie  horse  at  this  moment  started 
to  run  aawy.  but  was  prevented  from  doing  so  by  the  wounded  man, 
who  seized  the  reins,  stopped  the  horse  ami  then  pu-hed  himself  off 
the  shaft.     The  conductor,  whose  name  1-  B.  W.   Pumpbrey,  will 

1,   but   the  incident   is  none  the  less   worthy  of  note   for  two 

reasons:    first  because  it  is  an  example  "t   the  heroism  often  shown 

by  men  in  street  railway  service,  and  second  because  it  invites  atten- 

the  public  disregard  of  ordinances,  which  have  been  passed 

by  most  cities,  to  the  effect  that  horses  shall  not  be  left  unhitched  in 

.  particularly  where  cars  are  passing. 


STREET    RAILWAY    REVIEW. 


437 


fe 


ars^yfc  ^7^  ~±(cm^Mm^cmmtwmic^^x<±m 


&mm&Tm&(m&&mgm 


<> 


THE  BOSTON"  ELEVATED  RAILWAY  CO.  has  executed  a 
large  contract  with  tlie  Green  Fuel  Economizer  Co.  for  installing 
several  economizers  at  the  Central  power  station. 

THE  J.  G.  BRILL  CO.  is  building  a  new  spring  shop  200x75  ,!- 
which  will  be  fitted  with  the  most  modern  machinery  and  with  oil 
furnaces.  The  Brill  company  makes  all  of  its  own  springs  both  coil 
and  elliptic. 

THE  DELANEY  OIL  &  LUBRICANT  CO.,  Milwaukee,  reports 
shipments    to   Cuba   and    Pol  f    Dclancy's    water    purifier. 

"Dilley's  Fat"   la  new  lubricant),  tire  extinguishers   (chemical  pow- 
der) and  steel  cable  lubricant. 

THE  HOLYOKE  S  1  Kill  R  \1L\V  AY  CO.,  of  Holyoke,  Mass., 
has  recently  increased  its  power  plant  by  the  addition  of  a  1600  h.  p. 
engine  direct  connected  to  a  G.  E.  1.200-kw.  generator  and  2~(X>  h.  p. 
Babcock  &  Wilcox  boilers. 

THE   KENNICOTT    WATER  .  F.R   CO.,   3544   Butler 

St..  Chicago,  has  one  of  its  v..  ning  machines  in  operation  on 

the  Union  Pacific  R.  R.  which  removes  335  lb.  of  lime  and  mag 
from  water  every  .lay — over  five  tons  per  month. 

THE  GARL  ELECTRIC  CO.,  of  Akron,  <>.  lias  furnished  a 
complete  telephone  equipment  to  the  Northern  Texas  Traction  Co. 
The  Carl  portable  telephones  with  the  jointed  poles  for  connecting 
to  the  wires  are  used  with  cars  and  stationary  telephones  are  placed 
at  terminals  as  well  as  bridge  telephones  in  the  ofl 

THE    AKRON    ELECTRICAL    MANUFACTURING   CO.,   of 
•   planning  capacity   by   erecting  a  new 

factory   in   the  early   fall.     This   company   is   steadily  increasing  its 
opened  a  Cleveland  office,  in  the  Elec- 
trical n  charge  of  Mr.  P.  J.  Boucher. 

>S  HARK!  a  well  known  manufactuers' 

agent  and  consulting  engineer,  who  has  been  in  business  in  Colum- 
•  a  number  of  year-,  lias  been  appointed  sc,lc  agent  for  central 
Ohio  i  ater   softening  and  purifying 

apparatus  manufactured  by  Wm.  I'..  Scaife  &  Sons  Co., 
Pa. 

THI  .GK  |:ai  ILK',  delphia, 

annom  mpedrado   St..    Havana, 

Cuba,    lias    '  lor    the    sale    of    the    "CI 

accumulator  in  Cuba.     All  inquiries  and  business  from  thi- 
should    Ik-    1  and    will    ;  111    him 

promp' 

Till  \IN    MAN  KING   CO.,   mal 

trical  outlet,   switch  and   jui  general 

1  ortlandt 
hould  be  addn 

for  the  con- 
Ming  :■  larg 

nned  to  have 
the  m:>'  will  here- 

after •  !•  ■    building  of  lai 

town  .'. 

which   hat 
'.'.  ■   tint 

J  lor   7J 

with  1  in   high  gi 

: 

hat  rr. 


house  generator  which  is  to  be  installed  in  a  sub-station  of  the 
Pacific  Light  >\  Powei  1  o.  1  In-  latter  company  has  recently  ac- 
quired the  San  Gabriel  Co,  and  tin  new  alternator  will  be  used  in 
connection  with  its  general  system  of  lighting  and  power  in  Los 
Angeles  and  the  vicinity. 

LUMEN  BEARING  1  0  ol  Buffalo,  X.  Y.,  reports  that 
the  increased  business  of  the  company  in  the  street  railway  field  is 
such  as  to  require  it  to  enlarge  its  plant  to  three  times  the  present 
capacity.  The  department  now  used  as  a  foundry  will  be  changed 
to  the  machine  shop  and  a  much  larger  room  for  the  foundry  pro- 
\ided.  This  company  makes  the  well  known  Lumen  bronze  bearing 
and  a  number  of  oilier  specialties. 

MIL  UNDKRFEED  STOKER  CO.  OF  AMERICA  has  lately 
closed  contracts  for  Jones  underfeed  stokers  with  the  following: 
Worcester  Consolidated  Street  Ry.,  Worcester,  Mass.;  Rochester 
Athenaeum  and  Mechanics  Institutes,  Rochester,  X.  Y.  :  Municipal 
Heal  rig  G  Syracuse,  X.  Y. ;  Howard  Street  Pumping  Station, 
Allegheny  City,  Pa.;  Pennsylvania  Railroad  (tug  "America"),  New 
York ;  Arnold  Trim  Works  (Eclipse  Mill),  North  Adams.  Mass., 
third  order. 
THE  MALTBY  LUMBER  CO.,  of  Bay  City,  Mich.,  which 
ntly  made  a  prominent  display  on  a  train  load  of  ties  shipped 
to  Des  Moines,  la.,  has  made  anothei  largi  shipment  ot  poles  to 
points  in  Arkansas.  The  shipment  was  handled  in  the  same  manner 
as  the  train  load  of  ties,  the  whole  number  of  cars  hung  kept  to- 
gether  during  the  run  and  prominent  signs  being  displayed  on  both 
sides  of  the  cars.  Through  the  court*  sj  of  the  railroad  companies 
the  train  made  only  daylight  run-  during  the  entire  trip. 

PORTER   &    BERG,  of   I  I  eport   an   unusually   excellent 

business  for  thi  eason,     rhej  maki  cialty  of  handling 

trie  railway  supplies  exclusively,  and  cany  a  vci <   complete  line 

of   specialties   which    tiny   are   enabled   to   offer   at    very   attractive 

prices.     They  represent  a  number  of  well  known  eastern  makers  of 

ectric  railway  specialties  whi    1  carrj    in  1  hicago,  tor 

her  with  a  general  line  of   ■     1  railwaj    -upplies.  and    from 

ock  the)    10   .11  .,11  times  able  to  make  quick  delivi 

rGHOUSE     imii  Kit'    &     MANUFACTUR- 
ING  1  ig    1      ili      report      thi     fi  1II1  iw  ing        Induction 

1  niers,  "low   "in    alent"  lightning  ai  1  esiers 

with  eh.  ke  ii 'ii  circuit  bi  Tom  Bq 

gold  inn:.-,  of  Pandora,  Col.     ["wo  500-kw.  railwaj   generators  lor 

il  .  u.  ill,    .s    \\  heeling    Pi  e  200-kw.   engine 

1-1   thi    Ri       1  [ai  ■:  ing  Co     I'm  lung; 

rill  be  1  11      11  sing 

LIBER  M  [1  Warn  1  ool      S 1  New 

0  furnish  a  1 : hi  ii   «ri  II  known 

Albany  grease,  also  a  grease  cup.   fi  a   highly 

complimentary  testim al  from   Mr.  Roy  .1.   Ri  itendent 

of  the  Mi  i  Hi  "I  received  a     ample 

i,     .,  i  1  n         1         rial  and 

d  then    is  less 

"ig'  than  used    here.      I    wish   you 

El     G -1  Salem,  1  i„  h ted 

ill   il-  various  p.,  ,,,|,| 

mg  recently  built.    This  budding  was  construct)         |  the 

pill  p  in  w      hull. Inn'     lo     he     , 

now   undi  r  way  am 

lati'  ■  d  will  bi   ; I-  I  I"he  1 

1    I  he 
iwth 
plant  until  11  111.  ,  ound. 

111    REC1  '•■  1    S  \i  1  5  .a  ■!,,    \\,  tinghoi       1 

7S  b    p.  in. In.  Hon   motoi     and    I 
p.   in. In.  tion   n 

I  h.     in. ,11  in.. 1.. 1     will  1 1   foi   drivln 

Lacl  


-I  KMT    RAILWAY    REVIEW. 


.mug   plant  and 
Thi  in  all,  151  Ij  i"  6,  W  1 

hou 
lia\ 
po« 
plan' 

I  111     RECONS  rk,  rc- 

.111.    the    In: 

h  has  jusl  completed  a 
je  order  fi 
Hi.  .  died  .11  Wol 

hampton,  Eng.     It   1-  also  filling  very  Ian 

iin.l  .-inn  in  London,  of  third  rail  in  is  well  as 

Unite*    E  die 

double  11-  pn 
and  i-  branching  out  into  I  insultaion,  including 

head  high  potential  ii  eed  wires. 

MORSE  1  HAIN  CO.  of    rrumansburg,  N.  Y..  has 
an  interesting  catalog  entitled  "Silent  Running  Higl  lains. 

for  the  Transmission  of  Power"  in  which  attention  1-  called 
many   purposes    for   which   tin-   chai  to 

Iced  advanl  laimed  for  the  Morse  chain-  where  ■ 

is  I:  pulleys,   where   short   distances 

between  the  shafts  are  necessary  "r  desirable,  where  the  stn 

ransmitted  arc  large,  when  required  that  the  speed  ratio 

.  where- moisture,  heal  <>r  dust  inter- 
fere with  proper  working  of  bell  or  where  there  is  grit  present 
which  would  quickly  cul  •  >n t  thi  I  ordinary  chains.    An  in- 

stallation i-  cited  where  the  Morse  chain  was  used  for  driving  - 
densing  pumps  and  a  maximum  pull  of   10.000  lb. 

which  of  intermittently  applied  on  the  joints.     Notwith- 

standing   the    -  litions,    this  ited  havi     run   con- 

tinuously  1  en  months  without  noi 

THE   LUDLOW    SUPPLY   CO.,   which   started   in   the  electric 
railway  supply  business  at  313  Electric  Building,  Cleveland,  <  I., 

asing  business  the  company 
has  I  ers  and  has  leased  K""ins 

301  and  ,?c.j  Electric   Building,  and  now  occupies  tl  the 

lilable  in  the  old  quarters.     This  tirni  now  represents  the 
folio  ifacturers:     The  Morris  Electric  Co.,  New  York,  <>n 

rail  I  fare  registers ;   the  Chisholm  &  Moore  Manufacturing 

on  rail  mint-,  braces,  chair-,  chain  hoists  and  cram 
nk   Ridlon  '  on  "Wilson"  trolley  catchers;    Garti 

Daniels  Co.,  Keokuk,  la.,  on  lightning  arresters;    l'utt   Manufactur- 
■     Pittsburg,  "ii  "Barrett"  jacks;    II.  Gore  &  Co.,  Boston,  on 
track  drill-;    Sp  St.  Mary-.  Pa.,  on  carbon  brush 

Lumen  Bearing  Co.,  Buffali  al  hearing-  and  trollej 

Kisil  1  trolley  wire  splicers;     The  Nichols- 

Lint:  leveland,    on    track    Sander;  trie 

on  headlight  - ;     -  ■         !  on 

trie  car   heater-;    R.    B.    Bliss    Manufacturing    Co.,    Pawtucket, 

R.  I ..  'in  "W Is"  car  gate-;   Garry  1 

pneumatic  compressors  and  jack-;    Automobile  &  Cycle  Parts  1 
land,  "ii  "Milwaukee"  trolley  poles.     The  territory  contiguous 
i-yeland  1-  intry   for  electric  railways, 

and  the  Ludlow   Supp  ll   want  in  thai  terri- 

PAWL1NG  &  HARI  Milwaukee.  Wis.,  state  that 

the   demai i  trie   crane-   and   I  tac- 

-e  that  pi-  '  orders  is  on  the  average 

Inch    fully  11'    work.-'    capacity. 

ol  inquiries,  particularly  from  the 

11 

g,  judging 
within  the  last  month.     Prominent  among  the  recent 
purch  -  arc  as  follows-     Pennsylvania  Rail- 

trolley.      Grand    Crossing 
Tack    Co.,    Chi.  .1  75-ton    ladle    crane    with    25-ton    auxiliary 

for 
Michigan   Laki    Supi  riot  -        Mat  ie    Mich.,  I 

m  crane-.     S.    M  .it  crane. 

["he 
Westinghouse  Mai  hit  >jtts- 

burg  Plati  lethlehem 

li    Bethlehem,  with    11 


iS-  F. 
Brown  I  N.  J.,  one  13  ton  crane   with  3! 

iliar)   hoist  ne  5- 

1 1      Ami  wood,  Pa., 

N    Y..  two 
with  5-ton  auxiliary  hoist ;    foui  Ball 

ii.-.  Pa.,  one  -'.-  ton  crane  with  5-ton  auxiliary  ho 

I  III-:  U   MEN  BEARING  I  I  I  'hat  its 

on   "Lumen"   bn  such   an 

■tit  that  the  company  ha-  prepared  plan-  fur  an  addition  to  its 

plant    which   will   incn  -    what   it   is  at 

company  h  property  which  will 

il   attention   will  be 
icd  tn  the  street   railway  trade  in  journals    for  truck-  and  axle 
bearings  for  motors,  in  which  specialties  the  Lumen  Hearing  Co. 
been  very  successful. 

BA  II  ERY  CO.,  of  Philadelphia, 
Pa.,  ha-  published  a  Bulletin  No.  7.?.  on  "The  Application  of  Storage 
Batteries  to  Lighting  and  1'i.u-  he  plant  described  is 

situ  Ian,  Mich.,  and  ii  u  of  the  battery  1-  sh 

rramatically.     Since  the  installation  of  the  battery  thi-  plant  has 
ii  able  to  do  twici  iunt  of  business  of  which  it  was  pre- 

\  iously  capable. 

1  UK  BAKER  ENGINE  &  MACHIN  No.  112  N.  Third 

Philadelphia,  i    now   installing  two  600-h.  p.  compound  engines 
in    Augusta  1 1  .a.  '  &  Aiken  Ry..  which  is  building  by  John  Blair 
\1f1c      111.-  company  has  also  -"1.1  two  engines  of  500  Ii.  p.  each 
to  M.   P.   McGrath,  of  Easton,   Pa.,  for  a  plant  at  West  Point,  Pa. 
|00-1  es  made  by  the  I'.aker  company  were  put  in  ope- 

ration last  month  at  the  power  house  of  the  Cumberland  &  Frost- 
burg  trolley  road,  recently  completed  by  the  Penn  State  Construc- 
tion ' 

NEW  YORK  SWITCH  AND  CROSSING  CO.,  of  Hobo- 
ken.  N.  J.,  has  recently  put  a  new  electric  derailing  switch  on  the 
market,  which  is  meeting  with  very  good  results.      It  is  simple,  con- 
witch  boxes,  and  connections,  and  so  far 
although  perfection  is  not  claimed  for  it.      Six 
been    -"Id   in   Long    Island;    the   Standard   Electric  Co., 
Danville,  Va.,  ha-  taken  four,  the  Cleveland  Construi  one, 

1    Valley  Railroad  has  order  i  he  switch  and 

company  i-  about  four  months  behind  on  orders,  the  chief 
difficulty  being  to  get  good  men. 

-  I  INTERN   CO.,  of  Cleveland,  O..  has  issued 
an   attractive   pamphlet    describing    the   track    Sanders   made   by   it. 
h  equipment  -ling  traps  with  gaskets  and  one 

iperating   valve.      Special   designs   are   furnished   with  the 
outlet  at  any  desire]  arranged  for  attaching  cither  rubber 

wire   hose  or   iron    pipe    SO  as   to  meet   all   conditions   required 
-  am  or  electric  1 
THE   SI    \  I  I  K   ENGINE  CO..  of  Warren.  Mass.,  is  now  build- 
in    800-h.    p.    cross-compound    engine    for    the    Wabash    River 
Co.,  Wabash,  Ind. 
THE   OHIO   STEAM    PUMP   CO.,  of  Canton,  O.,   which   has 
heretofore  been  using  a  part  of  the  old  Whitman  &  Barnes  plant, 
has    iu-t    purch;  anil    will    erect    a    new    factory    building 

whfch  will  enable  it  to  handle  it-  increasing  business  in  much  better 
shape. 

\\ LSI  [NGHOUSE  CHURCH,  Kl  RR  &  CO.  announce  the  re- 
moval of  their  Pittsburg  office  from  its  formei  location  on  the  tirst 
floor  of  ilic  Westinghouse  Building  t"  more  commodious  quarters 
mi  the  eighth  tloor  of  the  same  building.  This  change  is  the  direct 
outcome  of  largely  increased  business  in  this  district,  and  is  accom- 
panied I.  ation  of  two  new  departments,  those  of  engin- 
eering and  of  construction,  in  addition  to  the  original  sales  depart- 
ment. The  object  of  the  management  in  making  the  change  is  to  be 
able  to  accommodate  more  thoroughly  and  promptly  the  wishes 
and  1  10  give  immediate  atten- 
tion to  all  clas-  il  engineering  and  construction  work,  as 
applied  to  power  and  its  u-c-  in  transportation  and  industry.  They 
will  provide  in  all  cases  from  their  engineering  force  adequate  per- 
supervision  of  work  in  hand,  both  during  construction  and 
subsequent  thereto.  The  office  conducts,  as  formerly,  the  sales 
department  of  the  Westinghouse  Machine  Co.,  and  the  increased  fa- 
cilities afforded  by  their  new  quarter-,  in  addition  to  the  acquire- 
ment of  an  engineering  force,  will  enable  them  to  fulfill  the  most 
extensive  contra' 


STREET    RAILWAY    REVIEW. 


439 


PUBLISHED   ON    THE    20th    OF    EACH    MONTH. 

WINDSOR  &   KENFIELD  PUBLISHING  CO., 

45-47  PLYMOUTH  PLACE,  CHICAGO,  ILL. 


OIILI   ADDRESS:        WINFlBLD.' 


LONG    OlSTANCE  TELEPHONE.  HARRISON   754. 


'BRAXCH  OFFICES: 
No.  39  Cortlan.lt  St,  He*   York,   N.  Y. 
Electric  Building,  Cleveland,  O. 


SUBSCRIPTION,  -         -         -         THREE  DOLLARS. 

Foreign  Subscription,      Four  Dollars  American  Money. 


4  I <-*.*  all  Commmmu  attorns  and  Remittances  to  Windsor  d  Kenfitld  Pubttshtng  Co., 
Chicago,   III. 

CORRESPONDENCE. 

We  cordially  invite  correspondence  on  all  subjects  of  interest  to  those 
engaged  in  any  branch  of  street  railway  work,  and  will  gratefully  appreciate 
any  market!  copies  of  papers  or  news  items  our  street  railway  friends  may  send 
at,  pertaining  cither  to  companies  or  offii    I 


DOES  THE  MANAGER  WANT  ANYTHING? 

If  yon  contemplate  the  purchase  of  am  rappllea  or  material,  we  can  save 
Ton  much  time  and  trouble.  Drop  a  line  to  Thk  KBVXBW,  Stating  what  you  are 
in  the  market  for,  and  you  will  promptly  receive  bids  and  estimates  from  all  the 
best  dealers  in  that  line.  We  make  no  charge  for  publishing  such  notices  in  our 
Bulletin  of  Advance  News    which  is  sent  to  all  manufacturers. 

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


VOL  XII. 


AUGUST  20,  1902. 


NO.  8 


The  regular  September  number  of  the  "Street   Railway   Review" 

will   \k  made   the   Detroit   Convention   Souvenir,      rhe   convention 

•  r  8th  to   ioiIi.  this  will   enable  us  to  place  the 

•    in  the  hand-  of  our  readers  several  days  before  thej 


The  "Dail  tailwa)    Review,"   which   has  been  a   hi 

II      V    S.    K      \     .  Mm .  mi.  in-    -mi  t    [899,    will 

published  in  Deti  0  oth,  10th  and  1  ith, 

the  first   number  appearing  early  on   the   mi       ng  ol    the  opening 

ntion.      A-    In  1 1  will    be 

1    railway    in 

■  attend  thi  theii   fit  ' 

I  letroil  the  "I  laily"  will  be 
1  all  tin-  I  ell  a-  a  1  the  convention  hall. 

■    fourth  year  thai  the  "Review'  lied  n- 

Itaily   (villi-  nil. .11.  ami  the  growth   in   thi 

in  reasing  importai 1  thi 

V        \t   Chicago,  in    1899,  there 
1  i ng   mi  1 . 

numbc  1  Iuik  matter,  a  -light  . 

Daily" 
.mi    numbci  ' 
11   monthly  edition    •.(  thi  I   1  1 

ing  thi   pagi     ..i  thi 
monthly  "Ri 

of    1I1.    Octobei 
plan    will    be    folldwcd    with    the 
■1   1003  the 
3th,  oth,   10th  ami   111I1   should  \k  pn 
monthly  win.  h  will  be  dated  1!  - 


announcements  of  the  chairman  .of  the  committee  on  exhibits  con 
cerning  the  rules  governing  the  exhibition.  The  program  as 
announced  i-  one  of  unusual  interest  and  among  the  papers  that 
are  particularly  apropos  arc  those  on  the  "Merit  System  of  Dis- 
cipline," the  "Transport  of  Express  and  Parcel  Delivery."  "Steam 
lurliine  Engines,"  and  "Signals  for  Urban  and  Interurban  Rail- 
ways," all  of  which  are  equally  important  to  interurban  and  to 
city  companies.  The  other  papers  ileal  with  questions  that  affect 
rather  city  railway  systems.  The  subjects  of  discipline  and  signal 
are  mentioned  elsewhere  as  being  one-  to  winch  those  who  arc 
charged  with  the  operation  of  high  -peed  line-  are  giving  the  mo-t 
earnest  consideration,  and  there  i-  also  a  widespread  interest  in  the 

-team   turbine,  and   its  application   to   railway    work. 

The  Association  will  this  year  arrange  for  the  publication  of 
the  convention  papers  well  in  advance  of  the  meeting  and  their 
distribution  to  the  members  in  ample  time  to  give  all  those  inter- 
ested an  opportunity  to  collect  data  and  prepare  for  discussion  at 
the  convention.  The  executive  committee  has  urged  that  the 
member  companies  instruct  their  delegate-  to  lie  present  at  all 
business  meetings  of  tin-  association,  and  this   suggest-  'to  us  the 

idea  that  possibly  the  association  has  gone  too  far  in  llie  direction 
of  cutting  down  the  time  allotted  to  its  annual  meetings,  which  is 
now  hut  two  days  as  compared  to  four  days  which  was  considered 
-hint  enough  a  few  years  ago.  The  fact  should  not  he  overlooked 
that    for  many  of  the  delegates  the   few  days  spent   in  at  tend. in,  ,       n 

the  A.  S.  R.    V  conventions  constitutes  their  nearesl  approach  0.  a 

vacation.  When  the  street  railway  companies  acting  as  hosts  offer 
-o  much  in  the  way  of  entertainment  and  the  opportunities  for 
profitable  inspection  trip-  over  outlying  suburban  lines  are  a-  great 

a-    they    are.    it    i-   not    astonishing    that    the    delegates    should    fail    to 

attend  all  the  association  meeting-.  The  setting  aparl  of  an  entire 
daj  toi  the  examination  of  exhibits  has  proved  to  he  a  mosl  satis 
factory  arrangement  and  should  by  all  means  he  continued,  hut  we 
beh'evi  that  hereafter  the  convention  should  extend  Ovei  at  lea-t 
four  days. 

The  applications   i"  the   secretary   for  exhibit   space  were  far  in 

excess  of  the  -pace  at  first  available,  and  permission  was  granted 
D)    Hi.    city  of   Detroit   to  temporarily  enclose   portion-   of  (he  streets 

adjacent  to  the  exhibition  hall.  In  addition  to  this  temporary 
track-  will  also  he  put  down  outside  the  annex.  This  year  those 
in  charge  of  the  exhibit  hall  have  promulgated  regulations  govern- 
ing  the   dimensions  .and  location  of  sign-  displayed    in   connection 

with    the   exhibits',    which    are    -miliar    to    those    adopted    at    the    11)01 

convention  with  such  gratifying  result-  in  improving  the  appearance 
of    the    hall. 


The  \ew  York  Stale  Street  Railway  Association  1-  the  olde-t 
of  the  -Lite  associations  and  is  hut  one  war  junior  to  the 
A.    S.    R.     \..    the    [002    New    York    meeting    which    will    he    held    ,11 

I..11  William  Henry  Hotel.  Lake  George,  N.  v..  on  September  oth 
and  loth  being  the  twentieth  annual  convention  of  the  state  asso- 
ciation.  The  New  York  association  litis  devoted  .a  great  deal  of 
attention  to  the  consideration  of  questions  which  were  of  peculiai 
interest  to  New   York  roads,  and  ha-  been  a  mosl  .011x11111111  means 

ol     hi. peration   among   members    when   1 d   action   was 

di    ired    in   all   matters,   such   a-   tax   and    franchise  1p1e-in.11-.   that 

11., 1  Hi,   ,1,11,,     in,       While  thus  by  special  re] s  and  committee 

orl    co  g  the  thing-  within  its  field  as  a  state,  as  distinguished 

11 ■'  nal -d  association,  it  ha-  not   tailed  1,,  i„-  ,,(  service  lo  [he 

""  '    railwaj  -    ,,1    tin    .  nti mi ) annual   conventions 

then    havi    alwaj     bei  n   tei  I al   papi  1     <,t   thi    highe  1   1  haractei . 

and  tin-  ,h  ,u   lions  ,,f  practical  subject     havi    proved  ol  a    1  tin,, 

1,1    man pi  rating    man    oul    id hi       in,         I  he     \     01  oil  o  .11 

n  bi    proud  of  [he  work  it  has  d i,  and  gnat 

ri  dil  '    ,1",    \ii    G.   1  11,  1   i' 1  s,  who  ha-  been  the  pn   idi  til   foi 

ind  ',,  the  executive  ti  1 

1  in-   coming   meeting   will   undoubted!)    be   well   attended   as  the 

"    elo| lectrii    railwaj     in   New    "i  01  k,  partii  ulat  I)    inter 

urban  lini      ha    been  verj   rapid  during  the  last  two  veat 


II    be    found    Ih 

'ion    and    al   o    ill. 


of  thi     ',H mi  1    bid     1. hi    to  1 in,    ,,     di 

hi    "third   rail"  road  a     fSpt  1900  wa     thai   ol   thi 
"trolley,"  and  Iced  di    1  lopi 1   mad,    in  thi     d n  sng 

1 1     in  ,  onni  ,  11, ,11   w  nil   mod 1,  null. in 

railway  prai  1 1 hi   natt 1  1  au  i     foi   thi   i  han 

.1   being  made,  and  othi  i     thai  an    n    nil    ol    hi      i  h 


440 


STREET    RAILWAY    REVIEW. 


[Vol.   XII,   No.  8. 


I  lif  third 
gel   higher 

hi. .11  .11  high  -|.  .mil  trucks 

.m.l  ,i  well  buill  i  and  tin-  trolley  wheel,  with 

ntiret)  inadi  onduct  the  larger 

,  nil,!.1  weight  and 

■.  I  Ihio  R.  R.,  in  equip 
ping  the  bell  Inn-  tunnel  foi  electrical  operation,  recognized  tin-  'I"' 
hculty,  and  attempted  I  "   bj   increasing  the  numl 

trolleys  mi  the  locomol  trollej 

i  .in'. I  and  .i  third  mil  laid  on  t  substi- 

tuted i-  tin  conductor.      I  In-  successful  operation  i  lins  on 

the  CI.  ited  railroads  and  some  of  the  branch  lines  of  the 

New  Y..tk.  New   Haven  i  H  monstrated  the  advanta 

the  ilnr.l  rail  where  large  current  transmitted  to  the  car, 

but   it   was  .il-.  apparent   that   an   unprotected   electrical  con 
could  ". .i  in-  safel)  insl  iblic  highways,  where  mosl  electric 

railway  .1.     A  private  right  of  waj   whii 

..r  otherwise  protected  from  the  general  public  is  necessary  if  the 
electrical  conductors  an'  to  In-  placed  al  the  surface  of  the  ground 

I  he  p  •  lines  the  fee  or  a  perpetual  lease 

..f  tlir  land  occupied  by  their  irack-  was,  we  believe,  firs)  put  in  prac- 
tice by  tin-  Cleveland  capitalists  who  developed  the  extensive  inter- 
urban  systems  radiating  from  thai  city.  ["heir  idea  was  that  al- 
though the  private  way  might  In-  mure  expensive  al  first  cost,  the 
elimination  of  all  franchise  renewal  questions,  the  opportunity  to 
better  pi  company  from  the  results  of  injuries  i..  tresp 

on  the  track*  and  al  the  same  time  gel  a  better  profile  than  the  high- 
way generally  offers,  and  the  possibility  of  highet  speeds  with  safety, 
would  vast!}  outweigh  the  objection  of  higher  tii-t  cost.  We  be- 
lieve thai  the  failure  to  adopt  this  policy  ha-  in  many  cases  been  due 
solely  t..  th.    fa.i   tli.it  the  laws  of  many  of  tl  unit  electric 

or  "street"  railw.i  irt    from  the  highways  onl)    ■■■ 

is  a  physical  for  such  a  deviation.      Where  the  la 

favorable,  there  hs  Ij   been  a  marked  increase  in  the  i 

to  which  the  substitution  of  a  third  rail  for  an  ..mi  lira. I  wire  is  con- 
1  practicable  and  desirable      ["hus  until  aboul  a  peai 

"f  way  through  a  town  "i  an}   consider- 
i/e  was   scarce!}    thoughl    of,   and    where   this    was    done   il 
was  only  as  a  last  resort  to  prevent  a  "hold-up"  of  the  new   com- 
pany,  the   authorities   having    demanded    exorbitant    compens 
for  the  franchises  granted. 

Vside  from  the  two  instances  mentioned,  where  steam  railroads 
have  put  down  a  third  rail  for  electrical  operation,  and  on  the  ele- 
vated lines,  the  third  rail  has  been  adopted  by  the  Albany  &  Hudson 
Railway  &  Power  Co.,  which  put  its  36-mile  line  between  Albany  and 
Hudson.  N.  Y..  in  operation  in  1900,  the  Grand  Rapids,  Grand  Haven 
&   Muskegon  Railway,  which  began  operating  1   track 

in  western  Michigan  this  summer,  and  the  Aurora.  Elgin  A   I 
which  it  is  expected  will  begin  operating  during  the  current  month. 
(in  both  the  New  York  and  the  Michigan  roads  il   was  considered 
impracticable  to  use  the  third  rail  in  cities  and  villages,  but   on   I  he 

in  &  Chicago,  which  is  described  at  length  111  tin 
bcr,  the  third  rail  is  used  everywhere  except  for  a  short  distance  in 
the  terminal  cities.     To  do  this  it  was  necessary  t..  buj   rows 
of  |..t-  or  portions  of  lots,  extending  through  the  various  town 
in  man  insiderable  expense  was  incurred   in   removing  ..1 

tearing  down  the  buildings  on  the  premises  bought.  We  entertain 
no  doubt  but  that  the  private  right  of  way  will  in  the  neat  future  be 
considi  electric  interurban  roads  of  any  considera- 

ble lei  *    *    * 

Vlong    witl  11011    of    location    which    apparently    has 

i  . '     .   tems  and  discipline  of 

rid  th.  .ortai 

.flic  increas. 

m  in  which,  however,  the  tele- 
phone 
cue. I  in  recent   m 

handled,  the 
.    which    alternated    with    the    -team    train-,    being 
train  number-  and  -ul  ;-  hi    latter.      Although 

the    idea    i- 

gaining  ground  that  to  inst 

ignal  system  i-  desirable,  for 
double  a-  well  a-  for  single  track 
Some  eomplicain.il-  are  introduced  bj  il  the  service  rail- 


being  utilizi  it;  and  the  signals 

I  bj  "tracl  eels  and 

it   applii  abl  without   modification. 

I  he    in  aunt  '  way    tinman 

the  demand,  however,  and  lignal  irefully 

designed  to  mditions  are  being  pul 

mattei  ..f  « 1  managi  mi  nt,  and  while 

ireity  of  nun  whi  1  in  the 

handling  of  the  apparatus  on  electric  e.u -.  and  at  the  lame. time 
appreciate  the  important  It  will 

a  short  time  until  tn 
will  have  them. 

*     »     • 

Some  important  developments  in  regard  to  the  maximum  speeds 

ible  on  electric   railway-   may   b.  n  the  near   future 

a-  it  ha-  been  announced  thai  the  General  Electric  Co.  will  conduct 
special  te-t-  over  the  Aurora.  Elgin  &  (Imago  line,  probably  within 
the  next   sixty  da;  in  charge  of  this   work  arc  confident 

that  speed-  in  excess  of  100  mile-  per  hour  can  be  attained  without 
difficulty,   though   no  prediction-  are   n.  is    will 

be    made    under    conditions    that    are    in    SOmi  much    more 

favorable  than  was  the  case  with  those  made  on  the  Berlin  i 
experimental   line,  a-  the  trouble  there  lay   in   the  track  rather  than 
■ -.         There    have    been    some    attempt-    made    to    draw     from 
the    Bcrlin-Zossen    experiments    th  11    thai    an 

is  more  severe  on  the  track  than  i-  a  -team  locomotive,  but  this 
-l..e-   not   appear  to  be  just  il 


The  attitude  of  the  daily  pre--  toward  street  railway  companies 
led    us,    in    1899,    to   urge    the    street    railway-   of    the    large    cities    to 

publish  weekly  or   semi  monthly   bulletins  for  thei  "i  thus 

be  assured  of  an  unbia  m   For  presenting  their  announce 

ments  to  the  public.  Since  thai  lime  several  companies  have  pub- 
lished, '  summer  months  at  least,  weekl}  paper-  which 
serve  to  convey   information   that    patrons   of   thi  uld    nol 

readily    get    in    any    other    way,    and    al    thi 

.mis    when    the    railwa  has    a    park    or 

orl  ..11  its  line,  i  b.'  hi  11  ...I  1  nited  Ry.  i-  the  latest 
addition  to  the  number  of  companies  using  thi-  method  of  reaching 
the  public. 

The  New  Jersey  &  Hudson  River  Railway  &  Ferry  Co.  which 
operates  a  suburban  road  in  New  Jersey  and  a  ferry  across  the 
Hudson  River  to  New  York,  landing  at  W.  130th  St..  has  for 
several  years  spent  considerable  sums  of  money  in  advertising  and 
with  satisfactory  results;  the  idea  of  the  management  is  to  tell 
people  about  the  attractions  of  its  line  and  how  to  reach  it.  This 
example  could  be  followed  with  pi. .tii  in  other  cases  where  suburban 

or  interurban  car-  do  not   run  int..  tin    termini 

I.      to  transfer  lo  the  city   roads;    specific   instances  could  be  cited 
..f  electric  line-  having  city  connections  where  there  are  no  an 
madi    i"   notify   the  public   in   general   how  the  outlying   road  can  be 
leached. 


Ill    this   number   we   publish   the   fourth   of  a    series   of   article-   by 
Mr.   W.    F..    Partri.  special    typi  which   are   both 

interesting  and  instructive,  as  showing  the  development  of  these 
peculiar  classes  of  electric  railway  rolling  stock.  The  tirst  three 
of  the  articles  by  Mr.  Partridge  were  on  "California  and  Combina- 
tion Cars"  and  the  one  now  published  treats  of  an  allied  type. 
"Convertible   Cars,"   including  ni-convertible   ear. 

A  car  that  can  be  quickly  adapted  for  either  fair  or  foul  weather 
and  is  durable,  ha-  many  advantages  which  are  quite  generally 
appreciated 


The  .  ling   il..    advantages  .m.l   .1  ..1   .1 

gage  for  local  suburban  railways  winch  was  discussed  al  the 

tigress    in    London,    In  me  -    .ml    l  h 

that  it  ha-  advocati  in  Europe,  bul  in  this  country  the  companies 
Inning  narrow  gage  lira  i.ling  it  necessary   to  la}    an  addi- 

tional   rail,   so"  that    standard   gage   cars    ma)    also    be    opi 

While  the  first  cosl  i-  of  course  favorable  to  the  narrow  gage,  this 
construction    is    hampered    by    want    of   space    011    tl  and    ill 

the    cars,    and    in    llie  lectric     railways     the    difficulty    of 

adapting  the  standard  si/cs  of  machinery  to  the  trucks.  The 
additional  cost  of  the  transhipment  of  freight  and  express  matter 
1-  also'  an  important  item  in  many  cases. 


Aug.  20,   1902.] 


STREET    RAILWAY    REVIEW. 


441 


The  Aurora,  Elgin  &  Chicago  Railway, 


The  Vurora,  Elgin  S  I  hii  igo  Ry., 
which  i>  now  practically  completed,  con- 
stitutes one  of  the  most  important  sub- 
urban electric  railway  undertakings 
which  has  been  attempted  up  to  the 
present  time.  This  road  covers  one  of 
the  most  populous  suburban  districts  in 
the  neighborhood  of  Chicago,  and  with 
nearly  100  miles  of  its  own  track  and 
physical  connections  with  several  other 
suburban  electric  railways  the  system  will  serve  some  twenty  cities 
ami  towns  Chicago  haxing  an  aggregate  population   oi 

about  150.000.  some  data  as  to  the  distribution  of  which  will  he  given 
in  another  place. 

The    construction    of    this    road,    including    the    road 

iub-s  -    and   Inn    work,  has  been   designed   in  a   most 

careful  and  substantia]  manner  and  no  expense  has  been   spared  to 


principle"  that  for  the  security  of  investors  and  permanency  of  the 
road  an  electric  railwaj    company   should  own  its  right   of  way  in 

Fee,  oi  at  least  have  .1  perpetual  easement  in  the  realty  occupied  by 
its  tracks.  Willi  the  exception  of  the  city  street  crossings  the 
company  owns  the  fee  of  all  of  the  right  of  way.  In  the  country 
thl  Strip  of  land  is  100  ft.  wide  except  for  a  few  short  stretches, 
which  aggregate  perhaps  half  a  mile  in  length,  where  the  width  is 
<)0  ft.  In  all  cities  and  villages  the  company  bought  either  the 
whole  or  portions  of  the  lots  necessary  to  gi\e  11   ,1  complete   way, 

in  many  case ving  or  wrecking  the  improvements  on  the  realty. 

01  gain   ed    under   the    railroad   law   the   franchise  question   has 
no  terror,   for  this  company. 

The  company  owes  its  origin  and  the  successful  completion  of  its 
plan-  principally  to  Mr.  L.  .1.  Wolf,  of  Cleveland,  who  has  been 
ably  assisted  by  Messrs.  Will  Christy,  of  Akron.  ()..  anil  Charles 
Jones,  ot  Wheaton,  111.  Mr.  Wolf  has  for  years  been  prominently 
identified  with  electric  railways,  an.l  is  at  this  nine  president  of  the 


■1    ENGINE  ASI>  1.KNEKAT11K  ROOM,  POWER  STATION,  BATAVIA,  II. I. 


make  •  and   tl ighlj 

and   in  all   of  ring   featun 

nod   r  and  approved  practii 

and  gradi 
•ut  with  thi 

passes  through  miry   win.  h, 

uburban  lit    !  team   railroads,  is 

Mill   greatly    in    n  The 

bed  by  thi 

greatly 

<  trip  win.  li     hoitld  bi  n  houi 

Elgin 

.•.dl  be 

. 

d  nun.  am 
have  acted  on  wh  !  thi    "'  li 


Springfield  •%   JCenia    li.ni  0 ,  which  is  now  building  an  electric 

I    O.i  and  Xenis       ici    pri    idem  of  the  West- 
ihio   Railwaj    Co..  ,,f  1  leveland,  and   pre  idem    oi    the   Elgin, 

Aurora  &  Southern  Tri  thi     \ a,   E  Igin  &  I  hi 

•  i     Christ  .    :  . .  ,    o  1  mi  1, ,mi  electric  rail 

loading,  ha\ nig   bei rti      ■  ti     tl aj  ei    ol    the     \i  

Bedford  &  Cleveland,  which  >  now  pan  oi  the  Northern  Ohio 
fraction  1  1  tetn ;  after  leaving  this  companj  be,  with  Mr.  M.  J. 
Mandi  II  ilidi 1  oi  the  ' 

< Valll  %      I  1  ai  lion    I   o.,    and    [In 

I  incinnati,  Hamilton  K  Dayton   I  I  Railway  Co.,  forming  the 

Southern  <  Ihio  u  itr.  J  «ii  ; 

1  Miction  oi  tii.    Lorain  .\  Cleveland  Ry .  which  il  will  1 1 

me  held  thi  ced  on  1  li 

and    v.  E  the  I 

1  Mil...      Mi      I  .    II       Vrnold,    who    hai     had    mum 

I 
i  tanl  1  hii  I  1  Dgine  1  on  the  Lorain  .\   <  levi  land    md  h  1 

I  he    company    i  thi     Aurora,    Wheal 


442 


STREET    RAILWAY    REVIEW. 


Chicago   Railwaj    Co.,  the    Elgin  &   Chicago   Railway  Co.   and  thi 

n    Railwa)    Co,    and  the  ofli  President. 

I      l     Wolf;     vice-president,    M     H.    Wilson;      secretary,     Harry 

isurer,  M.  J.  Mandelbaum        I  l"-  capital  stock  is 

,,    hall  of  which  is  preferred,  and  there  were  author 

>/ol  $ ,  cent  gold  Ix'iul-.  i"  be  issued  a<  needed  for 

construction, 

I  lu   construction  force  comprised   Will  Christy,  president   ol   thi 

^Cleveland  Construction  Co.,  who  was  general  manager  during  con 

5t ruction;    W.   E,  l>a\>-.  vice-president  of  the  Cleveland  Construe- 

lulling  electrical  engineer;   Chas.  Jones,  chief  engineer; 

E.  II.  Arnold,  construction  engineer;  Ernest  Gonzenbach,  electrical 

engineer;  \\    L  Morris,  mechanical  engineer, 

l  lir  operation  ol  the  road  will  be  in  charge  ol  Mr.  Warren  Bick 

mil;  ilu  opi  I   «ill  include  C    E.  Flenner,  auditor;  W.  W. 

Crawford,    superintendent     of    transportation;     Ernest    Gozenbach. 

■  ical  engineer. 

Tin-  route  nf  the  Aurora,   Elgin  &  Chicago   Ry.  and  the  steam 

railroads    with    which    it    will   be    in   competition    in    the    territory 

served   are   clearlj    shown  on   the   accompanying   map.     from   the 

Loop,  Chicago,  to  the  terminal  of  the  Garfield   Park  branch 

of  the  Metropolitan  Wesl  Side  Elevated  Railway  al  West  52A  Ave. 

1*  a  distanci  niles,  the  schedule  time  between  these  points 

i  1   in   Wesl   S2d    \ve..  the  eastern  terminus  of 

the    Aurora,    Elgin   &    Chicago,   t hi ^   line    is   a   double   track    road 
for  -'i  miles  t"  the  Chicago  Golf  Club  near  Wheaton.  From  Wheaton 


are  long  sidi  1   1   mill .  miles,  two  of 

and  thi  ft  .  which  «ill  bring  the  total  i"  Hj  mid 

sa  tingle  track. 

1  in-  running  lime  from  Aurora,  Elgin  or  Batavia  i"  Chicago  will 
.hi-  and  one  hour  for  local  tram-.     I  lie 


Vtl'.W  ON  COOK  COI'NTV   LINE. 


schedule  contemplated  i-  a  train  each  way  every  15  minute-  between 
Chicago  and  Wheaton,  half  running  to  Aurora  and  half  t"  Elgin, 
i'i -i  giving  a  half-hourly  service  on  those  two  branches  west  of 
Wheaton.     On  the  Batavia  branch  ear-  will  be  run  at  30  minute  in 


MAP  riF  THE  AHRORA.  ELGIN  A:  CHICAGO  RY.  AND  CONNECTING  LINKS 


there  are  two  branches,  one  northwest   to   Elgin,   t6T  _.   miles,  and 

Aurora,    14'. -   miles,   making   the   mad   from   the 

eastern  terminus  to    Vurora  33  miles  long.      Vnother  branch   from 

■  in     Vurora   fork  runs  to  Batavia,  7  m  on.     Of 

miles  of  road,  21  miles  are  double  track  and  in  addition  there 


terval-  connecting  with  Aurora  and  Chicago  train-  at  Eola  Junction. 
The  maximum  number  "f  ear-  per  train  will  probably  be  four. 

The  rate-  of  fare  have  been  adjusted  so  as  to  be  somewhat  less 
than  the  lowest   commutation   rate-  of   the  -team   lines. 

Tile  principal  distance-  and   rate-  of   fare,   in  cent-,  are  as   follows: 


Arc.   20.    1902.] 


STREET    RAILWAY    REVIEW. 


443 


From  \V   53d  Ave.,  Chicago,  to 

Distance,  Single  Round 

Miles.  Fare.  Trip. 

Austin   Ave I  5  1° 

Oak    Park    -'  S  "0 

Harlem    3  5  10 

Maywood  4'4  S  l0 

Hellwood 4'S4  'O  -'O 

Sooth   Elmluirst    15  -5 

Lombard    14  '8  3° 

Glen   Kllyn   u<< ,  20  .15 

Wbeaton   19  -'?  45 

Chicago  Golf  Grounds 20  30  53 

Warrenville    23a  40  73 

Hi  'la  Junction   27M  45  80 

Aurora    33  50  00 

Hatavia    33 -l  4  50  90 

Children  over  six  years  and  under  twelve  years  of  age  are  entitled 
to  half-rate  ticket-.  N'o  fare  is  charged  for  children  under  six  years 
of  age  when  accompanied  by  an  adult.  The  half-fare  rates  are  about 
one-half  that  given  in  the  table 

At  F.lgin  and  at  Aurora  physical  connection  is  made  with  the 
tracks  of  the  Elgin,  \nrora  &  Southern  Traction  Co..  which  is  a 
consolidation  of  the  companies  along  the  Fox  River  from  Car- 
pentersvillc  to  Yorlcville.  via  Dundee.  F.lgin.  Clintonville,  St 
Charles,  Geneva,  Batavia,  Vurora,  and  Oswego.  The  Elgin,  Aurora 
•hern  system  include-  the  Carpcnter-villc.  Elgin  &  Aurora, 
the  Aurora  &  Geneva,  and  the  Aurora.  Yorkville  &  Morris  Rail- 
tnd  1-  controlled  by  the  same  interests  as  the  Aurora.  F.lgin  & 

Clue 

The   -team   railroads  in  the  territory  are  the  Chicago.   Milwaukee 
&  St.   Paul  to  Elgin;    the  Illinois  Central:    the  Chicago  &   North- 
western   to    Whcatoti.   Geneva    and    Batavia;     the    Chicago    Great 
rn    i"    St.   Charle-;    the   Chicago,    Burlington   &    Quincy    to 
Batavia  and  Aurora:   the  Elgin,  Joint  &  Eastern  to  Aurora. 

The  population  of  the  town-  outside  of  Chicago  served  by  the 
Vurora,  Elgin  &  Chicago  Ky.  1-  as  follows: 

Austin    15.000 

t  )ak    Park 10.000 

Harlem    3.500 

Maywood  .4.500 

Melro-e    i'ark    2,800 

Bellwood    200 

Elmhur-t     2.000 

Lombard    700 

Ellyn  900 

Wheaton    3.000 

Warrenville    500 

200 

Aurora    30,000 

Batavia  4.500 

11   30.000 

I  ottl       107.800 

To  these  may  proper!)   Ik-  added  the  population  along  the  Elgin, 

Vurora  &  Southern  a-  follow-: 

die    1.800 

DundV  ■                               2.'ioo 

tonville                          600 

3.200 

,  3.000 

Montgoni.  -                                                    500 

800 

tol                                              If  1 

yorkville  1.200 

I  ol.il  I  1  /<,, 

In  additioi  there   1-   in   the   territory    west    of   thi     I  ■■■ 

••ud  within    i  I    Vurora,    B  I    Elgin,  and   Irih 

mary  to  them  a  population  of  iboul  -."• 

Vurora,    Elgin  K   Chicago   w..     chosen  only 
■  in!  survey  of  thi   territory  ■<  -  the  object 
build  a   lint  on   which   trains  could   bi    operated   al    high     peed  . 

■1  ..i  the  re  ran 


dered  necessary  to  avoid  crossing  streets  .11  angles  so  acute  a* 
to  make  undesirably  long  breaks  in  the  third  rail,  the  curves  are 

struck  with  long  radii,  and  are  connected  by  long  tangents.  The 
maximum  grade  i-  1  .S  per  cent  for  about  1.000  ft.,  this  being 
necessary  to  get  down  into  the  Fox  River  Valley;  none  of  the  other 
grade-  are  above  1   per  cent. 

The  track  standards  are  shown  in  one  of  the  accompanying  en- 
gravings. The  line  is  laid  throughout  with  80-lb.  I- rail  of  the 
A.  S.  C.  I'..  Standard  section,  in  60  ft.  lengths.  The  joints  are  made 
with   28-in.  4  holt   splice  bars;   the  bolts  are   1    in.  in  diameter  by 


m 

1 

pp  » 

V  1  "*  r>» 

4 

.  -     -- 
■                                               f        <v 

BRIDGE  OVER  DES  PLAINES  RIVER. 

4  ill.  long.  Ties  are  -paced  2,840  to  the  mile,  each  fifth  tie  being 
of  Oak  '1  x  8  in.  x  c)  ft.,  for  the  support  of  the  third  rail  insulators. 
On  tangent-  the  other  tie-  are  of  cedar  (1  x  S  in,  x  8  ft.,  and  on 
curves  of  oak  of  the  same  dimensions.  The  entire  line  i-  gravel 
ballasted  except  on  the  sections  near  the  Fox   River,  where  crushed 

-tone  is  used. 

The  conductor  rail  is  of  T-section,  too  lb.  per  yard,  of  a  special 
-oft  steel,  o.to  per  cent  carbon;  the  rail  i-  51 ..  in.  high,  the  head  being 
-•'_.  in.  wide  and  the  base  .s'_>  in.  It  i-  supported  with  the  inner 
flange  of  the  head  19!^  in.  from  the  gage  side  of  the  service  rail, 
and  on  insulator-  which  bring  the  top  of  the   rail    it   j-16  in.  above 


CAT!  1.1    pass  a  1    SOUTH  i.i.miiuhsi 

1  In   thai    porti f  the   line   fit  si    buill    the   third    rail 

insulatot  paraffined   wooden  blocks  with   1 stands  and  top 

1   but  thi     tandard  adopted  f"i  iunw 

■  malleable  iron  insulatot   de  igned  and  patented  bj    \ii    Gi 

which    1-   -hown   here   in   vertical    section.      I  he   insulation 
collar,  oirculai  111  plan,  it  made  of  "Dirigo"  and    ett  on  top  ol  thi 
circular  malleable  iron  base;    the  malleable  iron  cap  fit     0 
and  hi    two  bearing    trip    for  the  rail  and  two  vertical  lugs  to 

prevent  lateral  di  placemen)        ["hi  1    in  ulatot     1 ade  by  the 

Ohio  Bra     Co      rhe  weight  of  thi  rail  1    retied  upon  to  hold  il  in 


444 


STREET    RAILWAY    REVIEW. 


(Voi.  XII.  No.  8. 


.1 ,    ill.    insulati 

.  .1  to  the  tiei  bj  iwo 

At  highwa  !ln'  rail   is  broken  and  the 

car  runs  the  crossing  under  its  momentum,     rhese  breaks  in  the 

third  rail  vary  iron  -  rding  to  1 1  n   conditions, 

there  being  but   two  bn  .!.-  ..i   too  it      Whi  n    is  Mich  a 


ground)    and   the   bond   tern  hown   in  detail   in  the  line 

drawings.    The  three  I I  terminals  i..i  connection  to  the  rail  are 

about  -•  in.  between  centers,  the  holes  being  drilled  in  the 
inner   bottom   flange,   thus   nuking   available   a    Is 
n  the  bond  and  rail. 
I  In-  space  between  the  cable  end  and  the  bronze  terminal  shell  is 


r: 


/3-0 


v'V^t  **i'J 


26-0' A 


DOC/BIS  Tfi/ICk 
TRAt  K   STANDARDS  FOR  AIRORA.  ELGIN  &  CHICAGO  RV. 


In-  sections  are  connected  l>y  cables  laid  \  ft.  underground  and 
covered  by  planks.    These  cables  pper  and  were  furnished 

by  the   American   Steel  &   Wire  Co.;    they  are  of  three   sections. 
1.500,000,  1.000,000  and  500,000  c.  m..  the  heaviest  ~rcti.ni  bein 
f..r  a  distance  of  about  two  miles  on  either  side  of  the  sub-Stations, 
the    one    million  which    are    about 

-i\   miles,  and  the  lightest   cables  are  used  at   special   work.     The 


■rfT-:U 


■  -  es- 


Q     [D     ^ 


- 

Rail  End  of  Terminals 


GONZENBACB  CABLE  TERMINAL  AND 

HOND. 


' PROTECTEH  "   TK.RMINAL 


cables  first  ordered  were  rubber  insulated  but  later  a  paper  insula- 
tion cable  was  adopted  as  the  standard. 

These  cables  are  soldered  into  terminals,  made  by  the  Ohio 
Co.  according  to  the  design  of  Mr.  Gonzenbacb.  From  th.  cabli 
terminal  to  the  conductor  rail  connection  is  by  a  three-branch  stub 
end  bond  24  in.  long  made  by  the  Protected  Kail  liond  Co.,  of 
Philadelphia.  The  cable  terminal  (including  the  wooden  hushing 
and  the  cast  iron  pipe  for  protecting  the  cable  where  it  enters  the 


filled  with  paraffine.     The  cast   pipe  which  protects  the  cable  end   is 
.I  to  a  4-ft.  post,  the  pipe  having  a  band  cast  on  it  under  which 
a  strap  can  be  conveniently  placed. 

The   sections    of    conductor    rails   are    provided    with    cast    tip~    26 
in.  long  which  serve  to  guide  the  contact  shoe  into  position  on  the 


TIP  FOR  THIRD  RAIL. 

ioo-lh.  rail  and  the  adjacent  rail.  ,?,?  ft.  long,  is  also  gi\en  an  inclina- 
tion of  about  -'  in.     A  drawing  of  this  tip  is  shown  herewith.    The 
splice  hars  for  the  conductor  rail  are  similar  in  design  to  tho  1 
on  the  Manhattan  Ry.,  New  York  City,  and  which  were  illu 
in    the    "Review"    for    December,    1900,    page   708.       These    liars    are 
%Ya,    in.    long,    with    two   bolt    holes    \%    x    ilji    in.    spaced   (<'  1    in. 
between  centers  and  were  made  by  the  Ohio  Brass  Co.  and  th 
low    Supply  Co.     At  each  joint  of  the  conductor  rail  are  two  7  in. 
500,000-c.    m.    solid    terminal    "Protected"    rail    bonds    furnished    by 
the    Mayer    &    Knglund    Co.,   of    Philadelphia.      The    track    rails   are 
double  bonded  with    u -in.   bonds,   i-in.   terminals,   the   bonds  being 
partly  the  "Protected"  and  partly  the  American  Steel  &  Wire  Co's. 
bonds. 

At  turnouts  and  switches  it  is  necessary  to  depress  the  conductor 
rail   for  a  short  distance  to  permit  the  shoe  to  change  its  p 


DROP  RAIL  AT  SPECIAL  WORK. 

without  striking  the  side  of  the  rail.  For  this  purpose  sections  of 
the  third  rail  are  bent  as  shown  in  the  line  drawing  of  the  "drop 
rail"  and  placed  with  its  center  12  in.  back  of  the  point  of  double 
tread  on  the  service  rail  switch.  In  addition  the  conductor  rails 
for  10  ft.  on  each  side  of  the  12-ft.  drop  section  arc  gfc-en  a  slop. 
of  Yi  in.  in  10  ft.,  the  ties  being  dapped  where  they  receive  tin  insu 
lators. 

At   highway   crossings   vitrified   clay   cattle   guards,   made   by   the 
Climax   Stock  Guard   Co..   Marquette  Bldg.,   Chicago,   are  installed. 


Aug.  20,   1902.] 


STREET    RAILWAY    REVIEW. 


445 


These  guards  are  made  of  blocks  each  -M  in.  long  by  8' ..  in.  wide. 
and  in  section  like  an  inverted  W  with  wall*  i'i  in.  thick.  Forty 
sections  are  required  for  a  guard  S  ft.  by  8  ft.,  and  these  are  held  111 
place  by  strips  of  wood.  The  Aurora.  Elgin  &  Chicago  ordered 
over  700  guards,  which  are  used  exclusively;  the  half-tone  engrav 
ing  of  the  exterior  of  the  sub-station  shows  one  of  the  "Climax" 
guards  in  the  foreground. 

The  road  being  built  with  high  speed  operation  in  view  no  expense 
pared  to  make  the  track  the  best  that  ii   is  possible  to  build. 
By    reason    of    the    exceptionally    heavy    rainfall    this    season    the 
settlement  of  the  roadbed  has  be  great   as   would   ordinarily 

take  place  in  two  or  three  years,  so  that  when  finally  surfaced  the 
track  will  be  in  perfect  condition. 

All  the  steel  structures  on  the  road  gned  for  a  live  load 

of  two  143-ton  Cooper's  E-40  locomotives  followed  by  a  uniformly 
distributed  load  of  4,000  lb.  per  lineal  foot.  The  steel  bridges  are  of 
the  deck  type  wherever  the  conditions  permitted,  and  elsewhere  are 
through  girder  br 

The  principal  steel  bridges  arc  as  follow-       Des    Plaines   River, 
double  track  through  girder,  two   100-ft.  span-      East   branch  of  Du 
River,  double  track  deck,  one  6o' .--ft.    span.      West   branch   of 
Du  Page  River,  single  track  through  girder.                       .pan,  in  con- 
junction   with    a    2->'_.-fi.    deck    -pan.      Lombard    highway    cr frig 

double  track  deck,  one  ,?6-ft.  span.     At  three  other  highway  overhead 
-'s  are  45- ft  through  girder  spans.     The  Elgin  "branch  crossi 


Class  A. — Portland  cement,  1  part;  sand,  j  pan-;  -lone.  4  parts. 
Used  for  arch  sheeting;  bridge  seals  and  parapet  walls. 

Class  B. —  Portland  cement.  1  part;  sand.  ,*  pari-;  -lone.  6  pari-. 
Used  for  abutments,  bench  walls  for  arches,  and  retaining  walls. 


CROSSING  FOR  OVERHEAD  ROAD. 
C-    Portland   cement.    I    part;    -and.   4   part-;    -lone.  8  parts. 

Used   for  foundations  and  other  work  as  directed  by  the  engineer 

in  charge. 

The    foregoing    proportions   are    by    volume,    one-fourlb    barrel    oi 


J5-FT.  ARCHES  OP  1  ONCKKTK  MASONRY. 


I   Northwestern  tracks  on  a  150-ft.  thro  bridge, 

All  abutment-  and  piers  arc  of  concrete. 
In  addition  rioua  steel  structures  there  are  concreti 

reek  at  South  Elmhursl  1-  a 
■■  bridge  with  iv  and  al  other  small  streams 


cement  as  packed  by  the  maufacturers  being  taken  as  a  cubic  foot, 
and  the  sand  and  stone  measured  loosely,  the  -lone  to  be  broken  to 
pass  a  1 14  in,  screen. 

The  concrete  was  pul  down  in  layer-  of  4  in.  to  5  in.  in  thickness 
and  thoroughly  rammed  until  water  appeared  on  the  surface. 


I 


1 

^M 

WATERWAY   AT    IIA'IAVIA 


DOUBLE  Box  CULVERT  a  i    1:1.1.1,1    I 


the  1 


In  ..ni. 1   i,,  ....  1  into  '  hicago  with  the    Vurora,  Elgin  8   Chicago 
line  il  to  cro  yeral   sti  am    railroad  1   al    point 

■-'■  hen    11    -.1  '     i"     ■  p. 11  ate  thi    gradi  1    1 

1 1. .no ,    thre  ol        iid    St.,    the    Wisconsin    Central, 

nd  CI 1  ■ 1    fransfi 1    an 


446 


SI  KM    I      R  \1I.WAV     lvl\  II  \\. 


[Vqj.   XII.   No   x. 


d;    about  ten  niiK -^  weal  ,,i   Maywood  there  ia  crowing  with 

the  Chicago  Junction  road  and  at  South  Elmhursl  with  il»    ill 

Central.  Ihc-c  three  crossings  are  protected  03  interlocking  - 1 « 1  k  1 1  ~ . 
with  derailing  switches  in  IhiiIi  the  (team  and  electric  lines,  The 
derailing  switches  are  of  the  lifting  type  which  leaves  the  track  rails 


i.i'N/.KNBAc  II  THIRD-RAIL  INSULATOR-OX  E-THIK  |i  Sl/E. 

unbroken,  this  being  effected  by  having  the  derailing  points  thrown 
into  .1  position  on  top  of  the  service  rail;  the  derailing  switches  and 
>!•! it  switches  were  made  by  the  Morden  Frog  &  Crossing  Work-. 
Chic 

\t  intervals  of  four  miles  there  arc  cross  overs  with  lights. 
Tin'  turnouts  all  have  spring  frogs. 

rhe  righl  of  way  is  all  fenced  with  the  American  Steel  &  Wire 
Co's.  woven  wire  fencing.  55  in.  higli  with  it  wires.  The  posts  are 
of  cedar.  8  ft.  long,  with  6  111  tops,  set  .|  ft.  in  the  ground;  they  are 
ft.  apart. 

The  eastern  terminal  <>f  the  road  where  passengers  are  trans- 
ferred to  the  Metropolitan  Wi  si  Side  Elevated  Railway,  of  Chicago, 
i-  shown  in  one  of  the  line  drawings.  I  he  Metropolitan  company 
owns  a  tract  of  land  at   W.  52d    We.  "ii   winch   ii   has  constructed  a 


inside  the  loop  gives  the  means  of  ingress  and  egress  i"  pa 

without  then  cro g  any  of  the  tracks,  these  hung  fenced  ia     rhe 

Metropolitan  has  built  inapection  piti  and  storage  track-  a-  indi- 
cated "ii  the  plan. 

In  connection  with  this  terminal,  there  ha-  recently  been  com 
pleted  an  interesting  piece  "i  engineering  work  that  i-  quite  out  of 
the  ordinary.  When  the  Metropolitan  incline,  which  ia  a  double 
track  deck  structure  with  four  lines  of  plate  girder-,  supported  on 
transverse  plate  girders  which  re-t  on  two  row-  of  steel  columns,  waa 
linilt  it  waa  necessary  to  make  a  reverse  curve  at  the  east  end  be 
cause  the  necessary  right-  of  way  for  a  straight  track  could  not  h< 

secured    at    that    tune.       I  he    girder-    carrying    the    curve-,    however. 

were  designed  for  the  straight  line  location  to  which  it  waa  intended 


CROSSING   AT  INDIAN  CREEK,  NEAR  AURORA. 

to   -Inft   the   structure   ultimately,   and   extra   plate-   spliced   to  the 
girder  end-  for  temporary  use.  n 

Fortunately  the  Metropolitan  company  secured  the  needed  rigl 
way  and  was  enabled  to  move  the  incline  before  it  was  u-cd  for  regu- 
lar   traffic       The    work    of    moving    was    undertaken    July    25th    and 
completed  Aug.  8th;    it   was  done  by  contract   under  the  direction  of 


TERMINAL  AT  S2D  AVE. 
Loop  and  connecting  track    Metropolitan  Road.    Central  tracnn-Aurora.  Eldn  A  Chicago  By. 


terminal   loop  ai    grade,   the  elevated   structure   being   reached    by   an 

incline  extending   between  48th   Ave.  and  .s.'d    Vve.      I  h.    Aurora, 

Elgin  S  1  hii  hi    Metropolitan  loop  .0 

■  he  platform-  for  transfer  of  passengers  being  located  within 

the  loop  an.l  between  the  track-  of  the  Iwo  road-  used  for  the  same 
direction  of  traffic.  A  subway  with  stairs  leading  to  the  sidewalk 
in  5_'<l  Ave.  and  to  each  -ide  of  the  Aurora.  Elgin  &  Chicago  tracks 


Mr.  W.  S.  Menden,  chief  engineer  of  the  Metropolitan.  The  three 
-pan-  of  the  reverse  curve-  mentioned  were  cut  apart  for  removing 
the  extra  plates  referred  to  and  shifted  separately.  The  re-t  of  the 
incline,  comprising  hj  full  spans,  was  moved  a-  a  whole. 

In  moving  the  Structure  was  fir-t  jacked  up  some  18  in.  lo  clear 
the  pede-tal  anchor  holt-  and  a  blocking  of  6  and  8  in.  timbers  was 
then  built  between  the  old  and  the  new  pede-tal-;  two  line-  of  80-lh. 


Aug  20,  igca.] 


STREET    RAILWAY    REVIEW. 


447 


rails  were  laid  upon  this  blocking  I-'  in.  apart  and  several  iron  rollers 
were  placed  under  the  base  plate  of  each  column.  The  structure  was 
then  ready  for  moving.  The  moving  was  accomplished  by  means  of 
ordinary  house-nun  ing  jacks,  which  abutted  at  a  slight  angle  against 
the  inside  of  each  forward  column  in  the  direction  of  the  move- 
ment, so  that  these  columns  pulled  the  rest  of  the  structure  as  they 
advanced.  A  section  of  ig  -i>an~  was  thus  moved  as  a  single  piece 
and  sights  were  taken  from  time  to  time  to  make  sure  the  entire 
length  was  kept  in  line.  The  »c-!  end  of  the  Structure,  which  was 
moved  the  shortest  distance,  was  first  moved  part  of  the  way  and  the 


east  end  \va-  next  moved,  the  two  portions  being  moved  alternately. 
The  greatest  distance  any  portion  was  moved  was  40  ft.  at  the  east 
end.  decreasing  to  zero  at  the  west  end.  When  the  columns  were 
over  the  new  anchor  holts  the  structure  was  lowered  onto  the  new 
foundations  and  bolted  in  place. 

Power  House. 

The  main  generating  station  which  is  at  Batavia  on  the  Fox 
River  was  designed  by  Mr.  W.  L.  Morris,  who  acted  as  architect 
as  well  as  engineer.    The  building  itself  is  of  very  pleasing  appear- 


■yk    ."»         -yf- 


44S 


STREET    RAILWAY    REVII  W 


[Vol     Ml.  No.  & 


onstructed  of  Illinois  Imff  brick  with  white  stow 
and    Irimmings,   the   building,   including    I 

4  in.  \   160  ft,  6  in.     I  hi   engine  am 

measures  199  it   6  in  «  83  fl    5  in   and  the  I >« •> Ur  1 n  198  11.  -•  in. 

\   |6  11.  0  111.     I  he  stack  1-  placed  .it  thi  I  the  length  of  the 

boiler  room  with  one  wall  flush  with  the  wall  separating  the  boiler 


distribute  thi  I'his  plan  "t  arranging  the  machinery 

most   I  1-   it   permits  <>i  additions  at   cither  end  of  the 

apparatus  .11   present  installed  wiiln.ui  derangement  of  the  g 
plan  thai  1-  followi  d  out 

Bj    reference  t"  the  half  tone  illustrations  and  the  line  drawing 
showing  the  station  in  section  it  will  Ik-  seen  that  coal  trains  may 


SWITCHBOARD  GALLERY   IN   POWER  STATION. 


From   the  engine  and  room.     The  coal    stot 

.'5  it.  wide  inside  the  walls  and  extends  the  entire  length  of  the 
building  and  is  divided  by  brick  walls  into  18  compartments  in  the 
bottom  of  each  of  which  are  two  steel  hoppers.  Each  of  the  18 
bunkers  has  a  capacity  of  3,771  cu.  ft.,  and  1-  designed  to  hold  too 
tons  1  if  coal. 

A  well  defined  plan  lut~  been  followed  in  the  construction  of 
both  the  power  station  and  the  sub-stations.  This  is  the  transmis- 
sion of  all  power,  both  steam  and  electrical,  in  one  direction  across 
t i< >n  whili  all  tin-  elements  in  a  longitudinal  direction  are 
in  the  nature  of  equalizers.  Thus,  will  be  seen  in  the  power  house, 
first,  a  row  of  coal  bunkers  extending  the  length  of  the  building 


he  run  over  the  hunkers  and  the  contents  dumped.     In  the  base- 
ment, under  the  coal  bunkers  and  boiler  room,  there  are  tracks  of 

_'n  Hi    rails  laid  to  -'  It.  OUtsil  et   which  are  run  small  cars 

ol  about   1  ton  capacity  for  transferring  coal  to  the  boiler  bunkers, 
I  hi    space  between  these  track  rail>  is  filleil  with  concrete  so  thai 


CROSS  SECTION  01'  POWER  HOISE.  HATAVIA. 


rallel  to  these  are  thi  ;  hen  comes  the  steam  piping 

fur  the  entire  plant    -•■  partition  wall   between  the 

mil  engine  r ns.     The  next  row  of  machinery  consists  of 

pumps  ami  auxiliary  apparatus  followed  by  the  engines,  then  the 
dynamos  ami  lastly  the  transformers,  oil  switches  ami  cables  which 


i-  mi  chance  for  ilni  in  accumulate  and  a  better  footing  is 
afforded  fur  the  men  handling  coal.  Two  transverse  tracks  at  the 
center  of  the  building  lead  to  two  elevator:  located  in  front  of  the 
stack  on  which  the  loaded  car^  are  lifted  to  a  longitudinal  track 
running  above  tin   boilers.     In  front  of  and  over  each  boiler  is  a 


Aug  .v.   Kjo2.] 


STREET    RAILWAY    REVIEW. 


44') 


steel  bunker  holding  from  5  to  7  hours'  suppl}  of  coal,  the  coal 
_  fed  down  through  chines  to  the  furnaces. 
A  track  in  the  basement  under  the  boilers  permits  the  small  cars 
to  be  loaded  with  ashes,  and  they  are  then  run  to  the  elevators  and 
lifted  to  the  level  of  the  bottom  chords  of  the  roof  trusses  and  run 
out    to    ash    hoppers,    located    al>o\c    the    coal    tracks.      From    these 


■ECTII  Rl  1    BOILER   '  Mil      m.kinzik  11  BMAOI    EDGE   HOOH   BOILEB 

•   dumped  d  tuled 

in  >li'-  middle, 
•  'I  for   10  lioilcri  of  goo  1 

on  and 


three  more  are  in  course  of  erection.  These  are  all  water  lube  boilei  i 
with  4.500  sq.  ft.  of  heating  surface  and  500  sq.  ft.  of  superheating 
surface  each,  and   were  built   by   the   Edge   Moor    lion   Co.,   Edge 

Moor,  Del.  A  novel  feature  of  these  boilers  i^  the  front,  which 
on  each  consists  of  a  single  Kinnear  rolling  Steel  door;  ibis  arrange 

mem  of  front  is  particularly  desirable  m  this  station  where  the  chutes 

from  the  coal  bunkers  above 
the  boilers  would  seriously 
interfere  with  the  opening 
ot  door-  of  the  ordinary 
type. 

Each  boiler  has  234  lubes 
4  in.  by  17  ft.  4  in.,  the 
headers  being  18  ft.  toj  j  in. 
between  centers  as  meas- 
ured along  the  center  lines 
of  the  drums  of  which  there 
are  three,  each  of  30  in.  di- 
ameter. 

Each  boiler  has  a   McKcll 

zie  traveling  grate  with  ef- 
fective area  11  ft.  X  in.  long 
by  1  1  Ft.  wide.  Ihe  arch 
Over  the  frcnil  end  of  the 
furnace  is  of  special  bricks 
with    longitudinal     grooves 

on  the  sides  which  lit  to 
bars  of  bulb  section  boiled 
to  a  cast  iron  box  girder 
shown  in  end  view  in  the 
line  draw  ing  of  the  boilers. 
Each  boiler  is  equipped 
with  a  Green  fuel  econo- 
mizer, which  is  located  im- 
mediately above  the  center 
of  I  he  boiler.  This  arrange 
nieni.  which  is  different 
from  that  in  any  other  in- 
stallation made  by  I  he  Green 

Fuel  Economizer  Co.,  makes 
the  economizer  practically  a 

pari     of    the    boiler,    as    Ihe 

gases  pass  directly  into  the 
economizer  and  on  leaving 
enter  the  smoke  Hue.  Each 
economizer  is  fitted  with  an 

automatic    scraper    which    is 

driven  by  an  electric  motor. 

I' ai  ii  'con 11    in     .'.ouo 

sq.  ft.  of  healing  surface, 
and  a  watei  capacity  of  20, 

000  lb. 

All    the    boilers    are    titled 

with  Moms  patented  blow 

ill  \  .lives  arranged  I'm  11  . 
as  a  combined  wash  OUl   and 

emergency  vah  e.  \  feat  in  1 
of  ibis  valve  is  the  making 

01  the  bodj  and  cap  joints 
with  Hanged,  lougllcd.  and 
jj I  nl    i'.uil  I,    lii  lil    logelh 

11  by  two  swivel  eve  boh  a 
made  fa  1  to  I  he  bodj  of  the 
1  all '  :  tiii    arrangement  pei 

In   '  .i|i  and  stem  lo  be 

1  il'  1  run  n  ,  ,1  w  ben  clean 
ing  mil  ihe  boilei  or  1 ' 
■eating  the  valve. 

I  he    t  III  11  1        III I11       II 

loiindallol I.    and    lor 

1 n  il 1  ■.    arj   to  put   in  1  0 it  1    foi  11 

1   in to   a    di  pili    l»  low    lb'    1 1    level   ol    1    1  avating 

111  ■  •     arj   foi  vnii'  1  ■..n,  .      1  in     1. mi  ing  1     il ,  feel  deep 

1,1    "  tion  the    lack  1  •  square  up  to  a  f<  h   fi  •  1  abovi   th 1  ol 

■      po in  "I. n       1  1"     'in  m    i"" 


CN 


1  ib.    re  1  la  ii  k.     I  I"   bottom  1     13}  ■  fl     iq 1 


450 


STREET    RAILWAY    REVIEW. 


[Vot.  mi.  No.  s 


with  walls  .i(.  in   thick;   .it  the  top  the  outer  diameter  i-  tj  ft  -•  la 

and  the  internal  diameter  11  ft     [Tie  inner  wall  i-  of  brick,  u  ft 

i  diameter  al  the  imoke  Rue  entrance  and  11  ft.  above  thai 

point    At  the  base  the  inner  wall  i«  i;  in.  thick  and  al  the  top  4  in., 

.mil  for  the  t'"M  r-  ft  the  inner  cout 
thick,  is  of  tire  brick,     ["he  Rue  opening  5  ft  6  in,   • 

f>  in.  inside.    The  heighth  of  the  stack  abovi  a  ft 

Hack  ..f  tin-  boilers  10  in.   Worthington  elevated  con 

deosers,  one  in  each  end  of  the  station.     Condensing   water  flows 
f nun   the   11  duits   which   extend   through 

the  station  as  shown  in  the  sectional  view. 

placed  in  a  light  well  extending  the  entire  length 
of  the  iiinim-  n. ..in  and  are  all  in  full  view  from  the  engini 

I'lie  pump-  which   will   ultimately   I"    installed   include  the 
following  apparatus,  which  is  arranged  symmetrically.     Starting  al 
tack  and  proceeding  in  cither  direi  will  be: 

18  \  is  in.  Worthington  dry  vacuum  pump  direct  driven  by 
.1  15-h.  p.  motor. 

One  8  x  to  in.  Worthington  triplex  feed  pump  driven  direct  by  a 
35-h.  p.  mi 
One  to  \  i:  x  to  in.  Worthington  duplex  steam  pump. 
Two    19   x    15   in.    Worthington    triplex    circulating    pumps   each 
direct  connected  to  a  35-h.  p.  motor. 

This  arrangement  gives  one  electric  driven 
each  of  the  four  large  generating  units,  two  electric  and  two  steam 

driven   food  pumps,  and   two  dry    vacuum   pumps. 

All  the  pump  motors  art-  designed  for  125  volt  current  and  wen 
made  by  the  Akron  Electrical  Manufacturing  Co.,  of   Vkron,  1  I. 

The  station  was  designed  for  four  main  generating  units,  two 
of  which  arc  in  operation  and  the  third  in  pi ection.    Each 


.Winder-  are   U'  and  i.|  b)  60  in.,  and  the  engine  lia-  a  normal  rating 

of  -'.-i«i  li.   p.   runnini  lutions  per  minute  under   150  lb. 

initial  with  50  1  rerload  capacity.     The 

of  hammered  wrought  iron  and  1-  2J  in.  in  diameter  1. 

irings  which  an'  23  in.  m  diameter  by  -\<<  in.  long,  ami  water 


L 


PUMP  WELL. 

jacketed.     Tile  admission  and  exhaust   valves  of  both  cylinders  arc 
actuated  bj  separate  sets  of  ■  and  wrist  plates,  giving  inde- 
nt   action    to    the    valve-  and    a    wide    range    of   cut-ofT.       The 
cut-oS  in  both   high  and  low  pressure  cylinders   is  controlled  by  a 


1,  -  -l  t_j_  i  i . j_j_J_jLLi-Lj_ijXj-_La-^^ 


FRONT  ELEVATION  OF  PIPING  ON  PARTITION  WALL. 


of  these  uni  .  . .      !  ,  ngine  of  the 

colli--  type  direct  connected  to  a    1,500-kw.   General   Electric  gen- 

The  engines  which  were  built  by  the  I     8k  G.  (  oop 
of  Mt.  Vernon,  O.,  are  necessarily  ma  ign,  but  they  are 

at    the    same   time    very    symmetrical    and   graceful    in   outline.      The 


single  governor  of  the  By  ball  type,  and  closi  peed  regulation  and 
proper  operation  of  the  alternators  in  parallel  are  guaranteed.  A 
or  supplementary  governoi  is  placed  on  the  high  pressure 
side  of  each  engine  to  operate  a  quick  closing  valve  in  the  main 
-team  pipe  should  the  speed  for  any  reason  increase  8  or  10  r.  p.  m. 


JO.     I0OJ.] 


STREET    RAILWAY    REVIEW. 


451 


above  normal.  A  feature  which  gives  a  very  neat  appearance  to 
the  engines  is  the  heavy  base  plate  extending  over  the  entire  width 
of  the  engine  foundations  under  the  guide  barrels  and  cylinders. 
including  the  dash  pots.  These  plates  join  with  the  extended  webs 
at  the  base  of  the  main  bed  plates,  and  are  provided  with  oil  chan- 
nels and  heavy  beaded  edges  which  unite  conveniently  with  the 
floor  of  the  engine  room.  The  fly  wheels  are  22  ft.  in  diameter,  of 
the  segment  or  built-up  type,  and  weigh   160,000  lb.  each. 

The  generators  of  the  main  units  are  General  Electric  three-phase 
alternators,  type  A-T-8  rated  at  1,500  kw..  the  rated  output  of  each 
phase  being  377  amperes  at  2,300  volts,  when  running  at  75  r.  p.  m. 

For  supplying  current  to  the  motors  driving  the  auxiliary  appar- 
atus there  are  two  engine  driven  motor  units  each  consisting  of  a 
IJ  in.  simple  engine  direct  connected  to  an  8-pole  125-voll 
generator,  and  a  motor-generator  set  comprising  a  300-kw. 
induction   motor  and   a    [25-voII    too-kw.   generator.       These   engines 


i   ION    ..F    PII'IN'. 


ill. 


Unit   by  il  Iron   Wot'. 

I  be 
wbirb   will   1.  nt    m   t li>    111. on  plant 

ne  iiinh  by  Alfri 


each,  which  for  large  weights  are  hooked  to  the  extremities  of  a 
yoke  and  thus  enabled  10  work  together.  From  the  power  station 
plan  it  will  he  remarked  that  a  track  some  45  ft.  long  has  been  laid 
into  the  building  so  that  loaded  car^  may  be  run  in  where  the  crane 
can  be  used    for  handling  heavy   weights. 

The  transformers,  lint-  switches  and  blowers  are  arranged  sym- 
metrically along  the  outside  side  wall  ot  the  generator  room,  the 
switchboard  being  placed   in  a  gallery  overhead. 

The  piping  fur  the  plant  i-.  SO  far  as  possible,  all  placed  on  the 
engine    room    side    of    the    wall    separating    the    boiler    and    engine 


liOII.ERS  FROM  ABOVE. 

rooms.  Supported  OH  suitable  brackets  which  are  furnished  with 
rollers  capable  of  adjusting  the  position  of  the  pipe  vertically  and 
laterally,  are  eight  mains  arranged  in  the  following  order  from 
top  to  bottom: 

20-in.  steam   header,    with    rain,    valve. 

S-in.  boilei    11  ed  main. 
4-in.  general  water  main. 
S-in.  dry   vacuum   main, 
in,    sen  ice   want  main, 
--in.  exhaust  main. 
14-in.  condenser   water  main. 
22-in.  exhaust    vacuum   mam. 

The   .11 1  hi:"  in,  mi    and   connection   of  these   headers   are    shown   in 
the  front   elevation   of  the  piping  ami   by   the   section,   which  also 
shows   the  pipe  leads   and   traveling   ladder   by    which   access   to   tin- 
piping  is   had.      Bach   main   is   divided   into  two    sections    b\    a    valve 
mar    the    center   of    its    length,    and    each    section    of    the    16 
formed    i      piped    to   a    gage   on    the-   centrally    located 

board.     The  front  elevation  shows  eight  of  these  gages,  tin-  other 


DETAIL  OI  PIP!   BRACKETS, 

eight  being  on  the  lefl  of  thi  cento  lini      ["hi   pi]  id  was 

lei  to  the  ■  1  im ago. 

I  be    tation  appai  upplied  with  oil  bj  ]  lubricating 

the  pump    1. a   7,1,1,  h  an   lot  ati  d  on  tie    en 

d  the    lorai  10m  in  tht 

mi  in.     In  ih.   oil  on. in  ngine  oil  tank  1,  i  fi.  in 


452 


STREET    RAILWAY    REVIEW. 


\II.  No.  & 


EXTERIOR  OF  POWER  STATION. 

diameter  by  8  it.  long,  and  four  cylinder-oil  tanks,  ->  ft  in  diameter 
by    S    ft.    long,    two    for    high    pressure    and    two    for    low    pressure 

cylinder  oiL     Ovir  these  tanks  is  a  wooden  trough   wide  enough  to 
receive    two    rows    of    "il    barrels    which    are    rolled    into    po 
tapped  and  the  tanks  rilled  through   funnels. 

Connection-  from  the  house  water  tank  are  piped  to  the  bottom 
of  the  oil  reservoirs  and  the  piping  and  valves  are  so  that  either 
one  of  the  tanks  for  each  kind  of  oil  can  always  he  in  service.  To 
provide  against  loss  of  pressure  on  the  oiling  system  by  reason  of 
the  temporary  demands  on  the  service  system  an  air  reservoir  is 
provided  in  the  oil  room  in  which  air  is  compressed  to  the  service 


Mr.   M  -i   ingeniou  for   indicating  the 

water  level   in  the  tank-  without   using  the  s-  .  which  are 

liable  •■  broken,  with  a  resulting  "muss"  in  tin-  oil 

Through  the  blank   flange  dosing  the  hand  hole  in  the  end  of  the 
tank  i-  placed  a  -haft  lining  a  suitable  handle  on  I  'id  anil 

■  il   of     in. dl   pipe  on   the   inner  end.   placed    radially,    a   hole   i- 

Ik. red   through   this   -haft   ami   the  outer  end  dosed   by   ■'  pointed 

winch    acts    a-    a    valve,    and    when    opened    established 

munication  between  the  pipe  mentioned  and  n  the  lower 

side    "f    the    Ranged    joint    through    which    oil    or    water    appear-. 


BOILER  ROOM  FROM  FLOOR. 


according  to  the  position  of  the  free  end  of  the  radial  pipe.  A 
graduated  scale  indicates  the  amount  of  oil  in  the  tank  when  the 
pipe  ha-  been  rotated  from  a  down  hanging  position  upwards:  until 
oil   instead  oi  water  appears  at  the  opening. 


'.ENEKAI.  VIEW  OF  PIPING  IN   MAIN  STATION. 


main  pi  the  latter  is  temporarily  reduced  check 

and  the  r<  and  supplies  pres- 

sure for  distributing   thi 

After    use    the    engi    •  through    1 

filters  and  relumed  to  the  tank. 

In  the  centers  of  the  heads  of  the  oil  tanks  I  which  are  horizontal ) 


In  this  station  there  are  an  exceptionally  large  number  "f  in- 
geniou- devices  and  interesting  details,  a  number  of  which  are 
shown  in  the  accompanying  drawings. 

The  water  supply  for  the  station  is  taken  from  the  I'"\  River 
through  a  small  gate  house  situated  on  the  river  hank.  An  eleva- 
tion,   a    plan    and    section   of   this    house   are    shown    in    one   of   the 


Ara   20,    1902.] 


STREET    RAILWAY    REVIEW. 


453 


r_  ■  .      ;  .. 


-...-.     v} . 


•  ■-■•■■•  -C'v.i-. .■  s  '-•  'w   %%         '  - 

* — 


3* 


m 


.  ■  St 


'3S*' 


§ 


■■-• 


inUIG   DIAGRAM,  MAIN   POWER  STATION,  AURORA.  ELGIN  A  CBH  AGO  RY. 


EE 


.j  '/acrm*1*'^  *y^_ 


.  ._j. 


\ 


Al-     J. *  .1        ,1         ,1,1,1,1 


^ 


1       I,    I,     I  .     I,    ,t 


:    1 

■-    -  - . '  -  --  ■ .  • 


=Q 


a 


11 


□L 


SCREEN  HOUHI     Vt  RIV1  »l    COWDERMNO  WATER   ii'NNKI. 


454 


STREET    RAILWAY    REVIEW. 


[V<*.  xii.  No.  a 


illustrations.     I  'In-  lowei  the  house  which  ia  built  of  con 

crete  contaim  three  chamtx  :    othei  bj 

i iii-   walla.      Ilu-  water  enters  the  two   fronl   chambers   by 
meant   of   two  circular   ^.tti  ^   near   the  lowei    part   consisting   of 


EXTERIOR   VIKW  OF  POWER  HOfSE  SHOW  INC  COAL  STORACE. 

cast  iron  pipes  with  a  lug  at  the  bottom  L<r  fastening  on  the  cover 
when  ii  is  desired  to  shut  off  ilic  water. 

On  entering  these  chambers  the  water  passes  through  four  screens 
with  meshes  of  Vj  in.,  .54  in.,  l/2  in.  and  fjj  in.  successively.  It  then 
passes  through  two  gates  in  the  partition  wall  of  the  same  style  as 


HETAIL  OF  HOPPER  VALVE  IN  COAL  STORAGE  BINS. 

on  the  Outside  wall  and  which  are  located  in  direct  line  with  the 
former. 

id  chamber  water  is  carried  to  the  water  way  under 
imps  by  mea  mcrete  lined  semi  circular  arches  y  ft.  in 

height.  When  it  is  desired  to  clean  out  thi     creen  i  hambers  the  water 
shut  off  by  inean>  of  covers  shown  in  detail  in  the  illus- 
are  made  of  pine   wood   and   are  circular  in 
to  tit  the  gate  casting  in  the  concrete  walls.     Between  the 
casting   and   the    wooden   cover   is   a    ring   of   rubber   of    I    sq.    in. 
section   which  presses  against  the  seat  of  the  casting  so  as  to  ex- 
clude any  water  from  passing. 

parallel  vertical  ribs  of  oak  extend  aero       tl irei    I 

which  the  handle  for  fastening  the  cover  is  hinged  at  the  center 
of  the  cover  by  means  of  a  bolt  running  through  the  ribs.  On  the 
lower  end  of  this  handle  is  a  horn  which  tits  into  the  lug  at  the 
bottom  of  the  gate  casting.  This  handle  is  long  enough  to  extend 
above    the    high    water    mark    of    the    river    and    its    upper    end    is 

fastened  by  a  strap  set  in  the  face  of  the  building.     By  drawing 


up  this  handle  to  the  face  of  the  building  by  means  of  thi 

i  d    tightly    against    thi  i  -ting. 

i  xcluding  all  water. 

tig  the  outside  and  ilisiih-  gate  of  either  sereetl  ehainher 
the  latter  may  he  pumped  out  and  the  sereins  cleaned  01  repaired. 
In  the  upper  portion  of  the  building  ui"  horizontal  I-beama  are 
Suspended  over  the  center  ol  I  u  ehainher  on   which  a  ear 

riagc  travels  carrying  a  block  and   fall.     Hy  means  of  the  latter  the 
screens  may  he  removed   or   replaced   in   position. 

Transmission  Line-. 

There   are    six    Sub  Stations   located    a-    shown   on    the    map.      The 
high  tension  feeders  are  there  indicated  hy  broken  hues,  and  it   will 
he    note.!    that    there    are    two    line-    leaving    the    mam    -tat 
Batavia,  one  following  the  railway  to  Sub-station  No.  i  at  Warren- 
ville    ind  thence  lo  Xo.    \  at   Lombard,  anil  the  other  running  across 

country  to  No.  5  ami  tl to  Lombard.     tTiese  two  1"" 

aluminum  cables  of  carrying  capacity  equivalent   to   No.  <x>  coppei 
From  the  main  station  at    Batavia  to  Sub-station  No.   1   al 

Aurora,   from   No.  5  to  No.  6,  and   from   No.   .t  to   No.  4.  other  high 


STRAIN  TOWER  AT  SUB-STATION. 

tension    feeder   lines  arc  indicated;    these  are  of  aluminum   cables, 
equivalent   to  Xo.  2  copper. 

The  high  potential  lines  are  carried  on  40  ft.  poles  with  7  in. 
top-,  which  are  placed  80  ft.  apart.  The  cross  arms  are  4X1  x  5'^ 
in.  in  section  spaced  24  in.  between  centers  vertically,  the  upper  arm 
designed  to  carry  two  insulators,  60  in.  between  centers,  and  the 
lower  arm  to  carry  four  insulators,  60  in.  between  centers,  thus 
providing  for  duplicating  the  present  feeder  system  when  the  de- 
mand for  it  shall  arise.  The  insulators  are  the  Locke  Xo.  117, 
side   and   top   groove   triple  petticoat,   7   in.   in   diameter  and   4'  _■    in. 


.* ^X 


CtiARD  FRAME. 

high,  of  glass,  made  hy  Fred  M.  Locke.  Victor.  X.  Y. ;  these  are 
di  signed  for  a  working  pressure  of  30,000  volts.  The  high  ten-ion 
wire-  arc  transposed  every  mile. 

telephone   wire-   are   carried   on   cross   arms  about    7   ft.   lower 
on  the  poles;  these  wires  are  transposed  at  every  fourth  pole.     There 


ao,  190a.] 


STREET    RAILWAY    REVIEW. 


455 


are  two  complete  telephone  circuits,  one  intended  for  the  use  of  the 
train  dispatcher  and  one  for  the.  general  business  of  the  company; 
lint  the  dispatcher  may  interchange  the  systems.  Telephone  booths 
arc  placed  at  all  switches  and  crossovers  and.  of  course,  in  the  sub- 
Stations.  At  intervals  of  about  1.000  ft.  wires  are  brought  down  the 
poles  for  connecting  to  telephones  earned  in  the  cars.  A  com 
plete  bridging  telephone  system  was  furnished  by  the  Garl  Electric 
Vkron,  O. 
All  the  poles  are  numbered,  figures  about  ->'_■  in.  high  heing  used. 
Numbers  alone  are  used  betweei  -      nid   Wheaton;   on  the 


Sub-Stations. 
The  six   sub-stations  are  located   so  that   they    Eorm   convenient 
centers  of  distribution.     The  continuous  current   produced  at    the 

sub-Stations  i-  fed  directly  into  the  third  rails  so  thai  all  direct 
current  feeders  are  done  away  with.  Outside  of  the  sub-stations 
the  only  cables  used  are  for  connecting  the  ends  of  the  third  rail 
.11  streets  and  grade  crossings  with  other  railroads.  The  sub- 
stations are  numbered  from  one  10  -i\  and  are  located  as  follows: 
No.  i,  at  Aurora;  No.  2.  Warrenville;  No.  3.  Lombard;  No.  4. 
May  wood;    No.  5.  Engleton;    No.  6,  Clintonville, 


PLAN  ANI>  ELEVATION  OF  TOP  OK  STRAIN  TOWER. 


Wheaton. Aurora    branch    the    letter    "A"    1-    used    i"    addition,    and 
similarly  "E"  on  the  Elgin  branch,  "B"  on  the  Batavia  branch  and 
country  transmission  line. 

of  the  line   drawings   show  ndard   guard    frame   for 

high-tension    lines,    and    in    the    front    elevation    the    cro 

for   the  high  tension    feeders   are    shown   dotted,   the   centei 
of   the   three-phase    wires   being   al  ■!    by    the   lettei       I  I     I. 

the  guard  frame  ii  formed  by  a  cross  arm  454  x  5  in.  x 

nd  bolted  and  braced  to  the  lop  of  il      BOli         idi    1 

gained  and  bolted  to  the  top  piece  and  to  u  in. 
lengths  of  tl  rtion  al  the  bottom.    These  blocks  are  in  Vine 

with  the  lower  cro^  arm  to  which  the)  ed  by    1  Va   X    '  1  in. 

I  j  ving  guard   frai 

.1    7 -trand   galvanized  oles    which    an     fa  tened  to 

round  iron  located  al  th<    poinl     marked  G  in 

.ving,  and  a   ninth   which   < 

ire  21  in.  between  ci  ntei        I  I"   drawing 

lii  Ii  11  will  be  noted  are 

ottom  and  fastened  to  the  tide  of  the  pole  with 

!  ,,f  being  I  he  front   with  but  one 

or    bolt 

Wbi  r<  not;,.  Elgin  A  Chicago  feedei  lin< 

guard  frame    are  plai  1  d  on  the  polei 

of  the  railway  line  and  guard  a  lb'    guard  wires 

■  d  thai 
falling  upon  them  can  reach  the  high  potential  circuit 

all  the  guard  »»'"  at<    ground,  d  SO  thai   i"  •  Il  "' 

grounding  of  the  railway  1  in  uit. 
I  hit  e  usual  practice,  but  the  1 

company  believes  that  i  ugly  built  guard  and  p 

underneath  to  introducing  ■  weak  place 

ng  taller  poll     and  . arrying  il  ove  il" 


The  electrical  equipment  of  all  the  sub-stations  is  practically 
identical,  but  the  buildings  are  constructed  according  to  two  dif- 
ferent   plans,   one   plan    showing   a    dispatcher's   office,   waiting   room 

and    platform    for   passengers,    while   the   other   is   without   these 

rooms,    and    contains    only    the    rooms    necessary    for    the    electrical 
equipment.      The  accompanying   illustration   shows  the  general  ar- 


LOMBARD  BUB.9TATION    "CLIMAX"  CATTLE  GUARD  AND  CON- 
DOI  TOR  RAIL  TERMINALS  IN  FOREGROUND, 

cnl  "i  Hi'   largei     ub    tal ion    «\ hii  h  are  u  ed  E01   pa    cngci 

the  11  ui  Hon  1    entirelj  1 1(  bricl   and    1 n 

the   building     1     ab  olut<  Ij    fii  1 1    1     i     pi  1    ibli ,      1  he     mb 

plan    in    tl I    u  at  1 1  n  illi .    1  ombard 

and   Maywood  .    lb'    oiber  three    tal ai  1    pi  ai  ticallj    ii 


STREET    RAILWAY    REVIEW. 


[Vol.   XII,   No.  & 


with  ii  ion  in  which 

the  machim  i  ft.  and  .  main 

room,  a  basement  and  inlo  which  the  IhkIi  ti 

mght 
in  from  of  each  sub  station  i-  a   strain  structun    For  taking  the 


From   thi  icture  the   wires  |,;t ^ -   mi,,  ilir   station   loft 

through   special  insulating  tile  and  immedialelj   after  entering  the 
building  are  conne  E.  lightning  I  he  three  wire) 

ntering  the  buildii  nnecl  t"  lai 

switches  making  t\\"  bn  run  down  to 


TbGHtrJMq 


WIRING    I'lA'.RAM  Ol'  SUB-STATION. 


strain  nf  the  overhead  >ass  into  the   sub-station 

loft.     The  ng  illustration   shows  a  working  drawi 

tins  structure.     Instead  o£  i  ingli    insulatot    foi 

taking  the  stress  in  the  direction  of  the  line  the  insulators  are 
arranged  in  sets  of  four.  The  line  cable  passes  between  these  and 
i-  tied  i"  a  yoke  n  ia  iron  with  the  ends  slightly  bent  and 


the  high  ten  rs  in  the  basement,  which  are  very  ingeniously 

1   in   brick   conduits   which   afford  almost    perfect    insulation 
yet  leave  all  of  the  wires  entirely  exposed  for  inspection     Thi 
partmenl  in  the  basement  which  contains  these  high  tension  bus  bars 

on  d -  which  close  hermeticallj  in  order  to  permit  a  circula- 

i  air  under  pressure  through  tin*  chamber. 


D00 ODD       000  000 


UUUUUU  UUUUUU  -  ; 

; 


PLAN  ANH   BEOTION  OF  SUB-STATION  WITH  WAITING  ROOMS. 


the  insulators.     I  his  ■    similar  > 

.mill  pair  of  insulators  bj  I  wire  which  are  twisted 

until  it  i;  apparent  thai  the  load  is  distributed  between  the  two  pairs 
of  insulators. 


The  high  tension  "bus  bars'  consist  of  No.  2  bare  copper  wires 
stretched  in  a  l>riok  and  concrete  structure  erected  in  the  air  lock 
under  the  transformers,  the  arrangement  being  practically  the  same 
in  the  central  and  the  sub-stations.    The  l>n~  for  each  branch  of  the 


_v>.    1902.] 


STREET    RAILWAY    REVIEW. 


457 


circuit  is  located  in  a  tunnel  made  by  placing  horizontal  partiti 
cement  concrete  between  vertical  side  walls  of  l»rick :  and  the  leads 
to  the  oil  switches  and  transformers  are  similarly  separated  by  4-in. 

vertical  brick  walls  supported  by  steel  angles  at  the  corners. 

It  is  noticeable  that  all  the  sub-station  wiring  is  arranged  so  that 
all  the  wires  and  cables  except  those  pertaining  to  the  instruments 
on  the  switchboard  arc  carried  in  the  basement,  and  there  arc  no 
high  tension  wires  or  heavy  cabli  mid  in  the  main  room 

where  the  machinery  is  located.  This  main  room  contains  two 
Genera]  Electric  rotary  converters  type  II.  C  running  at  1.500 
r.  p.  in.  These  transform  alternating  current  of  25  cycles  :it  4.50 
volts  1,,  constant   current  at  600  volts.      There  are   -i\   transformers 


Mil. II   TKNSION  LI'.BTNING  ARKKsTF.RS. 
\.    I'.,    type    wound    for    a    primary    voltage    of    jfi.4(v>   and    a 

no;    two  reactive  coils,  type  R.  C  4*:    two 
Buffalo  Forgi   Co   blowers  each  driven  by  a  .(  h.  p.  General  1 
induction  motor,  type  I.  for  furnishing  the  air  for  cooling  the  trans 
formers  and  the  high  tension  bus  compartment  in  the  basement 


KOI  AkIKs  I.N  HUD  station 

,,g  rrprodtii                    1  photograi  of  the 

111  of  lb.    in.,.  1 try  and  the 

■ 

which                                              nt    high    lino. ,n    Inn  dim  t 

.1  iln  dm  ■  ■  panels. 


In  the  Lombard  station  from  which  the  illustration  is  taken  are 
three  alternating  current  line  panels  for  one  outgoing  and  two 
incoming  circuits.  These  three  panels  are  at  the  left  hand  end  of 
the  hoard  and  the  next   two  panels  are  used   for  the  alternating   CUI 

rent   side  of  the  rotary  com  l 

The  diagram  ,.f  wiring  shown  herewith  will  serve  to  explain  the 
switchboard   arrangements  of  all   the   sub  stations.     The   incoming 


St'li.STATION    SWITCHBOARD. 

Inn    panels   each   contain   one   Thompson   ammeter,   one   reversible 

relay,    two    signal    lamps    and    a    controlling    -witch    for   throwing    the 

oil   switch   which  ..pen-  and  closes  the  circuit.      The  ml   switch   1- 

provided  with  a  motor  winch  operates  automatically  a-  1  a-  the 

-witch   has  been  thrown  and   which   keep-   it    constantly   in   readiness 


nil.  SWITCHES  AND  TRANSFORMERS, 

to  i„    op  rated  bj   a  tripping  device  which  1    co lied  bj   a     mall 

auxiliary    switch  al   the  switchboard.      I  la    two  lamp!   abovi    Hi,   , 
controlling    switches    show    whether    the    oil    switch    1      open    01 

Cl0    ■  d      p  I  ing     null. ale. I     bj     a     1,  ,1     lamp    and     III,      mini 

by  a   green   I  imp.     in   ...    the   ming    nl     hould    1    to 

ni  '  ■   -1 1  ,,i  1,    highi ,  potential 

'.n   in  the  diagram   1  om<      into   ai  lion      By 

"I  1   1   bi    adju  1,  d   1,,  an)    1,  quired   n  ading 

I  In-  od  iwiti  iied  if  iln-  readin  1  ded,  in  ., 

mannei    •     b)   tl ntrolling     viti  h       1  hi    pam  1   foi    1  hi    outgoing 

'  "tieiii   i      imilai   1,,  thi    om    iusl   di   1  rib  d  exci  pi   ll a 

■"'    anini,  tl  I    I ■  >,,    I     ol    the    m    and    m    iln      ,  .,    . ,|, 

ovi  rlo  id  i  ,  d  in  plai  •   ol  ihi   revet  .,1  r<  la;   on 

d   in   parallel    with   ihi    1  ontrolling 

"witch  and  lignal  lamp  ,   ,11.:  1  ,1  1,.,   ,,,    „,  ,j,,     olenoid 

Ig    ■  lo  ,      il ,,,   ollii 

I  In-  pa  de  of  thi 


458 


STRKKT    RAILWAY    REVIEW. 


[Vol   XII.  No.  & 


each  contain  .1  power   facloi   meter,  an  ammeter  and  .1  voltmeter, 

mixing  I .t  1  ■  1 1 1  ^ .  a  plug  n, cpc.nl.    for  throwing  the 
incut-  in  circuit,  the  controlling  twitch  and  signal  lamps  foi   "i"  1 
ating  the  oil  switch.    On  the  bacd  1  el  1-  an  overload  relay 

For   operating    the   oil    switch   as    previously    described.     The   two 
panels  controlling  the  direct  current    tide  of  the   rotan 
are  icparated  by  the  width  of  one  panel  from  the  alternating  1 
panels    alreadj    described.      I  In ■-.  ach    contain    a    circuit 

breaker,    an    ammeter,    a    1  itch    lightning 

1  and  wattmeter     As  the  relays  and  controlling  switch 
operating   the   "il    switches    require   continuous   current    a    storage 


non-telescoping  ends.      I  In-  under  framing  it  entirely  of  5  in.  and 
din.  i.      riveted    together    wtih    special    channel 

plates.    The  lines  of  the  car  body  are  similar  in  general  appearance 
to  what  has  come  to  be  known  as  the  Pullrru  leeping  car 

with  compound  Gothic  windows.     Thi  in  an 

...Inch  adds  greatly   t"  the  general  appearance  of  the  car. 

iterior  "f  the  roof  presents  ■  rich  appearance  and  1 
mented  with  stripes  and   studded  with  frosted  incandescent  lamp-. 
each  of  t6  c  p.  sel  in  sockets  of  oxidized  copper.    The  ventilating 
sash  are  eliptical  with  art  glass  sel  in  three  sections.     The  ceiling 
i-  painted  blue  and  the  interior  is  rubbed  down  t"  a  dead  finish, 


STANDARD  CAR-NILES  CAR  &  MANUFACTURING  CO. 


battery  is  provided  for  use  in  starting  the  plant  when  the  n 
arc  not  in  operation  and  there  is.  therefore,  no  continuous  current 
available.  The  line  current  of  600  volts  i-  cut  down  t"  a  pressure 
of  125  volts  by  mean-  of  a  resistance  inserted  in  series  and  tins 
pressure  of  125  volts  1-  used  both  to  operate  the  relay-  and  con- 
trolling switches  and  to  charge  the  batteries  when  required. 

I  lie  two  panel-  to  the  extreme  right  of  the  board  are  for  the 
direct  current  feed  to  the  third  rail.  These  each  contain  a  circuit 
breaker,  ammeter,  voltmeter,  kicking  coil  and  a  lightning  an 
A  connection  is  made  in  the  winding  of  the  transformers  so  that 
the  rotary  converters  can  be  run  up  to  speed  as  motors  with  only 
a  portion  of  the  normal  pressure.  When  they  reach  full  speed  this 
intermediate  voltage  i-  cut  off  by  mean-  of  a  double  throw  switch 
and  the  normal  pressure  is  supplied 


the  latter  being  in  quarter  oak  and  decorated  with  marquetry  work. 
The   trimmings   are  of  solid  bronze. 

The  seats  arc  of  the  Hale  &  Kilhurn  walk-over  pattern  made  of 
rattan  and  furnished  with  high  hacks  and  roll  top  head  rests. 
Under  each  seat  is  supplied  a  Consolidated  car  heater.  The  car 
is  arranged  with  en  and  a  center  aisle,  the  latter  being  laid 

with  matting.  Each  car  has  a  smoking  Compartment  and  the  trim- 
mings throughout  are  of  polished  bronze.  On  each  side  are  con- 
tinuous ha-ket   racks  and  the  glass  is  polished  plate  throughout. 

Each  car  is  equipped  with  four  of  the  Xichols-I. intern  Co's. 
pneumatic  sanders;  these  enable  -and  to  he  as  efficiently  distributed 
on  curves  as  on  straight  track,  insuring  uniform  track  conditions 
when  stopping,  and  preventing  slipping  of  wheels  at  starting.  The 
other  special  equipment  includes  Van  Horn  draw   har-  and  couplers. 


<T-4 

arrangement  of  contact  shoe. 


Rolling  Stock. 

lolling  stock  of  the   Aurora,    Elgin   &   Chicago  consi 
present   of  ^o  cars  of  shown   in   the  accompanyini 

graving.  Twenty  of  these  ear-  are  equipped  with  motor-  and  the 
remaining  ten  are  used  as  trail  car-.  The  car  bodies  were  made 
by  the  Niles  Car  &  Manufacturing  Files,  ()..  and  a-  will  be 

seen  from  thi  on  are  very  handsome  in  general  appearance. 

nstruction  -1"  thi    framing  i-  novel  and  was  designed  for  the 

of    withstanding    the    exceptionally    high    spei 

which   the  car-   will    he    subjected.      The   length   of   the   bodies   over 

end  plate-  i-  47  ft.  3  in.  and  the  extreme  width  of  the  ear-  over  the 

-ide  -ill-  i-  S  ft.  '.  in.  !,.(]  an,l   furnished   with 


Stanwood  double  steel  steps,  foot  gong-,  push  buttons  at  each  win- 
dow, two  trolley  pole-,  rear  and  front  signal  light-,  rear  Mags,  fire 
extinguishers  and  a  full  line  of  tool-  in  tool  boxes  to  he  used  in  case 
ident.  I  he  vestibules  have  side  door-  and  the  -tep  opening- 
are  provided  with  trap  doors.  I  In  end-  of  the  vestibules  an 
in  allow  passage  from  .me  ear  to  another  when  run  as  a  train. 
Ihe-e  cars  are  to  he  put  undei  a  speed  te-i  by  the  General  Electric 
Co.  and  il  is  the  intention  to  obtain  -peed-  a-  much  in  ex. 
too  miles  an   hour  as   possible. 

In  order  to  accomplish  these  test-  the  cars  will   he  supplied  with 
different  types  of  portable  vestibule  come  the  air  pre- 

high  sp 


- 


STREET    RAILWAY    REVIEW. 


459 


The  bodies  arc  mounted  on  Peckham  M.  C.  B.  No.  ,;o  truck?  with 
ti'.-in.  axles  and  36-in.  M.  C.  B.  standard  double  plate  cast  iron 
wheels.  The  journals  are  5x10  in.  \  side  elevator  of  the  truck  and 
a  transverse  section  through  the  center  of  the  holster  are  shown  in 
the  line  drawings.  These  trucks  were  designed  especially  for  high 
speed  interurhan  service. 

The  side  frames  combine  the  equalizing  hars  used  in  the  Mastei 
Car  Builders'  -team  passenger  car  trucks  with  the  diamond  frame 
used  in  the  M.  C  1!.  freight  car  trucks,  the  idea  of  the  combination 
hting  to  give  a  double  factor  of  safety,  a-  the  diamond  frame  alone 
is  sufficient!}  -         carry  the  weight  of  the  car  without  the  aid 

of  the  equalizing  liars,  which  are  arranged  in  pairs,  one  each  side  oi 
the  pedestals.      To  prevent  the  tilting  of  the  top   frame-  the    spring 


an  ordinary  Bourdon  pressure  gage  mechansim  with  a  special  hand 

which  makes  contacts  with  the  conducting  stud  at  the  position  of 
minimum  pressure  and  allows  current  to  flow  through  a  magnetic 
coil  which  operates  a  plunger  carrying  contact  pieces  for  the  motor 
circuit  whereby  the  motor  i-.  started  up.  When  the  hand  strikes 
the  maximum  stud  the  current  is  reversed  and  the  plunger  pulled 
away  SO  as  to  break  the  circuit  and  slop  the  motor. 

I'll,-  cm-  are  operated  with  the  General  Electric  type  M  control 
system,  which  is  adapted  for  running  the  cars  separate  or  when 
two  or  more  are  coupled  together  in  a  train.  When  the  car-,  are 
operated  in  a  train  the  circuit  connection-  are  so  arranged  that 
the  motors  on  all  of  the  cars  may  he  controlled  from  either  end  of 
any  motor  car.      The  type  M   system  consists  of  two  essentia]  parts. 


SIHE  ELEVATION  "F  PECKHAM  M.  C.  H.  30  TRUCK. 


I  the  truck  1   springs  each  side  of 

the  journal  l»'\i-  and  supported  from  them  by  -addle-,  ["hese 
arry  a  sufficient  portion  of  the  load  to  prevent  the 
tilting  of  the  top  frame-,  the  greater  part  of  the  load  being  carried 
hy  the  equalizing  bar  -pring-.  The  side  and  end  portions  of  the  top 
frame  are  all  in  one  piece,  a  forging.  The  transoms  are  bulb  angles 
10  iii.  deep,  which  extend  full  size  with  the  side  truss  frame  to  which 

re  very  rigidly  secured    Gussets  of  sheet  steel  connect  the 

the  side  frame-  hold  the  frame-  rigid  and  square.  The 
truck-  have  I'eckliam's  patent  -wing  bolster;  this  i-  constructed  of 
plates  in  form  of  a  channel  10  in.  deep  and  i-  carried  on  four  long 
coil  -pring-  and  one  elliptic  -pring  which  support  the  bolster  from 
a-  to  hold  it  securely  in  a  vertical  position. 
the  transom  and  extending  over  tin  bolsters  pre- 
vent  its  being  lifted  out. 

The  arrangement   of  bolster  spring-,  an   elliptic   in   the  cent'  i    and 


namely,  a  series  parallel  motor  controller  composed  id'  a  number  of 
electrically  Operated  -witches  called  the  contactors  and  a  separate 
electrically  operated  reversing  -witch  called  the  reverser,  ami 
second,  two  master  controllers,  one  located  id  each  end  of  each 
inotoi  ,. u,  which  operate  the  contactors  and  lex  er-ers.  A  cable 
running  the  entire  length  of  the  train  connects  each  master  con- 
troller with  the  controlling  circuit-  of  the  Several  motor  cars  and 
these  cables  are  connected  from  car  to  car  hy  means  of  suitable 
couplers.  It  is  also  necc--aiy  to  continue  these  cables  through  any 
trail  cars  which  may  he  ill  the  train  between  the  motor  car-. 


NORWICH   ELECTRIC  TRAMWAYS  CO. 


TRANSVERSE  SECTION  TliKm  GB    iml.-i  i  I 

il  .  ai  h  end.  i    designed  to  gi  riding  i 

lling  motioi  hen  running  at  high   ipi  i  i 

lipped  with  four  (_».  E,  '<j  motors,  125  h.  p. 

I     DO  I     p.  p 
are    iiupplicd    Willi    il  ;  t  tighl     111 

•    wnh   independent    n-  nd   auto 

mail  lie    compressoi  and   moti  nbined    in 

wound    motor    and    .1    dup 

mounted   dire  tl 

the    lo| 

1.   the   toi    Iki  c   forming   thi    top  covei    (or 

(I 

:n    III    oil. 


One  of  the  model  electric  railway  system  of  England  is  that  of 
the   Norwich    Electric   Tramways  Co.,  operating    14   miles  of   rail- 
ways,   of    which    five    miles    are    double    track, 
h'oriy    double   deck    closed    motor   cars,   and    10 

double  deck  trail  cars,  made  by  the  Brush 
Manufacturing  Co..  are  operated,  mounted  on 
-ingle  trucks  of  Peckham  manufacture.       I  he 

motor    ear-    are    equipped    Willi     West  inghoiise 

20  h.  p.  motors.     Browotl  &  Lindley  4,300  h.  p. 

tandem    horizontal    condensing    engine-    are    in 

tall<  ,1  in  the  power  house,  ami  the  installa 

!  X  I  l'""    ■1'MI    include,    four    .too  h     p.     B.    &    W. 

boilei  .111,1  four  200-kw.  Westinghouse  gen 
ertors,       I  he   N01 » ich  company  was  created 

i>\   .hi    oi    Parliai v,  1897  and   [898,  and 

.1.1  an  authorized  capital  of  £264,000,  and 
authorized    issue   "i    debenture   bonds   to   the 

amount  of  £66, ill  p,nd,      I  he  chairman  "i 

up. in     1    Baron  Emile  I  >e  1  angi  1    the  managing  director,  1 
A.  Hopkins,  and  tin   general  managei    ""I  chief  engineer,    Vllan  N, 
Bani  ti 

»♦-» 

ii"    Binghamton   (N.  v.  1   Railroad «   in  tailing  a  new 

500-kw    generatoi   al    il     main    ital and  building  .1   new    trans 

n hue  to  the     "I,    1. in, ,n  al   I  1 E  ndii  otl      The  pan; 

>ii  double  '  1  ai  I  ing  all  thi   1 ' 1    ubui  ban  lim 

1  he  1 ifield  (Mo      1  8  1 1, ,  1  held  Si  reel  Railway  Co.  has  aboul 

completed  il     electrii    lim    1 ' held  lo  North   Hampton    and 

to  put  tie    road  pi  ral vei    1 Ii     ol  thi    1  outi    in 

111  [ruction  oi  thi    lim      .1     1 la  <   Octobei 


4(.0 


STREET    RAILWAY    KEVIKW. 


[Vol     Ml 


LONDON'S  TRANSIT  PROBLEM. 


There  i-  ii"  more  -inking  instance  than  London  of  tin-  dangers 
ml  mi  allowing  events  i"  shape  their  course,  when  the  events 
i  the  growth  "f  ;ui  important  financial,  commercial  and 
in. nun'. u mi "  rn   tourist    in  i   German 

il  and  outraged  b)   the  placard  "Verboten"  which  meeti  him 
rj  turn.     Bui  the  authorities  whicl  ead)  to  forbid  are 

tils   with  iluit  services,  and  the  cities  under  their 
ire  spared  the  problem  which  vexes  Londoners  today. 
London  grcu   up  in  the  tir-t  place  withoul  anj    scheme  ol 
architecture   which   would   have   made  a   rational    system   "i 
possible,  and  in  the  second  place  withoul  an)  central  authority  whose 
business  il  mighl  be  to  provide  the  citj  with  I  transit,  r;i 

tional  or  otherwise.  Central  London  is  .1  comparatively  small  area, 
1  tangled  web  of  llioro  quite  devoid  of  arterial  highways 

for  traffic,  nevertheless  it  is  the  dailj  goal  of  an  enormous  population 
whose  homes  stretch  for  many  miles  in  everj  direction.  There  is 
only  one  Lombard  street  and  one  Bond  street,  and  there  arc  nearly 
-i\  million  Ireater  London. 

If  we  look  ;n  the  attempts  made  to  provide  foi  the  necessarj  1 

motion  of  the  people  from  the  suburbs  to  the  center  and  within  the 
central  area  itself,  we  find  them  alike  hopelessly  inadequate,  The 
omnibus  was  introduced  into  London  streets  by  the  enterprising 
Shillibeer  in  1829.  Horse  tramways,  equall)  a  private  undertaking, 
made  their  appearance  in  186a  Both  are  very  slow  methods  of  pro 
1  ["he  underground  railway  was  welcomed  Eortj  years  ag.. 
a*  .1  final  solution  of  the  transit  problem.  The  "Metropolitan"  pul 
a  girdle  round  the  busiest  and  mosl  populous  pari  of  the  town,  while 
the  "District"  provided  fur  transit  from  various  points  on  the  Inner 
Circle  to  the  farther  suburbs.  Within  recenl  years  both  these  lines, 
but  ninrt-  especially  the  District,  have  fallen  into  much  discredit  The 
circular  route  is  t""  slow   for  the  I  century;  the  methods  of 

working  are  out  of  tlatr,  and  the  accumulations  of  grime  and  smoke 
in  the  tunnels  are  becoming  intolerable.  The  opening  of  the  new 
electric  hues  sealed  the  fate  of  the  •  >1  •  1  -team  railway-.  I'm  thirty 
year-  the  Metropolitan  and  the  District  held  good  their  claim  to  the 
title  of  "The  l'n. 1.  But  in  189a  the  Citj  &  Smith  London 

Railway,  a  deep  level  tube  line,  was  opened,  anil  a  few  year-  later  the 
Water!  1  lectric  Railwaj  provided  for  the  transit  from  the 

southwestern  terminus  in  the  Mansion  House.     These  line-  showed 
what  could  he  done  by  electricity,  hut  they  did  nut  poach  on  tie   pn 
nan.     The  "ctmp  tie  grace"  was  given  by  the 

Central    I. Ion   which   cut    right   across  the   must    populous   part    of 

the  area  served  by  the  ..hi  Underground,      ["he  Central  London  is 

worked  ..11  the  mosl  approved  1 lern  principle-,  with  a  dash  and 

energy  more  American  than   British  in  character.      N'n  one  with  any 

experience  of  the  comfort  and  convenience  of  this  line  would  return 

tt.  the  1. hi  method  of  traveling      The  Metropolitan  ami  District  com 

panic-,  with  ruin  -laring  them  in  the  face,  could  only  decide  to  con 

vert  their  line-  1..  electric  traction  ami  adopt  tin    improvements  wind; 

ntral  London  had  taught  tin  public  to  regard  as  indispensable. 

leled   success  and  popularity    of  the  Central    London 

ha-  given  an  enormous  impetus  to  a  number  of  similar  schemes.     In 

suburban  traffic  the  ..hi  -team  railway,  like  tin   old  horse-tramway, 

'■n  out  of  the  rai         I       electrii    motor— more  especiallj   on 

the  nun   system  of  control— ha-  11..1  only  a  great  superiority  in  the 

mattei  i   has  the  furthei   advantage  thai  stop- 

n   starting  and  accelerating  are  comparatively  simple  and  easy 

matter-,  and  that  the  whole  complex  system  of  -hunting  i-  rendered 

unnecessary.    Thus  the  mosl  effective  possible  use  i-  madi    oi   th< 

material,  hue  and  work. 

Deep  level  electric  tubes  then  are  the  salvation  of  London,  and  the 
only  question  that  need  disturli  us  at  present  1-  how  to  make  the  besl 

tin    5,  and  how  to  serve  thi  rea  withoul  01 

and  without  overlapping  ami  waste.    That,  we  fear,  is  not  a  m 
of  which  thi  tion  i-  likel)  to  he  found  with  the  eighl  com 

pame- who  ..  before  the  House,  or  with  the  thirteen 

dertakings    we   hear   rumor-.      The    problem 
central  authority,     I  In   Paris  Metropolitan  affords 

mum.  ipalitj 

it  itait  cnterp  for  five  lines :  a  circle 

round   Paris,  concentric  with  hut  inside  of  the  Ceinture,  two  lines 
running  from  east  to  west,  of  which  one  1-  already  in  working  ordl  I 
and  two  line-  running  from  north  to  south.      The  circle  i-  nol  . 
circuit,  hut  consists  of  two  self-contained  line-,  each  worked  on  tin 


l....p  system.  Confluent  junctions  between  the  differenl  line-,  winch 
formed  part  ..f  the  original  design,  haw  been  discarded  owing  to 
their  tendency  !<■  produce  congestion,  ami  have  been  replaced  by  a 
scheme  for  exchange  stations  to  enable  passengers  to  pa--  from  one 

Inn    to  another.       I  he   line  between   tile    Porte   dt     \  in.  tunc-   ami   the 

Maillot,  which  was  opened  in   1900,  corresponds  very  closely 

p.  the  I  w. penny  rube,  l»>ih  in  its  internal  arrangement-  and  in  the 
characti  district  which  it  serves.     The  heavy  locomotive  1-. 

however,  dispensed  with  and  every  train  consists  of  one  motor  and 
two  trailer  cars.  !    1-  fitted  with  three  brakes,  ■  Westing 

house  airbrake,   handbrake  and   an  emergen.  braki       Nil 

the  w.uk  below  ground  1-  undertaken  by  the  municipality,  while  the 
erection  of  the  station  buildings  and  the  actual  working  of  the  line 
1-  in  the  hand-  of  a  private  company  which  take-  the  whole  of  the 
receipt     oul  ol  which  il  pay-  a  royahy  to  the  municipality. 

We  have  looked  in  vain  to  our  own  municipal  authorities  for  a 
similar  interest  in  our  much  graver  ami  more  complicated  transit 
problem.  The  London  County  Council  confines  it-  interest  to  subur- 
ban tramways  The  new  tubes  are  -..  many  isolated,  independent 
schemes  which  will  stand  >>r  fall  by  their  individual  merit-,  and  have 
first  ..f  all  10  face  the  difficulty  of  finding  the  requisite  capital.  When 
all   i-  said  ami  done  we  arc  only  tinkering  at  the  question  yet. 

1).  N.  D. 


STEAM  AND  ELECTRIC  PARALLELS  IN  MASS- 
ACHUSETTS. 


Several  -trtct  railways  are  being  built  or  projected  in  Massachu- 
setts which  will  parallel  existing  -team  road-,  with  the  result  that 
the  railway  fare-  in  these  localities  are  being  considerably  reduced. 
1  1  icpected,  according  1..  the  present  progress  ..f  the  work,  that 
iln  Boston  X-  Worcester  Ky.  will  operate  car-  from  Framingham  to 
Bo  i"n  by  October  1st,  including  through  car-  to  Boston,  from  Marl 
horo,    Hudson  and   South   Ft  I  he  power  house  of  this 

road  in  Framingham  i-  now  nearly  completed  and  it  i-  second  in 
size  only  to  that  of  the  Boston  Elevated  in  New  England  The  -tack, 
which  i-  iSj  ft.  high,  ha-  jusl  been  completed.  Another  interurban 
line  to  parallel  an  existing  steam  road  ha-  been  projected  to  run  be- 
tween Providence  ami  Worcester.  It  will  he  a-  nearly  a-  possible 
an  air  line  between  these  cities,  which  make-  it-  length  40  miles. 
It  will  use  the  track-  of  the  Union  Railway  m  Providence  and  those 
of  the  Worcester  Consolidated  Ky.  Besides  securing  an  entrance 
int..  these  cities,  the  necessary  franchises  ami  rights  of  way  in  the 
towns  to  be  traversed  have  been  obtained  and  the  only  remaining 
preliminary  work  i-  the  securing  of  charter-  from  the  Massachusetts 
and  Rhode  Island  legislatures. 


THIRD-RAIL  SYSTEM   IN   NEW   YORK. 

The  third-rail  electric  system  1-  practically  completed  on  thi 
..ml  and  Third  Ave.  line-  of  the  Manhattan  Elevated  in  New  York 
City,  and  11  1-  expected  that  this  system  will  he  in  operation  on  all 
of  tin  lme-  of  the  company  by  the  close  of  the  present  fiscal  year. 
Through  thi-  change  of  it-  motive  power  from  -team  to  electricity 
tin  Manhattan  expect-  to  make  a  considerable  reduction  in  11-  ..per 
id  therebj  largelj  increase  its  earning-  available  for 
dividends.  I'm-  the  lasl  fiscal  yeai  the  operating  expenses  of  the 
Manhattan  were  $3,986,908.  At  the  present  time  each  train  of  five 
carries  an  engineer,  conductor,  fireman  and  iln  'i.      No 

firemen  will  1«  needed  mi  the  electric  trains,  ami  tin-  alone  mean-  a 
-aving  of  $330,000  per  year.  \-  train-  will  he  one  car  longer  with 
the  electric  system,  there  will  he  an  additional  saving  in  motormen's 
wage-  amounting  to  over  $100,000. 


GRADUALLY   GETTING  THE   NEWS. 


Iln  Scientific  American  of  Aug.  9,  1902,  quotes  Engineering  News 

a-  authority  for  the  statement  that  a  special  trolley  cai 

n   engines  1-  in  use  at  Springfield,  Ma--.     In  it-  issue  for  June 

15        iSt;;.  the  "Street    Railway  Review"  illustrated  and  described  thi 

trolley  car  built  I'm  ihe  Springfield  tire  department  l.y  the  Wason 
Manufacturing  Co.,  for  the  purpose  of  conveying  lire  engines.  It  is 
gratifying  to  know  that  our  contemporaries  not  -..  intimately  con- 
cerned with  the  electric  railway  field  .ire  keeping  up  to  date  in  regard 
t..  the  many  applications  of  electricity  1..  transportation. 


!  K12.  ] 


STREET    RAILWAY    REVIEW. 


461 


THE  BOSTON  ELEVATED  SUED. 


PLANS  FOR  LAKE  STREET  ELEVATED. 


The  city  "l  Boston  has  filed  a  number  of  suits  against  the  B 
Elevated  Railway  Ox  for  damages  to  city  property  by  the  construc- 
tion, maintenance  and  operation  of  the  Boston  elevated  lines,  ["he 
city  claims  that  the  value  of  several  pieces  of  real  estate  has  been 
depreciated,  and  bases  its  suits  on  the  loss  sustained  in  the  market 
price  of  the  property  should  it  desire  to  sell  it.  In  a  test  case  of 
Edward  I".  Baker  against  the  Boston  Elevated  Railway  Co..  the  time 
for  filing  briefs  has  been  extended.  The  fundamental  issue  involved 
in  this  ease  is  whether  substantial  damages  van  lie  recovered  I 
noise  produced  by  the  operation  of  tin 


ROOFLESS  OPEN   CARS. 


The  accompanying  illustration  -hows  an  open  ear  which  has  re 

cently  been  put  into  service  on  the  line-  of  the  VugUSta  Railway 
I  he  ear  is  named  "Starlight."  ami  it-  design  i- 
due  to  Mr.  W.  I-!.  Moore,  superintendent  of  the  company.  It  at 
once  proved  SO  popular  that  three  or  four  more  of  the  same  kind 
are  living  added  to  the  company's  rolling  stock.  The  ear  has 
or    -ides,   and    is   merely   a    flat    ear    with    -eats   upon   it.   and 


rootless  cars  in  AUGUSTA. 

two  high  pa  he  center  of  l 

to  lupporl  the  trolley  pole  and  a  cluster  of  light-.      It  i-  hand  ohm  h 

painted  in  silver,  with  gold  trimmings,  and  ha    pro  ed  very  populat 

■  .eililig-   ami    will   adaptl  'I    lo   the    warm 
climate  of   southi 
The  car  illustr.r.  .n  bench  ear.  equipped  with  G.   1 

rollers  and  mounted  on  a  Brill  No.  14  truck.      It 
ir  schedule,  bul  on  pi 


"BY  THE    WAYSIDE.  ' 

title  tin-  Concord,  Maynard  ft  Hudson  Street   Railway 

published  a  verj   handsomely  illustrated  I kli 

-.id  and  ihowing  a  large  numbei  of  Ihe  I"    1 

of  this 

•'"'"i"-"  ind  1    nn  in  p 

anil  tl.  ompany'i  Inn-  is  full 

pany   hai  a  luxuriously   furnished   pari 

cord  and  any  point   on   it      road,  or   on  any   of   the   toad-   with   which 


''""!  tie,   imi ,  I  .,   mil 

ornado" 

lute  tin-  Seaboard  Aii  Line 

and  »  n   March,  1840.     1 1" 

■  imti  ndi  lit    of   1,. 

■board   \n  Line  Ry..  (1 


It   is   Stated   that   a   plan   In  assess   the   -lock  of  the   Take    Street    Lie 

vated,  Chicago,  about  $10  per  -hare  1-  under  consideration.  While 
nothing  ha-  been  definitely  decided  upon,  it  1-  believed  that  such  an 
assessment  would  appeal  Eavorably  to  the  stockholders,  when  the 
uiiirc  plan  i-  fully  developed.     It  is  estimated  that  the  assessment 

would   bring    in  $I,000,000,   to   he  applied   to   the   filiating   debt    of   the 

company,  and  that  tin-  sum  would  reduce  the  latter  to  such  an 
amount  that  the  company  would  he  enabled  to  float  a  4  per  cent  bond 
issue  in  exchange  for  the  present  outstanding  5  per  cent  bonds. 
With  the  outstanding  bonds  refunded  into  4  per  cent  bonds,  and 
with  $  1.C00.CCO  of  the  floating  debt   wiped  out,  the  company  would  he 

abli    n.  ..nn  a  good  surplus  above  it-  fixed  charges. 

I  he  physical  condition  an!  the  earning  power  of  the  road  are  being 
Steadily   improved,  and  $6o,OO0  ha-  recently  keen  spent   upon   it-  eon 
-miction.      All    the    car-    of    the    system    have    keen    put    through    the 
-Imp-  for  the  first  lime  in  several  years,  and  the  company  has  recently 
added   eight    new    motor   ear-   and    twenty   new   trailer-   to    it-   rolling 

-tock.  Ike  company  ha-  decided  not  t"  build  a  power  house,  ami 
arrangements  have   keen   completed   with   the   Chicago   Edison   Co. 

bj  this  company  will  furnish  current  to  light,  heat  and  Operate 
the  ear-  this  winter.  Ike  kih-011  company  will  install  additional 
machinery  so  as  in  enable  it  to  furnish  about  5.000  h.  p.  to  the  rail- 
way. The  Lake  Sued  company  has  prepared  arrangements  for 
op  rating  an  express  service,  but  has  keen  prevented  by  several  legal 
entanglements  in  ike  suburbs,  and  also  from  the  fact  that  it  ha-  keen 
unable  to  secure  the  right  to  connect  it-  line-  wuk  the  tract  of  ground 
purchased  for  yards, 


ST.  LOUIS  STREET  CAR  BILL  DEFEATED. 


Ihe  endeavors  of  the  mayor  and  city  council  and  the  law  depart- 
ment of  tke  city  of  Si  Louis  lo  enacl  ,-,  general  law  to  govern  Ike 
operation  of  street  ear-  were  defeated    August  1st  by  the  legislature. 

The  hill  had  been  v  ei  v   i.uelullv    prepared  and  nearly  six   nn. nth-  had 

been  pent  in  revising  old  ordinances  and  preparing  sections  of  tke 
hill.  It  provided  running  schedules  for  all  the  lines,  maximum  and 
minimum  rates  of  -peed  and  rigorous  regulations  for  public  safety 
■  mil  accommodation.     Ike  lull  was  reported  unfavorably  by  tke  coin 

niutee  on  railroad-,  and  was  finally  defeated  in  tke  lloii-e  of  Dele- 
gate-   by    .1    V  oil     of    K,   l,  1    5. 


ELECTRICITY    FOR  AIRSHIPS. 


1  hi    ml.,-  and  regulation;  governing  the  aeronautic  competition  at 
Louis  Lair  have  been  published,  ami  contain  the   Following 

paragraph    which   i-  of  particular   interest    to  electrical    inventors: 

tin.'  prize  of  $,!.ooo  for  a  successful  attempt  to  drive  an  air  -kip 
nn, tor  by  energy  transmitted  through  -pace,  either  in  the  form  ol 
electrii  radiation  01  in  some  other  form  of  electrical  energy,  to  an 
actual  amount  of  one-tenth  of  a  horse  power  at  the  point  oi  recep 
tion  and  at  a  distance  of  at  least  one  thousand  feci,  ["he  tesl  musl 
he  made  on  ihe  Exposition  grounds  by  experts  satisfactory  to  the 
He, 


NEW  ROOMS  FOR  STREET  RAILWAY  EM- 
PLOYES. 


\11gu  1  4th  the  Rochi   1,1   railwaj   companies  celebrated  the  open 

;     I"  '   '"-.in    i,,i  ill!  11  ,  ol  tin   Street  Railwaj   \  oung  Men' 

Christian    \    ociation      \11mng   those   taking    pan    m   ihe  exercisi 

wen    1     I    Nicholl,  vice-preside f  the  Rochester  Railway  Co. ;  R. 

E,  Danforth,  assistant  general  managei     gi    ',    Morehouse,  sec 

I,  I'    I  imi..  v  mil  u     K    Slump  ,,(  tke  Buffalo,  km  In   H  .  and 

!'        ty  Co     li.kii  1    ,\i ,    , ,  1, 1,,,  v  ,,1  ii,,.  jntei  m al 

committee  ..1  tht  N    \l   1     \  ,  ..ml  ml,,  ,        Rehe  1 ,    „ , , 

both  in  'I,,    iftct 11     rid  1    ■ and  tin   da]   wa      el  apart  foi  the 

1 1.  ■  1  railv  d         ,  ind  invited  gucsl 

* « » 

1  ill" thi    I'n, 11, 1   1  lll.i  S    I'.kiii    I  ,  -iniiual  Ry,  u.i    abandi I 

f  the  lam     •  1  1   ,,i  julv  owing  to  a  flood  and  wa  I 
"in  "'I  tin-  line  which  n   nli.  ,1  from  the  break 1   id  ki   aii  ng  [In 

ll le,  d    II pi. 1,  ,         fol     .1    i|i   pill    ol 

feci  and  obstructed  hv   11.  ■        Im  Ii  had  bt  •  n  uj ti  .1  bj   11 

Mow. 


STREET    RAILWAY    REVIEW. 


[Voi.  mi. 


OBLIGATIONS  TO  CARE   FOR  STREETS  IN 
MASSACHUSETTS. 


mil  bend)  of  the  Supreme  Courl  of  Massachusetts  ha 
.1.  n.l  .1  decision  recentl)  thai  affirms  the  claims  of  the  streel  railway 
companies  that  under  the  law  of  1898  they  are  relieved  from  taking 
in  which  their  tracks  are  located,  ["he 
urn  up  mi  tin-  appeal  of  the  cities  of  Springfield  and  W01 
where  the  iiiy  officials  claimed  thai  this  statute  "i  1898  was  unconsti- 
tutional  because  ii   impaired  the  obligation 

upon  the  companies  t"  keep  the  streets  in  repair.  [°his  contention 
wa-  upon  the  theory  that  the  conditions  constituted  .1  contracl 

in  holds  that  ii  did  not  constitute  a  contract,  but  that  the 
1-  were  in  tin-  nature  "f  a  license  or  permission.     The  courl 
also  rule-  that  the  i-tTcct  of  this  legislation  of  1808  was  ti 
railway  companies  from  all  obligations  thereafter  t"  keep  any  por 
11. .11  of  the  surface  material  roads  and  bridges  ii 

unless  the  obligation   1  .1"  had  been  imposed  in  tin-  granl   of 

original  location,  which  the  court  defines  in  mean  the  first  location 
impany  in  a  city  or  town. 
I  In-  inn  law  requiring  the  Massachusetts  Railroad  Commis  1 

streel  railway  locations  granted  by  local  authorities  is 
making  trouble  tor  the  board.  Several  cases  have  arisen  where  lo 
cation-  have  been  granted  with  conditions  as  to  repairing  streets, 
rate-  of  fare,  etc.,  which  the  company  involved  think  are  too  much  of 
a  burden,  anil  they,   m   asking   ih,  approve   them. 

have  asked  that  they  strike  out  sour-  of  thc-c  obnoxious  conditions. 
This  1-  a  new  phase  of  the  matter,  and  the  hoard  is  proceeding  very 
slowly  and  carefully  weighing  the  question  whether  il  -hall  take 
the  altitude  id"  overriding  the  local  authorities  who  claim  to  be 
better  informed  of  the  peculiar  circumstances  of  each  case.  This  was 
the  chief  argument  made  against  the  measure  when  it  was  under 
consideration  by  the  legislature  last  winter,  and  the  hoard  would 
like  apparently  to  avoid  giving  it  a  foundation  of  fad.  On  the 
other  hand,  it  is  undoubtedly  true  that  the  towns  are  asking  more 
and  in. ire  for  these  franchises  and  a  new  impetus  is  given  to  the 
movement  by  the  decision  above  quoted  that  makes  them  realize  that 
all  they  will  ever  get  they  must  get  now. 

A  loophole  has   been    found    in   the   new    grade   crossing  loan   act 
by  which  it  i-  expected  thai   new    work  can  he  undertaken.       I 

les  that  the  railroad  commissioners  must  approve  of  the  find- 
ing of  the  special  grade  crossing  commissioners  in  each  case  before 
the  state  auditor  will  approve  any  expenditure  of  stale  money.  The 
railroad  commissioners  arc  proceeding  on  the  theory  that  this  money- 
is  to  be  spent  in  the  order  in  which  they  approve  findings.  In  this 
way  the  small  cases  where  there  is  less  delay  are  benefitting. 


NEW  SPANISH   STREET  RAILWAY. 


\  -trie!  railway  company  has  heen  organized,  called  the  Compania 
de  Tramvais  de  Gijon,  which  will  operate  a  street  railway  in  Gijon, 
Spain.  The  company,  which  received  its  charter  in  March.  1889. 
will  build  a  road  7  km.  in  length,  all  of  which  will  he  single  track. 
One  kilometer  will  he  within  the  city  limit  - .  and  there  will  he  6  km, 
Itually  it  is  proposed  to  extend  the  line  to  a 
lotal  length  of  18  km.  The  company  will  operate  1.-  open  and  10 
closed  buill    by    the    Brush    Electric    Company.    London. 

England.  The  officers  of  the  company  are  CalistO  Ah  argon-ale-. 
president  and  general  manager,  Francisco  CienfuegOS,  secretary,  and 
Mamerto  Morujon,  treasurer  and  superintendent. 


FREE  CHILDREN'S  ENTERTAINMENT  IN 
AUGUSTA. 


president  of  the  Augusta  Street    Railway  Co.,  in- 

iie  children  of  the  city  to  a  free  vaudeville  entertainment  on 
July  19th  at  Monti  it  the  1    mpany's  amusement  re- 

sort   The  invitation  v  to  poor  children  and  the 

he  orphan  asylum  anil  other  charitable  institution-  were 
entertained  by  the  company, v  .  transportation  for  all 

1   ride  and  1  oyed  by  sev- 

eral hundred  children  .1-  much  .,-  the  vaudeville  performance  which 

rranged  to  be  oi  special  inl  resl  0  thi  young  folks,  and  the 
invitation  was  responded  to  bj   more  guests  tl  embled  on 

any  one  occasion  in  Savannah  1»  I 


A  GRATIFYING   ENDORSEMENT. 

An  accident  which  occurred  June  141I1  ..11  the  Olcotl  Beach  line 
of  the  Buffalo  Railwaj  luffalo,  N.  V..  ha-  heen  the  subject 

of  an  investigation  by  Mr.  C.  R.  Barnes,  the  electrical  expert  of  the 
New    York    Railroad   Commission.     The  accident    was  a   rear   end 

Collision  in   which  a  clo-cd  car   ran  into  the  one  ahead  of  it   at   S  30 

in  the  evening.     A   large  number  of  witnesses   wei 

ainined    and    the    c pa  pportunity    to 

make  a  thorough  investigation.     After  detailing  the  accident   from 
itements  of  witnesses  and  employes  Mr.  Barnes'  report  states 
a-    follow  - 

"I    find   that    tin-   accident    was   caused    by   the    carelessni 

Motomiau  Miller;  that  the  conditions  approaching  the  point  of 
accident  are  such,  and  there  wa-  sufficient  daylight,  so  that,  had  he 
1  the  lookout  for  Car  Xo.  6l,  which  he  knew  wa-  ahead  of 
him.  he  could  have  -ecu  u  for  about  a  quarter  of  a  mill 
though  there  were  no  lights  burning  on  the  car;  he  could  have 
brought  his  car  to  a  stop,  if  running  at  full  sliced.  111  about  SOO 
feet.  A  te-l  of  -topping  a  car  at  this  point  was  made  under  my 
supervision.     *     *     » 

"The  fact  that  there  was  a  man  in  the  front  vestibule  with  him 
1-  the  only  reason  which  can  he  assigned  for  hi-  not  bringing  his 
car  to  a  stop  before   running  into  car  No.  6l." 

In  closing  hi-  report   Mr.  Barnes  states:    "The  method  of 

1 1   tin-   line   i-  first   class   in   every   respect,  the  company  has  a 

complete  time  table  with  full  and  explicit  rules,  and  cars  nn  this 
line  are  operated  under  the  authority  of  the  most  complete  train- 
di-palching  system  ill  use  on  any  road  in  this  state.  Oil  tail  and 
signal  lights  are  used  on  the  cars."  Mi  Barm  '  report  places  the 
seal  of  official  approval  on  tlu-  operation  of  tin-  line,  and  his  inves- 
tigation has  served  io  -how  the  care  which  the  company  exercises 
lor  the  comfort  and  security  of  passengers  and  the  strictness  of  its 
rules. 

♦»  » 

STORAGE  BATTERY  IN   MILWAUKEE  RAIL- 
WAY  PLANT. 


As  noted  ill  the  "Review"  for  July,  the  Milwaukee  Electric  Railway 
&-  Light  Co.  will  install  two  batteries  of  "chloride"  accumulators. 
One  battery  is  to  he  used  normally  for  regulating  the  fluctuation - 
of  the  railway  load  and  carrying  the  evening  peak.  It  is,  however. 
divided  into  two  part-,  which  may.  in  case  of  an  emergency,  be  con- 
nected in  parallel  across  the  outside  wires  of  the  Edison  3-wire  sys- 
tem, the  units  being  located  in  the  same  power  house  and  discharged 
in  conjunction  with  the  lighting  battery. 

The  other  battery  is  to  take  care  of  the  lighting  peak  and  it  will 
normally  be  operated  as  two  independent  series  of  160  cells  each  on 
the  Edison  3-wire  system.  The  booster  will  be  used  as  a  shunt 
machine  for  charging  one  battery  alone,  or  both  in  multiple.  In 
case  of  an  emergency  the  two  batteries  may  be  connected  in 
and  discharged  on  the  railway  bu-  in  conjunction  with  the  railway 
battery.      Each  battery  has  a  capacity  of  over  3,000  amperes 


CHICAGO  TRACK   REMOVAL. 


Under  the  ordinance  providing  for  the  removal  of  track  in  the 
city  not  in  use  by  the  company  owning  them,  the  tracks  on  40th 
Ave.  between  Randolph  and  Taylor  Sts..  Chicago,  were  removed  on 
July  25th.  This  line  is  owned  by  the  Harlem  and  Batavia  Railroad 
Co.,  and  i-  used  by  the  Suburban  Railroad  Co..  which  has  op 
a  single  -licet  car  with  a  crew  of  two  men  in  order  to  keep  its 
franchise  alive.  Previous  to  the  removal  of  these  tracks  the 
Suburban  company  had  secured  an  injunction  to  restrain  the  city 
from  tearing  them  up.  but  this  injunction  was  vacated  by  Judge 
Kohlsaat  and  the  removal  of  the  track-  at  once  proceeded.  The 
Suburban  company,  in  order  to  gain  the  protection  of  the  courts 
for  11-  Hack-,  then  prayed  for  the  appointment  of  a  receiver,  which 
was  granted.  Counsel  for  the  company  state  that  the  appointment 
of  a  receiver  will  prevent  the  city  from  removing  any  more  of  the 
Hack-,  and  it  is  said  that  an  order  may  be  secured  from  the  Court 
for  the  restoration  of  the  track-  already  torn  out  on  40th  Ave. 


I  Ih-  Erii    1  Pa  1  Rapid  Transit  Streel  Railway  Co.  ha-  inaugurated 

an  express  and  baggage  service,  one  car  at  present   being  devoted  to 

the  purpose. 


- 


STREET    RAILWAY    REVIEW. 


463 


Convertible  Cars, 


BY  W.  E.  PARTRIDGE. 


Under  the  title  of  convertible  cars  may  be  included  all  those 
Conns  of  railway  car-  which  arc  intended  to  combine  the  leading 
features  of  l«>ih  open  and  closed  car-.  The  first  street  car-  were 
partly  convertible  in  having  window-  that  could  be  opened,  while 
almost  every  form  of  open  car  has  been  capable  of  being  partly 
The  types  have  remained  quite  distinct  and  most  road- 
have  maintained  a  more  or  less  complete  double  equipment  for  the 
purpose  of  meeting  the  public  demand  for  an  open  car.  A  few  roads 
.  ne  so  far  as  to  make  their  closed  car-  with  stationary  win- 
dow-, u-ing  them  only  during  that  part  of  the  year  when  absolute 
protection  i-  necessary,  lor  the  remainder  of  the  year  the  open  car 
pure  and  simple  i-  made  to  answer  the  purposi 

It  is  recognized  that  the  open  car  is  a  necessity,  although  its  use 
involves  several  costly  item-.  The  number  of  car  bodies  must  he 
doubled.     The  -i  musl  be  large  ei  tccommodate 

all  the  cars.  The  trucks  and  electric  equipment  have  to  he  changed 
?  of  bodies  to  another*twice  a  year.  or.  in  the  second 
place,  this  part  of  the  equipment  musl  he  double.      In  any  case,   for 


there  is  a  heavy  cost,  interest  sometimes  balancing  the  expenditure 
for  tabor  in  changing  bodies,  etc. 

Ilie  idea  of  the  convertible  car  i-  to  Imild  it  iii  such  a  manner 


FIG.  I— EARLY  FORM  OF  CONVERTIBLE  CAR. 

thai  a  single  equipment  of  rolling  stock  is  all  that  is  required.     This 
reduce-  the  capital  locked  up  in  car  bodies,  dor-  away  with  the  COSl 


FIG.  2-  CONVERTIBLE  CAR,  ROBERTSON  PATTERN 

i  the  in-ut.  i  barn  truck-  must  be  provided  for  of  changing  from  open  to  closed  bodies,  reduce-  the  cosi  of  car 
Winch  method  i-  employed  depends  upon  hams  by  one  half,  and  makes  corresponding  reductions  in  insurance, 
nd  the  capital  availabli       in  eitl isi  interest  and  various  othei   i tints. 


^r 


|      DDE 


3S3B 

OJE 

8L. 

i 

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■    H 

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DO 
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.     -■.  I-    p 





',  •!•'»  'J-  I  u 


STATION  ION,  ROBERTSON  CAR. 


■J  i. 4 


SI  KM    I      RAILWAY     REVIEW. 


[Vol     XII,   Ma  s. 


Shut  the  convertible   cat    in   general  |uickl)    and 

!v  changed  i"  another,  h  i-  readily  adapted 

in  the  season.      ["his  is  a  point  of  no  small  importance,  and  it  ii 

lilway  nun.     N'u  further  excuse  is 


Baltimore  lines.     The  essential  features  art-  a  dosed  body  with  a 

de.     The  seats  an-  transverse,  with  ■ 
aide.     The  windows  arc  large  and  have  below  them  a  panel  which 
i/ablc,  and  whin  once  in  place,  the  windows  cannot  be 


FIG    4     PLAN   A  -u   l.l.l.VA  l  IUN  OF  KOHEKTsON  CAR  FRAMIXU. 


For  presenting  sunn-  of  the  leading    forms  of  convertible 
cars  which  have  been  built  in  this  country. 

There  have  been  rms  of  convertible  cars  patented  in  the 

United  States.      Not  many  of  these,  however,  have  come  into  use. 
The  earliest  system,  perhaps,  and  one  which  has  been  very  exten- 


opened.     The  panels  bring  the  solid  side  of  the  car  about  up  to  the 
top  of  the  window  guard  netting.     These  cars,  when  windows  and 

.ax-  both  removed,  have  sides  nearly  as  open 
standard  open  car-,  and  in  some  respects  they  arc  better  liked  than 
ii    open  car.       For  the  passenger  they  are  plcasantcr  than  an  open 


FIG.  5-I'I.AN  AND  ELEVATION  OF   LARGE  ROliERTSON  CAR. 


sively  built,  is  shown  in  Fig.  i.     This  form  has  been  popular,  and 

i"  spiti   "i  prejudice  h;  its  way  into  service  in  many  parts 

country.      Numbers  of  th<  buill   for  the 

Cincinnati,  Newport  &  road,  and  also  for  many  of  the 


car.      The    seating   capacity   is   somewhat    less   than  that  of  an   open 
car.  and  they  arc  not  quite  a~  quickly  filled  or  emptied.      The  form  i> 
one  which  railway  nun  looked  ai  with  little  favor,  bul  in    i 
lliat   it   is  forcing  its  way   into  u^e  ;h  ii   is  liked  by  the  public.       Its 


Arc   jo.    1902.] 


STREET    RAILWAY    REVIEW. 


465 


really  objectionable  feature  is  the  cost  ami  time  needed  for  storing 
the  glass  and  panels,  anu  the  large  storage  room  necessary. 

The  idea  of  a  convertible  car  has  taken  strong  hold  of  inventors 
and   several   improvements  and   attempted   improvements   in   design 


design.     It  gave  ;i  complete  open  car  with  side  entrances,  and  when 
closed  it  was  a  transverse  seal  car  with  a  central  aisle. 

The  next  style  of  which  any  considerable  number  has  been  built 
is   the   Robertson,   or    Third    Avenue   car,   as   it    is   sometimes   called. 


FIG.  5  A     SECTION  OK  LARGE  ROliERTSON  CAR. 


FIG.  t.     FOUR-WHEEL  CONVERTIULE  CAR  OPEN. 


have  been  made  and  built  within  half  a  do/en  years.  One  of  these, 
worth  mentioning  for  novelty,  had  hinged  sides  which  swung  out- 
ward and  then  slid  into  the  body  of  the  car  in  a  horizontal  position 
over  the  heads  of  the  passengers.  The  mechanism  was  intricate  and 
the  operation  inconvenient. 


It  was  designed  by  Mr.  Robertson,  who  was  at  the  time  superintend- 
ent of  the  Third  Avenue  Railroad  in  New  York.  The  cars  of  this 
style  which  we  illustrate  are  from  standard  designs  of  the  St.  Louis 
Car  Co.,  and  are  shown  in  Figs.  2  to  5. 

The  floor  frame  of  the  ear  is  of  a  novel  form.       The  side  sills  con- 


rlG.  7    FOUR-WHEEL  CONVERTIULE  CAR  CLOSED. 

A    little  later  came  the  duplex   car.      Glass  and  panels   were  ar- 
ranged to  slide  in  grooves  in  the  postf   into  the  root      To  effect  this 
If  was  made  circular  in  section  and  panels  and  sash 


/t*rf  ti*e. 


0/  ufififi  M*c*£  T 


tar  At 

°=-& — w 

I  I SAMI    AND    PAN  I.I.    I.'.,    I 

•I    1I1.     11   .    of    I  Mill 

,  which  km 
fi  itun      '•  n.'d   in  rparabh    Irom  tin  ■ 


I  II.    M     SECTION  OF  CARS  SHOWN    l\    I'll. S.  5  AND  1.. 

8  in.  channel  iron     ■  ■  ighing  18  lb,  pi  1   yai  d.      t"hej   are 
placed  bach  lo  bacl    with  a  ipacc  between  them,      ["hese  an   made 

long  enough    0  thai  the)   form  the  end    ilia  aa  well,  being  1 al 

11 1  •  t  thi  1  11   foi  iii'   pur  pa  e,  thu    forming  a  tinuoua  sill. 

1  In   e  channel    an    riveted  togethei   .11  the  posts,  bul  an     eparated 

iace  to  alii  iv   thi     .1  h  to  drop  into  tin   pockei 
i    1 d  i«  lw<  en  them,      l  he  depth  ><f  this  pocket  i 


STREE  I     RAILWAY    REVIEW. 


[Vn    \ll.  No.  s. 


s  m.  in  the  height  "i  1 1 1<  window  rail,  01  rathei  il  enables  the  sash  t" 

iughl  thai  mu<  h  I 
in  the  side  of  thi  tl   I  show  Ihe 

construction.      M  ludinal  intermedia  1  lu- 

cross  timbers  and  tie  rods  bind  the  sid  ind  with  the 

iron  bolsters  jive  ample  su|  the  bod)        ["he  bolstei 

deep  in  tl  '  russ  1  ■  ■<  I  -  into  the 

:  ivi  the  sill  so  thai  the  body  has  ample 
iiipport 

I  Ins  foi i  construction  permits  the  body  i"  come  very  low,  sq 

ih.il  »nli  .u  in.  wheels,  and  bj  dropping  the  platform  to  in.,  the  step 


lie.  9    CONVERTIBLE  CAS   W1TU  SIDE   ENTRANCES  AND  CURVED 

I'AM  is 

comes  within  Hi  in.  of  the  head  of  th<   rail.      Ilu-  method  of  carrj 
ing  the  platforms  is  shown  in  Fig.  4.     The  side  timbers  are  of  iron 
with  a  sharp  bend  under  the  end  -ill  to  obtain  the  necessary  drop. 

Mi.  diagonal  bracing  1-  placed  in  the  center  of  the  floor,  a:  is 
shown  m  both  Figs.  ,i  and  4.  This  form  of  frame  at  the  height 
indicated  1  .i.t  in.  t"  under  side  of  -in  >  permits  a  truck  with  .(.<in. 
wheel-  i"  radiate  clear  of  everything  on  a  30  ft  curve,  the  trucks 
having  -•.;  I  I  ween  centers. 

the  usual   way.      li   is 
usual   form  irs,  he- 

ir sheathing  i-  put  on  in  two  thicknesses.      The  inner  layer  is 

■ ii-    1    verti 

have  said,  a  much  deeper  pocket 
ritl      1  ilid   -ills,  a-  will  he  seen 
from  the  end  view  in  Fig.  5  \.    When  the  -ash  are  in  the  pockets  a 
ipen  window  I-  the  resull  and  the  car,  as  far  as  the  passenger 
is  concerned,  1-  practically  open.     Both  the  ear  shown  in  Fig.  .i  and 
that  in  Fig.  5  have  pan.  a  construction  that 

greatly  strengthens  the  body.     A  novel  feature  is  introduced  in  the 

latter  ear.      A  heater  is  placed  "ii  the  forward  platform  and  a  smok- 

111  with  longitudinal  seats  lakes  up  a  part  of  the  forward  end. 

In  the  rear  there  is  a  toilet  r. 1.       This  goes  all  the  feature-  of  a 


11. mi  ..ii  .1  st.ain  road.      I  he  platforms  an   "t  rathei  more  than  the 
l  length,  measuring  almost  .-.'.■  feet  over  the  dashers, 
A   large  numbei  of  improvements  have  been  made  in  these  cars 
since  the  first  one  was  buill  n    now   in  ■ 

Ol   the  -land.  11,]  I     Louis 

01  be  had  ■  ■!'  all   s|/e,  up  to  .)_•  It.  ol    no  o .    over  all. 

They  seem  to  be  growing  in  favor,  and  a  considerable  numbei  of 

have  adopted  them. 

About  the  time  when  the  lii-t  ol  the  Robertson  ear-  was  built,  or  a 

little  after,  a  convertible  ear  was  brought  out  by  the  J.  (,.  Hull  Co, 

Years  ago  Mr.  John  A.   Itrill   invented  a  ear  ol   I  In  -  kind  and   some 

were  built     Turning  Ins  attention  again  to  the  subject,  he  brought 

out  an  improved   form   which   appeared   to   meet   the   requirements 

better  than  anything   which  had  preceded  it       I  In-  ear  was  illus- 

nated  and  described  .,i  length  in  the  "Review"  for  May.  tooz 

Mr.  Brill  also  adapted  the  roof  storage  system  of  hi-  convertible 

whal  i-  known  as  the  Brill   semi-convertible.     The  ear  has 

■  ml  i-  being  used  by  many  large  road-  throughout 

Having   no   wall   pockets  the  seal   end-  are  brought 

within  ilu   posts  ami  thus  6  to  7      in.  an   added  to  the  interior  of 

the  ear.     The  sides  can,  of  course,  be  either  curved  or  straight.    The 

windows    are    raised    or    lowered    by    a    single    operation— the    lower 

not  being  hinged  to  the  upper  is  raised  part  of  the  waj 
,md  without  pausing  automatically  engage-  the  upper  sash  by  means 


Fir;.  1I-CROSS  SECTION  OP  CAR  WITH  SIDE  PANELS. 

of  curves  in  the  sliding  grooves.  The  operation  is  easily  accom- 
plished because  of  the  lighl  weight  of  the  lower  sash  in  starting 
and  the  oblique  position  assumed  on  entering  the  roof  pocket 

The  success  of  these  forms  and  the  great  advantages  ■■>'  the  con- 
vertible type,  have  led  many  builders  to  undertake  the  design  of  ears 
of  this  kind. 

\niong  other  companies  which  have  designed  cars  of  this  elass  is 


JO.     IOOJ.] 


STREET    RAILWAY    REVIEW. 


467 


the  Jewetl  Car  Ca     It  has  recently  brought  out  the  style  shown  in 
vie  of  the  engravings  shows  the  oar  open  for  sum- 
mer service;   in  the  other  it  i-  closed. 


PIG.  a     1.ACON1A  CAN  CO'S.  SEMI-CONVERTIBLE  CAR. 

The  ciiti-truetir.il  in  these  gives  a  small  curved  side.     This  is  a 
tj  in  some  situations  where  streets  are  narrow,     indeed  there 
are  many  of  our  older  cities  where  the  straight  sided  ear  is  praetie 
ally  out  of  the  question  on  account  of  delays  arising  from  teams  un- 
loading at  the  curh.       Fig.      8   shows   how    -pace   is   obtained   in   the 
wall  of  the  car  for  such  large   sash.      1  he-  division  of 
the   sash  and   the   double   posts   make-   a    vcrv    neat  and 
compact    construction.         It    should    he    noted    that    the 
ire  longitudinal,  an  unusual  feature  in  the  later 
of  convertible,  hut  often  very  desirable. 
The  same  company  ha-  another  form  of  construction 
which  i-  of  an  entirely  different  character.     It  i-  shown 
in   Fig  0.     Here  the  glass  and  panel-  are  raised  to  the 
d    folded  out   of  the   way   againsl    the   lower   deck 

The  gla--   i-   hinged   for   the   purpose   at    the   top    .•■ 

11.     The  mechanism    for   holding  both     — 

■   1  panels  in  place  i-  shown  in  Fig.   10  on  a  largi 

li  consist)  "f  a  segment  of  a  circle  gearing  into 

I    worm   wheel    on   a   vertical   handle.      The   hand    wheel 

ith  great   power  and   force-  the  segment   finnl) 

-0  thai  falling  down  or  getting  loose  so 
ittle  appear-  to  he  out  of  the  question. 
From  a  glance  at   Fig.  <>  it   will   he  seen  that  this  car  when  open 
ide  entrance-  and  1-  in  every  respect   like  a  center  aisle  open 


a-  completely  enclosed  platforms.  The  feature  oi  -ide  entrances  is 
one  which  is  much  in  demand  ill  place-  where  crowds  have  to  he 
handled  quickly. 

Fig  [2  1-  a  convertible  car  built  by  the  Laconia  1  at 
1  0  ioi  the  <  ofumbus,  Grove  City  &  Southwestern  Rail 
.1  n  i  ...  I  In-  1-  a  large,  heavj  car,  suitable  for  high 
-peed  interurban  work.  Having  straight  -ide-  -pace 
1-  found  in  them  for  the  necessary  pocket-  for  the  sash. 
The  latter  are  double.  I  lie  division  com,-  at  such  a 
point  that  there  is  ample  room  for  the  two  part-  even 
\\  11I1  a  low    w  indow   rail. 

The  car  jusl  mentioned  and  the  one  shown  in  Fig. 
i.i  are  illustrations  of  the  growing  tendency  to  maki 
interurban  riding  a-  pleasant  a-  possible.     In  the  sum 

iiH-v  season  a  car  as  open  as  possible  above  the  window 

rail,  and  having  scat-  facing  forward,  gives  the  greatest 
satisfaction  to  patrons.  When  the  Albany  &  Hudson 
bought  its  cars  it  included  among  them  many  of  the 
convertible  style  shown  in  Fig.  1.!.  Like  that  shown 
in  Fig.  12,  il  closely  approaches  the  steam  road  type. 
It  i-  a  large  double  truck  car.  capable  of  high  speed. 
While  the  whole  -ide  1-  practical!}  open  so  far  as  the 
passenger  1-  concerned  the  side  i-  rlOl  weakened  by  side 
entrances.      Il    i-  much   safer  than  any   -ide  entrance  car.       The  latter 

are  nol   -air  for  interurban  service  not    foi   high  -peed-  anywhere. 

Lastly,  a-  the  mosl  recent  of  all  the  convertible  cars,  comes  that 
..f  the  Stephenson  Co.  li  differs  from  all  of  the  other  designs  in 
-towing  the  upper  pan  of  the  -a-h  in  the  roof  and  disposing  of  the 


FIG.  13    ALBANY  .V   HUDSON  CAR. 

lower  -a-h  in  the  -ide  of  the  car  below   the   window    rail.       ["he  car 
i-  shown  in  plan  and  elevation  in  Fig.  14.     In  Fig.  15  the  arrangi 
incut  of  the  roof  pocket  i-  shown  on  a  larger  scale.     The  design  i- 
by  Mr.  P,  M.  rCling,  general  managei   ..1  the  Stephenson  Co.      It  i- 


MMM 


nn  m  it — 

jLLLJi  1 1    ) 


I    II.      14       V     M  1    I      ■         ■ 


illy  ihf 
I   il..    panel 
running  board, 


1      h  uli   ,  nb.  1    I  In    .hi    ■  .1   ..1    tin      1 1  aighl      ide, 

feature   of  1  •'    wider 

range  ol   u  1    than  would  othei  ••■  It  can  also  I 


4bS 


STR]  l  I     RAILWAY    KIA  II  \\. 


[Vol     Ml.   No.  8. 


Mih  longitudinal  or  transverse  seal                       when  closed 
like  the  ordinary  box   pattern   with  the  on 

that  the  window  rail  is  low.      II"    form  of  the  roof  inside  is  nol 

altered  perceptibly                                     a  lit tK-  more  limber  in  the 

; i ■  -Tiit  may  i" 

considi                  nger   than   in   the   ordinary   construction.  Bj    ■ 

proper  division  of  the  sash  the  bell  rail  can  be  broughl  down  o>  any 


PIG.  15     METHOD  OK  STOWING  SASH  IN   ROOF  POCKET. 

1  degree.  In  the  car  illustrated  it  is  only  2  ft.  4'A  in.  above  the 
floor.  In  these  cars  the  window  pockets  are  at  all  times  closed  by 
hinged  in  place,  which  form  the  arm  rests.  These  covers  are 
a  small  but  important  accessory.  '1  hey  prevent  dirt  from  netting 
into  the  pockets  and  making  the  car  offensive.  This  method  of  con- 
struction give-  a  ear  which  is  much  stronger  than  any  open  car  can 
be,  much  safer,  and  it  would  be  difficult  to  point  out  any  feature 
whicn  i-  nol  as  strong  and  durable  as  a  standard  closed  car. 

« » > 

THE   MANAGEMENT  OF   MEN. 


BV  (..  J.  A.  F. 


1  In  -  is  a  subject  which  naturally  interests  any   Street   railway   man 

>r,  in  fact,  any  person  employing  help,  bul  my  intention  is  only 
i  to  employes  of  street  railways,     ["here  is  no  doubt  thai  the 

me  of  the  best  tin  niiiig  good  result 

employe  .  bul  to  tins  should  In  added  a  number  of  other  con 
which  are  in  many  cases  entirely  lost  sight  of. 
A  m  atter  what  his  occcupation  may  be,  and  as 

such    si  treated.      No   matter   how    humble   or    small    his 

ni  (if  not  by  word,  then  in  some  other 
manner),  any  abuse  to  which  he  may  be  subjected. 

Undi  ideration  should  a  foreman,  or  superintendent,  be 

permit!  profane    language    to    an    employe,    nor    should 

his  orders  in  a  gruff  or  loud  toni 
of  voice,  in  the  presence  of  the  public.  If  a  superin- 
tendent has  any  reason  to  give  an  employe  any  orders  or  to  "call 
him  down"  for  any  cause,  it  should  be  done  quietly  and  in  such  a 
manner  that  only  the  two  interested  f  what   is  being 

said.       Often   a    mere    look    from    a    superintendent    will    hurt    a    car- 


man  more   than   all    the   lecturing    he   call   give    linn,   and   the   man    is 

apt  to  remember  il  just  as  well. 

Suspension!    lor    days    or    weeks    at    a    tune    help    in    some    cases, 
depending    upon    the    nature    of    the    per-oii    receiving    such    punish 
ment.      Reduction  in  rank,  however,  is  to  most  trainmen  thi 
est    punishment    they    can    receive,   and   has   about    the  best   deterrent 
effect  on  theni. 

My   experience  has  been   thai   by   winning  the   friendship  and  g I 

will  oi  empl  attention  to  duties  and  orders  will   result.      A 

manager   01    Superintendent    who  has  a   pleasant    word    for  every  one 
of  his  men  -one   who  does   not   get   •'the   swell   head"   simply   I. 

he    is    in    authority     can    get    more    general    g I    results    from    his 

employes  than  can  the  manager  who  is  too  pompons  to  even  notice 
an  employe. 

Few  men  are  free  from  error,  and  if  an  employe  makes  a  mistake 
and    does    not    make    an    effort    to    bide    it,    but    is    perfectly    frank 

in   acknowddging   the   matter,   be   lenient    with   him,   and   it   will 

result    in  his  being  on   the  lookout    to  avoid   future  errors. 

A    manager    should    Study    tin     disposition    of    every    man    he    cm 
ploys,    and    have    all    his    subordinate   bosses   or   superintend© 
likewise.      In  this  manner  he  will  learn  the  good  and  bad   traits  of 
every  man  under  him. 

It  docs  no  good,  but  does  considerable  harm  at  limes,  for  a 
manager  to  be  so  self-important  that  he  cannot  speak  to  an 
employe  when  he  meets  him.  lie  can  be  friendly  with  all  men. 
yet  be  positive  and  determined  in  his  discipline,  but  under  no 
consideration  should  he  show  any  partiality. 

Once  men  learn  that  any  one  of  them  can  approach  the  "boss"  and 
obtain  a  hearing,  and  that  he  will  deal  with  all  offenders  exactly 
alike,  they  will  feel  more  secure  from  the  annoyances  to  which 
they   arc  only  too  often   unjustly   subjected. 

One  feature  which  causes  men  to  become  dissatisfied  with  the 
management  of  a  road  is  being  called  to  headquarters  with  loss  of 
time,  to  answer  some  trivial  complaint  which  has  been  made 
against  them.  If  these  complaints  were  all  first  traced  to  their 
source,  a  great  many  would  be  found  to  have  their  origin  in  some 
personal  feeling,  which  has  no  bearing  whatever  upon  the  man's 
acts  while  on  duty,  and  if  properly  sifted,  even  the  manager  would 
not  ask  a  man  to  lose  time  by  reason  of  such  complaints. 

Many  a  complaint  has  been  pigeon  holed  without  a  word  ever  be- 
ing said  to  the  man  complained  of,  simply  because  on  investigation 
it  was  found  to  be  a  case  of  personal  animosity,  which  had  no 
foundation    for  a   complaint. 

One  rule  which  companies  should  strictly  enforce  is:  Do  not 
permit  men  to  enter  saloons  while  on  duty,  or  when  in  uniform 
while  off  duty.  A  person  who  becomes  intoxicated  at  any  time 
should  not  be  permitted  to  hold  a  position  of  any  kind  on  the 
cars.  There  is  nothing  which  will  so  demoralize  the  service  of 
a  railway  as  to  allow  trainmen  to  loiter  about  saloons,  no  matter 
at  what  hour,  day  or  night.  Men  who  spend  much  time  about 
such  places  will  spend  their  earnings  there,  and  then  grumble  be- 
cause their  pay  is  not  grcaler. 

Added  to  this  is  the  danger  of  heavy  judgments  for  damages 
being  secured  against  a  company  should  a  iiioiorman  (who  is 
known  to  frequent  saloons)  have  an  accident.  All  that  is  re- 
quired for  an  a\cragc  jury  to  render  a  verdict  for  full  amount  is 
to  have  counsel  show  that  such  motorman  was  in  the  habit  of 
frequenting  saloons.  Yon  may  bring  in  all  the  testimony  you 
wish  to  show  he  was  not  under  the  influence  ol  liquor,  if  it  is 
shown  iliat  be  is  a  frequenter  of  saloons  you  have  a  hard  case  for 
:i  defense  with  an  average  jury. 

Finally,  get   your  men  to  thoroughly   understand   thai    the  com 
parry's  interests  are  identical  with  their  own.  and  whatever  they  do 
which    i-    of   advantage   to   the   company    will    be    recognized    ami 

suitably  rewarded.  If  an  employe  has  suggestions  to  make,  have 
your  foremen  consider  them.  It  sometimes  happens  thai  the  men 
I  matters  pertaining  to  time  Schedules,  etc..  which  art  nol 
only  practical  bul  tend  to  considerably  improve  the  service  and 
secure  business.  \  trainman  who  is  of  an  "observing  turn  of 
mind"  running  ovel  the  same  route  day  after  day.  can  naturally  see 
when    changes   might    be  made   for  the  betterment  of  the 

which  ordinarily  go  unnotil  I  d 


An   electric   railway   will    si>on  be   under   construction   at    Ventura. 
Cal.      John   Burson  and  A.  L.  Russell  arc  the  promoters. 


STREET    RAILWAY    REVIEW. 


4(>l) 


A  STUDY  OF  THE   HEATING  OF  RAILWAY 
MOTORS.* 


Bl     \     11     ARMSTRONG. 


The    electric    traction    problem    presents    many    new    feature! 

gation  which  are  not  met  with  in  steam  railroading,  and  upon 
which  little  accurate  data   lias   been   published.     This   is   especially 

I  that  class  of  service  calling  for  maximum  speeds  grealei 
than  35  or  40  m.  p.  h..  where  stops  are  infrequent  and  cars  are 
run  singly  or  in  trains  of  two  cars  or  more.  It  is  the  purpose  of 
this  paper  to  enter  into  a  discussion  of  some  of  the  variables  met 
with  and  their  influence  upon  the  motive  power  and  station  out- 
put for  the  higher  as  well  as  lower  speed  schedules. 

The    electrical    engineer    has    to    take    care   of   two    factors    with 
which    the    steam   engineer   is   unacquainted,    keeping   the    tempcra- 

[    the   motive   power    within    reasonable   limits   and   ah 


'         ! 

c' 

\f 

•■: 

•v     V 

>*\j 

* 

AY 

Si 

O  A 

y 

/' 

5 
0 

X 

f/) 

A 

*  31 

\l  /  /  / 

A  A 

'  f/y 

X 

11 

5 

1 

Hi 

25  30 

Fr<d>on  .n  1 


35         40 

«   p«r  Ton 


maximum  speeds  of  no  to  70  m.  p.  b. 
That    wind    friction    1-  factor    with    trains   operating 

at   hii<  ibundantly   proved   by   many    tests,   but 

■  1  to  determine  the  power  required 
pel  a  tingle  car  at  the  same  high  speeds.     As  the  electrii 

■  1   interurban   field   and   ha 
■  ';      fri  qui  ■  ••  furnished  with 

pertinent  to  inquire  into  the  size  "f  the 
ng  and  also  the  amount 
■■I  powi  with  the  high    ;  nd  frequent 

propel    train     oi    oni 

0       111.        p.        Il  '■!         I': 

mil      l,i 

wilh   any 

1  k  neral    Electrii    <  ompan)    on   the 

pro 
upon  whii  h  to  I  1  1I1  ulation 

ipproai  lung  60  in.  p.  b.  wilb 
ordinary  »tr»m  railwaj  hauled   b)  loco 

1  re  not, 
plil  abb-  to  thi    Dpi 

*A  S"!-  iiloi  at  ibi    I  lanitals 

1  ifiHtn,  I«m  2»n 


oi  single  suburban  car-  "i  the  vestibule  type.  For  want  of  more 
accurate  data,  these  tests  »ill  be  used  as  the  basis  of  the  following 
calculations,  and.  as  the  curves  deduced  are  used  inr  comp 
only,  it  makes  little  difference  if  the  friction  values  are  nol  abso 
lutely  correct.  Fig.  1  shows  sonic  of  these  curves  as  published  in 
an  article  by  Mr.   W.   T.  Davis.  .1 1 

The  tendency  of  the  electric  roads  has  been  toward  heavier 
cars,  especially  on  the  higher  speed  lines,  where  the  car  weights 
run  from  25  to  45  tons,  including  equipment  and  sealed  passenger 
load.  Suppose  we  equip  cars  weighing  25,  .15  and  45  tons  with  the 
same  four-motor  equipment,  geared  for  60  m.  p.  h.  with  the  35-ton 


•5 

&Q. 

E  »T 

Aki 

300  S 

L 

1 

_     45  Inn 

. 

1— r— 1 — 

25  To., 

Ci  — 

u 

i%  Tor,  C 

1  \ 

- 

, 

35  Ton 

cl 

45  1 

in 

Ci. 

c 
10000 

40 

25  Ton    /\ 

2 

f\ 

V 

30 

/ 

f 

- 

600C 

100 

/ 

> 

V 

6 

4000 

/ 

10 

/ 

y 

200c 

0   0    20   40   60   80   100   120   140   160   180  700   220  240   260   280 

Socondl 


car.  there  would  then  result  speed  time-curves  as  in  Fig.  _>,  the 
speed  curve  of  the  45-ton  car  falling  below  and  that  of  the  25-ton 
car  rising  above  that  of  the  35-ton  car  for  the  same  gear  ratio. 
A  tractive  effort  of  [20  lb.  per  ton  gross  has  been  taken  with  all 
three  equipments,  as  representing  average  conditions  for  this  class 
of  work,  giving  a  net  acceleration  of  about  1.0(1  111.  p.  h.  per 
second,  after  deducting  friction  loss  and  the  power  required  to 
accelerate  the  revolving  parts.  Any  oilier  rale  of  acceleration  could 
have  been  taken  with  little  or  no  effect  upon  the  heating  of  the 
motive  power  or  its  energy  consumption,  as  will  be  shown  later, 
the  larger  part  of  the  energy  input  being  used  up  in  overcoming 
air  resistance  at  this  high  speed. 

Speed  and  amperes  input  are  plotted  as  ordinates  with  time  as 
abscissa  and  power  may  be  shul  off  at  any  time,  the  car  allowed  to 
coa  1   and  brought   lo  rest   by  brake-,  making  the  enclosed  area   ot 


0     i0    40   Ml    00    100  120  140  160  180  300  220  240  200  280  300  320  340  360  330  400 

Sac„n<l. 

no.  .i. 

lh<     i»  i  d  'n ,,    ,    propoi a!   lo  thi    di  I vered    and  the 

■  qual  the  amp,  n    houi     inpul      I  o 
i" ,  ii  a    hum  d  ib. n   the  frii  tion  will  be 

i     peed    'i a    iccelei  alio I  coa  ling  .    that 

i-.  thai  the  energy  gum  up  bj   thi    rotating  part     dut 

will  equal  the  geai  an  i        ,,i   tl i     i  tinning  light, 



will,  Hi  i  Mow  ib,     bapi    "i  thi    in,  i ,   Fig.   t, 

'■-111  be  ■  urved  and  shov  a  gn     I. n  at  high  tl ov 

peed 
Wlnb-  powi  i    i     applied,   thi    motivi    powet    has  internal 


470 


STREET    RAILWAY    REVIEW. 


[Vol.   XII,  No.  & 


varying  nol  • . n  1  >  in  intensity  but  in  their  distribution.  A! 
speed,  the  losses  arc  .ill  in  the  coppei  oi  field  and  armature, 
divided  according  to  their  relative  the  armature 

loss  distributed  between  ,l 
of  amature  and  pole  face  and  tips,  depending  upon  the  design  oi  the 

Tin-  iron  I..--  start  ro  .it   standstill  and  ini 

t..  ;i  maximum  al   the  moment  <>i  cutting  out   starting 
after  which   il    falls  off   somewhat,  hut   tin-  again  i-  .i   matter  of 
motor  design.     As  these  various  I  >  <>nr  motive 

power   heating,   il    is   necessary   to   trace   their   influence   upon   the 
individual  part-  of  the  motor  under  study. 
As  tin-  heating  of   a  the   resull   of  Ihe  average  losses 


• 

! 

•9 

1300 

M 

noo 

35 

«oo 

30 

NOO 

;s 

1600 

.0 

1200 

19 

BOO 

10 

400 

5 

11*1 

fell! 

:O0 

\ 

r 

ISO 

s 

V 

i 

■s 

h 

\                    u 

\ 

\ 

J 

\ 

A 

\ 

V 

\ 

\ 

\ 

/ 

Ampt'Ci 

\ 

/ 

\ 

10         20        30        40       50        60        70        80        SO       IO0      110     120     U»      MO 
Scpindt 


within  it,  tin  mil  their  distribution  up  to  any  moment 

of  -butting  off  power  must  lie  determined.  Such  lu--es  are  shown 
in  Fig.  ,\  for  our  JS-ion  ear  equipment,  speed  and  ampere  curves 
of  which  are  shown  in  Fig.  2.  The  motor  losses  for  25  and  45-ton 
ears  have  been  left  •  ■  fT  to  avoid  confusion,  but  from  the  shape  of 
the  ampere  time-curve  in  Fig.  2.  it  is  evident  that  the  curves  will 
vary  greatly  from  those  shown  only  during  the  fractional  -peed  or 
1  ttion  period,  these  differences  being  virtually  wiped  out  with 
a  considerable  amount  of  running  upon  the  motor  curve.  Thus, 
while  there  is  a  total  average  copper  los-  ,,f  j.ooo  watts  during 
acceleration  upon  resistance,  the  copper  loss  curve  becomes  flat  in 
about  4<*>  seconds  at  the  value  of  1.800  watts  in  the  copper,  with 
the  motor  constants  chosen.  As  an  equipment  geared  for  a  maxi- 
mum speed  of  60  m.  p.  h.  would  hardly  be  used  for  an  average 
run  of  less  than  15.000  feet,  requiring  power  on  for  fully  160  seconds 
for  its  accomplishment,  it  will  be  seen  that  the  acceleration  losses 
plaj  a  comparatively  unimportant  part  in  very  high  speed  work,  so 
far  as  the  motor  heating  1-  concerned  ITial  this  is  not  true  of  low 
speed  work  will  be  discussed  later. 

The  iron  lo.s  lias  been  assumed  o.  be  dissipated  entirely  from 
the  armature  in  arriving  at  the  "ratio  of  losses"  in  Fig.  ,?.  This 
is  not  strictly  true,  but  the  true  subdivision  of  losses,  whatever  it 
may  be,  will  be  practically  the  same  with  the  same  "ratio  of  1 

nee  any  value-  of  motor  heating  deduced  from  curves  similar 

to  Fig.  ,t  must  be  consistent.    For  example,  if  we  know  the  degrees 

1    wall    loss  for  field  and  armature   with   any  given   "ratio  of 

the  temperature  arrived   at    would   be   correct,    provided   the 

temperature  constants  were  obtained  from  experimental  runs  where 

'or    went   through   the    same   cycle   as   in   the   run    to   be   deter- 
mined. 

Suppose  11    in r  equipment,  place  it   upon  a  car  and 

rim  it  over  a  measured  length  of  level  track,  keeping  an  accurate 
record  of  the  current  input  and  voltage  per  motor  at  each  instant. 
1  hen  let  this  sample  run  lie  repeated  successively  for  a  period  of 
ten  hours,  or  long  en. .ugh  for  the  motor  temperatures  to  have 
d  their  maximum,  and  we  have  the  relation  between  energy 
lost  111  .mil  its  temperature  f..i   a  given  sel  of  conditions. 

Varj  the  length  of  tlu  tesl  run  and  repeal  the  ten  hour  tesl  and 
we  have  anothei  relation  between  temperature  rise  and  energy  loss 
for  another    set    of  conditions.      It    i-    evident    that   a    -erics   of   such 

iken   on   a   given   type   of   motor   would   give   material    from 


winch  the  i.iiiion  between  us  internal  losses  ami  temperature  rise 
would  he  known  .Hon-,  and.  moreover,  these 

values  led  directly  in  calculations  for  any  g 

a-  they  were  obtained  itive  conditions,  and  1 

-taut  applied  to  make  them  approximate! 
11. .11-. 

Ii  may  he  urucd  that  it  is  difficult  to  reproduce  with  any  accuracy 
the  sample  n  upon,  or  that  il  1-  difficult  to  follow   through 

anil  keep  an  accurate   record  of   uist   what   i.  in   the  motor 

during  its  cycle  of  operation.  If  necessary,  an  automatic  device  for 
applying  the  current  could  he  used,  such  as  a  motor  to  throw  on 
the  controller  at  a  pre-determined  -pud.  Sufficiently  good  result- 
can  he  obtained,  however,  by  ordinary  hand  control  with  a  trained 
opetator.  while  sample  runs  taken  every  few  minute-  by  recording 
instruments,   -cr\.  k   and   furnish  the  material  upon   which 

to  base  the  motor's  performance  during  I  hi 

A  sample  set  of  curves  of  such  a  test  is  shown  in  Fig.  4  indicating 
voltage,  amperes  and  speed  upon  a  time  basis,  all  taken  by  recording 
instruments.  The  voltage  indicated  is  thai  between  third-rail  and 
ground,  but  the  motor  voltage  during  running  upon  resistance  may 
be  taken  as  proportional  to  its  full  internal  voltage  at  the  moment 
of  cutting  out  final  starting  resistance,  without  making  any  appre- 
ciable error  in  arriving  at  iron  loss  values.  The  ampere  curvi 
Ihe  means  of  determining  the  copper  losses  by  plotting  on  polar 
coordinates  as  in  Fig.  5.  and  determining  the  area  by  planimcter. 
giving  directly  the  square  root  of  mean  square  value.  Both  Fig.  4 
and  Fig.  5  show  curves  produced  by  a  recording  instrument  placed 
directly  in  the  main  circuit  of  the  car,  thus  giving  the 
parallel  effect  of  the  motors  so  connected.  In  our  motor  calcula- 
tions we  are  concerned  with  the  amperes  per  motor  which  will  be 
nidi  pendent  of  the  series  parallel  control.  The  curves  jn  p'jg.  ^  and 
Fig.  S,  however,  are  shown  simply  to  demonstrate  the  accuracy  of 
the    recording    instrument,    and    while     I  ould    not    be    used 

directly  to  determine  the  square  root  of  mean  square  current  per 
motor,  it  shows  the  method  used  in  determining  this  constant. 


It  will  he  seen  that  by  using  recording  instruments  and  by  taking 
a  sufficiently  large  number  of  curve-,  it  1-  possible  to  determine  very 
accurately  the  average  losses  dissipated  a-  heat  by  the  motor  during 
the  test  run,  and  also  ascertain  the  distribution  of  these  losses  in 
the  several  parts  of  the  motor.  The  motor  ventilation  i-  the  same 
a-  111  a  service  run:  it  i-  operated  at  varying  speeds,  remains  at 
rest    the    required    proportion    of    the    total    cycle,    and    in    every    way 

the  average  conditions  pertaining  to  a  sen. 

ill   the  le-t    run,   thus   making   the   dala    s, .  obtained   directly   applicable 

In   service   problem-    without    the   use   of  any   c lant. 

A  curve  showing  the  results  01"  a  number  of  such  tests  i-  given 
in  Fig.  6,  indicating  the  degrees  rise  per  watt  loss  in  field  copper  and 


Aig.   jo.   1902.) 


STREET    RAILWAY    REVIEW. 


471 


in  armature  with  any  relation  between  tola!  armature  and  field  loss. 
Merc.  also,  the  total  iron  loss  is  assumed  to  be  m  the  armature,  and 
this  lo><.  added  to  that  of  the  armature  copper,  gi\cs  its  total  I"--. 
used  in  determining  the  "ratio  of  losses." 

Taking    up    again    the    study    of    the    motors    mounted    upon    the 

ear-,    we    are    now    in    a    position    to    apply    the 

-   obtained   in    Kig.   .?   with   the   35-ton   car.   and    similar 

curves   with   the   25   and  45-1011   cars.      By   completing    the   cycle   in 

.uid  bringing  the  car  to  re-i   in  any  given   distance,  the  tinu 


JO 

- 

r'u 

£.M 

f£ 

_i^- 

^10 

^^ 

v 

£^ 

■- 

•■■  ■ : 

FIG.  6 

of  shutting  off  power  can  be  determined,  the  average  losses  and 
their  distribution  ascertained  by  curves  in  Fig.  3,  and  the  tempera- 
ture ri»c  found  out  by  applying  the  constants  in  Fig,  6.  That  is. 
ior  any  given  schedule,  we  can  determine  the  temperature  rise  of 
field   and   armature   for   the   three-ear   train  nd   the   given 

gear  ratio  assumed.  By  plotting  a  sufficient  number  of  schedules. 
a  curve  -imilar  to  Fig.  7  will  result,  which  affords  a  very  interest- 
ing study. 

Such  a  curve  in  lieu  of  a  better  name  might  be  termed  a  "sei 
capacity  curve"  of  the  General   Electric  "II"  motor.     It   she 


1  to 

ludulr 
II  plotted  in  i'  mi 
pi  1   mil<       liii    li  M. ; 

lull    mi  Indi 

••li  during 
braking   it   •  ting   ii 


assumed  to  continue  to  per  cent  of  the  duration  of  the  running 
cycle.  Curves  of  higher  temperature  cannot  be  completed  without 
greatly  exceeding  the  commutation  limit  during  acceleration,  but 
would  reverse  and  approach  zero  the  same  as  those  of  lower  tem- 
perature for  infrequent  stops. 

The  relation  between  train  weight  and  temperature  rise  for  a 
given  schedule  and  frequency  of  stops  is  instructive.  With  one 
stop  per  mile  and  five  ions  weight  per  motor,  a  temperature  rise 
of  54  deg.  is  noted,  while  ten  ton-  per  motor  increases  the  tempera- 
ture to  [20  deg  its..  Ili.it  is.  the  motor  temperature  increases 
fastei  than  proportionally  to  the  increase  ill  train  weight,  due.  as 
we  should  expect,  to  copper  lushes  increasing  as  (he  square  of 
current;  hut  our  friction  curves  indicate  a  much  larger  friction 
111  pounds  per  ton  for  the  lighter-weight  cars,  thus  bringing  the 
tting  current  required  to  propel  a  car  at  60  m.  p.  h.  to  about 
that  required  for  cars  varying  considerably  in  weight.  We  would 
1  xpect,  therefore,  that  for  continued  runs  where  the  losses  due  to 
acceleration  are  subordinated  to  the  running  losses,  this  increase  in 


50 

10 

45 

9 

40 

01 

.  35 

-3 

6 

£ 

a. 

—  90  L 

.s.  10*  C 

oasting 
Lbs.  25) 

Coasting. 

0 

Tuns 

6§ 

h- 

s 

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3 

X 

a. 

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15 

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1 

i  10  I 

Stops  po.  M1I0 


temperature   with   increa  ed   cat    weighl    would   nol   he   so  marked. 

uch  1    the  . ,,  1    is  shown  by  comparing  temperatures  in  the 

ol   train   weights  of  Cue  and   ten   i"n     i"i    motot    with   more 

infrequent     tops,     a)    oni      top   in    foui    miles,  giving   temperature 

ri  1     of  7-'  dig   and  98  dig    n   pectively  for  the    . hedule  of 

4X  in.   p.   h      I  in    curvi    foi    80  deg    ri  1    1     irery  curious,  as   it 
11nl11.it.      1    con  tanl     veighl    train    with   "in    equipment,   regardless 

"f  the  frequency   "t    tops,  while  highei   temperatt ttai    and 

lower  i  1    Mm    train   weighl   with  the  infrequency 

ol     top        1  he  pero  if  thi    time  thai   motoi pi  rating 

■   nci         indicated  b)  doited  Inn 

ii'    Fig    ,     11  1    .ill    ii.i  ed    upon   the     1 gro 

hi     i ati    "i  accelei  al  ion      [1 

di  ni    thai    'i  hedul Id    1  1       been   made   with 

■ ■   iii in;  li       >.-..  nil  the  Blowei 

and  t -  with  the  ■  rapid  rates.     In  ordei  to  make  out    tudj 

"H"    mOtOl     in.   1  •      |.L  I.       1  WO       'I       ..I     .  hi     .  miliar    lo 

plotted,   tin    in  1    n  nil    in   ai  1  •  li  n g    rate   ol   go   lb 

'i  iii 1      H ii  1  '11  IN 

i"  '   Ion  and      .  1 both   mal  ins   I  hi     ami     1  heduh 

with  tin      on.    "•  qui  .11  1    ..i     top        1  I mpai ison  ..1   1 1. 

"    ;-:,  plotted  foi    t  ti  mpi  ratlin    risi   of  6a  di  ■ 

only  in  i'      I'he  lower  ral .1  1 nj 

i      bul    1      m  h  .in  equip 


SI  REE  r    RAILWAY    REV  1 1. U 


[Vol.   XII.   No,  & 


menl   would  not  be  used  |  loi   60  m.  p    h.   with  much  less 

than  a  two  mile  run  average,  il  follows  lhat  the  temperature  rise 
would  be  virtually  the  same  with  eithei 
I  owi  [uipments,  however,  pi  '""" 

1-  shown  in  Fig,  ft  illustrating  thi   6b  deg.  rise  curvi 

a  in.  |i.  Ii.     Here   [60  lb.  and  25 
iily  with   i-'"  lb,  and   10  pi  1 
In  othei   words,  the  m  itly  in 

1  rating  r;iic  while  >t ill  maintaining  the 
same  schedule  and  frequency  of  stops.  Increasing  the  accelerating 
rate  does  nol  necessarily  mean  going  beyond  the  commutating  limit 
of  our  motors,  as  a  lower  speed  gearing  can  increase  the  1 
acceleration  with  tlu-  same  current  flowing  in  the  motors  as  with 
the  slower  rate  of  a  higher  speed  gearing. 

\   study  of  thi  curves  seems  to  indicate  that  so  far 

a^  motor  heating  tied,   il   is  preferable  to  use  the  largest 

gear  ratio  and  highest  le  for  the  accom 

plishment  of  the  led  the  maximum 

bul    thai    practical!}    any    rational    rate   of   acceleration   can 

be  used  when  speeds  approach  a  maximum  of  60  m.  p.  h.  As  will 
be  shown  later,  the  energy  consumption  is  less  for  a  higher  rate 
of  acceleration  permitting  more  coasting,  but  unfortunately  the 
fluctuations  on  the  distribution  system  and  the  load  curve  on  the 
generating  station  may  both  he  much  poorer  if  the  accelerating  rate 
is  carried  too  high  and  the  number  of  units  in  service  is  small.  In 
the  choice  of  gear  ratio  for  a  given  service,  therefore,  not  only  must 
taken  of  the  question  of  motor  heating  with  different 
rales  of  acceleration,  bul  due  heed  must  lie  paid  to  the  question  of 
line  fluctuations,  station  load  and  energy  input  It  may  be  possible 
thai  what  is  gained  in  i  liy  a  more  rapid  acceleration,  may 

be  lost  by  the  poorer  coal  economy  resulting  from  a  more  irregular 
load  curve  upon  the  generating  station. 

So  far  we  have  con  question  of  capacity  of  our  "II" 

motor   for  oni  Ltio  only.     It   is  obvious  that   similar  calcula- 

tions   may    he    made    for    any    other    gear    ratio    corresponding    to   a 

Ni  maximum  speed  on  the  level,  and  by  combining  the  n  sull 
of    several  ch    calculations,    it    is   possible    to   arrive    at    a 

capacity  of  OUI    "II"  motOl    for  any   schedule,  any  gear  ratio  and  art) 


40 

! 

160  Lb 

.  Accel 

I,. 

\ 

-_»<  Cn.it 

"I 

I20L 

T, 

01        ~ 

10'  Cojitini 

5 

I  16 
0. 

3 
13 

__Jo. 

•  d 

Stop*  par  Mil* 

PIG.  9. 

frequeni  bi    plotted  in  terms  of  any  tempera- 

lure  rise,  and  a  scl  of  1-  plotted  in  Fig.   to  for  .1  tern 

peratUI  <0  deg.     Thi  -till   retains    [20  lb,   per 

ton   tractive   effort,    rs  ;o  lb.    braking   effort,   and   is 

based   upon   the   performanci  a    four  motor 

equipment,  following  the  lines  of  the  friction  curves  given  in  Fig.  t. 
The  relation  between  schedule  speed  and  maximum  speed  on  the 
level    is   shown    with    Stops  m   one   in    four   per  mile,  and 

the  ions  pet  motor   for  a  maximum  temperature  rise  in  any  part  of 


shown    from   one   stop  in   two   m 

four  stopi  pel  mile, 

\  ,  .in  t'nl   itudj   ni  tl  in   Fig.    10  gives  wry  interesting 

results.  For  instance,  lh<  "II"  motor  geared  for  i«>  m.  p.  h.  can 
operate  between  the  limits  of  one  stop  in  two  miles  and  four 
■topi  per  mile,  making  a  schedule  of  from  40  m.  p.  h.  down  t,. 
14  111.  p.  h..  with  approximately  ti  motor  in  all  ca 

the  same  temperature  rise  In  other  word-,  an  equipment  of  tins 
character  is  protected    from   overheating   by   properly   proportioning 


* 
1 

Stop 

... 

. 

n 

m 

it 

\        '     \^r* 

J^T 

\ 

10 

1  il  ,p  p«,  M.lc 

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<_   %       3 

t/y//' 'wsj^-—"" 

q  \\ 

1 

1 ' 

^ 

1 

20  30  40  SO 

M  P  H    Manmuri  Sp«eJ 


its  gear  ratio  to  the  car  weight.      The  possible  ichi  d  for  a 

given   gear   ratio   is   controlled   by   the   innnl  ps    per    mile. 

but  the  heating  of  the  equipment,  with  the  proper  weight  of  car, 
will  be  the  same  over  a  very  wide  range  of  schedules  and  stops. 
The  curves,  also,  bring  out  very  forcibly  the  importance  of  prop- 
erly gearing  an  equipment  for  the  work  which  it  ha-  to  do.  For 
instance,  a  gearing  giving  6b  in.  p.  h.  on  a  level  track  can  make  but 
20.5  m.  p.  h.  schedule  with  two  stops  per  mile  with  a  train  weight 
of  5.6  tons  per  motor.  ,while  the  same  equipment  g.ared  for  47.5 
in.  p.  h.  can  perform  JO  m.  p.  h.  schedule  I  practically  the  same  I. 
hut  can  do  so  with  a  total  train  weight  of  12.8  tons  per  mOti 
more  than  double  the   train   weigh  lor   the   same   tempera- 

ture rise  with  the  6b  m.  p.  h.  equipment  In  oilier  words,  the  equip- 
in, in  should  he  geared  for  the  lowest  possible  maximum  -peed  that 
will  permit  the  maintenance  of  the  schedule  in  question,  as 
ratio  giving  too  high  a  maximum  speed  for  the  work  to  be  done 
imt  only  overheats  the  motors,  bul  produces  needles-  demands  upon 
iterating  and  distribution  systems. 
The  curves  m  Fig.  10  give  a  fairly  complete  study  of  the  typi 
"H"  motor  when  applied  to  the  operation  of  single  cars  equipped 
with  four  motors.  Ml  points  in  the  curve  except  for  a  maxi- 
mum speed  of  .1o  in.  p.  h..  are  obtained  with  the  operation  of  single 
cars,  and  as  our  friction  curves  may  be  inaccurate,  being  based 
upon  a  singll  lei  of  tests,  or  train-  of  more  than  one  car  may  be 
run,  it  is  in  a  similar  sel  of  curves  for  two, 

per    train.       The   motor    capacity    foi 
temperature  rise  is  governed  large!)    by   the  shape  of  the   i 

Curve  used  at  high  speeds,  especially  for  the  longer  runs,  and  in 
Fig.    il    is    shown   a   comparison    between    thi  I    of  one   and 

two-cat  trains  making  the  same  schedule,  and  using  the  same 
accelerating  tractive  effort  per  ton.  braking  .111, 1  stop  intervals  as 
in    Fig.   10.     This  sci   of  curves  is  also  plotted   for  a   tempei 

■  in  urn-  thai  from  the  foi  egoing  material 
we  could  plot  similar  curves  for  any  other  temperature  rise  V 
the  curves  showing  the  relation  between  tons  per  motor  and  maxi- 
mum speed  for  a  given  temperature  rise  come  s,,  dose  together 
for  the  different  frequency  of  stops,  this  sheet  has  considered  only 
the  relation  between  toils  per  motor  and  maximum  speed  for  one 
stop  per  mile.     Thus  we  see  that  at  6b  m.  p.  h.  the  type  "II"  motor 


jo.   190.2.] 


STREET    RAILWAY    REVIEW. 


473 


operating  a  single  car  has  capacity  of  but  SJ  tons  per  motor  for 
60  deg.  rise,  while  if  two  cars  are  coupled  together  and  operated 
as  ■  single  train,  the  reduction  in  wind  friction  per  ton  of  train 
weight  increases  the  capacity  per  motor  to  7.5  tons  for  the  same 
60  deg.  temperature  rise,  an  increase  of  4J  per  cent.  This  opens 
up  a  new  field  of  inquiry  as  to  whether  it  is  commercially  advisable 
to  run  single  car  units  at  this  high  speed  when  the  motive  power. 
and  as  it  will  be  shown  later  on.  the  energy  input,  are  both  larger 
than  would  result  from  operating  the  same  seating  capacity  in  trains 
of  two  cars  or  more,  with  a  correspondingly  increased  time  interval 
between  trains.  In  other  words,  is  the  electric  traction  idea  of  small 
units  at  frequent  intervals  a  proper  method  of  attacking  the  very 
high  speed  electric  traction  problem,  or  are  we  compelled  to  go 
back  to  the  steam  method  of  operating  heavier  trains  at  more  infre- 
quent intervals,  in  order  to  prevent  a  prohibitive  investment  in 
motors,  and  generating  and  distributing  systems,  and  a  ruinous 
expense  for  operation?  It  is  true  that  the  electric  system,  being 
eminently  adapted  to  subdivision,  has  created  the  demand  for 
In  means  of  its  frequent  service,  where  none  previously 
existed,  but  it  may  be  possible  that  for  very  high  speed  work  too 
great  a  price  may  be  paid  for  the  privilege  of  operating  very  frequent 
small  units. 

The  foregoing  discussion  has  described  a  method  of  determining 
the  probable  heating  of  a  given  motor  when  operated  under  any 
known  conditions.  The  results  obtained  are  so  complete  and  give 
such  a  mass  of  working  data  directly  applicable  to  service  require- 
ments, that  the  labor  of  the  detailed  calculations  necessary  seems 
amply  justified.  Specifications  of  stationary  apparatus  are  prepared 
in  careful  detail  and  acceptance  tests  carried  out  in  great  exactness. 
but  the  tendency  to  slight  the  railway  motor  problem,  owing  largely 
to  its  seeming  complexity,  is  hardly  warranted,  when  it  is  consid 
ered  that  the  capital  invested  in  such  apparatus  may  be  double  that 
required  for  generator  power  to  drive  it.  Then,  too,  the  generator 
is  carefully  housed,  provided  with  an  attendant  and  otherwise 
taken  care  of.  while  the  motor  is  exposed  to  outside  climatic 
conditions  and  only  gives  evidence  of  being  overloaded  by  burning 
out.  The  selection  of  such  apparatus  should  receive  the  most  careful 
attention,  the  proposed  service  conditions  fully  worked  oul  and  the 


"H 

11 

M 

■ 

13 

r 

1 

■'Vs. 

16 

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S 

129 

I 

X 

20 

8 

a 

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1 

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0 
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1 

D 

'^ 

j 

no.  n. 

and   •  Nirn  1    g<  iring   chosen    i"    en 
m  maintenai 
I  hf  prrwnt  method  of   rating   r;nlv.  to  determine 

land  ti  1  giving 
pcratttn  n  in  the   hotti   I    pari   after   sixty 

miniitrt'    run.       In    other    word*,    the    on*  hour    rating    of    railway 

indication  of   th<    comparative   capacity   of 

data  to  serve  ai   the 

•  nlating  ti  •  ty  of   the   motoi      it   dot 

the  motor,  ;m  do   ■■in   how 

from  ..f  ofa 


serving  commutation  at  the  maximum  current  for  which  the  motor 
will  probably  be  called  upon  in  service  operation.  Some  method 
of  rating  railway  motors  which  would  give  an  accurate  comparison 
of  their  service  capacity  under  different  conditions,  if  Mich  a  rating 
is  possible,  would  be  of  great  advantage  over  the  present  very 
general   one-hour   rating. 

The  foregoing  investigation  has  pointed  out  the  very  variable 
nature  of  the  work  which  a  railway  motor  has  to  do,  and  the  dif- 
ferent relations  between  service  performed,  distribution  of  los-.es 
and  the  ultimate  heating  of  the  motor.  In  Fig.  3  the  various  motor 
losses  are   shown    for   the   type   "11"    motor,   taken   as   an   example, 


30 

40 

so 
-\ 

60     Lbs.  per' 

"on 

\ 

v 

Stop  pt 

Mile 

\ 

\ 

~~S 

N 

\ 

S 

'Vi 

*sj"l 

2 

100        120        140        160         180 
Watt-Houis  pc.  Ton.M.la 


200       220       240 


but  it  is  evident  that  different  motor  loss  curves,  even  for  the  same 
service  performed,  could  not  be  compared  directly  with  any  assur- 
ance  of  arriving  at  their  comparative  temperature  rise.  Proceeding 
further,  we  come  to  the  values  given  in  Fig.  6,  showing  the  relation 
between  motor  losses,  their  distribution,  and  the  resulting  tempera- 
ture rise  per  watt  loss.  Similar  curves  of  different  motors  cduld 
be  compared  directly  and  give  some  means  of  their  relative  capacity, 
but  lure,  also,  there  is  no  direct  comparison  as  different  motors  do 
not  have  the  same  efficiency,  and  therefore  will  not  give  the  same- 
loss  for  the  same  service  performed.  In  other  words,  given  two 
motors  having  the  same  thermal  constants,  that  is,  the  same  degrees 
rise  per  watt  loss,  the  motor  having  the  poorer  efficiency  will  rise  to 
a  higher  temperature  tor  the  same  service  performed,  owing  to  its 
greater  loss.  We  cannot,  therefore,  look  to  the  thermal  curves  as 
giving  the  comparative  rating  needed. 

In  Fig.  7  we  have  a  fairly  complete  history  of  the  type  "H" 
motor  operating  under  a  given  set  of  assumptions.  These  assump 
tions  arc  those  pertaining  to  service  operation,  and    such   a   set   of 

curves  for  another  motoi   . . .  1 .  nlaicd  for  the  same  condil s  would 

give  accurately  the  comparative  si/c,  or  in  other  words,  the  com- 
parative temperature  of  the  two  motors  for  the  inn  service  pel 
formed.  In  Fig.  7,  the  "service  capacity  curves"  approach  much 
nearer  to  a  basis  of  comparing  different  motors,  but  as  a  method 
01  rating  railway  motors  it  is  incompleti  lii  the  firsl  plat.,  we 
have  assumed  a  given  rate  of  acceleration,  while  it  is  obvious  thai 
the  demands  of  different  classes  of  service,  especially  low     peed 

ervice,  will  call  for  different   rates  of  acceleration,  and  h . 

separate  sheet  would  have  to  be  made  oui  for  every  rate  ol  accelera 
tiou.      ih.    effeel   of   increasing   the   ran-   of  acceleration   and   in 

' g  the  tune  ol  coa  ting  is  shown  in  big   o,  giving  such  dis 

crepancy  between   tons  per  motoi    for  a  given  temperatun    1     1 

make    sheets    similar    to    big.    7    entirely    unreliable    foi     comparing 

different  motoi  .  1   peciall]   when  the  maximum  speeds  are  low  and 
•  li  ratioi ':■■    1     the   determining    factoi    in   the   motoi 

hi  aling. 

I  hen    is   anothei    variable,   the   rate  of   braking,    which    lias   nol 
entered   into  in   this  di  1  ui  sion,  and   which  al  10  affei  I     thi 

healing  of  the  motor,   ■  peciall] low     peed   high   accelei 

problems     'in   the  highei    speed   problems,   where    friction   1     thi 

ruling  (aetor,  ii  is  found  thai  we  musl  also  assume  a  certain  In.  1 

1  'on   '  in  \ '    plotted   i"  a   definite   foi  inula   in 
■  ■id.  1  to  arrive  al  consi  ith  different  motoi  .     Having 

oni 1  determini  d  on  thi    friction  cui   1    fo I tu  •  all  ula 

1.    immediati  1 .    di  qualifii  d   when   we  •  ouplc   1 1 

•ami   ■  o     togethei  .""I  perform  thi     1a rvice,  thi    friction  rate 

al     i"  ■  'I    "i   JO  01   60  in    p.  h  ,  falling  "ii   iderabl 

ol    everal  ui 


474 


STREET    RAILWAY    REVIEW. 


[Vol     XII.   No.  8. 


In  addition  to  the   foregoing   variables,   wt    have  the  elemi 
ilir   energ)    consumed    bj    the    rotating    parts   during 
rhis  (actoi  llj  negligihli  pei     .  bul  figures 

prominently    in   acceleration   problems    with    low    -peed-.      In 
giving  the  rating  .'i  .1  railway  motor,  il  will 
to   ti\   definitely   upon   the   weigh)   and 

wheels  and  armatures,  and  furthei  rminc  the  effect  of  the 

ratio. 
Aftet  variables   arc   definitely    fixed,    we    must 

conditions   for   each   motor   gear   ratio,   or,   as   a 
more  ir   each   different    maximum    speed   on    level 

thus  eliminating  the  question  of  tin-  total  number  of  teeth  ii 


60 

• 

1,0 

25 

li          4»     Lb.,  per 

Ort 

3 

\ 

V\       V. 

•  x> 

V^-- 

>N^-.>*.      >v^t 

I 

8 — 

£ra». 

^ 

■—--4 

90         100        120        140        160 
Witl.Hoo.i  p. i  Ton. Mil, 


300         220        2«0 


and  pinion.     It  is  not  intended  in  any  way  to  discourage  an  effort 
to  rate  a  railway  moti  r  by  some  method  thai  will  give  its  compara- 
tive capacity,  bul  it  is  well  to  canvass  carefully  the  large  field  of 
variables  which  musl  enter  into  such  a  rating,  and  to  have  clearly 
in  mind  the  bearing  which  these  different   variables  have  in  deter 
mining  the  temperature  of  the  motor.     It  is  evidenl  that  by  affixing 
certain   values   to   accelerating   rate,   train    friction,   braking   effort. 
energy  "i  rotating  pans,  etc,  it  will  be  possible  to  prepare  a 
curves   giving   the   relations   between   schedule,   frequency   "t    stops 
and  temperature  rise  for  any  car  weight,   which   would  give 
rately  the  comparative  size  of  a  railway   motor  in  relation  to  any 
other  motor  for  which  curve-  were   similarly  plotted.     Such   work 
rig   done  by   the  General   Electric   Companj    on   their   standard 
railway  motors,  and  in  fact  is  necessary   in  order  to  be  able  i 
the  probable  performance  of  a  motor  under  any   set   of  condition-. 
and    follow    through   the   effect    of   changing   the   conditions.     The 
method,  however.  i>  cumbersome,  and  has  so  many   factors  entering 
into  the  case   that   it   probably   may  never   serve   as  a   commercial 
rating;     furthermore,    such    relation    could    only    be    expressed    by 
curves,  or  a  long,  tabulated  statement,  and  neither  method   is  short 
and  concise  enough  for  a  commercial  rating. 
As  the  result  of  considerable  investigation  along  these  lines,  the 
has  not  arrived  at  any  commercial  rating  of  a  railway  motor 
which  serves  its  purpose  better  than  the  one  hour  test  now   univer 
sally  used.    Admitting  that  such  a  test  due.  not  give  the  compara- 
ize   of   different    motor-,   it    does    serve   the   purpose   of   largely 
determining  its  commutating  qualities  and  possesses  the  adr 
of  being  commercial.     Unless  a  rating  can  be  proposed  which  will 

indicate  accurately  the  relatl  n  .lor-,  the  present   method  of 

one  hour    rating    | es  which    would   hardly    warrant 

its  being  superseded. 

Although  insufficient   data  are  at   hand   from   tin-   foregoing  cal- 
culations to  form  the  basis  of  a  complete  treatise  on  thi 

material    is   provided    to    furnish    some    very 

comparisons.      As   the   basis   of   calculation-,    we    assume 

single  car  train-  composed   "i    25,  35  and    |-  ton 

ears,  g  maximum  io  m.  p  h.  ior  the  ,?5-ton  car. 

Ii.i!   ill.  -r  three  cars  at  00  m.  p.  Ii. 
requin  i  lb.  and    i,<..s  lb.   per  ton   re- 

hrough   for  trains 
ed   of   two   ear-   or   more.    Il  tig    of   different    weights. 

-o  that   we  are  ii  rves   showing   the  relation 

ii   schedule   speed   and   watt   hours   pit    Ion  mile   input    to  the 

irtually  ignoring  any  fixed   formula   for  train   friction.     Such 

■  ne  plotted  tot    io.  40, 

'hi   lh..   per   ton    friction   rale   at   6o  m.    p.    h.       Ihe-i    curves    may   be 

regarded  as   fairly  general   in  their   scope,   except   that   they   follow 


the  general   form  ..f  i>  given  in   Fig.    I.     In  othei 

hi  gei  from  the  •  lit    i-'.  the  energy  consump 

Hon   tot   .,n\    friction   rati    it  '■"  in.  p.  h..  the  error  introduced  bj 

ni  ral  shape  of  curve  being  very  -mall. 

An   inspection  of   Fig.    n  brings  out    forcibl)    the   fact   that   the 

subject  tergy   at    high    speed   1-   most    intimately   interlinked 

with  the  question  "f  train   friction.     As  the  schedule  -peed  ih 

with  the  increasing  number  of  -top-,  or  in  other  word-,  as  tin 
energy  of  acceleration  1   more  important   factor,  the   pet 

cent  difference  between  the  energy   value-  for  different  train  ft 

becomes  less,  a-  would  be  expected. 

The   electric    road    ha-   almost    universally    used    one   car    unit-. 

and    a-    it    hi  d    "ill    into    suburban    high    -peed    work,    the 

1   more   frequent    service  have  made  the  operators  of 

ii.  1.    mad-    retain    the    singll     I  II     idea.      limn    the    mum-    given    in 

Fig.   [2,  sonic  figures  can  be   secured  of  what  it  costs  to  opi 

-ingle  car.  and  al-o  trains  of  two  or  more  ear-,  where  the  maximum 

11    p.  h..  and  the  stop-  very  infrequent  ;    that  i-  the  more 

advanced  type  ..1"  our  private  right-of-way  suburban  mad.     A  single 

i.;  ton   car  having  a    friction,   say,  of  50  lh.   per  ton   at   '«)  in.   p.   h.. 

will  consume  110  watt  hour-  per  ton  mile  at  a  schedule  of  $2 
m.  p.  b.  with  one  -top  in  eight  miles  Let  two  such  car-  be  coupled 
together  in  a  train,  reducing  the  friction  to  33.5  lh.  per  ton,  and  the 
an  input  of  only  78  watt  hours  per  ton  mile,  or 
65.5  per  cent  of  ill  1  ton  required  in  singl 

tion.  In  oilier  word-,  single  car-  on  30-minute  headway  would  re- 
quire 52.5  per  cent  more  energy  for  their  operation  than  would 
two  car  trains  on  one-hour  headway.  With  five-car  trains  com- 
posed of  35-ton  cars,  the  energy  i-  reduced  to  56  watt  hours  per 
i"ii  mill  tot  tin  -.mi,  schedule,  or  less  than  half  what  will  he 
required  per  ton  for  il  m  of  single  car  trains. 

From  a  purely  energy  standpoint  it  would  seem  that  the  opera 
lion  1.1  single-car  train-  was  disadvantageous,  bul  experience  has 
shown  that  it  is  not  fait  to  assume  that  two  car-  op. 
hour  will  attract  the  same  custom  as  one  car  operated  every  thirty 
minutes  In  other  wind-,  the  frequency  of  service  creates  travel 
ami  in  many  cases  warrants  the  extra  expenditure  for  coal.  There 
1-  another  aspect  of  the  case  to  be  considered  anil  that  i-  that  with 
two-car  trains  at   more  infrequent   intervals,  the  load  upon  th. 

1-  points  i-  more  fluctuating,  the  size  of  rotary  converters  niu-i 
in  somewhat  increased,  ami  in  all  probability  a  larger  amount  of 
feeder  copper  will  he  required  t"  keep  the  drop  within  the  -ami 
limits.  Although  a  saving  may  he  effected  in  the  coal  pi 
increasing  the  train  headway  and  Riving  the  same  seating  capacity 
in  trains  of  two  or  more  cat-,  there  is  every  reason  to  expect  a  call 
for  a  greater  expenditure  of  money   I.,  install    the  road,  and  an   in 


25 

1  20 

Q. 

J  is 

12 
11  \ 

I 
1         1 

3\  15  Lbs.  per  To 

\\Vr' . 

yXNXV^ 1 

rl.k 

^N 

\"2 

-4 

1 

5 

■:5^.— 

9 

5 

so         too        120 

Watt-Hour*.  p«r  Ton.Mil* 


crease  in  interest  and  maintenance  account  that  may  go  far  toward 
eating  up  the  saving  in  the  fuel  expense. 

in    in;     13  mil    Fig.    14  are  given  curve-   showing   the   relation 

between  schedule   -peed  and  tram  1  ir  maximum   speed!   ol 

45  and  30  tu    p.  Ii  ly.     It    will  he  noticed  that,  particularly 

in.  p.  h.  maximum  speed,  the  train  friction  becomes  a  very 

much    -mallei    l.u -to  1    111   determining   the   energy    input,   especially   as 
ihe  number  of  -top-  pet   mile  increases. 

All  these  three  set-  ..f  curves  are  plotted  for  an  accelerating 
rate,  corresponding  t..  t _<o  lh.  per  ton.  and  a  braking  effort  of  150  lh. 
per  ton.     The  values  given   will,   therefore,  he  subject  to  consider- 


JO.     I  *>-".] 


STREET    RAILWAY    REVIEW. 


475 


able  variation  for  different  accelerating  and  braking  efforts  where 
edule  speed  is  low  and  stops  numerous.  Che  curves  are. 
however,  of  fairly  general  use.  especially  for  run-  of  a  mile  or  more, 
as  the  effect  of  rate  of  acceleration  and  braking  is  not  so  marked  on 
longer  runs. 

In    Figs.    So.    12,    13   and    14    is   considered,   also,    a    period    oi 

roasting  g    to  per  cent  of  the  time  the  train  1-  in  mol 

While  this  is  a  fairly  general  assumption  and  will  give  sufficient 
margin  for  a  large  majority  of  problems,  it  will  he  found  in  carrying 
■  nit  the  subject  t"  a  conclusion  that  the  i>er  cent  of  coasting  1-  a 
very  large  factor  in  determining  the  train  energy  input.  For  in- 
stance, a  high  rate  of  acceleration  with  a  long  period  of  coasting 
will  demand  less  energy  input  to  the  train  than  a  lower  rate  and 
little  or  no  coasting.  The  reason  for  this  1-  obviously  that  the 
efficiency  of  acceleration  of  the  two  runs  may  he  approximately  711 
per  cent,  while  the  speed  at  which  brakes  ale  applied  is  less  with  a 
longer  coasting  period  and  hence  the  work  demanded  by  the  equip- 
ment i-  '■ 

In  all  three  of  the  energy  curves  given,  a  variable  friction  during 
acceleration  and  coasting  b  considered,  hut   straight  line  braking  is 
1.       The   energy   required    to  accelerate    the    rotating    parts   is 
red.    so   that    the   curvi  of    fairly    gi 

application. 

In   this   paper   the    writer    has    attempted    to   outline   .1    method    oi 

determining   the   probable   heating   and    energy    consumption    of   a 

given   equipment    for   any   class   of   work,   having   in    mind,   also,   tin 

lily   of   arriving   at    some    short,   concise   method    of    rating 

different  railway   motors,  so  that  their  comparative  service  capacit) 

might   be   accurately   indicated.     As   tl ■ apacitj 

:-  so  dependent  upon  experimental  tests,  not  only  of  car  friction  and 

braking,    hut    also  of   heat    radiation    under    working   condition-.    1 1 1 , 

conclusions  drawn  were  based  -o  far  a-  possible  upon  actual  experi 

ment-  made.     Were  it    not   for  the  fact  that  car   friction,  or   rather, 

friction  1-  Mich  a  variable  quantity,  dependent  not  onlj   upon 

ndition  of  track  but  upon  the  speed  and  composition  of  the 

tram,  it  would  he  possible  10  plot  a  set  of  curves  for  a  given  friction 

and  distance,  and  apply  these  curves   for   similar  shaped   run-  over 

or  less  distances  by  talcing  irdinates  proportional  to 

1    the   area   of    the    -peed  tin  thai     is,    pro 

the  wind  friction  at  higher  speeds  changes  the  value  of  friction  pei 

of  the  dista 1      Vs,  however, 

only  possible  to  draw   up  curves   foi   a 
I  conditions  and  general  done  in  Figs.  i-\  13  and 

14  for  different  friction  rati 
Whili  1  gy  1  urves  which 

ral  application  to  all  problems,  it  i  tea  ible  to 

the  relatii 
•>f  curve-  similar  I  in  7,  8,  <>  and  10.     It 

urely   ;■  approximate   tin-    probable    healing   of   motors   of 

and   general    ,  i 
known,   hut    such    dlorl  cut    ineth 

and  no  trii.    comparison  of  do 
which   will  111    their   dill 

work   performed   and   their   capacity    for    radiating   tin 

nsidering  thi  in  detail  foi 

In  dealing   with   the    railway   motor 

tit   temperature  in 

not     |i 

the   insulation,  and  approximati 

1  ah  illation  . 

ilthough  entailing  a  large   amounl 

]«.-!>      INolol         .,|, 

and  although  the)    tail  to  pri 

tlui    lo  tli,     l,„  1    that 

o  1  in,  but 

Mi      I       I 
■  rial    foi    i!  ,,(   th. 


BAY  SHORE  TERMINAL  CO..  NORFOLK,  VA. 

This  company  lias  ju-t  opened  a  new  [2-mile  electric  railway  from 
the  city  postoffice  of  Norfolk  to  Ocean  View,  Va.  Although  the 
mad  i-  built  on  standard  lines  now  thoroughly  familiar  in  the  north, 
1  1-  interesting  a-  showing  the  stage  of  development  reached  in 
electric  railway  construction  in  the  south. 

The  road  at  present  is  mostly  single  track.  1ml  soon  will  he  dou- 
ble-tracked throughout.  In  the  city  a  o-in.  Pennsylvania  Steel  Co. 
107-lb.  girder  rail  was  used  with  concrete  poured  between  the  ties 

and  up  to  the  base  of  the  rail.  In  the  country  a  4' j  in.  58-lb.  Trail 
was  laid.  With  the  girder  rail  "Protected"  rail  bonds  are  placed 
under  the  8-hole  angle  plates  at   each  joint. 

A  large  portion  of  the  track  work   is  laid  with  oyster-hell   ballast, 

a  form  of  ballast  extensivelj  used  in  the  South  wherever  oysters  are 
plentiful.  In  building  it  1-  customary  after  grading  to  dig  a  trench 
for  the  roadbed  and  till  in  with  oyster  slulls  to  a  depth  of  6,  8  or  10 

in.,  a-  the  condition  of  the  Sub-SOll  may  demand.  I'he  -hell-  air 
rolled  down  hard  and  the  ties  placed  on  top  of  this  bed.  Shells 
are  then  tamped  in  between  the  tie-  and  up  to  the  lop  of  the  rail 
Mid  .1  steam  roller  i-  again  used  to  give  a  hard,  compact  surface. 


CAS  HOUSE  AND  POWER  HOUSE. 

At  Norfolk  the  oyster  -hell-  cost  from  -■'  !  to  <  cents  .1  bushel 
Shell  ballast  1-  dusty  in  dry  weather,  but  otherwise  make-  a  verj 
-atisf.n  inn    Ibed. 

On  tin  Baj  Shore  Terminal  road  the  ties  are  Georgia  pine,  -awed 
for  city    work  and   hewn    for     I    rail    work.       I  he  company    pay-   4 _•  4  1 

cents-each  for  its  tie-  either  -awed  or  hewn.     Iks  are  6x7  in.  \  X 

It.    -paced    -'    ft,    1       tO    I 

(  111  the  business  streets  of  Norfolk  the  paving  1-  granite  blocks 

"i terete.     II tpanj   pays  foi   paving  its  tracks  and  for  -■  ft 

■i,i  ,  1,  h  out  nil    rail, 
["here  i    con  iderablc  single  track  trestle  work  along  the  hue  thai 
1-  railn  1    iniii.   ting       \   representative  section  of  tin-  trestling  is 

found  not  fat   fn I tinal  when   thi    road  crosses  a  small 

river.     1  In   tn   tli    1    600  ft.  long.     It  consists  of  40- ft.  12-in.  cypru' 
pile:  1I1 11 1 11  1  In  1 .   togethet  ever)    t6  ft.    On  top  ol  each  set  of  three 

pili     1     laid  a   12x10  in.   \   12  11    cap   1 and  on   the  c  are  the 

main  stinieei  -  which  .11 1-  o  ■  1  1  in    ■.  32  ft.  long,      I  in    lies  an    bolted 

' 1  lii    in   t ling  1     1 g,  substantial  and  inexpen  live 

uild. 

hi    pili      land  in  tide  water  they  required  - e  for 1  pro 

tl  ""i   mo I  also  to  keep  bug  1  and   wot ms 

which   an        rj    pli  nl  iful    in   thi     loi  alit)    fi  om    I ■  1  ombing    I  he 

M11    prol 11  1    gained  bj  charring  the  out  idi   ol  the  pile 

"i    al in.      I  he   pili      bi  I Irii  ing    at  e    rolled 

into  an  open  fin   and  frequcutlj  turned  until  an  even  depth  ol  chat 

hi    been    ed  all  thi       >     mi     h  i    found  thai  wot 

mpn     ion  on  pili     burned  in  thi     wa I 

thi   in  atiin  ui  1  0  be  1 ffective  1  hi g. 

I  he    tl  MO,    no    with    I  lino    I'm  .1        OVCI  I"    "I    nul    1  1  tl 

1  lo   1-  per,  30  ft    long,  ;  in    al  top  and   [2-in    al  bun. 

plai  id   '.    It     in    tl  ■  ping 


47(> 


STREET    RAILWAY    REV  HAY. 


[V«    mi. 


I  ho  power  houM  is  a  model  itai foi   a  imall  itred  railway 

he  building  ii  of  brick,  45  ft  by  o.i  ft  and  1-  "no  story 
high.     1 1»   r>  1  extends  .■■  '"l  of  the  building  and 

1    wide  inside,     rhe  boiler  room  il I  grade,  ""1  that 

,i(  tin  in  7  11.  higher.     C01  inga    1"    provided 

for  the  walla  and  brick  ami  concrete  foundations  for  the  engines 

and  generators. 

At  present  the  station  contains  but  one  aoo-kw.  unit  but  an  addi- 
tional 400-kw.  inni  will  be  installed  at 


and  in  both  pumps  could  be  used  in  pump  water  i"  the 

tin-  plug  conni  •  i 

I  In-  car  house  is  built  of  hard  pine  and  1  ■■-!  $3,700  complete.    The 
main  portion  is  175  (1.  long  by  .t<>  ft  wide,  making  room  for  three 
track-  which  in  entered  from  one  end  only.    The  center  trai 
a  pit  Ko  ft.  long  near  the  rear  mil  of  the  bam.    At  the  rear  ind, 
alongside  the  car  house  1-  the  shop,  >< > v  1 5  ft.    In  a  correspoudin} 

p.. sin, ,11  at  tin-   front   end  of  the  car  house  an-  a   mom  20x15  ''■   '"r 

conductors  ami  motormen  ami  two  rooms  15x15  ft.  for  offices,     fhe 


INTKRIOR  OF  POWER  HOUSE. 


The  present  unit  c ists  of  a   [50-h.  p.  simple   Hamilton-Corliss 

engine,  with  cylinder  20  in.  in  diameter  and  4-'-in.  stroke,  belted  to 
a  200-kw.  Westingl  waj  generator.     I  In   engine  is  run  non- 

condensing  but  will  be  changed  to  condensing  as  soon  as  the  con- 
densing  apparatus  can  be  installed. 

Tin-  new  unit  will  consist  of  a  600-h.  p.  Hamilton  Corliss  tandem 
compound  engine,  with  cylinders  18  and  36  in.  x  42-in.  stroke, 
direct  connected  in  a  400-kw.  railway  generator,  there  is  being 
installed  an  independent  Wheeler  surface  condenser.     Both  engines 


1  xTEK  IOB  OF  C  '  R  BOUSE. 

ks  ni  the  llooven,  Owens,  Rentscbler  Co.  of  I  lam- 

I  here  aie  two  150-h.  p.  Stirling  boilers  run  under  150  lb.  steam 
pressui  e.  ty  will  be  in  to  pro\  ide  for  the 

new  mi  ra  heavj    with  extra  heavy  fit- 

tings, u  avy.     I  here  is    1  70-fl 

brick  stack,  4  ft,  in  diameter. 

Xeai  70.000-gallon  lank  elevated  to  sunVu   .' 

height  ui  the  car  barn  and  power  station.    The 

lank  is  supplied  with  water  from  driven  wells  by  a  small  steam  pump. 

This  pump  and  the  feed  water  pump  inected  that  either 

one  can   be  used   for   feeding  tin  for   storing  the  tank 


car   house   and   power   station    were   both   designed  by  Charles    P. 

lircese,  consulting  engineer,  of  Norfolk,  Va. 

The  rolling  stock  consists  of  three  open  motor  cars,  four  c!-i  ed 
motor  cars  and  three  open  trailers.  The  cars  are  partly  Stephen  >  1 
and  partly  St.  Louis  Car  Co.  make.  The  motor  cars  mcasm  ■  y 
ir.  over  all  and  the  trailers  40  ft.  over  all.  This  running  of  1">>  : 
double  truck  trailers  attached  to  double  truck  motor  cars  is  a  pra. 
lice  more  frequently  followed  in  the  South  than  in  the  North. 
Ii  is  in  vogue  on  the  interurban  lines  running  out  of  Washing, on, 
D.  C,  at  Norfolk,  Va.,  at  Charleston  and  other  Southern  cities.  It 
seems  to  be  the  opinion  that  the  added  carrying  capacity  per  train 
more  than  overbalances  whatever  increased  liability  to  accident 
there  may  be,  incident  to  running  trailer-. 

The  motor  cars  are  ecpiipped  with  two  Wcs'.inghousc  No.  56 
motors  to  each  car  and  are  mounted  on  McGuire  double  trucks. 
Part  "f  the  cars  are  fitted  with  Christensen  air  brakes  and  part  with 
Westingbouse  air  brakes,  both  of  the  motor  driven  compressor  type. 
When  trailers  are  run  il  is  en  .tomary  to  have  a  brake  cylinder  on 
the  trailer  which  is  connected  by  train  pipe  with  the  main  air  tank 
on  the  motor  car.  and  the  brakes  on  both  cars  are  operated  in  unison 
from   the   engineer's    valve  on   the   front   platform   of  the   motor. 

Until  the  double  track  is  ready  cars  will  Is,  dispatched  by  tele- 
phone. 

I  lu  Bay  Shore  Terminal  Co.  was  organized  in  1900,  and  has 
capital  stock  authorized,  $500,000;  issued.  $120,000. 

The  officers  are:  President,  II.  I..  Page;  vice-president,  H.  L. 
Smith;  secretary  and  general  manager,  J.  A.  C.  Groncr ;  treasurer, 
A.  F.  Krisc;  supervisor,  L.  C.  Johnson;  chief  engineer,  C.  P.  Breese ; 
electrical  engineer.  A.  I..  Crater;  auditor.  Alex.  Hart;  attorney, 
J.  E.  Cole.  The  company  is  building  the  road  under  the  super- 
vision of  us  own  officers  without  the  aid  of  contractors.  The  road 
when  completed  will  have  cost  about  $2-'o,ooo,  including  cost  of 
franchises. 

Mr.  L.  C.  Johnson,  supervisor,  is  111  charge  ,,1  the  road  department 
including  maintenance  and  operation.  All  section  foremen,  con- 
ductors and  motormen  and  laborers  report  to  him.  Mr.  Johnson 
is  a  steam  railroad  man  of  wide  experience,  having  been  with  the 
Seaboard  Air  Line  for  five  years,  and  master  builder  for  the  Atlan- 
tic &  Danville  R.  R.  for  12  years. 

Mr.  A.  I..  Carter,  electrical  engineer,  has  supervision  of  car  barn 
properly,  power  bouse  anil  all  electric  road  work.  Foremen  in 
charge  of  these   departments   report   to  him. 


The  Binghamton  (N.  Y  >  Railway  Co.  has  installed  a  new  750 
h.  p.  vertical  engine  ami  boiler  and  General  Electric  generator  at  its 
power  house,  and  has  put  four  new  cars  in  commission. 


J<>.      IO02.  | 


STREET    RAILWAY    REVIEW. 


4/  / 


RECENT  STREET  RAILWAY  DECISIONS. 


EDITED  BY  J.  L.  ROSENBERGER, ATTORNEY  AT  LAW.  CHU 


RIC   RAILWAY    IX    STREET    \X   ADDED   BURDEN. 


Peck  v.  Schenectady  Railway  Co.  (N.  Y.),  63  X.  I'.  Rep.  357.     Apr. 
1.  [i  ■ 

The  use  of  a  city  street  for  the  purposes  of  a  street  surface  rail- 

:, crated  by  electric  power  the  court  of  appeals  of  New  \  "rk 

settled  question  in  thai  state,  imposes  an  added  burden 

upon  the  property  rights  of  the  owners  of  the  fee,  subject  to  the 

public  easement  for  street  purposes. 


ONE  SEEING   V  MOTORMAN  IS  NOT  GOING   TO  RESPEt    1 
HIS  RIGHTS     0  -  1  REE  I    FIRST  MUST 

VKE  CHANi 


Schwai  North  Hudson  County  Railway  Co    (N.  J.  Sup.  1. 

=,1  Atl.  Rep.  606.      Feb.  28, 

If  it  appears  thai  the  trolley  ear  motorman  is  not  going 
your  rights  to  cross  the  street  first,  you  must  wait,  the  supremi 
of   New    Jersey   holds,  or  you  are  guilty   of   i-outriliutory   negligence 
if  hurt.      A  person  cannot  take  chances,  and  hold  himself  free  from 
contributory  negligence.     There  1-  a  difference  between  an  unfore- 
peril  and  being  overtaken  bj  incurred. 


INJURY  OF  PASSENGER  IN  LOOSENING  F001    CAUGH1 
ON  STEP  IN  ALIGH  1  ING. 


Howell  v.  Union    fraction  Co    I  Pa.),  51   Atl.  Rep    885,  Apr.  ji.  1092 

The  :  ger  thai   when,  in  alighting,  he  had  put 

the  ground  the  other  caught  by  the  heel  in  the  step  ol 

the  car  and  he  could  nol  get  it  loose  until  he  made  a  second  1  fforl 

with  such  force  that  it  threw   him  down  and  he  injured  his  kn       ap 

of  Pennsylvania  holds,  failed  to  disclose  any  neg- 

■  rl  of  the  company,  and  a  judgment  of  nonsuit  was 


iRMAN  INJURED  BY  DEFAUL1  I  IF  DRIVER  OF  BEER 
WAGON   ENTITLED  TO  DAMAGES  FROM  LAT- 
1  ER'S  EMPLOYER 


■  -de   v.   An'  ch   Brewing  in    (La.),   31    So. 

ar   propelled   h>  and    moving   at    a    mo 

:    beer    wagon,   the 
■f  which.  from   which  hi 

"l"  the   wagon.  .1 
a    briik   pace   along   thi  Inch    intersected    the   car   track-. 

and  practically  inl  n  the  track. 

Upon  the  t.  iuii  of  Louisiana  hold-,  the 

d  the  motorman  was  entitled  to  re< 
11  personal  injurica  resulting  from  thi   colli 


\l>.l"!  Wl  I  HOI    1     I  ORMAL    rn  ll-.X  I 

1 
KHOLDERS  ON  BOARD 
GR 


;  1      Mar., 

ring   the   local   anllion  .     publ 

1 111  to  build 
I  -hall  tir  1  be  1  onaidered,  thi     upreme 

inly,    hold 

■  by  hi  adjournment  without 
ration, 
horized  until   no 

condemning  ai  illegal 

: 

I     the     hoalO 


AUTHORITY  REQUIRED  TO  OCCUPY    PUBLIC   ROAD   IX 
COUN  rRY. 


Norfolk  Railway  -V  Lighl  Co.  v.  Consolidated  Turnpike  Co.  (Va.), 

40  S.  li.  Rep.  897.      Mar    l.:.  1002. 

\  street  railway  companj  cannol  lawfully  occupj  a  public  road 
m  the  country,  the  supreme  court  of  appeals  of  Virginia  holds,  un- 
less 11  has  authority  to  do  so  from  the  legislature,  or  from  the 
county,  where  the  power  to  grant  such  authority  has  been  delegated 
to  the  county  by  the  legislature.  The  authority  must  be  by  express 
enactment,  or  by  implication  so  clear  as  to  leave  no  doubt  I I1.1t  11 
■  nited.  It  cannol  occupy  a  public  road  under  a  general  author- 
ity   to  extend  its  lines  nol    exceeding   20  miles  into  the  country   from 

the  city  limits.  And  this  is  true  whether  the  proposed  service  be 
a  commercial  street  railway  or  for  the  purpose  alone  of  transporting 
passi  ngi 


DUTY    OF    DRIVER    OF    VEHICLE    TO    LOOK    FOR    CAR 

UNTIL  TRACK  IS  REACHED. 


Pieper  i     Union    ["rac 1  Co.  of   Philadelphia   (Pa.),  51   Atl.  Rep. 

739.       Mar.  24,  1902. 

\  driver  in  a  big,  high  seated,  two-horse  wagon,  with  curtains 
all  down  the  sides  because  it  was  raining,  gave  one  look  "out  from 
underneath  the  cover"  o)  In-  wagon,  for  a  distance  of  50  or  70  feel 
down  the  Street,  to  see  if  a  trolley  car  was  coming,  when  he 
reached  the  Hag  crossing  across  the  Street,  and  seeing  no  car  within 
the  distance  named,  sal  hack  in  In-  wagon,  satisfied  thai  he  could 
cross  the  track  without  being  -truck.  The  supreme  court  of  Penn 
sylvania  hold-  that  he  was  properlj  nonsuited  on  the  ground  of  con 
11  ilmton    negligence.       It    -ays   that    it    was   hi-    duty,    when    he    was 

entering  the  street,  to  I- the  lookout   for  the  approaching   car, 

and.  when  on  the   street,  to  continue  to  look   until   the  track   wa: 
reached.      \   single  glance  "oul   from  underneath  the  cover"  of  his 

wagon  down   il„      i,,,i    fol    but   50.11-  70   feel   was  such  a   looking 

a-  enabled  him  to  see  the  danger  into  which  be  look  In-  wagon  an 

instant  later;    and  ibis  careless  looking  was  in  it-elf  negligence.  It 

was  a  mere  heedless  glance,  and  not  an  adequate  performance  of 
the  duly  required  by  the  situation. 


DUTY  OF  DRIVER  01    VEHICL1     APPROACHING    ["RACKS 
AS  TO  LOOKING  FOR  CARS. 


Haas  *.  Chi  R  u'lwaj   Co    I  Pa.),  51  Ail.  Rep.  744.     Mar. 

1    1902 

n  open  '.hi  iagi .  thi     upt irl  o)   Pennsylva 

as  not  required  to    top  bi  Fori   atti  mpting  to  cross 

Li  I      bul    a    v  a      III-   duly   lo   look,   when   ill   a   place 
narl,,    in    the    dure II winch    a    eal 

■       i 1  me  and  tinue  to  look  a-  he  approai  hi  d 

■  11  house  hue  1    tIi.  propi  1  plai  1   From 
which  io  look    tnd  lool  ing  Ft a  point  bad   to  Mi.-  house  line  where 

1    obstructi  d  ii 1  1.  lii  ...  s  from  thi   1  hi 1  ontribu 

BUI     II     'la' I     lo,  ,1,111;,:      ,  ,,,, I    ,,1     a     I 

1  the  house  line,  1  onl wh 1     n  ai  In  d,  and  until  thi 

o   1.1 mitti  d   in  the  act   oi   croi   ing  thai   it  1     1, 

0 ipl     lo       I,,,,    lli. 1, 1     |,,    ._■,,    ,„,,    hi      III       d ■    all     III, 

law  requires  in  Hi  \\  In  n  a  cl hi    trad    Eot   a 

had,  a   ma1.   !,,    thi   dni '.  ,,1  a  ,li  ivi  1   to    top 
1  ■  1  railway.     But  thi    1    ma  a  a   1 ,1 

legal  du  •  1  hi    case  ol     railroad       and,  unli       thi 

ddi ai    pn  ■  at n    i     obt  iou  .   thi    q 

whether,  under  the  circumstai  .add  have  been  taken,  i;    Fot 

'I"'  iurj        I  la   drivel  in  11 1  to  look  both  wa)      a    a  cat 

c  fro hi  -    din  nark,      u  hile   la 

Ij    lool  me  alti ,  car  run 

'M'   W      III     on,       [J u  Inl,       la         , 

wen    1 ntarily  turned  in  the  other.      Whether,   undei    tin 

erci  '  d  d tor  thi 

.,  mcd. 


STREET    RAILWAY    REVIEW 


[Vol     Ml 


I.IAMI  I  I  i    F(  IR   INJURIES  CAUSED  1  i 

W  \Y   i:\    PRl  ■   R  MLS. 


U  ashington  W  Ri  p.  36a 

Mai    19   11 

\   h<  woman  1  rttened,  and   ran 

It  turned  ini  ks,  the 

1  which  were  required  by  the  grant  of  the  u  tred  t" 

l»-  kepi  flush  with  the  surface  thereof,  but   which  projected  above 

•  1  the  street  from  one  to  three  inches,  and  had  done  so 

for  a  considerable  time      When  the   wheels  of  the  buggy   struck 

rails  .ii  an  angle,  the  woman  mentioned  and  another  one  with 

her  were  thrown  "in.  and  the  former  severely  injured.     A  jury  rc- 

iiiriuil  a  verdict  in  her  favor,  and  the  supreme  court  of  Washington 

hold-  that  ii  was  erroi  to  grant  .1  new  trial  on  the  ground  that  the 

running  away  of  the  horse  and  the  loss  of  the  hoi 

stituted  the  proxii  nplained 

ofc     In  oilur  words,  11  ihink  that  tl  ay,  as 

.1  matter  of  law,  in  this  fiw'.  where  two  causes  united  to  produce 

an  injury,  which  one  of  the  causes  was  the  proximate  cause  of  the 

injury.     The  correel  rule  of  law  was  stated,  and  the  question  prop 

erly  submitted  to  the  jury,  the  court  holds,  l>y  an  instruction  to  the 

effect  that  before  a  recovery  «■  >>il<l  be  bad  it  must  be  proved  that 

the  company   was   guilty   ol  in  the  maintenance  of  its 

the  poinl  of  the  injury;   that  the  rails  wen-  exposed  in  such 

condition  a>  to  be  dangerous  to  the  traveling  public,  by  the  ordinary 

and  usual  method,  in  the  ordinary  and  usual  way;    and  thai  it  was 

>r  the  jury  to  find  that  the  accident  and  injury  would 

not  have  occurred  without  the  existence  at  thi 

plained  of. 


I.I  Will. I  I  \     I NSOLIDA  I  ED    FOR     DEI  01     OLD 

G  IMP  \\  1      ILL!  G  \l.l  1  \    OF  CONSOLIDA  I  ION 
NO  DEFENSE 


ird  v.   Detroit,  Ypsilanti  &   Ann    Vrboi    Railway   (Mich.),  89 
N.   \\  .   R<  p.  'i'»'.       \pr.  8, 

If  there  is  in  fact  a  consolidation  between  certain  street  railway 
companies,  the  consolidated  company,  the  supreme  courl  of  Michi- 
gan holds,  cannot  deny  its  liabilities,  either  for  contracts  or  torts,  or 
11-  liability  resulting  from  such  consolidation,  upon  the  plea  thai  its 
organization  1-  illegal,  because  the  street   railway 

act  under  which  it  1*  organized  dues  nut  authorize  a  consolidation. 
1  he  legality  of  ii-  organization  cannot  be  attacked  collaterally  in 
Miiis  by  and  against  it.  based  upon  dealings  with  it.  Its  legality  can 
be  attacked  only  in  a  dii  ding  by  thi     tati   foi  thai  purpose 

So  long  as  the  state  chooses  to  recognize  its   validity  by  keeping 
it  is  a  corp  le  facto,  1  u   in  fact,  though  nol  di 

tnd  liable  tl  anj  other  corpo  ts  deal 

ings  with  others.     Nor  can  the  consolidated  compa 

fries  was  insolvent,  and  thai  ihcrefon   a     rcditoi    ■< 
such  "hi  company  1     diced  by  the  consolidation  or  trans 

fer.      By  the  consolidal the  new' company  is  burdened  with  the 

debts  "I  the  old,  and  the  sole  question  then  i..  has  the  new  com- 
ets I"  pay    its   debts   which  then   include  those  of 
till      ild  companies?        The   law    will   nol    permit    the  creditors  of  two 

corporations  to  he  deprived  of  the  assets  of  such  corporations  in 
payment  of  their  debts,  and  turn  them  over  to  suits  in  equity  against 

consolidation    with    another 
compan  <1  without  the  passage  of  .,  dollar  or  other  valuable 

between  the  corporations  thi 


l>rn     111     DRIVER    l.\    COUNTRY     rO    LOOK    FOR    CAR 

UN  1  II.    1  R  \('K   IS  RE  M  ill  l> 


Keenaii    \.    '  [   At!.  Rep.  742.       M 

.1  delh  ei  j 
d  at  a  distal  11  k,  climbed 

the  curtains,  and  look 

down    the    load. 

1   from  which  a  car   was  coming,  hut   seeing 
hack  into  his  wagon  and  started  hi  a  walk.      The  supreme 

court  of  Pennsylvania  hold-  that  al  the  close  of  his  testimony  a  ver- 
dict was  properly  directed  lor  the  company.  It  says  that  had  he 
leaned    forward    beyond    the    curtains,    without    getting    out    on    the 


iwingli  ",, kid.  he  could  havi  ir,  and  his  failure. 

0  wa-  negl  in  and  ot    il  --If.       I  le  did  n 

iinue  to  look  until  he  reached  the  ti.nl  duly. 

Continu  thai  n   wa-  urged  thai  the  rule  thai  one  about 

"aik    11111  -1    continue    to    look    mil >  1    the 

track  I-  reached  relates  onlj  ind  does  not 

apply  ti                                   h  railway  irack-  ui  the  country,  where 

ewa  are  much  more  extcndei  quently,  and 

the  obstructions  to  travel  on  town  not  encountered       The 

answer  to  this  wa-  thai  cue  must  alw.i  cd.        I  he  degrei 

required    may    vary,    hut    want    of    care    under    the    circumstam 
always  negligence.     Ii  is  aa  much  one's  duty  to  look  oul 
in  the  countr)    as  it   i-  in  the  town.       Trolley    cars   run  into    I 

Iv  driven,  nol  only  mi  the  streeis  of  a  city,  but  on  turn- 
pike- and  rural  mad-  as  well.  I  he  court  hi  ml  thai  the 
duly    of    continuing    to    look    until    the    I  railway    is 

1  i-  not  binding  upon  those  driving  teams  in  the  country. 
The   same   di  iichfulness   may   not    he   required   there   as  .  u 

crowded  city  streets,  hut  it  will  never  he  held  that  there  need  be 
n    at  all  in  the  country,  as  there  was  not  in  this  case,  afler  the 
driver    climbed    hack    from    the    swingle-tree    nit"    his    seat    in    the 
closed   wagon,   where  he  could   not    see.  and   started    for  the 
which  he  would  have  avoided  if  he  had  looked. 


DRIVING  ON   AND  ACROSS    ["RACKS     VTTEMPTING    ["0 

CROSS    ["RACKS   AT   NIGHT   AFTER    SEEING 

HEADLIGHT. 


Metropolitan  Street   Railwaj   Co.   v.  Slaynian   (Kan.),  '•><  Pai 

628.     Apr.  5.  ig 

Ii  requires  no  citation  of  authorities,  the  supreme  court  of  Kansas. 
division  No.  1.  says,  to  pn  I  il  persons  traveling  upon  a  public 
street  all  ing  or  aero      a     trei  are  nol  held  to  the  1 

of    the    -.inn     1  '     care    as    when    traveling    aim-    01     Upon    01 

an  ordinary  railroad.       Publ  tended    for  public 

travel,  and  one  who  .lines  a  team  upon  them  has  the  same  right 

1  1   11-e   them  as   has  thi  lilway   company,    subject,   always,   to 

the  dniv  imp. -.il  bj  necessity  upon  such  driver  to  turn  oul  for.  and 
nol  unnecessarily  obstruct,  ilu  cars,  and  to  use  proper  care  to  avoid, 
colliding  therewith.  For  that  reason  such  driver  may  not  under- 
take to  cross  the  tracks  of  a  street  railway  company  so  near  a 
moving  car  a-  10  impede  it-  passage  or  incur  dan  illision; 

hut   even   if   he    dm-   do    -...    in    violation   of   his   duty,   and    thi 
charge  of  the  car  discover  In-  danger,  11   is  incumbent  upon  them  to 
check  its  speed,  and,  if  possible,  avoid  an  accident.     If  to  the  driver 
of  a  vehicle  there  reaso  pears  lo  he   sufficient   tune   for  him 

cross   ihe   irack   before   a   moving  car   will,    while    running   at    its 

ordinary  speed,  arrive  at  the  place  of  crossing,  and  if,  111  g 1  faith. 

and  in  1  e  of  due  can      mpl in  front  of 

such   car.   il   cannot    I"       lid,   a-   a   matter   of   law.   that    hi 

nt  in  making  Itempl   a-  thai    he  cannot   recover,  should 

an  accident  occur  because  il»  cai  wa-  running  much  faster  than 
usual,  and  becausi  no  'Moil  wa-  made  hy  those  in  charge  of  it  to 
prevent  disaster.  watchfulness  and  caution  requisite 

in  any  ca  1  tin      ordinary  care  must  he  commensurate  with, 

and  measured  by,  the  danger  lo  he  avo 
Where  the  driver  of  a  heavy  wagon  attempts  i"  cross  the  tracks 

of  a   Mreet    car  company   at   night,   and.   before   doing    so,   looks   both 

ways  upon  tin  Hack,  and  i~  unable  i"  discover  any  car  approaching, 
hut   docs   see  the  headlight   of  one.   which   he  believes  to  he  moving 

1  him  at  a  distance  of  three  or  four  hundred  yards;  and 
where   the  evideno  the  jury   in   determining  that    such   car 

was  traveling  al  an  unusual,  reckless,  and  dai  I   speed, 

which  fact  such  driver  did  not  and  could  not  know  before  starting 
to  drive  mh  track:    and  when,  hv    reason  of  such  high  rate 

peed,  and  tin    I  ike  any 

to  slop  it.  such  wagon  is  struck,  and  the  driver  is  injured. — 
the  qui  1    whether  the  latter  wa  mtribu- 

tory  negligence  as  thai  he  maj  nol  recover,  the  conn  holds,  is  one 
of  fact,  for  the  iury.  under  pi  he  conn.        With 

reference  to  the  statement  111  tin-  case  of  the  driver  that  he  did 
the  car.  hut  saw  a  light  which  In-  took  10  be  the  headlight 
of  a  car  moving  towards  him.  the  supreme  cmirt  says  that  it  thinks. 
under  the  circumstances,  that  the  court  would  have  been  justified 
in  regarding  it  as  tantamount  to  an  admission  that  he  saw  the  car. 
Still  it  was  not  error  for  the  court  to  submit   to  the  jury  the  ques- 


' 


STREET    RAILWAY    REVIEW. 


479 


•  to  whether  he  did  in  fact  see  the  car.  when  he,  in  terms. 
denied  having  done  so.  However,  ihts  mailer,  the-  supremi 
sa>  *.  was  unimportant,  for  the  court  plainly  told  the  jury  that  il 
the  party  suing  would  have  avoided  the  injury  which  he  received, 
by  the  exercise  of  reasonable  care  and  diligence,  ami  he  failed  to 
exercise  such  reasonable  care  and  diligence,  and  thereby  directly 
contributed  to  the  cause  which  produced  his  injury,  they  should 
render  a  verdict  for  the  company.  And  in  other  instructions  they 
were  advised  that,  if  he  tailed  to  exercise  ordinary  care  to  avoid  a 
collision,  he  could  not   recover  in  the  action. 


ALLEGATIONS   REQUIRED   IN   APPEA1     FROM    REFUSAL 
APPROVE  ROUTE— C0NTR01    OVER  HIGHWAYS. 


Appeal  of  Millbridge  &  Cherryfield  Electric  Railroad  Co.   (Me.),  51 

All.   Rep.  Sl&       Jan.  «.   1002. 

I'lie  supreme  judicial  court  of  Maine  holds  thai.  111  an  appeal, 
based  upon  the  alleged  neglect  or  refusal  of  municipal  officers  to 
approve  the  proposed  route  of  an  electric  railroad  company,  under 

the   provisions  of  chapter   268,   sec   '1.    Pub.    Law-    [893,    a-   amended 

by  chapter  110.  sec.  -'.  Pub.  Laws  1899,  relating  to  the  organiza 
I  street  railroad  companies,  il  1-  necessary  that  enough  should 
be  alleged  to  show  that  the  court  has  jurisdiction,  and  that  the  com 
pany  had  the  right  to  apply  to  the  municipal  officers  for  an  ap- 
proval of  u*  route.  Hut  it  1-  not  necessary  i"  allege  all  the  step  bj 
which  the  company  obtained  that  right.  The  statute  gives  that 
right    1  corporatioi  1     thereunder.       Under    the 

statute    a-    it    existed    when    the   above    company    was    organized,    as 
preliminary  to  organization,  11  was  necessary  that  the  railroad  com 
missioners   should  determine  that   public  convenience   required   the 
construction  of  the  railroad.      Hut  it   1-  unnecessary  to  allege  spe- 
cifically, in  an  appeal  of  the  kind   stated,  that  the  railroad  commis- 
sioners  had    -o   determined,   for  it    i-   necessarily   implied   in  the   ex- 
it   "corporation  or    in    an)    expression    meaning 
substantially  the  same. 
The  curt   hold-,  too.  that  chapter   110.  section  2.  of  the   Public 
■     •  f           -.  to  the  route  and  location  ol  streel  railroad    in 
the  way-  and   streets  of  a   town,  to  the  approval   thereof  by  the 
municipal  officers,  and  to  appeals   from   their  action  or  refusal   to 
titutional,  a-  being  beyond  legislative  authority,  01 
a-   being  arbitrary  and   unjust,   or  a-   permitting   the   property   of 

t,.vvn-  to  l„-  taken  for  -treet   railroad  purposes  without  just  c pen 

-.anon.        I  he   public   ha-   a   mere   easement    ill    land    taken    and    con 
I    for  a   highway   or   lownwav.       h    has   the   right    to   use   it    ill 

certain  way-.  Within  the  scope  of  the  easement,  the  public,  which 
act-  through  the  legislature,  may  regulate  and  control,  maj  extend 
or  diminish,  the  publii   1  opei  ation  of  a    tn  el 

railroad  1-  an  appropriate  public  11  Wh      a  town  i- 

I    with    i lit    performance    •■)    many    duties    with    n   p 

them,  it  does  not  own 
When  tin'  hgi-laiuo  a  new  method  of  use  of 

nl  in  a  way,  a  town  ha-  no    m  h  propi 
!  entitle  it  t"  pecuniai  ttion    not    ha     in 

injury  Ik-.-u  doni  irriich  n  can  properly  compla 


•Ik    NEW   YORK  LAW    I  OH    i 

FROM    I  R ANSFER   PASSENGER     RE 

RECEIVE  TRA  ICKET  1  ROM    PAS 

11       BLO(  KS      31    iTO     D 

IR  v  0 1  OF 

ARfc 


Railroad  '  o.   1  N.   Y.   Sup.),  75   N.   Y. 

Apr.   iH. 

1    railroad  law  on     P 

iration  which  -hall  ask 

IOI    amounting   > 

1  ntitled 
pro 

|    1     .,1      tO 

|.|,'  II. il>-    do  lion    of    1 

o-    in    |>.ir  I     : 

■'    when    ili' 


m  1-  in  violation  of  both  sections,  the  defense  provided  for 
in  section  y>  is  available,  and  a  railroad  corporation,  sued  as  was 
the  company  in  thi-  case  for  refusal  to  honor  a  transfer  and  the 

exaction  of  an  additional  fare,  can  relieve  itself  from  liability  for 
the  penalty  by  showing,  a-  provided  for  in  section  39,  that  "such 
overcharge  was  made  through  inadvertence  or  mi-take,  not  amount- 
ing to  gross  negligence." 

Under  the  provisions  of  sectii  n  103  the  court  thinks  ii  plain  that 
a  passenger  desiring  to  make  such  a  continuous  trip  as  that  which 

wa-  contemplated  by  the  party  suing  could  not  be  deprived  of  his 
righl    to  be  carried   for  a    Single   fare  by   giving  him  a   transfer  ticket 

which  should  be  useless  upon  the  first  car  which  came  along  after 
reached  the  point  at  winch  the  transfer  was  to  be  made  Bui  the 
fact  that,  in  this  case,  the  conductor,  before  the  passenger  left  the 
car,  offered  to  accept  the  transfer  ticket  held  by  the  passenger,  and 
lo  restore  lo  him  the  five  cents  which  lie  had  paid,  the  court  holds, 
warranted  and  required  tile  inference  that  the  overcharge  was  mis- 
takenly made,  and  made  under  circumstances  which  did  not  consti 
tule  gross  negligence.  The  omission  of  the  conductor  to  notice  the 
passenger  with  the  ticket  in  his  hand  shortly  after  he  entered  lin- 
ear, it  -ays.  might  well  be  regarded  a-  merely  an  inadvertence,  and 
the  conductor's  refusal  to  receive  it  at  first,  when  the  passengei 
tendered  it  to  him  many  blocks  further  on,  was  a  natural  mistake, 
in  eievv  of  the  conductor's  supposition  that  the  passenger  bad  then 
only  just  boarded  the  car.  If  the  passenger  had  accepted  the  prof- 
fered live  cent-  and  gone  his  way.  he  would  have  suffered  no 
possible  injury;  and  it  would  he  a  very  harsh  application  of  the 
law.  and  one  not  justified  by  the  facts,  to  hold  that  the  statutory 
penally  was  recoverable  in  sueb  a  case. 


LIABILITY  FOR  EJECTION  AND  SUBSEQUENT  ARREST 
til-  HOLDER  OF  DEFECTIVE  .MUX  I  CONTRACI  I  R  AX'S 
FER— RULES  WHICH  ARE  \<>l  REASONABLE  GOOD 
FAITH  OF  CONDUl  ink  X't)  DEFENSE  MEASURE  OF 
1 1  \  M  AGES. 


Jacobs  v.  Third  Avenue  Railroad  Co,  (N.  Y.  Sup.).  75  X.  Y.  Supp. 

'To.       Apr.     11.     1902. 

The    first    appellate   divisi f   the    supreme   conn    "I    New    York 

reverses  in  thi-  case  the  judgment  of  the  appellate  term  (XI  Street 
I'nlvvav     Review,    rS.t;      IV    Streel     Railway    Law.    ),    winch    re 

versed  ■<  judgment  of  the  general  term  of  the  city  courl  "i  New 
York  affirming  a  judgment   For  the  party  suing  tXl  Street   Railway 

Review,   429;     IV    Streel    Railwa)    Law.    -  — ),       ["he   action    was 
brought   to  recover  damages    foi    an   alleged  assault   and   false  im- 
prisonment,   tin-   partj     suing    having    been   ejected   by,   and   subse 
quentlj   arrested  at  the  instance  ol  a  conductor  of  the  above  com 
pany  sued,  who  refused  to  receive  a  transfer  ticket   which  by  mi- 
take  bad  ben  punched  a-  given  ai  5:15  p.  in.,  whereas  il   was  then 
'1:15   p.   in.,   the  passenger   not    understanding   the   meaning   of   the 
numbers  and  therefore  nol   being  aw. or  thai  the  mistake  bad  been 
in, nl'.      Between  the   railroads  then    existed,   il   appealed.  .1   traffii 

greement,  based  u| .1  valid  consideration,  whereby   each  railroad 

mpan;     I  with  the  other  1 it  and  transport  passengers 

loan  il    cai     "I  ib.    re  pe<  lo,   companies  without   further  compen- 

ation  than     uch  a-  was  paid  n>  the  panj   carrying  the  passen 

01  iIm  mill  11  in, 11  ni  iin  two  railroads,  and  thai  the  railroad 
carrying  a  pa  engei  who  de  ired  a  transfer  should  i-.mii-  to  such 
pa  in:- 1  a  i' hi  i'i  ticket,  which  should  entitle  sueb  passengei  to 
carriagi    from  He    poinl  ol   mi'  1  ection  i"  in    de  tinal ii m  upon  the 

Ol     lb'      1. illlii.nl. 

1  I"  o    '  an  b,    mi  qui   1 il hold  .   bul    that,   under  the 

1  raffii  1      een  these  two  1  ailroads,  each  ,  ondui  i"i  acted 

a-  tb.    agenl   •>!   thi    n    | ailroad     in  issuing  transfei    tickets 

I '       Eai  b  agreed   icognize   transfei    tickel 

ther,  oi'l    i"  ii  .no ' '  ne  in  e.  .1    admitti  d  i"  i»    bunded 

■   a    yaluabl I.  ration.      Ii    wa     then  fore   1  Ii  ai    thai    the 

party   ming,  when  1 ved  in    ticl titling  him  i"  ride  upon 

the  i"-"l  "i   Hi-    com| ed    enti  red  mi"  I 1  racl   "i   1  in  iagi 

villi  ib. ne  nr     mi.i  then  bj    1 ntitled  1 1'    thei to 

I     Ol     'I I   I el   1       ill     1 line-     lie         e   I    I 

nol    1  In    law.    il    wa      lb.     mi    Oil  .     -I    lb.     ,  in,M,aiiv    elled, 

imitll    'I        I'I         I'  .U"    Ol  I     II'  ,1,11    O,  Mllll [l|        Mill        In 

charged  with  contributor)    negli) 1 ring    I       .mi.,  ,1     hi 

il         e II.  e      ,  ..II.  ,0  1  ig] 

id,  in  ibe  ai 1  ■    |,i m     ■ abli    '"  'i 


480 


STREET    RAILWAY    REVIEW. 


[Vol    XII,   No.  a 


mistake   bad    •  without 

of  determining  it  or  ability  to  correct  it.      Under  such  cir- 
cumstances,   the  tag   to 

li i  the  ticket     Winn,  ti  refused  to 

kel   for  transportation  "i  the  party  suing,  ejected  him  from 
■,  and  caused  hi-  arrest  and  imprisonment,  the  company  was 
guilty  of  a  wrongful  act,  and  became  liable  in  damages  for  such 
injury  as  he  sustained  re  thi   ticket,  thi 

lion  from  the  car.  and  I  and   i tupt i^, •hhk.-ih   were  to  be 

'  m  law,  as  thej   were  in  fact,  as  continuous  acts,  for  which 
the  company  sued  was  responsible. 

With  regard  to  the  contention  that  the  company  was  justified 
in  making  and  enforcing  reasonable  rules  and  regulations  respecting 
the  recognition  "t'  transfer  tickets,  the  court  holds  that  thi 

luch  thing  ruble  rule  and  regulation  which  pi    . 

linsl  the  mistakes  of  it-  own  agents  which  result 
in  tin-  invasion  of  .1  pa  rights.      And  it  declares  t lint  the 

1  the  conductor  was  of  no  consequence,     h  could  not 
authoi  gainst  unlawful  acts. 

Under  the  circumstances  of  this  case,  the  court  holds,  the  party 

suing  was  only  entitled  to  ■  tnpensatory  damages.     These 

embraced  loss  of  time,  the  amount    which   be   was  obliged  to  pay 

upon  another  car.  and  injury  done  to  his  feelings  by 

of  the  indignities  under  which  he  wrongfully  suffered. 


CHALLENGE  OP  CONSOLIDA1  ION  OK  LEASE  BY  STOCK- 

HOLDER     DIRI  1   11  iKS  OF  LESSOR  COMPANY  MADE 

THOSE  OF  LESSEE     POWER  TO  LEASE  PROP- 

IKIY    WD   FRANCHISES— WHO   TO   EX- 

ER(  [SE  1'iWER  TO  LEASE. 


Dickinson  v.  Consolidate  C.  N.  J.),  114  Fed. 

Rep.  232.     Feb.  13,  1902. 

nil  was  brought  by  the  executors  of  an  estate  owning  too 
shares  of  the  capital  stock  of  the  above  company  to  have  a  lease  of 
11-  property  and   franchises   sel   aside  and  its  properly   restored  to 

kholders.  But  consequences  that  would  involve  the  destruc- 
tion of  the  conditi  imfort  and  convenience  to  a  large  com- 
munity, and  the  demoralization  of  settled  plans  for  the  administra- 
tion of  large  and  valuable  properties,  with  possible  serious  resulting 
Iders  of  the  two  companies,  the  United  States 
circuit  court,  district  of  New  Jersey,  -ays.  ought  not  to  be  lightly 
incurred.  That  a  wrong  and  injury  bad  been  done  by  the  trans- 
complained  of,  to  the  estate  of  the  single  decedent  stock- 
holder,  whos  complainants  in  this  case,  or  to  the 

ition  of  which  he  was  a  member,  should  be  made  dearly  mani- 
d  for  interference  of  the  conn  should  be  granted. 
However,  though  it  was  true  that  no  pecuniary  loss  or  damage  had 
been  shown  to  have  resulted  to  the  holders  ol  these  100  shares  of 
stock,  by  reason  of  these  transactions,  the  court  must  nevertheless 
consider  whether  a  legal  or  technii  had  been  done  them  by 

on  of  their  legal  rights  as  stockholders, 
or  to  the  corporation  itself,  by  reason  of  the  alleged  illegal  action 
or  fraudulent  mismanagement  of  il  -  interests,  by  those  who  for 
the  time  being  controlled  it.  And  the  court  says  that,  although  the 
stockholder  as  an  individual  can  never  go  into  a  court  of  equity, 
and  ask  for  relief  against  a  third  person,  upon  the  ground  that  the 
corporation  has  made  a  bad  bargain,  whether  by  the  fraudulent  or 
the  illegal  action  of  its  directorate,  yet,  if  the  corporation  ought  to 
bring  a  suit  against  such  third  person,  and  seek,  :i-  against  him, 
to  take  back  property,  and  if  the  corporation  refuses  so  to  do,  the 
minoril  Ider  may.  in  equity,  be  permitted  to  assert  the  right 

which  the  corporation  ought  to  assert,  by  alleging  that  the  corpora- 
made  honest  and  bona  tide  efforts 
to  induci    ll  so,  and  by  making  his  corporation  a  party  by 

bringing    it    in    as    a    defendant,    tl  real    status    is   that   of 

plaintiff,  and  [01    it   the  relief  to  which  it  would  have 

been  entitled,  had  il  itself  sued. 

That   the  li  led  by   many  or  most  of  the 

same  men  who.  before  the  I  oiled  the  lessor  company,  the 

court  says,  would  seem  to  be  to  tl  ckholders  of 

impany,  and  not  to  their  detriment      This  lungs  as 

disclosed  by  the  record,  was  verj  Ear  from  sustaining  the  allega- 
tions of  fraud  against  the  individual  defendants,  directors  in  the 
two  companies,  or  any  of  them,  and  nothing  but  the  clearest  proof 
of  such  fraud  would  justify  the  interference  asked  of  the  court  on 

round.     The  power  of  the  two  corporations,  the  one  to  be 


and  the  other    the  I  1    the   property,   rights,    franchises 

and  privileges  which  li  1  impany  bad  acquired  by  tl" 

lative  authority  that  granted  it  1 

plied  from  any  general  powei  connected  with  the 
creation.     As  the  powi  and  execute 

1  bad  been  challenged,  those  who  would  sustain  it,  must 
point  to  some  express  authority  of  the  legislature  of  the  state  by 
which  these  corporations  were  created.  But  the  court  considers 
that  there  was  the  requisite  authority  where  both  companies  were 
organized  under  a  statute  which  provided  that  any  company  cre- 
ated thereunder  might  lease  the  property  and  franchise  of  any  other 
corporation   owning   or   operating   any    street    railw  ud   that 

"such  other   corporation   and  ons   are   hereby   authorized  to 

make  such  lease."      Every  stockholder,  in  subscribing  for  bis  stock, 
took  it  tions  of  the  act,   under  the  authority  of 

which  it  was  issued,  and  of  the  relevant  provisions  of  law  existing 
at  the  time,  and  was  bound  by  then  Beveral  requirements  and  con- 
ditions. The  power  to  lease  having  been  SO  given,  without  pre- 
scribing  any  mode  in  which  it  was  to  be  exercised,  it  must  be 
d  with  the  general  powers  conferred  by  a  charter,  which  arc 
to  be  exercised  by  the  majority  of  corporators  or  stockholders. 


DILIGENCE     REQUIRED     IN*     EQUIPPING     CARS     WITH 

FENDERS  WHEN  KIM)  MUSI    BE  APPROVED 

BY  COMMON  COUNCIL. 


Piatt   v.  Albany  Railway  |  N.  Y.I.  62  N.  E.  Rep.  1071.     Feb.  25,  1902. 

October  7,  1895,  a  city  ordinance  was  passed  requiring  electric 
cars  to  be  provided  with  fender-,  but  that  no  fender  should  be  used 
until  approved  by  the  common  council.  November  25,  1806,  the 
company  presented  a  communication  to  the  common  council  stating 
that,  after  various  tests,  it  bad  -elected  a  fender  manufactured  in 
Rhode  Island  as  the  most  suitable  to  prevent  accidents,  and  asking 
that  its  use  be  approved.  This  communication  was  referred  to  the 
committee  on  railroads,  which  made  no  report  upon  the 
until  May  17,  181)7.  when  it  recommended  the  use  of  the  fender 
selected  by  the  company.  1  he  report  was  adopted  at  once,  and  on 
the  day  after  its  adoption  the  company  ordered  the  fender,  but  the 
first  lot  was  not  received  until  June  16,  1807.  In  the  meantime,  on 
May  29,  1897,  a  boy  was  killed;  and  this  action  was  subsequently 
Jit  to  recover  damages  therefor. 

Upon  request,  the  trial  court  instructed  the  jury  that  the  absence 
of  a  fender  from  the  ear  was  not  per  se  or  in  and  of  itself  negli- 
gence. But  it  refused  to  charm,  as  further  requested,  that  thi 
pan)  was  not  bound  to  have  a  fender  on  the  car  at  the  time  of  the 
accident.  The  court  of  appeals  of  New  York  hold,  that  this  last 
was  error.  It  says  that  the  company  had  a  reast  liable  time,  as  was 
properly  charged,  to  obey  the  command  of  the  local  legislature,  and 
n  used  that  tune  with  diligence.  It  was  under  no  obligation  to  order 
fenders  in  advance  of  the  approval  of  the  common  council,  for  that 
might  have  involved  useless  expense,  as  there  were  several  kinds  in 
\ll  that  was  required  was  prompt  action  as  soon  as  it  knew 
what  fender  to  order,  and  prompt  action  was  conclusively  proved. 
As  the  jury  had  received  no  instruction  whatever  upon  the  subject. 
the  company  was  entitled  to  the  instruction  prayed  for.  It  did  not 
ask  to  have  the  question  of  liability  for  failing  to  use  fenders  wholly 
withdrawn  from  the  jury,  and  it  was  apparently  willing  that  its  al- 
leged want  of  diligence  in  selecting  a  fender  should  be  considered 
by  them.  Its  request  simply  involved  the  proposition  that  it  was 
not  bound,  as  mattei  of  law,  to  have  a  fender  on  its  car  at  the  time 
of  the  accident;  thus  impliedly  conceding  that  its  diligence  or  want 
of  diligence  in  making  a  selection  should  he  left  to  the  jury,  as  a 
question  of  fact  It  was.  at  the  least,  entitled  to  this,  and  a  failure 
to  charge,  either  literally  or  in  substance,  as  requested,  was  re- 
Me  error. 

Moreover,    the   trial    court    not    only    omitted  ply    with    the 

request  Stated,  but  went  further,  and  charged  that  the  jury  might 
find  whether  the  company  had  used  reasonable  diligence  in  equip- 
ping its  cars  with  fenders  aflir  the  fender  -elected  had  been  ap- 
proved by  the  common  council,  although  during  the  short  interval 
that  elapsed  between  the  approval  and  the  accident  the  railroad 
company   had   done   everything    which,    so  far  as  appeared,   it   could 

ivi  don  to  procure  fenders.  This,  also,  the  court  of  appeals  holds 
reversible  error,  for  it  cast  a  burden  upon  the  company  which  the 
law  did  not  require  it  to  bear.  The  law  required  rasonabl  dili- 
gence, but  the  charge,  so  far  as  the  evidence  permitted  the  court  to 
see    it,    required    an    impossibility. 


Aug.   20,    1902.] 


STREET    RAILWAY    REVIEW. 


481 


NEW  SHOPS  AT  LOS  ANGELES. 


The  Pacific  Electric  Railway  Co.,  of  Los  Angeles,  Cal..  the  sys- 
leni  of  which  includes  the  lines  of  the  Temple  Street  Cable  Railway 
Co..  the  Los  Angeles  &  Pasadena  Electric  Railway  Co.,  the  Los 
Angeles  Railway  Co.,  and  the  Pacific  Electric  Railway  Co.,  ol 
Arizona,  in  all  some  .230  miles  of  track,  has  practically  completed 
extensive  shops  at  Los  Angeles.  Locally,  tins  company  1-  perhaps 
better  known  as  the  lluntington-Hcllman  syndicate.  The  officers 
are:  President.  II.  E.  Huntington;  vice-president  and  manager. 
Fpes   Randolph;    treasurer.   I.   W.    llellman. 

The  new  shops  comprise  -ix  buildings — machine  and  blacksmith 
shop,  store  and  carpenter  shop,  pattern  and  lumber  store  house. 
paint  shop,  repair  shop  and  armature  winding  department,  and  oil 
house.      To  these  will  soon  he  added  a  hrass  and  iron  foundry. 

The  machine  and  smith  shop  is  276x100  ft.,  ami  _>_'  ft.  high  in  the 
clear;  the  machine  shop  occupies  JOO  ft.  of  the  length  of  the  build- 
ing. Across  the  machine  room,  near  one  end.  are  three  tracks,  each 
with  a  third  rail  for  accommodating  car-  of  standard  gage  a-  well 
as  of  3-ft.  6-in.,  which  is  gage  of  much  of  the  company's  mileage. 
These  tracks  have  cement  lined  pits  4  ft.  6  in.  deep.  The  machine 
shop  has  a  10-ton  traveling  crane  spanning  its  35-ft.  central  bay  and 
tunning  the  entire  length  of  the  shop.  The  shop  is  supplied  with 
modern  machinery  for  making  and  repairing  cars.       The  blacksmith 


fitted    with    storage    bins    and    racks.        The    carpenter    shop    lias    10 
Hacks,    also    for    both    gages,    under    three    of    which    cement    lined 


MACHINE  AND  CARPENTER  SHOP,  JUNE  3,  1902. 

pits  2  ft.  5  in.  deep  are  provided  to  facilitate  work  under  the  cars. 
In  one  end  of  the  carpenter  shop  the  mill  machinery  is  located  and 


NEW  CAR  HOUSE  UNDER  CONSTRUCTION,  JUNK  1(1,  [902 


-hop  hai  swinging  cranes,  and  besides  the  usual  forges  and  fires  has 
a  double  frame  3,000-lb  -.team  hammer. 
The  building  foi  and  carpenter  shop  is  380x100  ft.  and  ia 


1'iK    "I      I-  \  INI     SII.pP 


al*o  22  ft.  high  in  the  clear,     'if  tMi  length   100 

in,  through  whit  b  then 
gage  traik  for  ih<    receipt  or   ihipmenl  of 


1      complete    for    the    manufacture   or    tepair   of   cars.       These    two 
buildings    Stand    in   a    line    with   one   another,   and    from   end    lo   end 

the  distance  is  71 1  ft. 

Parallel  to  tin-,  line,  and  100  ft.  distant  therefrom,  are  the  three 
other  principal  buildings.  hirst,  the  paint  shop,  which  is  300  ft. 
long.  KH)  ft.  wide  and  22  It.  high,  and  contains  -'O  double  gage 
tracks.  Next  to  this  is  the  car  repair  shop  and  winding  room 
building,  which  1-  360  ft.  I"iig,   [00  ft.  wide  and  -"2  ft.  high.      Eighty 

feel  is  partitioned  ofl  al  one  end  for  the  armature  winding  room, 
and  through  this  room  a  track  is  provided,  la  the  ear  repair  de 
partmenl  there  are  18  track-,  under  all  of  which  are  cemenl  lined 

plls.        All    the    pils    are    connected    with    sewers    for    the    disposal    of 

wa  1 1 

I'.etw hi    two  row     "i     bops  there  is  a  transfer  table  <>o  ft, 

long   capable  of  trail  porting  a  load  of   [60,000  lb.,  thai   is,  a  fully 

loaded  broad  gage  freight  a 1. ng    supplies       I  1"    travel  ol 

1  be  table  r  866  ft      I  Ins  table  hi Ij    font   wheel     ti  ivelin 

1  '.\m  rail  1  -oei  i    driven  by  .10  electrii  motoi  with  overhead  trolli  1 
I  he  fifth  building  contains  an  Ho  h,  p,  boiler  for  the  steam  ham- 

Hid  dry  kilns,  and  also  contain the  lower  flooi  the  hard 

lumbt  1     toragi .    •■■  bile  on   the     econd    floi  u    i     1  lie   pattet  11 
hop.      1  Ins  building  1    So  ft  wide,  200  n    long  and  two    itorie 

high. 

ixth  building  it  the  oil  house,    14   ft    wide  and  40  ff,  long, 
with  bo  1 ' 1  ion.  Wgh.      1  he  oil  1    .ill  handled  bj  eithet  %\ 

1    ■  ■     1 nvei '  id  1     n  1  d  for  the 


*82 


STREET    RAILWAY    REVIEW 


[V«    XII,  No.  k. 


ordinary  purposes,  and  also  for  fuel  under  the  l»>iicr  when  ll 
refuse  if  no(  sufficient,  and  for  .ill  blacksmith  shop  t , < 

I  In-  seventh  building,  soon  to  bi  A  iron  foun- 

dry, aoo  it.  long,  loo  ft.  wide,  and  30  ft.  high. 

Ili<-  compan)  has  also  buill  .1  car  house  -•»>.(  ft  long  and  164  ft 
wide,  with  20  tracks,  each  -'57  ft  long.  This  1*  used  for  storage 
mil  inspection  and  pits  .irr  provided  under  all  tracks. 


INTEKIOR  OK  CARPENTER  SHOP. 

All  tin-  buildings  are  of  brick,  with  trussed  roofs,  no  purlins  nr 
jack  rafters  being  used,  ["he  roof  planks,  which  arc  _>\u  tongue 
and  groove  Oregon  pine,  arc  spiked  directly  to  the  trusses.  The 
brick  walls  extend  directly  up  to  this  planking,  and  thence  there  arc 
kets  or  ilrafi  rims  fur  the  spread  of  tire.  The  inside  <>f  all 
the  shops  and  the  car  house  1-  coated  with  white  magnite,  thereby 
diffusing  the  light  ami  also  rendering  the  spread  of  lire  more 
difficult 

The  shops  arc  provided   with   full   tire   service  of  hydrant 
hose.      No  care  m  expense  has  been  spared  to  make  the  buildings 
complete  in  every  respect  and  adapted  i"  their  purposes. 

hi  the  construction  of  the  buildings  there  were  used  .5.000.000  ft. 
of  lumber,  .?.ooo.ooo  bricks,  and  S.000  barrels  of  Portland  cement 


to  the  lay  of  the  land,  more  than  .11.11m  en.  yd  of  earth  filing  have 
i.   been  put  in  place  in  and  around  the  buildings. 
( )nr    corresi lent    1-    indebted    i"    Mr.    Epei    Randolph,    vice- 
president  and  manager  of  the  company,  for  the  photographs  from 
which  the  accompanying  engravings  were  reproduced 

•  ■  » 

NEW   KANSAS  CITY   FRANCHISE. 

The  agreement  between  Kansas  City,  Mo.,  and  the  Metropolitan 
Street  Raitwa)  Co.,  which  has  been  under  consideration  since  June 
1st,  was  signed  by  the  mayor  and  accepted  by  the  company  on  July 
-'Xih.      The  agreement   consists  of  41    sections  and  in   substance  is 

i.  follows  : 

lii  lieu  of  all  state,  county,  city,  school  and  municipal  taxes  of 
every  kind  and  character,  the  compan)   will  pay   td  the  city  K  per 

cent  of  its  gross  receipts. 

iany  is  granted  franchises  that  will  enable  it  to  make 
much  desired  changes  in  runes  and  abandon  some  steep  grades. 
The  new  franchises  include  the  following  lines;  TrOOSl  Ave.  to 
40th  St,  to  be  completed  by  December,  1902;  Vine  St.  to  44th  St, 
to  he  completed  bj  December,  1903;  15th  St  to  Crystal  \ve..  by 
December,  1904;  Prospecl  Ave.  from  15th  and  Prospect  to  the  east 
-  with  the  East  5th  line  near  Electric  Park.  Where 
practicable  the  grades  will  be  changed  so  the  whole  system  may 
be  operated  electrically.  The  8th  St.  tunnel,  buill  for  a  cable  road 
and  with  a  grade  of  mrr  X  per  cent,  will  lie  changed  so  as  to  make 
11  more  practicable  for  electric  ears,  and  oth  Si  incline  will  be 
abandoned 

The  company  will  pave  between  rails  and  [8  in.  outside  with  the 

same  material  as  the  rest  of  the   street. 

The  company   will  give  universal  transfers. 


OXFORD   LAKE  PARK. 


The  Anniston  1  Ala.  1   Electric  &  <ias  Co.  has  recently  published  a 

descriptive    pamphlet    on    Oxford    I.ake    Park    which    is    a    high-class 
recreation  resort,  established  by  the  street   railway  company   in   con 
nection    with    its   lines.        The   company   provides    swimming    resorts. 


NEW  I  ARS  FOR   I. "9  ANl.KLES  RV. 


The  shops  contain  about   10.000  lineal   feet  of  track  for  the  reception 

or  repair,  and  the  ear  house  contains 

about   5.200  lineal   feci  of  track   for  ti  g     and   inspection  of 

er  314  acres,  and   that 
of  the  ear  lions,    ,.\,r    1 ' ..   acres.       There  at  16    ft    high 

and    [2    ft.   wide    for   the   adn  I,,,,  | 

are  combination  wood  and  iron.  All  machinery,  except 
the  steam  hammers,  is  driven  from  electric  motors.  The  first  work 
on   the  design   and  construction    was   done   last    October.      Owing 


lennis  courts,  ball  grounds  and  other  amusement   features   for  its 

patrons  at    the  park,  and  it    has  creeled   howling  alleys,   boat    houses, 
bathing  houses,  pavilions,  etc 

An  agricultural  fair  is  usually  held  each  year  at  the  Lake,  which 
provides  a  large  patronage  to  the  park,  and  recently  a  new  amuse- 
ment resort  has  been  started  in  which  vaudeville  entertainments  are 
given  every  night  during  the  summer  season.  The  grounds,  build- 
ings and  all  points  of  interest  throughout  the  park  are  brilliantly 
lighted  during  the  summer  season  with  electric  lights. 


Aug.  jo.  100.2.) 


STREET    RAILWAY    REVIEW. 


483 


THE  EDUCATION  OF  THE  ELECTRICAL 
ENGINEER.* 


BY  H.  W.  BlcK. 


Electrical  engineering  is  probably  the  youngest  of  all  the  pro- 
fessions, for  it  has  hardly  been  recognized  as  a  regular  profession 
for  more  than  fifteen  years  past  A-  a  result,  the  men  who  have 
reached  prominence  in  it  today  have  attained  their  positions  from 
widely  differing  courses  of  preliminary  training:  many  of  them  arc 
men  who  started  life  in  other  lines  of  work  and  afterward  turned 
to  electrical  pursuits  on  account  of  the  sudden  growth  and  impor- 
tance of  the  business.  In  consequence  of  tin*,  all  methods  of  pre- 
liminary education  are  represented  and  their  relative  values  can  be 
estimated. 

The  argument  run*  largel)  between  two  classes  of  nun,  one 
represented  by  the  so-called  "practical  man."  and  the  other  by  the 
theoretical  electrician;  the  graduate  of  the  machine  shop  and  the 
graduate  of  the  university.  Both  of  these  types  have  attained 
Success,  hut  the  correct  answer  to  the  argument  will  probably  be 
found  in  a  proper  combination  of  the  two  types.  In  the  pa-t  some 
of  the  most  successful  electrical  engineers  have  belonged  dis- 
tinctly to  the  ela**  of  practical  men  with  little  theoretical  training. 
hut  the  conditions  have  changed.  In  the  early  day*  of  the  profes- 
sion titer;  was  little  theory  or  pre-determination  of  result*  and 
work  was  carried  on  largely  by  guesswork  or  by  cut  and  try 
approximations.  At  the  present  time,  however,  such  a  state  of 
development  ha-  been  reached  that  exactness  of  result  is  essential 
to  success  and  work  based  upon  exact  theory  becomes  imperative. 

In  a  stationary  condition  of  an  art  a  man  with  practical  expert 
ence  only  may  become  very  familiar  with  all  the  existing  types  of 
apparatus,  and.  knowing  their  various  applications,  may  qualify,  Pi 
an  extent,  a*  an  engineer.  lint  the  extraordinarily  rapid  growth 
of  the  electrical  art*  place*  electrical  engineering  apart  from  all  tin- 
other  engineering  branches,  for  new  discoveries  and  theories  make 
radical  changes  from  year  to  year  in  the  construction  and  operation 
of  electrical  machinery.  'lite  engineer,  whose  education  i*  based 
only  upon  practical  experience,  cannot  keep  up  with  the  progress 
and  change  resulting  from  it.  and  fall*  behind,  whereas  the  man, 
with  knowledge  of  the  theory  and  a  mind  trained  by  the  theoretical 
studies  and  scientific  reasoning,  easily  gra*p*  the  theory  of  the 
and  readjusts  his  mind  to  the  new  without  difficulty  or 
delay  Many  instance*  can  he  cited  of  men  who  have  been 
prominent  a*  electrical  engineer*  who  have  been  dropped  out  of 
place  in  the  course  of  the  rapid  progress  which  ha*  been  made 
on  account  of  a  lack  of  theoretical  foundation  in  their  knowledge. 
I  ho-e  who  have  retained  their  positions  throughout  the  growth 
of  the  art  have  done  lo  by  persistent   study  along  theoretical  lines 

In  it*  present  *tate  electrical  engineering  i-  the  most  scientific  of 
all  engineering  professions.  A  man  mu-t  he.  to  a  great  extent,  a 
physicist,  a  chemist  and  a  mathematician,  a*  well  a*  he  familiar 
with    machinery    and    it*    design,    in    order    to    he    a    worker    in    the 

•  field      Many  of  the  problems  connected  with  other  brani  hi 
of  engineering  can  d  by  commo  iid  by  one's  sense 

of  proportion  a*  guided  by  experience  and  by  tin-  eye.  Bui  most  of 
tin  prohirm*  in  electricity  an-  invisible,  so  to  speak,  and  i  in  bi 
understood  only  through  their  expression  in  the  form  of  symbols. 

Probably  no  one  will  dispute  today-thai  the  preliminary  ed 

il  engineer  demand-  a   special  training  in  the  -    theorel 

ical  lir..-  •  mistry  and  

to  tram  hi*  mind  into  accurate  methods  of  thought  and  tea 
»oiung  and   to   supply   him    with   the   actual    technical    information 
which  he  will  need  m  the  practice  of  In    profession.      But 

■IL      I  In-  human  mind  is  tuch  thai  il  work    with  diffi 
cutty  in  pare  theory  without  a  tiental  pictun    to  fu  and  co 

ordinal-  and    l lo     -ludy    of   theory    i      likely    to    make    little 

unlcsa  the   physical   meaning  of  the   theory   ia 
brought   i, in    by   constat  lion   with   actual   apparatua   which 

demoi  application  of  the  physical  law. 

I  he  b  of  training  foi  an  electrical  engineei  would    ecm 

broad  course  of  education  in  general  tubjecl  prepara 

ring  college,  with  practical  word   il  po    ible, 
along   I  impli    mi  ■  hanii        in  h  n   order   lo 


tram  the  mind  nun  a  sense  of  proportion  and  the  relations  of  part*. 
which  i*  the  ha*i*  of  all  engineering. 

Next  a  college  course  with  general  subjects  the  first  year;  and 
afterward*,  for  the  remaining  year*  of  the  course,  those  general 
and  theoretical  subjects  which  have  a  direct  hearing  upon  the  prac- 
tice of  the  electrical  profession,  such  as  mathematics,  mechanic*, 
physics,  chemistry,  theoretical  electricity  and  magnetism  and  ther- 
modynamics. Iln*  should  he  supplemented  by  actual  daily  practical 
work  with  machinery  operating  by  the  principles  covered  by  the 
theory  studied,  and  demonstrating  all  the  phenomena  incident  to 
the  theory. 

After  graduation  an  apprentice  course  should  he  pursued  in  some 
large  electrical  manufacturing  establishment  where  the  commercial 
relations  of  the  knowledge  acquired  m  college  can  he  clearly  set 
forth.  Large  machines  can  he  operand  which  are  not  available  at 
a  college  and  experience  in  the  installation  of  large  plants  can  be 
obtained,  and  experience  gained  in  the  designing  departments  where 
all  kind*  of  commercial  apparatus  are  laid  out. 

After  a  few  years  of  this  training,  specialization  may  begin  along 
the  lines  selected  for  the  life  work,  hut  preferably  not  before.  A 
man  makes  a  mistake  to  consider  himself  a  qualified  electrical  engi 
neer  after  he  has  been  graduated  from  college,  for  he  is  not  one. 
Mis  mind  has  been  trained  into  a  condition  where  he  can  readily 
absorb  the  principles  of  the  electrical  profession,  but  that  is  all,  and 
the  subsequent  apprentice  training  is  a*  important  as  the  college 
course,  in  order  to  acquire  the  broad  view-point  from  which  to  make 
the  correct  start  in  the  direction  in  which  a  man  is  best  fitted.  It 
perhaps  means  a  smaller  income  the  year  after  graduation  from 
college,  hut  it  means  much  more  at  the  end  of  five  years. 

But  theory  ami  practice  arc  not  the  only  elements  necessary  for 

the     successful     engineer.        There    are    many    qualities    required     in 

common  with  other  professions;  executive  ability,  business  knowl- 
edge, presence  of  mind  and  ability  to  handle  men,  nerve  and  re- 
sourcefulness in  handling  machinery  in  limes  of  emergency,  are  all 
necessary  to  ihe  *ucce*sful  engineer.  These  element*  cannot  be 
acquired  in  the  study  of  theory  and  practice  alone,  and  many  men 
who  have  stood  high  in  their  college  courses  have  failed  afterward 
in  the  practice  of  their  profession  because  of  a  lack  of  these  qual- 
ities. 

The  study  of  chemistry  becomes  more  and  more  important  as  the 
profession  advances,  for  the  branch  of  electro-chemistry  is  rapidly 
developing  and    is   likely   to   become  one   of   the   largest    fields   in    Ihe 

application  of  electrical  science. 

And  almost  above  all  comes  a  training  in  ihe  English  language. 
No  man  who  cannot  express  himself  clearly  and  concisely  in  writing 
or  in  conversation  can  hope  to  attain  a  prominent  position  in  his 
pi  ofession. 

Ihe  education   of  an   electrical   engineer,   however,   must   never   he 

sidered  ■>-  completed.     The  art  advances  so  rapidly  thai  constant 

study  i*  necessary,  even  to  keep  up  with  the  progress  of  the  times. 

Hut  an  electrical  engineer  should  he  willing  to  do  more  than  ihe. 
Il-  should  study  lo  keep  a  head  ol  progress  and  do  Ins  share  toward 
the  instruction   of  others. 


ST.   LOUIS  &  SUBURBAN   REORGANIZED. 


"  id  M  111.  I/ill  ..•  miii  I  Ki'rlifK  .,f  I  ha  Aim-.,,    ol  I  m.i  il  ulr  ..I   I   || 
R»»  Uarrlng-lns,  Ml.*  ,  liinr,  y 


i.    reorganization  of  the  St.  L *  M  Suburban  Elect rii    Railway 

Co.  wa    .  in  1 1,  il  fulj   i  *i  at  a  meeting  at  which  all  of  ihe  old  o 

and  director!    re  igned  and  an  entire  new   ho. ml   wa     elected     The 

reorganization  include    in  il     plan    th<   i**ue  of  $7,500, if  bonds, 

winch  will  cover  all  iln    indebtednes    "i  the  "id  companj  and  leave 

a  surplus  of  over  a  million  and  a  hall  foi  improvement    and  exten 

\n  important  feature  of  ihe  reorganization  is  the  formation 

trust,  which  1    po  id  "i  fh 11  from  iln-  hoard  of 

ill--     mi  11    ■ ' 'in ml    about     ■ t    Ihe    total    25,000 

tocl     mil  they  will  ha-. •    il*  1. iln.    powet    in     oting  it| 

all  prop  ird   to    hi    pn ipi  rtj    foi    1 1 1  eat  .  both  a 

to  financial  and  physical  questions.       I  In    board   "i   di 

elected  a    follow         S.  M    Kennard,   luliu    S    Wal  h,  Breckenridge 
1  '    ■  inter,   1  hat  le     III  tuttig,    I      Marquat  d    Foi   tei 

11I     Mi  nun I.    \\    Hi. 111      I       '."II  11    1    I   1  .  'I'  1  i'  I     '       I  h  lh 

wi  in      Mr,  Kennard  and  Mi  Foi  let      eri    n  elected    1    directot 

■oid    Mi     Me. in. 1     \l     |i  nl  in  remain  a     ■ ral   managei    "i   the 

company,      Mr,    Kennard    wa  elected  pn   idem     l"ii"  Walsh 

il,  and    I  Ihiiii.i    < '..  Kind. -I .    ecretai      md  I  ■      thi 

1. in.  1  I.  ei  ted, 


484 


STREET    RAILWAY     REVIEW. 


IVol.  XII,  No.  a 


COMMUTATOR    TURNING    ON     GENERATORS 
AND  ROTARY  CONVERTERS. 


IIY   A     II     \\  II   KS. 


1 1  propei  prm i — t < .t i  !  made,  when  il  I" 

immutator   for  a   rotary 
converter  01  large  generator,  it  will  lie  found  no  simple  task  to 
tructure  which  can  be  depended  upon 
and  will  noi  give  away  when  tin-  critical  point  in  the  turning  is 
reached     These  contingencies  should  he  provided  irehand. 

\   considerable  outlay   in   expense   will   he   required,   but    mi 
made;   especially  where  no  machine  shop  with  a  lathe  large  enough 
to  swing  the  armature  is  available       Manufacturers  can  supply  the 

necessary  apparatus  on  order. 

It  a  lull  driven  generator  and  a  General  Electric  Co.  lathe  he  used, 
place   the   lathe   on   the   proper   side   of   the   commutator,   parallel 


I  of  the  shaft,  ami,  by  meat  liter  ami  lock  nuts,  the 

end  thrust   is  taken   up. 

Some  iiie.ui^  oilier  than  the  alternating  current   ordinarily   applied 

at    the   a.    c.    end    of    the    rotary,    must    Ik-    provided    for    driving    the 

il    slow    speed  The    machine    illustrated    is    for 

500-volt  railway  use;    therefore,  the  held   is  to  he  charged  with  500 


FIG.  3. 

volts,  and  a  220-volt  circuit  used  for  the  armature  current.  But 
first  of  all,  open  all  switches,  both  a.  c.  and  d.  c.  Remove  any 
brush  holders  and  yokes  that  may  interfere  with  the  lathe.  Two 
lower  arms  only,  positive  and  negative,  will  he  required.  Dis- 
connect the  other  cables  and  tape  over  their  copper  terminals.  Use 
only  two  or  three  of  the  several  brushes  in  these  arms,  removing 
the  others.      In  the  series  field  and  armature  circuit,  have  a  water 


.  and  as  close  as  is  thought  advisable.  It  will  be  necessary 
to  remove  those  adjacent  brush  holders  which  interfere  with  the  fit- 
ling,  as  well  as  those  which  prove  an  obstruction  in  turning.  Run 
the  tool  as  far  as  it  will  go  laterally  in  both  directions,  in  order  to 
sec  that  it  will  make  a  cut  the  entire  length  of  the  commutator, 
if  possible,  without  resetting.  Arrange  a  brace  at  the  end  of  the 
armature  shaft  to  prevent  endwise  movement;  otherwise  the  tool 
may  gouge  into  the  commutator,  and  perhaps  do  material  damage. 


With  suitable  arrangements  for  a  base  for  this  turning  device 
it  may  be  used  also  lor  machines  having  open-work  bases.  Better 
still,  the  device  shown  in  Figs.  1  and  2  is  especially  well  adapted 
for  rotaries.  The  box  cap  screws  are  removed,  and  special  bolts 
and  spacing  nuts  used.      The  lower  part  has  an  arm  extending  to 


i  with  an  ammeter  in  circuit.     It  should  lake  from  20  to  30 
amperes  to  drive  the  armature,       In  making   the  shunt  connections, 
if   it   is   not    applied    by    means   of   the   rheostat,    perhaps    been 
connections  at  the  switch  board  preventing,  see  that  the  -hum  does 
ii.ii  oppose  the  series  coils. 

Ii  is  better  to  use  only  the  two  lower  brush  amis,  in  order  that 
everything  maj  be  clear  above,  to  enable  one  to  work  freely.  There 
will  be  a  small  spark  at  the  brushes,  caused  by  the  copper  and 
dust;  but  this  will  do  no  harm.  Little  current  is  required  to  revolve 
the  armature.— between  20  and  30  amperes  in  the  case  under  discus- 
sion, as  staled  After  turning,  sandpaper  as  usual,  to  finish 
smoothly. 

The  water  in  the  barrel  of  the  water  rheostat  may  become  very 
warm.  It  is  therefore  a  good  plan  to  keep  il  in  circulation,  if  there 
is'  a  drain  pipe.      First  put  on  the  field  current;    next  complete  the 


Aug.  20,   1Q02.) 


STREET    RAILWAY    REVIEW. 


485 


armature  circuit  tlimnuli  the  water  rheostat,  lowering  the  plates 
until  the  proper  results  are  obtained.  Set  the  tool  and  feed  slowly 
and  steadily,  removing  as  soon  ;h  the  tool  drags  or  forces  with 
difficulty,  as  il  is  then  dull.  There  is  usually  somebody  about  a 
plant  of  tins  kind  who  knows  how  to  sharpen  a  tool  in  a  way  to 
gain  the  best  results,  It  is  not  a  simple  matter  to  grind  one  prop- 
erly for  turning  copper. 

Fig.  3  shows  a  rotary  converter  armature  which  has  been  re- 
wound; also  a  method  of  putting  on  the  hand  wires.  A  rope  is 
around  the  armature  several  time-,  and  the  free  end  secured 
t..  a  winch.  At  the  right  of  the  figure  i-  shown  a  testing  trans- 
former mounted  on  wheels,  making  il  easily  portable,  and  valuable 
for  use  in  a  large  station.  The  engraving  show-  a  familiar  scene 
in  the  Niagara  Falls  power  plant,  the  testing  transformer  being 
used    periodically    to   test    the  -    between    phases,    and    from 

copper  to  ground,  at  a  pressure  of  from  j.ooo  to  6.000  volts,  ac- 
cording to  the  condition  of  the  generator  being  tested. 

When  first  installed  an  artificial  load  was  put  on  each  dynamo 
a-  needed;  a  water  rheostat  of  5,000  h.  p.  being  used  for  the  pur- 
Fig.  4  shows  the  tWQ-phase  panels  and  switches  for  the 
rheostat.  The  cod-  of  wire  are  located  in  a  rectangular  space  be- 
low the  tloor  outside  of  the  power  house,  the  -pace  being  filled  with 
water  when  needed.  By  mean-  of  the  several  switches  tin  load 
can  be  changed  on  either  phase  as  may  be  required,  to  test  the  varia- 
tion in  generator  -peed  a-   well  as  the  governor  regulation. 


A.  S     R.   A.    CONVENTION    ANNOUNCEMENTS. 


CONSOLIDATION   AT   MACON. 


The  Macon  Railway  Co.  is  the  name  of  a  new  organization  which 
ha-  purchased  all   the  street   railway   anil   electric  lighting   properties 
111    Macon,  Ga.     Mr.    I.   A.  Carling   1-   president  and  manager  of  tin 
□mpany,    .1.    II.    Hertz,    secretary    and    J.    T.    Nyhan    superin- 
tendent.     The  new    officers   state  that   $150,000  1-   to   be  expended  in 
developing   and    improving    tin     properties    as    fast    as    the    work   can 
implished,  and   transfers  are  lo  be  allowed  on   all    intersecting 
railway    lines    in    the   city.       The    properties    merged    are    the    Macon 
eel   Railway  Co.  and  tin    Macon   Electric  Light  & 

Railway  Co.     The  former  company  commenced     14  years  ago 

with  a  small  mule  line  representing  a  capital  of  $17,000  and  has 
added  to  its  lines  and  developed  its  property  from  time  to  time 
until  in  the  present  deal  it  sold  for  half  a  million  dollars.  All  of 
the  improvements  have  been  paid  for  out  of  the  earnings  of  the 
company  with  the  exception  of  about  $75,000.  Mr.  K.  E.  Winters. 
who  has   been   in   charge   of   the   property   as    superintendent,    has 

1  under  tour  different  owner- 

aud     has     al  10     I"  in     vice 

di  in  and  general  manager  as 
well  at  receiver  for  a  period  of  n> 
months  " l" 11  'be  reorganization 
was    effected       Mr.    Winters    has 

been  gem  ral  supi  1  intend  til     ince 
the      reorganization      with      full 

[i     of    the    properly     and     the 
I  II mpany  who 

1 1 

Mar  on    only    twice    in 

Mr.  Winters  i- 

lioni        in  tl     d     1     pmet 
of    park    theatrical    attraction     in 

tin-  South,  and  01g.nu/.   I   (  1  ump'l 

I'ark  in  connection  with  tb.     [reel 

railway  propi  1 1\   v  hii  h  hi 

nmi      thi    In    ol    thi     pari 

and  ha-  proved 

M.   III. 


1  I 


NEW   ROAD  IN   INDIAN    TKRKITOKY. 


lized  10  build  the 
1   il,.    I.,  high    I  rai  lion  I  0  .  Lehigh,  I. 
I:,  ndii    Mi  n  antili    1  Co.,  of  St. 

Iting  and 
1  he   Laufkettei  I'.'  nd 

Old     will        hortly     be     III     the 


Secretary   Penington  has  made  the   following  announcements  con- 
cerning the  Jtst  annual  convention  of  the  American  Street    Railway 
Association  to  be  held  in  I  (etroit,  <  Ictober  8th,  oth  and  roth,  nexl  : 
The  program  include-   the    following   papers  and   reports: 

"Registration  of  Transfers. "  Brooklyn  Heights  Railroad  Co.,  by 
C.   D.    Meenely.   secretary  and  treasurer. 

"Benefit  Associations."  Metropolitan  Street  Railway  Co.,  of  New 
York,  by  Orin  W.  Root,  assistant  general  manager. 

"Discipline  of  Employes  by  the  Merit  System."  Metropolitan 
Street  Railway  Co.,  of  Kansas  City,  by  W.  A.  Satlcrlce,  general  su- 
perintendent. 

"Transportation  of  Light  Express  and  Parcel  Delivery."  Detroit 
United  Railway,  by  George  W.  Parker,  general  express  agent. 

"Steam  .Turbine  Engines."  E.  11.  Sniffin,  of  Westinghouse, 
Church.  Kerr  &  Co.,  New  York. 

"Signals  for  Urban  and   Intcrurban  Railways."      Old  Colony  Rail 
way  Co.,  Boston,  by  C.   F.   Bancroft,  electrical  engineer. 

"The  Adjustment  of  Damage  Claims."  Chicago  City  Railway 
Co.,  by   M.  B.  Starring,  assistant  general  counsel. 

Report  of  Committee  on  Standards,  V  II.  I  left,  president  Meri 
den  (Conn.)  Electric  R.  R.,  chairman;  E.  G.  Connette,  vice-presi- 
dent and  general  manager.  Syracuse  ( N.  Y.)  Rapid  Transit  Co.; 
C.  E.  Holmes,  Kansas  City;  John  I.  Ueggs,  president  and  general 
manager  Milwaukee. Electric  Railway  &  Light  Co.i  E.  A.  Newman, 
general  manager,  Portland  (Me.)  Railway  Co.;  R.  T.  Laffin,  general 
manager,  Worcester  (Mass.)  Consolidated  Street  Railway  Co.; 
Will  Christy,  vice  president    Northern  Ohio    Traction  Co.,  Akron,  o. 

Report  of  Committee  on  Rules  for  the  Government  of  Employes. 
J.  C.  Brackenridge,  general  manager  Brooklyn  Heights  R.  R„  chair- 
man; E.  C.  Fpster,  general  manager  Old  Colony  Street  Railway 
Co.,  Boston;  T.  E.  Mitten,  general  manager  Buffalo  Railway  Co.; 
W.  E.  Harrington,  general  manager  Camden  ( N.  J.)  &  Suburban 
Railway  Co. 

I  be  annual  banquet  will  la'  at  the  Hotel  Cadillac,  the  association 
headquarters,  Friday  evening,  October  10th. 

Thursday,  October  otb,  has  been  set  apart  as  "Exhibitor's  Day," 
and  no  meetings  of  the  association   will   lie  held   on  that  day. 

All  of  the  exhibit  space  has  been  allotted,  and  in  addition  to  the 
Exhibit  Hall  and  Annex  permission  lias  been  received  from  the 
city  to  lay  temporary  tracks  in  the  streets  adjacent  to  the  building. 
1  Plans  of  the  Hall  and  \iinex.  showing  the  assignment  oi  ipace, 
were  published  as  a  supplement  to  the  "Review"  for  July  20    [902 

Ed  1 

["hi   executive  cot nice  of  the  A.  S.  R,  A.  has  passed  the  Eol 

lowing  resolution  : 

"Resolved.  That  the  secretary  be  directed  to  request  the  chief 
executive  officers  of  the  different  companies  to  notify  all  delegates 
and  head-  of  departments  attending  the  convention  that  they  are 
expected  to  be  present  at  all  sessions  of  the  meeting  and  take  part 
in  the  discussions." 

I  le    citizens  of   Detroit    are  doing  all    within   their  power   to   make 

[he    ocial  part  oi  the  com  ention  pleasant  for  all. 

Me      1,, mi    railroad    associations   have   agreed   to   sell    ticket:    to 

Detroit  at  the  rate  ol  and  one-third  fares  for  the  round  trip  10 

all  who  get  certificates,  which  must  be  countersigned  by  the    ecn 
tarj   of  tb,-  American  Street   Railway  Association. 

Mi     lobn   11    Fry,  chairman  of  the  exhibit  committee,  has  mad' 

the   following  announcements  concerning  the  rules  and   regulations 

tng  lie    1    liii.it .11   il tvention  of  the    American  Street 

Railwav       \       hi  iatl'On    lo    be    held    III     I  lelioll     III    (  (elobel    : 

1.    The  exhibition  will  open  Oct.  8,  1902.     1  he  building  will  be 

open  fot  di   reception  of  exhibits  commencing  \l lay,  October  6th. 

Ml  am.  1.     intended   foi   exhibition     ball  be  delivered  al   the  Light 

'  mot     ie.   He    agi  m  01  ownei  and  at  1 11  1  ,  but  the 

loi    1  ■  mi  mitti  •    lie     madi   ai  range 1     with  thi    Rivi  n  ide  Storagi 

1  0    to  haul    mil  di  livet    all     hipmi  nl     to  and   ii thi 

building  rates.     Mark  1 1    to  yont  el' - 

R    ci   idi     itoragi   g   1   11  tagi   Co.,  I  lei  roit,  Mil  liigan,    1  nd  ll 

'    11 1    lni ■in. I  pn  paj  1  hat  ■■■       1  ndi  1 

no  1  11 1 ■  ill  1    nihil    I .1  ...|  on  whii  Ii  then    in 

Ship  all  j 1    '.ill     1 leliverj   in  timi .      Ul  appai r 

il  foi  e>  liibil      ho, ild  I.,     hippi  d    o  a    to  arrivi   in  1  <•  troil  not 
latCI   than  Saint .1..      Octobei    |th 


4S,, 


STREET    K. MI. WAV    REVIEW. 


Ml.    No.   s. 


I  In-  building  will  !><■  well  lighted,  bul  an)  cxhibitoi 
mg  In-  exhibits  ai  t"  dun  off  1 1  »<.-  light  must  |ir..\i<U-  interior  lighting 
K  In^  own  expense.    CutTent   for  special  lighting  or  power  will  be 
furnished  .it  the  lowest  market  pi 

i.     \ll  electrical  construct must   be  done  in   strict   accordance 

with   the   ni  mal    Board  of    Fire   Underwriters  and 

Detroit  Municipal  Departments  covering  such  work,  and  certificates 

for  same  must  be  secured  prioi  to  the  opening  of  the  exhibit 

■  the   Exhibition  Building  is  constructed  so  a^  t" 
support  fairl)  heav)  weights,  bul  in  order  to  insun  of  ap 

paratus  exhibited,  and  i"  prevent  any  dai  hibitors 

should  Milium  to  the  chairman  "i  exhibits  bj   Sept.   1-1  a  floor  plan 

•ii  showing  pro] I  arrangement  xhibits,  and  in  the 

i  heav)   apparatus,  description  of  the  articles  t"  be  exhibited 
with  their  weights. 

5.  Ili'mlii  of  platform  shall  nol  exceed  five  inches  unless  by  Special 
permission.  Decorations,  booths  or  other  structures  shall  be  so  ar- 
ranged .1-  nol  i"  exclude  the  light  from  adjoining  exhibits,  and  in 
ever)  instance  the  sides  of  these  .  booths  m  structures 
facing  .in  adjoining  exhibit  shall  be  neatly  finished  so  as  nol  i.>  pre 
sent  a  lure   11  ugl)  appearance  in  the  adjoining  exhibitor's  space. 

6.  Ii  has  '  advisable  ■  govei  n  the 
size,  appearance  and  location  of  signs  so  as  i"  bring  the  sign:  into 
some  >"rt  of  uniformity  and  prevenl  one  exhibitor's  -ign  from  inter- 
fering or  shutting  mil  the  view  of  signs  in  the  adjoining  exhibits. 
Sign*,  banners,  etc,  containing  advertisements  theron   will   nol   be 

1  except  upon  space  of  exhibitors  t"  whom  they  lulling,  and 
no  exhibitor  will  be  permitted  i'1  display  advertising  signs  or  di 
tions  beyond  the  line  of  In*  exhibit.     Signs  -lmll  not  exceed  two  feel 
in  height.     Sign*  of  "il  cloth  with  brown  flock  ground  and  gilt  letters 
arc  recommended. 

7.  No  nails,  tacks  or  screws  shall  be  placed  m  driven  into  the 
floor  or  walls,  and  all  decorating  or  signs  must  be  put  up  witl 


NOTES   FROM   ENGINEERING  SCHOOLS. 

PI  Kin  I    UNIV  ERSI  1  \      Mi    .1    R    Met  oil  bai  been  app 

,.1  thermodynamic!  and  Mr.   Friti    B    Ernst  in- 
structor in  car  and  locomotive  design.     Professoi   Mc(  "II  1-  1  grad 
1   tin    Mulligan   Agricultural   Coll  of   1890,  and  ha* 

done   work  as  a  graduate   student   1  ••  >t  1 1  in  that   institution  and  at 
Cornell   University.      After  serving   <■■<   ••  limi    as  an  assistant,  he 
was  in  1802  placed  in  charge  "i  1 1  >«-  Department  "f  Mechanical  En 
ng  "I  the  Univei  Knoxville,  and  for  ten 

|. in.  hi.      I  he  University  "f 
1  inn,  Met  ..11  hat  done 

In-  full  share  in  advancing  n*  m r • . w 1 1 1      Mr.  Ernst  Is  a  grail 

Department  of  Civil  Ens,  I   Purdue  University,  class  "f 

nl  since  graduating  lia-  been  a  member  ..t  the  editorial  -lalT 
"f  the  Railway  Age,  "i  Chicago,  in  which  position  he  ha*  had 
to  il"  with  certain  phases  of  railway  design. 


A  COMBINED  CAR  ELEVATOR  AND  TRANS- 
FER TABLE. 


The  accompanying  illustration  - 1 1  ■  •  \%  -  a  novel  style  of  car  ti 
table   which,  besides  transferring  track   i"  track   serves 

elevate  cai  ond   story   of  the 

liinliling.  rhis  table  is  in  use  al  the  cat  work*  ,,f  the  J.  (1.  Brill 
Co.,  of  Philadelphia,  Pa.,  and  ».i-  designed  t"  serve  a  two  story 
paint  shop  buill  to  economize  the  limited  ground  space  available. 
Ilu  device  consists  of  a  steel  frame  mounted  on  wheels  and  having 
a  number  of  steel  columns  surmounted  by  rope  sheaves.  The  plat- 
form is  suspended  by  wire  cable*  drawn  "M-r  the  t"i>  sheaves  and 
down  through  ilu  lower  sheaves  i"  winding  drums  operated  by 
an   electric   motor.     When   the   cars  arc   finished   they   are 


CUMHINF.II  CAH   ELEVATOR  ASH  TRANSI'ER  TABLE. 


defacing  the  building.  Exhibitors  will  be  held  responsible  for  any 
damage  to  the  floor,  walls  "r  other  parts  of  the  building  caused  by 
the  act  .ir  negligence  of  tin-  exhibitor  or  his  aj 

The  committee  reservi  If  the  right  to  cancel  applic 

for  space  nol  paid  foi  by  Oct.  i,  1902.  Payment  should  be  made 
in  Mr.  I.  C.  Penington,  treasurer  American  Street  Railwaj  Vsso 
ciation,  2020  State  St.,  Chicago,  III 


from  till  car  shops  to  the  tracks  leading  to  the  transfer  table  and 
the  car  1-  placed  upon  the  latter.  The  table  is  then  moved  along 
the  building  to  the  track  on  which  the  car  1-  to  be  set.  If  thi*. 
track  is  on  the  first  floor  the  car  runs  directly  upon  it  from  the 
table  in  the  usual  way.  bul  if  il  is  on  the  second  floor  the  winding 

drums  are  used  i"  elevate  the  platform  and  car  to  the  uppei    fl 

the  lin  being   19  ft  6  m.     The  table  1-  50  ft.  Imig  over  all  and  has 


Aug.   20,   1902.] 


STREET    RAILWAY    REVIEW. 


487 


a  platform  at  the  upper  level   which  overhangs  8  ft.     It   n 
four  lines  of  rails  laid  on  timber  stringers     lis  ho  acity  is 

rated  at  30.000  11>..  but  it  ha-  lifted  approximately  40.000  lb,  under 
test.  The  hoisting  speed  is  15  ft.  per  minute.  The  table  1-  also 
provided  with  a  winding  drum  for  carrying  cars  on  or  off  when  11 
is  either  at  its  upper  or  lower  position.  Automatic  Stops  are  pro- 
vided >o  that  the  current  is  cut  off  from  the  table  when  it  reaches 
both  its  top  and  bottom  position,  and  the  brake  is  set  at  the  proper 
point  in  every  ci 

The  hoisting  drum  is  operated   from   a  motor  through   a   train  of 
spur  gearing  and  a  mechanical   load  brake  is  provided   in  this  train 


ENO  VIEW.  COMBINED  TRANSFER  TAItLE  AND  CIK  ELEVATOR. 

i 

so  that  when  the  load  is  being  lowered  this  brake  is  engaged  and 
mount  ,,i  power  from  the  motor  to  Stop  its  action. 
This  makes  it  impossible  for  the  load  to  get   beyond  the  operator- 
control.    A  solenoid  motor  brake  1-  used  to  stop  the  momen 

nature   when   the  current    1-   cut    off   by   the  controller  of  the 
automat  \n   auxiliary    hand    brake    1-   also    provided    for 

additional    precaution.      The    power    b    taken    from    a    trolley    wire 

g  the   front   of  the  building       I  he   table 
and  erected  liy  licorgc    P.    Nichol 

•  ■  » 

ANOTHER  CONSOLIDATION. 

l-'oll.  many  annout  during  the  lasl 

monthi  olidation  and  mi  1  gi  1    "i   man) 

uteri    ;  to  the 

Projei  tile 

Co  into  the  I-    U  i«>tli  of  the  Borough  of  Brooklyn,  New 

■  o.   manufacture     the   well  known 

nip. lied  the 

itv  in  ordi  in  lantlj 

and  11  not  of  the 

equipped    plain-    in    tin-  producing 

and  pinion-.      The   E.   W.    in  probably  the 

•  1    in    tin     world,    of    pi 
:king        li  alio  111. nun 

iroughl) 
rn  in  all  it  -  appointmi 

me  in  both  com 
hip  of  ihc   itock  rather 
than  11  !l  remain  I 

ml    will    l>< 


facilities  should  assure  the  trade  prompt  and  efficient   service  with 
such  product-  as  the  company  manufactures. 

•  •  » 

BABCOCK  &  WILCOX  BOILERS  IN    MARINE 
SERVICE. 


The  following  1-  an  extract  from  the  report  of  the  committee 
appointed  by  the  British  Admiralty  to  investigate  questions  respect- 
ing modern  type-  of  boilers   for  naval   service: 

"In  the  course  of  its  investigations  the  committee  has  watched 
[he  Babcock  &  Wilcox  boilers  fitted  in  the  S.  S.  Martello,  of  the 
Wilson  Line,  employed  in  the  Atlantic  trade  between  Hull.  Boston 
ami  New  York  and  copies  of  the  report-  of  inspections  have  from 
time  to  tune  been  forwarded  to  their  lordships.  I'be-e  inspections 
have  talon  place  at  the  end  of  every  round  voyage  for  14  months, 
and  the  committer'-  Opinion  is  that  these  boilers  have  stood  the  test 
of  usage  in  the  mercantile  marine  extremely  well.  The  vessel  has 
run  about  91,000  mile-  since  the  boiler-  were  put  in.  and  has  usually 
been  less  than  a  week  in  port  at  either  end;  the  only  repairs  re- 
quired have  been  those  of  the  ordinary  upkeep  of  any  boiler,  such 
as  fire-bars,  brickwork,  etc..  and  only  six  tube-  have  required 
renewal.        I  In-  opinion  is  strengthened  by   the   Inspections  of  boilers 

of  the  same  type  fitted  in  the  'Numidian,  the  'Buenos  Ayrean,'  and 
the  'Turret  Cape.'  In  the  case  of  the  last-named  vessel,  the  boilers 
have  been  ill  u-e  seven  year-,  and  cannot  have  been  as  well  looked 
.ill.  1  .1.  the)  would  have  been  ill  the  navy,  and  their  condition  when 
examined  recentlj  was  satisfactory.  The  committee  has  also  exam 
me. I  and  tested  boiler-  of  the  same  type  in  II.  M.  S.  'Sheldrake,'  and 
find-  that,  although  they  have  been  in  use  for  four  year-,  their 
condition  1-  good  and  they  have  given  little  trouble. 

"From  il"  information  which  ha-  been  brought  to  the  notice  of 
the  committee,  it  appears  that  water  tube  boiler-  are  being  very 
little  used  in  large  ships  belonging  to  the  mercantile  marine,  and 
that  their  use  in  such  -hips  is  increasing  very  -lowly.      In  the  British 

mere; I.'  marine,  the  only  type  of  water  tube  boiler  installed  in 

ocean  going  vessels  1-  the  Babcock  &  Wilcox,  in  some  -hips  of  the 

\\  ilson  and  the  Petersen  I  at  Line-,  and  in  three  ship-  of  the  Allan 
Line;  in  these  last,  however,  only  one  water  lube  boiler  is  fitted  in 
.aeb  vessel,  to  assist  the  original  cylindrical  boilers.      In  the  United 

Stale-  mercantile  marine.  Babcock  &  Wilcox  boiler-  are  used  to  a 
small  extent,  principally  in  the  ships  plying  on  the  Great  Lake-,  and 
in  the  American  Navy  many  Babcock  &  Wilcox  boilers  are  in  use." 


ELECTRIC   RAIL  WELDING. 


We  are  advised  that  the  improved  process  of  the  Lorain  Stee 

electrically  welding  rail-  and  bonds  has  given  the  verj  be 
satisfaction  wherever  it  has  been  used.  The  Lorain  Sieel  Co 
ha-  an  equipment  at  work  on  the  track-  of  the  Worcester  (M 
1  on  olidati  .1  si  reel  Rj  .  an. I  one  on  the  Columbus  (0.)  Ry. 
11     completed  a   contract    for   welding  at    Rochester,   N.   Y. 

\\ Hi   1  onsolidated  was  so  pleased  with  the  re-ult-  that  1 

decided    to    have    twice    a-    many    mile-    welded    a-    originally 

;     I  o  1 

»  »  » 

AIR   BRAKE  CONTRACTS. 


I    Co. 

si      of 

now 

ass.) 

and 

I  be 
I    lias 

.oil 


1  oi  ill,  Christensen  Engineering  Co's.  an-  brake  equipments 

ii.       n     1     stantly   increasing,  and  dining  the  pasl    few 

months  the  company  ha    received  a  largi   numbei  oi  orders,  includ- 
ing one  i..r  jo  complete  equipments  for  the  Government    rramwaj 

Australia.     Before  tl del   wa    received  the  Government 

Irainw.i      had hri  tensen  equipments  in  use.      Recently 

..m.. 1  11. 1.1     m  il 1 1 11 1  \   includi    'be  following  equipment: 

Mm.  I-  1    Railwaj    1  .. .   Manchi  iter,   V   1 1..    1  5 .    Lo     \u 

gele    R)  .  7".    I  !  apid   ["ransil  1  0.,  Minneapolis,  so;  Mi. I 

Bu    ard     Ba  eel    Rj      tl  i    Ston)    Brool 

\  dlcj  i'         ton     B !     t'.i     t8     Grei  nwii  h    I'racl 

,     1  .hi    Electrii   Co.,  -•-'.  Bo  ton  &  Northern 

1 1    R)      10  .    1  lid  Colony 

1        tlanta  Railway  .\   Powi  r  I Portland  I  We  1 

r     r     10      Pai  ifi.    Electrii    R       Lo      ^ngi  li      Cal     105;    1  "'■''  " 

Oil  I  i'       '  1      1  ..     Vngi  li     o    Ri  .1 i"   i''      to 

olid  el  Ry.,  82  .    Los   \ug.  li     8   Pa R  R  . 

1  ini  11  Mi.ii  1    1  i.iei (  ....  jo.      Man       I     hesi 

•  qui] ni     in  operation  hi  Fori    plai  ing   thi 


4S8 


STRKF'.T    RAILWAY    REVIEW. 


[Vol.   XII.  No.  8. 


UNION   INTERNATIONALE   PERMANENTE  DE 
TRAMWAYS. 


In  addition  ("  Ihe  papers  given  in  abstract   in  the  last   issue  •  •( 
the  "Review,"  the   International   I  ed  among  others 

the  question  of  transfers.  rted  by  \I.  Laval 

,i,l.    .  •  P  iris.      \    large    numl 

ilway    companies    in    i 
to  the  use  of  transfers  and  the  qui  dealt  with 

able  length   by  th  iclusions   reached   were  that 

ers  are  t"  be  generally  recommended  as  they  usually  l< 

<ipi- .    they  are  advantageous  for  the 
passeng  permit  him  to  make  two  trips  and  t"  travel  on 

.,  single  fare ;    when  fer  only  is  given 

between    two    cars    ii    facilitates     checking     accounts;      tra 
should   nut    be  given  out    for   ;i   line   running   parallel   i"   the   one 
which    has    been    left    by    the    passenger,    and    only    one    transfer 
should  be  allowed,  as  if  several  changes  are  permitted  it  give-  rise 
to  frauds;   they  should  onl)  be  used  al  point*  of  junctions  or  inter- 
hour  should  be  indicated  on  the  ticket  and 
hi'   always    important    to    indicate    the 
direction   "f  traveling;    it    is   important   to   limit    transfers   t"   the 
limits  of  towns,  and  for  suburban  lines  there  should  always 
extra    fare.      IVansfers   -bond   be   suppressed   on   extra   bus; 
and  holidays  ii  possible.     In  discussing  thi-  report  it  was  lironglit 
.nit  that  in  many  localities  transfers  were  obligatory  by  law 
was  therefore  not  a  question  of  whether  they  should  be  free,  bul 
the  main  question  was  how  to  check  the  tickets.     It   »;i<  p 
out  that  the  two  main  abuses  t"  which  transfers  are  liable  are  first 
on  the  part  of  the  public  and  second  on  the  part  of  the  employe 
of    the    company.      Passengers    frequently    obtain    transfer    tickets 
and   instead   of   making  igh   journey    the)    stop   off 

shopping  or  other  business,  thus  abusing   thi    idea  of  the  transfer. 
The  other  abuse  consists  in  the  exchanging  of  transfers  between 
employes  and  defrauding  the  company  of  cash  fares:    a  committee 
was   appointed    to    stud)    this   subject    of   transfers    further   and   to 
irt  at  the  next  Congress. 
Another    question    discussed    was    the   basis    to    be   adopted    foi 
lining  the  power  of  motor-  and  tsidcring  the 

torque,  the  heating,  etc  The  replies  to  tin*  question  from 
various  roads  -uggest  that  the  power  of  a  motor  should  be  as 
small   a*   possible   consistent    with    obi  maximum 

and  tractive  power  without  prejudicial  heating.  The  motors 
should  work  properly  without  heating  more  than  jo  C.  Some 
of  the  ider  it  a  mistake  to  use  tramway  mot,,'*  having 

an  excessively  high  yield  a*  they  cost  more  for  repairs,  etc.,  than 

M.    Rasch,   of    the    Polytechnic     School.    Aix-Ia-Chapelle,     con 
tributed  an   inten  i  rl    on   tin-   subject    which   covered   the 

subject  very  fully  and  supports  the  rules  and  regulations  in  use  by 
rman    Association  of   Electrical    Engim 

In    reply    to    a    request    for    technical    information    concerning    the 
maintenance,  consumption  and  output   of  boilers,  steam 
engines,   accumulators   and   other   generating    machinery,    the    re- 
sponses   were  given  in   tabulat    form   al   great   length.     M.   Thonet, 
of  the  General  Enterp  ported  on  thi-  ,, 

and  al  rd    to   the   COSl    of   power    in   a    sit  His 

-     follows; 

For    central    stati  large    size    with    machine-    of    iiver    i.ooo 

1'  p  and  with  fuel  at  from  $.,.oo  to  $4.00  per  ton,  the  COSl  per 
kilowatt  hour  will  he  .8  to  1.2  cent-:  with  stations  of  medium 
size  with  machines  of  .100  to  600  It.  p..  with   fuel  at  the  same  price. 

for   Stations  of   -light   importance 
with    '1  00    h     p..    and    the    same    fuel,    the 

,  o-t     -  ii.n-   with   poor  gas  and    w ilh 

machines  from  150  to  200  h.  p..  ami  fuel  al  So  to  $8  per  ton,  the 
cost  will  l>e  1  to  1.4  cent-,  and  with  fuel  at  $.;  to  $4  per  ton,  the 
cost   will  he   .S  1.     [.2  cent-  per  kw.  h. 

The  method  of  compensation  for  franchises  was  the  subject 

by  M.  Jan  iways,  who  in  summing 

up  staled  that  the  sin  1  ike  for  the  compensation  for 

franchise-  is  the   return  holders 

■  lung    distributed    which    i-    dis- 
tributable,   taking    into    account    the    -inking    fund    and    Othet 
sary   provisions.      Ihe  authority  granting  the   franchises  will   find   in 
this    very    interest    their    best    guarantee    and    the    owners    of    the 


■ill  not   have  to   submit   tin  audited  by 

ih.    public  authorities  or   have  discussion   with  them.     If  the  at 

tangi  tin  ut  between  conceding  authorities  and  companies  cannot  l» 

11  tin-  basis,  winch  app.at-  tin   most  desirable,  an  alterna 

nve  basis  wa-   submitted.     From  the  gro--  receipt-  then    i-  tir-t 

withdrawn    for    the    account    of   the   company    a    -11111   proportional   to 
1   mile-    run        I  hi-    -urn    1-    intended    '  the    operating 

expenses      Ihe  amount   pei    cat  mile   should   be  determined   uj 

ipan)     and    the    authority    granting    the     franchise. 

of  the  surplus  a  ciii. mi  proportion  should  he  allotted  to  the  author- 
ities,   the   am. >unl    of    which    must    he    left    to    the   experience  of   the 
company,    which    before    negotiating    with    the    authorities    should 
study  tin   conditions  under  which  other  companies  are  making  paj 
tany  the  principle  of  paying  for  franchises  on  the 

basis  of  profits  earned  i-  already   established  by  law.      In  that   conn 
try    a    tax    1-    not    imposed    for    tin  the    railway 

which  uses  them  realizes  a  net  profit  of  more  than  0  per  cent.  Mr. 
U  II.  Scotter  read  a  paper  upon  the  sunt  subject  in  which  he 
•  lid-  thai  a  complete  -et  of  laws,  rules  and  regulations  of 
different  plan-  should  be  collected  and  deposited  at  the  head  office 
of  the  International  Union;  that  translations  of  the  most 
and  ihe  most  harmful  points  and  causes  should  be  made  available  ; 
that  an  effort  should  be  made  to  gradually  standardize  all  regula- 
tion- connected   with  electric  traction-. 

location  of  car  barns  in  relation  to  the  route-  of  a  tram- 
way system  was  reported  upon  by  M.  Trautwciler,  of  the  Tram- 
way- Co.,  of  Strasbourg,  ion  iderable  diversity  of  ..pinion  is 
found  in  the  answers  to  tin-  question  but  the  reporter  agrees  with 
in     Mi..  establi   h        small   number  of  large  car  barns  permit- 

ting at  each  one  a  group  of  from  too  to  150  car-.  A  group  of  50 
cars  he  considers  too  small,  as  a  line  operating  ,?oo  cars  would 
require   6   car    bams    and    this    would    greatly    increase    the    expense 

for  wage-,  and   would   lead   to  1 nuch   splitting   up  of  the   service. 

lie  admits,  however,  that  the  matter  must  lie  settled  in  any  case 
by  the  local  circumstances.  As  a  large  number  of  tramways  grow 
out  of  1  In  consolidation  of  old  horse  ear  lines  the  placing  of  the 
car  bams  in   such  rily    depend-  on  the  local  circum- 

stances. The  question  of  expense  is  dealt  with  at  some  length,  and 
the  reporter  concludes  that  the  American  experience  with  very 
large  systems  can  hardly  be  applied  to  European  conditionns. 

The  subject  of  the  system  of  traction,  other  than  the  overhead 
trollev  system,  was  reported  on  by  M.  ZifTer.  of  the  Railway  Coin 
ienna.  Very  few  replies  were  received  on  this  subject 
.1-  most  of  the  companies  are  using  cither  the  overhead  trolley  or 
conduit  system-.  The  reporter  believes  that  the  conduit  system  is 
pri  ferable  to  surface  contact  systems  which,  up  to  the  present  time, 
have  not  -how  n  sufficient  reliability  in  service.  The  report  was  a 
valuable  one.  which,  however,  does  not  permit  of  lieing  readily 
abstrai 

The  subject  of  gage  of  track-  was  reported  upon  by  M.  De  Bur- 
let.  ..f  the  National  Railroad-  of  Belgium.  The  question  of  the 
relative  advantages  ami  drawbacks  of  narrow  gage  and  standard 
1  suburban  track-  was  responded  to  by  a  number  of  road-, 
some  of  which  favored  the  standard  gage  only,  while  others  be- 
lieved that  a  narrow  gage  1-  speciall)  advantageous  for  local  rail- 
way-. The  reporter  -tale-  that  the  experience  of  the  past  17  years 
ha-  confirmed  the  opinion  that  for  local  railways  in  country  dis- 
tricts, designed  to  carry  passengers  and  freighl  towards  the  large 
center-  or  to  the  station-  of  !  that  a  narrow   gage  presents 

in  most  cases  advantage-  which  gives  it  the  preference  over  the 
Standard  gage.  It-  principal  advantage-  are  -tated  to  be  the 
nv  in  the  COSl  of  construction  and  operation  and  the  ease 
with  which  lop,  .graphical  difficulties  may  be  overcome.  The  only 
inconvenience  of  a  narrow  gage  is  that  of  transshipment,  but  this 
1-  not  reall)  of  great  importance  as  experience  has  proved  that  it 
does  mil   constitute  an  obstacle  to  the  development  ..1"  traffic     Al 

me   time  there   may   be  advantages    in   the   use  of  a    widl 
for  the   local    railway    when   applied   to  a   line   of   very    short    length 
which   connect-   with   a    large    railway   system   and   i-  designed   espe- 
cially   for   heavy    freight    traffic.       The    reporter,    however.    Ian! 
on  the  fact   that   he  has  not   discussed  the  question  of  electric  Irani 
ways  but   it    wa-  a   simple  question  of  light    railways,  and   it    was  not 
argue  from  the  one  to  the  other. 
in    subject  "f  heating  street  cars  was  reported  on  b)    \i.   p 
of  the  Tramways  Co.,  ol    Berlin     Comparativel)    few    replies  were 
received  in  regard  to  ibis  question  and  the  reporter  in  summing  up 


Auc.  20,   1902.] 


STREET    RAILWAY    REVIEW. 


489 


the    subject    states   that    serious   drawbacks    exist    in    the    case   of 

electric  heating,  owing  to  the  high  first  costs  and  the  cost  of  oper- 
_  wing  to  the  large  consumption  of  current.  The  question  of 
the  electrical  heating  of  cars  is  to  be  brought  tip  at  the  next  gen 
era!  assembly  in  order  to  obtain  particulars  of  the  results  which 
the  different  companies  may  obtain  in  the  meantime,  ["he  system 
is  comparatively  new  in  European  countries  and  as  yet  little  com 
parison  between  this  and  other  systems  could  be  drawn. 

The  ratio  between  the  number  of  passengers  carried  and  the 
seats  available  on  the  cars  at  different  times  of  the  day,  and  the 
question  of  the  advantage  of  employing  cars  of  different  size  to 
meet  the  requirements  of  the  traffic  was  reported  on  by  M.  Neiszen, 
of  the  Amsterdam  City  Tramways.  Most  of  the  replies  to  this 
question  show  that  the  ratio  between  the  number  of  passengers  and 
available  scats  is  extremely  variable  and  in  general  it  is  not  consid- 
ered that  reduction  in  fares  would  make  much  difference  in  11. 
The  reporter  in  summing  up  finds  that  only  in  very  special  cases  it 
would  be  possible  to  deal  advantageously  with  fluctuations  ol 
traffic  with  cars  of  different  sizes,  and  with  mechanical  traction  11 
i-  greatly  preferable  to  use  trailers.  It  was  decided  that  tramway 
companies  should  communicate  to  Union  the  measures  which  they 
take  to  deal  with  rushes  of  traffic  al  certain  hours  of  the  day.  anil 
the   results  obtained  by   reducing   fares  at   special  times. 


STREET   SPRINKLING    BY  STREET  RAILWAY 
COMPANIES. 


The  subiect  of  street  sprinkling  by  street  railway  companies  is 
one  which  has  not  been  very  generally  considered  up  l"  'he  present 
time  but  which  wc  believe  will  be  found  to  he  of  growing  import- 
ance. There  seems  to  be  1  on  that  in  many  cases  street 
sprinkling  would  be  of  great  Inn.  lit  to  the  railway  companies 
themselves  as  it  would  undoubtedly  increase  pleasure  riding  on 
open  cars  in  the  summer  time  10  a  very  considerable  extent.  One 
of  the  principal  difficulties  in  the  way  of  tin-  practice  has  here- 
tofore been  that  the  railway  companii  ed  that  they  would 
be  compelled  to  do  the  whole  sprinkling  business  gratuitously  if 
they  showed  any  disposition  to  take  up  any  pan  of  it.  but  at  the 
present  time  many  of  the  companies  are  beginning  to  look  upon 
street  sprinkling  as  a  good  investment.  I  her.  are  a  number  of 
points  of  advantage  which  the  street  railway  may  derive  from 
sprinkling;  the  comfort  ol  ed  by  preventing 
the  dust  and  this  makes  riding  inviting,  and  incidentally  increases 
the   number    of    pleasure    riders;     when    the    surface    of   the    street 


paved  with  brick.  This  company,  however,  only  sprinkles  where 
the  owners  of  the  abutting  property  pay  for  the  sprinkling  which 
is  about  one  half  of  the  length  of  the  company's  trucks.  The 
railway  company  provides  storage  room  for  the  sprinkling  car. 
power,  trackage,  etc..  at  a  cost  of  3  cents  per  car-mile.  In  Daven- 
port the  city  has  purchased  a  sprinkling  car  and  does  the  sprink- 
ling on  all  of  the  brick  pavements  covered  by  the  tracks  of  the 
Tri  City  Railway  Co.  In  this  case  the  cost  of  sprinkling  is 
assessed   with   the   regular  taxes.     The   city   ordinance   requires  the 


L- 

t 

.iwr ~    - 

L 

| 

'l 
1 

JKjMIw 

I 

1 

ji^nK^B|W 

kT^     *"r           '*tl***  %>  - 

' 

BRILL  STANDARD  SPRINKLING  CAR. 

street  railway  company  to  haul  the  city  sprinkling  cars  free  of 
charge,  to  house  them  and  keep  them  in  repair,  and  this  arrange 
ment  is  considered   very  satisfactory  by   the  company. 

The  Studebaker  Brothers  Manufacturing  Co.  has  built  a  number 
of  electric  sprinkling  cars  which  are  in  use  in  different  parts  of 
the  country.  This  company's  wide  sprinkling  cars  arc  in  use  on 
the  Colorado  Springs  &  Suburban  Railway  Cos.  lines  and  have 
given  satisfaction  in  sen  ice.  The  difficulties  in  keeping  the  streets 
sprinkled  in  Colorado  Springs  are  greater  than  in  most  cities  on 
account  of  the  universally  broad  thoroughfares.  I  he  warm  climate 
dry  air  and  wind  storms  to  he  found  there  make  sprinkling  a  neces 
sity  the  year  around  and  it  is  necessary  to  have  a  machine  that 
will  throw  a  body  of  water  a  sufficient  distance  to  spread  from 
curb  to  curb.      The   Studebaker   car   is    very   much    the    same   111   ap 


SI  1    DEBAKEN    WIDE  SI'KI  NKI.INl.  t'AK. 


1-   thoroughly   dampened  grit   and  dirt    causing    wear  of   the    n 
the  bearings :    it  ha  -  also  been  1 
■   thoroughly  wel  then  in  the 

■  nig  to  thi  ■  n  the 

rail     In  ...  du  i)    load     thi     ha     I"  •  n 

found  to  pi  larked  difference  in  tl  operatioa 

In   a    imtnlM  r    of    plai  by    private 

q.ply   then 

tnpanic  . 
oid  and   Mobile  th(  tl 
are   sprinkled    bj  ndcnl    company    where   the   streets   arc 


1      linar;    cat     both   1  ndi    being   \ estibuled   and   the 

motorman  operating  in  thi    u  ual  | ["hi    cat   h I  on 

1     ingli    truck   and  driven  bj    two  60-h,   p    motors  ol   the  General 

maki .     1  hi    load  1    can  icd  on  gi  aduati  d     1 I  con 

ists  of  a  steel  tai  gal     of  water       ["his  is  en 

■  I   bod)     o  .1     to  lcavr     uffir  ii  ni   [01   a  pet  1 pa 

horn   end   to   end   01    1 1 o    on    on   ,  nli,  1        ,|      ol    1   1      tank,        I  hi 

1     thrown  from   thi      ide  1   ft  om  1  ■  0     prinklei    hi  ad     loi  atcd   ni  11 

iitei  ol   thi    ti  in  1       ii    1  Forced   from   thi  1    head     by   two 

individ                                erated  10-h.  p    mi  iti  u   located  al  the 

end  of  thi  cat      Chi    unl  ol    vatei  1 1 ■■■.  n  t     veil   1    thi    « idth 


490 


STREET    RAILWAY    REVIEW 


[Vol   XII,  No.  «. 


ot  the  spray  i-  governed  b)  levers  on  cither  end  of  the  cai  In 
emergency    brake    i-   also   u  licV    Hopping    ii 

moving  vehicle  when  running  at  high  speed.  The  i Inr.l  sprinkling 
head  is  located  in  from  "i  the  center  k  for  flushing  the 

tracks.  With  the  car  standing  -nil  .1  -pray  7s  ft.  in  width  from  the 
center  ■  •!  the  track  can  be  throwt  sprinkling  head,  while 

wtih   both   heada  open   a   width  This 

company  al-.>  builds  gravity  sprinkling  cars  which  depend  entirely 
iij» >n  the  watet  pressure  for  the  width  of  sp  useful 

where  it  1-  desired  t"  flush  the  rails  and  from  ta  i"  15  ft  on 
either  side  of  the  track.  For  tin*  service  the  gravity  sprinkler 
answers  the  purpose  at  much  less  cost  than  the  wide  throwing 
sprinkler. 

f*he  J.  1  i.  Brill  Co.  has  also  supplied  a  large  number  of  sprinkling 
car-  to  the  various  street  railways  in  this  as  well  as  foreign  coun- 
tries. Aiming  the  roads  which  arc  using  sprinklers  of  this  make 
may  Ik-  mentioned  the  Cincinnati  Traction  Co.,  the  Pittsburg  Trac- 
tion Co.,  Orange  &  Passaic  Valley  Railway  Co.,  the  Perth  (Aus 
tralia)    Electric    Tramways    !  1)    Tramways 

Co.,    Port    Elizabeth    <  Africa)     tramways   Co.,    Qeveland    Electric 


BRILL  SPRINKLING  CAR  WITH   ENCLOSED  TANK. 

Railway    Co.,    Chester    (Pa.)    Traction    Co.,    United    Railvi 
Electric  Co.,   Baltimore,   New    Jersej    Street    Railway    Co.,   Newark, 
Camden  &  Trenton  Street   Railway  Co.,  Bordentown,  N.  J.,  Jersey 
City,    Hoboken   &    Patterson    Ry .    Bergen    Turnpike    Co.,    United 
fraction  Co.,  Philadelphia,  and  many  others. 

The  Brill  Co.  were  pioneers  in  the  building  of  street  railway 
sprinklers  and  their  products  have  kept  well  abreast  of  improve- 
ments in  tin  -  line.  1  he  company  builds  cars 
ing  lank  capacities  of  1,800,  .;..-oo  and  5.000 
gals.  The  smaller  capacity  tanks  arc  mounted 
cm  four-wheel  car-  and  the  latter  on  double 
truck  cars,  being  too  heavy  for  operation  on 
four  wheels.  1 1"  valves  and  fittings  of  these 
sprinkler-  arc  made  of  lira--  or  composition  in 
order  tu  0  my   difficulty   with   corro 

sion.  11k  running  gear  of  the  single  truck 
sprinkler  consists  of  a  solid  forged  frame 
truck  and  upon  the  truck  frame  arc  eight  hel- 
ical -print;-  that  carry  the  body  of  the  car.  The 
sprinkling  heads  used  on  these  car-  are  novel 
as  they  have  ti"  huh-  or  perforations  which 
arc  liable  to  become  clogged,  but  the  head  con- 
sists adjusted  in  the  mouth  of  the 
disch  which  forms  a  spray  nozzle 
through  which  water  1-  ■  n  a  thin 
film.  The  -tream  maintain-  it-  unity  for  a 
distance  of  about  18  in. from  the  nozzle  when  it 
breaks  up  in                 of  streams 

water.      I  he  opening  which  i-  annular  and  continuous  1-  ii"i   liahl  ■ 
ibstructed. 

The   2,500-gallon    tank    carries    a    sufficient    supply    <>f    water    to 
sprinkle  fr..m  5  to  8  miles  filling.      The  dis 

tance  depends  upon  the  amount  of  water  and  -peed  of  the  car  and 


the  am. .inn  of  dn-i  in  the  road.  F01  city  use  sprinklers  are  built 
with  enclosed  tank-  making  them  appear  1-  much  a-  possible  like 
..n  ordinary   cat   in  order  to  avoid  frightening  hot 

I  In-   company   1-   now   building   a   new    form   of   sprinklinf 

which    1-    capable   of    distributing    water    over    the 
wide-t  as  well  as  the  narrowest   streets,     The  water  in  thi-  car  1- 


TAOHTON  SPRINKLING  car. 
distributed    from   the   nozzle   by    mean-   of   compressed   air   which 

allows    any    desired    pressure    to    be    maintained    with    practically    no 

variation  whether  the  tank  i-  full  it  nearly  empty.    The  apparatus 
for    furnishing   compressed    air   consists   of   an    axle   driven   com 

pressing    pump.       The    pump    i-    designed    to    handle    a    large    volume 

of  air  at  comparatively  lo«  pressures.  When  the  car  begins  to 
move,  the  pump  furnishes  the  required  air  pressure  upon  the 
water  in  the  tank  and  when  it  has  reached  the  desired  amount  of 
pressure  further  rise  1-  prevented  by  an  automatic  valve  which 
allows  the  air  tu  be  blown  nil.  The  valve  controlling  the  air  pres- 
sure can  be  set  tu  any  point  from  2  lb.  up  to  20  lb.  With  15  ll>. 
pressure  per  sq.  in.  water  can  be  distributed  from  ,<,o  to  35  ft. 
of  the  rails  with  an  even  distribution  over  the  whole  dis- 
tance.     Either   nr   both    sides   of   the    street    may    be    sprinkled   as 

de-ired. 

The  Taunton  Locomotive  Manufacturing  Co.  has  built  street 
car  sprinklers  which  arc  in  use  on  a  number  "f  street  railway-. 
among  which  may  he  mentioned  the  Quebec  Railway.  Light  & 
Power  Co.,  the  Westfield  &  Elizabeth  Street  Railway  Co.,  the 
Cincinnati.  Lawrenceburg  &  Aurora  Street  Railway  Co.,  Patterson 
Railway  Co.,  the  New  York  &  Queens  County  Railroad,  Charleston 
Street  Railw.n  1  Steinway  Electric  Railway  Co.,  Transit  Equip- 
ment Co.,  Bridgeport  Traction  (.'<•..  etc  The  Taunton  Sprinkler 
carries  it-  tank  pretty  high  on  the  car  and  1-  equipped   with  large 


McGULSE  WIDE  SPRINKLING  CAR. 
sprinkling  pipe-  and  large  valve-  which  tend  to  reduce  the  losses 
ction  and  which  permit  the  water  to  be  thrown  a  long  dis- 
tance. For  broad  boulevard  sprinkling  an  auxiliary  pump  and 
!-  used  tu  throw  the  water  under  pressure.  1  he-e  sprink- 
ler- are  made  with  steel  tank-  mounted  upon  platform  car-  and  are 
also   made   covered   over   so  as   to   present    the   appearance   of   an 


jo.    iooj.] 


STREET    RAILWAY    REVIEW. 


491 


ordinary  car.  The  sprinkling  heads  of  these  cars  arc  situated  at 
the  ends  near  the  car  platforms.  The  tanks  arc  made  both  of  steel 
ami  cypress  and  in  capacities  from  2,500  to  4.000  gallon-. 

Sprinkler-  for  street  railway  service  have  been  built  by  the 
McGuire    Manufacturing  up    to    5,000    g 

capacity:  for  capacities  of  4.000  gallons  and  less  the  tank  is 
usually  mounted  on  a  single  truck  car.  but  Siooo-gallon  sprinklers 
arc  mounted  on  double  truck-.  Compressed  air  is  used  to  throw 
the  water  to  the  distances  now  demanded  in  street  sprinkling. 
The  air  reservoir  1-  tilled  by  a  compressor  driven  by  an  electric 
motor;  and  in  the  pipe  connecting  the  air  reservoir  with  the 
water  tank  1-  a  regulating  reducing  valve  by  which  the  working 
pressure  and  consequent  throw  of  the  sprinkler  can  he  easily  ad- 
justed 

The  McGuire  company  has  just  completed  two  pneumatic 
-prinklcrs  tor  the  railways  at  Durban,  Natal.  South  Africa;  these 
have  a  capacity  of  j.oco  gallons  and  are  designed  to  throw  a  spray 
of  water  for  50  ft.  on  each  -ide  of  the  track. 


NEW   CARS  FOR   PITTSBURG. 


The  accompanying  illustration  -how-  the  type  of  1  .pen  car  buill 
by  the  St.  Louie  tar  Co.  for  the  Pittsburg  Railway-  Co.  Iln-c 
are  11-heiich  car-  six  of  which  have  just  been  completed.  The 
total  length  over  the  buffers  1-  24  ft  .?  111.  and  the  width  of  the 
body  at  -ide  posts  1-  7  ft.  4  111.  while  the  width  over  all  is  ~  ft.  to  in. 
The  height   from  the  bottom  of  the  -ide  -ill-  to  the  top  "l'  the  roof 


very  many  cars  arc  equipped  with  powerful  brakes,  among  which 
the  Sterling  safet)  brake  must  he  reckoned,  a-  thousands  of  them 
are  in  use  and  have  proved  their  efficiency  in  year-  oi  constant 
service. 


NEW   INTERURBAN  OPENED. 

|"he   Rockford,   Beloit   &  Janesville   Electric   Railway   Co.  opened 

its  newly  completed  line  between   Rockford,   111.,  and   Beloit,  Wis., 
.1  distance  of  18  miles.  August  4th.  two  car-  being  put  in  service 

anil  a  regular  hourly  service  inaugurated.  The  company  ha-  pur 
chased  eight  handsome  parlor  cars,  two  of  which  were  delivered 
and  pin  in  operation  over  the  line  August  nth.  So  soon  as  the 
remainder  of  the  rolling  stock  is  received  the  line  will  he  opened 
M  Janesville,  a  total  distance  of  35  mile-,  and  car-  will  run  every 
half  hour.  The  line  passes  through  the  town-  of  Rockton  and 
Roscoe,  and  the  trip  between  the  Rockford  and  Beloil  1-  made  in 
4N  minutes.  The  road  1-  substantially  built  and  ballasted  with 
gravel.  II.  II.  Clough,  of  Klyna.  ( )..  was  interested  111  this  com- 
pany, and  i-  now  it-  general  manager,  with  headquarters  at  Beloit. 
■»  •  » 

THE  GAME  PRESERVES   OF  THE   NORTH- 
WEST. 


The    Northern    Pacific    Ry's.   latest    publication   i-   a    sportsman's 
manual  of  the  northwest   entitled  'Where  to   Hunt   and   Fish."    The 


OI'ES  CAR  FOB   PITTSBURG    ST.  litis  i  ar  CO. 


1.  H  ft.  S  111.      I  In    car-  arc  finished  in  ash,  are  provided   with     "lid 
trimmings   throughout   and   are   fitted    with    pantasote   cur 

tain-. 


NORTHWESTERN   DONATES  PARK   TO 
CHILDREN. 

I  he   Northwestern    Elevated   Railroad  ago.   through   its 

nt,   Mr,  t  larenci    Buckingham,  ha-  given  ground 

80  x  300  ft.  at  Larrabcc  and    ["own  St-,  to  be 
by   the   children   of   th. 

■1  lupplemented  by  a  donation  of  $500  winch  will 
in  -wing-  and  other  ■  a  children's  play 

ground.       The    park,    which    In-    partly    under    the    North 

•  d  in  a  high  fence  of  ornament!  d 
ompany  that  il    ihall  In 


ACCIDENTS  AND  BRAKES. 


of  the 

1,  mi  Indn..  hi    toll., wing  in 

would    pre 

al  though  1 

run   up  and   down   hill-    which    would    I..  ible    lor    tin    more 

lolidly  built  and  bettei  controlled  r -  - 1  i 


1    1. mi     some   30  admirable   half-tone   illustrations  of  game. 

several   of   the   picture-   being    reproductions   of   Thompson  Seton's 

work,     il igar,   mountain   coat.   elk.   n se,   grizzl)    hear   and 

many  othei  native  burghers  of  mountain,  plain  and  forest  are  rep- 
1  in  Mi.  collection,  winch  also  comprises  a  number  of  charm- 
ing vignette  picture-  of  mountain  -cciin  v  .m. I  camp  life.  Of  the 
many  appropriate  souvenirs  issued  by  the  passengei  department  oi 
[hi  railroad,  'Where  to  limit  and  Fish"  1-.  perhaps,  the  most  note- 
worth)    from  an  artist'-  a-  well  a-  a   -port -man'-  point   of  view. 

I  he  l.ook  .il-..  contain-  a  ...II.-.  u. .n  of  reliable  d.ii: teeming  the 

,.nd    variety   of   the   game   to  he    found    in   the    reg between 

ih.   1, 1. .11   Lakes  and  the  ".   tern  .....  1.  and  the  45th  parallel  ..1  lal 
nude  and  th.    Canadian  boundary,  and  give-  in  addition  a  digest  of 

the  game  law-  m  ever) and rning  hotel  accotn 

modations,  the  employmenl   of  guide     .0      In   Montana  the   large 

ultipled  and  replenished  -nice  the  Alaskan  exodu    called 

in. 1  trappi  1     io  other  conquests      I  [ere  are  fi  mnd 

the   in ell     inn. mi     heep    deet     be: ugai ,    K  nx,    high 

climbing  mountain  goal   and  othei   gentry  ol   the  wilderness,   while 

ili.   1 lull    abt mnd  in  bltti   grou  1   and  the    tream    teem  with  trout. 

The  adjacent    pari     ..1    British   1  olumbia   afford   caribou,   while  the 

lorn  and   Bittei    Rool   1  ingi     ai  1    pi  1 1    1. .    1 he  hunting 

Ii      II > iipi  1  .■    u id t  doiii.i  ,1  gi pri    ei 

d  by  an)   in  the  woi  Id, 
*  • » 

the  mi"  1  in  1,111  ,h,  in.    in.,     in  Michigan,  co .line  Grand 

Rapid*  and  Grand  Haven  and  Grand  Rapid    and  Holland   hs 

put  111  operation  hn  in.       mil all  villagi     between 

1. 111  doubled. 


4')J 


STREET    RAILWAY    KKVIEW. 


[Vol,  Mi.  No.  8. 


ANNUAL   MEETING  OF  THE  CHICAGO   UNION 
TRACTION   CO. 


itemenl  toi  thi   yeai  ending  June  .to,  190a,  which 
was  submitted  at  the  annual  meeting  of  the  Chicago  1  nion   1  1 
Co.,   held   Jul)    j.i'l.   shows   1   deficit   of   $347,537.68   for   the   year. 
Compared  with  the  statement  for  the  preceding  year  it  1-  as  follows 

I  olllllllilg   ci 

1901. 
earnings   from  operation  .$7325,130    (7,389,130 

Operating  expenses     ...  .  4.570,719      3,943,194 

rnings  from  operation $3,254,400    $3. 

Other    income     .,      117.350        103,579 

Gross  income $3,371,750    $3450,534 

Fixed  charges 3,619,278      3 

Deficit $347,527     '$158,575 

■  I  on  preferred  stock 150.000 

$247,527     **$8,575 

•Surplus.    "Balance. 
Additions  to  the  property  during  the  fiscal  year  were  a-,  follows: 

Construction:    Track  and  roadway $5.01- 

ctric   line ' 2,474       $8,389 

Real    Estate      Buildings $4,507 

Equipment.     Power  plant  equipment $4,098 

S1m|i  tools  and  machinery 2.077 

New   cars 65,108 

Electric  equipmenl  of  cars 31.443 

Mail  cars 294 

rotal $103,021 

Less  credit  from  sale  of  wagons  and  coal  motor.  . .      2,653      100,368 
( Ither  propert)  : 

Furniture  for  Law  1  lepartment 395 

Reconstruction    -  1  5<j.<jS7 

Total $273,646 

hi  presenting  the  report  to  the  stockholders  President  Roach  said: 

"The  business  done  by  your  company  during  the  fiscal  yeai  closing 

June  30,   i'j<  j.  so  far  as  increased  earnings  are  concerned,  was  all 

mr  management   could  reasonably  expect   under  the  adverse 

conditions  with   which   we  lia<l  to  contend.      Briefly,  however,  the 

financial    statement    will    show    that    prospective   profits   have   been 

taxed  into  a  deficit. 

"Thai  this  1*  not  an  overstatement  will  sufficiently  appear  liy  rcf- 

to  the  enormous  amounts  paid  out  for  taxes  during  the  past 

year.  viz.  : 

Persona!  property  taxes $112,492.50 

Real  estati  60,428.61 

Capital  stock  tax 311.567.33 

1  amounts  paid  to  city  as  per  require- 
ments ol  64,892.87 

Amount   paid  account   taxes  reassessed   for    1900,   as 
directed  by  United  States  Court 134,350.03 

Total    $683,731.34 

"This  is  equal  to  about  8' ..  per  cent  of  the  total  gross  receipts  of 

1  :■  in\  foi  the  year,  and  to  about  _>i  per  cent  of  the  net  receipts 

for  thi  riod,  counting  .1-  net  receipts  the  gross  receipts  less 

only    opi  id    not    including    in    operating    expenses 

either  interest   on  bondei  or   rental-  paid  to  underlying 

companies.     We  have  some  reason  to  hope  that  for  the  current  year 

ihe  company  ma)  hat  rty,  including  capital  stoi 

upon  the  basis  ol  its  earning  capacity,  tl  I  method.     If  this 

1  he  capital  stock  lax  ought  to  be,  and 
less  will   be,  greatl)    reduced.      The  item  of  $134,350.03  additional 

tax   foi    1900,  of  course,   will   not   occur  this  year,  an, I  upon  thi 

of  earning  capacity  the  item  of  $311,567.33  capital  stock  tax  for  lOAt, 

would  be  reduced  by  at  least  $100,000.00.  and  should  he  reduced  by 
$125,000.00. 


"  Ihe    1  ha- 

bees  much  higher  than  anticipated,  owing  t,,  ■  c bination  of  un 

avoidable  embarnu  menu,  A  numbei  of  important  river  bridges 
over  which  trunk  line-  are  operated  bavi  been  entirely  out  of  serv- 
ice, whil  have  been  damaged  at  frequent  intervals,  causing 
temporary  shifts  of  terminals' on  short  nonce,  much  to  the  inconven 
unci-  ,,f  the  traveling  public  I  In-,  in  the  aggregate,  amounted  to  ■ 
loss  of  thout  ipl  .  patron:  ,<i  thi  road  seeking  other  metb- 
ition,  sometimes  at  great  themselves. 
owing  to  the  uncertainties  of  travel  m  river-bridge  line*, 

c litions,  however,  are  temporary.      New   modern  bridges  are  being 

en   I'd,  river  channel  oh-tructi, ,n-  are  being  removed,  and  the  eti- 
roblem  of  bridge  transportation  promises  shortly  to  he  in  a 
much    better   condition    than   cut    before,    licnefiting   the    public   and 
1  ompany  jointly. 

■  sum-  were  expended  in  permanent  improvements  in  right 
of  way.  rolling  slock  and  power  plant-.  Several  mile-  of  new  track 
have  been  laid,  thousands  of  rail  joints  have  been  cast-welded,  and 
upon  streets  where  city  improvements  have  been  made  we  have 
iced  our  track-,  substituting  a  granite,  asphalt  or  hrick  pave- 
ment in  place  of  cedar  block  or  cobble-stone.  The  improvements 
when  completed  will  lessen  the  cost  of  operation  and  improve  the 
service  to  the  public,  but  at  present  they  eat  heavily  into  the  receipts 
with  no  immediate  financial  return.  Our  rolling-stock  has  been 
maintained  at  a  high  Standard  and  increased  by  a  large  number  of 
new  car-.  Power  houses  are  now  more  efficient  than  heretofore,  and 
contemplated  improvements  will  place  the  operating  department  in 
a  position  to  betti  I   the  traveling  public 

"In  view  of  our  heavy  expenses  for  improvements,  the  early  set- 
tlement  of  the   river-bridge  problem   and   the  general   prosperity  of 
immunity,    the    management    confidently    expect     (barring    un- 
11  contingencies)  that  the  ensuing  fiscal  year  will  show  results 

re  satisfactory  to  the  stockholders  of  this  company." 

treasurer  reported  that  by  applying  $74,000  received  from  the 
-ale  of  unused  real  e-tate  reductions  amounting  to  $3,430  in 
charge-   had   lieen   made   and   that    the   income   from   property    leased 
from  the  company  had  been   increased  by  $5. -Ml.   making  an  annual 
saving  in  the  fixed  charges  of  $v 

I  lie  director-  elected  were:  Jesse  Spalding,  Walter  II.  Wilson, 
James  II.  Eckels,  John  Y.  Clarke.  John  M.  Roach,  John  I.. 
Henry  ti.  Foreman,  Joseph  Downey.  K.  \.  C  Smith.  II.  B.  Hollins, 
W.  F.  llarrity.  Four  changes  were  made  in  the  hoard.  William 
Dickinson.  G.  K.  C.  Billings.  Charles  I..  Hutchinson  and  P.  A.  B. 
Widener  retiring. 

The  directors  met  and  elected  all  of  the  old  officers. 


McGUIRE  SNOW   PLOWS  AND  SWEEPERS 
ABROAD. 


Engineering,  of   London,   thus  describes  the   McGuire  exhibit  at 
the   International    Tramways  and  Light   Railways  Exhibition: 

Vmongst  the  striking  feature-  at  the  stand  of  the  European  Mc- 
Guire Manufacturi  I  Elton  Fold,  Bury,  1s  a  snow-sweeper 
and  plough  built  for  the  Bolton  Corporation,  and  intended  to  keep 
the  electric  tramway  tracks  open  throughout  all  the  winter 
The  machine  1-  motoi  driven,  puking  up  11-  current  from  the  over- 
head trolley  wire.  In  front  il  carries  a  rotary  brush,  which  is  driven 
by  a  pitch  chain  from  an  electro  motor.  'Ibis  chain  drive  enable! 
the  level  of  the  brush  to  be  readily  adjusted  within  a  considerable 
range.  The  "bristles"  of  the  brush  are  of  rattan  cane-.  This  brush 
is  guaranteed  to  remove  snow  from  the  tracks  up  to  18  in.  deep,  and 
it  throws  it  in  the  way  of  a  movable  and  adjustable  plow  plate  se- 
cured to  the  side  of  ihe  car.  When  no',  in  use  this  plow  plate  can 
be  folded  up  Hal  against  the  car.  which  then  occupies  no  more  -pace 
than  an  ordinary  tram  car.  A  specimen  of  the  motor  trucks  sup- 
plied by  the  company  for  the  Great  Northern  and  City  Railway  roll- 
ing stock  i-  al-o  shown  Mi. -i-  trucks  are  largely  built  of  steel 
castings  I  hey  weigh  4  ton-  each,  and  a  pair  will  carry  safely  a 
load  of  80  ton-.  Mention  should  al-o  be  made  of  a  very  compact 
form  of  rheostat,  in  which  the  resistances  are  simple  rectangular 
1  I  ol  carbon,  with  terminal-  fitted  at  different  points  along  their 
length.  For  a  ,t  li,  p.  rheostat  a  single  rod  about  7-in.  long  suf- 
fice-. By  making  connection  to  one  or  other  of  the  several  ter- 
minals mentioned  above,  a  greater  or  lesser  length  of  the  rod  1- 
thrown  into  circuit  and  the  resistance  of  the  latter  correspondingly 
varied. 


Aug.  20,   1902.] 


STREET    RAILWAY    REVIEW. 


493 


THE   LINCOLN   POWER    STATION  OF  THE 
BOSTON   ELEVATED. 


Tin-  Lincoln  Station  of  the  Boston  Elevated  Railway  Co.  differs 
in  many  respects  from  the  various  other  power  plants  of  the 
It  is  the  most  recent  addition  to  Boston'a  numerous  electrical  powei 
plants  and  is  located  on  the  lot  known  tor  many  years  as  1 
Wharf;  this  is  on  the  water  front  of  the  harbor,  and  in  the  heart 
of  the  old  city,  near  the  junction  of  Commercial  St.  and  Atlantic 
Ave.,  where  there  are  excellent  facilities  for  the  docking  of  coal  and 


■:.-.  STATION.  BOSTON  ELEVATED. 

supplies.    The  general  api  ol   the  building   1-  impos- 

imney,  which  is  250  ft.  high,  is  said  to  be  the  tallesl 
•    m  the  city.    The  building   1-   divided   into  two  longitudinal 
oiler  room  and  all  apparatus  pertaining  thereto  be- 
ing in  one  section  and  thi  generators  and  condensing  sys- 

111   the  other.      I  he   engine   room   i-    served   DJ    at  Line 

icity.    The  walls  of  this  room  are   faced  with  white 

1. 1   I. nek.  adding  much   to  it-  general  appearance  and   ilhmuii.i 

tains   three  units,  aggregating  ab 
00  h.  p.    While  -  omplete  in  itself,  ample  ground  area 

been  provided  for  thi  1  of  the  building  and  plant  on 

harmonious  lini  foui   additional   units,  thtu   pel 

milting  an  ultimate  equipment  of  aboul  30,000  h.  p. 

I  he  boiler  installation  .      h   p.  and  foui    |gc 

..u   equipmenl    of    Rone)    mechanical 
the  large  power  house-  in  New 
y,,,'.  installed  by  Weslinghouse,  Church,  Ken  8  ' 

omalically  unloaded  from  tored  in  a 

lirg,  with  a  further  storage  bin  of 

or   a   total 
I,   |  oal   and   ash   conveying   jystem 

win.  h   conduct 

n  from  thi  bin 

in  the  boiler  house,  and.  in  addition,  trai  cated  i      1  ither 

tutomalically  loaded  to  oal  to 

1    the   thirty   or    more 
The   phi" 
:■•  d  with  Green  economi 

.gnu    installation 
ttpoond  mi  with  the  generators  and  fly 

Hl>.  1  n  the  high  pressure  and  low 

ed  Hi 

A    third    unit    win.  ! 

ompoimd  ■  1,500  h,  p.,  de 

i..|    limit    I..  Btllcd 

.',     ■  ■  ■.■; . .    ■    '  .    :  gn  1 


the  one  recently  furnished  for  the  Charlestown  Power  Station  and 
is  direct  connected  to  a  Westinghouse  direct-current   generator  of 

2,700-kw.  capacity  of  the  same  make  and  similar  to  one  of  the  two 
machines  mentioned.  The  engine,  however,  differs  considerably  in 
design  and  construction  from  the  two  engines  first  installed.  The 
high-pressure  cylinder  is  luted  with  poppet  valves  for  use  with  su- 
perheated steam,  which  is  supplied  by  superheaters  built  by  the 
Babcock  &   \\  ilcox   Co. 

Steam  is  conveyed  from  both  sid.s  of  the  boiler  room  by  8-in. 
mains  to  .1  mi",  drum,  from  which  it  is  conducted  by  [2-in.  risi 
to  receiver  separators  and  thence  to  the  engines.  All  the  live  steam 
drips  from  the  steam  drums,  separators  and  reheating  receivers  are 
carried  hack  to  the  boilers  by  the  steam- loop  and  Holly  gravity  re- 
turn  system. 

Ingersoll- Sergeant  air  compress,,,-,  each  driven  by  a  50-h.  p. 
Westinghouse  500-volt  motor,  supply  compressed  air  for  the  block 
signal  and  switching  system,  used  by  this  road.  Early  in  the  con 
ception  of  the  scheme  of  running  trains  at  high  speed  under  the 
rather  complex  conditions  here  existing,  the  engineers  of  the  Boston 
Elevated  Railway  Co.  realized  that  a  block  system  was  necessary 
as  a  safeguard  against  accident,  and  the  Westinghouse  electro 
pneumatic  interlocking  system,  made  by  the  Union  Switch  &  Signal 
Co.,  of  Swissvale,   Pa.,  was  chosen. 

The  elevated  road  includes  some  14  miles  of  trackage.  The 
switches  and  signals  are  controlled  from  four  switch  towers  and  the 
automatic  Mock  signals  are  located  at  distances  of  about  800  ft. 
apart.  Each  tower  is  supplied  with  indicators  showing  the  approach 
of  trains.  The  towers  at  the  junctions  of  the  Atlantic  circuit  and 
main  line  control  sonic  1,200  elevated  trains  daily.  The  largest 
town  1  located  at  the  Sullivan  Sq.  terminal,  where  some  500  elevat- 
ed trams  and  7<>o  surface  cars  pass  in  and  out  daily,  involving  6,000 
switch  and  signal  movements.  A  force  of  only  two  men  on  duty  is 
1. quired  to  operate  the  switchboard  mechanism  consisting  of  35 
pneumatic  levers.  The  terminals  are  also  supplied  with  iamp  in 
dicators  showing  the  relative  location  of  approaching  trains.     While 


j.-i.oK.  w     WESTINGHOUSE  ON  IT. 

ovementa  at  Sullivan  Sq.  an-  noi    mplicated  as  those 

.,1   the  Boston  South  Tet lal   Railway  Station,  thi    Elevated  

pany  1,.,    i.      tracl    loom    11  11    di  po  al  and  handli     a  nun  h  largi  1 
numb  Fot   a  given  numl 1  tracl 


1 1,.-  Metropolitan  Streel  Railv  ty  Co.,  of  ] 

m  '•'  .ii  1  iplini .  mal  me  thi    cl ii     iv  trdi  d  li 

on  ii 11      1  hi  ■  ompanj  h  1    bi  gun  work  1  ni  *  1 

ihi    1 ■    line  tot 

.  I. .  ti 


4«»4 


STREET    RAILWAY    REVIEW 


(Vol   XII.   No.  a 


PERSONAL. 

MR    W.    S     1 1 1   I  I  ippoinlcd   gi  m  i  -•  1   tnai 

Richmond   P  Richmond 


MR     '.I  I  »RGE     f     M  <  l  I  LOCH,     pn  udcnl     ol     the     ; 

Indiana,  l<  ft    New    S'< >i k  on   Augii-i    I3lh 
ded  trip  in 


W.  1'.  BAY  STEWART. 


HON.  W.   I'.  BAY  Sil-U  \KI    was  born  in  Chanceford    Town- 
ship, York  < lounlj  olch  Irish  • 
tion,  1» i  —  father  being   I  homai  K   Stewart  and  his  mother  a  daughter 
ol  Judge    Mi. 'in.!-   Bay,  ol  Cooptown,   Mil.      He  attended  the  dis- 
chool  in  In*  neighborhood  mini  he  reached  the  age  ..i  17,  when 
he  learned  il»  trade  ..1  blacksmith,  at  which  he  worked  for 
time.     Mi   was  compelled,  on  accounl  of  In-  health,  t"  abandon  his 
trade,  and  he  then  attended  Pleasant  Grove    Icademy,  ami  later  the 
York  Count)   Academy,  where  he  afterwards  taught. 
IK-  next   began  tin-  studj   "t   law   with  Col.   Levi   Maish,  then  a 

membei  of  Congress,  ami  was  ad- 
mitted I"  llu-  liar  in  1X7,5.  lit 
formed  a  partnership  with  John 
Blackford,  then  district  attorney, 
who  shortly  afterwards  died,  ami 
In-  next  became  head  of  a  (inn  in- 
cluding II.  C.  Niles  and  George  I-'.. 
Neff,  which  n  met  with  nota- 
ble success.  In  1805  In-  was  elect- 
ed judge,  ami  lias  made  an  envia- 
ble reputation  a-  a  cap 
Judge  Stewart  has  been  extremely 
active  in  business  enterprises  aside 
from  his  legal  work.  I le  bi 
■■in-  nl'  llu   tirni  11  Kurt/ 

i'  r..  which  1-  one 
of  Hi.  in..-!  prosperous  in  the 
f  Y..rk  and  emplo)  -  several 
hundred  men.  He  reorganized  ami  became  president  of  the  York 
(anl  &  Paper  Co.,  established  the  Y..rk  Knitting  Mill,  ami 
i/i-.l  ami  Imili  tin-  Y..rk  Match  Factory,  all  of  which  |ir..\c.l  suc- 
cessful. IK-  organized,  built  ami  largelj  owns  tin-  Norway  Iron  A 
Steel  Co.,  ami  was  chiefly  instrumental  in  organizing  the  present 
Y..rk  1  iction  Co.,  which  1-  a  consolidation  of  all  the  street 

railway-  in  York  and  York  County,  ami  the  electric  light 
heating  companies.  Hi-  was  the  organizer  of  the  Security  l  1 1 1  < 
X:  Trust  ('....  a  banking  institution  ..t'  winch  he  was  president  until 
obliged  to  resign  by  reason  ..1  going  on  the  bench.  He  also  organ- 
ized ami  1-  the  vice-president  of  the  Standard  Plaster  Co.,  located 
at  Buffalo,  New  Y..rk. 

Mi-  most  recent  enterprise  1-  the  development  ..f  the  falls  m  the 
Susquehanna  River  near  York  Haven,  ami  for  this  purpose  he 
organized  the  York  Haven  Water  ft  Power  Co.,  which  will  furnish 
electric  current  to  all  llu-  important  towns,  street  railway-  and 
irn-  light  companies  in  the  counties  of  York,  Lancaster,  Dauphin 
ami  Cumberland  Within  the  mar  future  the  lines  of  the  York 
Count)  Traction  Co.  will  be  extended  from  York  to  York  Haven, 
and  thence  t"  Goldsboro,  from  York  t..  Wrightsville,  a  distai 
eleven  miles,  and  from  York  1.,  Hanover,  where  it  1-  possible  a 
junction  will  In-  formed  with  tin-  McSherryt  Ry.       This 

company   ha-  already   extended   it-  line  a-   fat    -..nth  a-   Windsor- 
ville,  a  distance  of  14  miles,  ami  northwest  a-  fa-  The 

latter  line  will  he  extended  on  through   in   Dillsburg.       llu-  entire 
1   from  the  plant   of  the   York    Haven   Water 
upon  it-  compli 


MR    C.    S.    DRUMMOND,    manager    of    tin-    London    (Eng.) 
Transit   Co.,  ha-  been  elected  pn  he   Manhattan    Iran-it 

n. I  hit   London  for  New   York.  August  2d. 


MR.  II.  A.  FISHER  ha-  resigned  a-  general  manager  of  the 
Columbus,  London  &  Springfield  Rail.  1  ilumbus. 
Grove  uthwestern  Raih  ome  general  man- 
ager of  the  Columbus  Railroad  Co., 

which    ha-    a    line    under    con-tin.-  en    the    cities    11.11 
the  title  with  a  branch   from   Pi 


MR.      M.  inlemleilt     of     the 


MR    VLONZO    I     WA1  rintendcnl   of  the    Michigan 

ntly  underwi  nt   an  op 

.My   ill.  hut    1-  now    rapidly 


MR    1:.  S.  BARNARD  ha-  resigned  For  Uie 

ami    1-    now  vice-president    anil 

iv  of  the  Standard  Vitrified  Conduit  <'••..  with  general  offices 

at    !o  t'ortlamlt    St..    N'.-w    York. 


MR    W.    V    LARAB  Glouccsttr,   Ma--.,   formerly   super- 

intendent of  the  Gloucester,   Essex  ft   Beverly  Street   Ry..  1. 
appointi  itendent  of  the  Gloucester  division  of  the   Boston 


ft  Northern  Street   Railwa 


MR    ANDREW  WILKES  ha-  been  appointed  chief  engineer  of 
tin-  Rothesay  Tramways  Co.,  Rothi  icotland;    Mr. 

Wilkes    was    formerly    with    the    Dudley,    Stourbridge    &    District 
Electric   Tract  ion  Co.,  at  Staffordshire. 


MR.    W.    PORTER    BRAWLEY    ha-   been  appointed   traveling 

purcha                                     ■  land,  <  incinnal  ft  Si.  Louis 

Railway  Co.,  with  headquarti  enn.     Mr.  Braw- 
ley  succeeds  Mr.  W.  A.  Miller,  transferred. 


MR.  C  W.  GEARHART  on  recently  retiring  from  the  super- 
intendenc)    of  tin    bridge  division  of  the    Brooklyn   Rapid 

-I  by  the  men  with   n  of  regret,   framed 

in  gold.      Mi.  <..-. irh. nt  will  In-  succeeded  by  Mr.   I '..  F.  Reeves. 


MR    S.    P.    COWARD1N    has    been    appointed    chief    engineer    of 

construction  in  ch  tracks  "i  the  Richmond  (Va.)   Pa-en 

1'ower  Co.  Yi                    II.   Whitfield  ha-  been  appointed 

superintendent    of  the    company's    -hop-.    In    charge    of    the    maiii- 

■     of   cars. 


MR.    I-'..    T.    SELIG,   formerly   superintendent   of   ih, 
1  Kan.  1    Electric   Railway  x    i  Keen  elected   secretary 

anil   manager  of  the   Mount    Yi  num    1  (  ).  I    Electric   Light   &    Railway 

succeed  \ii  C  E  Johnson,  who  has  resigned  on  account 
of  ill  health.  Mr.  Selig  assumed  his  new  duties  at  Mount  Vernon, 
August   1st. 


MR  J.  W.  PERRY,  who  was  for  14  year-  with  the  Philadelphia 

1  the  II.  W.  John-  Co..  and  recently  the  II    W.  John 
villi    1  ....  has  iu-t  returned  from  a  two  months'  tri  pe.     In 

the  future  Mr.  Perry  will  be  found  at   too  v  New   York. 

as  the  manager  of  the  railway  department   of  the   II.   W.   Johns- 

Manvillc    ' 


MR      II.    A.    NICHOLL,    heretofore    assistant    manager.    w 
Jul)  z8th  elei  ol  the  Ithaca  Street  Railwi 

the  Brush-Swan  Electi  ■-..  and  the  Cayuga  Lake  Electric 

Railway  Co..  of  Ithaca.  N.  Y..  succeeding  Mr  !•'.  G.  Wyckoff,  who 
will  hereafter  serve  as  president  of  these  companies,  Mr.  Wyckoff 
having  formerly  acted  as  general  manager  also. 


MR.  W.   1'..   BROCKWAY,  auditor  of  the   New   Orleans  8 
rollton  Raili      I  1  esigned  that  position  on  the  occasion  of  the 

reorganization   of   the   company   and    will   go   to    New    York    with 
Mr.  J.   K.   .Newman,  lately  pi  the  New    Orleans  ft  Carroll- 

ion  company,  who  n..w   represents  Isidore  Newman  &  Co.  in  New 
York.       Mr.   Brock  way  will  be  rail  ountanl  in  the  office  of 

Newman  8 


MR  WALTON  H.  HOLMES,  formerly  president  of  the  Met- 
ropolitan Street  Railv  ity,  who  1-  at  present 
in  Europe,  has  cabled  his  acceptance  of  the  presidency  of  a  new 
tru-t  company  in  course  of  organization  in  Kansas  City,  which. 
according  ti  rust  Co 
The   organization   committee  of   the   new   company   includes   C    F. 


x,  igoj.] 


STREET    RAILWAY    REVIEW. 


495 


Holmes   as   chairman,   who   was    formerly   genera]    manager   of   the 

Metropolitan  Street   Railway  Co. 


OBITUARY. 


MR.  F.  F.  RODLER.  who  was  formerly  master  mechanic  of  the 

North  Jersey  Street  Rv..  Newark.  N.  I.,  has  been  appointed  master 
mechanic  of  the  United  Railroads  of  San  Francisco,  and  took 
charge  of  the  rolling  siock  and  shops  earlj  in    lugust.     Mr.  Bodler 

has  denoted  a  great  deal  of  attention  to  developing  the  piece  work 
system  for  street  railway  shops  and  has  been  very  successful  in 
this  work.  In  our  issue  for  April.  1003,  page  238,  we  published 
a  list  of  Mr.  Bodler"s  piece  work  prices. 


MR.  J.   P.   POTTER,  formerly   superintendent   of  the   western 

division  of  the  Oakland  (Gil.)  Transit  Co.,  has  been  appointed 
superintendent  of  the  entire  system  at  Oakland;  Mr.  A.  II.  Smith. 
formerly  superintendent  of  construction,  will  be  assistant  superin- 
tendent of  all  the  Oakland  lines;  Mr.  E.  E.  Thornton,  formerly 
inspector  of  the  Alameda  division,  will  be  superintendent  of  the 
Haywards  division,  and  Mr.  C.  O.  Piper,  formerly  inspector  of  the 
Telegraph  Ave.  division  of  the  system,  will  be  superintendent  of 
that  division. 


SENATOR  HANNA.  president,  and  G.  G.  MULHERN.  gen- 
eral superintendent  of  the  Cleveland  City  Railway  Co..  were  both 
presented  with  gold  headed  canes  by  the  employes  of  the  company. 
August  4th,  as  an  expression  of  the  tatter's  appreciation  of  a  recent 
advance  in  wages,  and  other  benefits.  The  appearance  of  Messrs. 
Manila  and  Mulhern  in  the  employes'  ball,  where  the  presentation 
meeting  was  held,  was  greeted  with  resounding  cheers  and  the 
informal  ceremonies  which  followed  were  exceptionally  demonstra- 
tive of  g'X>d  will.  Both  the  recipients  of  the  gifts  replied  with 
speeches. 


THE  NEW  ORLEANS  RAILWAYS  CO.  on  July  17th  assumed 
charge  of  the  properties  of  the  New  Orleans  &  Carrollton  Railroad, 
Light  &  Power  Co.,  and  announced  the  following  general  officers 
and  department  heads:  President.  II.  II.  Pearson,  Jr.;  vice-presi- 
dents, Charles  11.  Ledlic  and  Joseph  H.  DeGrange;  general  man 
ager  railway  department,  Capt.  John  G.  Woods;  general  manager 
gas  department,  Bankson  Taylor;  chief  engineer  and  electrical 
department.  Alexander  Black;  superintendent  power  houses,  E. 
B.  McKinney;  auditor  City  &  Orleans  railways,  II.  A.  Ferrandou; 
master  mechanic.  E.  J.  Morris;  purchasing  agent,  John  K.  Me 
Givney;    claim  agent.   W.    M.   Renatid. 


MR.  P.  A.  HOC  TELLE  has  been  appointed  superintendent  "i 
the  Hudson  Valley  Railway  Co.,  Glen-  Falls,  N.  Y..  assuming 
charge  of  the  operating  department  August  1st.  Mr.  Boutelli  ha 
had  extensive  experience  in  connection  with  the  operation  of  Steam 
railways,  having  been  for  20  years  train  dispatcher  and  1  hief  train 
dispatcher   for   the   Delaware  &    Hudson   Co.,   at     VIbany,   and    for 

ir-  tram  master  of  ih'    Boston,   Hoosac  Tunnel  &   V. 
R    R.      In  connection  with  Mr.  Boutelle's  assumption  of  1  in   supei 
intendency  of  the  Hudson  Valley  Railway  Co.  the  latter  will  create 
the  office  of  trainmaster  or  chief  dispatcher  and  the  standard  steam 
railway  rule-   will   be  adopted   without  deviation. 


CHICAGO  OFFICE  FOR   MAYER  &   ENGLUND. 


Mayer  &  Bnglund  Co.,  of  Philadelphia,  ha    decided  to  1  tab 
lish  an  office  in  Chicago  from  winch  11  ran  more  conveniently  handle 

Irn  railway  lupply  businesi  in  western  territory,  Mr,  J.  M. 
Gallagher,  formerly  of  Boston,  will  represent  the  company  with 
headquarters  at  No.  1101  i  Merchant!  Loan  A   I  mi  Building. 


I  be  Union   fraction  Co.  of  Indiana  propom     to  Iran  mil  elect  ri. 

current  from  ii-  |>ower  point  '<•  milt    di  tanl  .it  •■ 

of     (J  

The  Railwa)    Companj  General,  of  Philadelphia,  which  own    thi 
•  n  Baltli  Creel  and  Kalamazoo,  Mich.,  mas  effect 
a    traffi'     agreement    with    the    Hawk     Vngu       indicate    whererr 
through  can  from  Detfofl  will  be  run  to  Kalamazoo  via  the  D 

'1  iV  Ann  ArU.r  Ry.     A  report  h.i    been  circulated  to  lb. 

havi   opened  negotiation    to 
a,, purr  id.  lamazoo  line  from  th< 

pan)  1.1  n.r.il. 


MR.  I. I'CIIS  CLARK,  who  was  formerlj  identified  with  Mr. 
Yerkes  in  building  elevated  ami  surface  railway-  in  Chicago, 
recently  committed  suicide  at  his  home  in  Chicago.  Mr.  Clark  was 
40  year-  old,  and  a  native  of  Maisaillcs,  111.  lie  had  within  the  lasi 
lew  years  lost  the  greater  nan  of  a  considerable  fortune  through 
disastrous  mining  operations  in  the  west. 


MU.  JOHN    R.  LATTIN,  superintendent  of  construction  of  the 
Wabash  River  Traction  Co.,  died  in  Logansport,  Ind.,  August  ;th. 

of  heart  failure.     Mr.  Lallin's  home  was  in  Stratford,  Conn.,  and  he 
represented  the  Hlakcslcy   syndicate  of  New   Haven,  in  the  construe 
lion  of  railways  in   New    England  and    Indiana.         The  canst-  of  the 
sudden  attack  from  which  he  died  is  believed  to  have  been  a  message 
containing  bad  news  which  reached  him   while  he  was  at  dinner. 


MR.  FREDERICK  K.  KOCNDS.  formerlj  general  superintendent 
of  the  Metropolitan  Street  Railway  Co..  of  New  York  City,  died 
recently  at  Hoboken  from  a  pistol  wound  which,  there  srenis 
reason  to  believe,  was  self-inflicted.  Mr.  Rounds  was  38  years  old, 
and  his  career  in  the  street  railway  world  had  been  one  of  unusual 
promise.  His  early  life  was  spent  at  Watertown,  N.  Y..  where  he 
worked  as  a  clerk  for  a  local  contractor.  Fifteen  years  ago  he 
removed  to  New  York  City  to  assume  charge  of  the  West  Side 
branch  of  the  Railroad  Y.  M.  C.  A.  in  which  position  he  continued 
until  1890  when  ill  health  caused  bis  resignation.  Subsequently  he 
became  secretary  to  the  president  of  the  Broadway  &  Seventh  Ave. 
Railway  Co.,  and,  after  Mr.  Vreeland's  accession  to  the  presidency, 
and  the  consolidation  of  the  New  York  roads,  kept  his  position  as 
president's  secretary.  He  was  for  a  time  general  manager  of  the 
Third  Avenue  R.  R.  In  [898  Mr.  Rounds  was  appointed  general 
superintendent  of  all  the  Metropolitan  lines,  a  position  which  car- 
ried with  it  much  responsibility.  Since  severing  his  connection 
with  the  Metropolitan  in  July,  [000,  Mr.  Rounds  had  been  a  sales 
man  for  the  Stcrling-Mcakcr  Co.  Mr.  Rounds  was  a  man  of 
attractivi  personality  and  possessed  many  friends  1  >y  whom  the 
circumstances  of  his  untimely  death  are  deeply  deplored. 


NEW   PUBLICATIONS. 


TIM-:  ARMOUR   INSTITUTE  oh'  TECHNOLOGY   has  pub 
lished    Us  annual   year  book    for  the  year    [902-1903,    which   gives  a 

description  of  the  various  courses  of  this  institution.  I  he  engineer 
nig  courses  are  its  prominent  feature  and  are  very  complete,  In 
addition    to   the   theoretical    and    class-r 11    instruction    they    include 

visits  ..I    inspection  to  a  number  of  prominent   engineering   works 

in  the  vicinity  of  Chicago. 


PROCEEDINGS  of  the  ["hird  Annual  Convention  of  ["he  \men 
can  Railway  Engineering  and  Maintenance  ..t  Way  Association,  .it 
Chicago.    March    [8-20,    1002,   has  just    been   published.       I  In-    volume 

contains  nearly  500  pages  of  papers,  reports  anil   discussions, 

her  of  which  were  abstracted  in  the  columns  of  tin-  "Review."      Most 

of  the  irn in.    reports  contain  data    which  are   valuable   to  electric 

railway   as  well   a-     I.  .1111    railroad   engineers. 


MAM   11     in     CHAFFEUR  MECANICIEN  el  du   Propi 

d'Appariela  a   Vapeur.      By   Henri  Mathieu,   Principal  Controller  of 

Mine-.  Steam   inspector  "i  the   Seine,    Professor  in  the   Federal 

rali    di     Mecanicicn    1  hauffeurs  Elcctriciens,  etc.      Second  cdi 

lion.  Published  by  Librairie  Polytechnique,  Charli  Beranger, 
editor.  15  Km  .|.  Sainl  Peri  Pari  Octavo,  poo  pages,  pro 
in  elj    illu  nit'  •!       i'i  H   .  (5.00   1  25   francs  >. 


PRODUCT  ION  II    DIS'I  RIBU  I  K  IN  in-:  L'ENERGIE   P<  H  R 

l.\   I  R At   I  ION  ELECT  RI<  >i  t      Bj   Henrj   Martin,  Engit 1 

\n     and    Manufactun  Publi  Ind    by    I  ibrairie    Polytccl [uc, 

Berangei    editoi .  1 5  Rue  di        him    Peres,  Pari       <  ictavo, 

750   page,,    with   K70   illu  n. 11     in    iin     1,    1        Price,    $j.oo    I  1 

1. 

lb"  1     ■•■■  ho  an   1. bo   h  H  ii  I'  1 '  in  li  bool     on  teel tl    ubjeel 

fail   to   hi 'i   impn    ed    with   thi    tl gl with 

whii  h  tin  authot    do  then  worl    ind  thi  painatakin to  includ- 

exampl  1    ign     and   1    Ii  1  n   pi  ai  I  ii  1 


4% 


STREET    RAILWAY    REVTEW. 


[Vat  Ml.  No.  8. 


onscqucncc  of  this  policy,  tin    I  hkI i -t>  reader  can  ofti 
collected  in  tin-  French  books  data  on  current   practice  that  in  his 
own  language  are  onl)   i"  I"    found  aifl  tended 

search   in   the   technical    periodicals.       Ilu    two   books    here   men- 
tioned are  -inking  examples  "i  thil  class  of  works. 

Mi,-  Manuel  ol  the  Chauffeur  Mecanicien   (which  we  may  trans 
late  "Fireman  and  Engineer")   is  a  treatise  on  boilers  and  engines, 
to  which  are  added   chapters  on   the  legislation  apropos  of  these 
subjects,  and  an  appendix  in  which  Bre  collated  the  law!   and  «!• 
team  apparatus  which  are  now  in  force  in  Prance 
mti  ii         Pari    I   treats  of  boih  i  -  and  com 
divided  int< >  35  chapti 
■re  general  ons  a-,  n>  heat,  water  and  fuel,  the  dil 

motive  and  auto- 
mobile),  reheaters,   auxiliary    apparatus,   pui  iparatus,    fur 

chimneys,  boilei  tests,  and  a  chaptei  on  explosions,  Pari  II 
comprises  20  chapters  on  steam  engines,  including  -team  turbines. 
The  liistoric.il  anil  other  introductory  chapters  arc  brief,  more  at- 
tention  being  given  to  the  design  and  operation  of  modern  engines, 
and  the  necessary  accessory  apparatus. 

The  work  of  M.  Martin  on  the  "Production  and  Distribution  of 
Energy  for  Electric  Traction"  i-  a  sequel,  so  to  speak,  to  the  two- 
volume  treatise  on  "Electric  ["Taction"  by  ludre  Blondel  and  F. 
Paul-Dubois,  which  was  published  in  iKuK  (  Baudn  .1  Cie,  the  pre- 
decessors of  Beranger),  and  which  we  consider  to  be  the  most  com 
plete  and  modern  manual  on  this  subject  thai  has  yet  been  issued. 
M.  Martin  deals  only  with  the  electric  railway  power  station  and 
the  transmission  system,  but  covers  all  forms  of  electric  traction 
Part  1  i-  on  the  production  of  current  anil  include-  boilers,  -team 
engines,  gas  engine-,  water  power  plants,  direct  and  alternating 
current  generator.-,  storage  batteries,  sub  Stations  and  their  special 
apparatu  tsts  of  operating.      Part   II   covers  the  design  and 

construction  of  feeder  line-.  Pari  III  deal-  witls  overhead  trolley 
going  into  detail-  of  line  material-  and  illustrating  the  different 
types.  Part  IV  similarly  covers  the  third-rail  and  sub-surface  con- 
duit systems  and  surface  contact  systems.  Part  \  1-  on  the  return 
of  current  to  the  power  house.  Part  VI  i-  a  collection  of  State  and 
municipal  regulations  affecting  the  distribution  of  electric  energy  for 
traction  purposes.  Naturally,  in  view  of  the  high  development  of 
electric  traction  in  America,  there  is  much  space  given  to  American 
practice,  and  tlte  work  i-  in  every  re-pect  up-to-date 


TERMINAL  COMPANY   AT  INDIANAPOLIS. 


MESSRS.  11.  VLABASTER,  GATEHOUSE  &  CO.,  of  No.  i 
Ludgate  Hill,  London,  have  issued  their  announcement  of  the  [903 
edition  of  "The  Universal  Electrical  Directory"  and  request  that 
all  companies  and  firms  connected  with  the  electrical  industry  send 
the  necessary  information,  name,  address  and  business,  at  the 
earliest  date  possible.  All  persons  and  firms  are  entitled  to  one 
entry  in  the  alphabetical  section  and  to  one  entry  in  the  da 
section  free.  Display  announcements  and  advertising,  oi  addi 
tional  entries  may  be  arranged  for  on  .in  advertising  basis. 


A   NEW   PARK   AT  SPRINGFIELD,   O. 


The  Springfield   (O.)   Railway  Co.  has  recently  acquired  Spring 

1, rove  p.irk.  a  thickly  wooded  tract  ..n  n-  suburban  lines  just  out  of 
Springfield,  and  i-  effecting  various  improvements  which  it  1-  ex 
will  make  thi-  resort  one  of  the  most  popular  of  it-  size  in 
the  country.  \  handsome  and  commodious  theater  has  been  com- 
pleted, it  being  the  intention  oi  the  company  to  provide  firsl  class 
theatrical  attractii  the  summer  season.     The  building  is 

85x107    ft.,    with    a    stage    32x35    ft-     The    material    used    throughout 
i-   white  maple   finished   in  oil.      Regular  opera  chair-  are   pro 
with    .1  ting    capacity    of    1,200,    ami    a    full    quota    of    -tage 

sufficient   for  a   fairly  elaborate  production, 
rhted  ndeso  nl  ami  four  arc  lamps,  and 

lUStics.     I  »thcr   attraction-    at 
tcl     tfter  a   similar  plan  to  that  of  Madison 
1  huge  and  very  elaborate  merry 
■  I.  comprising  m  which  have  recently  been  erected. 

A    running    stream   through   the   grounds   and   an   abundant    spring 
furnish  fresh  watt  round  and  supply  tin  means  for  a  num- 

ber of  artificial  pond-  which  will  I.,-  constructed  next  season.    Rustic 
tnd  promenades  hav«  led  and  the  park  1-  enclosed 

by  a  handsome  iron  fi 


I  he   Indianapolis    I  taction  \    renninal  1'".   was  organited 

in     \11gu-l    lor   the   purpo-e   ol    hull, ling   a    -y-tcin   of   track-   and   pas 

-enger  and  freight  terminals  oi   stations  to  l„-  used  by  the  1 

the  following  eight  interurban  companies  whose  lin  itpleted 

or  shortly  t"  be  c pi 

Union  Traction  Company  of  Indiana. 

Indianapolis  Northern    1  1 

Indianapolis,  Lebanon  &   Frankfort   Railroai 

Indianapolis  A   Martinsi  ile  Raj 

Indianapolis  8 

Indianapoli  1  n  Railwaj 

Indianapolis,  Greenwood  &  Franklin  Railroai 

Indianapolis,  Shelbyville  X   Southeastern    fraction  I 

The   Indian  8     I  erminal    Co.   is    1  ntirelj    separate 

and  distinct  from  the  Indianapolis  Street  Railway  Co.  and  it- 
are  a-  follow         !        dent,  W.  Kesley  Schoepf,  of  Cincinnal 
v  1. 1  president,  Hugh  J.   McGowan,  Indianapolis;  second  via 
dent.  Jam.-   \I    In.-.   Indianapolis;  secretary,  John  1 1.  Thompson, 
Indianapolis;    treasurer,    Clarence    Winter.    Indianapoli-.     Tic 
piny  i-  capitalized  at  $500,000. 

Each  of  the  interurban  companies  mentioned  ha-  applied  for  a 
franchise  from  the  city  of  Indianapolis,  granting  permission  to  use 
tlu-  track-  of  the  Indianapolis  Street   Railway  Co.,  and  also  of  the 

Indianapolis   I  1 n  8    fermmal  Co.  in  reaching  tin-  business  heart 

of  the  city,  and  further  granting  the  use  of  the  terminal-  or  stations 
to  he  provided  by  the  Traction  &  Terminal  company.  Each  inter- 
urban  company  ha-  a  private  agreement  with  the  Indianapolis  Street 
Railway  Co.  and  with  the  Indianapoli-  Traction  &  Terminal  Com 
pany.  relating  to  the  01111-  ..11  which  use  of  track-  and  other  prop 
mpanies  may  he  had. 

The  proposed  bell  line  about  the  city,  if  built  at  all.  will  1«  built 
1 1  -.  the  Indianapolis  Traction  &  Terminal  I  o.  ["he  object  of  the 
bell  line  will  be  partly  for  the  business  it  will  create  and  parti)  to 
afford  facilities  for  trolley  panic-  and  long  rides  to  both  visitors 
and   residents. 

Winn   the    Indianapolis   Traction    6i    Terminal   Co.   asked    for   a 
franchise  to  build  certain  track-  and  stations,  as  already  mentioned, 
-.    authorities  stated  th  own  lines  are  needed  in  the 

north  and  south  pan-  of  the  city  and  insisted  upon  these  being  built 
ion  of  granting  the  franchise.  The  Traction  &  Terminal 
iy  has  agreed  to  build  the  lin  01  extensions,  and.  with 
the  permission  "f  the  Indianapolis  Street  Railway  Co..  to  connect 
them  with  the  existing  tracks  of  the  latter  company  so  as  to  pro- 
vide -1  reel  car  facilities  for  portions  of  the  city  that  are  now  in  a 
sense  without  such  facilities. 

It  1-  quite  apparent  that  the  undertaking  of  the  Traction  &•  'Ter- 
minal company  i-  one  of  great  magnitude.  "The  passenger  station  to 
he  provided  for  interurban  patron-  will  alone,  it  i-  estimated,  cost 
(building  and  ground)   something  over  a  million  1 

new  uack-  and  special  work  to  he  put  down  by  tin-  company  will 
require  considerably  more  than  another  million,  and  the  gt 
of  all  the  franchises  referred  to  means  that  within  the  next  five 
yeai-  ai  least  three  millions  of  dollars  will  In-  expended  in  im- 
nents  i"  tin  street  railway  system  of  Indianapolis.  When 
iln-.  improvements,  or  rather  additions,  have  been  completed,  In- 
dianapolis will  have  a  mosl  complete  and  comprehensive  -tree!  rail  - 
way    System,  and  there  will  he  scarcely  a  neighborhood   in  the  entire 

ivered  bj   tin    citj    thai   will  not  he  readily  accessible  i" 

-Heel     I 

Other  interurban  companies  than  those  named  are  being  talked 
of  and  will  doubtless  became  realities,  hut  it  i-  believed  that  all 
those  mentioned  will  be  in  operation  within  the  next  twelve  months. 
The  new  one-  will  have  to  ask  and  obtain  separate  franchises,  which 
will  doubtless  be  of  similar  tenor  to  those  jusl  requested. 


Mr.  EConradin  Zschokke,  an  eminent  engineer  of  Aarau,  Switzer 
land,  i-  reported  to  ;*■  the  principal  promoter  of  much  pr  posed 
railway  construction  in  that  country.  These  roads  will  he 
built  by  the  authorities  of  the  town-hip-  through  which  the  routes 
■  ml  a  committee  appointed  ,by  such  authorities  will  award 
contracts  for  the  actual  construction  of  the  system  and  its  equip- 
ment. Mr.  Zschokke  will,  it  i-  stated,  acknowledge  all  communi- 
cations addressed  to  him  at  Aarau. 


All-    20,    1002.  ] 


STREET    RAILWAY    REVIEW. 


4l)7 


NEW   RAILWAY  JACK. 


The  iack  shown  in  the  accompanying  illustration  is  being  placed 
•  •II  the  market  by  the  Railway  &  Electric  Supply  Co.,  No.  lis  Broad 
.  «  York,  and  is  something  entirely  new  in  the  jack  line.  The 
illustration  shows  a  No.  m  jack  with  an  attachment  for  lifting  rails 
..r  axles  which  gives  three  therein  heights,  and  will  lift  10  tons 
25  inches.  It  lias  ball  bearings,  with  double  ratchet  made  of  steel 
ami   malleable  iron,  and   has   Imth   a   pawl   and   a   reversible   ratchet 


BALL  HEARING    RAILWAY  JACK. 

for  adjustment,  and  a  swinging  lever  instead  of  a  lifting  lever  as  on 
•  of  the  more  common  designs. 
The   business   of    II.    W.    Shaw   &   Co.,   of    New    York,   is   now 
merged  into  thai  of  the  Railway  &  Electric  Supply  Co.,  which  has 
,.t   No.  iij  Broadway,  New  York.     The  new  company  is  a 
and    manufacturer    of    electric    anil    steam    railway    material, 
and  will  continue  all  the  former  business  of  the  Shaw  Co.,  with  the 
on  of  tin-  Shaw  lightning  arresters,  which  will  he  manufac 
tured  and  sold  by  the  Universal   Electrii    <  '<>   at  the  same  address. 
The  railway  &  Electric  Supply  Co.  will  also  act  as  -etlm^  agents  for 
the  railway  department  of  the   Bray   Manufacturing  Co.,  manufac 
■  UK  lifting  jack-. 

•  ■  > 

ACCIDENTS  OF  THE   MONTH. 


A    t'  Hi. i. ,n    .in    the    Rochester    &    Irondequoil     R.    R. 

d  at  Ririe  Range,  live  miles  from  Rochester,  X.  Y..  at  to 
p.  in..  July  27th,  causing  injuries  to  -even  passengers,  A  party 
of   'lit'  had    placed    obstructions    on    the    track    in 

order  to  make   -ui.    of   stopping   the   cai       I  he   motorman   ol   cat 
ibstructions  in  tine-  to  avoid  running  into  them, 
and     while  I  d   in  clearing  the  track  a  i 

■iK  from  li  In  .1  into  tl  '  huh    of    \ 

I  wo  lor  trams  on   ihe    Fifth   A  of  the 

Brooklyn  Rapid    I  collided  al   10  a.  m.,  July  z8th,  al 

cord   and   Adam-   St-,         I  In  ed,  the  fori 

id  on   colli. ion    drivini  M    the   truck. 

-i  that  then  jet  of  their  falling  into  th< 

■  .v   in) iiri'  -  to  p  resulted  were  not 

•  d  thai  iIh    in  itormi i 

in  rounding  the  curve  al  thi 

1     lion     I  i  'I  ti  .u    I  i.inp.'iny 
of  Ind  m..  July  ,v  ili,  in   route   fot 

piril)    line,  tin.     f|  .  udil     Ham    al     the 

i  orktown.      \  brakeman  on 

■  died,   and    the    moloiiu; f    lie 

ired. 

r<    Maui.  ,   Ind,  li  hy  the 

Vandalia  In.  i  on  Ihe  evening  ol  1.   with  the 

•hat   right  of  ihe    former   were   injured,   two  of 

whom  I    that    ihe    . 

1 4r  had  waii<  t.,i  the  limited  to 


pa...   and    had    1  een    signalled   by   the   gatcnian    in    the   tower   to   ad 
\  nice.         Ihe    teir   end    of    the   electric    car    was    .truck    hy    the    pas 

senger  train  with  force  sufficient  to  turn  the  car  completely  around. 

A  reat  end  collision  between  a  regular  train  and  an  extra  mi  the 
third-rail  system  of  the  Albany  &  Hudson  Railway  X  Power  Co.. 
occurred  at  0  p.  in..  August  2d,  eight  mile,  north  of  Hudson,  N.  V. 
I  wo  persons  were  killed  and  25  injured.  Ihe  extra,  which  was 
carrying  a  picnic  crowd  and  was  behind  schedule  lime,  was  going 
al  a  high  rate  of  .peed,  when  in  rounding  a  curve  Ihe  niolornian 
saw  the  regular  just  ahead.  lie  applied  the  brakes,  hut  the  extra 
crashed  into  ihe  baggage  compartment  of  the  regular  train. 

A  suburban  ear  on  ihe  Elgin,  Aurora  &  Southern  Traction  Cos. 
line,  leaving  Elgin  at  4:4s  p.  m.,  August  3d,  Struck  an  open  switch 
and  collided  with  a  siring  of  empty  cars  on  a  siding,  causing  ill 
nine.  In  .even  passenger..  It  1.  believed  the  switch  had  been 
purposely  turned  hy   some  unknown  per. mi. 

Eighl  per. mi.  were  injured  in  a  collision  between  an  Indiana  Ave. 
electric  car  and  a  Cottage  Grove  Ave.  cable  train  at  the  intersection 
of  Indiana  Ave.  and  _"_>d  Si..  Chicago,  on  the  evening  of  August  Qth. 
The  rear  trailer  of  the  cable  train   was  demolished. 


POWER  PLANT  OF  THE   NEWTON    (MASS.i 
STREET  RY. 


Among  the  recent  installations  for  railway  power  service  of  the 
1  n.cker Wheeler  Co.  is  ihai  of  a  400-kw.  generator  for  the  Newton 
Street  Railway  Co..  for  operating  cars  between  Newton  ami  Waltham, 
Mass.  Ihe  Newton  company  is  affiliated  with  ihe  Boston  Suburban 
Electric  companies,  of  Newtonville,  Mas.. 

Ihe  generator  is  compound  wound,  giving  500  volts  al  no  load 
and  550  volt,  at  full  load.  The  generator  field  frames  are  of  Ihe 
USual  Crokcr  \\  In  1  let  internally  flanged  channel  section  divided 
horizontally,  and  fastened  hy  bolts  on  the  interior  of  the  frame 
which  preserves  the  neat  appearance  to  the  outside.  I  he  two  halves 
are    held    accurately    in    place    hy    dowel    pins    let    into    both    section.. 

The  fields  have  the  series  coil,  separated  from  the  shunt  hy  mean. 
of   vv len   .pacer.,   which  opening  assists  in   keeping   the  coils  cool. 

I  he  brush  holders  are  .0  mounted  a.  lo  permit  of  the  brushes  being 
adjusted  al  our  time  by  means  of  a  hand  wheel  fastened  to  the 
frame,  and  working  through  a  vv..iin  connection  on  the  rocket  ami, 

I  he    brushes    them. live,   ale   of   the    Crocker-Wheeler    parallel    move 

meni  type.     I  In  current  from  each  brush  is  transmitted  by  means  of 


1  ROCKER  WMI'.M.I.K    RAILWAY  l.ENKR  ATOR. 

foui    it    ol  coppei  lea  ■      el  in    uch  a  way  thai  anj   \ m  of 

thi   inn  in    1    alwaj    radical  to  the itatoi      fhe  brush  tension 

i.iti. 1  by  a  spring  whuh  playi  no  pan  in  the  carrying  ol  cm 

rent,  and  thi  nol    lubmitted  to  any  heat   with  con  eq I 

ti in   1  ir  ii  guaranteed  to  i un  it  o 

011-     full    load    without     .lie,     nun    11. il     lealiug    111    .1111     of    11       parts,    to 


4' IS 


STREET    RAILWAY    REVIEW. 


!'*>_•.  | 


operate  al  .ill  loads  between  no  load  and  25  pel  cent  over  load  with- 
ikmu  and  to  withstand  overloads  ol  loo  pel  cent  without  in 
jury.     I  In-  engines  are  ol   the  cross  compound  Corliss  condensing 
type,  buill  bj  Robert  Witherhill  Co.,  ol  Chester,  Pa. 


BELONGINGS   LOST  IN   TRANSIT. 


\  lis)   of  the  miscellaneous  article:    i 

traveling  public  might   afford  a   Fund  ol  amusement  i"  tin- 

humorist    and   to   the   philosopher,   grounds    fot    speculal as   to 

what  per  cent  ol  these  careless  people  arc  women;    but  the  matter 

ol  collecting  and  returning  i"  tluir  owners  these  vagafa I 

:uk~  assumes  a  lar  more  serious  aspect  to  the  street  railway 
manager.  I  lir. >ii^l>  the  courtesy  ol  Mr.  T  !■'..  Mitten,  general 
manager  ol  the  International  Railway  Co.,  of  Buffalo,  we  have 
been  furnished  with  a  list  ol  articles  found  "ii  that  company's 
cars  from  July  i.  iooi,  to  Ma)  3t,  igos,  an  assortment  which  would 
have  warranted  the  owner  of  the  whole  in  starting  ;i  small  depart- 
ment store.  During  the  period  mentioned,  the  umbrellas  found  on 
the  International  company's  cars  numbered  i  .'>-■_'.  of  which  794 
«cn-   claimed,   736  d    to    the    finder   and   92    remain    to   be 

disposed  of;  out  ol  768  "grips"  found  on  the  cars,  67s  havi 
claimed,  88  returned  to  the  finder,  -•  arc  accounted  for  as  "perished 
or  destroyed,"  and  .!  as  being  "on  hand."  Incredible  as  it  ma)  seem, 
garments  are  included  in  the  list,  of  which  number  609  have 
been  claimed.  427  returned  to  the  tinder.  1  i-  in  the  perished  or 
destroyed  catagory,  and  a.t  are  on  hand.  The  following  table  com- 
plete-, the  report  of  the  company's  lost  article  department:  gloves. 
528  found,  130  claimed,  .!'*>  returned  to  finder,  38  on  hand;  jewelry, 
IIO  articles  found,  -'-'  claimed.  K4  returned  to  tinder,  and  4  on  hand; 
watch.  id,    '/    claimed,    and     1     returned    to    tinder;     opera 

glasses,    4    found,    and    4   claimed;     purses,    530    found,    j.i.i    claimed. 

.•54  returned  to  finder,  and  2.?  on  hand;  cameras.  37  found.  34 
claimed,  2  returned  to  finder,  and  1  on  hand;   books,  364  found.  223 

claimed.  132  returned  to  finder  and  i)  on  hand;  lunch  boxes,  282 
found,  91  claimed,  too  returned  to  tinder.  76  perished  or  destroyed, 
and  i)  on  hand;  miscellaneous,  2,633  found,  1,190  claimed,  1.322 
returned   to   finder,   08   perished   or   destroyed,    and    123   on    hand. 

Total,     7.'/>K     found     (including     umbrellas,     grips     and     garment- 1. 

4.0.(4  claimed.  .1.412  returned  to  finder.  177  perished  or  destroyed, 
and  345  on  hand.  The  purses  turned  in  to  the  department  during 
the  11  months  ending  May  31,  1002,  contained  $1,334.46,  of  which 
amount  I1.153.18  was  claimed  bj  owner.  $168.94  returned  to  tinder, 
and  $I2..!4  i-  still  on  hand.  Receipts  ol  owner  or  tinder  giving 
street  number  are  taken  and  filed  in  numerical  order  ill  such  man- 
ner that  each  article  found  on  cars  can  be  traced  to  final  'I 
Hon. 


BRILL  CAR  FOR  PUNXSUTAWNEY. 


The   accompanying   illustration    SHOWS   the   type  of  car  adopted   by 

the   Punxsutawney   1  I'a.  1   Street    Passenger   Railway  Co.     It   is  the 


NKMI  l  OKVURTIBI.K  CAR  FOR  PUNXSUTAWNEY. 

lirill  patented   semi  ble  car  with  extra  large   windows  which 

slide  inl  F,  leaving  tl  II)  open  for  coolness  in 

summer,  but  always  ready  to  be  drawn  down  in  case  of  had  weather. 
The  1  ire  25  ft.  4  in.  long,  and  .14  ft.  9  in.  over  the  vesti 

bules.     The   width  over  the  sills  i-  7  ft.  8J ..   in.,  and  over  tie 


at  the  belt,  X  ft.    The  inside  finish  is  ol  natural  cherry  with  ceilings 

of  birch,  hand id)   d  i    fitted  with  specialties 

of  Brill  manufacture,  angle  iron  bumpers,  radial  draw  bars,  "Ded 
eiida"  gongs,  step-,  brake  ham  trucks  are  the  Brill  27-G 

pattern. 


AUTOMATIC  CAR-TYPE  CIRCUIT   BREAKER. 


The  plot, ,11011  of  railway  motoi  equipments  by  the  use  ol  a  fuse 
has  until  recent!)  '  ol  the  largest 

railway   cot  blocks  by   auto 

ireuil  breakers,  with  the  idi 

Hon  againsl  injur)   from  carelessness  of  the 


WKSTINf.IIOUSK  CAR  CIRCUIT   IIKEAKKR. 

motorman  in  improper!)  cutting  out  resistance.  An  important  feat- 
ure ol  the  automatic  circuit  breaker  for  this  use  i-  the  convenience 
in  resetting,  as  the  motorman  can  throw  the  handle  to  reset  with- 
out leaving  In-  position  at  the  controller,  and  in  ni'  1-  not 
necessary  to  stop  the  car. 

The  automatic  car  circuit  breaker  made  by  the  Westing 
Electric  &  Manufacturing  Co.  is  designed  to  perform  the  function 
of  the  fuse  block  by  opening  an  overload  or  short  circuit  and  also 
replace  the  platform  or  canopy  switch  by  providing  a  hand  open- 
ing for  the  circuit.  In  construction  the  instrument  is  made  thor- 
oughly fire-proof  of  the  best  material  and  workmanship  throughout; 
and  all  parts  are  interchangeable.  It-  design  prevents  an)  arcing 
at  the  current-carrying  contacts,  as  the  arc  is  broken  on  extra  con- 
tacts especially  provided  for  the  purpose,  and  assisted  by  a  powerful 
tic  Mow  oul  which  will  open  the  severest  short  circuit  without 
damage.  The  breaker  is  calibrated,  and  can  he  set  to  open  at  any 
current  within  the  limit  of  its  range.  The  automatic  opening  de- 
vice insures  certainly  in  opening  when  the  current  reaches  the 
predetermined  value  which  feature  it  is  claimed  is  not  found  in  any 
latch  device,  particularly  when  exposed  to  such 
weathei  conditions  a-  are  found  m  the  vestibule  of  a 

1   car.  

III,     lie-    Moines    (la.  1    City    Railway   Co.   ha 

1  -  for  carrying  express  and 
freight    in   that    city.     In   connection   with    the    pros 
pective  state   fair  ai    Des   Moines   the  company  has 

made    arrangement-    to    haul    freight    car-    from    the 
im    0.1,]-    ,.\cr    ill,     street    railway    track-    to    ihc 
fair  ground-,   for  which  purpose  an  extra   large  elec- 
tric engine  will  he  put  in  use. 


The  (Hd  Colony  Street  Railway  Co.,  Brockton, 
Mass.,  recently  completed  it-  double  track  system 
between  Neponsel  and  Quincy. 


I:,'  \'rw  York  &  Stamford  Railway 
Co.,   I'ori   Chester,   X.   Y..   was  robbed  of  s<  glars  on  the 

morning  of    Inly    18th.  ..ere  five  in  number.     After 

binding  and  blindfolding  two  men  on  duty  at  the  barns  they  blew 
open  the  safe  with  dynamite  and  secured  the  receipts  of  Sunday's 
operation-.     The  capture  of  the  burglars  ha-  not  ?s  yet  been  reported. 


20.  1902.] 


STREET    RAILWAY    REVIEW. 


499 


A  SUCCESSFUL  DEVICE  FOR  CONTROLLER 
REGULATION. 


In  the  earlier  days  of  electric  railways  the  urgent  demand  for 
new  devices  and  the  desire  of  manufacturers  to  get  their  products 
011  the  marl,  .1-  possible,  resulted  in  the  street   railway-; 

.;  deal  of  the  experimental  work  at  their  own  expense, 
bat  now  the  general  practice  has  been  changed  and  manufacturers 
ng  the  experimenting,  and  new  apparatus  1-  offered  to  pur- 
.   after  it  has  heen  perfected.  Doubtless  the  majority  of 
our  readers  will   recall   that   for   some  time  the  Carton- Daniel-    Co., 
of   Keokuk.   la.,  has  been   developing  a   regulator   for  attachment   to 
f    electric    ear-,    and    they    will    welcome    the    an- 
nouncement  of   the  company  that    it   now    offers   a   perfected   device. 
During  the  last  three  years  the  company  has  designed  several  models 
of  the  "Automotoneer,"  which  is  the  invention  of  Mr.  George   \V. 
formerly    .  icer    of    the    Chicago    City     Railway 

the   work,   but    were   not    all   that    could 
red    from    an    operating    standpoint         The    present    model, 
•1  in  use  in  different  parts  of  the  country  for  the 
months,  and  the  manufacturer  advises  us  that   there  is 
received    the    tir-t    complaint    from    the    companies    using 
them. 

if  the   wheel   and  regulatOI    shown   in    Fig.    1. 
The  wheel  ;  S-zag      oove  in  its  periphery,  with  suitable  rat- 

teeth   for  engaging  the  dog  of  the  regulator,  which  rides  in  the 
he  regulator  consists  of  the  dog.  ,,r  pawl,  mounted  on  a 
1  lever,  which  is  fastened  to  the  hack  of  the  controller  casting, 
uter  end  of  thi-  '  g<  -  a  piston  working  in  the  cylinder 

of  the  !  hi-  piston  ha-  a  long  hearing  surface,  and  1-  pro- 

vided with  an  adjusting  valve  to  regulate  it-  movement,  a-  well  as  a 
i.iKe  to  permit  easj  opi  ration. 
When  the  controller  i  ed,  the  wheel,  being  attached  to  the 


S4^ 


requires  the  motorman  to  -top  tin-  controller  handle  on  each  point 
for  a  predetermined  time,  and  this  may  he  adjusted  so  that  the 
motorman  cannot  turn  on  full  power  in  less  than  five  seconds,  -even 
seconds,  or  ten  second-,  as  desired.  The  predetermined  lime  cle- 
ment is  considered  to  he  the  important  feature  of  the  device,  a-  with- 
out this  a  motorman  would  -oon  bcome  an  adept  in  manipulating 
the  apparatus,  and  it   would  he  valueless  as  a   regulator. 

I    ii,l,.     ordinary    condition-    it    has    been    found    that    ten    seconds 
is  about  the  time  that  should  he  allowed   for  the  acceleration  period 
to   secure   best   results,   and   for   the  purpose  of  comparison    the    Eol 
lowing  table  of  data  for  4-second  and   10-second  slops  is  given: 

Time,  when  full  power  1-  turned  on 4  sec.  10  sec. 

Inn,,  when  full  speed  is  attained 9-5   sec,  i-'  sec. 

Distance  car  travels  at   time   full   power  is  on...   13.5ft  no  ft. 

Distance  car  travels  at  time  full  attained 85    ft,  150  ft. 

Maximum  current  consumption  in  making  start, 

amperes    140  do 

Volts  drop  in  making  start 80  20 

Watt    seconds  consumed   in  making  start 307176.4    221676.O 

Vverage  II.  P.  used  in  starting 4T.i  -'4-7 

The  need  of  a  controller  regulator  has  long  heen  recognized  and 
some  years  ago,  in  an  article  entitled  "I  he  Motorman  as  an  Element 
in  Street  Railway  Economy,"  read  before  the  Engineers  Club  of 
Philadelphia.  Mr.  Charles  Hewitt,  electrical  engineer  of  the  Union 
Traction  Co.,  of  Philadelphia,  gave  the  results  of  some  tests  made 
on  the  line-  of  his  company,  that  show  a  possible  saving  of  about 
43  per  cent,  ami  Mr.  Hewitt  say-:  "The  difference  between  the 
men  1-  due  almost  entirely  to  the  manner  in  which  they  handle  the 
controller,  and  hut  very  little  to  niimbei  of  passengers  or  condi 
n, ,ii  of  rail-."     lie  al-o  stated  that  he  believed  11  possible  to  secure 


ual  -tar  wheel,  rotate-,  and  the  inclined  sur 
the  pawl  and  lever,  which   In  turn   rai-e-  the 
h  pot.        the    pawl    then    strike!    the    ratchet    slops, 

hi    1  >  v  I 

til  loll,  1    handle,   to 

,'s"   oi  iii    paw  I  <  leat 
ii  maj  I"  taken. 
■  on  valve  determine-  the    peed  of  the 

lownward  ■  and  regulates  Ihi  opera! f  the 

11  on  it,  -imply  rising  and  falling 
1  ing. 

Id  m  the  g  1   ipring  .    and  il- 

i-at     when    the    wheel    : 

m  of  the 

•ly   and    -lire   return   of   the   handle 

gulator.       I  he  tht 

ii,,t  bind  01 
tly    free 

',.  iently  lubrii  ati  4 
■  >     muni   never  !»■ 

ind 

g   with  it,  and  the  4<  dil  ■    in  lalli  4 

'I  tug     will 

id 


a  saving  of  about  jo  per  ceflt,  or.  assuming  a  cost  of  11  ,  cents  per 
kilowatt-hour,  a  saving  of  $1X5  per  ear  per  year,  for  power  alone. 

],,  advantages  of  propel  regulation  oi  the  controller  are  not 
limited  to  the  sa\ing  in  eo-i  of  power,  hut  the  smaller  maximum 
,,,ii,iii  are  I'  evere  on  the  equipment,  and  more  cars  can  he 
operated  with'  a  given  station  equipment  Another  point  claimed 
r.,,  ih,  device  i    thai  in  case  of  an  emergency    ;top,  where  .the  motors 

1    ,1   preveui    thi   operatot   loi  me.  In    head,  and  throwing 

ii ntrollei  "wide  open."  which  almost  invariablj  open  the  cir- 
cuit breaker,  or  blows  a  fuse,  theiebj  cutting  off  control  of  the  on 
by  mean-  of  the  current 

Fig.  ,\  -how-  a   itandard  I  ■  -   E.   K  10  controllet    fitted   with  auto- 
motoneer, which  1-  entirely  concealed  when  the  qontrollet   is  clo  ed 

The  sam.    dl  Met'  may   he  u-'d  on  types    K   2.    K    |.   K   .-.   K   7.   K   K.   K  c), 

K  11  and  K  u  controllet  .  and  styles  applicable  fo  othei   ty] 

in  pro,  <       of  completion, 

»-— 

DETROIT   UiNlTED   RY.   WEEKLY. 


Ih,     Detroit    United    Ry,    ha     n,,,|    the   publication   of   a 

-mall   weekl)    fohlei       1  Ih    papei   cofllain     valuabli    and   interesting 

11  pi  1  taining  to  il"    operatii f  the  00  ,    ,  hi  dull    .  nev 

,,'■  n4,  4  1,,  ,  itabli  ii  .1   closet    relation   bet    ten 

blii    and   th pan         11 in air   well    written   and 

ecdoti    .    humorou       ketcln    .    1    tin 

and   oil 1 1, m     ,11  .,,  1  ion     mi   low  11       I  he    folder   lei 

four  pages,  each  pagt  1  6  in.  The  Weekly  i  distributed  at  the 
hoi,  1  and  depot  ami  copii  arc  '.011,4  in  a  mill  bo;  on  .41  the 
,  ,1 


STREET    RAILWAY    REVIEW. 


[Vou  XII,  No,  8, 


NEW   CAR    HOUSE  FOR  CHICAGO  CITY   RAIL- 
WAY  CO. 


iccompanying   illustration   ihowa  a   from   view    oi   the   new 

car  house  of  the  Chicago  I  itj    Railway  ted  al   Wentworth 

nd  771I1  St.,  which  was  described  in  detail  in  the  "Review" 

foi  April.  1902.     Each  end  of  the  building  it  enclosed  with  Kinnear 

■  lling  ,1 ■-.  ill,,-,-  ,,n  one  end  being   provided  of  standard 

ttached  to  ir,,n  frame-  and  on  the  othei  end  each  opening 
being  enclosed  with  two  doors  with  a  hinged  intermediate  center 
post,      The  latter  1-  so  constructed  thai   h   can  be  quickly   raised, 


in  ,,il  with  which  the  lower  pari  ntaining  il  1- 

nlled,  and  the  break  in  the  circuit  takes  place  in  this  oil,  which  will 
prevent    1    ihon   circuit    under   the   mo  conditions.       [Tie 

ing   pan  -   arc   enclosed   111   a   metal   case,   which   gives   them 
ample  protection  against  the  weather  and  the  rough  usage  to  wfilch 

instruments  .ere  liable.     This  circuit   ' 
thai  11  canni  in  overload  01    short 

exists  ■    the    switch   operates    independently   of   the 

other,  and  both  sides  must  circuit      If 

the  second  switch  1-  closed   while  a   short   circuit   exists,  the  tir-t 
switch  will  immediatel}  this  instrument  i  gncd  to 


, — 3       1 

^^u^^ 

111 

iisssssssssssssssss^i 

\ 

4 

1 

w    -   1 

Ik 

* 

J!!3 : , 

ggggggggggge,^. 

1 

1 

1111      1 

wi 

^_ 

NEW  CAR   HOUSE  FOR  CHICAGO  CITY  RAILWAY  CO. 


leaving  the  opening  entirelj  clear.  Each  door  1-  equipped  with 
Kinnear  trolley  wire  connections,  winch  provide  an  uninterrupted 
circuit  with  the  d,„,r  m  any  position.  ("here  arc  54  of  these  doors 
now  in  service  on  the  building,  and  the  Chicago  City  Railway  Co.  has 
contracted  101  .--  simnar  "our:,  for  other  buildings  now  being  located 


at    on-    31, 


THE  HARTMAN   CIRCUIT   BREAKER. 


The  llariman  automatic  oil  circuit  breaker,  shown  in  the  accom- 
panying illustration,  is  a  new  device  made  bj   1    O.  Hartman,  Mans- 

1 .   winch   has  Keen  designed   for   use   in  locations   where  ii 


□  ARTMAN  CIRCI   IT  HREAKER. 

would  be  unsafe  to  use  the  ordinary  air  break  instrument      It   is 
adapted  especially  for  electric  railway  use  and  i-  claimed  to  be  ex- 
ceedingly reliable  in  breaking  the  circuit  where  the  current  1 
the  amount  for  which  the  instrument  1-  set      The  -witch  mechanism 


acl   as  ik    switch  as   well   as  a   circuit   breaker,  and   where 

11  i-  used  on  car-  the  hood  -witch  may  be  dispensed  with.  It  ma] 
be  readily  used  on  old  equipments  by  removing  the  hood  switch  and 
inserting  the  circuit  breaker  in  il-  place.  It  1-  also  designed  for 
use  in  connection  with  large  motor-  and  i-  well  adapted  for  damp 
or  other  unfavorable  location-  a-  the  working  parts  are  entirely 
enclosed. 


NATIONAL  BUREAU  OF  STANDARDS. 


A  work  thai  i-  being  followed  with  much  interest  by  all  persons 
connected  with  enginei  ring  and  manufacturing  1-  that  of  the  National 
Bureau  of  Standards,  organized  in  March,  toot.  It  has  been  neces- 
sary to  greatly  increase  the  scientific  and  clerical  force  of  the 
Bureau  and  to  rent  additional  space  for  temporary  quarters. 

Contracts  have  n  en  let  for  the  mechanical  laboratory,  and 

those  of  the  physical  laboratory,  which  will  be  the  principal  building. 

are  soon  to  be  awarded. 

The  mechanical  laboratory  will  be  i.i.s  ft.  long.  50  ft  wide  and  three 
-lone-  high,  and   will   contain   the   power  and   lighting   plant,   storagl 

batteries,  special  alternating  current  machines  for  experimental  and 
testing  purposes,  refrigerating  plain,  heating  and  ventilating  plant. 
machine  and  carpenter  -hop-  and  laboratories  for  heavy  electrical 
testing,  photometry,  ga-  and  watei  testing,  I  he  boiler  room  will 
have  two  125-h,  p.  boiler-  with  spaci  to  double  thai  capacity,  ["he 
dynamo  and  engim  room  will  have  two  80-h.  p.  high  speed  engines 
each  direcl  connected  to  two  25-1  current  generators,  and 

addit1011.1l  space  will  be  provided  for  double  tlii-  equipment  and 
for  some  special  alternators. 

For  the  heating  and  ventilating  system  the  air  will  be  supplied 
through  dun-  l,\    electrical!)  driven   fans,  thi    temperature  in  each 

room  to  be  independently  controlled  by  thermostatic  dampers  and 
the  air  to  be  renewed  every  15  minute-.  In  winter  the  air  to  be 
heaicl  will  pass  over  coils  fed  with  exhaust  steam,  and  in  summer 
it  will  be  cooled  by  coils  through  which  brine  i-  circulated.  The 
refrigerating  plant  will  cool  the  air  and  maki 
An  instrument   -hop  will  be  equipped   with   motor-driven   lathe-. 


>\    1902.) 


STREET    RAILWAY    REVIEW. 


501 


milling  machines,   shapcrs.  drills,  etc       A   liquid   air  plant    will  also 
1*  installed  tor  experimental  use. 

The  main  building   will   he   150  ft   long,   50  ft.   wide,    fout   -tones 
high.  and  will  contain  50  rooms.      It  will  be  equipped  with  apparatus 

ritication  work  and  for  special  investigations  and  pn 
with  gas.  electric  light,  compressed  air  and  a  number  "i  independent 
electric  circuits.  The  basement  of  the  main  building,  winch  is  about 
•  1th  the  ground,  will  he  used  entirely  fur  the  more  precise  and 
accurate  work,  and  there  will  he  four  special  temperature  rooms 
The  second  floor  will  be  used  for  administrative  and  clerical  work. 
library  and  museum;  the  third  floor  will  contain  a  well-equipped 
chemical  laboratory,  part  of  which  will  he  a  laboratory  for  photo 
metric  research,  and  this  floor  will  also  have  a  lecture  room  to  seat 
about  150  people.  Both  buildings  will  he  of  brick  with  stone  trim- 
and  the  two  will  cost  $323,000,  an  additional  $40,000  having 
been  appropriated  for  equipment,  making  the  total  amount  available 

The  -ue  of  the  Bureau  is  at  Chevy  Chase,  near  Washington. 


FOLDING  GATE   FOR  CARS. 


The  illustrations  herewith  show  a  new    foldi  '    steam  and 

electric  car-.  l»>th  elevated  and  surface,  which  has  been  placed  on 
the  market  by  the  R.  Bliss  Manufacturing  Co.,  of  Pawtucket,  R.  I. 
durable,  strong  and  -ate.  and  combines 
ell-known  feature-  of  this  company's  other  folding  gates,  be- 
ing hinged  in  the  middle  and  operated  by  a  right-angled  rigid  lever 
in  connection  with  lazy  toug-  and  a  sleeve  and  slide,  a-  shown  in 
the  illustration-.  The  gate  folding  from  the  center  in  half  its  reach 
will  save  the  room  of  at  lea-t  three  people  On  the  platform,  and 
where  car-  are  crowded  a-  they  must  be  in  targi   cities,  this  feature 

is  a  merit  that  deserves  seriou nsideration. 

The  new  gate  1-  stronger  than  the  ordinary  straight  gate,  being  held 

rigidly  in  it-  extreme  points  and  being  assisted  by  a  brace  obtained 

I  e  lazy  tongs,  a-  well  a-   from  the  interlocking  hinges  111  the 

I  In-  reduces  to  a  minimum  the  danger  of  passengers 

being   thrown    from   the  ear   by  a    sudden   lurch    01    oscillation.     The 


II  1  ion  01    1  ..1.1,1s..  'Ail 

- with  the 

111    .nil.  1    dit 

powet 
1   lei 


CLOSED  POSITION  Of  FOLDING  GATE. 

all  condition-.  The  workmanship  and  material  are  the  best,  while 
till  well-known  experience  of  the  R.  liliss  company  in  manufac- 
turing  will   speak   handsome!}    for   the  gale  in  general. 


NEW   INTERURBANS  IN   INDIANA. 


An  extensive  System  i-  about  to  be  built  in  Indiana  in  connection 
Willi  the  Indianapolis  and  Anderson  lines  by  the  same  intersts 
Controlling    tile    latter    systems.        I  he    new     hues     will    extend     from 

Indianapolis  north  to  Logansporl  paralleling  the  Pittsburg.  Lake 
Erie  &  Western  Ry.  and  passing  through  Noble-ville,  Tipton  an. I 
Kokoino.  Ai  the  latter  place  a  branch  will  he  built  running  to 
Peru,  which  will  parallel  the  Lake  hue  \   Western  Ry,      Another 

branch    will     run    between    T1ph.11    and     ElwOOd     and    one    between 

Alexandria    and    Muncie,    both    of    which    will    connect    with    the 

Union     fraction    Co.    of    Indian,,      v-tein    to    form    a   direct    route    be 

1  wei  n    I  ipton  .111.1  Muncie. 

li.i.    will  be  mx  sub-stations  on  the  new  hues  located  at   Ripple, 

fobli  die,  I  ipton.  Jewell.  I ..  igan-p.  .1 1  and  Peru.  I  lie  current 
im  ilu-  system  will  be  supplied  from  the  Anderson  power  station 
..f  the   Union   Traction   Co.   and   will   he  transmitted   to   the   sub 

stations    it  a  pn    ture  of  .to, volts,     ["he  company  will  also  have 

a  portable  -lib  station  similar  to  thai  ..I  the  Union  Traction  Co., 
which  was  described  in  the  "Review"  fot  Vpril,  [901,  page  212. 
I  In-  is  used  111  eases  of  emergency  ..1   of  accident   0.  a   regular 

System,  and   being   mounted   upon   a   cat    body   may   be   re.nhlv    moved 

part  "i  the  system.     The  new  sub-station  ear  will  be  pi.. 
rided   with  an  easily  removable  rooi   m  ordet    that   the  apparatus 

in  the  Cat    may   be  handled    from  overhead   In,    a   traveling   .eon 


CONCORD   MANCHESTER  INTERURBAN 
OPENED. 


I  lie    >  et    ill.     !i I    lb.     Manchester     I  rat  lion.    Light    & 

Powet   I  0    « a     put   niio    .  1    the  lattet   part   of  July  in  twei  11 

I  on.. .1.1  .ui.i   Manchi  ter,      On   board   the  at    making   the  initial 
trip  wi  I   officet     ol   tht    companj    and   invited   guests  ami 

ihe  trip  to  ii,i    1  ■.. .  im,  J    Maine  railroad  bridge  neat   C :ord,  an. I 

"tin Manchester,  was  mad.    everything   working    iui Ilj 

Sim .    iln     trip  ■!'      im    op.  rating   upon   the   line   undet    a    n  gulat 

dule, 

•  '  » 

\    i"  dt  m  1.  ippi  11.  .I  .11    1  ray,  N.  Y  .  on  ib.   lini     -1    th. 

1  >"  I 1  o      \11gn  ,1    ;iii,   resulting   in   the   death   ol    two 

i"  f»on        \  ■  .11   I.  n   ib.    na.  I,  in  il iddli    ol  a     :■  iti  I.    101 

length,  1  <  1 1 1 1 1 .  in  ■  1.    .1 1  the  roadv  ij  and  thi    1 1 

lumping  the  loin  in.  h  1  ml.  ..f  ili.     u|i  11  all      ma  in  tl   into  .. 

II  ..in.    1 


502 


STREET    RAILWAY    REVIEW. 


IVol.  XII,  No.  & 


ADVERTISING   LITERATURE. 

rHE  ARNOLD  ELECTRIC  POWER  STATION  CO    of  Chi- 
cago, ii  mailing  to  its  customers  and  friends  an  advertising  card  call 
ing  attention  to  the  central  plant  it  has  built  i"r  the  Chicago  &   Uton 
Springfield,   III.     f"he  heat,  light,  power,  water  and  electric 
light  of  this  planl  ured  from  a  single  source. 


graphical  appearance  "i  this  catalog   ii   fully   in  Itrtping   with  the 
high  standard  of  this  company's  advertising  literature. 


I  III-  OSBORN  M\M  1  \t  TURIN  Cleveland,  Ohio, 

has  issued  its  catalog  No    1  o,      I  lie  company  manufactures  brashes, 
brooms,  foundry    supplies  and  hardware  specialties  adapted  i"  use 
111  the  power  house,  machine  shop  and  factory.     The  catalog  contains 
50  pages  "i  illustrated  descriptions  of  .ill  its  manufactui 
with  price  list. 


I  1 1 1  PRI  1  1  1  1  1  I  11  R  Ml  BOND  CO.,  Philadelphia,  has  issued 
two  handsomi  colored  folders  containing  illuminated  designs  ami  a 
brief  statement   "i  its  claims  fur  the    P  rail   bond.      This 

bond,  being  short  and  made  of  pure  copper,  offers  slight  resistance 
10  the  passage  of  the  current,  and  is  therefore  highly  economical, 
rhe  Mayer  S  Englund  Co.,  of  Philadelphia,  1-  sales  agent  for  the 
Protected  rail  bond. 


THE  MULTIPLE  SPE1  D  &  ["RA<  riON  CO.,  of  New  York, 
has  published  in  pamphlet  form  the  oral  presentation  by  Mr.  Julien 
T.  Davies  of  the  proposition  to  equip  the  Brooklyn  Bridge  with 
moving  sidewalks,  and  also  the  arguments  by  Messrs.  George  S. 
Morrison  and  Walter  D,  Edmonds  on  the  feasibility  of  relieving 
the  present  conditii 


THE  J.  G.  BRILL  CO.,  under  the  title  of  "A  Brilliant  Idea"  has 
issued  a  pamphlet  describing  the  illuminated  signs  which  it  manu- 
factures,       rhese    signs    are    plainly    visible,    both    by    day    and    by 

11   made  1  if  the  tui  n  1  n  er  v  ariety  with  two,  thi 
four    sides   containing    Ii  il    patented    enamel    on    transparent 

celluloid  sheets.  The  sign  needs  no  special  lighting  arrangement, 
a*  it  is  sufficiently  lighted  bj  being  placed  in  front  of  the  transoms 
ur  side  vents.     It  is  bui!  e  pracl  rahly  unbreakable 


THE  NEW  JERSE\  S  HUDSON  RIVER  RAILWAY  & 
FERRY  CO.  is- mailing  a  handsomely  decorated  card  describing 
easanl  trips  which  may  be  taken  mi  the  company's  ferry  and 
electric  lines  in  the  vicinity  of  New  York  City.  The  company 
has  recently  put  in  commission  the  new  double  decked  propeller 
"Edgewater"  from  West  130th  St.  t..  Edgewater,  N.  J.  This  •-  one 
of  the  nattiest  and  most  commodious  terry  boats  on  the  river  and  is 
a  highly  creditable  acquisition  to  the  company's  hue  of  him, Urn 
steamers. 


THE  ELECT  RICAL  STORAGI    BATTERY  CO.  has  issued  its 

bulletin,    No.   74.   upon   "  I  he    Application   of   Storage    Batteries   to 

Isolated  Plants,"  which  describes  the  plant  of  Hastings'  Smis  Pub- 

lishing  Co.,  nt  Lynn,  M;i-\,  in  which  a  battery  of  "Chloride"  accu- 

1  •   has   recently   been    installed.       The   load   on   this  plant   in- 

elevators,  incandescent   lights  and  printing  presses  and  the 

variation  in  pressure  made  it  impossible  t"  supplj   the  lights  from 

the  same  machine  that  supplied  the  power,  without  a  -t.irage  battery 

1*  .1  regulator. 


ELECTRICAL    \ND  STEAM    \l  VCHINERY  is  the  title  of  a 

pamphlet   published  by   Rossiter,   McGovern  X-  Co..   141    Broadway, 

New   York.      This  company  now  maintains  warehouses  in  N'ew   York. 

ton,    and    Si.    Louis,    and    carries    a    Targe    stock    oi 

chinery,  engines,  boilers,  railway  motors,  etc..  all  of  the 

stock  b  i'.r  immediate  shipment      All  of  it-  machinery 

class  condition,  and  the  company    also 

maintains  a  nted  repairing  department,  in  which  it  makes 

a   specialty 


I    G.    BRILL   1  Iphia,   Pa.,   is  distributing  a 

handsomely    illustt  Ider   describing   tin     Brill 

N...  27  truck,  built  for  both  electric  railwaj  and  steam  railroad 
ears.  These  trucks  are  extreme!)  strong  and  their  principal  feat- 
ures include  three  sets  working  in  series  and  link  spring 
suspended  equalizer  bars.  The  side  frame-  are  made  of  -'lid 
n.rgings.  lending  strength  and  simplicity  to  the  design.      The  typo- 


I  M  I  JOSEPH  DIXON  CRUCIBLE  CO.,  of  Jeraej  City,  N.  J.. 
has  published  a  highly  artistic  catalog  containing  descriptiqns  and 
illustrations  of  its  numerous  graphite  product-.  This  company  is 
the  largest  tinner  and  manufacturer  of  graphite  in  the  world,  and  i- 
also  the  oldest  in  tin-  hue  of  business,  having  commenced  the  manu- 
facture of  graphite  crueihle-  in  1K-7.  All  of  this  company's  graphite 
i-  mined  or  worked  by  the  company  itself,  and  it-  product-  are  all 
guaranteed.       In   addition    to   this   general    catalog    the   company   al-o 

publishes  a  number  of  interesting  pamphlets  on  the  special  use  ol 

graphite. 


MOTOR  DRIVEN  TOOLS  1-  the  title  ,,f  Bulletin  No.  24,  pub- 
lished   by    thl     I  Wheeler    Co.,    of    Ampere.    N.    J         The    'on 

tent-  consist  large!]  "i  engravings  of  machine  tools  direct  driven 
by  electric  motors,  in  which  Geld  thi-  company  1-  the  pioneer. 
The  descriptions  are  generally  very  brief,  a-  the  illustrations  suf- 
fice to  show  the  method  Of  applying  motors  to  tool-  uf  all  kinds. 
The  increasing  attention  which  1-  being  given  to  the  driving  of  mills 
and  -hop-  b)  electric  power  make-  tin-  bulletin  of  -peeial  interest, 
and  the  Crocker-Wheeler  Co'-,  experience  in  thi-  line  enables  il 
I"  suggest  the  equipment  which  will  give  the  best  returns  in  the 
purchaser. 


ADAM   till  IK'S   SONS,  .(I.?  West    St..   New   York  City,  who  are 

the  only  makers  "f  "Albany"  grease,  have  issued  a  booklet  which 
gives  considerable  information  regarding  this  widely  known  lubricant 
in  a  brief  and  attractive  way.  The  pamphlet  i-  in  two  colors,  the 
cover  hearing  the  familiar  "Albany"  grea-e  trade  mark,  reproduced 
n  yellow.  Tli'  manufacturers  state  that  Albany  grea-e  i-  now  u-e<l 
to  lubricate  everything  from  an  automobile  to  the  I'.  S.  Battleship 
Oregon  and  ha-  been  adopted  by  the  U.  S.  Government  Illustra- 
tion- are  presented  in  colors  showing  what  genuine  Albany  grease 
lonks  like  when  put  in  10-pound  pails  and  purchasers  are  cau- 
tioned to  look  for  the  distinctive  yellow  label.  Copies  "f  the 
booklet    will    lie    -cut    free    by    Adam    Cook'-    Son-,    upon   application. 


THE  GREEN  ICEL  KC(  )N(  IMIZER  CO..  of  Mattcawaii.  N.  Y.. 
has  published  a  large  catalog  on  the  Green  improved  fuel  economizer 
for  steam  boilers.  Thi-  apparatus,  winch  i-  to  Ik-  found  in  a  large 
number  of  the  most  prominent  steam  plant-,  consists  principally  of 
a  stack  of  tubes  arranged  vertically  in  the  flue  leading  from  the 
boiler  to  the  chimney.  These  tubes  are  designed  t"  Utilize  the  waste 
heat  from  the  ga-es  passing  off  from  the  furnace.  The  advantages 
of  this  economizer  are  the  saving  of  a  large  percentage  in  fuel,  heat- 
ing the  feed  water  economically  to  a  high  temperature,  a  large 
volume  of  water  always  in  reserve  at  the  point  of  evaporation,  util- 
izing the  heat  in  the  escaping  gases  which  otherwise  goes  t"  waste 
prolonging  the  life  of  the  boiler  by  preventing  expansion  and  con 
traction  due  to  cold  feed  water,  and  increasing  the  Imiler  efficiency. 
The  catalog  contains  a  number  of  views  ,,f  these  economizers  with 
descriptive  matter  and  results  of  tests,  a-  well  as  a  large  number 
of  testimonials  from  those  who  have  used  the  apparatus. 


The  Exeter  (N.  II.  I.  Hampton  &  Anie-hury  Street  Railwaj  Co. 
is  operating  a  special  car  equipped  with  a  rotary  transformer  to  sup- 
ply additional  power  at  any  point  on  the  system  where  such  assist- 
ance maj  be  iii.i--.iry.     The  car  might  he  described  a-  a  portable 

power  house,  and  on  day-  when  traffic  is  unusually  heavy  it  1-  very 
serviceable.  It  is  known  a-  tin-  power  car  and  was  made  at  the 
Laconia  -hops. 

•  ■  > 

WABASH  A.   S.   R.  A.  SPECIAL. 


Mi.  Wabash  Railroad  ha-  made  a  rate. of  $<)  for  the  round  trip 
from  Chicago  to  Detroit  for  the  A.  S.  R.  A.  convention  on  the 
certificate  plan.     A  special  train  will  leave   Polk  St.  Station.  Chicago, 

Tuesday  aften n,  October  ~.  for  the  accommodation  of  delegates 

and  in  addition  to  the  -peeial  there  are  rtigarl  trains  leaving 
Chicago  for  Detroit  at  11  a.  m..  ,1:0.?  and  11  p.  m.  The  special 
will  leave  at  an  hour  to  -nit  the  convenience  of  the  Chicago  and 
western  delegate-  and  will  he  per-. mall y  conducted  by  Mr.  M.  ( 
Ki.  ran.  who  ha-  had  charge  of  the  A.  S.  R.  A.  specials  For  the 
past   live  year- 


Aug.  20,   1902.] 


STREET    RAILWAY    REVIEW. 


so:, 


NEWS  OF  THE   MONTH. 


A  >tnkc  of  some  200  of  the  Camden  Interstate  Railway 

Co..  which  lasted  for  practically  two  days  beginning  on  the  morning 
of  August  3d,  caused  suspension  of  traffic  on  the  lines  in  fronton 
and  Hanging  Rock,  O.,  Guyandotte  and  Huntington.  \V.  Va..  and 
Ashland,  Ky.  The  cause  of  the  strike  was  the  company's  dismissal 
of  a  number  of  employes  who  had  been  instrumental  m  organizing 
a  local  union,  and  its  refusal  to  recognize  the  union.  On  Sunday 
morning.  August  .id.  the  conductors  and  motormen  who  had  refused 
-ike  were  driven  from  the  cars  in  fronton  by  a  mob,  ..ml  on 
Substitutes  being  obtained,  the  cars  were  stoned  and  the  tracks 
greased.  Similar  experiences  were  repeated  ai  Huntington  and  at 
Ashland.  In  the  latter  city  five  shots  were  tired  by  an  unknown 
it  at  a  car  bound  for  Clyffeside  Park,  none  of  them,  however, 
taking  effect.  A  compromise  was  readied  on  August  4th.  and  the 
men  returned  to  work. 

Four  hundred  employes  of  the  Fair  Haven  &  Westville  Railroad 
if  New  Haven.  Conn.,  went  out  on  strike  at  5  a.  in..  August  6th, 
causing  a  complete  tie-up  of  the  00  miles  of  railways  operated  by  the 
company,  which  lasted  until  the  night  of  \ugusi  gth,  with  the  ex 
ceptioii  of  a  very  irregular  mail  car  service  and  a  few  trips  ol  pas 
scngcr  cars  through  the  down-town  district.  The  cause  of  the 
strike  wa-  the  refusal  of  the  company  to  recognize  the  union  and 
its  alleged  discrimination  against  union  men  in  the  recent  discharge 
of  10  of  its  employes.  The  strike  was  exceptionally  free  from  mob 
violence,  the  only  disorderly  conduct  of  the  strikers  reported  heing 
their  attempt  in  one  instance  to  pull  the  conductor  of  a  mail  car 
from  the  rear  platform,  an  attempt  which  was  promptly  checked  by 
the  police.  The  strike,  which  resulted  in  considerable  financial  loss 
to  the  merchants  of  the  city,  wa-  settled  at  6  p.  m  .  August  gth. 
the  company  having  convinced  the  leaders  that  membership  in  a 
union  bad  not  been  and  would  nol  he  considered  a  cause  of  dis- 
qualification for  service  in  the  company's  employ. 

The  employes  of  the  Yonkers,  X.  V..  lines  of  tin1  Union  Railway 

including    niotormeli.    conductors,    repairers,    firemen,    engineers 
and  electricians,  struck  August  oth  for  the  reinstatement  of  a  super- 
intendent whom  the  company  had  dismissed,  and  for  an  advance  in 
emanding  20  cuts  per  hour  for  10  hours'  work  instead  of 
•tits  for  11  hours.    The  tir-t  demand,  for  the  reinstatement  of 
the    superintendent,    has    been    conceded,    but    at    latest    reports    the 
had  not  been  decided. 

The  local   transportal mmittee  of  the  Chicago  city  council 

■ned  August  4th  from  a  lour  of  investgation  ol   street   railway 

He-,  and  the  committei  report,  it  is  inferred. 
will  influence  the  final  action  on  the  proposed  subway  for  Chicago. 
and  the  .-Men-ion  of  surface  lines.  I  |,,  itineraTy  included  New 
York.  Brooklyn  ami  Boston,  which  cities  furnished  such  a  complete 
exposition  of  transportation  facilities  in  the  opinion  of  the  aldermen 
that  it  was  considered  unnecessary  to  visit  Washington,  as  had  at 
first  been  intended.  An  examination  of  the  New  York  and  Boston 
subways  resulted  in  on  la  orable  to  subwa)  con  truction 
in  Chicago,  where,  the  member!  oi  the  mittee  affirm,  the  sub- 
problem  i«  much  easier  of  solution  than  in  New  York,  suae 
in  the  former  city  it   would  not   be  necessary  to  tunnel   foi    n 

through  the  -olid  rock.     The  report  "i   tl mmittee  nil!  al  0  in 

dude   such   matters  a-   downtown  terminals,   single  and 

ed  rail-. 
Announcement!  ntly   made  that    tin    Metropolitan    Ele 

.1    emi  annual  dn  idi  nd  of  1  01    1  pei 
tnpany  paid  t  per  1  ml  11  the 

'i  .    first    pa 

ce  on  Chi 
Eli 
•  !   Railroad  initial  •  1 1»  rimenl   with    ui 

rut   it-   plana  ha  developed,     It   ia   said  thai   the 

■  1  ion     the  1  on  truction  ol 
fiord  a  through  route 
from  ihe  Mock  yard    to  I  hi    lake     The  feasibility  of  a  doubli 

•  thi    piop..  iiion  being   thai 

South  Side  company  use  the  uppci  tract  and  the  Union 

■  .1  R    R    1      oon  10  inaugurate  an  1 

and  4XH1 

II    inn  at    10  11 it-'   11  6    |o 

■nd  B    |J    1    in  „  and    |    ',',  and  ',  20  p    111 


All  the  uiierui  hans  running  into  Columbus,  O..  are  doing  an  ex- 
ceptionally heavy  passenger  business.  The  Columbus,  Buckeye  Lake 
&  Newark  Traction  Co.  expects  to  inaugurate  a  street  railway  mail 
service,  a  recommendation  having  been  made  to  the  postal  author 
ities  at  Washington  through  the  local  office  to  this  effect.  Accord 
inn;  to  present  plans  there  will  be  two  mails  per  day  for  Reynolds- 
burg,  Wagram,  Etna  and  Kirkerv  die.  ami  one  in  and  out  of  Hebron. 
People  along  the  route  are  generally  anxious  to  sec  Ihe  mail  service 
established. 

Ihe  Cincinnati  &  Columbus  Electric  Railway  Co..  winch  is  being 

promoted  by  Richard  Swing,  projects  a  line  between  the  cities 
named  in  (he  title,  passing  through  Norwood.  Oakley,  Madison- 
\ille.  Milford.  Fayetleville.  Ilillsboro  and  Washington,  C.  II.  li  is 
stated  that  this  company  is  completing  arrangements  to  build  with 
Out  further  delay,  and  that  an  agreement  has  been  effected  whereby 
its  ears  will  enter  the  business  district  of  Cincinnati  over  the  tracks 
of  the  Cincinnati  Traction  Co.  When  this  road  i-  completed,  two 
roads  from  Columbus  to  Cincinnati  will  be  afforded;  one  over  the 
route  described,  the  other  via  the  Columbn-.  London  &  Springfield 
Ry„  thence  through  Xenia.  Lebanon  and  Carthage. 

The  Cincinnati    Traction  Co.  on   August   7th  gave  a   free  picnic  to 
ihe    inmates    of   the   orphan    asylums    and    children's    homes    of    (111 
cinnati,  entertaining  some  1,200  children  at  ihe  Zoological  Gardens. 
Refreshments  and  special  amusements  wire  provided,  ami  the  out- 

ing  proved  a  great   success. 

The  Toledo  Railway  &  Light  Co.  has  secured  a  site  of  30  acres 
111  thai  city  on  which  ear  shops  and  si. .rage  buildings  will  be  erected, 
it  being  projected  to  rebuild  and  repair  ears  at  Ibis  plant  for  local 
and  interurban  traffic.  The  Toledo,  Bowling  Green  &  Southern 
'Traction  Co.  is  rapidly  completing  its  new  power  house  at  Cygnet, 
and  machinery  is  being  installed.  A  ,?oo-h.  p.  corliss  engine  is  in- 
cluded in  the  installation.  Work  on  Ihe  building  was  delayed  to 
some  extenl  by  reason  of  Ihe  difficulty  in  securing  stone  suitable  for 
a   foundation  on   which  to  mount   the  engine.      The    Toledo.   Fostoria 

6  Findlay  Electric  Railway  Co.  has  literally  struck  oil  on  iis  right 

of  way.  A  well  on  this  route,  live  miles  wesl  of  Findlay,  which  had 
beeil  pumping  salt  water  for  six  months,  began  lb, wing  oil  on  July 
25th  and  since  then  ihe  product  has  been  1011  barrels  of  oil  per  day. 
'The  well  is  owned  by  a  Findlay  citizen,  who  has  leased  three  miles 

of  Ihe  company's  right  of  way.  and  proposes  to  line  ll  with  wells. 
Apparatus    has    been    installed    along    ihe    electric    line,    and    there    Is 

barely  sufficient  room  for  the  ear  to  pas-  without  grazing  Ihe  edgi 

of  the  derricks. 

'The     Cleveland     &      Eastern      Electric     Railroad     Co.     proposes     |o 

straighten  its  track,  eliminating  all  abrupt  curves  and  reducing  the 

heavy   grade,   a    work    which    will    take   a   year    lo   complete   and    vvhirll 

will  cost  approximately  $100,000.  When  it  is  finished  the  nine  re 
quired  to  make  the  round  trip  over  the  line  will  be  reduced  by  half 

an  hour. 

I:.    1  i'    eland   Citj    Railway  Co.   recently   submitted   its  lax   re- 
turns for  [Q02,  reporting  the  value  of  us  property  at  $900,300.  The  re 

port  includes  28  miles  of  double  track  valued  al  $1(1,0110  per  mile,  and 

7  miles  of  -ingle  irack  al  $7.1 per  mile,   bust  class  ears  ai  e  ret  urned 

ai  $1,500  each  and    econd  cla      cars  at  $700.    'Ihe  Cleveland   Tie, 

t  rii-  Railwav  Co.  lelurned  the  total  value  of  ils  properly  at  $2,003, 
700.  Personal  property,  including  tracks,  ears,  etc.,  is  valued  .,1 
$1,693,000,   and    leal    estate,    in,  hi, bug    power   houses,   machinery,   etc., 

1    (909,800.     Superintendent    Mulhern   of   the    former   companj    1 

quoted  as  slating  thai  ihe  company's  valuation  of  its  propert)   this 

ceeda  thai  of  last  year  by  reason  of  ihe  number  ,,i  improve 

inenis  ihai  havi   !„' 11  effected  in  the   ij  tem,  including  the  purchase 

ol  hi, a,   than  80  large  ears,  ihe  erection  of  additional  powei   houses 

and  the  con  trucl i   new  and  heaviei    track,     IT,    majority  of 

the  prop,  in,     included  in  the  return  an    reported  to  have  been  ap 

praised  t  60  | nl    of   their   original    value. 

ihe  Lake  Shore   Elcctrii    Railway    Co.,  ol   Cleveland,  is  rapidly 

pushing  11     i,,a,|  1 mpletion      Ihe  Sanduskj    divi  ha     1 

ned  up  a  di  la}    in  the  construction  ,,1   .1   bi  id 1  ei    the 

1,11011  River.  ,1  1,1,1  which  will  make  ii  impo  sible  io  completi  thi 
ben,  b  until  Tit,   in  He   tall.  Tin     ,1    lacloi     1 n      ha    been  madi 

on    Ihe    work    lo   be   don,     on    ill,      I  lei  101 1    ,V     I  oledo    SI Line,    .Hid    1 1 

,     expecti  d  that   through  ti  ip     will     oon  i„    madi    from    1  oledo  to 

I  lelloil         \       lo    III,     1  -  in. mi, I,  I    ol      In       ,,    I i,,l  I,,     ,,,  ,■.,  I  .  1     pai  I 

of  which  in  operation,  the  work   thai   remains  to  !«■  done 

chief!     m  the  nature  ol   rod    ball.,  ting  I   u In-  h  1     pli  0,1 

on  idcrabli     peed  can  l»   ait. 1      \n  1 1  Icrahlc 


NI4 


STREET    RAILWAY    REVIEW. 


(Voi.  XII,  No.  a 


i  1 1  ~ k  >  division  of  ihc  Lake  Shore  Sun 
day,   August  3d.     Hie  authorities  oi  Milan,  a  -m:itl  village  en  route, 
had  ordered  that  no  cars  from  Norwalk  should  pass  through  Milan. 
there  having  been  reported  several  cases  of  small  pox  al   Norwalk. 
rhe  superintendent  of  the  division,  according  n>  press  reports,  al 
tempted  i"  mn  cars  through   front   Norwalk  t"  Sandusky   wi 
stopping  al   Milan,  but  the  authorities  of  the  latter   village, 
Dating  such  an  attempt,  placed  another  car  on  the  track,  compelling 
the  Norwalk  car  to  stop,  and  then  arrested  everybodj  on  board,  in 
eluding  the  superintendent.     I  In-  constables  of  Milan  had  not,  how- 
ever, entirel)   the  best  of  it.     In  thus  stopping  the  electric  car  the 
authorities  had  held  up  the  United  States  mail  and  they  wen-  threat- 
ened with  serious  trouble  on  this  account  until  the  matter  was  ad 
justed. 

apolis  &  Eastern  fraction  Co,  recently  exp 
similar  difficulty  in  running  cars,  a--  a  result  of  a  quarantine  against 
Knightstown,  Ind.  Owing  to  the  small-pox  cases  in  that  city  Ihe 
company  had  temporaril)  suspended  operations  on  the  line  running 
from  Knightstown  to  Charlottesville,  five  miles  west,  but  on  August 
.^1  attempted  to  resume  h^  regular  service.  The  second  cat  through 
Charlottesville  was  stopped  by  a  mob,  the  motorman  and  conductor 
Hen-  arrested,  and  the  car  was  side-tracked.  Obstructions  were 
on  the  track  to  prevent  othei  passing  through  the  town, 

and  m  one  instance  a  wreck  was  narrowly  averted  from  t lii -  cause, 
traffic  was  resumed  the  following  morning,  but  later  the  sheriff  of 
the  county  with  a  posse  of  75  armed  deputies  was  ordered  to  enforce 
the  quarantine,  and  car-  were  nol  inn  until  it  was  lifted.  For  a 
-hurt  time  mob  violence  threatened  destruction  to  the  company's 
property,  and  as  a  result  a  number  <>f  arrests  were  made,  when  it 
was  found  that  the  mob  leader-  had  purchased  a  quantity  of  dyna- 
mite and  had  threatened  to  blow  up  a  bridge  on  the  company's  runic. 

I  here  are  persistent  rumors  that  a  consolidation  of  the  Detroit, 

ypsilanti,    Ann    Arbor   &   Jackson   and   the   Grand   Rapid-,    Grand 

Haven  &  Muskegon  mad-  will  be  carried  through,  the  new  company 

tpitalized  al  $20,000,000  and  later  acquire  other  Michigan  in- 

terurban  lit 

August  4th  it  «a-  announced  that  Mayor  Johnson  had  won  ln- 
tighi  t"!  3-cenl  fares  in  Cleveland,  the  Circuit  Court  having  dis- 
solved the  temporary  injunction  restraining  the  city  council  from 
granting  service  franchises.     The  Supreme  Court  however  granted 

a   stay   on   the  order   of  the   lower  court   and   a-    we   go   to  press   ihe 
-  1  ion  is   -nil   in   force. 
Considerable  uneasiness  has  been  manifested  among  the  em] 

of  the   1  railway-  ami    the   radical   element    among   the 

men  has  kept  the  local  pre--  well  supplied  with  strike  talk.  The 
employes  of  both  the  large  companies  however  are  under  an  agree- 
ment to  arbitrate  any  differences  thai  may  arise  between  them  and 
the  companies,  and  the  situation  1-  not  regarded  a-  at  all  serious. 

The  Kenosha  (Wis.)  Electric  Railway  Co.  has  again  opened 
negotiations  with  the  Kenosha  Gas  8  1  lectrii  1  0  to  secure  power 
for  the  operation  of  the  Street  railway  111  thai  city.  The  work  of 
creeling  a   bridge  on   the  route  through  the  city   has  been   begun, 

and    it    1-   expected   to   open   the   line   ill    I  Ictl 

The  Winnebago  I  raction  Co.,  Oshkosh,  Wis.,  1-  building  an  addi- 
tion  to   it-   power   house  at   a   cost    of   $30,000. 

The  bid  of  the  Belmont-McDonald  syndicate  for  the  construction 
of  the  tunnel  extension  of  the  rapid  transit  system  to  Brooklyn  was 
unanimously  accepted  by  the  rapid  transit  commissioners,  July  24th. 
1  lie  lnd  was  for  the  completion  of  the  Brooklyn  tunnel  extension 

alone  at    a  O  000,000.       I  lie    former   lud    of   llie    same   company 

io  build  the  Brooklyn  extension  and  the  proposed  tunnel  between 
Union  Square  and  42c!  St.  for  $3,100,000  was  nol  accepted  for  the 
reason  that  the  Broadway  route  from  42d  Si.  to  Union  Square  was 
noi  included  in  the  specifications.  In  both  Ind-  the  additional  cost 
of  terminal-   was  estimated  at  $1,000,000.      The  only   Other   hid  con 

d  by  the  hoard  was  that  of  the  Brooklyn  Rapid  ["ransil  Co. 
which  po.p.,.,  ,1  i,,  construct  the  Brooklyn  extension  for  $7,000,000 
and    tei  01    $1,000,000    add1i1011.1i.        1  ],,■    Brooklyn    Rapid 

it  Co.  estimated  thai  ii-  hid  was  $1,000,000  less  than  ii  would 
actually  loklyn  extension    don,-,  but   11  also 

estimated  thai  the  lo--  in  the  initial  0  n  he  more  than 

compensated  for  by  the  increased  traffic  over  Brooklyn  line-  result- 
ing from  the  tunnel  extension.  The  importance  of  tin-  prospective 
increase  in  traffic  was  also  a  basis  of  calculation  of  the  Belmont- 
McDonald  company  in  submitting  ii-  hul  which  was  estimated  to  be 
millions  of  dollars  below  cost      I  he  latter  claimed  that   if  its  bid  for 


the  Brooklyn  extension  and  the  4-'d  St-Union  Square  tunnel  were 
accepted,  the  city  would  he  required  to  pay  onlj  about 
of  the  actual  e... 1  of  the  construction  work.  Ii  should  l»-  remem- 
bered thai  th,  Belmont  interests  in  being  already  provided  with  the 
irj  equipment  had  an  advantage  not  shared  by  tin-  Brooklyn 
Rapid   r ransil  Co.  when  it  submitted  its  hid  of  $7,000,000. 

\ew  York  Central  X  I  lud Rivet  R.  R.  ii  reported  to  have 

authorized  the  statement  thai  electricity  will  he  substituted  for 
steam  on  all  its  lines  out  of  New  York  if  the  eilv  will  approve  the 
changes  it  projects  al  the  Grand  Central  depot  in  tin-  metropolis. 
111.  contract  for  the  erection  of  power  houses  will  he  signed,  it  is 
said,  so  soon  as  the  city  shall  approve  the  tailroad's  terminal  plans. 
Tile  third  vice  president  of  the  railroad  is  quoted  as  staling  that 
two  or  mole  power  stal with  an  ag  of   100,000 

h.  p.  will  he  built  and  1  lie  third  rail  System  ill-tailed  exclusively 
except  in  a  few  of  the  yards  where  the  overhead  trolley  -y-leni  will 
he  used  Even  switching  in  the  yards  will  Ik-  done  hy  electric 
power.  Al  (rot, ,n  Landing  on  tile  main  line  ami  White  Plains 
on  the  Harlem  K.  R.  the  change  to  -team  locomotive-  will  he  made 
with  a  delay  not  exceeding  a  minute.  The  conversion  of  the  -v  - 
leni  from  steam  to  electric  traction  within  a  radius  of  to  mile-  is 
estimated  to  cost  approximately  $15,000,000  inclusive  of  the  neces- 
sary changes  in  tin-  yards  along  l'ark  Ave.  from  401I1  to  56th  Sis. 
Above  the  Harlem  River  a  three  deck  passenger  station  may  he 
erected   for  the  accommodation  of   surburban  traffic 

The  points  at   issue  in  the  franchise  of  the   Pennsylvania   R.   R. 

for  an  entrance  into  New  York  may  he  summarized  as  the  per- 
petuity of  franchises,  the  ultimate  compensation  to  the  city  and  the 

right  of  the  city  to  stipulate  the  wages  to  he  paid  the  railroad's 
employes  and  the  number  of  hours  comprising  a  working  day.  The 
Pennsylvania  is  said  to  have  assented  to  a  proposition  to  thi 
that  the  franchise  he  granted  not  to  the  company  proper,  but  to  a 
new  corporation  working  under  the  jurisdiction  ,,f  the  laws  of  the 
state.  Tins  provision,  in  the  view  of  those  opposed  to  the  granting 
of  perpetual  rights,  will  give  the  city  the  right  to  acquire  the  tunnel 
,u  any  tune  under  condemnation  proceedings  if  due  regard  1-  paid 
to  the  vested  rights  of  the  corporation.  It  is  reported  that  an 
agreement  was  reached  whereby  the  railroad  company  will  he 
obliged  to  apply  to  the  president  of  the  borough  for  sireet  openings, 
and  the  kilter  is  quoted  as  stating  that  no  permit  will  he  grained 
unless  the  eight-hours'  labor  law  were  made  part  of  it.  Various 
amendments  to  the  proposed  franchise  have  been  agreed  to  such  as 
the  stipulation  that  the  city  authorities  ami  the  railroad  shall  adopt 
a  basis  of  compensation  at  each  period  when  terms  are  to  he  re 
adjusted;  that  the  hoard  of  health  shall  have  jurisdiction  over  the 
tunnel,  and  that  the  city  shall  have  the  use  of  the  tunnel  for  police 
and   telegraph    wires.      Tin-   rapid   transit   commission    will    pass   upon 

the  work  of  the  committees,  September  4th. 

Press  report-  slate  thai  the  Omaha  Street  Railway  Co's.  slock 
aggregating  $0,000,000  ha-  been  -old  to  a  New  Yoik  -yil.li 
which  J.  &  W.  Seligman  &  Co.  i-  al  the  head,  the  price  b<  mj  02 
on  the  total  capitalization  of  the  company.  It  i-  stated  that  the 
purchase  included  the  property  of  the  Omaha  &  Council  Bluffs 
Railway    &    Bridge    Co.      Preparations   are    being    made    for    the   con 

struction  of  extensions  of  the  Omaha  hue-  and  various  other  im 
provements  of  the  system,  aggregating  an  expenditure  of  $1,000,000 
New  equipment  will  he  purchased  and  a  large  and  modern  power 
house  erected.     New  machinery  has  recently  been  installed  in  the 

Council    Bluffs  power   house,   winch   will    suffice   until   plans  are  com 
pleted     lor    furnishing    all    the    lines    owned    hy    the    company     with 
power   from   the   same   plant. 
The  Seattle   ["acoma   Interurban  Railway  Co.  ha-  decided  upon  a 

60  cell!  fare  between  Seattle  and  ["acoma,  or  $1.00  for  the  round 
trip.  Cars  will  leave  eiihci  citj  -it  interval-  of  an  hour  and  a  half, 
three  of  the  trains  being  limited  and  making  but  two  -lops  outside 
the  corporate  limits  of  the  two  terminal  ernes.  The  last  car  will 
leave    racoma  at   11  130  p.  m.  and  Seattle  at  midnight.     Freight  cars 

will  Ik-   1111 1      between  midnight  and  0  a.  m.         Ihe  company  has 

close, 1  a  contract  with  tin-  Snoqualmie  Falls  Power  Co.  for  furnish- 
ing 1,000  h.  p,  to  operate  cat-  between. Seattle  and  racoma.  1  he 
power  is  to  he  delivered  al  Kent,  and  for  this  purpose  the 
Snoqualmie  Falls  company  will  erect  a  sub-station  at  that  pin. 

1  lu  Seattle  Electric  Co,  has  petitioned  for  franchises  for  exten 
-mn-  of  us  system  to  suburban  districts,  contemplating  lli'  con 
struction  of  a  number  of  miles  of  new  lines  this  year. 

Ihe    l'ngel    Sound    Electric    Co.    i-    preparing    to    install    a    large 


Aug.  20,  1902.] 


STREET    RAILWAY    REVIEW. 


505 


transformer  station  at  Georgetown,  Wash.,  for  the  new  interurban 
which  is  under  construction  between  that  city  and  neighboring 
towns.      Power  will  be  transmitted  from  Seattle 

From  present  indications  portions  of  the  new  street  railway  at 
Reno.  Nev.,  will  be  constructed  this  season  Eventually  thi  road 
will  In:  extended  to  the  Southern  Pacific  shops,  thence  to  Wedekind 
City  and   luck   to   Reno. 

Surveys  are  being  made  for  the  proposed  electric  line  between 
Ventura  and  Bakersfield,  Cal.  The  road  will  be  constructed  north 
of  the  route  originally  proposed,  and  it  is  believed  that  an  exten- 
sion will  be  liuilt  through  the  Sunset  "il  fields. 

An  electric  railway  from  Torresdale,  a  suburb  of  Philadelphia, 
via  Bristol,  l'a..  to  Trenton,  N.  J.,  a  distinct  of  -'->  miles,  is  pro- 
jected and  when  completed  will  form  an  important  link  in  the  pro 
posed  electric  railway  system  between  New  York  and  Philadelphia. 
I  he  promoters  have  organized  as  the  Philadelphia,  Bristol  ..x 
Trenton  Electric  Railway  Co.,  and  the  Union  Trusl  Co.,  of  Balti- 
more, has  closed  the  underwriting  which  covers  an  issue  of  $6oo,oon 
first  mortgage  5  per  cent  bonds.  The  money  was  largely  over 
subscribed  by  Philadelphia.  Baltimore  and  New  York  capitalists, 
lite  company  has  an  authorized  capital  stock  of  $1,000,000  and 
an  authorized  l».iul  issue  to  a  similar  amount. 


STREET  RAILWAY  PATENTS. 


NEW   CONDUIT  COMPANY. 


Mr.  Bleecker  S.  Barnard  has  been  elected  vice-president  and 
secretary  of  the  Standard  Vitrified  Conduit  Co.,  having  resigned 
-  manager  of  the  American  Vitrified  Conduit  Co.,  to  lake 
the  new  position.  The  Standard  company,  which  was  recently 
orgam/ed  by  Mr.  Robert  W.  Lyle,  who  is  its  president,  will  manu- 
facture in  vitrified  clay  every  known  conduit.      It   has  extensive  clay 


11    B    IIAKNAKD. 

South  River.  N.  J.,  which  will  enable  it  to 
largi     cale,   nol   only   in  ilu*  country,  Inn 
■broad  a-   well.       It  control!   icveral   new  patented   featun 

multiple  duct  conduit,  guarante  ior  con 

,    (I     t'orllan.Il     St., 
Mr.   Painard  pillar  men  in  the 

of  '   equipped,   while  in  military  and 

•  Id  a  prom 

be  congratulated  upon 


'ign-i    4th.    for   the  third   time    within   two    weeks,    the    wires 
lempttead  Si  Freeport    fraction  Co..  that  cro 

land   R.   R.  al   Wi  it    Hemp  lead,  LI.,  were 
•11  down,  11  ii  alleged,  by  1                 thi  emploj  of  the 
Long  Kland  R    R.    Shortly  before  daylight  an  engine  with  a  gang 
of  laboreri  aboard  reached                  rig,  when  by  mi 
tfirowTJ                                        from  the  moving  engine,  the  wires 
nd  left  in  the  roadwi                     f  the  1  ompan) ' 
ibove  ii"   ground 
!    will  mal                   11.  .1  .  ii..,. 
tnenl  injuru  lion  again  lamag 

prop. 


This  list  is  furnished  by   I.  Reed  Clift,  Patent    Attorney,  Washing 
ton,   D.  C.   from    whom   copies  of  patents  and    information    thereon 
can  be  secured. 

No.  703,536.  July  1.  [902.  Edwin  F.  Cannon,  Chicago.  Street 
car  fender. 

No.  703,561.  July  1.  1902.  Horace  II.  Dolly  el  al.  Camden,  N'.  J. 
Automatic  switch. 

-No.  703,589.  July  1.  [902.  Charles  J.  Johnson  el  al.  Si.  Louis. 
Trolley  for  electric  cars. 

No.  703,614.  July  1.  1902.  Frederick  \Y.  Rock.  Detroit,  Mich. 
Car  brake. 

No.  703,786.  July  1.  1902.  George  \V.  Hammond,  Philadelphia. 
Apparatus  for  preventing  trolley  wheels  from  leaving  the  wire. 

N...   703,818.    July    1.   i()o_>.      Jos.    Plattenburg,   McKeesport,    Pa. 

Cat    brake. 

No.  704,092.    July  X.   1902.      Theo.   B.    Patch,   North   Cambridge, 
Mas-.     Contacl  system  for  electric  railways. 
No.  704,093.     Same. 
No.  704.141.    July  8,  19C2.     Charles  T.  Stoelting,  St.  Louis.    Street 

car  fender. 

No.  7:14.14.5.  July  S,  101  _'.  Max  Straus,  Denver,  Col.  Hand 
strap  for  sirccl  railway  cars. 

N...  704.1(1(1.    July  x,  1902.     Casper  Zimmerman,  Chicago.     Street 

car  fender. 

No.  704,228.  July  8,  mo-'.  Hubert  Witte,  Si.  Louis.  Guard 
gale  for  railway  cars. 

N...  7u4.4.?2.  July  8,  ujnj.  William  S.  Bradley,  Philadelphia,  Pa. 
Guard  rail  for  street  cat 

No.  704,452  July  8,  [902.  Charles  1'..  Fairchild,  New  Yoik,  N.  Y. 
Vehicle  brake. 

No.  704.4(11.  July  X.  [902,  John  T.  I  b.dgius.  St.  Louis.  Car 
fender. 

No.  704.474.  July  x.  1902.  Enoch  C.  Deskin,  Moberly,  Mo.  Car 
heating  device. 

No.  704,506.  July  15,  [902.  Frank  ().  Brown  et  al,  Dallas,  Tex. 
Car  brake. 

No.  704.5.'.;.  July  15.  [902.  Vshford  T.  Dowden,  Prairie  City, 
Kan.       Portable  chair   swing. 

No.  7o4.(«is.  July  15,  [902.  John  I..  Creveling,  New  York.  Com 
bined  electric  and  gas  ligbiing  system. 

No.  704.77(1.    July   15.  i<)<>_>      Eli  A.  Booser,  Al na,  Pa.     Cat 

fender. 

No.  704,870.    Julj   15.  100.'.     (has.  11.  Fox,   Ippleton,  Wis.     Car 

mover. 

No.  705,020.  July  22,   [902,    Gaston   Bellange,  Arcachon,   France. 

Safety  contrail  interrupter  for  electric  wires. 

No.  705,028.  July  -v.  1002,    Auiel  Broheska,  Detroit,  Mich.    Car 

brake. 

Mo.   7".s.";>     July   -'-'.    1902.       Henry    S.    Hale.    Philadelphia.      Car 

It 

No    705,083.    July   .'j,    nx.'.     F.    W.    I  hid.    Schenectady,    N.    Y. 

I  !•  ■  Ine  railway. 

No.    705.150      July    22.    1902,      Henry    J.    Schuldt,    Si.    Paul,    Minn 

Si  reel  cat   fi  rider, 

No.  705,235.  July  .'.'.  1902.  Win.  II.  Harris  ,1  al.  Eldorado,  Col., 
Streel  cat  an. I  railwaj  indicator. 

No.  705. 4.t-'-    July   22,    loo.-,    J: s  m.   (Kg |,    Boston,      Pas 

sellgel    .    : 

No.    705,466.    Jul;    _'■.    1902.      (in..    S  ij.ll.il.     Spitzer,     \ a 

1   fendci 
No.  705,662.    Jub.      1    i".  ■      [o  .|>h  W     Fro  1.  Washington,  D.  C 
1  1"  in.     ignal  1..1   railwaj  cab 
No.  705,668    July  _•.,.   i.,..'.    William  S.   Hadaway,  Jr,     Electric 

No.   7"5.7".v    Jub.    -■'!.    1902,    Susie    1.    Pressler,    roledo,   Ohia 
ittai  1 in  I..,  trolley  cat  w  tibuli 

N".  7<'.s,7«.t.  Jul.  ■•<  I.,.'  ( lie  ( H,  n.  Si.  i.,„„,  Street  cai 
fender 

1  il      g    trjoa     William  I.    von  II. 0. 1,  nil.  rg    Brool 
lyn,  N.  V.      I  roll 

No.    705314     I"1*    -•>■    !•<"■■     b'lin    Battel       lev     \\    Y. 

1  .  11. 1. 1 

705325.     I-  W.ili. a    \    1     1  la   i      1  oli  .1..   1  )       1  rollej 

•1. 1  ...  1 1. .  1 


5(M, 


STREET    RAILWAY    REVIKW. 


[Vol  xii.  No.  a 


I    Kintner,  New  Y.'ik.  \.  Y. 

No.  nomas   W.   Sutton,   I "ii i ~l.ii , 

I  roll 

36.    Julj    .  lohn    \V.    Wehmeyer,    St    Louis. 

>  i .  It-  r . 

i  liblin,  Cleveland,  i  >      Cat 
fendi  i- 

ENGLISH   NOTES. 


TRADE   NOTES. 


Tin  Corporation  of  Douglas,  Isle  of  Man,  h;  consideration 

ble  f  r;nn -  :il  i  ■ 


llu   highways  committee  "t  the  London  County  Council  ha 
cided  to  investigate  the  shallow   underground  systems  of  tramways 
gn  cities  and  proposes  that  the  officials  who  recently  visited 
lited  States  should  go  to   Paris,   Budapest  and   Munich  and 
rt  to  the  council  oh  the  matter. 


The  Stalybridge  &  Joinl  Electric  Tramwaj  board  is  going  t"  carry 
out  a  tramwaj  scheme  costing  about  $3,000,000  and  has  appointed 
Mr.  Schofield,  wjto  was  connected  with  the  Manchester  Tramwaj 
(  ■'.  :i-  clerk  i"  the  board. 


Dewsbury  &  l)i-irici  Electric  Tramway  will,  it  is  expected, 
lie  completed  in  from  1-'  t"  t8  months.  The  length  of  line  to  be 
laid  1-  about  15  miles;  the  contracl  is  in  the  hands  of  Dick,  Kerr 
&  Co 


\  plebiscil  :       g   held   in   Ayr.   Scotland,  as  !■>  whethei    the 

ntnning  of  Sunday  cars  should  be  continued  or  discontinued;  should 

the  latter  be  the  result  ii  will  materially  affeel  the  earnings  <>f  the 

tramways,  as  the  earnings  per  car  mile  on  Sunday  are  marly  twice 

•  Ii  a*  on  week  days. 


Mr.  W.  Spavin.  of  the  Leeds  Corporation  Tram- 

ways, has  been  appointed  manager  of  the  Portsmouth  electric  tram 
1  candidates  applied  for  the  position.     Mr.  Spavin. 
who  has  risen  from  the  position  of  a  tram  conductor  under  th<   old 
company,  was  appointed  traffic  manager  by  the  Leeds  Corporation 
in  1899. 


I  In-  Hastings  Town  Council  lias  decided  against  introducing  tram- 
■  the  town;  but  only  by  the  majority  of  one  vote. 


'I  he  York  1  lounty    fraction  Co    ha     1 1  impleti  d  thi    ei  ei  tii  in  1  il   .1 
station  at  Red  Lion. 


the   New   York  81   Stamford   Railway   Co.,   Port 
■.  N.  Y..  was  robbed  ol  $900  bj   burglars  on  the  morni 

July   18th.    The  burglars  wen    fivi    in  nui 1       Vftei   binding  and 

blindfolding  two  nun  on  dutj  at  the  barns  they  blew  open  the  safe 
with   ilynati!  .,  nuil   the    receipts   of   Sunday's   operations, 

the  burglars  lia>  nol  as  yet  been  reported 


!  1         Railway  Co.  has  been   granted  ex 

tended  i..r  carrying  express  and  might  in  that  city.     In 

lion  with  the  pn  tate  fair  at   1  >c-  Moines  the  com 

panj   has  male  arrangements  to  haul  freight  cars  from  the  steam 
v«r  the  street  railway  tracks  to  the  fair  grounds,  for  which 
l"11 1"  ctric  engine  will  be  put  in  use. 


I     \i.l  IS-I  H  \l.\ll  I-' 

ouarterlj   d  nt,  payable  August   1  st, 

out  of  net  earnings. 


1  HE  SPRING1  M  VSS.)    si  kl  I  1    KY.   has  pi 

third  •  .rrlir  for  a  Green  economizer  to  keep  the  service  ol  this  ap 
paratus  co-extensive  with  the  growth  of  the  plant. 


I  HE  EDISON  El  I  CT  RI(    II  LUM1N  \l  ING  m,  has 

contracted  with  11  .  Co.  for  an  installation 

uf  the  economizer  in  its   Atlantic   Kve.  power  stati 


I  III     [RONSID  I  olumbus,  <)..  reports  a  substantial  in- 

crease  of  business  during  it*  late  fiscal  year  recently  ended,  with 
encouraging   prospects    foi    continued   growth   in   the  current 
It-  manufacl  ecial   lubricants   fot   ropes,  gears  and 

machinery,  and  specially  adapted  t"  motor  gears  of  Btn 


THE  LUDLOW    SUPPLY    CO.,  301   and  302   Electric   Building, 

Cleveland,  advises  that  it  is  having  a  n 1  sale  of  the  Gore  track 

drill,  mounted   on   carriage.       In  addition   to   several   sold   in  this 
country  last  month,  tin-  company  received  an  order  fur  two  drill- 
to  Australia  anil  has  recently  received  inquiries  from  England 
and  Canada. 


IN  ORDER  TO  KEEP  before  those  interested  the  average 
physical  properties  of  the  solid  and  hollow  steel  forgings  ma 
the  Bethlehem  Steel  Co.,  that  company  has  sent  to  it-  friends  and 
customers  blotting  pads  on  which  are  tables  showing  the  tensile 
strength,  da-tic  limit,  elongation  and  reduction  of  ana  of  tesl 
For  the  different  sizes  of  the  prim  of  steel  foi 


THE  SPRAGUE  ELECTRIC  CO.  1-  meeting  with  great  success 
in  securing  important  contracts  for  its  motors  and  generators. 
Both  it-  Watsessing  factory  and  New  York  conduit  factory  are 
rushed  to  their  utmost  capacity.  In  addition  t"  it-  foreign  sales 
and  a  large  number  of  orders  for  small  size  apparatus,  the  company 
report     about  forty  contracts  for  It  1    machines  which  are  foi 

use  in  almost  every  variety  ol 


THE  ALLIS-CHALMERS  CO.  reports  the  following  among  its 
rect  in  sales  ol  Reynolds  corliss  engines:  Kioto  Traction  Co.,  Knit" 
Japan,  tti  and  32  by  36  in..  iK>jo  frame  cross-compound  direct  con- 
nected. Twin  City  Rapid  Transil  Co.;  .4<>  and  'i-t  by  '«>  in.  vertical 
cross-compound  direct  coupled  (third  order).  London  United 
Tramways,  London,  England,  -'ii  and  54  by  -tK-in.  vertical 
compound  direct  connected  (second  order). 


Ill  1".  II.  \Y.  JOHNS  MANVILLE  CO.,  too  William  St.,  W» 
York,  h :  1  --  just  issued  a  ne«  catalog  containing  103  pages.  It  is 
generously  illustrated  and  is  of  a  very  handy  size  for  reference. 
Complete  lines  of  overhead  material-,  electric  car  heaters,  "Noark" 
fuses,  "Vulcabeston"  and  molded  mica,  manufactured  bj  this  com- 
pany, are  thoroughly  illustrated  and  described.  The  company  will 
be  pleased  to  send  one  of  these  catalogs  upon  request. 


mi     WESTINGHOUS1     ELECTRICS    MANUFACTURING 
CO.  reports  ol    Westinghouse  integrating  wattmeters   for 

the  month  of  June  t.i  have  been  the  largest  in  the  historj  of  thi 
pany.     Also  that  the  sale-  of  Westinghouse  transformers  have  more 
than  (Ii milled  in  the  past   six  months,  and  the  transformer  building 
capacity  of  the  Westinghouse  company  has  been  largely  increased  to 
meet  the  demand  for  i  >.  D.  and   Ivpr  "  ,\ "  transformers. 


TIES  FOR  SALE 


.so, 000  Alixed  Oak  6x<Sx8  Ties; 

10,000  Chestnut  OxN.\8  Ties. 

10,000  Mixed  Oak  and  Chestnut  5x7x7  Ties; 

Prepared  to  make  prompt  shipment. 

MART1NDALE  &  EDMUNDS 

LUCASVILLE,  OHIO 


STREET   RAILWAY   REVIEW 


Vol.  XII 


SEPTEMBER  20.  1902 


No.  9 


The  Street  Railways  of  Detroit 


A    History  of  Their    Development    Including    a    Review    of   the    Agitation    for    Low    Fares    and    a 

Table  Showing  the  Relations  of  the  Different  Companies  Forming 

the  Detroit  United  Railway. 


To  one  interested  in  the  purely  economic  questions  arising  in 
street  railway  operation,  the  history  of  street  railway  organization 
and  development  in  the  city  "t  Detroit  is  of  more  than  passing  in- 
terest. In  no  city  on  the  globe  have  the  conditions  given  rise  to  so 
many  important  discussions,  experiments  and  litigations  involving 
economic  theories  and  questions  50  vital  to  the  industry  at  large. 
Among  the  topics  brought  prominently  to  the  front  by  the  situation 
in  Detroit   may   be  mentioned,  in  passing,  the  following:      An  at- 

M. ii.  -tic  Building. 


According  to  good  authority  Detroit  was  the  fourth  city  in  the 
United  Slate-  to  have  a  regularly  established  street  railway  line; 
that  is,  a  line  on  which  cars  were  drawn  at  more  or  less  regular 
intervals  over  track-  permanently  laid  in  the  city  streets.  The  rec- 
ords show  that  the  tir-t  horse  railway  for  urban  street  traffic  in 
America,  was  laid  on  Madison  Avenue,  New  York  City,  in  1852. 
ilu-  was  quickly  followed  by  other  lines  in  New  York,  and  by  sim- 
ilar railways  in  other  American  cities,  viz.:    in   Boston  in  1853;    in 


Opera  Hoiin 
LOOKING  NORTH  "N  WOODWARD  wi.M  1:.  DETROIT. 


I   1  in  p  1. 


tempt  to  determine  the  rclar 

panic*  and  the  public,  I   Indies  and  cor- 

■f  fares  and  tariff-,    taxation  and   percentage  pay- 

ial  and  limited  term   frani 
tip  of  puUii 

■    holding  corporation 
of  munii  ipalitiei   with   r.  1 

engeri 

through  city  itrcett. 


Baltimore  in  i860;    in  Detroil  in  1863;    in  Albany  in  186,3,  and  in 
polii  in  1X04,  after  which  date  tin-  movement  became  gen 
eral.  and  horse  railwaya  wen'  established   in  all  thi    largi 
Prior  10  the  op,  mug  oi  ii"   first  hora  n  Detroit,  in  1862, 

■     ml   atti  mpl     had  bi  1  n   madi    to  e  tabli  li   line     to 

'be  city,  but   foi   nil.    1 '  1   anothei ,  1 ■  of 

thi   1    lint      ,'.  ■  0    finani  iall]      ml.   ami   all    wen      1 lived 

!■       '■■  '  ■       " Mi.    ilium 

■  ''i"ii    :  -nil    ilu    towns   ami   1  itii      around    I 


508 


STREET  RAILWAY   REVIEW. 


\ll,  No.  g. 


ntercsting  ti  llowing  the  route*  now 

■  hating 

nt. 
All  the  street  railway  companies  now  included  in  the  Detroit 
United  Railway  system  win-  chartered  under  one  or  the  other  of 
Michigan,  known  respectively  as  the  Tram-Railway 
Vet,  passed  in  1855,  -""I  thi  Streel  Railwa)  Vet,  pa  sed  in  1867. 
I  In-  lr:nM  Railway  Act  provided  originally  for  the  construction 
..1"  'iraiu  railways,"  bul  in  1K01  was  amended  t"  include  the 
building  el    railway-   "in   and   through    the    streets   of   any 

town  or  city   in  the   state,"  and   provided  thai   "1  impany 

or  corporation  shall  be  authorized  t"  construct  a  railway  under 
this    art    t hr. >nv;li    the    street-    of    any    town    "r    city    without    the 

the  municipal   authoril  uch   town  or  city,  and 

undei  such  regulations  and  upon  such  terms  and  conditions  as 
said  authorities  may  from  tune  to  time  prescribe."  In  1867  this 
acl  was  furthei  amended  bj  adding  an  additional  proviso,  a-  fol- 
lows:      "Provided   further,  that  after   such   con  ent   shall   ha 

Hid  accepted  by  the  company  or  corporation  to  which  the 
same  1-  granted,  such  authorities  shall  make  no  regulations  or 
conditions  whereby  the  rights  or  franchises   granted   shall   he  de- 

I  or  unreasonably  impaired,  or  -mil  company  or  corpora- 
tion be  deprived  Of  the  right  of  constructing,  maintaining  and  oper- 
ating  such  railway  in  the  streets  in  such  consent  and  grant  named 
pursuant    to   the   terms   thereof." 

The  Street  Railway  \.  I  of  1867  authorized  any  street  railway 
company  organized  under  the  provisions  of  the  act,  with  the 
consent  of  the  corporate  authorities  of  any  city  or  village  given  in 
and  by  ordinance,  to  construct  street  railways  in  and  upon  such 
streets   as  the  city   or   village   authorities    should    designate.     The 

•as  to  be  operated  under  such   rules,   regulations   and   Condi 

including   rates   of   fare,   as   the   ordinance   passed   by   the 

authorities  should  prescribe  bul  it  was  provided  that  after  the  con- 
-ent  and  grant  had  heen  accepted  by  the  company,  the  authorities 
could  not  revoke  such  consent  or  deprive  the  company  of  the 
right-  and  privileges  conferred. 

provisions  are  quoted  here  at  length  inasmuch  as  they 
formed  the  basis  for  a  very  important  decision  by  the  Supreme 
Courl  of  the  United  States,  when  the  city  of  Detroit  in  1899,  under 
its  police  power  attempted  by  ordinance  to  reduce  the  rates  of 
fares  on  some  of  the  older  street  railway  lines  organized  under 
these  acts. 

By  both  of  these  statutes  the  life  of  any  corporation  organized 
thereunder  wa-  limited  10  a  period  of  30  years,  and  the  common 
council  of  Detroit  has  followed  this  wording  in  granting  street 
railway   franchises,  all   franchises  having  heen  limited  to  30  years. 

I  h.-  first  franchise  for  a  street  railway  in  the  city  was  granted 
by  the  common  council  Nov.  -'4.  1862,  to  Ebcn  N.  Wilcox.  C.  S. 
Bushnell,  and  others,  for  a  street  railway  through  Jefferson,  Michi- 
gan, and  Woodward  avenues,  and  other  streets,  which  arc  now  the 
principal  down-town  streets  and  avenues.  Inasmuch  as  this  was 
ndamcntal  franchise  upon  which  (with  several  amending  and 
supplementing  franchises)  a  large  portion  of  the  present  Detroit 
United  Railway  system  was  established,  it  will  be  apropos  to 
examim  ntial  features       \-   originally    granted  in   1862  this 

01  Mi'-,  who  were  afterwards 
orgam.  Detroit    City   Railway   Co.,  exclusive  and  blanket 

franchises  on  all  the  street-  named,  and  the  first  option  to  build 
street  railways  on  all  other  streets  of  the  city,  in  consideration 
of    which    the    grantees    were    "to    keep    the    surface    of    the    streets. 

the   rails   and    for  2   ft.   4   in.   outside   thereof   in   good   order 

pair,  and   all    snow,   ice.   and   dirt    cleared    and    removed   from 
me,  at  the  expense  of  the  grantees;    provided,  however,  that 

he   paved  portions  of  -   the   materials    for   repaying 

shall  be  supplied  at  the  expense  of  the  city."  The  rate  of  fare  was 
"not  to  1  xceed  5  cents  in  any  one  car  or  on  any  one  route  named 
in  the  ordinance,  except  where  cars  or  carriages  shall  he  char- 
tered for  specific  purposes;  provided  cars  so  chartered  shall  not 
be  considered  regular  cars."  The  only  taxation  clause  in  the 
franchise  provided  that  "the  said  grantees  shall  pay  to  the  city  of 
Detroit,    annually,   $15.00   for   each    car   excepting    only    those    cars 

>r  cleaning  the  track."    The  fran  granted  for 

of  30  years,  which  would  place  the  expiration  date  at  Nov.  24.  1S02. 

On    Nov.    14,    1879.   an   ordinance    was   passed    supplementary    to 

the  one  passed  on  Nov.  24.  1862,  extending  the  life  of  the  franchises 

30   years    from    1897    (or   until    1909)    in    consideration    of    certain 


011   tin-   pari   of  tin-  c pany,   notably   that    the  company 

was    tl  1  ity    a    tax    of    1    per    cent    on    its    gn.-- 

receipts  and   pave  and   maintain   111  all  pied  by   it-  Irack- 

the  space  constituting  it-  roadway  or  track  and   between  the  track-. 

This  special  tax  and  undertaking  a-  to  paving  w« 

by    tin     ordinance    to    be    111    lieu    of    license    and    Other    tax- 
charges    for    paving    under    the    previous    ordinance.      By    tin 

ordinance   of    1879   the   company    was   given   permission   to   build 
extensions  in  several  additional  streets  not  mentioned  in  the  earlier 
of  1862, 

Under    the    ordinance    of    1862,    the    original    grantee-    intl 
several  capitalists  from  Syracuse,  N.  Y..  and  in  1863  a  -ingle  track 
railway   operated   by   animal   power   was   constructed   on   J( 

ictending  from  the  Detroit,  Grand  Haven  &  Milwaukee  R-  R. 

tracks    to    the    Michigan    Central    depot,    at    tin-    foot    of    Thil 
It    was    about    one    and    one  half    mile-    long,    and    was    used   almost 
exclusively    for    transferring    railroad    passenget      between    the    two 
depot        I  be   volume  of  trawl  was   fat    from  ory,  and  the 

compan  iund  itself  in  financial   strait-.      However,  new    capi 

lal    was    induced    to   join   the   enterprise,    and    additional    line-    were 

built    'Hi    W Iward     Vve.    for   a   distance   of   a    mile    from    the   city 

hall.      The   operation    of   the    road    was    turned    over    to    Mr.    I 
I  limbic,    who   held    a   contract    for   the   trucking  and   tran-lVi    L11-1 
ness  between   the  two   ,1,,.  ihcreforc  chosen  as  tin- 

man who  was  best  fitted  to  make  a  success  of  the  new  enterprise. 
I  in  years  of  experiment  showed  that  the  Detroit  City  Ry.  was 
not  a  financial  success,  unless  a  larger  p  could  be  obtained. 

The  city  contained  aboul  50,000  people,  but  the  lines  did  not  ad- 
vantageously connect  the  residence  di-tricts  with  the  business  sec- 
tions, and  so  were  not  in  position  to  receive  any  great  amount  of 
passenger  traffic.  In  1867  the  capital  -lock  was  again  inct 
new  stockholders  vveie  taken  into  the  company,  and  preparation- 
were  made  for  building  new  lines  that  would  afford  11101 
venient  mean-  of  navel  between  the  business  and  residential  sec- 
tions. Up  to  1S65  the  right  of  the  company  to  the  exclusive  use 
of  the  streets  had  not  been  questioned,  but.  at  about  that  date,  the 
company  having  forfeited  certain  of  its  franchises,  through  failure 
to  lay  tracks  within  the  specified  time,  the  common  council  granted 
franchises  on  several  streets  to  a  new  company  known  as  the  Fort 
Street  &  Elmwood  Avenue  Ry. 

From  this  lime  until  1890  there  were  few  developments  in  the 
street  railway  situation  worthy  of  special  record.  Several  addi- 
tional franchises  were  granted  to  Hendrie,  to  the  Detroit  City  Rail- 
way Co.,  and  to  other  companies  which  were  incorporated  at 
various  times.  Several  of  the  lines  built  under  these  franchises 
were  ultimately  absorbed  by  the  Detroit  City  Railway  Co.,  and 
the  several  steps  in  the  history  of  each  one  of  them  may  be  traced 
through  the  accompanying  table.  It  will  be  seen  that  during  this 
period  the  Detroit  City  company,  afterwanl  ah-mbed  by  the  Detroit 
Citizens'  Street  Railway  Co.,  was  always  the  chief  factor  in  the 
situatii  m 

Sometime  after  the  ordinance  of  1879  was  passed,  a  number  of 
difference-  having  arisen  between  the  Detroit  City  Railway  Co.. 
and  the  city,  in  respect  to  the  payment  of  certain  taxes  on  real 
e-late  and  -everal  -nit-  having  been  instituted  for  collecting  certain 
back  taxes,  claimed  to  be  due  to  the  city,  a  new  ordinance  was 
passed  Jan.  4,  1K87,  over  the  mayor's  veto,  providing  conditions 
for  adjusting  thesi  di  puti  The  new  ordinance  provided  that  for 
the  time  from  July  1.  [882,  to  Dec.  31.  1896,  the  company  was  to 
pay  an  annual  tax   of    1        pel    cent   of  the  go  its,  and    from 

Jan.  1.  180;.  10  the  end  of  its  franchises  (under  the  ordinance  of 
Nov.  i),  1870)  the  compan]  wa-  to  pay  an  annual  tax  of  2  per  cent 
of   11-    E  iptS.      In    consideration   of   tin-    increase   in   the  tax 

on  receipts,  the  city  agreed  to  discharge  all  claim-  for  back  real 
estate  taxes,  but  the  company  agreed  to  pay  such  taxes  on  its  real 
property  as  the  citj  should  levy  on  all  other  city  property  in 
the  collection  of  the  usual  city  taxes  on  lands.  It  was  distinctly 
ed,  however,  that  this  tax  on  gross  receipts  and  these 
legitimate  taxes  on  real  estate  should  be  the  only  taxes,  license 
fees  and  charges  of  any  kind  to  be  levied  !   by  the  city 

against  the  property,  capital  stock  or  franchises  "f  the  company 
during  the  life  of  the  franchises. 

On  Jan.  3.  1880,  the  company  asked  for  franchises  on  certain 
important  streets  heretofore  unoccupied  by  its  tracks.  These  fran- 
chlses  were  granted  to  continue  until  the  expiration  of  previous 
franchises,  that  is  until  Nov.  14,  1909,  but  in  passing  the  ordinance 


Sept.  20,  1002.] 


STREET  RAILWAY  REVIEW 


509 


the  city  council  look  occasion  to  impose  certain  new  conditions  on 
the  company:  i.  e.,  the  granting  of  free  transfers  at  certain  points; 
limiting  the  speed  of  cars  in  the  city  to  10  miles  an  hour,  and 
requiring  an  average  speed  of  at  least  6  miles  per  hour ;  and  the 
sale  of  eight  tickets  for  25  cents,  known  as  workingmen's  ticket*. 
good  on  all  lines  between  the  hours  of  5  :30  a.  m.  and  7  :oo  a.  m., 
and  5:15  p.  in.  and  0:15  p.  m..  said  low  rate  tickets  to  hear  the 
same  transfer  and  other  privileges  as  the  regular  S-cent  fare.  By 
an  additional  ordinance  approved  Fen.  4,  1893,  and  amended  Feb. 
-  )S,  the  company  was  required  to  place  these  low  rate  tickets 
on  sale  on  its  cars  as  well  as  at  it*  general  offii 

In  1801  the  Detroit  City  Railway  Co.  sold  all  its  property  to  the 
Detroit  Citizens'  Street  Railway  Co.,  and  it  was  in  this  year  that 
arrangements  were  made  for  equipping  all  the  lines  of  the  company 
for  electric  traction.  True  to  it*  promises  the  new  company  intro- 
duced electricity  upon  all  its  trunk  lines,  ami  made  other  costly 
improvements. 

Shortly  after  the  year   1801.  the  city  instituted  suit   to  have  tin- 
franchises    of   the    Detroit    Citizens'    Street    Railway    Co.    declared 
invalid  after  the  year  l8o.».  on  the 
grounds    that   the   common   coun- 
cil    in    passing    the   ordinance    of 

1  extending  the  franchises  o) 
the  company  for  30  years,  had 
exceded  it*  legal  powers.  The 
first  decision  in  this  case  was 
rendered  on  Jan.  31,1894.  by  Judge 
Taft  of  the  United  States  Cir- 
cuit Court, who  sustained  the  claim 

!ie  city  as  to  the  expiration  of 
the  franchise  held  by  the  Citizens' 
company.  The  case  was  then  ap- 
pealed by  the  company  to  the 
United  States  Court  of  Appeals. 
The  case  was  argued  before  thi* 
court, and  on  Oct.  2,  1894,  the  court 

rsed  Judge  Tart's  decision, 
and  held  that  the  ordinances  of 
18-9,   by   which    the    rights  of  the 

t  railway  company  were  ex- 
tended to  1909,  was  valid,  on  the 
grounds  that  the  city  could  grant 
privileges    in   the    strcls    unlimited 

in  duration.  The  case  was  reviewed 
by  the  Supreme  Court  of  the 
I'm'  which    fully    sits 

taincd  the  decision  of  the  Court  of 
Appeals. 

Whit'  were     -.nil 

pending,  the  owners    of  the  prop 

to     withdraw     from      Itreel      rait 

way  in  irding 

ly    in  September,   181)4.    the  prop 

erty     was     -old     to     R.     T.     Wil 

-on    K     <'.,..    of     Boston    and   New  President 

York,    and     Mr.      lorn     1..    John 

-on     I  neral     manager. 

Three      months      afterward,      in 

ni  fare  frani  granti  'I  i"  .1 

company,  and  the  Detroit  street  railway  war  was  on. 
Ih'  eel   railway  matters  from  tin-  year   181*1  until 

•  ■rd    of   agnation,    discussion,    chargi 
rial    and    otherwise,    and    legal    eonti 

ind  di  hi.  1  ■  out  1 
and  ti  nited  State       1  he  i' 

'  the  politii  al  In  tory  of  Detroit  and  tl  1 
of  Michigan  for  that  period.    It  ;  ere  give  a  I 

Suffii  ienl  il 

irred 

hief  champion  in  thi   pel  on 
lion.   Hazen  S.   I'm.  had  been  elected  ma 

1 

:n   Detroit    v..i     tin    re  nit  of  In 

rot  Mr.   Johnson  and   hi  "I   put 

chaw-d  property,  tl 


reduction  of  fares  on  the  part  of  the  city,  and  after  the  common 
council  passed  an  ordinance  reducing  the  rates  of  fares  on  the 
various  street  railways,  the  company  took  the  case  to  the  Circuit 
Court,  and  finally  into  the  Supreme  Court  of  the  United  Stale-. 
The  final  decision  in  this  case  will  he  remembered  as  one  of  the 
most  important  affecting  street  railways  ever  rendered.  The  Su- 
preme Court  decided  that  the  franchise  granted  to  the  company  in 
1862,  and  amended  and  supplemented  in  1897,  was  in  effect  a  con- 
tract between  the  city  and  the  company,  and  the  city  had  no  power 
to  alter  the  rates  of  fare  therein  stipulated. 

As  already  -laud.  Mayor  Pingrec,  in  1894.  finding  he  could  not 
secure  his  cherished  3-cent  fare  from  the  Citizens'  company,  in- 
duced outside  capitalists  to  accept  new  franchises  for  street  railways 
on  most  of  the  streets  in  Detroit  not  then  occupied  by  the  Citizens' 
company,  these  franchises  to  be  granted  with  the  expressed  provi- 
sion that  the  fare  was  to  be  eight  tickets  for  25  cents,  or  virtually 
a  3-cent  fare  during  the  day,  and  six-for-a-quarter  tickets  during 
the  night. 
This   3-cent    fare    franchise   was   passed   Dec.   4,    1894,   and   was 

granted  to  Henry  A.  Everett, 
Greene  Pack,  Albert  Pack,  and 
their  associates,  who  immediately 
formed  themselves  into  a  corpo- 
ration under  the  name  of  The  De- 
troit Railway. 

Aside  from  the  low  fare,  the  sen- 
sational  feature  of  this  franchise 
was  a  clause  stipulating  that  tlte 
company  would  not  have  to  pay 
for  nor  keep  in  repair  any  pav- 
ing either  outside  or  between  its 
tracks,  this  expense  to  be  borne 
entirely  by  the  City  of  Detroit,  It 
is  in  this  regard  that  the  advo- 
cates of  3-cent  fares  showed  con- 
siderable inconsistency.  They 
claimed  to  be  saving  the  people  of 
Detroit  several  hundred  thousand 
dollars  a  year  in  street  car  fares, 
without  drawing  attention  to  the 
fact  that  the  taxpayers  would  be 
called  upon  to  bear  the  expense 
of  paving  and  maintaining  the 
Streets    in    g I    repair.      The   new 

company  immediately  let  contracts 

for  the  construction  of  the  road 
and  opened  aboul  40  miles  of  new 

lines  in  the  spring  of   1805. 

I  he    situation    therefore    shows 

at  this  period,  tin-  two  com 
panics  operating  very  largely 
on       parallel       streets,      the       I  le 

Hon  Citizens'  company,  with  a 
straight  5  cent  fare,   and  *is  tick 

I  1      for    _>5    cents,    and    the    I  lelroil 

Railway    selling    eight     tickets    lor 

25  cents.      Tin-    struggle  for     11. il 

in       was      very      keen,     anil      both 

1 panic      w  et  1     brought    to  the 

\eige  of  bankruptcy  before  the  situation  was  satisi; rily  adjusted. 

Ih'    old  company  had  lie    advantage  of  location,  and   the  new  com 

pany  had  the  low.  1  fart 

1 1"    condition  tinued  until  1896,  when  the  companies  in  self- 

u  '  ' 1  a  mi  rger  of  inten  1  ,  thi    tal  ing  thi    form  "i  ,, 

temporary  lea  -  -1  the  Detroit  Railway  to  the  Detroit  Citizens' 
Street   Railway  inten  I 

In  i8<,o,  \ii    i',, i,. 1     ,1,  Red  wiih  ins  achievements,  publicly 

announced  that  the  citj  ought  to  purcha  1  all  the  street  railway 
propertii     ol  the  city,  and  operate  them  as  public  property.     Bj  in 

■  ""i1  approved  Man  h  24,  1899,  ami sing  tl )  oi 

Detroit  to  pun  ha  1    thi    street   railwaj     and  dit  ei  1  ing  thi    1  ommon 

'I"  - '    i" 11  1 1 1 1  it  1    ;,  board  ol  1  ommi 

now  11  ■'     ii"    Detroit    Street    Railwaj    I  mi   lion,  which 

had  powet   to  ■ tin   anj     treel  railway  property  in  Detroit     Hie 

riven    full    powet    to   opt  rati    thi    pi  opi  rtii 
■"  quired,  n  gulate  fares,  and  po    e    ed     in  h  1  it  hi  1    po    et      1     an 
hoard    ..I    in,   0,1    oi  cot poral . 


/^^-^t^C^JiO 


Detroit   United  Hy. 


510 


STREET   K  \II.WAV   REVIEW. 


[V.„    XII.  No.  9. 


Vpril  -i    1899,  .1  bill  foi  injunction  was  filed  in  the  Circuit 

for  Wayne  County  to  restrain  the  street  railway  commission  fi 

acquiring  the  railways  for  the  city,  and  al  the  same  time  quo  war- 
ranto proceedings  were  commenced  in  the  Supremi  Michi 
test  the  constitutionality  of  the  act  under  which,  and  the 
council  proceedings  by  which,  the  commissioners  were  appointed 
The  proceedings  were  ultimately  taken  into  the  United  States 
Court-  where  decision  was  finally  given  that  the  law  was  unconsti- 
tutional, and  tlu-  Detroit  Street  Railwa)  Commission  bad  no  legal 
standing. 

Before  the  final  decision  was  rem  imission 

had  completed  negotiations  with  the  street   railway  companies  for 
the  purchase' of   their  properties,  and   had  made  11-  report   t"  the 
common  council.     Although  the  law  under   which  the  commission 
reated  was  finally  declared  unconstitutional,  the  results  "f  the 
investigation  made  by  the  board  were  exceedingly  interesting,  and 
•  I  wide  attention,     hi  the  steps  taken  by  the  members  o)  the 
commission,    looking    to    the    acquirement    of    the    street    railways 
of   Detroit   tor  the  purposes  of  municipal  operation,  two  elements 
entered  into  the  questi f  determining  the  value  of  these  proper- 
ties.    First,  the  value  of  the  physical  property   including  rial  estate, 
|io«tr  houses,  car-,  tracks,  equipment,  etc,  and  second,  the  valua- 
I  the  franchise  rights  and  privileges,  or  in  short  the  earning 
power   of    the    franchises    themselves    computed    according    to    the 
term   each    had   to   rim.     The   commission    secured    the    services   of 


several  experts  who  fixed  the  aggregate  value  of  the  physical  prop- 
erty  of   all    the    Street    railway!    in    Detroit,   after    making    allowance 

foi  depreciation,  at  $7.000.7.(7. 42.  The  railway  companies  it 
that  this  amount  wai  too  low  by  a  million  dollar-,  hut  the  commis- 
sion finally  decided  upon  $x,ooo,otxi  as  the  basis  ol  its  report  The 
commission  decided  the  aggregate  value  of  the  franchises  owned 
by  the  companies  to  be  $8^78,563.861  The  valuation  mat  arrived 
at   by   taking   the   net    earnings    for   the   preceding   year,   namely, 

$750,000,   deducting    A   per   cent   annual    h  I    traffic   and  earn- 

ings during    the   lues   of   the   franchises,    which   at    that    time 

from  11  to  26  years.     I  hi-  ■..dm   of  $8^78,563.86  added 

to  the  value  of  the  physical   plant,  namely  $8,000,000,  gave  tbi 

value  of  tin  ,..  mi-  and  a-  $16,478, 

563.86,  tin-  being  the  price  to  !„■  paid  by  the  city  in  acquiring  the 
various  properties.  After  these  figures  had  been  submitted 
street  railway  companies  made  a  counter  proposition,  fixing  their 
price  for  all  the  railway  propertii  and  franchises  at  $17,500,000,  the 
proposition  being  that  .1  new  security  franchise  covering  all  the 
lines  he  granted  to  a  new  company,  which  new  company  would 
execute  bonds  secured  by  mortgage  on  all  the  properties  of  the 
companies,  and  tin  security  franchise  for  $17,500,000,  and  then  the 
citj  would  acquire  Such  property  subject  to  the  payment  of  such 
mortgage  indebtedness.  At  tin-  tune  the  foregoing  decision  was 
rendered  and  ni  -  stopped. 

On  December  31,  1900,  tlu    Detroit  United  Ry.  was  formed  with 


SYSTEM     UK     Till'.     HKTKCIIT    UNITED     KA1I.WAY 


Detroit    United    Kali  w  ay,  orKanl/.ed    De 


■11. 


1900,  effecting  a  ConSOlldlltliiu   I » >    pnrehu*e  of  the  seven,    eoiup&iilc*  named   lielnw  : 


The  following   is  a  complete   statement   of  all   the  properties  it  now 

contr 

1    DETROIT  CITIZENS'    STREET    RAILWAY   CO.*— Organized   Aug. 

24,   is.1     i'ii   I ::t.   1900,   this  company  Bold  all  it-  propert]    to  the 

ill   1  tilted  R]  .  it"-  propertj  comprising  all  the  properties,  rights 

and  ft  ■   ■-'.  tng  companies 

1.  DEIHOlT  CITY  RAILWAY  CO.  This  company  waa  organized 
in  1863  tnd  .  eived  tli  Irst  itreet  railway  franchise  granted  by 
the  cit)  "t  Detroit  In  1891  this  company  sold  alt  its  property  to 
the  Detroit  Cltlzena1  Street  Railway  ''"..  this  property  compris- 
ing all  thl    prop*  rtlea,   rights  ami  franehises  of  the  following  com- 

panles. 

a.  CONGRESS  .%  BAKER  STREET  RAILWAY  CO.-This  com- 
pany   was   organized    In    1^7::   and    w after   purchased    the 

property  01   the   Detroit  >v-  Grand  Trunk  Junction  Street  Rail- 
Co    (franchisee  to  which  wen    granted  April  11.  1878,  and 

.Inn.-  1::,  1873).  'I'll.,  propertj  of  the  Congress  ,x-  li.ik.r  street 
Railway  Co.  was  transferred  to  the  Detroit  City  Railway  Co 
on  .I:. 

b.  CASS  AVENUE  RAILWAY  1 10  This  companv  purchase,] 
the  property  of  the  Central  Market,  Cass  Avenue  A  Third 
Street  Railwa)  Co.  (franchises  to  which  were  granted  June 
16,  1876).  The  property  of  the  Cass  Avenue  Railway  Co,  was 
transferred  i"  the  Detroit  <'i<\    Railwa\   Co.  Jim.,  l".  issj. 

c.  HAMTKAMc'K  STREET  RAILWAY  CO.-  This  compan]  was 
graiite.i  franchises  dated  Aug.  89,  1868,  ami  Aug.   12,  1878.    The 

wrty  was  transferred  to  the  Detroit   City  Railway  Co.  In 
1881. 

2.  GRAND   RIVER   RAILWAY  CO.    This  company   was  organized 

In     1890    and     III      December,     1X911,     purchased     the     property     ..1     III.. 

Grand    River    Street     Railwa)     Co     (franchises    to    which    were 

ited  Ma]    1.  1868).    The  propertj   of  the  Grand   River  Railway 

C".   was   I..       erred    to   thi    Detroit  Citizens  Street    Railwa)    Co. 

M    DETROIT    SUBURBAN    RAILWAY    CO.— Organized    on    Nov.    1. 
mi    effected    i nsoltdatlon    of   several    Btreet    railwa]    com- 
panies (named  below)  operating  In  the  suburbs  of  Detroit    tin  Dec. 
81,   1900,    this   company    transferred    ill    its   property    to   the   Detroit 
iperty,  in  addition  t"  certain  franchises  granted 
1891  i  1893  in  iii.-  compan]   Itself,  Included  the  proper- 
it   i !  .    following  compa 

1.  DETROIT     ELECTRIC     RAILWAY     CO.— This    npany     pur- 

chased  the  propertj  ol  the  Dlx  avenue  Ry,  (franchisee  i"  which 
had  been  granted  April  it,  ism;,  ami  Ma]  10,  tvs.a.  The  property 
of  the  Detroit    I  Railway   Co.   was  transferred   to  the  De- 

ill  Suburban  Railway  Co.  Nov,  t.  1892. 

2.  HIGHLAND   PARK    RAILWAY   CO.— This   company    was   org  in- 

nd    received    various    franchlsi  the   city    of 
townships   during    the   period   from   1886   to 
ism     Th,.  propert]    of  (his  company  was  transferred   t<>  the   De- 
troll  sni. in  i                        i,  Feb.  I.  1893 

FFERSON  AVENUE  RAILWAY  I  0      i  i..  -   compan]    was  ,,r. 
ganize.l    in   ls!*l    ami    pure!:  .  In    franchises    granted    in    1891 

by   outlylt  ilps   to    Hendrle,   el    al     Tim   propert)    ol    the 

i '.  1 1  ..il   sni. in  ban   Railway  Co. 

in   189 
LEAST     DETROIT    .v     GROSSE     POINT     RAILWAY    CO.— This 
il    1881  and  purchast  i  certain   franchises 
grant,. t   in   is>:   by   outlying   townships   to    Brandon,   el    al.    The 
proi  tt  tnsfi  i  red   to  the   i  letroll  Subur- 

ban  Hallway  Co.   In  189 
111  ■  WAYNE     .v      BELLE     ISLE     RAILWAY, 

tzed    Feb.  28,   1-.'-.    Hem  ::t.   1900,   all   the  propert]    .a    this  com- 
pany was  transferred  to  thi  Ry.,  tins  propert] 
prising    all    the    properties,    rights    and    franehises    of    the    following 

1.  FORT    WAYNE    .v     BE1  RAILWAY    CO.-This    com- 

pany was  org   i  propert]   "f 

this  company  was  transferred  to  the  Detroit,  Port  Wayni  .^ 
isle  Railwa]  Co.,  this  property  comprising  all  the  rigiii-. 
rty  and  franchises  of: 


•EXPLANATION.— In  troll   Clttei  Hallway  Co. 

took  oy.r  control  ami  virtually  leased  tl  ri.an  Railway 

trolt,    Fort  Wayne  A   Belle   Is!.     Railway   Co.,   ami   tic     li. 
1  ctri,    Ry.,  but  these  leases  have  now  ti.en  superseded  by  the 
j.orties  to  the  Detroit  United  Ry. 


a.  !•'<' in'   WAYNE   «v-    ELMWOOD    RAILWAY    CO.— This  com- 
pany  was  chartered   orlginstlly   In   1865  as   the   fort  Street  & 

Elmwood   Avenue   Ry.,   but   by   B| U  gislature.  In 

1X71.    tlm    title    was   elm  ai    Wayne   A    Kimwood   Rail- 

way Co.    on  July   l,   1892,   the  propert]  compan)    was 

transferred  to  the  Fort  Wayne  A  Belle  [ale  Railway  Co. 
This  property,  in  addition  to  numerous  properties,  rights  and 
franchises  granted  to  Individuals  and  to  the  compan> 

l'\    tin    iiiy  of  Detroit  and  outlying  townships  at  varlo 
from  1866  to  1891,  Included  certain  nghis  and  franchises  grant- 
ed ui  1889  to  the  Detroit,  Springwells  A   I  Railway  Co.. 
afterward  transferred,  on  March  88,  1898,  to  ■'  compan)   known 
as  th.    Detroit,   Rouge   River  ,v-   Dearborn  Street   Railwa]   Co., 
by  wnl  ti  company  they  ware  assigned  to  the  fort   Wayne  & 
Elmwood  Railway  Co. 
tV.  THE  DETROIT  ELECTRIC  RY.— Organized  Jul)   9,  1896.    Dei 
1900,  all  tlu-  property  of  this  company   was   transferred   to   the   De- 
troit  United   Ry.,   this  property  comprising  alt   tin-   property,   rights 
and  franchises  of: 
i.  THE  DETROIT  RY.— This  company  was  organized  in  November, 

1894,   io   i ive   certain   low-fare   franchises   granted    In    1894  and 

1896  by   the  city  of  Detroit   ami  outlying  townships,    em  July  14, 
1896,  all  tli.-  property  rights  ami  franchises  of  this  company   wert 
erred  to  tie    t  tetroil   Electric   Ry. 
V.DETROIT,     PORT    HURON    ,v-    SHORE    LINE    RAILWAY.    This 
company    comprises  what  is  known  as  the  Rapid   Railwa)    System. 
in.    capital  stock  of  this  company  was  purchased  in  1902  and 
in  trust  for  the  Detroit  United  Ry.     (For  history  of  the   Rapid  Rail- 
way System,  see  separate  diagram.  I 

VI.  WYANDOTTE  A  DETROIT  RIVER  RAILWAY.  This  com- 
pany was  organized  about  1898  ami  transferred  all  its  property  to  the 
1  ion-,, it   fniied  He    Feb.  -'".  1901. 

VII.  DETROIT  A  NORTHWESTERN  RAILWAY  This  company 
was  organized  in  1899,  ami  Ma)  I.  1901,  transferred  all  its  property 
to  the  Detroit  United  Ry.,  this  property  comprising  all  the  proper- 
ties, rights  and  franchises  ol  the  following  companies: 

1.  GRAND  RIVER  ELECTRIC  RAILROAD  CO. 
J.  PONTIAC  *  SYLVAN  LAKE  RAILWAY  CO. 
:    DETROIT  .v.-    HOWELL   PLANK    ROAD  CO 

VIII.  DETROIT  .v-  PONTIAC  RAILWAY  CO  Tin-  company  was  or- 
ganized m   i-:*7,  and  on  June  i,  pin],   transferred  all  its  propel 

the  Detroit   United  Ry.    Tin-  compan]   had  prevlousl]   purchased  the 
property  rights  and  franchises  of  the 
t.  .  IAKLAND   RAILWAY    C(  i 
[X.  DETROIT    A     FLINT     RAILWAY,    This    company     was 
Ized  Aug    9,  1901,  and  in  August  1901,  transferred  all  its  propert)   to 
the  Detroit   United  Ry.    The  company  had  previously  purchased  the 
property  ol 
I.  DETROIT,    ROCHESTER,    ROMEO    .v-     LAKE    ORION     RAIL- 
WAY.   Tins    company    wis    organized    March    22,    U199,    as    the 
Detroit    .v-    Lake   Orion    Ry.,"    but    name    was    changed   shortly 
alter  organization.     The  company  owned  the  in..].,  rty,  light-  and 
franchises  of  the  following  companies: 

tSTROIT,   LAKE  ORION  .*--  FLINT  RY.    Organized  March 

<;.  1901 

b.  NORTH     DETROIT     ELECTRIC     RY.    Organized    July    21, 
1899. 

.      DETROIT,    I    I'H    A   .V    RIlMEU   RY.     organized   Aug.    1 
X    ROCHESTER   LIGHT  A   POWER  CO     This  compan)    was  organ- 
ized Nov,  13,  1-:''.'.  and  owned  the  electric  lighting  franchises  and  pant 
in  the  city  .a   Rochester,  Mich.    The  capital  Btock  was  purchased  In 
1902  and  is  held  In  trust  for  the   Detroit   United   R] 
M    SANWICH,    WINDSOR    .v     AMHERSTBURG    RAILWAY    CO.- 
This  company  was  organized   in   ls7::      It    is   a  Canadian  corporation 
and   the  stock  Is  held  In   trust   for  the   Detroit    I  nited   Ry.   by  pur- 
chase in  1901,    The  compan)   owns  the  capital  sioek  of: 
i    sot'Tll   KSSEX   Kl.i'a  "ikii  '    RAILWAY  CO     This   company   is 
a  Canadian  corporation.    1 1   was  organized  a  the  same 

year    transferred    Its    propert]     riglii-    and    franehises    to    Hie   San- 
wlch,  Windsor  A  Amhei  Railway  Co. 

Ml.  CITY   RAILWAY   CO.,   OF  WINDSOR.   o>  a    I    madian 

corporation,    its   Btock   is  held   in   trust    for   the   Detroit   t'nited  Ry. 

by    purchase    in    la  '! 

XIII.  ELECTRIC   DEPOT  CO,    This  compan;     was   organized   in  1901 

for    the    purpose    of    providing    terminal    facilities    foi  hi    and 

e\pre--   business   on    tin-   Interurban    lines   running   out    of    Detroit 

The  capital  stock  Is  held   In   trust   for  the  Detroit   United   Ry. 


Seit.  20.  1002.] 


STREET  RAILWAY  REVIEW. 


511 


the  Everett-Moore  interest*  in  control,  and  ultimately  took  over  all 
the  street  railway  properties  in  Detroit  and  the  suburbs  (with  the 
exception  of  the  interurban  road  to  Jackson)  as  outlined  in  the 
accompanying  table.  On  the  original  low  tare  lines  tickets  are  still 
sold  at  the  rate  of  eight  tickets   for  23  cents,  but   on  the  other  lines 


I  go  i.  t  goo. 

Car   Mileage    16,080.041  [5,233.410 

Earnings  per  car  mile 18.15  10.00 

Expenses    per    care    mile 9.93  9.45 

\'cl    earnings  per  care  mile 8.22  7.45 


BARRY   lU'I.I.KN. 
Assistant  General  Superintendent, 


A.  E.  ROSSO. 
e'liii-i  Dispatcher. 


A.  E.  PETERS, 
Assistant  Secretary  and  Purchasing  Agent, 


a  straight  5-ccnl   fare  is  charged   with   lower    fare   tickets  at   certain 
hours  of  the  day.  as  described   by   Mr.   Stanley  on  another  page. 

This  in  brief  is  the  history  of  the  low-fare  agitation  in  Detroit. 
Reviewing  the  entire  matter,  it  is  difficult  to  see  how  anyone  has 
profited  by  this  agitation.  Both  the  city  and  the  companies  have 
;t  t'i  great  expense  in  lighting  the  various  suits,  and  there 
is  considerable  useless  mileage  being  operated,  as  the  result  of  the 
competing  lines  built  by  the  Detroit  Ry.  It  i-  true  the  public  has 
the  advantage  of  practically  a  3-cent  fare  on  about  40  miles  of 
track,  but  on  the  other  hand  the  city  has  to  maintain  the  paving 
on  those  lines.  As  far  as  can  be  determined  by  an  outside  observer, 
neither   the   citizen-    of    Detroit,    nor    the    companies    have    been 

d  by  the  agitation   which    would   seem   to  mint    the  criticism 
of  having  liecn  uncalled  for  and  entirely  useless. 

FINANCIAL. 

The  following  i-  a  summary  of  the  business  of  tin   Detroit  United 

Ry.    1  not    including    the    Rapid    Ry.)    for    the   year    ending    Dec.    31. 

pared    With 

[901  1  goo. 

$2,919,171.36    $2,575,276.54 

<  IperaJ  including  taxi- 1,596,765.60      1,439,057.78 


■  arningt  from  operation. . . 
ne    from   other 


[,322405.76 
23,066.99 


[,136,418.76 

14.55X.xx 


income   from  all   sources $1.345.47-' 75     $1,150,777.64 

I  <■  ductions: 

n   funded  deb)  . . .  $675,343.73  $638,316.91 

Dividend  March      I  125,000.00 

Dividend   June    i-t 125,000.00 

■ 


1.175.34375 


Surplus   income 


170,129.00        512460.73 

;..  rati  .1  toi  tb.    ■  .nil.    p.  11...1 
Uith   ■. 

rried  in   1001  62322,749 

17 . , 

826,135 


.  81,119,111 

.0354 


The   following  is  a   summary  of  the  business  of  the   six   months 

ending  June  30,  1002.  compared  with  the  six  months  ending  June  30, 
1901 : 

1901.  1902.        Increase        Cts.  Cts. 

Number   car   miles.  .$8,079,363  $8,725,822             or             per     per 

Receipt-.                   Amount.  Amount.         Decrease.     Mile.   Mile. 

Passengers    $1,338,789.05    $1,551,1X0.1(1    $212,391.14  

Chartered   ear-,  ..  .  5.277.74  4.502.48  685.26    

Express  22.5g5.60  33,805.48        11,209.88  

U.  S.  Mail ili-tf-  1,708.83  1,335-51   

Car  receiptal,  sub.         4,911.54     4.(111.54  


Total    earnings 

from  operation  ...$1,371,947.25    $1,591,286.98  $219,339.73  76.98  18.24 

Less  op.  ex...       775,346.88          g07.043.65  131.6g6.77     9.60  10.40 

Net  earn,  from  op.       5g6.600.37          684,243.33  87,642.96     7.38     7.84 

Income  from  other  source-. 

Advertising  4,762.00           4,954.43  192.43  

Rent   of  land-  and 
buildings 3.855.25  23,602.35  252.90   

Interesl  3,489.32    3,489.32  

Sli      ources  ....  427.00  831.51  704.56  

Gro      income  from 
all    iourcei       .    $608,833.44  $831,56         $70.1.50  

I  I.  (111.  t  lolls. 

\c.   Int.   Ind'ddbt       345,118.72  389,941.53  44,822.81    

Int.  floating  dbl 4,190.24  4,190.24    

Dis    on  bonds [,607.16         1,607.16  

I*otal   $345,118.72       $395738.93  $511,020.21    4.27    4.53 

1 1  "in  all 

ources  263. 715. 22         297,892.74  31.177.52    .u^    3.42 

OFFICERS, 

n rporati  ..11 1  directors  of  the  Detroit  United  Ry.  are 

.1     follow       I  iiiiiin.iii  of  the  board,  11     V  Everett;  pn   idenl  and 

"  tgi  1     I     < '.    I  lull  inn       1  ii  (  1 Ii  hi      \i  linn    Pack  . 

urei    Geo    11    Ru    el      ccretary,   Edwin  Hi  ndei  on;  assi  tanl 

■"  .     \    1     Petei    .  (I I.i     I  lni.  inn  ,  1     \\    Moon  .  R    B. 

Van  (  oiii.iii.ii.  11.  R,  New b.  Vrthui  Pack,  R,   \    Harman,  II.   V 

'    erett,  I    G    Si  1 Hipp.  Geo   1 1.  Ru    1 


Review  of  the  Detroit  United  Railway  System  from  an  Operating  Standpoint. 


BY  A    II    BTANLEY,  GENERAL  SUPERINTENDENT 


lilway  man  visiting  Detroil  tor  the  tirst  time,  a 
number  of  feature)  about  the  Detroit  United  Railway  System  will 
prominently  as  being  distinctly  characteristic  A  full  de- 
jcription  of  ti"  o  mpany's  property  and  methods  in  all  departments 
will  be  found  in  the  following  pages  of  this  issue,  h  is  the  purpose 
c.f  this  article  to  speak  briefly,  from  purelj  an  operating  standpoint 
..i  some  "i  these  distinguishing  characteristics. 

In  the  tir-t  place  tin-  general  lay-out  of  the  lines  and  partii 
the  number  ami  length  of  interurban  lines  present  a  situation  be 
lieved  to  be   unparalleled   in  the   l  nited   States,      ["here  are  seven 
distinct  interurban  lines  coming  into  the  city,  varying  in  length  from 


directly  to  the  luart   "i   the  business   district,  where  a  temporary 
waiting  room  ia  established  on  lower  Woodward  Avenue. 

The  management  has  made  a  scry  close  study  of  the  transfer 

conditions  and  in  many  instances  lias  combined  short  lines  in  order 

to  do  away   with  transfer  points  in   th  of  the  city;    thus 

leaving  in  existence  only  the  short  lint  i"  take  care  of 

i  it  and  depol  travel. 

are  lines  operated  under  a  5  cent  fare  with  eight-for-a- 
quarter  tickets  good  in  the  morning  between  the  hours  of  5:30  and 
7:00,  and  in  the  evening  between  the  hours  ■  •(  5:1s  and  r.  15.  called 
workingmen's  tickets.     There  are  also  a  certain  number  of  miles 


MAI'  <iK  INTERURBAN  ELECTRIC    RAILWAYS  ABOUT  DETROIT. 
All  lines  controlled  bj   Detroit  United  R&tlwaj  except  the  Detroit,  Ypellantl,  Ann  Arbor  .v  Jackson;  t ii<-  Detroit,  Plj  mouth  A  Northern,  1 

an. I  N-.niiviii.-.  and  the  lines  "in  ..1  Toledo. 


short  spur  connecting  Wayne 


20  to  79  miles,  and.  with  one  exception,  all  under  tin  control  of 
the  Detroit  United  Railway,  The  topography  of  the  city  admits  of 
better  than  the  average  speed  in  cities  the  size  of  Detroit;  the 
schedule   speed  for  the  city  lines  being   10. 117   miles  per  hour.     The 

headway  on  the  heavy  lines  is  30  seconds  at  6  o'clock  at 
night,  and  on  the  crosstown  and  main  north  and  south  lines  this 
headway  is  maintained  during  the  rush  hours.  To  insure  this 
schedule  timers  are  placed  at  different  points  in  the  city  and  the 
cars  on  all   lines  are  timed.     Under  normal   conditions  all   lines  are 

d  to  have  an  average  of  at  least  85  per  cent  of  cars  on  time. 

lists   from   each   line   are  checked    with   the    schedules   on   the 
following  day.  and  their  percentage  shown  and   sent   to  the  division 
superintendent  in  charge  of  each  line  for  the  purpose  of  in  p 
and  mitiiig  what  men  were  not  on  lime. 

All    of   the   cars  on   the   interurban    lines    enter    the   city,    running 


operated  with  eight-for-a-quarter  tickets  good  from  5:45  a.  m.  to 
8:00  p.  111..  after  which  time  a  six-for-a-quarter  ticket  or  5-cent 
fare  is  collected.  Transfers  are  issued  to  all  lines  on  payment  of  a 
5-cent  fare,  hut  the  transfer  on  eight  for  a  quarter  lini 
restricted  to  those  particular  lines  on  payment  of  an  eight- 
fot  1  quarter  fare.  Transfers  are  not  issued  from  a 
In  an  eight-for-a-quarter  line  on  payment  of  a  fare  with  a 
woridnginan's  ticket  (eight-for-a-quarter)  but  are  issued  from 
Cent  to  another  5-cent  line  on  these  tickets  during  the  hours 
these  tickets  are  good.  Owing  to  our  rates  of  fares  being  so  very 
much  lower  at  certain  hours  in  the  morning  and  evening,  there 
results  an  enormous  congestion  of  traffic  at  that  time,  as  all  the 
factories  and  institution-  employing  labor  adapt  the  working  hours 
to  suit  the  time  when  these  tickets  are  good.  As  a  result  this 
company   is   required  to  increase   its   service  mornings  and  evenings 


Sept.  20,  1902.] 


STREET  RAILWAY  REVIEW. 


513 


134  per  cent  above  the  average  schedule  maintained  during  the  day, 
-vice  running  during  the  entire  time  that  the  workingmen's 
tickets  are  in  effect.  On  the  interurban  lines  round  trip  and  one-way 
tickets  are  on  sale.  Traffic  arrangements  are  in  effect  between  the 
steamboat  companies  and  the  Detroit  United  Railway  whereby  pas- 
sengers on  the  interurban  lines  can  buy  a  ticket  from  any  of  the 
stations  to  and  from  Detroit  and  to  almost  any  point  on  the  lakes; 
also  to  any  Eastern  point  on  most  of  the  steam  railroad  lines. 

The  organization  of  the  Detroit  United  Railway  is  shown  by  one 
of  the  accompanying  diagrams. 

The  Detroit  United  Railway  operates  1S7  miles  of  city  tracks  and 
nearly   300  miles   of   interurban   road.      Practically   all    of  the   track 


to  do  with  the  rolling  stock  while  in  the  car  houses  other  than  to 
see  it  is  kept  clean;  the  motor  inspectors  are  under  the  motive 
power  department.  The  standard  closed  car  is  22-ft,  single  truck; 
the  standard  open  car  is  12-bench,  33  ft.  long.  Our  experience  indi- 
cates the  desirability  of  having  a  larger  closed  car  but  not  a  large 
open  car.  With  too  large  an  open  car  the  people  are  slower  to  get 
on  and  off  and  the  conductor  cannot  collect  all  the  fares.  We  run 
both  city  and  interurban  cars  the  same  end  on  at  all  times,  all 
of  the  cars  being  equipped  with  controllers  at  one  end  only.  We 
believe  this  is  the  most  satisfactory  way  to  operate.  We  have  about 
1.300  conductors  and  motormen  in  service,  including  the  city  and 
interurban  lines.     The   rate  of  wages  paid  on  all   lines  except  the 


Executive  I  "nimutee  I 


President 
I   C   Hutchins 


Vice-President, 
Arthur  Pack 


rarv, 
1  tenders*) 


Treasurer. 
George  H.  Russel 


Auditor. 
Irwin  Fullerton 


Assistant   Secretary   and 
Purchasing  Agent, 


Assistant 

Superinti 
Harry  Rullen 


Six  Di 

Superintendent' 


Assistant 
Division 
Superi"' 


Mot^rmi-n 


General 
Superintendent, 

\    M    Stanley 


Assistant  Auditor. 
fos    Hampton 


Stock  Transfer 

Paymaster 

Cashier 

Accounting  Forxe 


Claim  Agent. 
Walter  Ross 


Real  Estate 
Commissioner, 
Robert  Oakman 


Inspectors  and 
Office  Force 


ii  tendem 
of  Moth 

Thomas  Farmer 


Assistant 

Supei  n 
of  Moti 

I     l    I 


Supcrintendcn 

of  Track, 

John    Kerwin 

Engineers 

Track 
Foremen 

Track 
Force 

Superintendent 

of  Overhead 
Con. (ruction, 
I      I    Uurdick 


General  Passenger 
and  Express  Agent, 
( "  ■  rge  \V.  Parke 


Overhead  Force 
Emergenc)  Repaii 

I' oil  r 


Assistant  General 

Passenger  Agent, 

I.  H.  Fry 


Traveling 
Express  Agent, 
Allien  Eastman 


1 

Chief  Dispatcher, 

A.      E.      ROSSO 

Two  Assistant 
l  dispatchers 

Joint  Express 

Agent  and 

l*utaj  Agents 


Chief  Engineers 
ol  Powei 


Chief 


!■'.  peii  5ht  'i 
Force 


lilM.f.wt  "I    ORGANIZATION  "I    THE  DETROIT  UNITED  RAILWAY. 


in  the  city  of  Detroit  i.  Q  in.  girder  gr'.'.w  rail  with 
concrete   foundation.     '  >ur   ■  n    thai 

'  foundation  f"r  heavy  rails.    We 
.'■.    it    should   l» 
urban  lint  lb.    I  rail  i  on  (ruction, 

located   in   11  ..11   the   highway;     some   "f   it    i-   on   private 

right  1  of- way. 

perintendents,  eat  h  one  ..f  whom  hai 

under  hire  ig  on  the  length  ..f  the  Im- 

■iir  conditi  division  iup«rintendenl     hai 

ml  known  on    uperintendi  nt, 

and  at  i  .,,,1  night  .  foremen. 

Neiih.  nything 


Rapid  Railway  System  is  t$'/2  cents  pel   hour;    on  the  Rapid  it  is 
-nt     pei    hour,  irrespective  of  the  length  of  service  and   thi 
amouni  ol  worl    done      Chi   men  work  nine  hours  in  twelve  with 
om  1.  iii  trip  let   way;    Sundays  eight  hours,  i  ccepting  in  the    um 

mei   month  .  when  they  work  as  the    lervice  requires,     Tl 

and  um 1. 1  are  disciplined  under  what  is  known  as  the 

Brown    ■■  ti  m,  whii  b  ws    pul  in  effecl  on  I  an    t,  

["hen   were  81,1 19,1 1 1  pa    1  ngi  1     carried  on  thi    entiri     .  1 

1001.     To  handle  thi    traffii    16,060,041   cat  mill     were  run.      The 

dule  provides  foi   [86  eilj  cai    and  about    |tj  interurban 

in.  luding  the  Rapid  Railway. 

On   11  n     lini      th(    company   is   required   to   maintain   the 

i"    I    bi  twei  n   the   rail    and   il    1      tipulati  d   th  tl   the  paving 


^14 


STREE  I    RAILW  \V   REN  II  W 


XII,  No.  o. 


material  shall  W  the  same  as  the  remainder  of  the  street  excepting 

asphalt  pavement  1-  laid,  when  the  company  may  substitute 

lirnk.    tin  the  t  ci  in  in  '1  i"  maintain  and  keep 

lir  either  the  pavement  or  the  foundation;    nor  are 
quired  to  lay  tin-  original  foundation  and  pavement  excepting  where 
a  car  line  is  laid  on  a  street  already  paved,  where  we  are  required 
to  do  the  work.     I'M  unpaved  streets  we  simply  make  the  grade, 
trenching  6  in.  beneath  the  base  of  the  rail,  lay  rail,  1 1  ft  up 
to  grade,   and   the  city   does   the   paving   and   concreting,   and    is 

required   to  keep  it    in   repair  afterwards.     Should   the   foundal 

become  disturbed,  we  merely  lift  the  rail  to  grade,  and  the  city 
ired  to  put  the  foundation  in  propei  shape.    Since  all  of  the 


A.  II.  STANLEY, 
General  Superintendent  Detroit  United  K\. 

interurban  lines  have  come  under  one  management,  an  express  and 
passenger  department  lias  been  inaugurated.  The  express  depart- 
ment, which  was  described  in  the  "Review"  for  January,  1902,  is  in 
charge  of  experienced  steam  railroad  men.  and  the  general  policy  of 
steam  railroads  in  reference  to  express  has  been  put  into  effect  over 
the  entire  system.     An  electric  express  depot  has  Keen  erected   in 

Detroit    and   express   service   given   to   all    points  at    least    twice   daily 

on  all  the  interurban  lines. 

inasmuch  as  Detroit  is  so  well  supplied  with  pleasure  resorts 
of  all  kinds  the  street  railway  company  does  not  maintain  parks 
or  places  of  amusements  of  its  own.  but  it  is  always  ready  to  aid 
such  enterprises  and  them  1  >■  giving  rvicc. 

\  general  passenger  agent   has  cl  argt   of  all  advertising,  special 


applies  directly  to  our  patron-,  and  with  which  they  come  in  direct 
contact  in  their  daily  life,  for  example:  Information  as  to  the 
transfer    system,   instrui  to   hens    to   gel   on   and   off  cars 

properly,  etc 

A    somewhat    unique    service    has    been    arranged    by    the   manage- 

t  the  Detroit  United  Railway  for  the  special  benefit  of  visitors 

in  Detroit  who  desire  to  obtain  a  comprehen  1  the  city  in 

:    time.     Tins  service  includes  the  use  of  a  special  parlor  car 

known  as  the  "Yolande,"  winch   leavi     I  idillac  Square  near  the 

Soldier-'  Monument  in  the  heart  of  the  city  every  two  hours.    'I  Ins 

special    car    takes    passengers    through    the    principal    wholesale    and 

manufacturing  districts,  as  well  as  the  finest  residence  portions  of 
,    and  affords  a  magnificent  view  of  Detroit  and  11-  surround 
nigs,  including  the  public  buildings,  the  art  museum,  the  churches, 
educational   institutions    (public   and    private),   lar)  tls,   the 

House  of  four, Hon,  thi  County  Buildings,  the  large  apartment 
and  fine  residences  winch  are  located  in  every  part  of  the 
city;  also  the  famous  Water  Work-  Park.  Belle  Isle  Park  and  the 
Detroit  River.  A  competent  attendant  accompanies  the  car  and 
explains  the  points  of  interest  along  the  route. 

I  hi  fare  for  the  round  trip  is  but  -'5  cents,  and  the  car  stops  at 
any  street  crossing  on  tin-  route  to  receive  passengers  and  to  deliver 
Hi. in  after  the  trip.  Iln-  ear  has  been  in  service  for  two  years  and 
tched  a  point  where  it  i-  almost  necessary  to  put  on  an 
additional  car  to  care  for  the  people  who  are  anxious  to  take  this 
ride. 

We  have  operated  for  some  years  a  single  truck  funeral  car,  hut 
the  dnii and-  for  interment  at  outlying  cemeteries  and  points  on  the 
interurban  lines  is  so  great  that  we  have  found  it  necessary  to  build 
a  double-truck  funeral  car.  which  is  now  in  process  of  construction 
at  our  shops.  It  is  similar  to  an  interurban  passenger  ear  with  a 
front  compartment  having  doors  on  each  side,  which  drop  down 
and  permit  the  casket  being  rolled  in  from  the  side.  The  front 
end  is  draped  in  black  and  the  car  is  draped  in  black  with  silver 
trimmings;  the  inside  is  furnished  with  dark  plush.  The  car  is 
being  constructed  in  our  Jefferson  Avenue  shop. 

We  charter  special  cars  on  application.  The  price  for  the  ordinary 
city  cars  run  as  specials  is  $3.00  per  hour  from  the  time  of  leaving 
car  bouse  until  return  thereto.  There  is  a  regular  schedule  of  rates 
in  effect  for  cars  running  to  the  different  interurban  points,  based 
on  a  service  of  10  hours  for  a  round  trip.  For  over  10  hours  an 
additional  charge  of  $1.00  per  hour  is  made,  and  a  charge  of  $5.00 
per  hour  is  added  in  case  the  suburban  power  bouses  are  required 
to  keep  open  over-time  to  take  care  of  thi    si  1  vice. 

MERIT  SYSTEM. 

The  idea  of  placing  the  merit  system  in  effect  on  the  Detroit 
United  Railway  originated  with  our  president.  Mr.  Hutchins.  The 
system,   which   was  described   in   the  "Review"   for   February,    1902. 


SPECIAL!!   \K  YOLANDE     DETROIT  DNITED  NY. 


tickets,  etc.  Folders  an  issued  for  distribution  giving  schedules 
of  all  interurban  lines  in  Michigan.  Ohio  and  Indiana,  connection! 
with  Steamboats  and  steam  railways  and  showing  the  different 
points  if  interest  adjacent  to  Detroit  which  can  be  reached  by  intcr- 
urljan  cars.  In  the  city  car-,  wh.n  is  known  a-  the  Detroit  I 
Weekly  i-  carried  in  a  box  placed  in  the  front  end  of  the  car.  The 
object  of  this  Weekly  is  to  place  before  the  public  in  an  attractive 
form  the  different  attractions  along  our  lines  and  to  bring  the 
public  into  closer  touch  with  the  inner  workings  of  the  system,  par- 
ticular attention  being  paid  to  that  part  of  the  railroad  system  which 


1-  what  1-  known  a-  the  I'.rown  system  of  disciplining  conductors 
and  motonncn  and  011  Jan.  I,  1002.  was  put  in  effect  for  all  the 
properties  of  the  Detroit  United  Railway,  affecting  some  1.200  con- 
ductors and  motormen;  and  embracing  both  the  city  and  interurban 
hue-  operating  on  the  regular  schedule,  [86  cil  d  24  suburban 

car-;  on  the  maximum  schedule  400  city  cars  and  50  interurban 
cars. 

A  circular  was  issued,  addressed  to  conductors  and  motormen,  on 
Dec.  2,?,  1901.  notifying  them  that  "commencing  Jan.  1.  1902.  all 
punishment   of  conductors  and   motormen   by   suspension    from   duty 


Sept.  20.  1902.] 


STREET  RAILWAY  RKYIEW" 


515 


with  loss  of  time  would  be  abandoned,  and  thereafter  punishment 

for  neglect  of  duty,  violation  of  rules,  and  bad  conduct,  would  be 
by  reprimand,  demerit  marks,  or  dismissal  from  the  service.  The 
circular  describes  the   system  as   follows: 

"On  Jan.  I,  190J.  every  conductor  and  motorman  starts  with  a 
clear  record,  except  that  when  subsequent  records  show  that  past 
offenses   are    being    repeated,    the    persons    concerned    will    be    either 


• VOLANDE 


dismissed   from  the   service  "r   double  the  demerit   marks  entered 
against   them. 

"It  will  be  understood  that  disloyalty,  intemperance,  insubordina- 
tion, willful  negligence,  immorality,  making  false  reports  or  state- 
ments, or  concealing  facts  surrounding  matters  tinder  investigation, 
will  lie  considered  as  cause  for  discharge. 

\  complete  record  of  all  conductors  and  motormen  will  be  kepi, 


will  be  deducted  from  any  that  may  have  been  previously  entered 
against  an  employe's  record.  When  60  marks  are  entered  against 
the  record  of  any  employe,  bis  services  will  be  dispensed  with. 

"tin  January  1st  of  each  succeeding  year,  the  name  of  each  con- 
ductor or  motorman  who  has  gone  through  the  previous  year  with 
a  perfect  record  will  be  posted  at  each  of  the  car  houses. 

"In  the  promotion  of  employes,  their  previous  record  will  be  fully 
considered. 

"Record  Bulletins  will  be  issued  at  least  weekly  and  posted  at 
all  of  the  car  houses  on  a  special  bulletin  board.  These  bulletins 
will  be  educational,  and  will  give  a  brief  account  of  each  case  that 
has  resulted  in  discipline,  giving  the  number  of  demerit  marks  that 
have  been  inflicted,  but  will  omit  all  reference  that  would  identify 
the  person  at  fault.  A  copy  of  the  same  will  be  sent  to  the  person  at 
fault. 

"Each  employe  will  be  afforded  an  opportunity  for  appealing 
against  any  decision  regarding  the  number  of  demerit  marks  im- 
posed, bui  such  appeal  nuisi  be  made  to  bis  division  superintendent 
within   10  days  of  receipt  of  notice. 

"The  objects  to  be  obtained  under  this  new   system  are 

"I.  To  avoid  lo"  of  waives  by  persons  employed  and  consequent 
suffering  to  those   who  are   dependent    upon   their  earnings. 

"2.  To  stimulate  and  encourage  all  persons  engaged  in  the  com- 
pany's service  in  the  faithful  and  intelligent  performance  of  (heir 
respective  duties. 

"This  system  is  introduced  with  the  belief  that  it  will  be  directly 
beneficial  and  that  it  will  meet  with  the  approval  and  cordial  co- 
operation of  all   concerned." 

Our  records  for  the  fust  six  months  of  service  under  the  merit 
system  show  as  follows: 

237  conductors  and  34 1    mot 01  nun  have  pel  feci   records. 

89  conductors  and  U4  niotormen  have  between  10  and  20  merit 
marks. 

33  conductors  and   16  motormen  have  20  merit  marks. 

267  conductors  and   1K0  niotormen  have  under  ,jo  demerit  marks. 

13  conductors  and  22  motormen  have  over  .50  demerit  marks  and 
under  60  demerit   marks 

21    conductors  and   16  inotorinen   have  been   discharged. 

The  number  of  tneril  and  demerit   marks  given  lias  been  changed 


The  Only  Way 
to  See 


DETROIT 


In  Two 
Hours 


Trlt  CAR    will    fttop   •!    mnr 
•tr««t  crotttng  on  the   rout*   to 


00060060606000 


View 


Ext*rior 

of 

Car. 


00000000000606 

A  competent  attendant  wiD 
br  in  charge  to  explain  points 
of  interest  along  the  route. 


iti 


take  the  NEW  PARLOR  CAR 

YOLANDE" 


which  leaves  CADILLAC  SQUARE,  near 
the  Soldier's  Monument,  every  two  hours 


CAR   LEAVES, 

*M  1  ■  .  II  M  <  a     I  M  >  1 
J:N  •  a   <M  S:M  t.B. 


25C. 


A  Most  Delightful  Ride 

==^^=  Of  Two   Hours   for  =^=^== 


25c. 


6.666.6666'6O0.0, 


View 

of 

Interior 

Of 

Car. 


woooooooow 
Each  Trip  ass 

principal  wholesale  and  retail,  II 
well  as  (he  finest  resident  por- 
tions of  the  City,  and  affording 
you  a  magnificent  view  of  the 
Detroit  River,  Belle  Isle  Park 
and  Water  Works  Park.  .*  .* 


AN    AllVKKTIslXl.  1   A  K  l>    fiKM.IN.M.   11  X  Jl    IN. 


and  all  discipline  imposed  will  l«-  shown  tin  iron,  and 

•    conduct,   deed     oi    heroi  m,   loyal'.  d    th(   i 

idi  ration   in  m   with   th< 

•    any    COndui  lor    01    LTiOtOI  man.       I  In      record 

will  !*•  i  pi  and  no  employe  will  be  shown  any 

free  from  di 
mark*,  or  free  from  neci  isity  foi  impo  primand,  10  marl 


•    -id  1 1 1 1 1 •   ,  and  i    the  decision  arrived  al  by  all  of  the  divi  ion 

superintendent     of  the  companj    in  executive  seat ["hey  meet 

vcekl;   and  n    ii  ■•  all  oi  the  i  i  i   .  which  an   pending  and  have  a 

ig    m lib  the  •  mploj i  ■  al    fault,     li   has  been   I d 

o     to  maki     everal  i  hangi     in  the  number  of  mat  I     given 
pai  tii  nl. ii  ly   in   the   matti  i    of  missing,     The 

i an    tin    i    nli    .i    ome    i     nl hs'  expei nt, 

Red  iiiit   i  he  mat  I     at    givi  n   foi    t  he  difti  i  eni 


516 


SI  KIM    RAILWAY   REV  LEW, 


[Vol.  XII.  No  9. 


offenses  .ire  jusl  both  to  the  employe!  and  the  company.    No  marks 
either  meril   01    demerit   are  entered   until  the  employe  ha 
bearing  and  full  opportunity  afforded  to  explain  hi 
After  the  mark*  '  he  ii  immediati 

cop)  ol  which  is  kept  al  the  office,  and  thi   -  required  to 

foi  tin*  letter.  1 he  receipi  ia  returned  to  the  office  and  Bled. 
I  lu-  reason  for  obtaining  l hi-  receipi  1-  to  prevenl  the  employi 
claiming  he  has  never  been  advised  that  any  demerit  marks  have 
been  entered  against  him.  [°he  books  are  open  al  all  times  for 
being  allowed  for  each  conductor  and  motorman, 
but  nol  mitted  to  see  any  record  but  his  own 


back  on  Ins  car  after  that  tunc  I  very  much  deteriorated  man  on 
account  of  bia  lay  off,  perhaps  merely  from  the  loafing  halm  ai 
b]  doing  nothing,  perhaps  through  getting  in  the  habit  of  visiting 
drinking  places  during  bis  suspension  and  becoming  confirmed  in  the 
liquor.  It  alio  resulted  in  his  family  losing  the  use  '>f  his 
pa)  for  the  Go  days  at  about  $3.00  a  day.    The  family  thus 


'•lYlroil    ^fiiilc^   o^K-iifiuoij. 

HPPLICdTION      FOR     EMPLOYMENT 


1  1  ED  R  \U.\\  VY. 
Operating  Departmi 

■■  trait,  Mich 


"■ 


Mr. 


Conductor 


.  I  >i\  ision. 


Motorman 
Dear  Sir: 

You  arc  hereby  notified  that 
have  been  entered  against  you   for. . 


Asst.  Gen'l  Supt 


No.. 


No 

I  hereby  acknowledge  receipt  of  letter  No. 

l\t mil.    Mich hi 


NOTIFICATION  OF  DEMERITS. 
Notlfii  rite  Is  in  the  same  form  and  reads:  "Yon  are  hereby  notified 

in.  in  marks  have  been  entered  i"  your  credit  for  three  months  of  con- 
tinuous Berrtce  without  demerit  marks  oc  warning.'1 

Now  that  we  have  decided  on  a  schedule  of  marks,  the  division 
superintendent  interviews  the  employe  at  fault,  and  sends  to  this 
office  a  report  of  the  offense  and  the  number  of  marks  given,  which 
of  course  1-  subject  to  revision  at  this  office  before  the  marks  are 
entered  against  the  employe.  The  information  used  as  a  basis  for 
making  the  marks  is  only  that  received  through  employes  of  this 
company.  Of  course  if  information  is  received  from  outsiders,  it 
is  investigated,  and  if  found  correct  action  is  taken  thereon;  but  we 
do  not  use  information  from  passengers  unless  it  is  confirmed  by 
our  subsequent  investigation. 

A  chief  benefit  of  the  men'  that  it  thoroughly  systema- 

tizes our  system  of  discipline.  Our  property  is  divided  into  divi- 
sions; each  division  in  charge  of  a  division  superintendent.  As 
before  stated,  we  have  seven  of  these  division  superintendents. 
Previous  to  putting  into  effect  this  system,  each  division  superin- 
tendent was  governed  by  his  own  idea  in  the  infliction  of  punish- 
ments, as  to  the  number  of  days  a  man  should  be  suspended  for  a 
certain  olTen-e.  We  now  practically  have  a  standard  schedule  of 
what  the  offense  deserves  in  the  way  of  demerit  marks.  Another 
thing,  it  prevent-  any  favoritism  being  shown  on  the  part  of  any 
division  superintendent  toward  certain  conductors  or  motormen. 
It  also  does  away  with  having  to  punish  a  good  man  the  same  as  a 
poor  man,  both  having  committed  the  same  offense.  For  example, 
under  this  system  a  good  motorman  and  a  poor  motorman  might 
each  have  a  collision;  and  under  thi-  system  they  would  both  get 
the  same  number  of  demerit  marks  if  they  have  neither  committed 
this  offense  previously;  but  the  good  man  will  wipe  out  his  demerit 
marks  through  his  accumulation  of  good  marks,  while  the  poor  man 
will  eventually  be  discharged  through  demerits  inflicted  for  other 
offenses.  If  a  man  does  bia  work  faithfully  and  efficiently,  he  does 
not  lose  one  day  through  a  slight  dereliction  from  duty;  while  a 
pool    man    will    go   on   and   discharge  \11    the   operating 

officers  have  to  do  is  to  watch  the  men  and  see  that  the  work  is 
done  right,  and  the  proper  number  of  marks  given.  I  have  known 
more  than  one  instance  where  an  efficient  man  has  had  a  collision 
and  has  been  suspended  60  days  for  the  offense;  and  be  has  gone 


PrTaoir    Km,  'ao 

I  hereby  mas.  a]  :  to  the  eerrke  of 

1    I lit-  full  uiul, rstanding  that  In  Ibt  rs nit  of  nay  securing  employ ioe.il    I  >m  1..  abide  by  eoeh 
ruin  aii'!  ia  Ibc  management  mi,  I1..01  (,m«  to  lime  establish. 

:  i.itlilull,  serve  lb*  Company  ami  lo  do  all  in  my  power  to  fnMbtT 
1  1   honestly    lobar!,.      >  '   -lib  proper  obrditncc  and  respect  lo  luonaciela.  and 

courtesy  to  paaienorrs  and  lha  public 

Age  Iklghl  Wnfhi  alam.d  or  eiogtr 

Rirll,  place  Are  yoo  a  tiinen  * 

'irtb,  how  long  have  you  been  naturalised'  .  "pine,  or  boarding 

Penod  of  residence  in  Detroit  Previous  reaidcnce 

How  lone  have  yu  been  in  thi»  country!  Are  you  in  debt '      If  no.  bow  much 

State  what  family  you  here,  or  what  pcranna,  if  any,  are  dependent  on  yon  for  support,  and  where  they  lire 


Are  you  subject  to  any  sickness  or  infirmity! 

Are  you  colorblind  or  ncarsig hied  ' 

speech1  

injury 


are  you  in  any  way  crippled  or  <kforHlcd, 
Hare  you  any  errioru  defect  whatever  in  eight,  branny;  or 
Hare  you  ever  been  injured'       If  ao,  when,  where.  How,  and  effcet  of 


Do  you  belong  to  any  labor  organization?       If  ao,  give  name 

Have  you  ever  been  convicted  of  any  crime  or  misdemeanor' . . 

Do  you  use  intoxicating  liquors'  11. ■«  long  have  you  been  out  of  employment' 

Have  you  ever  been  discharged  o,  suspended  li.m  any  ntualioo'     If  ao.  state  particulars,  when  and  where  r 

for  what  —*""* 


Have  you  any  relatione  in  our  employ'      If  ao,  give  tbeir  namea  and  poaitiona 


Have  you  ever  been  employed  by  this  Company  or  any  other  Railway  or  Railroad'      If  ao,  elate  where,  by  want 
Road,  in  what  capacity  and  cause  foe  leaving 


Give  dates  of  your  employment  during  the  past  Five  Veers,  also  the  names  of  your  employer*  and  their  addressee 
during  that  time  : 


Give  names,  occupation  and  addresses  of  persons  for  reference  (not  less  than  three)  who  arc  not  related  to  yoo 


If  this  application  ia  declined  the  Company  reserves  the  right  to  withhold  the  reason  therefor,  a.  all  infor- 
mation relative  thereto  Be  regarded  as  confidential.       If  accepted,  the  applicant  will  be  duly  notified,  when  a 
y  occurs,  to  call  at  the  office. 


1   (no  ininalsl 


Signature  in  full  of  Appllc 
Address  in  full 


EMPLOYMENT  BLANK    xKXi.v,  IX. 


g 

3 

r- 

S 

LU 

? 

> 

0 

_l 

n 

> 

LU 

£ 

■ 

-      - 

It     - 

-    1! 

1 

i  i  < 

s 

1  r 

&  a 


Si 


BACK  OF  EMPLOYMENT  BLANK. 

A  man  will  often  go  back  on  his  ear  with  a  feeling  of  revenge  for 
what  he  thinks  a  too  severe  punishment  ;  with  this  system  he  gets 
demerit  marks  hut  has  an  opportunity  of  wiping  them  out  by  months 
of  good  service  or  the  performance  of  meritorious  acts.  We  receive 
many  reports  from  the  public  of  particularly  courteous  or  meritorious 
acts  or  acts  of  bravery.  We  always  take  cognizance  ol  iucll 
reports  and   if   found   correct  after   investigation,   accord   a   suitable 


Sept.  20,  1902.] 


STREET  RAILWAY  REVIEW. 


517 


reward.  It  greatly  encourages  men  in  the  performance  of  their 
duties  to  have  any  deserving  acts  they  perform  brought  to  the  atten- 
tion of  the  officers  of  the  company,  and  in  that  way  get  a  word  of 
praise  or  encouragement  for  it.  Now  we  give  a  man  five  merit 
marks  for  every  three  consecutive  months'  of  perfect  service.  Since 
this  system  was  inaugurated,  it  has  been  a  very  rare  occurrence  that 
our  lines  have  been  blockaded  by  broken  trolleys.  We  give  merit 
marks  to  the  conductors  and  motonnen  who  clean  up  trollej 
trouble,  and  it  very  rarely  happens  that  cars  are  delayed  longer  than 


is  sent  for  and  directed  to  one  of  the  car  houses  with  a  letter  to  the 
division  superintendent  in  charge,  instructing  him  to  put  him  on 
wtih  a  careful  conductor  or  motornian  (whichever  position  he  ap- 
plies for)  to  instruct  him  in  the  respective  duties.  If  a  motornian 
he  is  kept  on  practising  by  days  for  about  two  weeks;  if  a  con- 
ductor, about  seven  days;  after  which  he  is  turned  over  to  a 
night  man  and  kept  on  a  week  or  three  days  longer.  If  the  motor- 
man  or  conductor  in  charge  reports  him  competent  to  take  charge 
of  the   car   alone,   the   division   superintendent   rides   with   the   man 


WALTER  K<  i". 
Claim  Agent. 


IN  WIN   FIT 

An, I 


the  time  necessary  for  the  crew  of  the  first  cat  to  nub  the  break, 
to  pick  up  the  line  with  their  trolley  rope.  We  have  also  escaped 
several  very  serious  wrecks  which  might  have  occurred  from  wash- 
outs had  not  the  crews  been  particularly  alert  because  of  their  wish 
to  obtain  merit  marks,  and  having  heard  of  trouble  from  wash- 
outs, observed  extra  caution  and  ed  thi  danger  in  time  to 
stop  the  car  and  avoid  accident. 

This  system  has  received  the  approval  of  the  great  majority  of 
the  conductors  and  motormen,  and  has  aroused  among  all  of  them 
a  strong  desire  to  avoid  demerit  marks  and  to  take  advantage  of 
every  circumstance  to  get  merit  marks ;  and  those  who  have  been 
given  merit  marks  have  been  very  much  encouraged.  The  intelli- 
gent performance  of  the  duties  of  conductors  and  motormen  has 
very   materially   advanced. 

EMPLOYMENM    OP   EMPLOYES. 

Applications  for  employment  with  the  Detroit  United  Railway 
are  received  every  Wednesday  and  Friday  morning  at  1  r  o'clock. 
The  applicant   is  required  to  appear  in  person  and  make  application 


JOSEPH  BRAMPTON, 
Assistant  Auditor. 

U.KRTON, 
[tor. 

and  closely  watches  him  in  the  performance  of  his  duties.  If  satis- 
factory to  the  division  superintendent,  he  is  given  a  letter  to  the 
general  superintendent.  He  is  given  an  outfit  consisting  of  cap 
badge,  riding  badge,  rule  book  and  (if  he  is  a  conductor)  punch. 
Me  is  then  placed  at  the  bottom  of  the  board  as  last  extra  and 
does  not  lose  his  place  on  that  board  unless  he  is  discharged  from 
the  company's  service.  He  moves  up  only  as  those  above  him  are 
moved.  That  portion  of  the  merit  system  bulletin  which  relates  to 
promotion  refers  only  to  promotions  to  positions  in  the  car  house 
or  office,  and  does  not  relate  to  the  change  in  position  on  the 
board.  After  do  days'  trial  he  is  sent  to  the  company's  physician 
for  examination  as  to  his  eyesight,  hearing  and  physical  condition, 
which  he  must  pass.  The  examination  costs  the  applicant  $2.00. 
There  probably  remain  ill  our  service  after  60  days  about  40  per 
cent  of  the  total  number  of  men  whose  applications  are  accepted. 
The  reason  for  this  60-day  limit  is  that  after  that  lime  the  man  is 
required  to  become  a  member  of  the  union  and  is  amenable  tn  Mi, 
conditions  of  an  agreement  between  the  company  and  the  union. 
Previous  to  that  the  company  can  do  what  it  chooses  as  to  accepting 


Conductor 


Budqe  No, 


Route 


1  ■•:  *. 


II  r  I'Wt 

I'.-     IW      i.r   I 


-1    1    ■    IAI.    HKI-ol.  I 


.':,.  '■■• ,".:.  < 


so,  i.m      Mr  I ',  >l<  1  *. 


READINGS  OF  BPE(  111,  1.1  DG1  R   K  1  I'l    unit  1  ONDU(  TORB  MAO  Mi  ITl  'KM  r. x  [P  \i.  r.  16 ,  \  1  I)  ■  1  x 


for  a  blank.    If  i  nee  and  recommendal 

tory    bl  01    application    blank,    anrl    after    tilling    it    OUl     be 

11  pplii  .ition 

i^  then  ■  questioned  closely  on  tl 

told  if  requin  d  he  will  1  by  mail.    If  lus 

milium 

hi  the  city  or  near  by,  and 

•  1  -uid  .1   ,  hi  .  be 


lli,     in. in.       Il    1      iln     polity   of    the    company    to    pnnnntr    condiul'il 

ami  motormen  to  po  itions  in  the  1  ti   hou  1     and  ■<    division  ami 
1  'mi    divi  ion    superintendents.     The    division    superintendents 

1 1  employ  or  discharge  conductor! totormen.    The  employ 

men!   is  all  done  in  the  regular  employment   bureau,  and  in  dis 

1  Him,  iln   ,  before  the  general  superintendent, 

,  has  the  right   to  appeal  to  the  president  of  the  companj 
should  in   qui  tion  Mm    decision  "i  the  itiperintendenl 


Power  Stations  of  the  Detroit  United  Railway. 


II V    TllnM  \s    I  ■  \KMI.K.   M    II   Kl  N  I  I   SHI   XI     "I      MOTIVE    POWER. 


I  he  i  the  I  Mr. .ii  United  Rj 

latiom  and  threi  follow  ■ : 

Two  houses,  known  as  "A"  and  ear  the 

business  heart   ol  fhese  two   stations  are  operated   from 

witchboard,  located  in  Station  "  \  " 
Four  subui  ns,  known  Station 


THOM  is  i  \k-mi.k. 

"D,"  al  Farmington  Juni  miles  from  Detroit  City  Hall;   "E," 

ii  Birmingham,  18  milo  from  City  Hall;   "F,"  at  Pontiac,  26  miles 
from  Cily   Hall,  and  used  only  in  emerf  1 

28  miles  from  (  ity   I  [all. 
Threi  battery  houses,  known  as  stations  "("."  "II"  and  "I," 

lively. 


Atwater  St,  near  the  river  front      rhere  is  n>>  switchboard  in  "It." 
the  boanl  controlling  both  "A"  and  "B"  being  located  in  "A." 

Mins  an  engine  n  and  boiler  room 

58  11.      I  In  equipment  ^  as  follow  a : 
Four  Reynolds-Corliss  compound  condensing  tandem  engin 
and  ?-•  by  4S  in.,  direct  connected  to  1,000-kw.  Siemens  &  Halske 
direct   current  outside  armature  generators. 

iv.ilw   Babcock  &  Wilcox  boilers,  250  h.  p  in  batteries 

of  two.      Boilei     an    fitted   with  Murphy  stokers  and   Hoppi 

Thirteen  pumps,  as  follows:  Four  Worthington  duplex  jet  con- 
.  14  x  -'_•  k  15  in.;  two  Worthington  duplex  compound,  1  ■ »  a 
16x8  ix  10  in.,  for  boiler  feed ;  one  Worthington  duplex,  10  x  5  x 
n>  in.,  for  tire  protection,  washing  boilers,  etc;  two  Worthington 
duplex  .?  x  a  x  ,\  in.,  and  one  Davidson,  .*  \  -•'  1  \  4  in.,  for  oil  dis- 
tribution; one  Davidson,  6x4x7  in. .for  bleeder;  one  Gordon, 
6  x  4  x  6  in.,  pii  pump;   one  Westinghouse  air  pump  for  cleaning 

■  lor-. 

Hunt  conveyor  for  handling  coal  and  ashes,  driven  by  double 
engines,  4  x  <■  in, 

[Tie  engine  room  >■  served  by  a  25-ton  Brown  hand  crane. 

Between  the  boiler   room   and  engine  room  is  a   self-supp 
steel  slack.  [80  ft.  high,  by  II  ft.  (1  ill.  inside  diameter. 

The  engines  arc  fitted  with  gravity  oiling  system,  fed  from  a 
tank  of  200  gallon-.'  capacity.  In  this  connection  the  oil  piping 
to  and  from  hearings,  tanks,  filler-  and  cooler  i-  somewhat  novel. 
The  pipes  are  painted  differenl  colors,  supply  being  light  yellow,  re- 
turn dark  yellow,  by-pass  to  sewer,  dark  red. 

\-  there  1-  quite  a  multiplicity  ol  pipes  and  valves  in  the  system, 
the  different  colors  mike  their  manipulation  very  simple.  For 
example,  should  a  bearing  become  hot,  so  thai  11  is  necessary  to  use 
water  on  it.  the  valve  on  the  return  pipe  from  this  hearing,  i.  <-..  the 
dark  yellow  pipe,  would  be  closed  and  the  valve  in  the  by-pass  to  the 
sewer  (dark  red)  would  be  opened.  This  would  run  the  oil 
used  on  the  bearing  to  waste,  but  it  would  save  getting  the  entire 
system   full  of  water,  ns  all  other  bearings  would   remain  in   normal 


i  Kits-,  si.,  TION  OF  STATION  A     DETROIT  UNITED  KV. 


ion  "A"  i-  the  one  built  originally  for  the  Deti 
Street  Ry.      Station  "B"  was  built   by  The   Detroit    Ry.,  and 
properties    were    afterwards   acquired    by    thi  United    Ry. 

These   two   houses   ar.    situated    diagonally   opposite   each   other  on 


condition  as  regards  the  return  of  oil  to  ihe  filler.      As  a  matter 

id.  however,  water  ha-  nol  been  used  on  .1  single  hearing  in 

Over  six  years.       The  oil  fillers  ar,  inal  and  have  a  capacity 

of  500  gallons   per   hour.       The  method   of   low    pressure   cylinder 


Sept.  20,  1902.] 


M  REET   RAILWAY  REVIEW. 


lubrication  is  also  original.  The  cylinder  is  drilled  on  bo'th  sides 
on  its  center  line  right  through  the  walls,  and  is  connected  by  piping 
to  a  special  double  sight  reed  lubricator.  The  piston  in  passing  by 
the  openings  acts  as  a  wiper  and  insures  the  most  perfeel  lubrica- 
tion.     This  has  been  used  for  over  seven  years,  and   has  not   only 


519 


One  booster   set,   made  up  of  une   Westinghouse  525-volt  direct 
current  motor,  direct  connected  to  two  500-volt  T.  H.  generators  of 

150  kw.  capacity  each. 

The   boilers  comprise   eight   Sterling  of  300  h.  p.   each,  and  eight 
Sterling  of  250  h.  p.  each,  set  in  batteries  of  two,  and  equipped  wit!? 


HIGH  TENSION  suit,  HES  an,,  STANLEY  APPARATUS  IX  OXFORD  SUB-STATION. 


ttTected  a  great  saving  in  oil.  Inn  has  been  so  effective  that  hut  two 
cylinders  have  required  reboring,  a  somewhat  unusual  resull  on 
tandem  engines. 
The  equipment  in  Station  "B"  .s  as  follows:  Ivo,  Reynolds  cor- 
-  compound  condensing  engines,  20  and  40  |,V  48  in  direct 
connected  to  400-kw.  direct  current  525-volt  Walker  generators 


Murphy   stokers  and    Green    fuel   economizers  and   connected   to  a 
brick  slack  185  ft.  high  by  10  ft.  Hue. 

Fourteen  pumps,  as  follows:  One  Blake  vertical  duplet  jet  con- 
denser, 15  and  _M  x  38  x  21  in.;  two  Davidson  jet  condensers,  TJ  x 
18  x  20  m.;  two  Davidson  jet  condensers,  12  x  20  x  24  in  •  four 
Davidson.  ,2  x  8  x   12  in.,  boiler  feed;    two  Davidson,  4x2x4  in., 


!'•  1  1  fh.K  01    STATION  B     01   1  ROH    UNITED  1 


1 "I   I 

■t*    -y  4«  in.,  do 
Wall 

direct  cun 
lor 


1  hi  !••  i   BTOWELt    iMi   M.I. is  ENGINES. 

"I"1"""'    ""•    M«"   '■■   1        '       1  in.,  bleeder;    two  Davidwn 
automatic  pump    and   receive: 

"'"'l   |]"   »witchboard  ,„  Station  "A"  controls  Station 

"',   "  "A"      ''   ia  made  1 1   „,, achi ,,„  1      ,,, 

'"'l'1'  '","'     '    °  ' '•   1 1     I  „  1 ,  panel     and 

'"'"  bUnl  machine  panel  ,  and  1    g ,       1  i„   ,„,    ,,,.  ,,,.„„„ 


520 


STREET   KAII.W  AY   REVIEW 


[Voi    XII.  Mo  •) 


incut    i^    ■!    follow 

■  below  the  board.      All  machines 
d  ui.  .111.1  ■  qt  Of 

the  lowci  one  i    Stali 
m  "B."     I  hi 
ted  through  ■   iwitch   which  can  be 


STEAM  PIPING,  STATION   A. 

and  each  bat  operated  independently,  that  i~.  a  voltage  of  585  can 
be  maintained  on  middle  bar,  using  the  four  525-volt  units  at 
Station  "II."  and  the  625  volt  unit  cut  in  on  lower  bar,  thus  raising 
the  voltage  for  "inlying  lines.  The  upper  and  lower  bars  can  be 
connected  so  that  the  night  load  can  be  carried  by  cither  station; 
also  by  means  of  double  throw  switches  to  upper  and  lower  bars 
load  on  each  house  can  he  equalized. 

About  .?'.•  miles  from  the  power  house,  and  running  directly 
across  the  center  01  the  city,  is  an  equalizing  feeder  of  about  1,300,- 
000  c.  in.  capacity  and  about  ■  miles  long.  All  feeders  that  ra- 
:  in  the  power  house  and  cross  through  this  district  are  tied 
into  this  equalizer  wire  through  circuit  hreakers.  Tied  to  the 
equalizer  i1-  also  a  2,000-ampere-hour  storage  battery,  which  serves 
to  carry  the  evening  and  morning  peaks.        The  general    feeder  (lis 

tributing  scheme,  including  the  u I  this  equalizing  wire,  is  shown 

in   the   accompanying   feeder  diagram.       The  load    situation   on   this 


REAR  OF  SWITCHBOARD  IN  STATION  A. 

The  third  positive  boa  commences  al  the  knife  sw  Itch  at  the  center  "1  the  board. 

The  feeder  connections  an  the  curved  rods. 

wire  will  he  understood  from  the  curves,  Fig.  6,  which  will  also  ex- 
plain the  advantages  of  the  third  bar  at  '.he  switchboard.  Under 
normal  conditions  the  low  voltage  machines  at  the  power  houses 
are  sufficient  to  carry  the  load  on  the  equalizing  wire.  As  the  load 
increases  the  625-volt  machine  1-  connected  in  through  the  medium 
of  the  third  bus  and  the  available  pressure  at  the  center  and  at  the 
ends  of  the  equalizing  wire  correspondingly  increased.  When  the 
heavy  peaks  begin  to  come  on,  the  battery  located  near  the  center 


INTERIOR  op  station    \     ki  FNOLDS-CORLISS  ENGINES  -SIEMENS  .v   HALSKE  GEN]  RATORS, 


Sept.  20,  1902.] 


STREET   RAILWAY   REVIEW. 


of  the  equalizer  will  take  the  added  load,  not  only  maintaining  the 
voltage,  but  also  protecting  the  engines  against  violent  fluctuations 
in  load. 

Both  stations  "A"  and  "B"  were  erected  in  1S.15.  the  only  addi- 
tions since  that  time  being  the  1.51x1  kw.  Westinghouse  generator  and 
the  Filer  &  Stowell  engine.     A  duplicate  of  this  latter  unit  is  now  be- 


521 


can  he  had  to  piston  without  removing  head.      Total  weight  of  en- 
gine, 640,000  lb. ;    speed,  75  r.  p.  m. 

Station  "IV  js  situated  at  Farminglou  Junction,  on  the  Orchard 
Lake  Division,  10  miles  from  the  City  Hall.  I  lu-  engine  room  is 
120  x  52  ft.  and  boiler  room  120  x  52  ft.,  built  of  brick,  with  brick 
stack.      The  equipment  is  as  follows: 


SWITt  HBOARD  FOR  BATTER'S  STATION  "C." 

ing  erected.  The  Filer  &  Stowell  engine  differs  somewhat  from  pre- 
vious standards  of  that  company.  The  shaft  is  Bethlehem  hollow 
forged  steel,  29-in.  in  diameter  at  wheel  lit.  with  hearings  26  x  48 
in.,  and  26  ft.  long;  axial  hole.  10  in.  square;  weight  of  shaft  alone 
41,574  lb.;  weight  of  shaft  with  crank  disks,  pins  and  huh,  102,200 
lb.;  fly-wheel,  23  ft.  in  diameter;  weight  of  fly-wheel,  160,000  lb. 
Cross  heads  are  fitted  with  an  extension,  so  that  slippers  are  fas- 
tened by  means  of  studs  to  cross  head  proper,  insuring  that  slippers 


\ 


iti  H  i 


SWITCHBOARD  FOR  BATTERY  NO.  3,  STATION  "I." 

Three  Reynolds-corliss  engines,  26  x  48  in.,  direct  coupled  to 
400-kw.  Siemens  &  Halske  outside  field  generators.  Eight  Aultman 
&  Taylor  boilers,  250  h.  p.  each,  set  in  batteries  of  two,  and  fitted 
with  Murphy  stokers.  All  pumps  are  Davidson  make.  Two  Gen- 
eral electric  100-kw.  boosters,  one  for  Detroit  end  of  line  and  one  for 
Orchard  Lake  end.  These  boosters  are  only  run  on  increased  loads 
the  regular  schedule  not  receiving  their  use.  One  air  compressor 
for  Magann  storage  air  brakes  used  on  cars. 


""    ••"'  "      BALL  i    It s,.im;    ,  roi  Kl  R  WH I  G]    .1  RATOR. 


rew  break  .        \ 
traight   through,   .,0 

ith   high  and   lo,.   pn 
bbitted      Connecting   rod  1  ed   .it    both   end 

•-»»ure  cylinder  bead  rith  manhole,  m  thai 


Station  "E  itu  iti  .1  al   Birmingham,  01,  n„-  Pontiai    Divi  lion, 
City  11. ,11.      1  he  equi]  mi  nt  is:     1  wo  u  1  itinghouse 

-1  l  ••  to b  m   •  '"  ind   10  in   1::  in  ,  bi  Ited  1-   1 10  1  « 

u  ■  tinghou  .hi    6  10    oil  1 atoi 

'  '"■    Bal I   ■■   Wilco      150  I.  p   boiler,  fitted  with  Ronej     tol  1  1 


522 


STREET   K  \II.WAV   REVIEW. 


[Voi    XII,  No.  o. 


and  Mi  Bch,  which  arc  fired  by  hand. 

I  he  pumps  arc  .ill  Worthingl 
in.  foi  supplying  Magann 

rhe  Wefugo  system  of  wati  lion   and    softening   i 

with  success  .it  this  pi. mi. 

Station  "I      it   situated  .11    Pontiac,  the  terminus  of  the    P 

•i.  and  i~  used  only  in  when  all  help  required 

for  "i"  i ■>"!  the  shops  of  tin  equip 


1,900-KW.  CHLORIDE  BATTERY,  STATION  C. 

until  is:    One   Dick  &   Church  engine,   [6  \    15  in.,  and  Ball 

engine,  15  \  16  in.,  each  belted  t"  too-kw.  Westinghouse  generators. 
I  wo  Phoenix  Iron  Works  too-h.  p.  boilers.  One  Worthington 
boiler  feed  pump,  o  x  4  x  <>  in. 

St.itinii  "il"  is  .it  Rochester,  mi  the  Flint  Division,  28  miles  from 
tin-  City  Hall.  The  machinery  1*  contained  in  a  building  72  x  104 
ft,  and  is  as  follow  9 : 

i\'."  325-h.   p.    Hall  &   Wood  horizontal   tandem  compound  con 
densing  engines,   15  ami  30  x   16  in.,  direct  connected  t"  1  rocket 
Wheeler  200-kw.  generators.       Tin   engines  are  of  the  single  valve 
type,  having  tin-  high  pressure  valve  under  control  of  the  inertia 
shaft  governor,  ami  are  operated  tit  200  r.  p.  in. 

line  600-h.  p.  Hall  &  Wood  vertical  cross  compound  condensing 
_•!'.■  ami  45  by  ji>  nt..  direct  connected  to  Crocker-Wheeler 


line  60-kw.  direct  current  lx»isier  foi  feeding  tin-  Detroit  end 
•  •1   line. 

inverted  r.itary  built  by  the  Stanley  Electric 
Manufacture  Pitufield,   Ma-  ethod  of  utilizing 

this  machine  is  explained  later  in  thi 
( in,-   ml.11.    alti  irretn    single-phase    lighting    g>  ■ 

driven   by   a  600-voll   direct    current    t"r,   taking   current 

from  the  station  hus. 

boilei  equipment  consists  oi  four  2S0-h   p.  Aultman  ft  Taylor 

The  pumps  were  till  furnished  by  Mean,  of  Holyoke,  and  con 
tin.    14  \  20  ndenser;  two  N  x   14  x   18  in.  jet 

densers,  ami  two  7'^    x  5   x    IO  in.,   for  Innlcr   feed. 

111.  I.  1  an  air  compressor  for  supplying  air  to  Magann  storage 
air  hrakes  used  on  1 

This  station  furnishes  commercial  lighting  for  the  city  of  Roches 
ter.  Mich. 

use  of  the  inverted  rotary  1*  somewhat  unusual  Part  of 
the  direct  current  generated  is  fed  directly  to  the  line  ami  a  part  1* 
pni  through  the  S.  K.  ('.  inverted  rotarj  1  therein  to  three- 

phase,  390-volt,  alternating  current,  ami  then  stepped  up  by  Stanley 
type  1  transformers  t"  15,000  volts  and  transmitted  to  rotary  sub 
stations  at  Oxford  ami  Vtlas,  distant  13  miles  ami  30  miles  respec- 
tively, from  Rochester  power  house. 

Each  of  these  sub-stations  i-  equipped  with  three  too-kw.  type    I 

Stanley        o-voll   transformers;  one  250-kw.   S.   K.  C  rotary 

converter,  ami  complete  high  and  I""  tension  alternating  ami  direct 
current  switchboards,  switches,  breakers,  etc.  An  extra  250-kw. 
rotary  is  also  located  al    \ t t:i -  sub-station  fur  use  as  a  reserve. 

At  Stati'in  "il"  there  will  he  installed,  about  September  of  this 
year,  one  750  h.  p.  Hall  &  Wood  vertical  cross  compound  engine,  22 
ami  45  by  -'4  in.,  to  which  will  he  direct  coin  ;oo-kw.   Bul- 

lock 390-volt,  three-phase  revolving  field  alternator.  The  building 
will  he  extended  for  this  equipment,  and  there  will  also  he  provided 
aiMiiii.u.il  boilers,  pumps,  condensers,  etc..  of  the  same  capacity 
as  thi-  unit. 

\\  Inn  this  alternating  current  unit  has  been  installed  it  i-  proposed 
at  all  times  of  heavy  load  to  operate  from  this  unit  tin-  two  sub 
station^  at  Oxford  ami  Atlas  on  the  Flint  Division,  and  from  the 
direct  current  generators  located  in  tin-  -aim-  power  house  to 
operate  tin-  sections  between  Royal  Oak  ami  Rochester,  Rochester 
and  Orion  and  Rochester  ami  Romeo. 

If.  however,  it  is  noted  that  either  the  direct  or  the  alternating 
current   machinery   is   nut   loaded   up  to  its  economical  capacity,  the 


'.  .  1  BXOR1DE  BATTERY     STATION   II. 


1  0  KW.  1  lll.nKim:  BATTERY— STATION  I. 


400-kw  ngine  is  of  the  Corliss   valve  type.        \ll 

admission  va  control   of  inertia   shaft   governor  and 

exhaust   valves  driven  by   separate  tixed   eccentric   s, ,  t  li:i t   each  may 
he  adi>  1  the  other  or  of  the  admission.      The 

frames   are  entirely    enclosed   with   large   manholes  and   hand   holes, 

ly    fitting    metal    casings,    so    that    1 il    01     Spray 

can  est  ernor  or  generators.      The   shaft.  1icanne.s  and  all 

working    parts    are    of    ample    proportions.       The    engine    runs    at 
180  r.  p.  m.  at  150-lb.  initial  steam  pressure. 


S.  K.  ('.  rotary  now  used  a-  an  inverted  rotary,  will  then  he  used  to 
convert  sonic  of  the  output  of  the  lightly  loaded  portion  of  thi  1 
tion  to  iln  other  kind  of  current,  so  that  at  all  times  all  units  in 
operation  will  lie  operated  economically.  On  very  light  loads  the 
sections  between  Royal  Oak,  Romeo  and  Flint,  ii  is  expected,  will  be 
ed  from  either  the  500-kw.  alternator  or  the  400-kw.  direct 
current  generator,  by  utilizing  in  combination  with  either  of  these 
units  the  S.  K.  C.  rotary,  using  it  as  an  inverted  rotary,  if  the 
greater  portion  of  the  current   recptired  is   direct,  aira  consequently 


Seft.  jo,  1902.] 


STREE  1'  RAILWAY   REVIEW. 


523 


13436783/0/1/2 

HOI///S 
Gf/ZCfiATO/?  l  ato 

-Stjt/omioad 

Mm  &*rrt0Y  O/XMt/KS 
WBmXBArrreY  C//s/?Ge 

PIG    1     BATTERY  LOAD  OCT.  10,1901     BATTERY  NO.  1    STATION  C. 

the  direct  current  engine  unit  is  operated;   or,  if  the  major  portion 
of  the  current   required  is  alterna  d    the  alternator   unit   is 

operated,   then   using   the   rotary   in   the  ordinary   direct    manner   to 
convert  from  alternating  to  direct  current. 

when  momentarily  first  the  alternating 
current  and  then  the  direct  current  units  are  likely  loaded, 

to  keep  this  rotary  in  operation  as  a  floating  medium  of  conversion 
1  the  alternating  current  and  the  direct  current  sides  of  the 
station,  so  thai  neither  may  led  unit       the  entire 

is  similarly  affei  •  iating  action  will   be  accomplished 

automatically  by  the  rotary. 


Storage   Battery   Installations. 

\-    stated,    there   arc   three    storage    batteries    in    use,   all    being 
"chloride"  accumulators,  furnished  by  the  Electric  Storage   B 
Co.,  of   Philadelphia,  through  the   Michigan   Klcclnc  Co.,  of   Detroit. 
A  description  of  each  battery  follows: 
Battery  No.   1.  known  as  Battery  Station  "C." 


FIG    i    DIAGRAM  F<iK  ONE  MINUTE     BATTERY  OUT  OF  SERVICE 

This  battery,  which  was  installed  during  August,  iqoo,  is  of 
1.500-kw.  capacity,  and  consists  of  276  cells  of  "Chloride"  accumu- 
lators, each  cell  being  a  lead-lined  tank  containing  u-  type  C  plate*. 
each  of  which   is   15   5-  Hi  in    square.      A   250-kw.   Western    Electric 


PIG.  3    DIAGRAM  FOR  ONE  MINUTE    BATTERY  I.N  SERVICE. 

motor-driven   I -t 01    was  also   furnished   with  this  battery,  and   by 

this  means  the  charging  and  discharging  can  lie  regulated  either   by 

band  or  automatically. 

The  discharge  capacity  of  tin  batter]  installation  is  2,500  amperes 
at  575  volts  for  one  hour.  1  ..'50  amperes  for  three  hours,  or  625 
amperes   for  eight   hours. 

This  battery  was  installed  to  help  carrj  peak  loads,  which  on  tin* 
railway  system  an  <  c<  ive,  owing  to  the  fact  thai  the  numbei  of 
cars  operated  during  certain  hours  of  the  morning  and  evening  is 
near!)  double  H"-  numbei  operated  at  any  other  time.  The  load 
curve,  Fig.   1.  illustrates  the  main  powei    lion,,    load  of  this   com 


-  ■-  ••-. 


V— <CZ5*»f^  -S»w.n  &*/fr**~y*<*+*>«*n+ 


' 


wvA*~,HwM*,~V>fV*(^^ 


i&yb^iSZ~~ 


VKT*^' 


I   I'.     I      l.i  1  I   I    K-.  ,  -.ip     I  .11         11 


524 


STREET   K  \II.WAV    REVIEW 


600 


500 


400 


SOO 


S/O 


5?0        530        SfO       550       600 
T/rt£    P.M. 
FIG    <     SITUATION   VI    EQUALIZER  WIRE. 


90C 


o.i  /me  /ato  /at* 

r/*c  am. 

LOAD  OH  BATTERY  NO.  3,  STATION  I.  JI1.Y  22,  1402. 

pany,  and  the  portion  which  is  carried  by  the  battery,  as  well  as 
the  period  for  charging. 

battery  alsi  purpose,   that   of  reducing  the 

fluctuations  Oil  the  main  station.     The  reduction  of  the  fluctuations 
,m  the  -  is  very  neatly  shown  bj  thi   indicatoi 

diagrams  shown  in  Figs.  2  and  3;    Fig.  -'  shows  an  indicator  card 
taken  with  the  battery  off  the  system,  the  pencil  of  the  indicator 


h  on  the  card  E le  full  minute.     The  card  shown  in  Fig. 

;  was  obtained  in  a  similar  manner  with  the  battery  on  the  sj 

The  battery  has  been  in  constant  service  of  the  most  severe  char- 
ter Mine  it  was  lirst  installed,  and  has  probably  had.  ill  doing 
so,  as  exacting  a  service  as  any  railway  battery  in  the  country. 

This  hattcry  is  located  across  the  street  from  Station  "A;"  the 
booster  and  switchboard  being  located  in  said  power  house  and 
connected  with  the  battery  by  means  of  cables  which  pass  through 
a  tunnel  under  the  sti 

Battery  No.  2,  known  as  Batter]   Station  "II." 

This  battery  1-  of  1,000  kw.  capacity  and  consists  of  250  "chlo- 
ride" accumulators,  each  cell  consisting  of  52  type  G  plates  in  a  G-76 
lead  lined  lank.  There  was  also  furnished  with  this  battery  a 
150-kw.  Western  Electric  motor-driven  booster  for  regulating  the 
chargi    and  discharge.        The  discharge  capacity   is  2.CO0  amperes  at 


DETROIT  FEEDER  MM  S 


Sfpt.  x>.  1902.] 


STREE  I    R  \1I.W  AY  REVIEW 


525 


500  volts  for  one  hour.  1.000  amperes 
for  three  hours 
g   I  hours. 

This  battery  is  located  about  three 
miles    from    the    power    bouse,    and 
ut  two  miles  beyond  the  center  of 
the   railway   company's   city    lines;    it 
U  used  to  help  carry  the  morning 
evening  peak*,  relieving 
the   power   house   from   a   portion   of 
the  load,  and  also  maintaining  a  bet- 
ter voltage  throughout  the  portii 
the  city  where  it  is  located  than 
he  maintained  from  the  power  house, 
without      materially     increasing     the 
r   house    voltage.      It    feeds    into 
the   equalizing    wire   previously    men- 
tioned. 

This   battery   was   installed   in   Jan- 
uary. 1001.  since  when  it  has  b 
daih  g.  4  illustrates  a  typical 

load  on  this  battery. 
Battery   No.   3.  known   as   Battery 

ion  "I." 
This  battery  i-  of   [50-kw.  capacity. 
and  1*  located  i  m  the  Wy- 

andotte  Division,   the   battery    b 
ing  being  about    to)  1   miles   from   the 
power   house.     The    battery    installa- 
tion   consists    of    276    "chloride"    ac- 
cumulators, type  F-15;  the  plat, 
ing  II  by   IO'S  in.,  contained  in  glass 
iars  mounted  upon  suitable  stringer-. 
which  are  in  turn  supported  on  brick 
piers.     This  battery  is  used  for  regu- 
lating purposes;   the  averagi 
being    575.    and    the    battery    ha\ing 
300-ampere    capacity    for     regulating 
fluctuations.    It  can  be  used  foi 
ating  the  line  without  tin-  aid  of  cur 
rent  from  the  power  lion-,    to  thi 
tent  of  280  ampere-   for  one  hour. 

1'r.v  ion-  t.,  the  installati 
tery  No.  .?  on  tin-  division  a  30-min- 
■  rvice  was  operated,  anil  the  trip 
from  the  city  limit-  to  Trenton  and 
return   fa  :   joi ,  mill 

quired  v  minute-.    Current   wa 
taincd  for 
cr   house   through   a    booster   b 

in.      The  voltage  at  the  city  lim- 
nd   of   the   line   under 

dition-   varied  fr 423  minimum  to 

maximum,    and    the    ampi 
from   if>>  minimum  to  <**>  maximum. 
the  result  being  thai  electrical  n 
on  thi 
naturally    • 

lighting  in 
poor. 

run 
from       the      city       limit-      and 
turn.  u      from      •,,      ,,1111- 

.  iid       improved      running 

1  minimum  to  010  maxi- 


M  DAILY   MJ  U  LOAD  ON  CITY  POWER   HOUSES  1 

1  ION   •:.  ITH  BATTERY  CD     1  I   1  0  Dl       B     r<-i 

normal,  ai  [cneral     in  1   now 

typical  load  [hi 

ig,  5. 


The  Rapid  Railway  System. 


>:\    r.  W.  BROOKS,  GENERAL  MANAGER,    ISSISTED  u\    H    o   w ,  GENERAL  BDPERINTENDENT,    \M>   \    C.  MARSHALL.  CHIE1    ENGINEER. 


Port  Huron  Shore  Line  Railway,  general!) 
is  the  "Rapid   Railwaj    System,"  extends   from  the  northerly   ritj 
limits   ol     I1  Keewahdin    Beach,   on   the   shon 

Huron,  passing  along  the  shore  ol  Lai 

and   through   the   following   towns   and   villages:     Roseville, 
ii    Clemens,  Chesterfield,  New    Baltimore,    v. 
villi-,  Fair  Haven,  Pearl  Beach,  Algonac,  Roberts'  Landing,  Cherry 


overhead   line   work  and   track  bonding;  general   freight   and   pas 
sengct    agent,    reporting    to   the    general    manager;     general    claim 
reporting  I  era)  manager;    auditor,  reporting  t<>  the 

eral  manager;   attorney,  reporting  to  the  general  manager. 

Rapid   Railway   System   is   in  a   -t rict   sense   an   interurban 
rather   than   a    suburban    road.      The   first    step   toward    thi 

this  line  «  i  pletion  of  the  Rapid  Railway  from 


A.  C.  -MARSHALL. 


V.  \v.  BROOKS. 


Beach,  Marine  City,  St.  Clair,  Maryville  and  Port  Huron.  The 
various  steps  in  the  formation  of  the  system,  with  the  nanus  of  all 
ostituent  companies,  arc  shown  graphically  in  one  of  the 
accompanying  tables.  The  system  comprises  a  total  ol  113  miles 
in  operation  and  to  miles  under  o  relationship 

in  the  Rapid  Railway  System  and  the  Detroit   United 
l\y.,  and  the  two  properties  arc  operated  in  entire  harmony. 

follow- :    1  ieneral  manage:    «  hi 
1  al    superintendent,   who  re- 
port- to  the  general   manager;    two   division   superintendents,   one 
chief  and  two  assistanl  train  dispatcher-,  reporting 
general  supi  1  intendenl  ;    one  chii  to  thi 

general   manager,  he  having  charge  of  the  power  plant-,  car     hop  . 


Detroit  to  Mi.  Clemens.  After  this  line  had  been  operated  for 
several  year-,  an  extension  from  Mt.  Clemens  to  l'ort  Huron  was 
completed  am  a   commenced  in   the  summer  of   1900.      The 

City  Electric  Railway  Co.,  embracing  all  of  the  city  line-  in  Port 
Huron,  was  taken  into  the  System  July   I.  1901. 
The  li  ticall]   lo   1,  there  being  no  grades  of  any  conse- 

The  standards  of  construction  which  have  been  fi  : 
are  those  which  are  most  approved  by  the  steam  railroad-.  The 
organization  of  the  force  in  the  road  department  is  based  upon 
team  railway  practice,  dividing  the  line  into  sections,  each  under 
the  charge  ol  a  ection  foreman,  these  foremen  reporting  to  the 
who  is  in  charge  of  the  road  department  of  the  entire 
line. 


TYPICAL  SCENE  ON  Till.  BEAI  BES  SERVED  KY  THE  RAPID  RAILWAY. 


Sett.  ao,  190a.] 


STREET   RAILWAY    K1A  1 1  \\  . 


S27 


The  track  outside  the  cities  is  laid  with  rails  of  A.  S.  C.  K. 
standard  70  and  Go-lb.  section,  according  to  the  requirements  of  the 
traffic  The  ties  are  6  x  S  in.  \  S  ft  cedar  for  the  tangents,  and 
the  curves  are  laid  on  white  oak  tics  of  tlu  Switches 

are  standard  railway  split  switches,  with  spring  rail  frog!  ' 
standard  construction,  (.'.ravel  from  deposit,  found  along  the  line  is 
used  for  ballasting. 

The  few  places  where  bridging  1-  required  arc  provided  with 
pile  trestle,  nine  of  them  consisting  of  more  than  one  bent,  except- 
ing in  the  case  of  a  viaduct  over  the  Michigan  Central  R.  K.  at 
St.  Clair,  where  a  trestle  supporting  the  elevated  track  provides 
against  the  possibility  of  crossing  accidents.  This  is  the  only 
place  where  the  line  crosses  another  railroad  at  grade. 


Its  route  follows  the  shores  of  the  St.   Clair   Flats,  one  of  Detroit's 
famous  fishing,  hunting  and  outing  regions. 

The  movement  of  ears  is  under  a  system  winch  is  a  modification 
of  the  standard  code  of  train  rules  of  the  American  Railway  Vsso 
South  hound  regular  trains  are  given  right  of  track, 
which  continues  until  a  tram  is  three  minutes  late.  The  move 
1111  'in  of  extra  trains  and  of  regular  trams  which  for  any  reason 
are  not  running  on  tune,  is  looked  after  through  a  regular  dis- 
patching system.  The  dispatching  is  done  by  telephone  from  the 
dispatcher's  office  .11  \li.  Clemens.  The  orders  are  received  at 
telephones  in  booths  provided  at  each  switch  and  at  other  places 
where  it  is  convenient  to  receive  orders.  The  orders  are  given  by 
the  dispatcher  to  the  motorman,  are  repeated  by  the  motorman  to  the 


S> 


BIRDSEYE  VIEW  OF  NAI'IH  RAILWAY  SYSTEM. 


Ill  the  cities  the  standard  of  construction  is  a  --in.  T  rail  of  the 
Lorain  Steel  Co.,  section  No.  264,  placed  upon  a  10-iu.  stringer  of 
concrete  and    fastened    with   bar  iron    1 

Car  barns  are  provided  at  terminals  of  runs,  namely,  Port  Huron. 
Marine  City,  and   Mt.  1  tnd  are  well  equipped   for  purposes 

of  the  machinery  department. 

Transportation  Department. 

The    Rapid    Railway   serves   the   travel    between    Detroit,    Mt.    Cle 

New  Baltimore,  Pearl  Beach,  Algonac,  Marine  City  and  Port 

Huron,  and  a   city   service   in   Mt.   Clemens   and   in    Port 

Huron.     An  hourlj   service  between  6  a.  m.  and  midnight  is  main- 


dispatcher,  and  likewise  repeated  by  the  conductor.  A  train  sheet 
kept  by  the  dispatcher  and  also  a  complete  copy  of  each  order  re- 
tained in  the  dispatcher's  order  hook  provide  against  any  question 
as  to  what  movement  is  ordered.  Motormen  and  conductors  re- 
ceive their  orders  relative  to  the  movement  of  trains  from  the  dis- 
patcher, but  reporl  to  their  respective  division  superintendents,  who 
are  in  authority  o\  er  all  train  men. 

In  the  employment  of  men  an  application  in  detail,  giving  the 
previous  history  of  the  applicant  and  certificates  from  persons  to 
whom  he  refers  and  certificates  of  his  physical  qualifications  are 
n  - 1 1 1 1  red. 

The  company  requires   from   both  conductors  and  motormen   re 


I    iH   mil  si     1       11,11    HURON     RAPID  IMIl.n  \  \  . 


•  ngth  "f  the  interurban  lit  oil  and 

Port     Huron,    and    a    half  hourly  1    1l1.1t    portion    ol    tin 

ne    lie      II. 

the    Detroit 
In  addi'.i  line  honii 

on    from    1  letroit,  Pointe 

1I1  and  varioui  1  lub  ong  the 

Nli  1  ■" mi  i"  n  -.  regulai 


■  I  mi  I11]'  01  no 1  irreno        I  he  questions  h  hit  h 

on"  d  i"  mi    11.  h  .1    u  ill telligi  nt  and 

comprehensive   an    idea    ol    thi    circum  ta an   l«-   given   in 

form       1  In-  11  port   1     follow  d  bj  an  invi  tiga 1  and  a 

hi   from  ili.   employe,  giving  everj   pari  i<  u 

■  11  '  1 mile     'li  I. ill.  11 

'Ol' 11     1  In      -  I  ,h  pal  inn  111.      ill.  ,      llii'., 

e  of  tin    operating  di  partim  nl        \ll   1  1. 

re  ultin  1     01    d to   pro] looked 



All   material       d     li bta I   upi n    ition   bearing 


52H 


STRKD  I     R  AII.U  AY    KIA  1 1  A\  . 


XII,  No.  a 


through    the   purchasing    <r  Bitli 

iii-iii  in  thi 

luron    i-    well    laid   out    for    sti 

i  I  in  i  hi. 
with  heavy  -mini  The 

Mink   Railway   System 

nd  :iri 

a  numl 

which  i-  i 
In   V  i   with  all   interurban 


It     long    1 1'. 

■inly  by  t  ind  boiler  room,  with  :i 

commoi  men!  under  the  engine  room.     The  building 

pped  by  an  extremely  heavy  stratum  ..i  concrete, 
it  under  thi  tiding  i-  practically  .1  huge  monolith. 

1 ti«i  it.  bj  four  Hal....,  k  &  Wil- 

D-h.  p.  boilers,  with  Roney  mechanical  stokers;  two  Worth 
ington  boiler  feed  pump  circulating  pump 

and  dry  air  pump  for  the  condenser  and  two  to  ft  direi 
fans  I"!  draft,      these  fans  arc  depended  upon  for  the  draft,  at  the 
1.  but  7  fl 
\   sidi    trad  il  i-  just  outside  the  iH.ilcr  r....m   wall  and 

3  ft  from  the  boilers,  are  placed  here  every  night 


Auditor 


I 


1  Manager] 


Chief 
Dispatcher 


Assistant 


tendent 


Foremen 


1  tivision 
Superintendents 


Motormen 
Conductors 


' «  neral  Freight  and 
fcssenger  Agent 


Chief  Inspect)  >r  I 


Car  House 
Employes 


Engineer 


Power  House 
.  [neer 


Power  H 
Men 


Purchasin 


Shop 


Line 

Foremen 


Uondincn 


Sub-si 

Superintendent 


Attendants 


I  Laboi      ' 

DIAGRAM  m|'  Till".  ORGANIZATION_OF|THE;RAPID  RAILWAY  SYST1  M 


serving  the  depots  an. I  hotels  and  in  addition  run  frequent  service 
i"  Lakeside,  1    I   on   thi    shore  "i"   Lake   St.   Clair. 

ali,  .ut  two 

Power   Equipm 

The  general   sch  wei    equipment   is  to  generate  all  the 

>i  one  large  central   |  ise,  transmit  it  by  mean,  of 

circuits  t..  sub  stations  located  along  tin-  line,  ami  there 
convert  t  current.     The  main  power  house  i 

New-   Baltimore,   on    1  1  lair.      I  lei.  tted   all    the 

power    for    the    entire    system,    including    the    main    line,    the    Lake 
Division,  and  the  Port  Huron  The  daily  output 

in .(Kin   kilowatt  1  1 
generated  in  run. 


nd  during   the  run  the  coal   1-   - 
from  tin-  the  hoppers  through  large  iron  chutes. 

One   man    on    a    watch    can    in    this      way    keep    four    boilers 

■  ■-■  1 1   I' rmal   running  coal   i-   thus   used   directly   from   the 

cars,   there   is   always   kept   unloaded   a   reserve   supply  of  coal  of 

;oo  in  oio  tons.     Ohio  and  West  Virginia  -lack  coal 
and  the  coal  consumption  avi  iul  5. ,-5  to  6  lb.  per  kil 

hour. 

water  for  boilers  comes  from  Lake  St.  Clair,  through  a  pipe 
which  extend-  about  [,400  t"t.  mtii  the  lake,  to  avoid  the  mud 
nearer  the  -hore.     The  water  i-  qt  in  fact,  remarka- 

bly  free    from    lime   and    other    uni  It    under- 

nrifying    process    whatever,    neither     1-    any    compound 
in  ili.    boiler. 


Epitome  ,»r  the  Blstorj  of  the-  Rapid  Railway  System, 
CFor  listing   between   this  system   and   the   Detroit   United   Railway   see   text) 

'I'll.'  system  was  formed  in  the  Bprl  I  >(  the   follow 


Till-:  RAPID   R1 

THE    D  '.IT    CLEMENS  «    MARINE   CITY    l:v      1  1 

March   23,    1890  1. .us   ot   Michigan      Or    Dei      10 

:.u    the    pi 

MT.    CLEMENS   .\     LAKE    SIDE    TRACTION    CO.— This   com- 

isolldatlon  of  the 

Ml  Ltd..   and   the   Mt.   Cli 

&     Dock    Co.,    which 
two  in  the  city  ot  Ml.  Clemens. 

granted  at   various  -■  n   1080  and 

THE    DETROIT    .v     RIVER    ST     .'I. All:    RT.    This    • 
was 

which   time 
thi    propert)    was  put  River  &  SI 

Till-:  PORT  HURON,  ST.  CLAIR  *  MARINE  CITY  RAILWA1 
This     ■  1     12,   I8O9. 


CITY    1: tIC    KAII.W  AY    i'ii.    OF    I'.  IRT    nil;.  ..\      'il,. 

pany   was   organized    Mas    19,    1893. 
RAPID     RAILROAD    CO     Organised    Jan.    .'..     is:-.     1..    build 
com    ction    betwei  B  Ry,    and     1  he    ' hrand 

Trunk  it.  H.     1  ext) 

in  1:  CONNOR'S  CREEK  &  CLINT!  IN  RIVER  PLANK   ROAD 

Oi       I. ...il    Dec.    17,    1806.     On    Mar.    24,    1897,    the    company 
purchased  alt  the  rights  and  property  of  the 
DETROIT    .x-     ERIN    PLANK    ROAD    CO.,    which    had    been 
orgaulsed  on  Feb.  !  illdatlon  <>f  the   D. 

a    I'. tin    Plank    Road   C ganlzed    Apr.   ::.   1848)    and    the 

Erin    .v    Mt     Clemens     Plank    Road   1  Mar. 

-'||.    : 

DETROIT    .v    LAKE    ST.    CLAIR    l;v      Oi  i         23,    1900, 

and  <m  Mar.  34,  1900,  purchased  all   the  rictus  and   property 
i-i    ih.     Detroit    Lai  Mt.    i  lemens    Ry.,    which 

had    i n   organised    in    1897,    and    built    what    is   now   the 

Shore   Line   Division  »»f   the   Rapid    Railway    Syatem. 


Sept.  jo.  igoa.] 


STREET  RAILWAY   REVIEW 


529 


The  water  for  condensing  purposes   is   taken  directly   from   the 

end  of  the  slip  near  the  boiler  room,  through  a  14-i'i  pipe. 
The  engine  room  is  109  ft.  by  4J  ft,  and  contains  throe  \\ 

tandem  compound  engines  jr.  in.  and  37  in.  x  jj  in.,  some- 
times designated  as  the  World's  Fair  type.  These  are  direct 
connected    to    three    Westinghouse    three-phase    alternating    current 


For  this  purpose  there  are  seven  400-kw.  static  transformers  located 
in  the  basement  of  the  engine  room.  These  are  connected  in  star 
connection.  Three  are  used  for  the  north  line,  three  for  the 
SOUth  line,  ami  one  is  held  in  reserve.  The  generators,  trans- 
formers, rotary  converters,  and  lightning  arresters  are  all  of 
standard  Westinghouse  type.       The  engine  room  is  provided  with  a 


INTERIOR  'IK  RAIM1)  RAILWAY  CENTRAL  STATION     NEW  BALTIMORE. 


generators,  rated  at  500-kw.  capacity,  but  capable  of  standing  ill 
the  load  that  the  i.ooo-h.  p.  engine  can  carry.  There  arc  two 
exciter  sets,  each  consisting  of  a  40-kw.,  I IO- volt  direct  current 
generator  direct  connected  to  a  Westinghouse  compound  engine. 
Each  exciter  is  large  enough  to  excite  all  three  main  gen 
and  also  light  the  entire  building  and  grounds. 


team  air  compressor,  and  also  with  a  traveling  crane  of  40,000-lb. 
1  apacity. 

There  are   six    sub-stations,   counting   the    sub-station   machinery 

in   the   mam   power   house.       These   are   located   al    Roseville,   Mt. 

Baltimore,     Ugonac,    St    (lair    and    Port    Huron. 

These    stations    are    all    sulisi.niii.il    brick    buildings,    built    for    this 


! 


I 


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45OO0O  Cff  rttOf/ 


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"Mr- 


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1 


lil.M.KAM  <ii    I."  ill       KAP1D  RAILWAY  8YSTEM. 


Iii  tl  ■  o-kw.  rotai 

pplying  direct  current  to  the  trolley  neai  house. 

■  ni   dire  tly    from   thi    but  ban  of  the 

■     1  urn  ni    in 

through  the  main   w  iii  hboard,  1 
tepped   up   to  m  to   the   sub  nations. 


purpo  e,  and   mi  in  add 0  il 1 

hi    .-..o 11.    p  1  im    and    1  ii 

•  I  Ro  '  \  ilb-  '  01,1  .mi    threi    wo-l  u    rotary  ci  >n 

nd       i>      ISO  k\v  and     the     ' ' 

onboard.      The  high  tension   wii ring     h     building  pa 

in  1    through    the   el 


530 


M  Kill     l<  Ml. WAY    REV  II'.  W. 


I  Vol    Nil. 


i    six    high    ten  t r.m> 

nnected   in  n    and     are 

and   by   means   of   the   high 
iponding    knife 
ondary   side,   either   bank   alone   >t  1  ••  -t  1 »   can   be   put    into 
The  In  I   type,   the  coils  being  itn 


sometimes  il    is   liar. I  to  tell   that   any   machinery   is   h 
The  floor  in  n,  and,  in  fact,  in  all  the  tub-stations,  i-  hard 

kept   well  oiled.      II  lidered  much  better,  l>"th   in 

and  cleanliness,  than  concrete,  for  tin-  typ< 
l»n  men  arc  required  t"  run  each  Mil.  station,  one  on  each  watch. 
In  addition  t"  caring  for  the  machinery  these  nun  a.  I 
agents,  selling  tickets  and  attending  i"  the  general  freight  business. 


,— fl  jj  f — j-J- — f-i 


CROSS-SECTION  NEW  BALTIMORE  STATION     KAI'Ili  RAILWAY. 


mersed  in  special  transformer  oil,  contained  in  a  corrugated   iron 
case   which  radiates  the  heat   rapidly.      The  temperature  of  these 
transformers  rarely  rises  above  125    F.,  even  on  hot  summer  days, 
the  three-phase   alternating   currenl 

volts  and  d  I  current  al   about  I volts.      The  pressure 

on  the  direct  current  side  can  be  varied  slightly  by  means  of  the 
held  rheostat.  Ml  th<  rotaries  are  bolted  to  >olid  brick  founda- 
tions, resting  on  a  concrete  sub-base,  and  they   run  so  quietb   thai 


The  mi1>  station  at  .\lt.  Clemens  is  in  the  same  building  with  the 
dispatcher's  office,  and  the  dispatchers  look  after  the  machinery. 
There  an  two  zoo-kw.  rotaries  and  three  [50-kw.  transformers  in 
this  station;    otherwise  it  is  the  same  as  Roseville. 

The  rotaries  at  New  Baltimore  are  in  the  main  power  house  and 
li.u e  been  described. 

Ugonac  is  the  next  station,  going  north  along  the  line.  This 
is  in  the  same  building  with  the  passenger  and  fn  ims,  and 


:\  1  1   RIOR  OF   ALGONAI    SUBSTATION     KAIMI)  RAILWAY. 


:.>02.] 


STREET  RAILWAY  REVIEW. 


531 


is  looked  after  by  the  station  agents.  Here  there  are  two  200-kw. 
rotary  converters  and  three  150  kw.  transformers.  Part  of  the 
time  it  is  necessary  to  run  both  of  these  machines,  but  tor  the 
greater  portion  of  the  day  one  is  sufficient. 

lair  is  the  next  going  north,  and  is  similar  to  Algonac  in 
regard  to  operation  by  station  agents,  but  it  contains  three  200-kw. 
rotaries  and  -i\  ISO  kw.  transformers.  Two  of  these  rotaries  arc 
run  all  the  time  ami  one  is  held  in   reserve. 

The  last  station  i-  in  Tort  Huron,  at  the  extreme  north  end  of 
the  line.  This  station  has  just  been  installed,  and  it  is  the  inten- 
tion to  furnish  power  from  here  for  the  Port  Huron  city  system 
as  well  as  the  interurban  cars.  There  are  two  200-kw.  rotaries 
and  three  150-kw.  transformers  here,  but  there  are  foundations  in 
for  two  more  rotaries  and  three  more  transformers  which  may  be 
installed  later.  This  station  is  in  the  same  building  with  the  city 
ticket  office  and  freight  ware  room,  ami  the  offices  of  the  general 
superintendent    and   division    superintendent  Here. 

Line. 

There  is  a  carefully  constructed  high  ten-ion  line  aboul  60  miles 
long  connecting  these  various  stations  with  the  main  power 
house.  This  i-  divided  into  two  entirely  independent  sections, 
north  and  south  of  the  main  power  house  respectively,  and  tl 
are  independent,  even  including  the  step  up  transformers  at  this 
point. 

In  addition  to  tin-,  the  high  tension  line  can  be  opened  at  any 
station,  cutting  out  the  line  beyond  thai  point,  so  that  in  case 
of  trouble  on  the  line  one  or  two  stations  can  -till  he  operated,  and 
at  the  same  time  the  trouble  is  in  thi-  waj  verj  quickly  located. 
The  high  ten-ion  wire-  are  for  the  most  part,  on  the  same  poles 
carrying  the  trolley  and   feeder-. 

The  standard  construction  is  a  3  with  a  7-111.  top.     There 

is  a  7-ft.  cross  arm  at  the  top  for  the  high  tension  wires,  and  a 
5-ft.  cross  arm  for  the  direct  current  feedei  -.  placed  4  ft-  below  the 
top  arm.      Two  of  the  high  tension   wires  are  carried  on  the  arms 


ISO-FT.  MASTS  CARRYING  HIGH  TENSION  LINES  OVER  PINE  RIVER 
RAPID  RY. 

rhrough  Mi.  Clemens  and  Marine  City,  the  high  tension  line 
lease-  the  main  line  and  is  carried  around  the  city  on  an  independent 
pole  line,  in  order  to  avoid  the  high  trees,  buildings,  etc.,  in  the 
central  part  of  the  town. 


SERVICE  IN   PORT  HURON     LACLEDE  I    IR  CO. 


and  the  middle  wire  1-  mom  I  the  pole      Locke 

in    insula!'. 1  '"!      ■    No.     (. 

the  latter  being  considered  1!  isulators  are  carried 

on   iron   pin-   with  a   wooden  thread  and   a    porcelain   l>. 
surrounding    the    iron    holt.       Hie    wires    are    not    arranged    in    an 
exact  equilateral  triangle,  hut  they  an-  transpc  ed  aboul  •    ery  three 


KAIMIi   V  Ml. 


d     foi     lie     ' 

and  the  lo  •  ictically 


In  St.  Clair  it  was  necessary  to  cross  Pine  River,  a  navigable 
tream,  up  winch  large  \e--els  pass,  having  masts  sometimes  more 
ili. hi  t20  ft  high.  Rather  than  put  submarine  cable  under  this 
river  for  the  high  tension  current,  two  pole-  were  erected,  one  on 
each  side  of  the  river,  each  150  ft,  high  and  aboul  220  ft,  apart,  and 
1  lie-  win     in   carried  on  these. 

li.    di  tribul 1   ili'    direel   current    from   sub-stations  to  cars 

effected   bj    a     |  te 1    trollej    and    feeder   wires.      From    Mt, 

i   1.  i Toil    I  1 111  on  on  1  he  ma  111  line  there  aie  I  ho   No.  00  I  ml 

ley  wire-  of  Figure  8  section,  and  one  haia-  -Handed  c.ppei    feeder 
,1    1  0,000  •    hi       II"    trollej   » in     are  1  arried  on  .,  ft,  iron  brack 

.    ..]     in It  towns,  when     pan  wire  construction  is  followed. 

III,.  feedei   1    carried  on  a  cross  arm  placed   1  ft  below  the  high 

.hi. I    1   io  el. 1        111   "I. ii'  1      I lk   and   locust    pins. 

ii     feed "     practicallj    thi    entire  length  of  the  line,  and   is 

hi    into    lie      w itchboard    u  h     ub    tation    through    two 

p.m.  1  .       1  in  1 10   tap     i»  twei  n    feedei    and    trolley 

within  a  mill  b    tation       I  hi  1  nol  onlj   1 tv     uni 

ii  1 1  .inn em  ol  powi  1 .  Inn  i-  line  h  easiei  on  the  rotarii  1  1  ban 

would   i"    thi    ■  .  1  ■    then     1     horl    com n   made   i..  1 

Hi     and  rotarj       h  1    prai  tii  allj   impi  1    ibli    1 1  an  abso 

di  ad     horl    1  in  uil    on   thi    mai  1 ["hen    1      1  cii 

in  ili.    10. IN  1    m   ii 1   ■  ai  ii     Hi.    ti 1 -  .1   1. 

heavy  "I.  'I   ',,   ili.    p..l,         In   urn  in.il   n me    il I 


532 


STREET   K  \II.WAV   RE\  [E\V. 


[Vol  XII,  No.  o. 


ili.it  the  trollcj   h  solid  I  nd  of  the  lint  t" 

ither,  Inn  in  in  be  cul  up  into 

From   Mi.  Get  on  the  main  I  is  but 

instead 
..i  the  "in-  large  one,  bul   th 

i   hi  ft  from  the 

ground,   and    i-   attached    t"   the    hangeri    by    clinch    ear!    almost 

entirely.      Mechanical  i  used  ;n  6rst,  bul  these  are  being 

l  with  the  clinch  eat  ible.     In  the  Figure  8 

trolley  tin  joints  are  made  with  a  riveted  splice. 

i  quipment. 

insists  of  i-'  car-  55  ft.  long  ovei 
:ill  ami  o-ft.  widi  about   jfj  ft  long  oi 


LINE  >  \n    RAPID  railway  SYSTEM. 

I  In-    lai  '•!    for    through  ■"    the    main    line, 

ami  the  smaller  ones  fur  intermediate  service,  more  local  in  char- 
acter. Besides  these  there  arc  in  Port  Huron  City  service  [6  single 
truck  open  cars  ami  n  single  truck  closed  cars,  ami  in  Mt.  Clemens 
city  service  -;  single  truck  closed  cars  and  one  single  truck  open 
car.  These  -ingle  truck  cars  are  from  -'5  to  ao  ft.  long  over  all. 
Of  the  long  cars  part  were  built  by  the  G.  C  Kuhlman  Car  Co.  and 
part  by  the  Barney  &  Smith  Car  i  o. 

All    tlie    interurhan    cats   are    equipped    with    air    brakes,    each    car 
having  an  independent  motor  compresser.      I  lure  arc   to  \\     ting 
house    air    l. rake    equipments,    consisting    of    Westinghouse    rotary 


follows:     Foui  No   76  Westingho  ,  with  I.  a  controller; 

four  No.  38B  Westinghouse  motors  with  K-14  controller;  two  No. 
71.  Westinghouse  motors  with  K-13  controller,  ami  two  75-h.  p. 
Walker  motors  with  Walker  controller. 

two    -N".    71'   mot  Oth    on    the    rear    truck 

while    ill.     two    75  h.    p.    Walker    motors    are    mounted    "in     1 
truck.      I  In    i \".  70  motors  are  given  thi 

An  accural,    in. .til   i-  kept   uf  the  mill  h  car.  and  it   has 

■mid  that  a  car  will  make  15,000  miles  mi  one  sit  ,,f  arma- 
ture h  fore  getting  dangerously  low.  A  medium  weight 
grease  1-  used  in  these  bearings  ami  grease  1-  applied  about  every  511 
miles  while  th.    car  1-  running. 

I  here  an-  three  different  kinds  of  trucks  in  use  under  th< 

Du  Pont,  Barney  &  Smith  ami  Brill  Na  -7.  A  standard 
wheel  has  been  adopted  for  all  future  use.  This  has  a  t  in.  tread 
with  a  small  bevel  on  the  edge,  a  5«-ui.  flange,  and  weighs  580  lb. 
foi  a  id  in.  w  heel. 

In   addition   tn   the   passenger   equipment    there   1-   an   extensive 

freight  ami  n  car  equipment      There  are   four  baggage 

and  express  car-.     These  resemble  as  nearly  as  possible  m  external 

i    passenger   car-.      Thej    an-   equipped    with 

i.nir  50-h.  p.  motors  each. 

There    are    about    -'4    fiat    cars    winch    are    used    in    general 
struction  work  ami  in  the  fall  these  are  tine. I  with  sides  5-ft.  high 
and     tt      u  ed    to    haul    sugar    beets,    then    being    two   beet 
fact. ne-  ali.ng  the  line,  one  at  Marine  City    >nd  one  at   Mt.  Clemens, 
the  handling  of  thl    beel      1     an  extensive  undertaking. 

1  In  1  are  two  single  truck  construction  car-  with  motor  equip- 
ment which  an    used   tot   general  hauling,  ami  two  line  construction 

cars.  All  the  line  work  on  the  [00  mile-  and  more  of  line  1-  done 
with  these  iwo  cars,  each  manned  bj  two  men.  In  addition  to  lin- 
ear equipment,  the  road  own-  two  locomotives,  ten  freight  and  a 
way  car.  used  m  the  -team  freight  business. 

The  repair  shops  ai      located  at    Roseville,  and  embrace  a  machine 

I carpenter     shop,    armature    room,    blacksmith     shop,     storage 

room.  etc.  The  machine  shop  contains  two  good  lathes,  two  drill 
a     haper,  emery   wheels,  etc..  etc. 

I  la    armature   r n  contain-    two  coil    winding  machine-,  a   press 

for  shaping  held  coil-,  several  hand  presses  for  armature  coils,  a 
special  machine  for  bending  Rat  ribbon  used  in  Walker  armatures 
ami  the  usual  bench  tool-  ami  bam 

There  are  five  car  houses  along  the  line,  located  a-  follows: 
tine  brick  barn  at  Roseville,  capacity  about  to  large  55-ft  cars;  one 
brick  barn  in  Ml.  Clemens,  capacity  four  large  cars;  one  iron  shed 
in  \lt.  Clemens,  capacity  12  to  16  large  car-;  one  frame  barn  at 
Marine  City,  capacity  -i\  large  car-;  one  large  buck  and  iron 
barn  in   Port    Huron,  capacity  about  30  large  cars. 

The   officers   of   the   company    are   as    follow-:        President,   J.    C. 


MAIL  ami  PASSENGER  i.lks     RAPID  RAILWAY    SYSTEM     BARNEY  .v  smith  COMPANY. 


Iriven  air  compressers,  ami  the  rest  are  those  of  the  Chris 

of   Milwaukee.      Each  car  is  provided   with 

a    tra\i  and     stand,    by     mean-    of     which     the 

Stand   can    be   moved    from    one    end   of   the   car   to   the   other 

nack.    Thi  handled  by   11.   I..   Walker 

'here  in  this  issue.  All  the  car- 
are  heated  with  the  Peter  Smith  hot  water  heater,  which  has 
proved    t"    b  Factory    and    a    very    cheap    method    of 

heating.       A    -.If  oiling    trolley    harp   and    wheel    is   used    which   has 
given  very  good  service,  tin-  life  ol   some   wheels  being  over  10.000 

There    are    four    differ,  nt  equipment    in    U! 


Hutchins;    vice-president,   1.  W.  Brooks;    treasurer,  Geo.   II.   Rus- 
sell;   general  manager,  F.  W.  Brooks;    general  superintendent,  W. 

0.   W 1:   chief  engineer.    A.   C    Marshall;   division   superintend- 
ents, F.  C.  Hill.  C.  A.  CuKer:  mad  master,  A.  X.  Paisley;  g 
foreman  motive  power  ami  car  department,  Cha-.  Mear. 

PERSONAL. 

Mr.  F.  W.   BROOKS  began  his  railroad  experience  immediately 
eaving  college,  in  1882.     In  that  year  he  entered  the  engineer- 
ing  department    of   the    New    Orleans   .V    Pacific    Division    of   the 

Texas    .V    Pacific    R.    R..    and    remained    with    this    mad    during    its 
construction.       He    left    tin-    service    to    take    up   a    similar   position 


.    JO.    1UOJ.  ] 


STREET   R  ULWAY   REVIEW 


533 


with  the  V.  S.  S  P.  Division  of  the  Queen  &  Crescent  Route,  during 

-miction,  lie  was  then  appointed  to  .1  responsible  position 
with  the  Yazoo  &  Mississippi  Valley  R.  K..  which  was  afterward 
acquired  by  the  Illinois  Central  K.  K..  and  remained  in  thi- 
ne time,  afterward  enteritis  the  operating  department.  lie 
remained  in  this  connection  some  eleven  year-,  resigning  in  1895 
to  take  charge  of  the  Rapid  Railway  property.  He  now  hold-  the 
office  of  vice-president  and  general  manager  of  the  entire  Rapid 
Railway   System. 

Mr.  W.  O.  WOOD,  general  supei  inlendeiit.  began  his  railway- 
career  in  1885,  with  the  Louisville  &  Nashville  R.  R..  and  was 
employed    in    various    position-    in    the    operating    and    engineering 


mechanical  equipment  on  the  entire  property.  Mi.  Marshall  is  a 
graduate  from  the  electrical  engineering  course  of  the  University 
of  Michigan,  class  of  iSo.t.  and  during  the  pasl  ten  years  has  had 
extensive  experience  in  electric  lighting  and  railway  work,  in  both 
constructing   and  operating   departments. 

MR.  CHARLES  MEAR  is  general  shop  foreman  and  has 
Charge   Of    all    Shop    employes   and    all    repair    work. 

MR.  F.  C.  HILL,  division  superintendent,  entered  the  service  of 
the  Port  Huron.  St.  Clair  &  Marine  City  Ry.  in  September,  1898,  in 
Charge  of  construction  force-.  After  tin-  road  was  completed  lie 
was  appointed  assistant  superintendent,  and  on  Jan.  1.  igo_>,  was 
promoted  to  the  office  of  division  superintendent. 


i  EARLES  MEAR, 

ii  Foreman. 


F.  1  .  BILL, 

I>i\  -11111  Superintendent. 


ments    until    July.    1889.       lie   then    hecame   chief   clerk    in   the 
general  man.  .  e  of  the  J.  T.  &  K.  \V.  system,  at  Jacksonville, 

Florida,  remaining  until  April.   1*10.      lie  then  served  a-  secretary 
to  the  general  manager  of  the  L   N.  0.  &  T.  R.  K.  until  October, 

1890.      From    October,     [89O,    until    July.    [897,     he    was    engaged     ill 

ice  of  the  Illinois  Central  R   K.  as  secretary  to  the  second 

1.    I.     I.    Ilarahan.   and   a-  chief  clerk   in   various  offices 

of    the    operating  nt.        In     July.     IOO0,    he    resigned     the 

position  of  trainmastei   on  the  Illinois  Central,  which  he  had  tilled 

for  three  year-,  to  ■nor  the  service  of  ill,-  Rapid  Railway  System. 

Mr.  A.  C.   MARSHALL,  chief  eer,   has  full  charge  of  the 


a.  x    i-  tlSLE' 
Road  master. 


A.  CULVER, 
mi  Superlntende 


MR.  CHARLES    A   CULVER,   division   superintendent,  became 

connected  with  the  Rapid  Ry,  in  [896,  as  conductor.  lie  was  pro- 
moted to  the  office  of  assistant  superintendent  in  March,  moo,  and 
wa-  made  division  superintendent  July   1.  nun. 

MR.  \.  \  PAISLEY,  roadmaster  on  tin-  Rapid  Railway  System, 
entered  the  railway  service  in  18X5  as  hrakeman  on  the  F.  &  V.  M. 
R.  R.  He  was  employed  in  this  capacity  and  as  a  laborer  on 
track  for  two  years,  and  as  section  foreman  and  as  foreman  of 
construction  until  181*),  when  he  entered  the  service  oi  the  Rapid 
Railway  System  a-  foreman  of  construction.  lie  was  appointed 
roadmaster  in   [90a 


EXPRESS  SERVICE   IN    DETROIT. 


I  it,., it  .,rii.  le  urn  1. -ii  for  tli.-  "Street  K.ulu.o  Review*1  bj  i rgc  W 


I'.n  ker,  General  Pass 
1902,  page  15. 


and  Freight  Agent, and  published  In  it 


*'■  for  .Fill.  IS, 


There  are  now  15  electric  ex]  each  from  ,t?  to  dp  ft  long, 

on  the  electric  railways  which  center  in  Detroit,  and   serve  lie    terri 
tory  within  a  radiu-  of  60  mile-,  giving  all  the  various  towns  in  that 

territory    from    one    to   threi 

liverie    pi  1   day. 

'I  Ik    Ini    tm        1     all  handled   fl  i  >m 

a  central  depot   neat     he  hi 

the  city.     For  conven a     ep 

ipany      known      a-      the 

Electi  B  mixed 

!,,    erei  I     and     Opi  '  It)      'In       di  pol. 

the  vatiou-   interurban  companies 
doing   business    with   the   1 
Depot  Co.  m  about  the  Bame  way 
now     ecuri 

initial  i"    all    the    Ii 

through    a    I  'moil     I  ■ 
any.      Thi  oi    thi 

.0,  rated 

to  Hi.     .0  ion    pai  tii     to  tl 

■  a,      .1        He  I      tO 

.  .  ,,  the  partie    using  il"  depot  b(  ii 
,1,1,;,,,  rolled  by   the   Detroit    United   Ry.    (including  the 

It. iron,   ',  ;  rboi  A 

.  troil   properties,  igenl 


W.  I'AHh  \.U 


been  placed  al  principal  points.  Some  are  on  a  salary  and  others 
on  commission,  this  depending  in  a  measure  on  the  size  oi  the  town 
and  the  prospective  business.       Experience  has  demonstrated  that 

bettei    results  can    be  obtained   on   the  salary   basis.       Where   it   has 

ihkI  necessary  to  establish  agents,  they  have  been  siartcd  on 

1111     ion   1  the  change  to  salary   being   made   when   the  agency  has 

b La,  loped  to  a  certain  standard      \\  here  no  agents  are  located, 

-ueh  as  prepaid  stations,  -mall  combination  expre     and  wa K  room 

1,,  ii,  1     havi    1 erected,  where  iia-  express  and   freight  can  be 

placed  undei  covei  until  such  timi  as  owners  call  for  it,      All  ship 

,,i,  in     Pa    He   .    in   1 1     1. 11 an-  .11 '  epted   entirelj    al   owner's 

lelivei       nd." ipti  d  Eoi        1  he  idea  is  to  relii  ve 

thi    clectrii    1 1  oi  all  responsibility  foi   delivery  aftei    freight  has 

d  11    ii  tination, 

I  he   milk   Ini   lie        Im      al   0  grown   rapidly,   and   i let    I"   prop 

,.,-ly  handli  it,  il  ha    I"  1  n  found  nei  1    .mi-  opi  rate    pei  ial  null.  1  at 

,    hi     1    ■  '  il  '  ■  "'in  h  '  ara  leave  the  outei  terminal  ol  ii» 

in  1  thing  in  11 Milne   and  pii  1   up  milk  all  the  way  into 

1  h.  null   11. 1    handli  d  1 gular  milk  tickets,  whit  h 

hi   all  co iti  ■  1 .   1  and  tal  1  n  ini unl  il gh  the 

,  ,  Im  1       1  .il,'  •  I  In    1     in  I  1  1      1 He   an   ordinal  \    ship] ■  tag 

pi  1 ...   ti  d  m  the  middle,  the  low,  1  portion  being  di  1  u  hi  d 

OndUl  I '  I  I  i"e    thi     '    in      when    filled,    and    ihe    olliri     pQI 

Hon  i„  in-  I.  11  I.. 1     the  '  ini'''.  '  j"  1  on  return  ti  ip.      fhi    ticket 

1    printed,    bowing  the  point  ol  shipment,  di  tination,    ihippet   and 

t,,   wh n    '■"■  d,   ihi     inform bi  ini botl ti 1 


534 


STREE  I    R  ULWAY   REN  IEW. 


[Vol    XII. 


INTERIOR    mi      rail    EXPRESS  I'l  POT,  DETROIT. 

ticket,  eliminating  the  possibility  of  errors  In  delivery  of  cans  when 
either  filled  "r  empty.  These  tickets  are  charged  for  at  so  much 
per  ticket,  according  to  the  distance  the  milk  is  to  he  hauled. 

I  In'  company's   baggage   business   is    i  rapidly.     Trunks 

in  the  regular  express  cars  al  a  il.it  rate  of  -•.-:  cents,  irre- 
spective  of  distance.  Arrangements  have  latelj  been  made  with  a 
local  transfer  company  in  Detroit  where!  i  red  to 

any  depot  or  steamboat   landing  or  to  any   house  address   upon  pay- 
ment  of  .'5   cents  additional,  the   railway   company   and   the  transfer 
company  inning  a  joint  check    lot    this  purpose      This  ticket 
in.  long  by  -•  in.  wide,  and  is  divided  by  perforated  lines  into  three 
divisions.       0  ion  is  detached  by  the  conductor  of  the  ex- 

press  car;  the  second  i-  detached  by  the  driver  of  the  transfer  com- 
pany, and  the  third,  or  "strap  check."  remains  attached  to  the  bag- 
tntil  claimed.  The  railway  company  collects  the  whole 
amount  of  SO  cents  for  each  piece  ol  baggage  carried,  and  at  the  end 
month  redeems  from  the  transfer  company  all  checks  in  the 
latur's  possession  al  ach. 

A  description   of  all   the   blanks    used    in    Hi-         p  department, 


STANDARD  FREIGHT    \M'  EXPRESS  CAR. 

with  reproduction-  of  the  various  forms,  will  he  found  in  the  article 
lied  in  the  "Review"  for  Jan.   15, 
The  express  department,  except    for  the   Detroit,   Ypsilanti,   Ann 
Arbor  &  Jackson   I  under  charge  of  Mr.  George  W. 

Parker,  Unk   Railway   system  at 

irg,    who    1-  ,    agent,    and    \li 

Albert  perience    with    the 

Grand    Trunk   and    Michigan    Central    road-    and    who    has    recently 


LOADING  PLATFORM,   EXPRESS  Dl  l'"l     DETROIT. 

ip ud  traveling  expi  The  electric  express  depot 

•  ii  Detroit  ha-  been  placed  undei  the  supervision  of  Mr.  A.  R.  Pal 
a-  joint   express  agent.       Mr.   Patterson  ha-  had  years  of 
experience  m  local  office  work  with  the  Michigan  Central  am 
■  i'i.  inly  he  is  well  fitted  for  the  management  of  this  depot 


SPEED,   POWER  AND  EFFICIENCY  CURVES. 


l!Y    E.   J.    BURDICK,    ASSISTANT    SDPERINTENDENT    OF    MOTIVE 

POWER,  DETROIT  ONITED  KV„  IN  CHARGE  "I    OVER- 

HEAD  DEPARTMENT. 


When  the  Detroit  United  Ry.  took  over  the  several  interurban 
roads  there  was  a  continual  demand  from  the  operating  and  me- 
chanical department-  for  information  bearing  upon  the  speed, 
power  consumption  and  efficiency  of  the  different  car  equipments. 
It  was  found  upon  investigation  that  there  were  hut  little  practical 
data  oil  mull'  upon  this  subject,  and  then  was  but  one  thing  to  do. 
Consequently  we  started  in  to  tesl  oul  out  different  apparatus,  and 
after  several  cut-and-try  methods  we  adopted  as  a  standard  the 
curves  reproduced  herewith,  .1-  obtained  from  car  No.  is  on  the 
Flint  Division.  These  are  fair  samples  of  the  different  tests  we 
have  made.      Our  te-ts  are  made  upon   car-   111   p  ice,  and 

give    us    data    of   great    value,    not 
only   ill  cat,  power  house,  and  line 

operation,  Inn  also  in  determining 
io  a  certain  extent  the 
equipment  nec<  ssary,  and  thi 
visability  of  making  cuts  and  fills 
upon  our  right  of  v. 
come  objectionable  power-consum- 
ing grades.  Hence,  we  claim  that  a 
practical  ear  tesl  mad.  ivet  everj 
division,  i-  the  keynote  to  the 
whole  interurban  railway  proposi- 
tion from  an  opei  I  dpoint. 
<  )ur  te-ts  are  all  made  with  in- 
struments of  -land. ud  manufacture 
which  art  frequently  checked  for 
accuracy.  Ii  will  he  noticed  upon 
thi  curvi  "i  cat  No.  12  that  the 
power  come-  iron,  three  different 
sources.  From  the  City  Hall  to  the  six-mile  road,  the  line  is  fed 
by  the  mam  power  house,  located  in  the  city;  the  length  of  the 
feeders  is  practically  r'4  mile-.  From  the  Six-mile  road  to  Royal 
Oak,  about  5!  I  miles,  the  line  1-  fed  from  the  power  house 
mingham,  upon  the  Detroit  &  Pontiac  Division,  From  Royal  Oak 
to  Rochester,  14.0  mile-,  current  is  fed  from  the  power  house 
Ro  111,  iln-  section  being  handled  by  the  help  of  a 
it.  Ai  Rochester  i-  al--  m  inverted  rotary 
which  feeds  into  the  high  tension  alternating  current  lines  which 
run  north  lo  sub-Stations  located  at  Oxford  and  Atlas,  a  distance 
of    1  !,'.:    and    i,t    miles   respectively.     The  Oxford   sub-station   rotary 


E.  J.  BURDK  K. 
Assistant  Superintendent   Overhead 

t  .,11-11  n,  1  [on. 


20,    I0O2-] 


STREET  RAILWAY  REVIEW. 


>35 


.  «  SO  45  40  o~>  -3< 

ft/eaye  0  5/0/5  Zfl  % 

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s^  &*  «sp*^  ^^H^ 


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200\ 


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55 


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ifr/trA/ 33  To/73     .  ,  C^i//v//rr  Mts/i/xAcvje /C-/4  06  forr/f/M     /6eA-Hr//sj/>r'-/7/        soz  l/o/fr/tr..  -  i/g//mtr/er 

.'•       l<frf/A0>r/-0//J/a    6corft//o  24  -SO  45/bssevmr/sAf   S09/fa////rJpcsA?#///    7/  rf/np •  rfmme/trr 


a-9'  r/ucA-3  B//// A/0  27 


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CURVES  SHOWING  DATA  OBT  UNED  DURING  I   kRITKST 


536 


STREET   R  \II.WAV   REN  ll'.W 


directly  into  the  hue  al  '<"  volts,  and  equalizes  upon  the  line 
running   south   with  thi  from   the   Rochestei    power 

it  .1  poinl  intermediate,  depending  upon  the  relative  p 
■  ii  the  load     The  Atlas  mi!>  station  is  also  equali  hi    line 

»iili  the  <  Ixford  sub 
The  curve  immediately  below   tl  listribution  plan  shows 

n   from  unil  dulc,  and  also  the  ai 

mi  iniK-  per  hour.    Both  curves  are  laid  in  b;  taken 

.11  everj  mile  p 

The  integrating  wattmeter  curve  i-  taken  in  practically  thi 
manner,  bul   owing  to  the  inability  to  read   small  variation 
not  show  the  irregularity  in  power  consumption  thai  actually  exists, 
llit-  volt   .nicl  ampere   readings  were  taken  every    to  Beconds,  and 
■  I  in  the  curves  on  minute 

COMPARATIVE  CAR  TESTS    FLINT  DIVISION 


Feb.  - 

lull  H.  I90J 


Cir 


No.  hi 
No  13 


lime, 

hours 


.-.  -7 


13 

41 


Btopi 

per  mile 


M 

.60 


Total 

Ek.Ii. 


in 
n.i 


Kw.  h.       Watt-hours 
per  mil,-    pel    t"n    mile 


l.M 
1  I* 


49.6 


The canwere each 51  rLlong  over  all,  B  ft.  9  In.  wide,  equipped  with  font 
motora  and  K-14  controllers,  mounted  on  Brill  No.  -7  trucks 
OB 

Full  data  regarding  the  car  tested  will  be  found  beneath  the 
curves,  in  the  small  table  will  be  found  the  results  of  two  tests 
taken  at  different  times. 

It  is  found  that  there  is  a  great  ileal  of  detail  work  preparatory 
to  these  tests,  such  as  i  of  all  instruments  and  thoroughly 

instructing  all  assistants  who  take  readings  and  make  observa- 
tions, as  to  i n st  what  their  duties  are.  and  impressing  upon  them 
the  necessity  of  each  oi  nothing  more  and  noth 

ing  less.     Upon  these  instructions  depends  thi  of  the 

test,  as  during  the  ol  the  tesl  then   is  no  time  for  explana- 

tions or  extra  readii  . 

In  closing  1  wish  to  stale  thai  I  hope  in  the  near  future  tin-  sub 
ject  will  receive  a  greater  amounl  of  consideration  than  it  has  in 
the  past.  I  .nil  firmly  convinced  thai  actual  running  tests  upon 
apparatus   in   regular   service   is   what   the  avi  ral   manager 

and  electrical  engineer  is  after. 


THE   ELECTRIC   RAILWAY  TRAVELING  EX- 
PRESS  AGENT. 


BY    \.  EASTMAN,  TRAVELING  EXPRESS  AGENT,  DETROIT 
UNITED  KY. 


properly  represent  his  company,  and  to  bi  abli  to  deal  intelli- 
gently with  all  matters  pertaining  to  the  handling  of  express  traffic 

by  electric  ear.  a  knowledge  of  the  general   rules  of  transportal 

is  the  tir-t  and  in  anl   requirement  of  a  traveling  express 

agent. 

He  is  the  connecting  link  between  the  company  and  the  patron    ol 
that  department,  incidentally  receiving  complaints  from  patrons  ol 
all  imaginary  wrongs,  and  making  an  effort  to  adjust  to  thi 
taction  of  both  company  and  patron  all  actual  grievances  or  exist- 
ing wi- 
lt  I-  also   very   essential   that   the   traveling  expn  it    shall 

extensive  and  favorable  an  acquaint; a     possible,  with 

the  business  men  and  shippers  at  all  points  reached.    The  daj   of 
obtaining  traffic  for  your  company  through  the  medium  of  a  "jolly" 

i-  past,  and  in  order  i t   proportion  of  thi    busim       vou 

must   I.,  show  the  prospective  pan- 

why    they    should    patronize    your    line.         This    is    particularly    hard 

wns    where    the      ervici     ol    othei     tl  .i"  l"  'i  tat  ii  II 
p.mie-    has 

you    arc    in    a    position    to    give    a    better    service    than    your 
you  cannot  expect  a  business  house  or  shipper  to  routi 
shipments  your   way. 

Even    should  your  line  offer   no  inducements   by    way   of   rei 

or  a  more  frequent  service,  one  point  siill  remains  that  will 
recommend  itself  to  your  prospective  patron;  namely,  that  the 
Electric  Express  Co.,  being  exclusively  a  local  institution,  the 
combined  efforts  of  all  mployed  in  thai  depa 


general   express   agenl   down   to   messenger,  are   being   exericd  to- 
wards  perfecting   a-   complete   a   local    transportation   company   a> 
Giving  all  their  time  and  attention   to  thi 
nit    should   !»■   a    verj    tatisfacti  ■    to   the   shippers 

and  merchants  in  the  -mallei    suburban  town-,  and  a 

should  he   high!)  ill   dealers   in   the  larger  town-  and 

cities  reached;  also  from  the  facl  that  the  head  ol  the  department 
cm  be  le.ulud  and  arrangements  entered  into  much  more  readily 
than  can  he  done  with  the  larger  transportation  compai 

Vfter  becoming  acquainted  with  the  prospective  patron  and  mak- 

ing    n    clear,    fbl    the    Tea-oils    just 
outlined,    and    as    many    others    a- 

can  he  mentioned,  why  youi 

pany   Should  receive  the  preference 

over  youi    competitors,  and  taking 

it     for  this    prosp 

patron    is   willing    to   have   hi-    In  afl 

me  \  ia  youi  lini 

a    signed    routing    order,    -uch    a- 

shown  in  the  accompanying  illus- 
i    should  be  obtaini  d     Thi  • 

is   simply   a    signed  order  on    -hip 

per    by    consignee    asking    that    all 

inline      Shipments      he      forwarded 

I  i.i   your  line,  and   is   very   iui|"  II I 

ant,   as    shippers    will   always    re 

spec!  tin-  request  of  a  buyer  as  to  a  Eastman. 

the  route  goods    arc    to  be    for 

warded,  and  will  decline  to  change  routing,  unless  requested  to  do 

so  by  the  buyer. 

Having  obtained  a   routing  order   from   tin    consi| 
it  with  the  consigner,  you  should  make  an  effort  to  see  that  such 
shipments    are    properly    handled,    and    continue    to    move    over    the 
road  you  represent      The  latter  infi  hould  he  obtained  from 

the    local    agenl.    a-    lie    i-    in    a    position    to    know    the    inoiiicn!    any    of 

your  business  i-  being  diverted  to  some  other  line,  and  should  keep 
vou  well  informed  on  tin-  p 

The  closest  possible  relations  should  exist  between  the  traveling 
express    agent    and    local    agents.    ,,s    it    re.piires    their    co-op. 
to  obtain  new  business  and  retain  same  after  it  has  been  acquired. 

\-  the  business  transacted  on  electric  lines  is  exclusively 

In  company  cannot  afford  to  engage  an  experienced  local  express 
agent  at  all  points,  or.  in  other  words,  cannot  afford  to  pay  a  -alary 
large  enough  to  permit  the  local  agent  to  devote  his  entire  time  and 
ittention  to  the  Electrii  Express  Co's.  interest  This  makes  it 
necessary  that  the  traveling  express  agent  shall  call  oil  local 
agents  as  often  as  possible,  and  give  whatever  information  and 
assistance  arc  required  to  keep  both  business  and  station  accounts 
in  as  good  shape  a-  possible. 

I  be  traveling  express  agent  should  also  do  everything  possible 
to  keep  posted,  and  iii  turn  advise  the  head  of  bi-  department,  of 
all  prospective  shipments,  and  make  an  effort  to  obtain  such  ship 
mentS  for  bis  company.  This  can  be  done  in  various  ways.  The 
tii-t  and  best  way  is  to  see  the  party  controlling  the  routing  of 
SUch  shipments,  and  explain  why  bis  company  should  receive  the 
preference. 

One  of  the  mosl  worth]  points  to  bring  forward  is  the  facl  thai 
electric  express  cars  are  so  built  and  equipped  a-  to  make  it  much 
safer  to  ship  goods  liable  to  damage  by  breaking,  etc..  via  the  elec- 
tric line. 

If  possible  In  do  so,  call  on   farmers  ami  local  dealers,  and  place 
them   the  advantages   of    shipping    their   produce   to   ibe  cities 
ii    .I.i!      .ii       .i      compared    with    the    usual    manner    of   hauling 
by  wagon,  or  sending  by  reg  ompanies. 

The  traveling  express  agent  can  also  call  on  dairymen,  and  if  a 
milk   service  is  given,  show  them  the  advani agi  ipping  on  an 

electric  car  passing,  in  many  cases,  in  front  of  their  farms,  and  put- 
ling  the  milk  in  the  city  in   from  one  to  two  hours,  thereby   saving 
diuanly  spent  in  taking  the  milk  to  regular  depots. 

Last,  but  nol  bast,  the  traveling  express  agent  should  keep  before 
pal  ion-  thai  as  the  traffic  carried  is  exclusive!},  local,  and  the 
Electric  Express  Co.,  Icing  a  strictly  local  institution,  and  havi 
through  traffic  to  fall  back  on,  it  is  very  necessary  that  in  order 
to  maintain  a  satisfactory  service,  or.  in  fact,  any  service  at  all.  tin- 
Electric  Express  Co.  must  receive  the  patronage  of  the  local  mer- 


Sept.  jo.  1002.] 


STREET  RAILWAY  REVIEW, 


S3  7 


chant  and  shipper,  and  there  arc  few  business  men.  local  dealers,  or 
farmers,  who  do  not  realize  that  competition  is  the  life  of  trade,  and 
that  the  electric  express  has  solved  for  them  a  question  that  lias  long 
been  a  perplexing  one,  namely,  furnishing  the  farmer  a  means  of 
delivering  his  produce  into  the  heart  of  the  city,  and  in  the  markets 
with  the  least  possible  delay  and  in  Brsl  class  condition,  and  afford- 


ing the  wholesale  houses  the  same  means  of  placing  the  daily  neces- 
of  life  in  the  small  suburban  towns,  and  al  tlu-  country  cross- 
roads and  farmers'  homes,  making  tl  possible  for  the  farmers  to  sill 
[heir  produce  at  a  better  margin  than  heretofore,  and  buy  in  turn 
their  daily  necessities  and  luxuries  at  a  greatly  reduced  price,  owing 
to  the  avoidance  of   the   usual    long    haul    from   the   railroad    station. 


The  System  of  the  Detroit,  Ypsilanti,  Ann  Arbor  &  Jackson  Railway. 


BY  F.  E.  MERRILL,  MANAGER. 


I'he  Detroit.  Ypsilanti  &  Ann  Arbor  Ky.  was  probably  the  pioneei 
long  distance  electric  railway  in  this  country,  it  being  the  first  inter 
urban  road  to  construct  jo  miles  of  track.        The  company  was  or- 
ganized   in    1807,    and   on    December    24th    of   that    year    the   first    10 
f  road  was  in  1  1  om    Detroit  to  Dearborn.      Dur- 

ing the    summer  of    1898  the  line   was   extended   to    Ann    Arbor,   an 
addition  of  30  mile-.       During  the  season  of  1899  the  Ypsilanti  and 


being  one  of  the  oldest  towns  In  the  state,  having  been  settled  in 
1705.  Located  within  its  borders  is  a  large  sanitarium  know  11  as 
St.  Joseph's  Retreat,  which  accommodates  500  patients;  the  beau- 
tiful grounds  ami  buildings  make  it  one  of  the  distinctive  features  of 
the  village. 

Eloise   (the   seal  of  the  Wayne  County  House),  is  a  pretty  little 
Station    located   on   a    miniature   lake    15    miles    from    Detroit.        The 


IOH  nETROIT,  VP9ILANTI,  ANN  ARBOR  S    in  Ks'iN  POWER  STATION     WESTINGHO!  SE  ENGINES  iND  GENERATORS. 


Saline  line  was  built ;  ,;  m  of  10  nub  -  combined  with  the 

City    Ky.    in    Ann    Arlior.    which    had    been    purchased,    made    up    .1 

In   January.    IO0I,    the    Detroit,    Ypsilanti,    Ann    Arbor   K    Jackson 
ky.    »  and   acquit  of    the    I  li 

ti    &    Ann  I 

built  dining  the  summer  and   fall  of   [QOI. 

oad  from  Detroit  to  Ami  Arbor  i  ei  in  thi  highway 

along  what  '  Vnn    Vrboi   thi 

Man  long  the  1 

li  learbot 
.  a  population  of  Hon  of 


ur rounding  country  and  the  public  building!  make  this   1  particularly 
pot.  which  is  i  isited  dailj  I".  1    cursii  mists, 

Wayne,   [8  nub     from   Detroit,  1-  an  enterprising  town  of  j, 

mi   .  large  manufacturing  interests  are  located  here,  iuclud 

gi    ■■  ■  n  1     1  mploying  about  300  1 I  he  tow  n  ha  1  a 

numbci  of  bricl   bu  im      blocl   .    1  m  rat  churchi     ch<  10I  .  pai  1.  . 

1  tc,     li    i     .1    the   line   ol    thi     Pen     Vlarqtiei t<    railn  ad,  and 

foi    the   North  and  South  are  made  with  the 
electrii 

■    ■  p! ti    1     ; li     1 1  "in  Detroil       'I  he 

det     powet   hi  m  1    and  cat   bi 1  thi    company  at  e 

1,1    citj   ha    a  pi  ipulat  ion  ol  8,000,  and  i      ituated 
■in  thi  bank    ol  thi  pii  tun  qui   Huron  Ri  et      Its  manufai  1 ■    in 


538 


STRE1   I    R  Ml. WAY   RE\  IEW 


[Vol    XII,  No.  o. 


I  he  fine  buildings  of  the  Si 
nanding  viu-  overlooking  the  city,  the 

with  .mi  attendance  of  .too.  ii  anothci   educational  ii 
don  attracting  students  from  ;ill  p  n 


OFFICE  BUILDING    VI'sii.anti  line. 

Ann  Arbor,  40  miles  wesl   I  >it,  is  firsl  of  all  a  university 

town.  The  University  of  Michigan,  with  its  4,000  students,  ranks 
with  the  leading  universities  of  the  country,  its  beautiful  rut  gal- 
lery ami  fun.-  library;   its  museum  and  modem   gymnasium   being 

1  its  attractions.     Nature  and  art  have  combined  to  make  Ann 
an  unusually  beautiful  city.    There  are  also  many  manufac- 
turing indu 
Chelsea   is  a   prettj    village  of  2,000,  54   miles   west   of    Detroit, 

ing  a   number  of   manufacturing  plains,  ami   is   noted    for  its 
beautiful  homes.       The  people  are   very   enterprising  and   have   sue 
I   in  making  their  town  a  modern  one,  with  electric  lighK  etc. 


ploy  about  100  ni'  from  'lie  lake  near 

which  it  is  situated. 

Jack-on.    the    western    terminus   of    the   line,    has    a    population   of 
25,000,  not  including  thosi    temporarily  disfranchised  and  involun 
tarily  confined   within  tin-  walls  of  the   State   Penitentiary,  Ii 

r   for   several   of   the   gnat   trunk 
1    the    west;    it    lias    large    manufacturing    interests    and    is    a 

modern 
The  territory  traversed  by  the  lines  of  the  Detroit.  Vpsilanti,  Ann 

\il    >i   S  .lacks., n  Ry.  is  one  of  the  rich.  I  agricultural  sec 

ami  all  ol  under  a  high 


INTERIOR  "I    SUB  ST  \TH>\. 
The  visitor  is  impressed  by  the  up-to-date  Ihimih-.s  blocks  am 

cral   appearance  of  pn 

of  Detroit.       It   1-  a   very 
pretty  town,  and  it-  population  of  1,000  is  made  up  largely  "I 
farniei  men.      It  has  two  factories  which  em- 


Sl  B-STATION,  SHOWING  TOWEB  FOR'HIGB  TENSION  WIRE. 

State  of  cultivation,  and  the  fruit  shipments  add  materially  to  the 
revenues  of  the  railway. 

Track  Construction. 

The  total   mileage  is  ahout   100  miles  of  single  track  of  standard 

steam  railroad  construction.       The  track  is  laid  with   7,  11.    \ 

K.   standard  T-rails,   with  42-in.  angle  bars  on  8-ft.  cedar  ties,  -•  ft. 

c.  to  c..  gravel  ballasted.       There  are  two  substantial  steel  bridges  at 

crossings    over    the    main    line    of    the    Michigan 

Central  R  R,  one  over  the  Rouge  River,  and  one 

over   the    I  luron    River. 

Rolling    Stock. 

I  'he  rolling  stock  consists  of  33  cli  -  and 

four  open  cars  built  by  the  Barney  &  Smith  Man 
ufacturing    1".,    of    Dayton,   ().     The   length    of 
these  cars  i-   -_■  ft  over  all.     The  closed  car-  arc 
similar  to  the   standard   type   of   steam   railroad 

coach    made    by    the     Harney    &    Smith    company. 

with  a  seating  capacity  for  50  people.  There  are 
two  compartments,  a  smoking  room  12  ft.  long. 
and  a  passenger  compartment,  32  ft.  long,  finished 
in  oak.  lb,  seal-  have  rigid  backs  and  are  up- 
holstered in  plush.  Trucks  are  the  Barm 
Smith  pattern,  equipped  with  four  Westinghouse 

im.tors    to    each    car.      Some    of    the    coach 

d  with  50  h.  p.  motors,  ami  some  with  75-h.  p.. 
giving   I'n  mi  200  t"  300  h.  p.  10  each  car.     Pinions 

and    •_  made    of    sleel.    and    are    furnished 

by    the    <  Him     P.l'a--     I  IgVlOUSe 

comp; 

'The  companj  1-  u-nig  in  its  high  speed  work 
.1  -penal  roller  hearing,  self-lubricating  trolley 
wheel  with  marked  success,  ["he  wheels  are 
made     by      an      Ypsill  from 

ms   supplied   by   the   railway    company. 

Oni         of       the        half'-  mugs       -hows        tlie      wheel    and 

bearings.        The    greatest    diameter   of   this    wheel    i-   <,   in.    from 

flange  10  flange,  and  the  bearing  drum  is  i~s  in.  in  diameter.  With- 
in the  drum  are  -i\  steel  roller  pin-.  ..  in.  in  diameter  and  l'A  in. 
long.        The    spindle     (shown    in    the    et  upon    which    the 


STREET   RAILWAY   REVIEW. 


539 


ills  turn  is  a  case-hard<  pin  J£  in.  in  diameter.      When 

the  rollers  and  the  spindle  arc  in  place,  the  entire  bearing  drum  is 
filled  with  grease  of  special  make  and  the  bearing  cap  is  screwed 
into  place,  as  shown  in  the  assembled  wheel.  The  groove  for  the 
trolley  wire  i-  LT-shape  instead  of  V-shape,  and  the  harp  used  in 
connection  with  the  wheel  has  all  its  comer-  rounded  so  there  are 
h  in  the  overhead  work. 
The  trolley  ha-!  g  the  United 

Electric  Railway  Supph  which  the  Henry  L.  Walk. 

44  East  Lamed  St..  Detroit,  is  sole  agent.      This  bas< 
reality  a  -mall  turn  table,  "ii  which  any  form  of  trolley  stand  may  he 
mounted.     T  E  two  circular  pi; 


axles,  n  having  been  found  thai  the  move  usual  4  and  4:.-m.  axles 
0  light  for  this  rigorous  interurban  service. 
Babbit)   bearings   are   used   for  l»>th   armatures  and  axles.     The 
I'.iki    shoes   are  also  made  at    Vpsilanti,  and   the  management  has 

found  that  a  e I  !  gives  best  results.    Just  as  the  iron  is 

readj  to  be  poured  into  the  shoe  molds,  a  handful  of  steel  chippings 
taken  from  the  refuse  under  our  of  the  shop  lathes  is  thrown  into 
the  mixture,  and  this  has  hern  found  to  add  too  per  cent  to  the  life 
of  the  shoes.      All  cars  are  equipped  with  Westinghouse  air  brakes. 

I  01   fighting  -now  a  heavj  plate  nose  is  bolted  to  the  front  of  the 

regular  passenger  car-  and  these  have  been  found  to  be  as  effective 

as  separately  propelled   snow    plows.       With   cars   so  equipped  drifts 

ig  half  way  i"  'In  roof  have  been  cut  through  without  trouble, 


stationary  TROLLEY  BASE. 


TRAVELING  TROLLEY  B  V.SE 


,\cr  one  through   the  medium   of   small   roller  casters. 

d  to  effect      considerable  saving  in  trolley  wheel-,  poles  am 

overhead  construction  by  reducing  the  chance  of  the  wheel  leaving 

the  wire  and  by  reducing  the  likelih 1  of  damage  to  the  overhead 

work  when  the  wl  lasmuch  as  the  pol< 

e  does  not   deliver  a  hard  blow 

the  overhead  work.      In  the  new  form-  the  t>; 

entirely  self-oiling.     In  mounted  directly  upoi 

•  of  the  car.  and  in  ..thcr-  1-  mounted  upon  .1  narrow  track  1  : 

angle  iron-,  attached  to  the  '  permitting  the  trolley  poll    am 

slide  from  one  end  of  the  ear  to  thi   other,  depending  upon 

the  din  ravel.      The  base  may  u  n 1  to  and  fro  on  the 

small   track   by   merely   pulling  on   the  trolley   cord,   and   is   held   at 
either  end  bj  ng  on  thi      1    ■ 

It  will  be  evident,  thi  r<  fore,  that  all  the  mo\  ements  of  the  base   ca 
be  controlled  from  the  ground. 

On  the  heavy  coaches  the  truck-  havi  ol weigh- 

Ib.  and  having  2?4-in.  tread-  and   11-io-m.  thing.         On   thi 
iray  from  lh<  flange,  the  tread  has  a     _  in.  offset.    Tin- 
form  of  wheel   I.  dopted  after   exl periment,  and 

has  been   found   to   fully   meet   thi  Ms,        li   might   bi    n 

marked  tha-  larrow,  and  the   Hi 

what   'hallo  work,   but  ire 


I 


■   II  ll'il     I     111    S  KIM.    IN     I'l.M    I 

lal   work.        I  In    mail... 

run  with  whole  1 1  16  in.  I  itc  with 

lipped    by    running 
Ihi   companj   ha 

•  1       1  in  thi 
.1  loo  high 
•  !  from  thi 

the  tr.i.  dl  'ailing  01  •  '  hi     poV  ■    w  I  • 

1I1.    Griffii 


0  greal    difficult)    has   ever   been   experienced   in  keeping  the 
line  1  ipi  n. 

11    Hi  lUSes  and  Shop-. 

The  car  houses  and  then  capacities  are  .1-  follows:     At  Dearborn. 
....  I    and  steel,  6  cars;  at   1  psilanti,  brick  and  steel,  tS  cars;  at  Ann 

.■I... 1    City,  corrugated   iron,  o  car-;   ,u    .lack-on.  corrugated   iron,  4 

in  general  repair  shops  are  in  Vpsilanti.  The  construction  is 
1. nek  and  steel,  [02  ft.  long  and  67  ft  wide;  the  armature  room,  48  ft. 
long  and  27  ft  wide.  Mi.  shop  is  thoroughly  equipped  for  all  kinds 
of  repair  work,  a  partial  list  of  the  tools  comprising  lathes,  shapers, 


00     n      <o      «      4 

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m  I'l.i  \   TICK  11    USED  B^    D.,  Y.,  A     l.ij 

1 Oi       .■  ■      ./.  ..1 

1 


540 


STREE  I    R  \ 1 1. WAY   REN  II  l\\ 


mill,  «  heel 

chini  -I  in  Vpsilai 

Tin.  ii  .  md  Jackson  i  verj  houi 

from  6  in.  and  between  Detroit  and   Vnn 

trbot  everj   hall  hour  from  6  i;  a.  in.  to  M  p.  m       ' '"  Saturdays 

.mil    Sundaj  •    i ;  mini  ited    ben                   lit    ami 


l  AK  in  puse     ■>  PSIL  w  I  I   I, IN  r 

Wayne,  as  travel  may  demand.  Special  cars  arc  chartered  to  pri- 
vate  panic-,  ami  on  special  occasions.  Regular  cars  stop  al  perma- 
nent stations  ami  at  -ireet  crossings  in  cities  an, I  towns  and  anywhere 
in  the  country  win  re  take  "i  leave  the  car. 

Single  ami   round-trip  ticket*  are  sold  at    ri  itions,  and  a 

number  of  special  form-  arc  also  kept  on  sale  to  sun  various 
of   riders.       One   hundred    mile   hooks   are    -"hi    at    the    rate   of    i'j 

cents  per  mile,  and  i.ooo  mile  book-,  g I  between  Detroit  ami    Inn 

Arbor,  at  the  rate  of  I  cent  per  mile.  Formerly  these  hooks  were 
made  up  of  coupons,  placed  in  page  form,  hut  the.  have  now  been 
Or  of  coupon-  attached  in  one  continuous  strip  and 
inserted  between  -tiff  cardboard  covers,  With  the  strips  the  conduc 
tor  can  more  readil)  detach  any  number  of  coupons  than  can  he 
done  when  the  coupons  are  in  leaves  or  pages. 

For  use  when  passengers  pay  fare  on  the  cars  the  company  employs 
the  duplex  ticket  now  commonly  used  tor  tin-  work.     A   somewhat 


IIP. It  PRESSURE  ST1   \m  PIPING. 

new  feature  has  been  introduced,  however,  in  that  "mile  posts"  take 
the  place  of  Station  names  on  the  ticket.  The  conductor,  in  addition 
to  the  amount  of  fare  collected,  also  punches  the  numbers  of  the  two 
mile  po  u  which  the  passenger  is  traveling.      The  cash  fare 

when  paid  on  the  car-  i-  at  the  rate  of  i1,  cents  per  mile,  but  a 
somewhat  cheapei    rate  is  made  on  tickets  purchased  at  the  regular 


\    .p- 

for   public   circulation.        I  In-   movement 
tral   dispal  telephone 

time  table  until  they  become  late,  when  their 
movent*  rned  by  ipi  from  tin-  dispatcher.       \-   > 

linsl    a    motormaii    forgetting    hi 

-mall    i plate    i-    laid    on    top    "I    the    controller,    ui-t    under    the 

controller  handle.      (In   one   side  of  the  plate  ate  the   words  "No  lit 

md  .hi  the  other  the  words  "Orders.'1     1  he  motorroan 

leaving  a  switch  tu  up,  a-  the  case  ma)  he. 

and  the   words   remain   before  him  a-  a  constant   reminder  of  lus 
in-ti  uctions. 

Vn  extensive  i  inducted  by  the 

company  in  -  matte  t   is 

carried  undei  thi  ;  the  -team  railways  and  the 

idi  led  largely  afi,  i  -t .  .n 1 1  railroad                    Three 

ire  run  each  wav   daily  between  Help. it  and    \im  Arbor, 

o  between    \mi    "irbor  and  .lack-on.     I  he  company  u 
central  ehctnc  depol  111  the  i  itj  ol  Detroit,  in  conjunction  with  the 

several  interurban  hue-  of  the  Detroit  U I  Ry.      The  management 

i-   inaugurating  a   small   packet    carrying   business   whereby  p 


WAITING  STATION     YPSILANT1  LINE, 
will   he  picked   Up  and   left   at   any   point  on  the  line,  instead  of  "illy 

at  regular  stations,  as  has  been  previously  done 

The  officers  of  the  company  arc:  President,  J.  D.  Hawks;  vice- 
president  and  treasurer.  S.  F.  Angus;  secretary.  F.  A.  1  linchniaii  . 
manager.  !■'.  E.  Merrill:  superintendent,  S.  J.  Dill;  master  mechanic. 
J.  M.  Miller. 

i  er. 

Power  for  the  original  railway  from  Detroit  to    \nn  Arbor  was  fur- 
bj  two  power  houses,  one  a  rn,  and  one  at  Vpsilanti. 

These  plant-   wen    di   cribed   and   illustrated   in  the  "Review"   fot 
January.  1000.      Each  power  house  contained  three  225-h.  p.  B 
&  Wilcox   boilers,  equipped   with   Roney  mechanical   stokers,  three 
Westinghouse  automatic  compound  engines,  and  three  Westinghouse 
direct     current    575-volt    generators,    connected    to    the    engifl 
mean-  of  spring  coupling-.       Boosters   were  provided  in  each   sta- 
tion for  raising  the  voltage  on  long  feeders.       Draft  for  the  boiler 
plants  was  obtained  by  mean-  of  a  mechanical  draft  plant,  consist 
ing  "i  duplicate  fans  ami  engines,  and  each  plant  was  provided  with 
a  fuel  economizer. 

I"  provide  power  for  the  extension  of  the  line  from  Ann  Arboi 
to  Jackson  and  to  obtain  a  more  uniform  and  economical   distribu- 

road,  .in  alternating  current    sys- 
tem, with  a  main  power  house  at  Vpsilanti  and  six  sub-stations  was 

I       The  Vpsilanti  power  house  building   was  extended  and 
ill  apparatus  from  the  1  I  tower  house,  except  the  direct  cur- 

rent generators,  was  removed  to   Vpsilanti.     The  old  direct  current 
generators  at   Vpsilanti   were   1  placed   by  alternating  current   g,  mi 

,nd  two  additional  units,   including  boilers,  engines,  and  gen- 
erators,  were  installed. 
The  power  house  at   Vpsilanti  1  ted  of  brick  and 

located  on  the  bank  of  the  Huron  River,  water  from  which  is 

ir  condensers  and  boiler  feed.       The  boiler  room  is  15(1  ft.  long 


E 


STREET  RAILWAY  REVIEW 


541 


by  36  it.  wuli-.  1  'In-  engine  room  is  156  fl  long  by  31  ft.  wide,  and 
has  an  extension  on  on<  side  60  ft.  by  is  ft.,  in  which  are  located 
the  static  transformers,  and  the  high  tension  wiring  and  apparatus  for 
switching  and  protecting  the  same. 

There  1-  a  basement  under  tin  entire  engine  room  in  which  arc  the 
condensers  and  all  exhaust  piping. 

The  equipment  consists  of  five  250-kw.  390-volt  thret  phasi   West- 
inghouse  generators  and  three  250-kw.  Westinghouse  double-current 
.11.  r-.  designed  to   furnish  three-phase  alternating  current   at 
■  ■It*,  and  direct  current  at  650  \olts,  from  each  machine.       All 
raters  ar.   direct  connected  to  Westinghouse  vertical   single  act- 
ing compound  engines,  having  cylinders   18  in.  and  .«>  in.  by  i(>  in. 
Ice.  and  an  operated  at  250  revolutions  in  r  minute,     ["he  engines 
led  condensing,  and  each  engine   is  connected  to  an  inde- 
pendent Worthington  jet  condens 

The  steam  piping  consists  of  one  main  -team  header  10-111.  in 
diameter,  the  end-  of  which  are  connected  bj  an  auxiliary  header  3 
in.  111  diameter,  which  -cm  -  to  till   pressure  on  the  header 

and  to  furnish  steam  to  condensers,  pump-,  and  auxiliary  apparatus. 
The  header  1-  provided  with  valves  between  each  boiler  so  that 
.111  be  cm  otl  without  interfering  with  tin  operation  of 
the  plant.  AH  pipe  connections  from  boilers  to  header  and  from 
head-  sines   are   made   by   long    sweep   pipe   bends.       All   fit- 

tings on  high  pressure  are  extra  heavy  of  cast  iron,  and  all  valves 
are  extra  heavy  Chapman  make.  The  water  of  condensation  from  tin 
engine  separators  and  -learn  piping  i-  returned  automatically  to  the- 
ers  by  means  of  a  Holly  gravity  return  system. 
Exciting  current  for  the  generator-,  and  al-o  current  for  light- 
ing offices,  -hop-,  ami  power  house  i-  furnished  by  two  50-kw.  West- 
inghouse 125-volt  direct  current  generators.  Each  generator  i- 
dircct  connected  to  a  Westinghouse  automatic  compound  engine 
having  cylinders  9  in.  and  15  in.  in  diameti  r  bj  9  in.  stroke 

1  In  boiler  plant  1-  arranged  in  two  sections,  each  provided  with 
mizer  ami  mechanical  draft  plant,  engine  lor  operating 
stoker,  boiler  feed  pumps  and  exhaust  -team  feed  water  heater.  The 
-moke  line,  which  1-  located  hack  of  the  boilers,  extend-  the  entire 
length  of  the  holler  room  and  1-  provided  with  necessary  dampers  so 
that  either  or  both  of  the  mechanical  draft  plants  can  furnish  draft 
for  the  entire   boiler  are  1  --lit   -'-'?-h.  p.   Babcock   & 

Wilcox  boilers  set  in  four  batteries.  I  he  boilers  are  equipped 
with  Roney  mechanical   stokers,  operated  bj    two  8-h.  p.  Westing- 

;  nes,  which  are  al-o  1, cited  in  a  line  shaft  for  0] 
crating  the  economizer   scrapers.     Mechanical   draft   plants  are   Ii 
either  end  of  the  boiler  room  and  consist  of  two  fans 


I-  K  I    -.  i 


-1'.  II  1    III!"  \  Kh 


With    dan  !  -  itlll  1 

di   pai  ki  d  i-  ■ 
Worthing'  'wo  of  which  an  operated  at  one  timi 

id    ian    and 
lei  d    wan  1  Mid   the 

■ 


Slack  coal  1-  used  for  fuel,  about  40  ion-  being  consumed  daily. 
Coal  1-  delivered  on  siding  by  the  steam  railroad  and  hauled  to  the 
power  house  by  an  electric  motor  car.   where   it   1-  transferred  to 

Inns  or  coal  pocket-  adjacent  10  the  holler  room. 

['here  .in  two  switchboards  which  ate  of  the  Westinghouse  stand- 
ard type  and  are  of  white  Italian  marble  supported  by  angle-iron 

frame.       One  of  these   hoards  is   for   the   control   of  the  alternating 
current   system,  and  1-  made  up  of  eleven  panel-,  eight  of  which  are 


UK. II  TENSION  SWITCHBOARD  WITH  GLASS  BARRIERS. 

generatoi  panels  and  three  are  feeder  or  transformer  panels.  On 
each  generator  panel  i-  mounted  one  three  poll  quick  break  machine 
-witch,  om  doubli  pole  quick-break  field  .-witch,  three  alternating 
current  ammeters,  and  om-  indicating  wattmeter.  The  transformer 
panel-  control  all  the  current  from  the  eight  generators  to  the 
Iran-former-,  and  on  each  panel  is  mounted  two  3,000  ampere 
switches,  one  time-limit  circuit  breaker,  and  om-  0,000  ampere  amme- 
ter. A  polyphase  wattmeter  is  connected  to  the  system  and  records 
the  total  alternating  current  output.  This  switchboard  1-  also  pro- 
vided with  two  alternating  current  voltmeters  and  a  synchroscope. 
One  of  the  voltmeters  is  connected  to  th<  bus  bar,  and  the  -eeond 
voltmeter  to  a  system  of  receptacles  so  thai  the  voltage  ol  anj  gener- 
ator can  be  obtained  before  il  is  thrown  in.  The  synchroscope  has 
been  found  to  be  a  wry  valuable  piece  of  apparatus,  as  it  enables 
the  station  attendant  to  synchronize  and  throw  tin  generator  in 
without  lo  -  1  one-  and  with  absolute  certainty  thai  the  generator 
about  to  be  connected  1-  in  phase. 

1  he    sec 1    switchboard    is    for   the   direct    current    system   and 

consists  "i     even   panels,  three  of  which  are  generator  panels  and 

are  for  the  control  of  the  direct  currenl  end  of  the  double-current 

eratoi        On  each  panel  is  mounted  three  single  poh   quick-break 

atoi     witi  in   .  one  single  pole  circuit  breaki  r,  and  our  ammeter. 

■  -   1.1  tin   pam  1    .11 '    Foi   line  Ei  ed<  1   .  and  at  e  mi  mnted  «  ith  one 
poll    switch,  om    single-pole  circuil   breaker,  and  one  amme- 

Oni     p.-  -I  1    t: hi      «io  hing    apparatu  -■    for   two 

tei         Two  voltmeters   are   provided   and   are   supported   on   a 
swinging  bracket  at  one  end  of  the  switchboard.       ["he  switchboard 

■ "i    -  ■ 1  ding  u attmi  ti  1 

1 .  in  1 .  Hi  1    gem  rated  at    19  1  volts,  thi ei  phi 

00  alternations.       Mm-.-   500-kw,   Westinghousi     eh  ling  and 

"d  in  ulated  tra rmei      which  an    connected   in  delta,   rai  e   Lhi 

\o|t.  -.  .oli         \i  thi      "li.iei  thi  currenl  1-  transmitted  to 

on    iiv  iln. .   cin  nil    .  om   1  in  nil  of  three  No.  4 

win  iii  1. 1  1  u  1 111  v  nuh  ,  to  \\  .iv  in  and  beat  boi n 

-nli  ircuil  •■!  iii"'    \".  1  win     feed    wi  1  a  distance 

■  mill      and    upplii      Vnn    \iimi,  Limi ti  r,  and   Pram  isco 

tai  ii  -ii      thi   third  feedei    con  1  ting  of  tin  ee  Ho.   1  « in   .  runs 
■  ■  1  in  Michigan  I  entei     ub    tation,  ,1  di  tam  1  ol   >i  mill  1,      The 
1  ■      Feed  tl      everal    ub   tatiom  are  loopi  d  into  the  sub- 
on     and  an   '  onni  1 1<  d  through  with  fu  e  -  w  iti  hi      10  thai  the 

bi  opened  ai  any  sub  itation.    All  high  tension  w il  thi 

bo 1    nli    ti 11     i"    provided  with  high  t<  n  1 ie 

•witches.  U '  linghotin  tatii  interruptei  and  low-equivalenl 
lightning  -" "  lei     an    connected  to  all  high  tension  win     al   the 

id    it  th 'I      ub    latioi  \i  the    ub    tations 

1  1  to  390  vi  ern  il and  eon- 


.-4. 


STREE  r   R  \IIA\  V.    REVIEW 


■ 


lie  line 
and  direct  current  feed)  hree  joo-kw. 

....  alternating  current  machine  panels,  two 
i  machine  panels,  and 

n<  i-  Westinghou 
.ill  stations  are  protected  with  Westinghouse  i.mk  lightning  an 
and  Wurti  non-arcing  lightning 

1  In'  -nli  -i.ii j  are  ol  brick,  iron  and  tile  thr< 

combined  with  the  waiting  r.H.m  and  freight  room,  except  .it  Ann 
Arl» ir.   where  the   freight   busini  that   it   requ 

ilding,  and 
to  have  them  located  in  the  same  building. 

I'lio  overhead  line  consists  "i  two  Figure  8,  No.  ooo  trolley  \m r r > 
the  entire  length  of  the  road,  with  a  No.  .t  D.  C.  feeder  between 
Ypsilanti  and  \\  aytic  tapped  in  parallel  with  the  trolley,  a  300,000 
c.  111.  feeder  from  Michigan  I  "I  a  400,000  c.  111. 

ft Dearborn  station  east  fout  miles  to  Detroit  city  limits. 

(Wayne  station  »  12  miles  from  Vpsilanti  for  convenience 

of  having  the  waiting  re  mbined, 

hence  the  1  the  No.  3  feedi 


I    Vpsilanti   tin-   trolley   win  iported 

•  r . .in  ipan  ■■  1  psilanti  to  Jack  in  '  Ihio 

I  he  win  ng  6  in.  apart.      1  In  the 

■pan  »  !   and  on  new  bracket  work 

long  hi  1  led. 

The  troll,  tation  by   mi 

but  with  the  line  switch  in  at  all  stations,  the  circuit  i 
through   tin-    switchbord,  and   the   trollej  tapped 

togethet  ever)   :<»>  ft    fot  the  entire  length  of  the  line.     \i  .ill  regu- 
.irly  used   Mini. mi-   the  two  trolley   wires   separate,  one   » 
lowing  each  track,  thus  avoiding   overhead    switches.     V    turnouts 
infrequent  intervals,  both  wires  follow  the  main  track  and  an 
auxiliary    wii  d    round    ovet    the    siding,        I  In  -    permits    a 

through  run  in  either  direction  over  the  main  track,  but  if  .1  car  1-  to 
take  the  siding  the  conductor  must  change  the  trolley  wheel  to 
the  auxiliary  wire. 

All  feeder  and  transmission  lines  ire  copper,  with  tl. 
of  the  direct  currei  Michigan  Center  west  t" 

line.      Over  thi-  section  aluminum  wire  :-  being  tried  a 
ment. 


Track  Department  of  the  Detroit  United  Railway. 


I  he  Detroit  United  Ry,  i-  now  operatii  190  miles  of  track. 

including   :ill   city   and   interurban   lines,   but    excluding   the   Rapid 
Railway  System.     Most  of  the  city  mileage  1-  laid  with  7-in. 
,.t'  ij  in..  1/1  -Hi.  ui  ler  rails,  on  6  in.  of  concrete  with  metal 

lit  was  one  of  the  first  c i t  i <.  s  in  the  United  States  to  use 
concrete  construction  in  track  work,  and  the  results  of  the  experi- 
ments here  are  interes  ipany   is   thoroughly   satisfied 


with  concrete  construction,  but  has  found  that  in  the  early  work  the 
.  mcrete  foundation  was  nol  madi    deep  enough  nor  heavy 
Most  of  the  early  work  was  laid  with  6  in.  "i  Louisville  cement, 
mixed  with  2-4-8.  laid  the  entire  wid  I  bed,  and  brought 

up  on  top  of  the  ties  a   suffii  ndation 

hrick  paving  between  the  rails.      Track  <o  built  has  been  111 
iboul         years    but  is  now  beginning  to  show  serious  cracks. 


CROSSINGS  ON    1111.  in.  IK. Ml    UNITED  RAILWAY, 
mi, l  Trunk.  Trestle  near  Rochester. 

■  iiil'  under  P.  o.  .v  N.Oxford.  Trestle  orer  Michigan  Central  nearOrii 


3 


STREET   RAILWAY   REVIEW 


543 


extending  clear  th       -  tie  bed.     In  ill  new  work,  and  in 

repairing  old  work,  it  is  the  practice  to  put  in  it  least  i  it.  of  con- 
crete under  the  ties  1-  has  llso  been  decided  to  use  a  good  quality 
of  Portland  cement  m  place  of  the  Louisville  mixture.  No  tie- 
are   used,   but   the   track   is   held  ly   iron   bars,    which   are 


TEMPORARY   TURNTABLE. 

attached  to  the  rails  by  special  clips  and  hook  bolts,  as  shown  by 
the  plan  of  track  reproduced  herewith. 

The  interurhan  hue-  :  i    built  at  various  times  by  different 

companies  and  are  laid  with  ights  of  T  rail,  ranging  from 

6o  to  IJO  lb.,  but  in  the  mam  follow  --.team  railroad  practice. 

Continuous  and  Webi  ire  in  use  and  there  is  considerable 

track  electrically  the   Lorain  '  method. 

Mr.  John  Kerwin,  superintendent  of  tracks,  has  designed  a  num- 
ber of  itures  in  connection  with  In-  department  that  are 
a  little  ■nit  of  the 

periments  i-  with   :te  ties.     The  tie  is 

6x8  in.  by  S  ft.  long,  made  ol  mixed  in  equal  quantities  of 

■  nd  and  portland  cement.     Embedded  in  the  tie  are  two  in>n 

in.,  and  0  ft.   4  in    long.     For  the  purposes  of  spiking 

the  rails  to  the  tie  if  z-in.  pipe  are  sunk  into  the  tie 

on  the  line  where  the  hesi    iron  p 

tilled    with    wooden    plug-    into    which    the    rail    spikes    are    driven. 

After  the  ties  ar,  I    y  are  permitted  to  stand  three  months 

•  r  to  allow  tin-  ■■■men'  lighly  set.     This   form  of  con- 

■■  lias  not  h  sufficiently  long  period  to  justify 


i  I  >  II     l:  A  K  HITi'HKU  Ti 


-WIT.  II   POIN1 


ttn  ngtli  itief,  but 

I  to  lill  li  ■  probabl) 

i'Ii  th" 
rntirc 


is  one  continuous  rail  to  which  the  winy-  are  bolted.  This  permits 
the  renewing  of  the  center  rail  when  the  head  becomes  unduly  worn. 
Another  departure  is  the  method  of  attaching  the  cross  bars  at 
switch  point-.  Ordinarily  these  bars  are  rigidly  fastened  to  the  inside 
of  the  points.  This  rigid  fastening  permits  no  plaj  of  the  point,  and 
if  the  point  is  thrown  out  of  alignment  by  wheel-  of  a  passing  car, 
it  never  again  tits  snugly  to  the  head  of  the  rail.  By  the  new 
method  of  fastening  the  cross  bars  are  hinged  to  the  point  so  that 
if  the  point  i-  pried  over  by  a  wheel  or  a  Stone,  it  will  rock  slightly 
on  the  lunge,  ami  will  immediately  return  to  perfect  alignment  when 
the  obstruction  is  removed. 

For  spring  switches  a  special  mechaiii -m  has  been  designed  to 
always  insure  positive  action,  and  prevent  the  point  from  moving 
in  either  direction,  except  when  movement  is  actually  desired.  The 
mechanism  is  housed  in  a  metal  box  under  the  track.  The  interior 
of  the  box  i-  illustrated  in  one  of  the  half  lone  engravings.  As  will 
be  -een.  the   -witch  point  when  thrown  nunc-  a   plunger  having  on 


■   \K  ON  TURNTABLE. 

one  side  a  projection  or  shoulder  which  engage-  the  end  of  a  flat 
plate  spring.  In  the  illustration  the  plunger  is  shown  covered  with 
white  chalk  in  order  to  distinguish  it.  linn  the  construction  it 
will  be  evident  that  in  ordei  to  lix  the  switch  point  in  either  open 
or  closed  position,  n  i-  necessary  thai  the  point  be  thrown  the 
distanci  tnd  after  il  has  been  -o  thrown,  it  cannot  be  changed 
until  sufficient  fori  ha  been  applied  to  overcome  the  ten-ion  of 
the  pi. He  spring. 

'  the  risk  of  motormen   running   mi"  open    switche    "" 
the   interurhan   line.,    Mi.    Kerwin    ha-   designed   a    simple   but    novel 

■.  i' in   "i   levers   with   telltale    semaphore  attachment   by   which  a 
el]    indicates  the  position  of  the  point.     It  some- 


BOJf    \Nh  \M,<  MVNisM  tun  SPRING  switch  CONTROLLER. 

happ  '     in. 'ii     ' I I.  i mi.  i inn   ii. 

lodged  i"    ..."  thi   i ii  and    hi   rail,  and  although  I  he  li  vers  may 

be  thro  tch,  thi     I will  previ  til  I  he  poinl  from 

in  -I-.    is  on  i  the  rail,    This  may  verj  ea  il)  « itl I 

!  "i'i biolutel;   closed,  and 

!'■  '    i."         ■ ble    for    a    bad     i 


544 


M  REE  I    R  \II.\\.\\    REN  II  \\ 


[Vol     Ml    N,     ., 


mining  inti  witch. 

In  i hi-  new  design  "t  signal  stand  this  dangei  ii  positive]}  eliminated 

lung  the  semaphore  independent!)   i"  the  extreme  point  of 

itch,  and  not  n>  the  operating  levers,     Inasmuch  as  the  rod 

tuatet  tin    semaphore  is  attached  to  the  extreme  end  of  thi 

Switch  point,  the  ppini  must  hear  hard  against  thi  re  the 

semaphore  will  return  and  there  is  absolutely 

no  dangei   of  running   into  an  open   switch,   unless   the  motorman 

lelj    disregards    the    semaphore.      I  In    adjustment    i-    such 

that  thi  turns  to  danger  it  thi   switch  is  o|  ~ni;«ll 

a  distance  .1-  oni  quart ei  "i  an  inch. 

Ili<  companj  secures  ;i  >j ■  ■•  >«  1  quality  of  sand  from  sand  pits  .it  thi 
sidi  of  11-  tracks,  neai   Farmington  Junction.     For  loading  sand  into 

In-  been 
itoi  "i  conveyor,  which 
1-  well  shown  in  two  of  thi 
companying  engravings.  The  ele- 
vator 1-  mounted  on  a  low  truck 
and  consists  of  a  double  line  of 
bucket  fastened    to   a 

sprocket    chain      Each    bucket    is 
about   1   ft  long  \  5  in.  wide  x  4 
p  u ith  a  capai  about 

j'j  en.  it.  The  conveyors  an 
crated  b)  a  2S-I1.  p.  motor.  The 
method  of  procedure  1-  to  build 
temporary  tracks  into  the  pit 
conveyor  is  then  pushed  onto  the 
track  in  such  a  way  that  the  buck- 
ets «ill  lift  the  sand  and  gravel 
and  deposit  the  material  in  flat 
cars  placed  ■  >n  a  second  track  at  one  side.  This  machine  requires  but 
one  man  to  operate  it.  and  does  work  that  formerly  required  20  men 
in  the  gravel  pit.  In  addition  to  sand  and  gravel  to  supply  all  of  its 
own  need-,  the  company  screens  the  -and  for  roofing  and  paving 
gravel,  and  -ell  the  material  to  contractor-  in  the  city.  The  -and  is 
dried  in  a  large  dryer  by  passing  u  through  a  revolving  metal  cylinder 
under  which  a  fire  i-  kept  burning.  The  cylinder  is  slightly  inclined, 
higher  end.  and  leaving  at  the  lower,  there 
lieing  rows  of  angle  iron-  on  the  inside  of  the  drum  which  catch 
the  sand  and  carry  it  part  way  up  the  sides  of  the  cylinder  as  it 
slowly  revolves.  The  drum  has  a  capacity  of  60  ni.  yd.  of  dry  sand. 
The  dryer  is  so  located  that  the  dry  sand  can  be  passed  into  cars 
down  a  long  chute  without   extra  handling. 

The  companj  has  been  able  to  save  con  iderable  money  by  the 
use  of  temporary  turntables  designed  by  the  track  department.  One 
of  these  tables  i-  illustrated.    It  1-  used  in  various  emergencies,  par- 


lous KERWIK, 
Saperintendenl  Track  Construction 


upon  beav)    pi. ,nk    .,   pin  in  tin    eentei    ->t\u,g   1.  -he  two 

iron  washer  1-  placed  between  tin  plan-  The 
outsidi  end  of  thi  two  rails  movi  upon  .,  circular  track  made  of 
light  I  rail.  I  lie  rail-  on  the  turn-tabli  .11,  locked  in  alignment 
with  the  (rack  rail-  by  mean-  of  an  ordinaT)  -witch  throw  by  which 
lug-  are  thrown  in  and  out  ,  1  enl  with  the  did-  of  thi    turn 

table    rail-         I  h,  in    upon    the    t.,i 

that  thi   turn-tabli   1-  well  balano  then  pushed 

around  by  hand.     I  his  turn-tabli   can  bi   built  for  $1=.  and  111  tem- 


■•  CONTINUOUS"  RAIL  JOINT,    \-  USED  1:1    DETROIT  IN!  It  D  R1  . 

porarj  work  -aw-  th,  construction  of  crossings  which  would  prob- 
ably co-t  $300.  The  particular  advantage  will  he  understood  when 
it  is  remembered  that  all  cars  in  Detroit  ar<  run  the  same  end  on  at 

all  times. 

For  smoothing  off  the  top  of  rail  joints,  and  also  for  grinding 
down  special  work  when  necessary,  the  track  department  has  rigged 
up  a  portable  emery  wheel  shown  in  one  of  the  illn-ti. 
wheel  is  mounted  on  a  frame  supported  on  three  wheels  as  shown. 
The  emery  wheel  is  11  in.  in  diameter,  and  1-  titled  with  screw  ad- 
justments and  can  he  raised  or  lowered  at  will.  When  being  used 
the  device  i-  accompanied  by  a  -mall  truck  upon  which  is  mounted  a 


£5 


sash  DRIER. 

ticularly  where  it  is  desired  to  turn  car-  back  without  installing  a 
loop,  crossing  or  V.  This  table  consists  of  two  rails  upon  which 
the  car  rests,  these  rails  being  thoroughly  braced  with  cross  bars, 
and  mounted  upon  a  ring  plate  18  in.  in  diameter.  The  plate  moves 
upon  another  plate  permanently  set  between  the  rails  and  m 


PORTABLE  PILE  DRIVER. 

motor  taking  current  by  fish  pole  connection  from  the  overhead 
trolley.  The  emery  wheel  1-  driven  from  tin-  motor  by  means  of  a 
flexible  shaft. 

Another  novelty  in  this  department  1-  a  pile  driver  mounted  upon  a 
1l.1t   car,  and   designed  to  be  used   in  repairing   washouts,  building 


Seit.  jo.  1902 


STREET  R  VILWAY  REVIEW, 


54? 


•  and  bridges,  or  anywhere  where  piles  are  to  be  driven  in  or 
near  the  track.  As  will  be  seen  from  one  of,  the  illustrations  the 
driver  comprises  two  uprights  made  of  heavy  umber  654x8  in,  x  25 
ft.  high.  The  base  timbers,  which  .ire  fastened  to  the  ear  platform, 
\S  in.  and  -'-'  ft.  long.  The  uprights  are  held  in  place  by  two 
5x5-111.  braces,  which  engage  notches  111  the  uprights.  These  braces 
can  be  disengaged  at  their  lower  ends,  permitting  the  two  uprights 
to   swing   hack   upon   the   platform   of   the   car.   the    uprights   being 


up  from  the  steam  railroad  car  and  deposited  on  the  ground  or  in  a 
trolley  car  on  the  adjoining  track.  The  lifting  is  done  by  attach- 
ing the  end  of  'lie  hoisting  rope  t"  ,1  motoi  car  and  pulling  away 
from  the  derrick.  The  distance  from  the  ground  to  the  under  side 
of  the  [-beam  is  _'_■  ft.  8  in.  The  width  of  the  derrick  at  top  is 
jo  ft.,  ami  at  bottom  20  ft.  The  two  uprights  rest  111  a  bed  of 
concrete  i  it.  square  and  5  ft.  deep.  Kails  are  handled  in  1  lie  man- 
ner shown  by  means  of  chain  train  <ling  and  two  heavy  tongs.     With 


SAND    ELEVATOR. 


hinged    to   the   ba<  for   this   purpose.     The   hammer    weigh 

about  2.200  lb.,  and  will  drive  a  pile  20  ft.  long.  Although  the  illus- 
tration does  not  show  it,  there  is  to  be  mounted  upon  the  rear  of  the 
car  platform  a  small  steam-hoisting  engine  for  operating  the  hammer. 
steam  being  used  in  place  of  electric  motor  so  that  the  pile  driver 
can  be  used  along  the  track  at  night  when  the  power  is  shut  down, 

The  flat  car  on  which  the  pile  driver  1     tinted   is  designed  to  be 

pushed  or  pulled  by  a  motor  car.  The  framing  constituting  the  base 
of  the  pile-driver  is  pivoted  in  the  center  of  the  ear  platform,  per- 
mitting the  driver  to  be  swung  clear  around  to  the  side,  allowing  it 
to  drive  a  pile  2  ft.   to  of   the  track.     The  base   framing 

moves  upon  a  circular  track  made  of  light  T  rail  when  the  driver  i~ 
being  swung  around  to  the  iide  position. 

At  the  company's  storage  yards  there  has  been  rigged   up  a  con- 
venient  derrick   for   unloading    -peeial    work    rails,   and   other   heavy 


hi  k«|i  K   1  oh  1.  RAILS. 

iits  from  car      Thi*  dcrricl  hown  ii of  the  illu 

1x13  in.  '  ai ,  ing  al  the  top   1 
■n  having  .1  I  In  the  web  ol  thii  1  b<  am  1  un 

II   irolb-y   v.  ,  d   in   lifting 


one  motor  car  and  this  derrick  60-ft.  rails  can  be  unoaded  without 
difficulty. 

Two  very  useful  construction  cars  used  by  this  company  were  de- 
scribed and  illustrated  in  the  "Sn,,t  Railwaj  Review"  for  March, 
1001.   page   169.      One   of   these   is   a   derrick   car,   which   is  said  to 

1  given  thi  greatest  satisfaction  of  any  machine  employed  in 
the  track  departmenl  Mi.  derrick  1-  rigged  on  one  end  of  a  flat 
car  and  the  boom  is  arranged  to  swing  all  the  way  around,  so  that 
the  car  may  be  run  up  alongside  a  steam  railroad  car  and  unload 
the    heaviest    special    work    or    girder    rails    and    place    them    on   the 


POK  1      1:111  \ioi,-\    w  in.  1  1. 

derrick   cai    il  ell    01    anding   al    the  end   of  or  al    the 

oppositi    nil  i.i  Hi.  derricl   cat       die  cable  foi  hoisting  ia  run  down 
1  in   1 1  tie-  .I'  rrid    on 1  ■  1  imi     1  iui  undi  1  the  dra«  head  ..t  the 

1 ■  "i   1 1" ■  1  1. 1    .hi   I..-  attached 

to  thi    1  abli  1..  .1"  the  i'"i  ting. 

u 11  nn'iii .1  :     1111,1     pikei  by  means 

of  wliii  h  thi  pil  1  .1   1.1  ill.'   n.,    i\  11I1..111    ih,    11       of  hand 

labor,     1  In-  paii    ..i  g    1 ppo  ite    idi     ..1  1 1,.   cai   pii  I    up  thi 

■    and  hi ild  0  I :    ag the  rail  with  a  p.  1     un   ol  I ru, 

and  'in   cai   1    provided  with  a  boilei   and  steam  hammers,  each  •>' 

thi   1  .in  1  .Ii  i'.  un.  two    piki     hi  in     , nun      hi    1  .iiin.ii,  ii  1  in 

H  I'll     tin        linn  hint     I  WO     un  I'     •  ,111       I'll  .       1, 200     1  ,il  .     will'  Ii 

ear  ■■       hand  laboi . 

1  iui  mi'  thi    1 11  1 1 1  ■  1  ■.  1 11 ,   ha     i" '  H  bothered    1  grea 

dingl    1 1.       in.  1 1  1.1.  omi      1  h 

equiring       1       nerg 


546 


-Ikll   I    R  \ILW.\Y    kl  \  IEW. 


I'll    ill.     ;  !.  Ill 

n  ili.    manna   in  whi<  1.  -i  wa 
ni  h ■  .1  i-  worth)  of  in.  I 

I  In-  i  entirely  a 

by  .i  sudden  rise  in  ii"  word  was  received  that 

tl»    l.i  id 
.hi. I  ili.  in  running  within  a  few  hours,     In  thi 

■•I  thrown  mi.,  tin   beds  of  thi    stream,  and 

building  around  them  a  hollovs  square  "t  old 

.1  log  cabin  fasl  formi .'.  thi    abutmi 

the  temporarj  bridge,  and  wen  brought  up  to  nearlj  the  floor  level 

r.f  tin  A  iHunl  der  rail 


which  havi 
irticulai  n 

en  rail  ami  on  lie.      Wl  and  4  in,  wil 

null  r  llir  rail   from  thi 
thick  am!  Iraight  track,  am! 

ami  o\  b)   wooden 

rail    l.i  lil    ami 

Ij  held  bj  spike, 
Mr.   Kerwin  is   preparing   I 
will  greatly  aid  in  mat  -  n  thi    interurban 

!  I<  has  m  arly  ,■:■  irban  track  undi 

.  th,  ami   it 


fxcara//0s7 


Coxcrefe 


=£ 


=5= 


=5= 


/Boxcfec/  fo  fwo/yi/rz/s  c<?-r<*  "7<?  Capac//?  of/2?s/ 


.a. .a.  a    a 


«r 


T 


£zi 


STANDARD   PAVING    \ND  TRACE   CONSTRUCTION   IN    DETROIT. 


wen-  then  suspended  over  the  stream,  these  rails  resting  on  the  tie 

abutments  in  the  center,  ami  on  the  "1<1  approaches  at  each  end. 
The   track   ties   were   bolted   t..   these    rail-.      I  he   bridge   thus    built 

erj  way,  ami  will  be  retained  until 
a  new.  permanent  structure  can  he  put  in  place. 

It  i-  the  policy  of  th'  necessarj  to  resurfac 

not  to  disturb  the  tie-  by  retamping,  but  to  bring  the  track  lo  sur- 
face by  putting  oak  shims  between  the  tie-  and  the  rail-.  Foremen 
are  directed  to  use  shims  up  to  I  in.  in  Sary,  rather 


gi    out  over  these  lim  he  power  is  off.     He  if 

therefore,  having  built  a  gasoline  hand  car  which  will  accommodate 
four  people  ami  i  so  11..  of  tools,  .  i  driven  by  a 

small  gasoline  engine  direct   coupled  ti    thi    axles.     It  will   b 
lushed   by    Fairbanks   &    Morris,   Chicago   agent-    for   the   Sheffield 
Car  i 

For  preventing  delays  in  case  of  fires  ii.>  companj  keeps  on  hand 
J4  hose  jumpers,  fhese  ari  simple  in  construction,  ami  are  made  of 
wood   with   strap   iron   for  the   car   to   run   upon. 


DISTRIBUTION   SYSTEM   AND  OVERHEAD  CONSTRUCTION  OF  THE  DETROIT  UNITED  RY. 


The  city   feeder  distribution   system   comprises   about   23.000.000 

C    111..    capacity    in    ...  'tig    from    No.    0000    to 

000  c.  in.     The  distribution  scheme  provides  for  an  equalizing 

wire  running  through  the  center  of  the  city,  about  three  miles  from 

the  city  power  houses.      All  feeder-  crossing  this  section  tap,  through 

111   automatic  circuit   breaker,   int..   tl alizing    wire,    which   acts 

.lancing  wire,  ami  to  which  1-  also  connected  a  storage  bat- 
0  assist  ill  carrying  the  peak  load. 

on  has  been  paid  t..  the  return  system,  the  return 
comprising  about  17.500,000  c,  m.,  capacity  in  underground  feeders. 

er  house  1-  particularly  well  pn 
and  the  company  i-  ju-t  at   present  putting  in  nearly  two  miles  of 
return   feeder.-,  comprising   two   1. 000,000  c.  m.  cables,  covered   with 
a-phaltum,  and  laid  in  a  concrete  trench   with  connections  to  track 
wherever   thi  -   under   intersecting   tracks.       The  bonding 

is  extra  heavy  "Crown"  l»  nids.  put  in  with  drift  pins.  Particular 
attention  is  paid  to  the  return  circuit  at  special  work  and  compli- 
cated crossings.  It  is  the  practice  to  run  heavy  bond  wire-  under- 
neath the  entire  special  work  itself.  For  this  purpose  the  company 
uses  old  trolley  wire  annealed,  and  after  the  wire  has  been  put  in 
it  is  painted  with  a  carbon  paint,  which  is  a  product   of  ga-   manu 


facture,  1  In-  by-product  of  the  gas  house  is  also  used  for  painting 
poll  After  the  bond   is  placed  the  head  of  the  bond  and  pin  are 

also  givet        coal  of  paint.      This  keep  out  moisture  and 

bracket-  ami  overhead  material;  a  made  by  the  Kis- 

inger   Iron   Co..  Cincinnati. 

in  re  1-  "in  mi, l.r  grade  crossing  on  Woodward  Ave.,  where  ti" 
-treet  railway  track-  pa-s  under  the  -team  road,  where  considerable 
trouble  was   had  ill  keeping  the  trnllcy    wheel   on  the   wire,  oil  account 

of  the  height  of  the  suburban  car-.  I  lii-  difficult]  has  been  over- 
come by  installing  an  overhi  the  viaduct.  The  pan 
consists  of  a  0-111.  channel  iron  with  pat  approaches,  mounted  on  a 
thoroughly  insulated  board  with  tin  roofing  "\<r  the  top  of  the 
board  to  keep  th.  eepagi  and  drainagi  water  from  working  down 
to  the  face  of  the  pan.  The  pan  i-  insulated  by  a  layer  of  asbestos 
between  the  tin  and  the  board.  lb.  bolts  for  joining  the  parts  to- 
gether are  also  insulated. 

In   interurban   work  no  overhead   pan  ed  at  turnouts  or 

crossings.  At  turnout-  the  two  overhead  trolle)  wires  follow  the 
straight  track,  and  a  supplementary  win  1-  led  off  around  the 
turnout.  This  requires  the  conductor  on  any  car  that  is  taking  a 
siding  to  change  his   trolley  pole,   but   all   car-   that   are  not  to  take 


Suit.  20,  1902.] 


STREET  K  \IL\VA\"  REVIEW 


547 


the  siding  can  run  straight  through  without  bothering  with  overhead 
gs  or  switches. 

The  type  of  construction  adopted  as  standard  in  interurban  work 
is  illustrated  in  one  of  the  drawings,  which  shows  all  details,  includ- 
ing method  of  suspending  feeder-,  telephone  wire-,  the  double  Fig. 
8  trolley  wire,  and  also  sets  forth  the  scheme  of  coloring  and  num- 
bering poles.  The  standards  adopted  include  Ohio  brass  flexible 
brackets  and  overhead  material. 

The  high  tension  system  which  is  operated  from  the  Rochester 
power  house,  described  in  Mr.  Farmer's  article,  comprises  two  cir- 
cuits of  Xo.  4  aluminium  wire,  furnished  by  the  Pittsburg  Reduction 
Co.  The  method  of  suspension  and  transposition  is  set  forth  in 
the    various     positions     in     the     drawings     shown     herewith.        For 


minutes.  This  is  done  to  prevent  sub-station  rotaries  from  be- 
coming inverted,  and  charging  hack  on  line  with  high-tension  current 
In  case  of  trouble  upon  but  one  high-tension  circuit  linemen  are 
instructed,  after  having  become  satisfied  that  the  circuit  is  clear  from 
power  house  and  sub-Stations,  to  immediately  locate  break  or  breaks. 
and  make  them  as  -ate  as  possible  by  clearing  wires  front  track, 
telephone  or  direct-current  system,  and  in  the  event  of  wires  being 
in  a  dangerous  position,  are  instructed  to  leave  a  man  to  watch 
them,  or  in  case  this  cannot  be  done,  are  to  place  a  danger  signal 
at  this  point.  You  arc  not  to  try  to  repair  while  the  other  circuit 
is  in  operation,  but  wait  until  night  time,  after  the  shutting  down 
of  the  alternating  current  machinery,  and  you  are  positively  sure  that 
line-  arc  not  charged. 


'.*■*      > 


ilr1- 


1 


Lt-^-  :    'J  '?  .  -  ... '■  — — -■ ■ 


7.    T^V- 


t    Mir*1     »■•  jl 


l^cfSw^ 


r,~-3      Xtiruir  __       AX.       'O'Orw/ 


<*J^ 


Vjcfi*i:C>rr/*feBiff 


POLE  Tops 


part  rd  the  distance  the  three  wire-  for  each  of  the  circuits  are  car- 
ried in  the  same  plane,  but  in  the  newer  work  the  more  modern 
practice  of  arranging  the  wires  al  the  angles  of  an  equilateral  tri- 
angle has  been  followed.  The  high  tension  wires  an  suspended  on 
Hemingway  No.  1  and  No.  -'  "provo"  glass  insulators,  with  a  1  1  in 
pin,  In  joining  the  aluminum  wire-  the  Macintosh  sleeve  join!  has 
been  used. 

In    view    of    the    general    de-ire    for    information    concerning    the 
care  of  high-tension  circuits  in   electric   railway    work,    we   give   the 
following   "Instructions   on    High  Ten-ion   Operation   and    Repair," 
a-  formulated  by  Mr.  E.  J,  Burdick,  who  hat  chargi   ol  this  depart 
mem  in  connection  with  hi  ities: 


INSTRUCT  ION 


HIGH   1  ENSION    OPERA  I  ION 
REPAIR 


WD 


Iii  case  of  circuit  breaker  opening  blowing  on  alternating 

current  -ystem,  it  i-  the  duty  of  the  engineer  m  charge  to  throw 
the  machine  back  upon  the  line  i"  bi  perfectly  assured  that  the  cir- 
1  int   opt 

:ng  himself  that  it  is  not  overload,  I  paratel) 

ntion    i  ir.  nil    to    find    if    he    ha-    oni 

remaining,  and  if  be  has,  he  ii  to  continue  i"  operate  upon  it. 

Immediately  after  tin-  test,  he  ia  to  notify  both    ub   tationa  with 

Ii  ar  the 
switchboard  of  all  twitchea  upon  the  circuit  in  trouble. 

It  will  then  be  hii  duty  to  notify  linemen,  who  are  availal 
all  time-,  of  the  trouble,  who  immediate!)    then  in   full 

control  of  all  alternating  circuit  wire-  until  inch  time  ■■<    thi 

thorough!  with  reference  to 

•  I  arc  peri  ficd  in  demanding 

telepboi  to  pull  open  the  direct  current   fcedei 

■witch,  lord   and    Mint    end,   ll 


In  case  of  both  line  cars  being  out  on  the  trouble,  it  1-  the  duly 
of  each  lineman  in  charge  of  them  to  call  up  the  dispatcher  or 
power  house,  Stating,  "I  have  my  trouble  cleared,  have  you  heard 
from  the  other  line  crew!'"  'Ibis  is  very  important  ami  should  al- 
ways  be   done. 

Great  caution  should  be  exercised  by  linemen  in  handling  alter 
naling  current   or  high  tension   wires,  and  at  all  linns  Heal   lliein  as 


1  1 . 1  \  1    [)I  V I H 1 1 


1     .111  1 1  1,". 


mini  they  ii'  1    i '<   ted   bj   the  ihorl  cin  uiting  1 11 

111  thod       \  ou  maj   bi    positively   1 1  1  tain  1  b  ll   both     ub 
tationa  and  powei    hou  1    an    all  cleared,  but    wirei    might   i"    10 
with  ilu-  live  circuit 

ind  .'ii  ■  mpli '  ■       1 Id  real  can    in  woi  king  on 

idling  telephone  .  01   direel  current   lim   .   1  e  of   trouble 


548 


STREE  l    K  X 1 1  .\\  ,\  ^    RE\  ll'.w. 


\II,  No.  9. 


OVERHEAD  CONSTRUCTION  FOR  INTERURBAN  LINES. 

on  the  alternating-curri  1  Sub-station  men  arc  cautioned 

to  u ~t    I  i   care  in  tlieir  operations,  following  these  instruc- 

tions explicitly.     Keep  in  touch  with  the  power  house  and  linemen. 
and  if  telephones  arc  not  working,  watch  the  high-tension  circuits 
lie    discharges,    and    also   govern   yourself    by   power    house 
signals. 

If  possible,  always  keep  direct  current  upon  the  trolley  or  direct- 
current  system  to  facilitate  the  handling  of  line  cars,  etc. 

All  cars,  l>"th  city  and  interurban,  run  the  same  end  on  al  ill 
times,  and  most  of  them  are  equipped  with  controllers  at  one  end 
only.  On  most  of  the  city  cars  the  back  platform  is  extended,  thus 
giving  increased  standing  room.  The  extended  platform  is  6  ft.  8  in. 
uid  6  ft.  9  in.  wide.  The  platform  i-  permanently  enclosed 
on  one  side,  with  a  wide  opening  on  the  side  of  egress  and  exit. 
mbers  supporting  the  platform  run  forward  under  the  car 
about  5  ft.,  or  a-  close  to  the  whe  fliesi    platform 

timbers  are  -•'  1  by  8  in.,  reinforced  by  a  -3.sx6  in.  irou  plate  on  the 

imber,  and  at  the 
end  cross  Sills  an  Its  with  bearing  plates  under- 

neath. 1    feature   about    the   platform   is   an   iron    railing, 

which  divides  it  into  1  enl  pas- 

whcti  standing  on  the  platform  from  interfering  with  pas- 
sengers entering  or  leaving   the  car.     The   railing   is    shown 
of  the  engravings,  and  is  made  of  i-in.  iron  pipe  put  together  with 
malleable  inm  elbi  h   end.     The  railing  is  38  in.  high,  and 

has  an  extreme   width  of  4   ft.    10  ill.     From  the  top  of  the  rail   to 
I'  is  17  in.;  from  orm  is  12  in.;  and  there 

1-  a  :  in    rise  from  the  car  platform  to  the  ear  proper. 
As  might  1  where  su  many  different  companies  have 

dated  under  one  management  the  rolling  stock  varies 
greatly.  The  following  is  a  list  showing  the  number,  maker  and 
length  of  body  of  the  cars  of  different  ; 


No.  Maker.  ei  all.  Ft 

36  Stephi  11    11  ,a8 

|8  Pullman  31 

tephenson   32V1 

38   J. me-      33'A 

Brill    

in  St.    Louis    32'A 

6   Brill     32 

40  Detroit    United    Ry. , 
20  Stephenson    1- 

328 

INTEKl'KIIAN    I    VR>. 

8  Kuhhnan     .vt'.- 

!.•  ECuhlman    34 

u  ECuhlman   40 

'■  Jewert    45 

y  Detroit    United    Ry 33% 

47 
These  ear-  are  mounted  "ii   various  type-  of  truck-,  including  du 
Ponl  and  Brill  single  trucks  and  du  Pont,  Brill,  Peckham  and  Jack- 
-1111  &   Sharp  double  trucks.      They  are  equipped  with  Wcstinghouse 


CLOSED   .   \K.-. 

No.  Maker.  Body,  Ft 

in  Joill  I     ...  Hi 

71  St.    Louis    

.7   Kuhhnan    

7  Brill    18 

6  Brill 

5  Brownell    20 

34  Pullman    

15  Stephenson   

,!l    June-      . 

1  .1  ■  ■ ;  ■  -M 

6  Jackson  &   Sharp 2i'A 

I-'    ISrill     

2  Brill    21V. 

'  ewis   &    Fowler 2i'/f 

85  Stephenson    22 

i-m  Detroit   United  Ry 22V. 


THE  DETROIT  BIGN. 

and  I  .1  neral  Electric  motors  of  various  si/e-.  Gears  and  pinions  are 
made   by    Van    Dorn   &    Dutton.    Sterling-Meeker    n  re    used 

in  city  cars  and  Oliiner  registers  on  several  of  the  suburban  line-. 
In  the  city  the  cars  are  heated  with  Stoves,  but  all  the  interurban 
cars  have  hot  water  heater-,  made  by  the  l'eter  Smith  Heating  Co.. 
of   Detroit.      Car    wheels   are   Griffin   make,   33   in.    in    diameter,   and 


THE  DETROIT  PLATFORM. 

weigh  475  lb.     All  the  interurban  cars  arc  fitted  with  Magann  stor- 
age air  brakes,  as  made  by  the  Magann  Air  Brake  Co.,  of  Detroit; 
he  Wilson  trolli 

The    trolley    wheel    used    is    a    sp  en    originated    by    Mr. 

Farmer.     The  wheel  is  used  with  a  malleable  iron  harp,  which  is  fit- 


Seit.  JO,   1002.] 


STREET   RA1EW  AY 


EVIEW. 


54M 


ted  with  two  copper  contact  pieces  for  carrying  the  current  The 
working  drawings  for  the  wheel  and  the  harp  are  reproduced  here- 
with. The  bushing  is  seamless  steel  tu  ed,  and  tilled  with 
wicking  to  hold  the  lubricant. 

The  sign  used  in  Detroit  for  designating  routes  is  a  very  effective 
one.      This    -  -  in.    hoard  S'a    in.    wide,   and   long 

enough    to   accommodate   the    longest    Street    name.      The   board    is 


f~j—  4*H-H 


-  ■> 


DETROIT  TKoI.I.KV  WHEEL  AM>  ll\KI\ 


painted  black,  and  the  letters  are  cut  "lit  with  a  jig  saw.  the  stand- 
ard letter  being  5  in.  high.  Over  the  hack  of  the  letters  are  tacked 
pieces  of  white  celluloid,  and  the  letters  arc  also  edged  with  white 
paint.  The  signs  arc  hung  in  front  of  the  deck  lights  by  special 
malleable  iron  hangers,  both  over  the  hood  and  at  the  side  of  the 
car.    The  signs  arc  all  made  and  are,  therefore,  inter- 

changeable on  all  cars.     This  sign  is  very  easily  read  in  daytime, 


-.tonus    there    are    eight    levelers    and    six    nose    plows,    which    were 
built  in  the  company's  own  shops. 

■»  •  » 

NO  POWER  TO  REDUCE  FARE. 


The  City  Attorney  of  St.  Paul  has  rendered  an  opinion  thai  Hie 
Common  Council  of  the  city  dots  nol  possess  the  power  to  order  the 


[NTERURBAN   IWKI.nK  CAR   FOR   DETROIT  UNITED  RY,     11  WETT  1    \K  CO. 


and  at  night  the  light   from  the  interioi  of   the  car  shining  through 

the  celluloid  makes  the  individual  lishable  for  a   di 
tancc  of  several  hundred  fi 

In  addition  to  the  rolling   stock  mentioned,   the  company   owns 

three  line  wagons,  one  fire  hose  wagon,  .   wagons,  a  7-ton 

truck  fitted  with  windlass   for  hauling  I   material, 

and  vehicles.     i*n  tl 
work.    Pearson   and    Norton   jacl  F01    u  1    i ■■ 


reduction  of  tree!  cai  Fares  from  5  cents  to  ,t  cents.  The  citj 
attorney  found  thai  the  enabl ac!  pa  ed  in  1890  gives  municipal- 
ity 1!"  righl  i"  provide  E01  regulating  and  controlling  any  public 
h  in.  in  1  ,  init  it  1  ercisi  no  powei  to  fix  maximum  rates.  A  long 
inn  -I  deci  ions  which  have  been  rendered  also  give  the  City 
Council  the  right  to  enter  into  contracts  with  corporations,  but 
when  the  contracts  have  been  once  made  the  powers  granted  to 
1  ■    munii  ipalil  \   <  ea  e  and  the  conti  ai  1     musl   stand 


R  F<IR   DETROIT  UNI ' '•       I  I  rill 


Real  Estate  Department  of  the  Detroit  United  Railway. 


1:1      KOBER1      "1KMI\.     hi    \l.     ESI   X  I  I.     COMMISSIONER. 


-  come  to  I"-  a  necesasry  adjunct 
to  aJm  team  railroad  system  in  thi  but  so 

Car  ;^  the  writer  knows  tin  for  such  an  officer  bad  never 

made  itself  fell   with  rce  i"  lirm^  about  the  establish- 

ment by  a  street  railway  company  of  a  separate  department  for  thi- 
work  until  the  Detroit  United  Railway,  after  acquiring  the  proper- 

i    the   various   suburban    roads   centering   in    Deti 
the  office   of   Real    Estate   and    rax   Commissioner  of   the    ! 

I   Railway. 
The  duties  of  this  off]  Id  and  complex  because  the 

commissioner  must  have  an  acquaintance  with  all  the  departments 
of  the  railway  and  must  be  in  close  touch  with  all  of  them.  He 
niiM  also  liavi  a  thorough  knowledge  of  the  tax  laws  of  the  state 
and  tin-  municipalities. 

The    Detroit    United   Railway   owns   two   million   dollar-    worth    of 
real    estate,    within    the    city    limits    of    Detroit,    and    the    assi 


on  a   -ton,,   running  thence  northerly   about   aco  feet   to  i  point 
opposite  a  hedge,  thence  southeasterly  to  a  stick  drove  bj  a  spotted 
willow    tree  and   westerly  to   the   place  of   beignning."     Afti 
road   i-  in  operation  a  year  or  so  you  are  informed  that  your  track 
and    poles   are   not    local  Ul    own    property   and   you   are    rc- 

terred  to  the  deed  with  the  foregoing  description  to  substantiate 

aim. 

After  the  purchase  of  the  suburban  i  of  the  fir  I 

taken  by  the  commissioner  was  to  secure  an  accurate  survey  of 

the  route  of  the  line-  a-  now  located  and  established,  tin-  survey 

Showing  all   the  property   line-,  lengths  and   width  if    way. 

and   former  owner-,   fencing,  kind-  and  dimensions  of  buildings  near 
track,    farm  highway    crossings,    location   of    poll 

eti  .  nil  Othei  special  points  primarily  affecting  the  physical 
property  of  the  company.  On  a  copy  of  thi-  map.  we  are  draw- 
ing  plats  of  all  the  parcel-  of  land   for  which  deeds  have  bei 


REAL   ESTATE  OWNED  BY  DETROIT  UNITED  RAILWAY 


~ 
* 

'--- 

?- 

BTRKBT 

UUL     PH.  tl'KRTY 

LAS 

) 

Btnumra 

r.<«! 

Y.I. 

.',..T 

OOR 

T>  -T 

w 

, 

I  r 

■■«■■■■*■«■ 

.,, 

..-. 

rui   on   rtkN 

IM 

Froot 

Port 

D»p 

-  -5=7 

Mat* 

rial 

i.     .,, 

Mlui 

or 
i  urp 

..i 

BOTUOM 

um  ami 
mum 

Of 

Bl'ILDINi. 

1 

a 

I. ami  REGISTER  LEFT  BAND  PAGE  sizk  OF 
valuation  of  the  real  e-tale  and  personal  property  of  the  entire  sys- 
tem is  over  Jjo.ooo.ooo.  The  real  e-tale  of  the  company  is  situ- 
ated in  every  ward  of  the  city,  so  that  almo-i  every  regulation  as 
to  paving,  sewerage,  street  opening,  tearing  up  of  street-  by  mu- 
nicipal or  other  corporation-,  is  felt  by  the  railway  company,  and 
for  tin-  reason  the  real  estate  and  tax  commissioner  must  keep 
himself  informed  a-  to  the  workings  of  tin-  various  city  depart- 
ments   having    these    matters    in    charge. 

It  is  the  opinion  of  the  real  e-tate  commissioner  that  a  street 
railway  company  can  purchase  a-  cheaply  as  any  other  corporation, 
for   the    real    e-tate   commissioner    should    he    thoroughly    acquainted 


ORIGINAL  16X18N  IX.:  SO  LINKS  PER  PAGE 
cured,  platting  according  to  the  description-  m  the  deeds  of  con- 
veyance. By  tin-  means  we  are  enabled  to  tell  at  a  glance  on  what 
properties  we  are  encroaching  and  how  much,  and  what  proper- 
ties  we  are  losing  by  reason  of  inaccurate  fencing.  We  are  also 
enabled  to  tell  whether  the  conditions  of  the  deed-  have  been  com 
plied  with  as  to  cattle  guard-,  cattle  passes,  farm  crossings,  gates, 
etc..  and   this  often   becomes   important    for  us  to  know. 

These  maps  or  survey-  will  also  serve  as  the  basis  for  our  filing 
system.  Each  parcel  of  land  is  given  a  distinguishing  number  and 
the  contracts,  deeds,  mortgages,  abstracts,  etc..  are  numbered  to 
correspond.       The    originals    being    pcrmantcntlv    filed,    copies    are 


3)ctt  oil"    ^  f  I  I  i  I'C  ^    cH  CM-f  l/UCPU. 
TAX  LIST  FOR  TOWNSHIP,  STATE  AND  COUNTY  TAXES. 

I ■!,.,.,  „ii  .  .  i,  l„i  ..mi  r  ' la  Robot  Oaknum,  Bon]  Batalo  G ilnloBi  r,  Dotioil  Unilod  Railway,  18  WoodVanl  Av,  ,  D.  inm,  Mil  b 

\    {,,11,1,  .        ■      ..ImiiiI;!-...!!.  OOlh  tO  tl Ml.  .  i.   Ml    ll..     t   umi  ■.!.  ,|.   ,i  i  n  1    .  l(    I D] ,     Ul  d   Kill  OW I  I      lb*  i     MfMJ 

10  ...in,   l  iQI   "nil    ll ■.■ilu'l   .'"-I-   ini'l   POpSI  .mil    thOI  m.-lil    111 . ,.  I  n  latl 

;, ir.it.    ill.'   -  In..  I   l.i  \   l.v    -.  Ii...|   ili-ui.  I-    in  I    Mi.    i  M      tU    0)    tOBd   .iMin  (-,   nu.l   pnl    lie     ii'iml-  .    Ol   '  tt  Ii    ■<  bOOl   dbjtriol    i  n  ■  <  .luii.ii    15   .in.l    111.    nil  ml  -  ■      i  i lum  IT. 

,   I:,,,  mi. I  Hi.,  tiiiini.  r  nf  mill  -  -.1  tiool neb  rUlngo  or  lb    ttnroablp!  nndoi  tb    I    is  Di 

i.    blank. 


Mow  lai'ini.s. 


Acer,.        .-'I 


I.l'.l  T    It  AM.    P  USE      SIZE 

with   land   values   in   the   districts   through   which   the   roads   run,   so 
that   he  can   not  only  save  hi-  company   from  the   sand  bagging   tac- 
prospective    -'Hers,   but   can   also   so  purchase 

that    real    e-tale    investments    will    at    lea-t    approximate   in    earnings 
the  earnings  of  the  rest  of  tin-  system  in  proportion  to  the  money 

line-led. 

In  straightening  the  tangles  in  rights  of  way  over  several  hun- 
dred- of  mile-  of  suburban  railways  through  country  districts,  he 
comes  upon  many  queer  complications,  caused  by  the  haste  of  the 

builder-    of    the    road    to    get    the    track-    down.      Descriptions    for 
right-  of  waj    are  a-  follows:    "Hegin  at  a  point  marked  by  a  brick 


OF  ORIGINAL  M  X  17  IX. 

used  for  general  reference.  In  addition  there  is  prepared  a  short 
form  record  or  abstract  of  all  the  deed-,  contracts,  mortgages,  etc. 
of  the  company,  which  record  will  he  published  in  book  form. 

We  have  classified  the  written  records  not  only  according  to  the 
name  of  "the  opposite  parly"  by  a  card  index  system,  but  also  have 
aranged   the  documents  according   to  the  location  of  the  property 

on    each    of   the    respective    line-.       I  1m-    deed-    numbered    from    IOO 

to  200  will   describe  a   continuous   rivbt   of  way  made   up  of  one 
hundred   separate  but   adjoining  parcels.     Our  letter  file-  are 
arranged  on  the  same  System,  viz.,  according  to  the  location  of  the 
property   concerned.      Each   letter   a-   received  and   answered   is  filed 


Sept.  20,  1902.] 


STREE  r   RAILWAY  REVIEW 


551 


with  a  carbon  copy  of  the  reply  under  a  number  corresponding  with 
the  number  given  the  parcel  of  land  to  which  the  letter  relates,  so 
that  at  any  moment  all  the  correspondence  relating  to  any  particu- 
lar parcel  of  land  is  easily  obtainable. 

Under  the  Michigan  statutes  a  street  railway  company  must  se- 
cure a  franchise  from  each  and  every  city,  village  and  township 
through  which  it  passes.  The  result  i-  that  the  franchise  records 
of  any  line  of  considerable  length  are  very  cumbersome.  I  he  De- 
troit United  Railway  tiles  its  franchises  like  11-  deeds  with  a  safety 
deposit  company  and  for  general  reference  has  duplicates  neatly 
printed  and  bound   in  compact   book   form. 

For  real  estate  situated  in  the  city  of  Detroit  we  keep  an  :i-<o- 
ment  and  tax  roll  which  is  a  duplicate  of  the  official  roll  of  the 
city  and  county,  and  besides  this  we  have  a  land  hook  in  which 
is  recorded  the  information  called  for  in  the  blank  form  published 
herewith.  All  properties  are  set  down  according  to  the  ward  in 
which  they  are  located  and  are  described  acording  to  the  descrip- 
tion under  which  they  arc  assessed.  This  land  book  is  our  work- 
ing record   in   which  changes  are  made   from   time  to  time. 

For  real  estate  outside  of  the  city  of   Detroit  a   record   is  kept  in 


August  and  January.  Water  taxes  are  payable  quarterly,  while 
special  taxes  for  pavement,  sewers  and  street  openings  are  paya 
ble  at  different  specified  times.  There  is  also  a  burdensome  tax 
of  fifty  cents  charged  for  every  electric  freight  car  entering  or  leav- 
ing the  city.  Failure  to  pay  any  one  of  these  taxes  promptly  re- 
sults in  the  imposition  of  fines  anil  penalties. 

The  good  will  of  the  officers  and  people  along  the  line  of  a  sub- 
urban railway  is  a  valuable  asset  of  the  company  and  the  real  estate 
commissioner  in  his  daily  intercourse  with  these  officers  must  bear 
in  mind  that  the  village  council  has  the  power  to  grant  franchises, 
levy  taxes  and  regulate  the  speed  of  cars,  etc.;  that  it  is  the  duly 
of  the  township  supervisor  to  assess  the  railway  property  for  the 
purpose  of  taxation  and  that  the  township  board  of  which  he  is 
the  chairman  controls  the  highways,  bridges,  grades,  franchises, 
taxes,  etc..  for  the  township;  that  the  highway  commissioner,  the 
two  justices  of  the  peace  and  township  clerk  are  all  members  of 
that  important  body  known  as  the  township  board;  that  the  treas 
urcr  and  surveyor  of  the  township  have  much  to  do  with  a  sub- 
urban railway  and  that  the  three  hundred  overseers  of  highways  or 
pathmasters  are  ever  on  the  alert   to  see  that  the  tracks  arc  neither 


IN   Till:  CITY  OF  DETROIT,  MICHIGAN. 


WIIKN 

'    ■  M>      !      ■ 

unn 

•  »K 

ITTLI 

AMI 
ABSTRACT 

1  i\ .  - 

n  iu  n  paid 

OODKTV 

STATU 

1  IM  • 

■ 

BPI  01  u. 

I  v  \  BE 

.... 

„s 

1 

■J 

I. ANIi   NKCISTKK     RICHT  HANI)  PACK    SIZK  OK  ilKICINAL   16  2  is',    IN,:  50  LINKS  PICK   PAGE.l 


a  register  conforming  in  every  particular  to  the  township  assess- 
ment roll,  the  form  for  which  is  prescribed  by  law.  The  taxes 
and  tax  rates  are  also  set  down  in  this  record,  SO  that  the  new 
ment  and  the  new  tax  may  be  easily  compared  with  the  old. 
When  paying  the  taxes  the  roll-  of  the  city  or  county  must  check 
with  the  company's  rolls  and  the  tax  receipts  must  check  with 
both.  The  record  of  the  payment  of  the  tax  is  the  same  for  the 
company's  roll  as  for  the  city  and  county  rolls;  thus  giving  a  perfect 
check  system  which  can  be  easily  and  economically  executed. 
After  payment  of  the  taxes  the  original  tax  receipts  are  filed  with 
the  deeds  in  the  safety  vault.    The  importance  of  a  complete  assess 


above  nor  below  the  grade  and  that  the  fences,  crossings  and  cattle 
guards  are  in  a  safe  condition  and  finally  that  the  road  district 
tax  is  promptly  paid.  The  commissioner  must  know  the  register 
of  deeds  and  the  county  treasurer,  the  heads  of  the  counties  through 
which  the  road  runs  anil  he  must  be  on  speaking  terms  with  the 
Sheriff  and  the  marshal  of  the  village,  who  can,  if  he  will,  protect 
the  property  of  the  company  from  thieves  and  vandals,  liesides 
this,  he  must  remember  that  there  are  tax  reviewing  boards  m 
every  city,  village  and  township  who  can  "soak"  the  railway  For 
high  taxes  if  they  choose  to  do  so. 
It  goes   without   saying  thai   if  the  operating  department   desires 


3) c  I' r  o  i  I'  ^  f  1 1  i  I'c  b  $\  ci  i  f  i  i>cm4. 


ubthoit  cr 


COMPRISING 
IZENSV  STKKBT  RAILWAY  CO 


i«cloi.i*o.i.    DETROIT  SUI1URIIAN   RAILWAY, 


FORT  WAYNE  &  BKI.LK  ISLE  RAILWAY  CO, 

THE   DETROIT  RAILWAY. 

WYANDOTTE  &  I'F.TROIT  RIVER   RAILWAY 

I  r  &  PONTIAC  RAILWAY. 
DETROIT  &  NORTHWESTERN  RAILWAY. 


DETROIT,  ROCHESTER,  RO.Ml.n  8  LAKE  ORION  RAILWAY 

i  l  .   LAKH  (iKIciX  &  PLINT  RAILWAY. 
north  DETROIT  ELECTRIC  RAILWAY. 

DETROIT,    IITICA   .'.    KOMI.II    RAILWAY 


ArhMl 

IM'VI 


Kn   of 


lli*l. 


I.HI,         I   I. 


I'M. II  I    HANI)  PACE     SIZE  OF  ORIGINAL  MX  17  IN. 


d    by   a   la i  :■ 
M         .hi.    for   the     y-tini    of    -■     ■      nun'    and    collec- 
tion oi  ,,1  uniform      For  example,  the  ad  valorem  taxes 
for  Detroit  are  payable  to  the  receiver  of  taxei  in  July  and  the 

ble  to  the  i  irei   in  Janu 

ary  arid  July,  while    Mate  and  county  taxes   for  the  city  of    Detroit 

■••  r  in   November.    Again.  •' 
and  village  I  dc  of  Wayne  Count]  varioui 

hip   and   count) 
I  ml,,  r    and  I  In-   iinnnii 

ay  be  callei 


to  run  a  steam  train  at  night  over  an  clectrii    railwaj   who  e  Eran 

■' ihibit    ii i    o  -mi    the  mi    ioner  i  i  asked  to  ob 

lam  a  franchi  i    from  the  village  i icila  and  the  township  board 

as  will    i  - oi-  i  .     from  damagi     from  the  abutting  prop 

erty  holders.     If  a  cro    ing  at  grade  ii  desired  ovet   a    team  rail 

mad.  il i ii ii  i  go  to  i In     tato  i  oi iii met   oi   i ail 

road  .  oi   to  the    fate  croa  mg  board,  who,  by  the  way.  are  uni 

foi ml)    "pi i   i"     uch   ■  > |      and   obtain   a   pet mit      I  hi  i 

i  the  dutie    impoi  ed  upon  tl i  i   tat imi    i 

of  tin-  Detroit   United  Railway, 

th milium  of  Michigan  all   property,  real  and   pet 


STREET  RAILWAY   RE\  IEW. 


[You  XII,  No.  9. 


tonal,  1  value 

and  tlic  ttatutc  deft  lling  price 

imli   could   be  obtained   therefor  al  lie  and 

vantagi  .   franchises 

railway   franchisi  '1   with 

the  track  which  ia  held  to  inder  our  law, 

The  Hoard  cif  Si  Commissioners,  which 

control  over  the  assessing  officers  of  thi  d  which  bat 


KiillKUT  OAKMAN, 

to  review  the  assessments  of  the  local  assessing  officers,  estimates 
the  value  of  the  road  as  a  unit  taking  into  consideration  the  value 
of  the  franchises  ;i>  well  as  the  value  of  the  physical  property,  it 
also  i"  the  gross  earnings,  the  net  earnings  of  the  road 

and   thi    stock  and  Sometimes  it  uses  one  method, 

sometimes  another,  and  frequently  a  method  of  its  own.  It  at- 
tempts to  gel  at  the  value  of  each  road  as  an  entirety  and  then  de- 
duct from  this  sum  the  value  of  the  real  estate  which  is  assessable 


condition  of  the  road  al  the  time  of  tin 

1  1  In ^  blank  elaborate  rep*'' 
and  ia  rious  departments  of  the  company 

and  much  1:1 

d  sel  fortl  ill  as  to  pi  1 

compi 

irt    ami 
passed  upon  by  the  local  hoards  of  review,  but  previous  to  the  dale 

of  the  company  is  listed 
the  township  it  tnd  the  sheet 

Sen)    I"   th<  the   company   thi 

mi  nt  and  lax  against  both  thi 

nf  the  company.     For  our  preparation  of  this  blank  we  refer  to  the 

land  register  previously  mentioned.    Thi  purpose  of 

lily   and    village   taxes   as   well    as  township 

and  village  officers  can  use  the  blanks  columns. 

[Mr.  I  .man  was  fur  teli  v.."  '  mi  ill.-  real 

-  in  the  City  of  Detroit  previous  to  his  appointment  as  City 

•  r   in    that    city.      lie    served    for    I'mir  or   and 

I    In-,    position    in    order    b  an    appointment    under 

as  a  member  of  the  first  Hoard  of  State  Tax  Com- 

1  1.     While   a   meiiil'i    of   that   board   he   cal- 

culated  the  values  of  the  steam  roads  of  the  state  for  the  benefit  of 

the  State  Legislature  on  the  earning  power  basis,  while  Professors 

ms  of  the    I  1"   Michigan   were  estimating 

the  physical  property  values  and  the  franchise  values  on  stock  and 

bond  and  other  bases.    Mr.  Oakman  has  held  many  positions  of  trust 

from  city,  county  ami  state  ami  1-  an  authority  mi  the  Michigan  Tax 

Law  I 

«  •  » 

CLAIM  DEPARTMENT  DETROIT  UNITED  RY. 


company's  instructions  to  in  egarding  accident 

as  follows:  "You  will  use  the  utmost  care  and  vigilance  to  prevent 
accidents.  Should  any  accident  or  collision,  however  slight,  occur, 
or  should  any  accident  happen  to  a  person  who  has  just  left  the- 
cal- before  reaching  the  sidewalk,  or  should  you  have  any  trouble 
with    i' 1  with    reference    to    fares    or    otherwise,    you    must 

immediately  till  out  an  accident  blank  in  duplicate,  giving  the  date, 
line,  place,  time,  direction,  car  number,  number  of  passengers  on 
the  car  at  the  time  of  accident,  your  name,  the  names  and  addresses 
(business  address   prefi  is  many  witnesses  as  possible,  and 

those  of  the  part)   or  parties  injured  or  with 

place,  with  a  brief  description  of  the  accident,  collision  or  trouble. 
These   you    must    sign — one   to   be   left   at    the   car   house   for   your 


Moke  Receipt  In  the  name 
of  DKTHOIT  UNITKD  RAIL- 
WAY ond  notify  Robert 
Oakman,  Real  Hstate  Com 
nlfalonw,  12  Woodward 
Avenue. 


CITY  TAX  LIST 


DETROIT     UNITED     RAILWAY  Filed 

Real   Estate  in  the  City  of  Detroit,  I     I 

For   ("itv    Purposes. 

YKAK    II  II  1 


3E 


"1  nr 


S.J.  i:l  I 
Slrc.t 


Block  Or 
Section 


PLAT       OR        TARM 


SIZE   OF   IIKH.INAI.    11   X   17    IN. 


where  situated,  the  remainde  ed  to  the  various  town- 

ships in  proportion  to  the  track  mileage  in  the  township. 
In  order  to  assist   til  ion  and  the  local 

111  arriving  al  the  cash  vali 

Seer  shall  require  from  every  person  a  full 
rrecl  written  stat  I   oath  of  all  the  property  he  owns 

liable   to   assessment    in   each  nl    district.       The    State   Tax 

Commission  provides  a  lilank  form  on  which  to  make  thi 
litis   lilank   requires    full   and   del: 

of  physical  property,  the  original  cost  of  each  piece  of  property,  its 
etc.,  and  also  a  detailed  statement   of  the  fin 


erintendent,  and  the  other  to  be  enclosed  in  the  proper 
envelope  and  forwarded  to  the  claim  department  immediately.  After 
6:00  o'clock  p.  m.  both  reports  will  be  left  with  the  car  house  fore- 
man, [n  casi  ol  eriou  accident  notify  telephone  in  turn 
will  immediately  advise  the 

"Too    much   emphasis   cannot    be   laid    on    tl 
the  names   tnd  add  he  partj  or  partii  tnd  .1-  many 

witnesses  as  possible,  and  getting   the   report    to   the  claim  depart- 
ment at  once. 

"You    are   absolutely   prohibited    from    talking  about   any   accident 
to  any  person,  except  the   p  cers  of  the  company. 


Sei-t.  20,  1902.] 


STREET  RAILWAY  REVIEW. 


553 


"If  any  person  is  injured,  however  must    render  all 

ance  in  your  power,  and   it   the   services   of   an  outsider  are 
required.  State  in  your  report  just   what  action  was  taken. 

"You   will   scud   to   the   claim   department,   whenever   possible,    the 
names   and   add  anybody    whom    you    may    sec    indulging 

in   reckless   driving." 

■n  as  the  report  of  an  accident  is  received  at  the  chum 
department,  it  is  entered  in  what  is  known  as  the  "Accident  Record 
Book."  The  book  is  ruled  in  columns,  the  columns  heads  across  the 
page    being  "Year."    "Month."    "hay."    "Number," 

"Line."  "Car  Number,"  "Names  of  Motorman  and  Conductor." 
"Name  of  Injured  Tarty."  "Nature  of  Case,"  and  "Remarks."  All 
accident    n  hey   arc    received    are    numbered    consecutively. 

this  number  being  placed  after  each  case  in  the  column  headed 
"Number."     Jus  as    the   report    reaches    the   office,    and   if 

the  passenger  is  badly  injured,  a  special  report  is  immediately  sent 
!■>  the  company's  surgeon,  who,  as  soon  thereafter  as  possible,  calls 
on  the  injured  party,  secures  the  statement  of  the  victim,  and  all 
the  witnesses  possible,  and  •   everything  in   his  power 

to  relieve  suffering  and  pain.  It  is  found  the  employment  of  a  spe 
cial  doctor  in  this  way  1-  productive  of  excellent  results,  inasmuch 
as  he  is  able  to  protect  the  company's  interests  to  a  greater  degree 
than  would  an  outside  physician  who  might  be  called  to  treat  the 
It  is  also  believed  that  this  procedure  is  in  the  interests  of  the 
injured  party,  as  the  company's  doctor  is  able  to  give  expert  treat- 
ment and  advice  without  charge  to  the  patient,  whereas  if  the  first 
doctor  within  reach  was  called,  it  might  result  in  the  patient  re- 
ceiving improper  treatment,  and  in  any  event,  the  expense  would  be 
isiderable. 

If  a  claim  ari-es  out  of  an  accident,  the  case  is  immediately  en- 
d  in  a  book  known  as  the  "Claim  Register."    Each  claim  has  a 
rate  page,  at  the  top  of  which  are  tin    headings:    "File   Xuin- 
"Name"  and  "Nature  of  Claim."     On  this  page  is  kept  a  com 
.    history  of  the  case,  including  records  of  all  papers  made  out. 
when    paper-    are    received    and    delivered    out,    references    to 
witm  menu,  etc  Whet  red  in  the  claim  reg- 

- .  it  is  given  a  number  known  as  the  "Claim  Number."  All  papers 
pertaining  to  each  case    ire  kept  in  a  file  together,  and  are  given  a 
number  corresponding  to  the  claim  number.     A  force  of  investiga- 
is  employed  for  the  purpose  of  looking  up  accidents,  securing 
witnesses'  statements,  etc..  etc.     The  company  seldom  settles  a  case 
I   law   suits;   in  other  words,  if  the  company   is   clearly   re- 
it  makes  the  best  settlement  possible,  but  if,  in  the  opinion 

the  case  is  always  fought 

in  the  courts.     Judge  Waller  Ross  1-  the  company's  claim  agent. 

In  a  recent  interview,  Judge  R  '  '.in  a  few  of  the  difficul- 

arising  in  the  claim  department  of  a  street  railway  that  an    nol 

untered   in  steam   railroad   practice.    For   instance,   thi     Detroit 

United    Ry.    i-   operating   cars   every   half   minute   on    the    prim  ipal 

t    i'j  hours  a  day,  and   these  cars  make  mi 

:n    the    river    to    the    city    limits,    than    the    Michigan 
id  makes   from    Detroit    I"  Chicago.     The   street   rail- 

h    teams, 

triana  and  childi  about  the 

the  compai  In  the 

tran  'ii  with  all  the  misunderstand 

:g   from  the  same.     In   vii  onditions,  thi 

road  .  1  >ii t 


DISPATCHING  CARS  AND   SAFETY   PRECAU- 
TIONS IN   DETROIT. 


illy  all  the  intcrurban  d  by  the  I 

prepared    I 
opi  rating  depai 

d   with 
e  of  I 
for  hi  hi  '!■■!■       1  I  1   new 

bcheduli  •'    bulletin  boards, 

.,     but     wh 


cars  fail  to  make  regular  meeting  points  they  immediately  become 
subject  to  orders  from  the  dispatcher  and  must  not  move  without 
such   orders. 

The  chief  dispatcher  keeps  a  train  sheet  on  which  he  enters  all 
orders  given,  leaving  and  arriving  times,  and  other  information 
for  his  own  guidance  relative  to  the  moving  of  cars.  The  sheet  is 
similar  to  several  that  have  been  reproduced  in  recent  issues  of 
the  "Review."  Mr.  A.  E.  Rosso  is  chief  dispatcher.  The  company 
has  a  private  telephone  line  equipped  with  instruments  made  U 
Stromberg  &  Carlston,  of  Chicago.  On  its  dispatching  telephone 
line  the  company  has  adopted  instrument'-  having  60,000-ohm  gen- 
erators, and  1,600-ohm  ringers. 


HOTELS  IN   DETROIT. 


Detroit  has  long  been  known  as  the  "Convention  City."  and  the 
hotel  accommodations  arc  second  10  none  in  any  city  of  equal  size. 
Tin-  A.  S.  R.  A.  headquarters  will  be  at  the  Hotel  Cadillac,  on 
Michigan  Ave.  in  it   far  from  the  City  Hall. 

The  oldest  hotel  in  the  city  and  a  most  popular  one  is  the  Russell 
Mi'  .  .  directly  opposite  the  City  Hall;  this  hotel  is  first  class  in  all 
appointments,  having  a  particularly  good  restaurant.  Accommo- 
dations may  be  bad  on  cither  the  American  or  European  plan. 

The  Hotel  Normandie  is  a  handsome  live-story  structure  at  11 
to  23  Congress  St.,  in  the  heart  of  the  city,  and  is  equipped  in  the 
most  modern  manner  throughout;  this  is  an  American  plan  house 
and   the  table  and   service  are  first  class. 

I  In-  Griswold   House,  which  is  conveniently  located   for  Conven- 

tion  attendants,  is  c lucted  on  both  Eurepean  and  American  plans, 

the  rales  being  $2  to  $3  per  day  American,  and  $1  to  $2  European; 
Postal  &  Mi'iey  are  the  proprietors.  The  same  firm  also  conducts 
the  Oriental-Griswold  Annex,  which  is  entirely  on  the  European 
plan. 

The  Hotel  Metropolc  is  on  Woodward  Ave,,  near  the  Russell 
House,  and  conducted  on  the  European  plan,  the  bouse  having  an 
excellent    restaurant. 

Other  down-town  hotels  are  the  Hotel  Sainte  Claire  and  the  Hotel 

du   Nord,  on  the  American   plan,  and   the    Hotel    Wayne,    American 

and  European.  *  •  * 

KANSAS  CITY   NOTES. 


Mo  the  nighl  of  September  isi  the  Troosl  Ave,  cable  of  the  Mct- 
ropuhtan  Street  Si.  was  slopped  for  the  last  time,  and  taken  out,  and 
the  following  daj  electrii  cars  began  operating  on  one  Hack  while 
thi    opposite  track  was  being   relaid   with   100  lb.   rails. 

1  br  park  season  has  been  an  exceptonally  successfully  one  with 
the  Metropolitan  Street  Railway  Co.     An   Italian  baud  at    froosl 

park  attracted   the  largest  crowds  that   the   park   has   r\r\-   held   and 

•  1  ric  Park  there  weir  50  per  cent  more  admissions  than  at 

anj    previou       c; about    571,000   pci    on      being    admitted    to    the 

park  during   thi     ea  on.      \  loop  the  loop  railway  proved  one  of 
ill.    principal  attractions.     During  the  month  of  August   while  the 

1  wa    .11    ["roost   Park  the  local  band  and  moving  pictures 

noved  to  Budd   Park,  .1  handsome  park  owned  bj  the  city, 

am!  altl '.  ii  thi    ni  1. H  inin    were   free  at  ibis  park,  they  did  nol 

h  "i    1    mi.     ,  pei  ipli   e\  nl'  inly  prefei  1  ing  to  pa}  admi 

si. ni  to  the  other  parks. 

ii..    duel     1..1   operating  the  high  tension  alternating  current   ca- 

■  .in  the  in ".'.   ...     .       tations  to  the  sub    tal at e  being  put 

.    mi   rapidly.    They  are  being  laid  with  a  view   to  future 

.    ten  mil    and    everal  timi     as  many  ducts  are  being  put  in  place 

a    are  required  foi   present  use,    The  ducts  are  of  gla  ..1  tile    .1 

,n  Portland  cement    mortal  forming  a  yerj     uh  tantial  construction. 

11  contain  Mo.  0  Ii  ad  1  o\  ered  cables, 

1 nun    ni   September  2d   1 » po    ered 

in  v..iii  in .11  1  hi   I  ni dale  Divi  lion  cat  bai n  and  core 

niandi  d   hire   to  open   thi     afi    thai   contained  all   the   pi     ol 

1  aboi   Day.     \.i  the  night  man  did  nol  have  the  c bination  of  the 

11  1 .I'd  to  blow  ii  open  with  dynamite,    While  they 

1   ni  thi        11 l    'in  "Uh  '  1    happened   1 1    into  the 

barn  and  in  the  fight   which  ensued  the  officet    wa    killed  and  the 

nighl  man  wa.    hoi  twice  and  probablj   fatally  wi led,    The  rob 

"   witl 1 ■  .mi thing,    'I  In   piiiv  at  mi.  1   offered 

(500  1  ■  the  1  apl  in .   ni  1  he  mi  n,  and  thej    wen   takei 

1  folio    ing   night. 


554 


M  REE  I    R  Ml. WAV    REN  IEW. 


[V«    Xll.  No  >>. 


LOCAL  COMMITTEES. 


i,i  XI  K  \|    COM  Ml  l  l  EE 


I. Ii. II T  GUARD  ARMORY     THE  CONVENTION   BALL. 


OFFICERS  A.  S.   R.  A. 


President  II.  II.  Vreland,  president  Metropolitan  Street  Rail- 
o..  New   York,  X.  V. 

First  Vice-President — Charles  W.  Wason,  president  Cleveland, 
Painesville    Eastern  Railway   Co.,  Cleveland,  i ). 

Second  Vice  President  Edwin  C  Foster,  vice-president  Boston 
\   Northern  Railroad  Co.,  Boston,  Mass. 

Thinl  Vice-President — II.  M.  Sloan,  general  manager  Calumet 
treet   Railway  Co.,  Chicago,  111. 

Secretary  and  Treasurer — T.  C.  Pennington,  treasurer  Chicago 
City  Railway  Co.,  Chicago,  III. 

Executive  Committee — The  president,  the  vice-presidents  and 
Walton  II.  Holmes,  Kansas  City,  Mo.;  John  A.  Rigg.  president 
Union  fraction  Co.,  Reading,  Pa.;  Daniel  B.  Dyer,  president  Au- 
gusta Railway  X  Electric  C>.,  Augusta.  Ga.;  T.  J.  Nicholl,  vice- 
president  Rochestet  Railwaj  Co.,  Rochester,  N.  V.;  George  \Y. 
Dickinson,  vice-president   Seattle  Electric  Co.,  Seattle,  Wash. 


\  complete  li-t  of  the  cities  where  the  conventions  have  been  held 
and  the  presiding  officer  is  ;■-  follows: 

Boston    Moody   Merrill    iWj 

Chicago    II.    ||.   Littell [883 

New   Y,,rk    William   II.   Hazzard 1884 

St  Louis     "Calvin   S.   Richards 1885 

Cincinnati    Julius   S.   Walsh 1886 

Philadelphia   'Thomas  W.  Ackley 1887 

Washington    Charles   B.   Holmes t888 

Minneapolis    George   I!.   Kcrpcr [889 

'    Thomas  Lowry  [890 

Pittsburg    Henry  M.  Watson 1891 

Cleveland  John   G.    Holmes [892 

Milwaukee    1).   F.    Longstreet 1893 

Atlanta    Henry    C.    Payne 1894 

Montreal  Joel   Hurt   1893 

St.  Louis  II.  M.  Littell 1896 

Xiagara   Falls  Robert  McCulloch  1897 

Albion  E.  Lang [898 

Chicago    C.  S.  Sergeant 1899 

Kansas  Citj    J.    M.    Roach 1900 

New   York    Walton   II.   Holmes iyoi 

Detroit    II.   11.  Vreeland 1902 



The  Light  Guard  Armory,  of  Detroit,  which  has  been  selected  for 
invention  Hall,  is  a  well-built  brick  building  in  the  business 
center  of  the  city,  and  is  conveniently  located  to  hotels  and  street 
railway  lines.    Ample  provisions  have  been  made  for  heat,  light  and 
power,  and  both  alternating  and  dii  II  be  at  the  disposal 

,.]'  exhibitors.    A  heavy  wooden  flooring  will  be  put  in  place  «i  that 
isluliits  can  be  bolted  or  nailed  down  if  desired. 


Jen   1 '.  1  [utchins,  Chairman. 
11  ge  1 1.  Russell. 

John   II.    I 
Allien    i:     I'.i 


Waller  K.i". 
Allien    II.    Stanley. 

Irwin  Fullerton. 


EXHIBI1  O  IMM1  1  1  I  1 
John  1 1.  Fry,  Chairman. 

Thomas  Farmer.  Alhen  Eastman. 

John  Kerwin.  William  Webber. 

Edward  J.  Burdick  W.  0.  Russell. 

W.  t).  Wood.  Fred  1".  Pi 

F.  E,  Merrill.  James  Anderson, 

James  I'ullen.  F.  W.  Heninger. 

1  HI  1  Y    \XD  1NFORMA1  ION  <  0MM1  1  1  I  1 

Allien    I'..    Peters,  Chairman. 


Thomas  Patterson, 

Harry  V.  Catlin. 
W.  I'.  Bien. 
R.  W.  F.  Peters. 
Paul   Dohrman. 


David  Brown. 
I  nomas   II.   Lynch. 
C.   It.   King. 
I  homas   Heath. 
\\ .  C.  1  lopper. 


EN  I  I'.R  I  Al XM ENT  C<  >M MITTEE 
Irwin  Fullerton,  Chairman. 

I;.    A,    Hinchman.  John  Twomey. 

Robert  Oakman.  Edward  II.  Ives. 

George  W.  Parker.  Wm.    R.    Frazer. 

Joseph  Bampton.  Louis  Schneider. 

F.  W.  Brooks.  Ernst  Klussman. 
A.   !•'.   Edwards. 


LADIES' 
Allien    II.   Stanley.  Chairman. 
Harry    I'.ullen. 
W.  J.  Dawson. 
I  >r.    I  ledlcy   Williamson. 
Mrs.  George    H.    Russel. 
Mrs.  Michael  Brennan 
Mrs.  A.   Ii.  du   Pont 
Mrs.  John  II.  Fry. 
Mrs.   Albert    II.    Stanley. 
Mrs.  Irwin    Fullerton, 
Mrs.   G.    B.    Guilders. hi. 
Mrs.  W.   J.   Cray. 
Mrs.  John   C    I  '"llllelly. 

Mi-.  C  J.  Reilly. 

Mrs.  Walter   R,,s-. 

Mis.  C.   D.  Joslyn. 

Mrs.  Thomas  T.  Leetc. 


CUM  MI  [TEE 

John  I..  Ross. 
II.  S.  Swift. 
Charles  Roe. 
Robert  Johnson. 

Mrs.  James  T.   Keena. 
Mrs.  Arthur  Pack. 
Mrs.  \Y.   R.    Fra/er. 
Mrs.    Thomas    Farmer. 
Mrs.   F.    A.    Hinchman. 
Mrs.  J.  I).  Hawks. 
Mrs.  C.    M.   Swift. 
Mrs.   S.   F.  Angus. 
Mrs.    F.   W.   Brooks. 
Mrs.  C.  B.  King. 
Mi-s  Sarah  H.  Russel. 
Miss  Fanny  M.  M.   I ' 


RF.CEPTIOX  COMMITTEE. 


( ieorge    I  I     Russel,  Chairman. 

Gov.    Y  T.  Bliss. 

Mayor  William  C.   Maylniry. 

C.  J.    Reilly. 

II.   M.   Duffield. 

Arthur  Pack. 

J     II.   Cml.ss. 

F.  J.    Ilecker. 

Dr.  Benjamin   P.  Brodie. 
C.   D.   Joslyn. 
Benton  R.  I  [anchett,  Jr. 
Thomas  T.  Leele.  Jr. 

G.  11.  Gunderson. 
W.   !•:.  Quimby. 
James   E.    Scripps. 


II.  A.  Everett 

E  W.  Moore. 
K.   A.   Harman. 
C.    M.    Swift. 
J.   1).    Hawks. 
S.    1-'.   Angus, 
(ieorge  Ilendrie. 
Clarence  Black. 
O.  13.    Taylor. 
J.    T.    Keena. 

Michael   Brennan, 
Fred   Smith. 
John  C.   Donnelly. 
William  J.  Gray. 


PRESS  COMMITTEE 

Walter  Ross.  Chairman, 

P.  C.   Baker,   Detroit    Evening   Xews. 

James  Schermerhorn,  Detroit    Today. 

E.  Miller.  Detroit  Tribune. 
'Theodore  E.  Quimby,  Detroit   Free  Press. 


Sept.  2o.  igoi  ]  STREET  RAILWAY  REVIEW.  555 

OFFICERS  AND  EXECUTIVE  COMMITTEE  OF  THE  AMERICAN  STREET  RAILWAY  ASSOCIATION. 


c.  w.  was.  m, 

FirM  Vn..-1'r.-si.lfnl. 


E.  C.  Fi  iSTER, 
Si-,  ond  Vice-President. 


II.   II.   VREEL AMI. 

President. 


II     If.  SLOAN. 

Tlnr.l  ^ 


W.   II     HOLMES. 


JOHN   A.   Kiel, 


T.  C.  PENINGTON, 
Secretary  •nl'1  Treasurer, 


I.       II       l.1!    I    I' 


I     SI.   Mill. I.. 


'.I  O,    W,   nil   K  I  Nsii\. 


Hcnrj  P.  llnl  Journal. 

ligan  Voll 
|,    V.  iltri      ' 


1 1. ill,  where 


Ri    icw "   m  ill   In-  mi   hand   to   well  omi     ill 

1  ii  ml  i      -I  ill.    \    ...  i.ii .iini  Hi.     upplj  i 

attendii  Coi  u       or  dial  ly   inviti  .1   to    vi  ii    thi    head 

hei ici      ■ rn    pendenci 

1    ,■      i      ii"     Dail     i  ■  .'.  ill  i i  on 

ci  8  '.    io  am i  1 1    hi.]  ",  hi  ii  '  ompli  ti 

■  ■ill..    \    i 


556 


STREET  RAILWAY   REVIEW. 


[Vol.  XII,  No.  9. 


A.  S.    R.   A.  PROGRAM. 

Papers  will  be  presented  at  the  Ameri  Railway    \ 

convention  on  the  following  subjt 

"Registration  of    rransfers"     Brooklyn   Heights  Railn 
CD    Meenely,  lecretarj  and  treasurer 

"Benefit    Vssociations"     Metropolitan  Street  Railwaj   Co.,  ol   New 
\..ik.  by  Oren  W.  Root,  assistant  general  manage 

"Discipline    of    Employes    by    the    Merit    I  Metropolitan 

Street   K.nl ^■  I   K.in-a~  City,  by   W.    \.   Satterlee,  general 

superintendent 

"Transportation  "i   Light   Express  and   Parcel  Delivery"     Detroit 
United  Railway,  b)   ( .« •  tk<   W.  Parker,  general  express  agent. 

"The  Steam   ["urbine:    fts  Commercial  Aspect"-  K.  II.  Sniff 
Westinghouse,  Church,  Kerr  &  Co.,  New   York. 

"Sign  ban  and  Interurban  Railways"    Old  Colony  Kail- 

way  Co.,  Boston,  bj  < ..  W,  Palmer,  jr..  electrical  engineer. 

"The  Adjustment  of  Damage  Claims"    Chicago  Cit)   Railwaj   (  o., 
bj    M    B.  Starring,  assistant  general  council. 

Report    of    Committee    on    Standards:      N.    II.    Heft,    pn 
Meriden  I    Electric  K.  R.,  chairman;    I-'..  G.  Connette,  vice- 

president  and  general  manager,  Syracuse  t  N.  Y.  i  Rapid  Transit 
Holmes,  Kansas  City;  John  I.  Beggs,  president  and 
general  manager  Milwaukee  Electrical  Railway  &  Light  Co.;  E.  \. 
Newman,  general  manager,  Portland  (Me.)  Railroad  Co.;  R.  T. 
LafEn,  general  manager,  Worcester  (Mass.)  Consolidated  Streel 
Railway  Co.;  Will  Christy,  vice-president  Northern  Ohio  Traction 
Vkron,  i '. 

Report  of  committee  on  Rules  for  the  Government  of  Employes: 
Brackenridge,  general  manager  Brooklyn  Heights  R.  R.,  chair- 
man;   E  G    Foster,  general   manager  Old  Colony   Streel    Railway 
Co.;     W.    E    Harrington,    general    manager    Camden    (N.    J.)    & 
Suburban  Railway 

annual  banquet  will  be  at  the  Hotel  Cadillac,  the  association 
headquarters,  Friday  evening,  October  totli. 

Thursday,  !  i  ith,  has  been  set  apart  as  "Exhibitors'  Day." 

and  no  meetings  of  the  association  will  be  held  cm  that  day. 


ih.  banquet  will  be  held  at  Hotel  Cadillac  at  8  which 

the  installation  of  th<  i  will  be  held. 


The  papers  have  not  yet  been  assigned  to  the  different  sessions, 
Inn  other  details  "f  the  program  arc  as  follows: 
WEDNESDAY. 

Address  of  welcome  by  Mayer  W.  G  Maybury,  of  Detroit 

Roll  call. 

Invitations  extended  t..  join  the  association. 

Address  of    President. 

Report   of  e  (  ommittee. 

Report  of  Secretary  and  Treasurer. 

Appointment  of  committee  on  nomination  of  officers  and  selection 
of  next  place  of  meeting. 

THURSDAY. 
No  business  session  will  be  held  on  Thursday. 

FRIDAY. 
Report   "i   committee  on   standard  rules   for  government   of  em- 
ployes, 
Report  of  committee  on  standards. 
n. .n  nf  nfti. 

«  •  » 

ENTERTAINMENTS. 


WEDNESDAY, 
An  informal   reception   will  be  tendered  the  ladies  in  attendance 
at  the  convention  from  io  a.  in.  to  4  p.  m.  at  Hotel  Cadillac. 

\  general  reception  will  he  held  at  Hotel  Cadillac  at  8  o'clock  in 

"ing-  THURSDAY, 

The  entire  day  will  be  devoted  to  the  examination  of  exhib 
Convention   Hall. 

Thursday  evening  there  «ill   be  a   theater  party   at   the    1 
Opera  House  to  see  "When  Johnnie  Comes  Marching  Home." 
FRIDAY, 

A  trolley  ride  will  lie  given  for  the  ladies  on  Friday  morning, 
leaving  Hotel  Cadillac  at  10  a.  in.  fur  Mount  Clemens,  via  the  Rapid 
Ry.  and  We.,  returning  via  the  Shore  Line  t..  the  I 

Club,  Grosse  Pointe,  where  luncheon  will  be  served  at    1   o'clock. 
The  return  to  the  city  will  be  made  at  4  p.  m. 


ANNOUNCEMENTS. 

Badges  of  thi   a iation  will  be  honored  on  all  city  and  inter- 
urban Inns. 

Information  bureaus  will  be  established  at  Hotel  Cadillac  and  at 
Exhibition  Hall. 

The   Western    Union   and    Postal   Telegraph   companies   will    es- 
tablish offices  in  tin-  Exhibition   Hall  and  the  Michigan   Bell    l"ele 
phone  Co.  has  installed  telephone  instruments  for  the  u 
egates  at  the  hall, 

American  District  Telegraph  Co.  will  also  install  its 
chibition   Hall. 

The  p. .wit  houses  and  stot 
Hancock  and    Muni    Vves.,  in  Detroit,  and  at   Farmingto     | 
Birmingham,   Rochester,   Ecorse,   New   Baltimore,  Ypsilanti,  on  the 
interurban   lines,    will    bi    open    for   inspection   of   delegates   at   the 
iimn. 


PROGRAM    OF  ACCOUNTANTS'  ASSOCIATION. 


1  uesday,  1  let.  7,  1902. 
Meeting  of  the  Executive  Committee,  Hotel  Cadillac. 
W  .  dm  sday,  '  It  t.  B,   1902,  10  a.  m. 
Address  of  Welcome  by  Hon.  F.  A.  Blades,  Comptroller  of  the  City 

pf    I  iitn.it. 

Annual  Address  of  President 

Annual  Report  of  Executive  Committee. 

Animal  Report  of  Secretary  and  Treasurer. 

Paper:    "The    Collection    and    Reporting    of    Fares    on    City    and 

Interurban     Lines,"    by    Wm.    C.    Sampson,    treasurer.    L'nion 

Traction  Co.  of  Indiana. 
Appointment  of  Convention  Committees  on  Nominations  and  Reso 

lutions, 

Afternoon,  2  o'clock. 
Animal    Report    of    Committee    on    Standard    Material    and    Suppl) 

Accounting. 
Paper:    "The    Stationery    Store-room,"   by   J.    R.    Shun/,   auditor 

South  Jersey  Gas,  Electric  &  'fraction  Co..  Camden.  N.  J. 

No  Session  on  Thursday,  Oct  Q,  1902. 
Friday,  Oct,   to,  1902.  10  a.  m. 
Chart  of  Street    R  inks,    suggested  b)    G.   E    dlpp,   - 

auditor,  Stone  &  Webster's  Co's.,  Boston,  Mass. 
Vnnual  Report  of  Standardization  Committee. 

Afternoon,  2  o'clock. 
Report  of  Committee  on   Standard    Form    of    Report   for   Electric 

Railways, 
Report  of  Committee  on  Nominations. 
Election  of  1  officers. 
Report  of  Committee  on  Resolutions. 
Installation  of  ( Ifficers. 
Vdjournment 


OFFICERS    ACCOUNTANTS'  ASSOCIATION. 


President,  H.  G  Mackay,  comptroller  Milwaukee  Electric  Railway 
S    I  ight  Co.,   Milwaukee.  W  is. 

First  Vice-President,  C.  I..  S.  Tingley,  secretary  American  Rail- 
ways Co.,  Philadelphia,  Pa. 

See.. ml  Vice-President,  W.  B.  Longyear,  auditor  Brooklyn  Rapid 
Transit  Co.,  Brooklyn,  N.  Y. 

Third  Vice-President,  S.  G  Cooper,  secretary  Cincinnati  Traction 
Co.,  Cincinnati,  <  I. 

Secretary  and  Treasurer,  W,  B.  Brockway. 

Executive  Committee,  the  officers  and — 

\V.  I".  Ham,  comptroller  Washington  Traction  &  Electric  Co., 
Washington,  D.  C. 

F.  R.  Henry,  auditor  St.  Louis  Transit  Co.,  St.  Louis,  Mo 

Irwin  Fullerton,  auditor  Detroit  United  Ry.,  Detroit,  Mich. 

11.  1 1.  Bartlett,  auditor  Massachusetts  Electric  Companies,  ISoston, 


Sept.  20,1902.]  STREET  RAILWAY  REVIEW.  557 

OFFICERS  OF  THE  STREET  RAILWAY  ACCOUNTANTS'  ASSOCIATION   OF  AMERICA. 


i  ,  I..  S.  TIN'.l.KY. 
First  Vice-President. 


\v.  B.  I.nNiiVEAK, 
Second  Vice-President. 


H.  C.  MAI  KAY, 
President. 


Third  Vice-President. 


\V.  B.  BROCKWAY, 
Secretary  and  Treasurer. 


W.  V.  II  \M 


P.  K.  BENRY. 


IRWIN   |[|.i.i:ktu\. 


11.  DANA   BARTLETT. 


A  I1-1  of  I  Railway    Accountant 

id                             follows 
•'  ..  'Morris  W.   Hall,  Chairman 1897 


Niagai 

II.   L 
J     P. 

,W.   F. 

II.  ('. 


I  lill'fy.    Vil  1*17 

Wilson 1898 

1  laldi  rwood     1899 

Duffy 

Ham 1901 

Mackay 190a 


ADDITIONAL  EXHIBITORS. 

In  ail 

ompai 


American  Electric  Switch  ( '"..  Pittsburg. 
Allen  &  Morrison  Brake  Shoe  81  Manufacturing  Co.,  Chicago. 
Armspear    Manufacturing    1  '•>..    447    Wesl    53d    St.,    New    York, 
N.   Y. 

1 1.  B.  Camp  <'"..  Aultman,  ( ). 

Detroil    frollej  8   Manufacturing  Co.,  Detroit,  Mich, 

Dornei    ["ruck  .\   Foundry  Co.',  Logansport,  in, I. 

( '.  S.  Knowles,  7    Arch  St.,  Boston,  Ma 

Kinnear  Manufacturing  I  0.,  Columbus,  0. 

Mi  rritt  &  Co     io  1 1  Ridge    Ave.,   Philadelphia,   Pa. 

Nei n  >    1    mp  Co     I'm  burg,  Pa. 

Peckham   rrucl   Co.,  Havi  mej  er  Bldg.,  New  Vorl 

I'.im  Stephi  n  on  <  0.,  E lizabeth,  N.  J. 

■rni  (  ;n  Seal  Work  .  805  N.  Main  St.,  St.  Loui 
ird   Painl  Co.,   100  \\  illiam  St.,  New   York. 
1  State  St.,  Bo  iton, 


N.  Y. 


-1 


STREET    UAH. WAY    KIA  II. \\. 


[Vol.  XII, 


PUBUSHHD   ON    TMf    20th   OP    BACH    MONT'  . 

WINDSOR  &  KIENFIELU  PUBLISHING  Co.. 

45-47  PLYMOUTH  PLACE.  CHICACO.  ILL. 

0««L«    aDOMIl     "WINPISLO."  LONG    OIST1NCI    IHIMMI.   HARRISON    74*. 


BRANl  II  m  I  h  I  S 
N...  .vi  Cortlandl  St.,  New  Y,ok,  N.  Y. 

Electric  Bulldtng,  Cleveland,  O. 


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


AJJriu  all  Communication!  and  Remittance*  lo  Windier  J  KtnfiilJ  I'nbluhmgCo 
Chicago,  111. 


CORRESPONDENCE. 

\v.'  cordially  invito  correspondence  ou  ell  :   Interest  in  those 

engaged  In  any  branch  ol  street  rallwaj  rTork.and  vwii  gratefully  appreciate 
any  ni. irk.-. 1  copies  <>(  papers  or  news  items  our  street  railway  friends  nay  send 
us,  pertaining  cither  to  companies  of  offii 


DOES  THE  MANAGER  WANT  ANYTHING? 

If  you  contemplate  the  purchase  "t  any  supplies  or  material,  we  can  save 
you  much  time  and  trouble.  Drop  a  line  to  Tin  rbvxsw,  stating  » iiai  jrou  are 
in  the  market  for.  and  you  will  promptly  receive  bids  and  estimates  from  .ill  i he 
N-st  dealers  in  that  tine.  We  make  no  charge  for  publishing  such  notices  in  our 
Bulletin  of  Advance  News,  which  is  sent  to  all  manufacturers. 

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


VOL.  XII. 


SEPTEMBER  20,  1902. 


NO.  9 


The  "Daily  Street  Railwaj    Review"  will  be  published  al    Detroit 

October  8th,  oil).   101I1  and   nth,  and  each  number   should  be  pre 

and  Bled  for  binding.     The  "Daily"  supplements  the  n 
monthly   issues  of  the  "Review"  and   i  '.ill   be  numbered 

Mowing    iliis    issue.     The  "Daily    Street    Railway 
Review"  will  be  mailed  to  all  subscribi  [ive  them  the  first 

complete  reports  of  the  two  conventii 


As  iIh-  dan-  for  the  convei  oaches  it  becomes  more  cer- 

tain thai  the  Detroit  meetings  will  justify  the  use  of  thi 

"better  than  any  preceding  convention."     Secretary  Pening- 
!■  ni.  nf  the  A.  S.   R.   A.,  had  printed  o 
papers  and  reports  in  the  hands  of  members  over  three  wi 
the  date  of  the  meeting,  and  his  successful  efforts  in  this  ,1 
will  make  ii  p  For  the  convention  sessions  to  be  di  voted  inure 

exclusively    ti>   discussions    than    has    been    customary.      S< . 
Brockway,  of  the  Accountants'   Association,  also  arranged  to  have 
the  reports  and  papers  on  subjects  requiring  special  preparation  for 
discussion,  senl  to  the  members  well  in  advance  of  the  meeting.    We 
doubtless   appreciate   iietter   than   do   members   of   the 

■   to  be   met   iii  tints   securing   the  papers   in  advance, 
and  «  i  mr  congratulations  to  the 


II)    citj    street   railwaj  are  asked  to 

the  practice,  which  i-  now  i  universal  in  this  country,  of 

stopping  at  the  far  sidi  crossings.     Stopping  cars  on  the 

mar  -id.    of  crossings  may  at   times  be  .i   convenienc    to 

ity  of  patron-,  but   it  ha-  two  serious  disadvantages.     By  far 
the  greater  numbi  Igers  board   and  leave  ears  by  the  rear 

platform  (many  companies  in  fact  prohibit  passengers  using  the 
front  platform)  and  when  the  car  is  halted  on  the  near  side  of 
the   stn.t.  the  rear  end  is  some  rom  the  crosswalk,  the 

passenger  having  Ften  inn. Id-  id   walk 

several  yards  through  mud  "r.  in  winter,  slush  to  the  curb.  The 
principal  objection  is  the  increase  in  the  number  of  collisions  with 


ami  pi. I.  ulting   from  attempts  in  p.,--   m   front 

,r  will   stop  before  i  hi-iiii; 
ip  is   unnecessary   ami  consequi 
nut  made     I  if  the  hue  pi ciall) 

in  Chicago,  ha-  shown  thai  accidents  from  the  cause  mentioned 
can  only  In  prevented  by  having  a  uniform  rule;  thus  at  boule- 
vards  and    radr".  ilted   on   thi 

topping  on  the  far  side  also  if  I  wishing  t" 

i   at  that  point 


It  is  now   practically  certain  that  the  organization  "i  an  a 
limi  "■  ailway   manufacturers  and    supplymen   will   ' 

id  the  important    features  of  thi  onvention.      \t   . 

exhibitors  at  New  Y"rk  la  ommittee  was  appointed 

tO  disCUSS  plans    fo  I    Railway    Manufactr:  i.ttn.u." 

and  thi-  committee  ha-  issued  a  call   for  a  meeting  in  be 
Detroit  >  8th,  the  first  day  of  the  convention,  for  the  pur 

post  of  organization. 

It  will  he  remembered  that  at  the  meeting  of  the  executive  com- 
if  the    American  Street   Railway    Association  held  in   : 
ebruary,   ii    voted   "in  make   no    change    in    the    man: 
handling  exhibits."     This  action  ■>(  the  committee  was,  we  under- 
stand, intended  a-  a  rejection  of  a  plan  submitted  at  that  time  which 
was  in  substance  a-  follows:      That  the  entire  matter  of  the  exhibits 
and  convention  entertainments,  aside   from   the  banquet,  he  placed 
in   charge   of  an    association   <>r   committee    representing  the    -upply- 
iueii.  wlm   would   provide  an   exhibit   hall   at   their  own  expeii 
also  bear  the  cost  "i  the  various  excursions  and  entertainment-. 

U  i   believe  that  all  parties  in  inti  :  ly  approve  of  tin-  A.  S. 

R.  A.  executive  committee  in  rejecting  tin-  proposition  which  was 
voluntei  whom  we  do  not   know,  nut  a  mem- 

bi  i    "i    thi    imittei    appointed  by  the   supplymen  at    New   York. 

The  plan  outlined  by  those  representing  thi  Street  Railway  Manu- 
facturers' Association  contemplati  anges  in  the  relations 
hereti  fore  and  now  existing  between  the  A.  S.  R.  A.  and  exhibitors 
at  conventions,  but  is  designed  t"  relieve  the  street  railway  officials 
in  the  convention  i  ol  the  responsibilities  and  annoy- 
ances ii                 ed  upon  them,  ami  to  enable  the  exhibitors  them- 

to  handle  matters  relating  i"  the  transportation,  instal 
and  removal  of  exhibits  in  a  more   systematic  and   economical  man- 
lier. 

The    call     for    the    organization    meeting    of    the    Street    Railway 
Manufacturers'    Association   will   he   published   in  the   first   number 

'!  l.nly    Ri 


change  of  name  of  the  Union  Internationale  Permanente  de 
Tramways,   ol    Ei  includi    both    street    railways  and   light 

railways,  which  is  noted  elsewhere  in  this  Issue,  suggests  the 
propriety  ol  a  change  of  the  nami  American  Street  Railway 

Association  to  one  which  Mould  be  more  characteristic  of  the 
present  -cope  of  the  organization.  Twenty-one  year-  ago  when 
the    Association    was    organi  ed    it-    name    was    admirably 

and  it  then  represented  exactly  the  province  to  which  it-  business 
was  limited.  At  that  time  street  railway-  were  comparatively 
short    lines    built    with    Strap    rail-    laid    mi  ind    the    car- 

were  exceedingly  small,  compared  with  present  standards,  and 
were  universally  propelled  by  horses  or  mule-.  The  most  im- 
iubject  I  i  Fori  ociation  then  were  the  proper  care 
of  the  live  stock  and  of  the  stables,  hut  during  the  last  few  years 
all   lln-  ha-  '  i    railway  of  olden  tunes  ha-  prac- 

tically   ci  Ii    is   of   course    line   that    then       ri     SOIJ1 

companies   operating   cable   and    horse   railways,    which   are   mem- 
i    Imt   it   i-  now.  we  believe,  ten  year-  since 
railway-    has    been    read    at    one    of    the    annual 
meeting-:     horse    railway    subjects    haw     not     been    discussed    for 
ii   years. 
The  definition  of  a  street  railwaj  a-  given  bj    Booth  in  his  work 
on    the    "Law     of    Street     Railways"    was    a    road    "constructed    in 
streets,  whether  on,  below,  or  above  the   surface,  along  and  over 
which  ear-  are  propelled  by  animal   or  other  power  mi   fixed  tracks 
iimn  carrier-  of  passengers  for  the  convenience  and  accom- 
modation of  the  pi-  ii-    In  nit:   upon  or  near   such   highways,  and  to 
facilitate    the    transportation    of   traveler  Street    railway- 

have  always  been  distinguished  in  law  from  other  railways  by 
reason  of  the   fact   that   they   might,  in  common   with  the  general 


Sept.  20,  190a.] 


STREET  RAILWAY  REVIEW. 


559 


public,  use  the  public  highways,  while  steam  railroads  had  the 
exclusive  use  of  their  roadbeds.  Even  so  late  as  [898,  the  special 
committee  on  the  "Relations  between  Cities  and  [owns  and  Street 
Railway  Companies,"  appointed  b)  the  Massachusetts  Legislature. 
said  of  the  street  railway:  "This  is  all  the  street  railway  was  fifty 
go,  when  first  laid;  it  is  all  it  is  now. — an  improved  line  of 
omnibuses,   running  over  a    special    pavement." 

Obviously  these  definitions  fail  to  define  the  membership  of  the 
American  Street  Railway  Association  today  and  the  reason  is 
that  since  the  introduction  of  electricity  there  has  come  into  exist- 
ence a  new  class  of  roads  which  was  formerly  unknown;  these 
are  the  suburban,  interurban  and  what  are  known  in  Europe  a! 
light  railways,  on  all  of  which  electricity  i-  the  motive  power. 
The  Association  is  now  concerned  solely  with  electric  railways,  of 
which  the  strictly  urban  lines  are  by  n..  means  the  most  prominent 
111;   as  electric   suburl  interurban   railways   confined 

themselves  to  the  highways  there  was  some  propriety  in  calling 
them  "street"  railways,  but  now  thai  these  companies  organize 
under  the  general  railroad  laws  and  build  over  private  rights  of 
way  they  certainly  can  not  be  called  street  railways.  In  fact  at  the 
time  the  Massachusetts  Committee  thus  characterized  street  rail- 
ways, emphasizing  the  use  of  the  streets,  there  were  IS  electric 
railways  in  that  stale  which  in  the  aggregate  had  .?.<;  miles  of  road 
on  private  right-  of  way;  four  years  later  there  were  51  roads 
built  partly  on  private   rights  ,,f  way.  in  the  aggregate   ilS  miles. 

Vet  the  natural  affiliations  of  the  electric  railway  are  with  the 
American  Street  Railwav  Association,  and  they  have  but  little  in 
common  with  the  members  of  steam  railroad  associations.  Within 
ten  years  the  name  Street  Railway  Association  has  been  outgrown 
because  of  the  development   of  the  business 

The  "American  Electric  Railway  Association"  suggests  itself 
as  a  name  which  would  be  eminently  in  keeping  with  the  present 
of  the  organization  and  one  which  exactly  defines  its  field 
today.  Many  of  ii-  most  prominent  representatives  are  able  elec- 
trical engineers,  in  fact,  even  if  not  by  title,  and  a  perusal  of  the 
programs  of  the  annual  meetings  for  several  years  hack  will  show 
the  proceedings  to  have  consisted  largelj  ..1  papei  tnd  discussions 
on    electrical    engineering    subjeel         '    a    highly    technical    character. 

We  are  convinced  that  what  has  been  Said  concerning  the  name 
of  the  American  Street  Railway  Association  applies  with  equal, 
and  possibly  greater,  force  to  the  name  of  the  "Sited  Railway 
Review,"  and  we  therefore  make  the  announcement  that  beginning 
with  our  i.?th  volume  in  January.  IO03,  this  paper  will  lie  known  as 
the  "Electric    Railway    Review." 


At  this  time  among  the  most  important  problems  confronting  the 
men    charged    with    operating    high  -peed    electric    railway-    are    the 
on  ami  perfecting  of  tram  dispatching  and  signal  systems,  and 
minion  of  a  satisfactory  discipline  among  the  operating  Eorci 

At  the  meeting  of  the   New    York   Stale  Street    Railway   A iation 

1    paper-   ■baling   with   one  or   more  of  these    sub- 
Mr.  C    R.   Fairchild  discu  pline,   Mr.   T.    E.    Mitten 
paper  on  ear  dispatching,  Mr.  ('.  R.  Barm   .  thi   electri 

cal  expert   of  the   New    York    Rail]  on,   in   an   1 

review  of  "Accidents  on   Electric  Railroad      touched  upon  signals. 

hing  and  discipline,  a-  well  a-  accidents,  and  in  addition  a 

"Standard  Code  of  Rub-"  for  sireet   railway  men  waa   submitted. 

nninalion  of   the   program    for   the    Detroit    convention   of   the 

iation   ii    will   be   found   thai    the 
pline   and   signal-   for   urban   ami   interurban 

railwaj  and  thai  a  committee  will  re| 

Standard   Rub-."     It   i-  quite   evident    thai    the   electric 
railway   men  of  the  country   appreciate  the   importanci    of   these 
them   under  consideration. 

railwa      :' 

.   .rk  and  di-.  u--ing  thi  mended  two 

ion : 
■  ild  adopl  a  book  of  i  .11  the 

tandard   nib-.     When  the  comp  the  commi    ion   foi    a 

r<     unable    lo    fill  III    Ii    111'  III.     1 

["hen     hould  l»    a  i 

adopted  by  tins  convent immediati 

:i    '.'.  In.  h    ik 

•  .1  by  diffci 

-  buffer  and  difference  it I  ruction  of  cat  .    I  In  ' 

hould  adopt  a  standard 


slruclion  of  the  various  sizes  of  cars,  all  to  be  of  uniform  height 
of  buffer  and  uniform  construction  for  each  size  of  ear. 

Mr.  Barnes  States  that  "the  ideal  method  of  operation  on  any 
suburban  or  interurban  railroad  is  the  running  of  cars  under  a 
telegraphic  train  dispatching  system,"  although  he  says  in  the  next 
sentence  that  on  most  road-  in  New  York  this  is  impracticable,  file 
relative  merits  of  the  telegraph  and  the  telephone  for  car  dispatching 
have  been  much  discussed  of  late  and  there  is  by  no  means  gen- 
eral acquiescence  in  regard  to  the  telegraph  system  being  the  ideal 
one  or  even  the  best  one.  While  the  Hudson  Valley  Railway  Co. 
has  recently  abandoned  the  telephone  in  favor  of  the  telegraph,  it  is. 
we  believe,  the  only  electric  railway  that  has  done  s, , ;  on  the  other 
hand,  the  present  tendency  of  steam  railroad  companies  is  towards 
adopting  telephones,  the  Illinois  Central  being  one  of  the  companies 
that    considers   the   telephone   more   desirable    for   dispatching. 

Apropos  of  discipline  and  accidents  reference  should  be  made  lo 
the  strike  with  which  the  Hudson  Valley  Railway  Co.  is  now  con- 
tending. Two  motormen  were  discharged  because  in  the  opinion 
of  the  superintendent,  who  had  carefully  investigated  the  matter, 
they  bad  been  guilty  of  negligence  that  caused  collisions.  The 
union  to  which  the  employes  belonged  demanded  that  the  two  men 
be  reinstated,  and  on  ibis  demand  being  refused  declared  a  strike 
that  tied  up  the  mad  for  weeks  by  which  its  operation  is  still 
seriously  crippled.  It  must  be  apparent  that  good  discipline,  such  as 
is  absolutely  necessary  to  insure  the  safety  of  patrons,  cannot  co- 
exist with  an  organization  of  employes  si  1  unreasonable  in  its 
demands. 


This  number  of  the  "Review"  being  our  annual  "Convention  Sou- 
venir." it  is  quite  appropriate  that  a  considerable  portion  of  the 
paper  should  be  devoted  to  the  railways  in  and  about  the  convention 
city.  The  history  of  the  Detroit  United  Railway,  which  includes  not 
only  an  extensive  urban  system,  but  also  all  but  one  of  the  seven 
electric  interurban  lines  entering  the  city,  is  identified  with  more  of 
the  controverted  questions  connected  with  the  development  of  elec- 
tric railways  than  is  the  case  with  any  other  city  system.  As  a 
result  of  the  attempt  to  provide  competing  Street  railways  which 
should  charge  a  fare  of  but  ,1  cents  the  Detroit  railway  has  had  to 
confront  some  peculiar  conditions.  We  believe  that  although  the 
fare  on  some  of  the  Detroit  city  lines  is  today  but  ,<;  cents  (and  il 
must  be  remembered  in  this  connection  that  the  city  imposes  certain 
burdens  in  matter  of  paving  and  repairs  I  il  is  recognized  by  the 
public  that  a  ,1  cent  fare  will  not  enable  a  railway  company  to 
lis  lines  and  by  extensions  into  unrcmuncrati  v  c  territory 
assist    in   developing   the   suburbs  of   the   city,    which    has   everywhere 

been  so  important  a  function  of  sireet  railways. 

Smile  of  the  interesting  features  of  operation  in  Detroit  have  been 
discussed  by  Mr.  Stanley  in  In.  article  on  page  51-'.  Among  these 
.in    the  conditions  resulting  from  a  reduced  fare  at  certain  boms; 

the   congest! f   traffic   during   a    few   hours   morning   and   evening 

is  phenomenal  even  when  compared  with  the  "rush  hours"  in  other 
cities,   the  conditions   m    Detroit    being  aggravated,   because  all   in 
stitutions  employing  large  numbers  of  men    irrange  their   working 
hours  si.  thai  employes  may  avail  themselves  of  the  lower  fare  on 
the  railways. 

Mr.  Stanley  also  refet  i"  thi  transfer  question  ami  the  arrange- 
ments made  to  di  p.  11  •  ■  wiili  transfer  points  in  the  down  town  dis 

trict,  thus  avoiding  conditions  favorable  lo  the  abuse  of  the  11. 111    lei 

privilege      1  I"    experience  al    Detroit   in  the  matter  of  track  con- 
duction  .mil   rolling   stock    will   doubtless   prove   instructive.     The 

mi     ni 11 i"i   tracks  1    pronounced  highly  satisfac- 

irovided  the  foundation  be  made  deep  enough.     In  the  mi 

of  rolling    lock  il  dered  that  a  12-I h    ipen  car  33  fi    long 

1    lat i'   11. iM<  .wbii.  the  present  standard  closed  car  (as 

rged  wiib    an  . 1. up 11  v  results;  the  objections 
to  largi  1    that  too  much  time  ia  required  for  passen- 

or  leave  the  car  and  the  difficult)   the  conductor  has 
lectins;  all  thi    fan 

The  numerou     inl ban   line    centering   in   Detroit,   some  300 

hid]   irea  pi Ethel  'nitcd  Railway  systt  m,  ha  1  c  fa  1  01  ed 

elopmcnl   ol     pecial    ervices;  pleasure  riding  has  been  pro 

; f  favorably  located  pat  1     and  a    pi  cial  cat 

win.  Ii  ■    di    gned  for  thi   use  of  visitot    di   it  ing  to    11  the  citj  ha 
b  paving  venture,  and  ihe  freight  and  expn       bu  im      ot 
1 '  quired  thi  organization  ot  a    pei  tal  department  which 
is  fully  de  1 1  ib.d  ■  i  1  -  here, 


5(.o 


SI  Kl  II    RAILWAY   Kl\  IEW 


[Vol.  xii.  No  g. 


The  Artistic  Treatment  of  Electric  Railway  Line  Construction. 


IIY    II.   P.   ...II.  K. 


hi  ihe  United   S  the  earliest  Iwaya  n-inv; 

1 1n  ail  trolley   »irr~  were  not   situated  where  an  attempt  at 

design  in  the  matter  of  supports  for  these  wires  was  thought 

n    desirable,   "ii    account    of   the   extra    expense.      I  he 

double   w len   pole   span    wire  construction    was    used    in    most 

~ulinrli.ni  and  cross  country  work,  and  even  in  the  small  towns  and 


have   been   n  in   the  older  countries,  and   there  the 

long  established  artistic   standards   for  public  works  have  brought 
about  tin  development  of  ornamental  street  railway  poles,  to  a  high 
S..  much  so  that  municipalities  which  spUrned  the  Ameri- 
ca ..i  two  pole  span  wire  construction  have  allowed  the  intro- 
duction  of  electric  railways,  long  delayed,  using  the  center  and  side 


\ 


v»<«m  -t-gi^a  c..,->~  t~fi.~i 


»♦ (!^  *.«     i>. 


.....     C^ImA 


en  ii-.  these  poles  were  considered  no  worse  than  the  existing   tele 
graph  poles.     Municipal  authorities  in  t lie  thickly  settled  places  soon 
demanded  a  in.. re  durable  type,  however,  and  the  telescopic  iron  or 
steel   pole  was   brought   out   and  continues  today   most   universally 
used. 

It  was  n  discovered  that  old  world  streel  railways  were  using 

a  more  elaborati  poll  design,  ornamenting  it  in  various  ways,  and 
various  influences  wen-  brought  to  beat  upon  railway  companies  in 
this  country  t..  follow  in  the  old  world's  footsteps.  Certain  city 
developments  coincident  with  the  electrification  of  streel  railways 
favored   tliis  and   so  on  boulevards  and   street   reservations   today 


poles  with  1. racket  arms  of  an  artistic  pattern,  and  frequently 
light  fixtures  attached. 

This  difference  in  the  treatment  of  such  things  is  with  us.  I  take- 
it,  nol  due  to  lack  of  -kill  or  talent,  but  to  lack  of  apprecial 
the  finer  influences  of  such  designs,  and  to  greater  haste  in  con- 
struction for  a  short  lived  usefulness,  rather  than  f..r  everlasting 
endurance  In  the  older  countries  centuries  of  existence  seem  to 
have  brought  the  matter  of  the  architectural  adornment  of  streets 
t.i  the  point  where  nothing  has  been  all. .wed  to  interfere  with  the 
-lan. lard-  set  generations  ago,  for  the  beautifying  of  all  the  princi- 
pal show  place-  of  the  various  cities,  and  this  inherited  artistic  sense 


■     ■  itfUnA 


Bt.l.n      tbMi"J    • 


i#H.~»,«       Swfc.-»«u. 


ufa....^  .. . 


may  he  -ten  many  attempt-  at  improvement  in  the  character  of  pole 
design.     Some  of  these  are  all. .wed  to  suffer  from  wi 
or  lack  of  paint  and  repair,  and  are  burdened  with  various  im 
crossarms,  braces,  guard   wires  ■<^-\  poor  looking  wire  connections 
until  their  faults  have  bi  us  that  a  return  i 

pole  -pan  wire-  i-  considered  more  desirable  in  111  This 

i-  not  -o  e\ erywhere. 
It  must  he  confessed  that  the  efforts  to  do  this  sort  of  work  well 


i-  evei  observable  in  the  finest  work-  of  the  past  and  present  gener- 
ations, not  only  iii  buildings,  wall-,  bridges,  and  architectural  adorn- 
ments, hut  in  various  other  features  of  .1  city'-  outdoor  embellish- 
ment. To  tin-  of  course  there  are  exceptions,  hut  on  the  whole  the 
statement  i-  true,  and  we  are  constantly  being  reminded  by  people 
.•f  the  older  countries  of  our  defects  in  these  hue-.  Nevertheless, 
with  US  the  artistic  sense  1-  being  developed  and  already  there  are 
signs  that   the  germs  of  ideas  which  our  architects  and  arti-t-  have 


Sept.  20.  190J.] 


STREE  1    RAILWAY   REVIEW 


561 


long  had   stored  up   from  observation  and   Study  of  the  old   world's 
are   taking   on    forms    that    will    ultimately    influence    public 
opinion  to  the  extent  of  demanding  greater  attention  to  the  arti-tie 
lines    possible,    even    in    commonplace    things    such    as    street 
lanterns,  gates,  lights,  and  railway  poles. 

The  influence  of  our  great  expositions  is  being  felt,  especially  in 
public  buildings,  and  when  some  one  shall  exhibit  at  such  a  place 
in  connection  with  the  general  scheme,  and  in  the  most  conspicuous 


must  be  -aid  that  the  latter  is  awaj  ahead  .if  the  former,  but  the 
features  of  some  foreign  types  of  railway  are  so  advantageous  10 
the  working  out  of  ornamental  line  construction  thai  they  will  In- 
referred  to  here.  I  lie  usual  type  of  trolley  pole  or  contact  device 
used  on  top  ..I"  the  cars  there,  for  example,  i-  quite  different  from 
that  in  the  United  State-  because  of  the  extensive  use  of  double 
decked  car-  having  roof  seat-  requiring  the  pole  to  be  placed  on  one 
-ide   of   the   car    roof.      Further   than    that,   the    use    of   a    horizontal 


part  of  it.  an  example  of  the  highest  development   pos   ibli     in   Streel 
railway    construction,    together    with    all    other    street    feature-,    then 
will  there  be  an  influence  at  work  in  the  matter  of  our  streel   con 
struction  which  no  amount  of  other  illustration  will  bring  about. 

All  this  is  from  the  standpoint  of  the  artist,  eng r,  or  philan- 
thropic citizen  who  look-  at  it  with  the  eye-  of  ,,  benefactor.  It 
will  usually  be  argued  that  the  railway  manager-  are  nol  of  this 
I  thinking,  utile--  they  -ee  ultimate  profit  in  thai  course.  That 
there  is  a  profit  cannot  be  definitely  proved,  but  it  1-  generally 
I  that  attention  to  the  appearance  of  line-  and  equipment, 
tends  to  draw   people  out  and   increase   traffic,   tend-   to   mal 


swivelling  trolley  contact  i-  general  and  these  feature-  allow  the 
wire   10  be  placed   SO   far  to  one   -ide  of  the  center  of  tin-  Hack   that 

when  two  tracks  are  close  together  with  center  or  side  pole  bracket 
arm-,  these  arm-  can  be  verj  shorl  a-  some  of  the  designs  show, 
and  hence  the  artistic  treatment  becomes  easier  and  simpler.  Where 
there  1-  one  Hack,  the  problem  i-  -till  simpler,  and  the  -ide  pole 
(in.   more  decorative.      Abroad   there   1-   frequently  greater   -pace 

allowed  between  tracks  and  tin-  permits  the  use  of  centei  poles  with 
islands  about  them  which  is  more  attractive  and  protects  the  poles 
better.     The  civil   authorities  too  are  more   zealous   lor  the  public 

weal    ami    taste,    and    require    the    carrying    out    of    a    great    ileal    of 


E^C»^   ■■-■■■     ■' 


. 

from  a  glam  c  at  the  illustration 
with  u  from  phi 

I  hey  illu 

producing,     Some 

■  it l'.n.  and 

end    11 


illation    air!  d     often   n  Mini '     'I ibiualioii 

rail    1     poll       tdding   "in-  b  to  ii"    al 

In   tin     col  ■     ■        thi    'i     1     tutl in      .'' 1    lo  any   ex 

tent  influenced  by  tl live  artistii    1 f  individual  criti' 

cm  rather  ti  ill  be  1 ally  pn  ifil 

esta  of  thi    railway 
■  ompan  -  11 ical  and 


562 


STREET   K  MI.WAY   kl  A  II W. 


[Vol    Ml.  No  o. 


Mr    pole    considered    consistent    with    it-    financial     ability. 
If  authorities  .1"  require  .1  little  ornamentation,  it  la  left  t"  the 
railwaj  10  suit  it-  convenience  in  getting  that  design  and 

it  will  probabl]  either  be  done  by  n-  tnechai  man  or  some 

sick  design  of  1  manufacturer  will  be  chosen,  which  may  not  have 
tin-  mi  lit  of  being  hand  wrought  it  artistic  On  tin-  other  hand 
:m  architect   it'  employed   will   most  always  plain   ibafl 

with   unnecessary   ornamentatioa      I  in-   best    results   should 


moisture,  inaccessibility  to  painting,  ami  a-  with  ordinary  poles  the 
>undations  extending  above   surface  "i  ground  tar 
enough  t"  prevent  moisture  working  in  to  tin-  i"  ering  .ill 

pipi  ends  with  caps,  using  short  span  win-  under  ami-  for 
hangers  rather  than  long  rigid  bare  arm-,  with  no  flexibility  in  con 
nection.  With  these  points  looked  after,  there  will  l»-  no  more 
trouble  with  broken  wire-  than  on  any  ordin  ruction, 

■  enter  polo  with  short 


r^\\ 


^=^r   ^^? 


from  tin-  artistic  mechanical  engineer  who  knows  how  to  come  down 
to  the  level  of  the  pole  and  invade  the  territory  of  the  ornamental 
without  making  too  great  contrasts  or  injuring  it-  practical  value 
from  the  standpoint  of  construction,  nr  operation,  or  exceeding  the 
limit  set  upon  decoration  by  tin-  management. 

A  segmental  or  telescopic  pole  i-  nol  a  beautiful  form  by  itself, 
ami   requires   some   treatment    in   keeping    with    even   the    simplest 


arm-  are  those  at  Moscow,  Russia,  ami  Avenue  Datum-nil.   Paris, 
ami  fur  a  wide  -pan  those  at  Berlin,  Germany,  i>r  Norwich,  England, 
could   mil    be   excelled.     For  a   simple   ornamentation   with   braces 
adapted  to  the  line  of  -train,  that  mi  Commonwealth  Avenue,  B 
i-  satisfactory  from  a  practical  point  of  view. 

For  -nil-  poles  an  artistic  short  arm  construction  1-  that  at  Paris. 
anil    Evian   les    Bains,    France,   anil   at    Berlin,   while   fur  a  long  arm 


itfK 


bracket   arms   ornamentation.      The   joints,   base,   t"|i   and   junctions 
of  arm-  are  usually  ugly   point-   ni  tlment 

If  tin-  be  done  the  simpler  and  more  massive  the  arm  bracings 
are,  the  better.  The  main  point-  to  look  after  are  flexibility  in  the 
span  wire  which  carries  the  insulating  ear  or  wire  hanger,  rigidity 
under  both  the  upward  pressure  of  the  trolley  pole  ami  the  down- 
ward pull  of  the  wire  with  the  vibrations  in  both  instances,  ami 
provision  for  shocks  due  to  flying  poles,  avoidam 


type  those  at  Berlin,  at  Norwich,  England,  or  at  Boston  ami  Bir- 
mingham are  well  balanced  designs. 
In  this  country  it  will  he  admitted  11  1-  generally  impracticable 
dangerous  to  attempt  to  usi  eithet  center  or  side  bracket 
nni  poles,  ["he  -pan-  between  passing  cars  will  not  admit  their 
use,  nor  are  the  widths  oi  streets  or  location  of  track-  with  relation 
10  curbings  suitable.  But  fur  park-,  bridges,  boulevards  and 
vations  they  are  eminently  suitable  and  desirable. 


Sejt.  20.  1902.] 


STREET   RAILWAY   REVIEW. 

RECENT  STREET  RAILWAY  DECISIONS. 


563 


EPITEIi  BY  J.  L.  ROSENBERGER. ATTORNEY  AT  LAW.  CHICAGO. 


DUTY  TO  REGULA        :  APPROACHING  CROSSINGS. 


_     Street  Railroad  Co.  v.  Petters  ill].  1.  63  X.  1     Re] 
Apr.  it>,  1902. 
Ii  was  the  duly  of  the  company  ami  11-   servants,  in  approaching 
::-.  the  supreme  court  of   Illinois  holds,  to  so  regulate  the 
speed  of  it?  car?  that  collisions  with  other  persons  having  the  right 
--   such   streets  could,  by  the  exercise  of  ordinary   a 
!td. 


INJURY  TO  PASSENGER  BY  SUDD1  \  STOPPING  01    CAR 
BY  AND  TO  AVOID  COLLISION— CULPABILITY 
NTIAL  TO  LIABILITY. 


id  City  Railway  Co.  v.  Osborn   (Ohio),  63  X.  E.  Rep.  604. 

Feb.  25.   1902. 

Where  a  pass     -  railway  car  was  thrown  fro 

car  and  injured  by  the  sudden  stopping  of  tin.  car  in  an  effort  to 
avoid  a  collision,  and  by  the  shock  of  a  collision  which  was  not 
brought  about  by  the  n  i  the  company,  the  supreme  court 

of  Ohio  holds  that  it  was  damnum  absque  injuria,  a  loss  without  a 
wrong,  or  that  kind  of  damage  for  which  an  action  will  not  lie.  It 
says  that  in  an  action  to  recover  for  personal  injury  occasioned  by 
negligence  of  the  defendant,  the  plaintiff  cannot  recover  by  merely 
proving  an  act  of  the  defendant  which  was  the  proximate  cause 
of  the  injury,  but.  to  authorize  a  recovery,  the  plaintiff  must  also 
show  that  such  act  resulted  from  culpable  negligence  by  the  de- 
fendant. 


-  iRUOToX  AXli  1  IPERA  l  I'  'X  1  IF  ROAD  UNDER  AU- 
THORIZED ORDIXAX*  !    W  111.  NOT  PREVENT 
GRANT  TO  AXOTHER  COMPANY— "EX- 
TENSION" DEFINED— CONSTRUC- 
."  (if  INDEPENDl  X  1   RAIL- 
WAY AS  EXTENSION. 


ivama   Rail  t.    Inhabitant-   of   Hamilton    Township 

and  Mercer  County  Traction  Co.   1  X.  .1.   Sup.  1.  51   Atl.  Re] 
Feb.  24.  1002. 

A  -treet  railway  company,  the  supremi  of  New  Ji  holds, 

ich  right-  in  a  public  road  or  street  by  tin-  construction 

a   railway  therein   under  an  ordinance   passed   ultra 

-  beyond  the  lawful  capacity  ..r  powers,  say  of  a  township. 

as  will  prevent  the  township  committei   from  granting  permii 

ailwaj  -  in  the 
same  public  of  a  railway, 

.    ifies.il  proli  ng     ion  of  it  from  om 

mini  to  some  other  designated  point.     And  it  hold-  thai  a  gi 

.11    what    1-    lather    an    inde- 
■  railway  1-  beyond  tl  •  >  a  township  committi 

ry,  and  thi  1  l  ion,   mainti 

and  opt  ights  to  th 


.SI    INJURY 
WILLFUL  MIS<  0NDU(   1   "I    I  MPLO 


Vnn  Arl«.r  Railway  1  Mich.  1 
W 

informi  d,  afti  t  a  .  l> 
md,  on  in    n  fu 
pay   hi  'I'd    Ihl 

landed  thi 

.  on   d( 
!  th<-  rctai  In  an  altercation  win.  h 

;'k  him  and  inflicted  the  injurii      tied  foi       'I  b>- 

"mpaiiy    wa     that    it     ■  ible    !•  I 

thif  act  Of  tl  not  within'  I   In     .tilth"' 

.1  judgment 


in  the  passenger's  favor.  It  says  that  it  thinks  the  rule  relieving 
the  master  from  liability  for  a  malicious  injury  inflicted  by  his 
servant  when  not  acting  within  the  scope  of  his  employment  does 

iply  between  a  common  carrier  of  passengers  and  a  passenger, 
and  that  it  is  the  duty  of  the  carrier  to  protect  its  passengers  against 
injury  from  the  willful  misconduct  of  its  servants  while  performing 

mtract  to  carry. 


FRANCHISE   CONDITIONS   ENFORCEABLE  BY   MAN- 
D  VMUS   KG  VINST  PURCHASING  COMPANY. 


ownship   of   Grosse    Pointe  v.   Detroit  &   Lake   St.   Clair   Railway 

1  Mich.),  90  X.  W.  Rep.  42.     Apr.  22,  1902. 

In  this  case  a  peremptory  writ  of  mandamus  was  issued  by  the 
circuit  court,  on  petition  of  the  township,  requiring  the  Detroit, 
Lake  Shore  &  Mt.  Clemens  Railway  and  the  Detroit  &  Lake  St. 
Clair  Railway  to  comply  with  certain  conditions  of  a  franchise 
granted  by  the  township  to  the  first  company,  it-  successors  and 
assigns,  and  accepted  by  such  company,  which  afterwards  sold  its 
railroad,  franchise  rights,  and  other  property  to  the  second  com- 
pany. The  writ  commanded  both  companies  to  maintain  certain 
electric  lights  during  the  hours  of  darkness,  while  actually  engaged 
in  running  cars,  and  to  run  a  car  over  said  line  daily,  except  Sun- 
day, at  such  an  hour  that  passengers  thereon  might  make  con- 
tinent connection  at  the  terminus  of  said  railway  in  Grosse  Pointe 
Farms,  with  a  car  on  the  Citizens'  line,  reaching  Woodward  avenue, 
in  Detroit,  at  7  o'clock  a.  m.,  local  time.  The  purchasing  company 
ontended    that    the    writ    of    mandamus    should    not    have    issued 

linsl  11  -First,  upon  the  ground  that  the  franchise  or  license 
■  1  .1  town  board  was  a  mere  contract,  and  did  not  rise  to  the  dig- 
nity of  a  statute,  and  therefore  that  the  duty  to  perform  the  acts 
required  by  the  writ  was  not  a  duty  imposed  by  law.  but  a  mere 
contractual  obligation;  and.  second,  upon  the  ground  that  it  was 
not  shown  to  have  accepted  the  conditions  of  the  franchise.  With 
neither  contention,  however,  does  the  supreme  court  of  Michigan 
agree.  Ii  -ay?  that  authority  to  occupy  the  highway  was  derived 
from  the  statute.  The  only  limitation  was  that  the  consent  of  the 
'"'.,1  authorities  be  first  obtained,  and  when  that  was  obtained,  the 
conditions  were  a-  binding  as  though  imposed  in  the  statute.  As 
to  tin  contention  that  the  purchasing  company  was  not  liable  to  be 
proceeded  against  in  tin-  same  maimer  as  its  grantor  was,  the  court 
think-  it.  unsound.  It  says  that  the  only  right-  derived  were  by 
purchase,  it   was  true,  but   it   seems  clear  that    such  a   purchasing 

com] taki     the  road  subject  to  all  the  obligations  resting  upon 

its   grantor.        Hence,    the   court    holds    that    tin-    writ    of    mandamus 
proper!;   directed  '"  the  purchasing  company.      But  the  other 

up. iin    having  sold  out   to  it.  and  not  being  in  position  I"  com 
lily  with  the  requirements  of  the  writ,  the  old- 1   .1    to  11   was  re- 


BA<  KING  DM  l\  I  m    \\  VGON   UP   rO  CI  RB  Willi    lb  AM 

1  IN     1  R  \<  K     in    1  '1    1  IF    I  MPLI  »YES   TO   X( )  I  ICE 

CONDITIONS   PREVAILING  ALONG  TRACK 

in    1  1    1 11    MOTORM  \X    M'l'Rt  1  \t  11 

[NG  WAGON. 


Will.,  loiii.s   Wyoming  Valley    fraction  Co.   (Pa.),  51 
Atl.  Rep.  low     Maj  12,  [902. 

When  .1  deliver;   wagon  which   ■■  ■      0  con  tructed  that  the  1 

would  n"t   turn   undet    the  bed  was  backed   up  and     tood 
1  in  curb,  which  wa    12  feel  8  inchi     from  thi     treel  1  ail  way 

I    1  plat  1   "  in  "   .'  dt  livi  rj  was  t"  be  madi .  the  1 were 

I]     landing  on  the  track.      Thi    wat   the  po  iti n  which 

the  driver  quired  to  plact    hi     ti  am   to  mal  1    tht    dt  livery 

1   i'.  mi    1     in  .     1 1    that  it  was  upon  the  public 

'  ■   '    iii.   driver  bad  the  right  to  bt    and  where,  in  the 

in     dut) .  he  wa  1  r< quired  t"  be.       Ii    wa     not   .1 

plai  ■  '■'  Ian I  the  preset f  the  railway  tracks  uj 

thi     treel  did  not  m  ike  it  so       1  be  right  of  the  1  ompany  to  use 

the  trad  or  to  hi    right  to  <"  1  upy  it,  but  thi    » 1 II  1   tab 

rul<   did  not  prohibit  him   from  using  it  temporarily  for  a 


STREE1    R  MI.W.W    REV  ll-.u 


legal  i'  the  compan)  -  employes  in  chi 

indanget  In-  life,  when,  by  the  ob  il  theii  duty, 

it  could  have  been  avoided       I  lie  place  of  the  accident  was  in  the 
public  street,  where  I »■  ■  1 1 1  parties  had  a  right  to  be,  and  whei 

mi. I   to   be   on   the   lookout    for   the   other.       The 

i  the  driver  of  the  wagon  became  perilous  no)  b) 

ol  ;m  illegal  act  in  pi  ■  ■ 

ind  negligent  conduct  of  the  conductoi 
and  motorman  on  the  car,  which  he  could  not,  and  was  not  n 
to  anticipate.      li  was  not  in  evidence  that  be  saw  an  approaching 
car  when  he  placed  Ins  wagon  against   the  that   he  had 

pprehend  the  presence  of  01  he  could 

ids  and  depart       I  he  inference  from  the  fat  I 
testimony  ws  itrary.      Whether  he  used  ordinary 

and  n  ire  under  the  circumstance  I  by  the  evi- 

dence was  a  question  (or  the  jury. 

n,  the  court  says  that  the  narrow,  and  tin 

munity  was  thickly  populated.      Certain  obstructions  in  front  of  the 
property  where  the  delivery  was  to  be  made  which  nece 
backing  in  of  the  wgon  to  unload  il  on  the  prei  en  there 

(or  five  or  six  months  prior  to  the  accident,  and  the  company's  em- 
I   the  car  knew  this  fact       It  was  their  duty  to 
take  notice  of  the  conditions  prevailing  I    at  the  time 

o(  the  accident,  and  which.  to  their  own  testi 

knew,  and  to  rim  their  car  at  a  rate  of  speed  which  would  ni 

danger  the  safety  of  those  who  might  lawfully  be  on  the  track.      A 

failure  these  precautions  was  negligence.      The  undi 

fact  here  was  that  the  motorman  had  a  clear,  unobstructed 
the  team  for  a  distance  of  more  than  200  yards,  and  therefore   his 
duty    required    him    not   only    to    rim    hi-    ear    at    a    reason. il.l-. 
speed,  but  also  to  give  warning  of  its  approach  to  the  wagon,  re- 
gardless of  the  fact  that  it  was  on  the  track,  not  at  a  crossing 

place  of  danger, — where  a  collision  might  occur. — and  hence 
it  was  his  duty  to  take  the  necessary  precautions  to  avoid  an  ai 


01    PASSENGER  HOLDING  WRONG  COUPONS 
["HROUGH  MISTAKE  OF  PRIOR  CONDUCTOR— 
MEASURE  OF  DAMAGES. 


Brown  v.  Rapid  Railway  Co.  (Mich.  1.  90  N.  W.  Rep.  290.     May  8, 

I 'HI-'. 

A  round-trip  ticket  consisted  01"  ei^lu  coupons.  Four  of  these 
coupons,  colored  respectively  white,  pink,  yellow,  and  blue,  were  the 
"going  portions  of  the  ticket."  and  four  coupons,  colored  respec- 
tively blue,  yellow,  pink,  and  white  were  for  the  return  in  inverse  or- 
der. Each  coupon  contained  the  names  "f  the  stations  between  which 
it  was  good,  and  the  words,  "Detroit  to  Marine  City,  and  Return." 
and  "Void  if  Detached  from  Signature  Coupon."  The  third  con- 
ductor on  the  going  trip  di>  !  notified  the  passenger,  that 
the  previous  conductors  had  made  a  mistake,  and  had  taken  coupons 
from  the  wrong  end  of  the  ticket ;  tore  off  and  handed  him  the  first 
two  going  coupons,  and  himself  took  the  third  one.  ["he  passenger 
1  lie  could  use  the  detached  portions,  and  was  told  that  they 
would  he  accepted  by  succeeding  conductors.  On  the  return  trip, 
however,  the  conductor  in  charge  of  the  car  refused  to  honor  these 
coupons,  notwithstanding  the  passenger's  explanation  and  offer  to 
corroborate  bis  statement  by  other  passengers,  and,  on  his  refusal 
to  pay  another  fare,  expelled  him  from  the  car,  after  which  he  took 
the  next  car  an  hour  later  and  paid  his  fare,  on  the  conductor's  re- 
(u-al  to  accept  the  coupons  after  learning  of  the  other  conductor's 
action.  Testimony  was  offered  to  show  that  the  passenger  had  been 
sick,  and  suffered  a  relapse,  being  confined  to  his  bed  four  or  live 
week-  thereafter.  In  justice  court  he  recovered  a  judgment  for 
$500,  and  the  company  appealed  to  the  circuit  court,  where  a 
was  directed  in  its  favor.      But  the  judgment  of  the  latter  court  is 

d  by  the  supreme  court  of  Michigan,  and  a  new 
though  without  costs  to  either  party. 

The  supreme  court  says,  in  further  explanation,  that  the  most 
serious  inconvenience  that  the  passenger  need  have  suffered  was 
to  pay  40  cents   for  his  return  fare,   present   bis  tickets,   with  proof 

of   the   circumstances,   and   get   his   money    refunded.       lie    wi 

content  to  do  tin-.  Rather  than  lose  40  cents,  or  be  to  the  trouble 
of  asking  that  it  be  refunded,  he  preferred  to  refuse  to  recognize 
the  reasonable  rule  of  the  company.  He  refused  to  leave  the  car, 
notwithstanding  the  suggestion  of  the  conductor  that  he  pay  his 
fare,  and  have  it  refunded  later,  and  allowed  the  condui  toi   to  drag 


iniii    through    the  ide    bun    lilt    him   oil  I  he 

lupremi  which  hold  that  under 

luch  circ inductor  dot  irnil  a  wrong 

nng    from   his   train   "tie   who   ha-,   no   ticket,  and   refuses  to 

■11. 1  that  it  would  be  absurd  to  bold  that  the  conductor  must 

ike  In  garding  his  failure  to  have  an  appmpri 

the  evidence  of  fellow  pat  .1  determine 

the  mailer  11  In-  peril,  or  that  of  the  company.  oupons 

which  iger  bad  were  the  tir-i  that   ihould  have  been  de- 

■  ded    in    riding   over    the    tir-i    I 
without  detection  by  the  conductor,  and  detached  them  himself,  he 
could   have   made   the   same   claim,  or   sold   them   to   anoth 
second  use.       1  he  law  permits  these  companies  to  malt 
rules  for  their  pro  id  this  passenger  had  no  cat 

as  the  circuit  judge  properly 

held.     But,  under  thi    |  u  of  the  in 

r,  and,  under  his  declaration,  which  al 

and  us  |,i,  1  aggra- 

recover  that  ami 

p  ct  a   .  ■  1  ■  1 1  ■  1    ■  1  $500. 


ABUTTER    MAY    ENJOIN    UNAUTHORIZED    LAYINi 

UK     RIGH1    rOQUESTION  POWER— CONSTRUC- 
riON  OF  1 'i  1  MS  OF  POWER— INDIVID- 

UALS   NOT   ENTITLED   TO   CONSTRUCT 
STREET    RAILWAYS— WHAT    STAT- 
MEANS    BY    STREET 
RAILWAY. 


Allen  v.  Clausen  1  Wis  I,  90  X.  W.  Rep.  181.    Apr.  jj.  1902. 

\n  abutting  lot  owner,  the  supreme  court  of  Wisconsin  hold-,  must 

submit  without  rented]   mpensation  to  the  injury  caused  by  the 

COnstrui         1   oi  railway,  when  the  acts  are  done  within  the 

street  by  authority  of  law.  but  may  enjoin  the  laying  of  a  railway 
track    which    is   about    to    be    laid    without  authority   of   law    on    the 
1  in  front  of  his  premises. 

A   number  of  cases,   the  court   says,   have  established   the  law   in 
nsin  that  the  vacating  of  a  franchise  granted  by  the   state  can 
omplished  only  by  proceeding  in  the  nature  of  quo  warranto  in 
the  name  of  the  state,  and  that  it  is  not  within  the  province  of  a 
court   of  equity,   at  the  suit   of  a   private  plaintiff,   to  question   the 
regularity  of  the  proceedings  by  which  a  municipality  has.  under  duly 
ted   authority,   granted  a   franchise  on  behalf  of  the   state,   of 
which  the  grantee  is  in  <le  facto  or  actual  exercise  and  enjoyment. 
It  has.  however,  never  been  held  that,  where  one  attempts  to  justify 
acts  by  a  pretended  license  or  franchise  which  the  grantor  had  no 
power  whatever  to  confer,  a  court,  whether  of  law  or  equity,  can- 
not discover  that  fact  and  deny  the  claim  of  justification.      It  mat- 
ters not  whether  such  defect  of  power  rests  upon  the  state  itself  01 
upon  any  of  its   subordinate  agencies  attempting  its  exercise.      The 

tdiness  of  courts  so  to  do  has  been  evinced  in  many  cases  in  tins 
state  and  elsewhere. 

As  a  corollary  of  the  doctrine  that  the  highways  of  the  state  are 
under  the  control  of  the  general  state  government,  and  that  the 
right  to  use  the  same  for  Street  railways,  etc.,  is  by  franchise  emanat- 
ing from  the  state,  the  court  says  that  it  results  that  the  municipal 
corporations  have  power  to  make  such  grants  only  by  delegation 
from  the  state.  It  is  a  general  proposition  that  a  municipal  corpora- 
tion possesses  and  can  exercise  only  powers  granted  by  express 
words,  or  those  necessarily  implied  in  or  incident  thereto,  or  those 
essential  to  the  declared  purposes;  not  merely  convenient,  but  indis- 
pensable.     Any  ambiguity  or  doubt  as  to  existence  of  a  powi 

tolved  against  the  corporation,  and  the  power  denied.  An- 
Dthei  cardinal  rule  of  construction  is  that  the  grant  of  a  power 
under  specified  circumsl  impanied  by  defined  conditions 

or  limitation  thai    power  otherwise.       The  maxim.  "Ex 

pressio  unius,  exclusio  alterius,"  that  is.  "the  expression 
thing  i-  the  exclusion  of  another."  is  especially  controlling  upon  such 
legislation.  The  application  of  such  rules  of  construction  to  sec 
Hon  [862  of  the  Revised  Statutes  of  Wisconsin  ,,f  [808  must,  of 
course,  result  in  denial  of  powei  in  any  city  to  grant  franchise  to 
use  streets  for  a  street  railway,  except  to  a  corporation  organized  for 
the  purpose  ol  operating  such  establishment  under  the  Wisconsin 
Statutes,  or  to  persons  "who  have  a  right  to  construct,  maintain,  and 
operate  a  street  railway."  the  section  providing  that  any  municipal 
ition  or  county  may  gram  to  any  such  corporation,  or  to  any 


J02.] 


-I  REET   RAILWAY    REVIEW 


565 


such  person,  the  use  of  any  streets  or  bridges  within  its  limits.  The 
last  class  obviously  does  not  contemplate  persons  who  have  merely 
the  common  right  to  do  business,  for  to  that  end  the  quoted  words 
would  be  meaningless.  ["he  legislature  must  have  intended  to  linn; 
such  franchises  :■•  persons  distinguished  from  the  great  mass  ol 
mankind  by  the  qualifying  description.  The  descriptive  words  usee'. 
with  reference  to  the  permitted  grantees  are  well  adapted  to  segre- 
gate those  who  have  already  had  franchises  from  the  rest  of  man- 
kind. Those  who  have  not  received  such  franchise  cannot,  in  any 
nse,  be  said  to  have  the  "right  to  construct,  maintain,  and 
operate  a  street  railway."  Men  generally  may  have  the  natural  right 
to  build  and  use  a  railway  on  their  own  laud  it  on  ilia;  <>i  others 
by  their  license;  but  a  street  railway,  as  mentioned  in  the  statutes, 
•ne  laid  in  a  street,  and  no  man  has  a  right  to  either  con- 
struct or  operate  a  railway  there  without  permission  so  to  do  from 
the  state.  That  an  authorization  to  grant  such  franchises  only  to 
corporations  exclude-  any  powei  one  on   individuals,  and 

renders  void  any  attempt  50  to  do.  has  been  often  decided  by  other 
courts.  llie  reasons  lor  such  holding-  aie  obvious.  1  lie  legisla- 
ture having  created  corporation-  for  the  public  purpose  of  operating 
street  railways,  having  hedged  them  about  with  a  code  of  statutory 
regulations  for  the  safety  and  convenience  of  the  public,  and  having 
the  reserved  right  to  change  and  control  them,  even  to  destroy 
them,  may  well  adopt  a  polii  rring  i  xtraordinary  rights  in 

its  highways  only  upon  the  corporate  bodies  -o  within  its  control. 
The  court  cannot  doubt  that  such  legislative  policy  and  purpose  is 
apparent  in  the  Wisconsin  statute-,  and  that  from  the  municipal 
corporation-  has  been  withheld  any  power  to  grant  to  individuals. 
except  of  a  specified  cla-s.  franchise-  to  construct  or  operate  -tree: 
railways  in  or  over  the  public  streets. 


BUFFALO    RAILWAY    EMPLOYES'     OUTING. 


The  International  Railway  Co..  of  Buffalo,  gave  each  of  it-  em- 
a  day's  outing  this  summer.  This  annual  outing  commenced 
on  July  14th.  and  continued  for  eleven  days,  until  every  employe 
of  the  company  had  been  afforded  a  pleasant  day's  excursion  at 
Olcott  Beach,  the  company's  summer  resort.  The  men  were  di- 
vided into  eleven  different  sections,  or  groups,  each  group  com- 
prising the  employes  of  one  station,  and  it  was  planned  to  give  each 
station  force  one  day  of  freedom  from  railway  cares  and  an  oppor- 
tunity for  recreation  at  one  of  the  fines!  n-ort-  on  Lake  Ontario. 
Every  man  in  the  company's  employ  was  afforded  a  pleasant  day 
at  the  beach  with  his  wife  and  children  and  friends.  The  com- 
pany furni-)  nsportation  for  all.  and  its  records  show  that 
us  took  advantage  of  the  trip. 

The  entire  beach  and  all  of  its  amu  nircs   were  at  the 


attendance  to  furnish  music  for  the  occasion,  and  when  the  games 
|.,rts   were   over   the    Casino    was   thrown   open    for   dancing, 
while  the  children  crowded  the  merry-go-rounds  and  other  amuse- 
ment featui 

One  of   the  accompanying  illustrations   gives  a   view    of   .1   train 
carrying  a  station   force  to  the  beach.      This  train  left  the  station 


■B 

BUFFALO  RAILWAY  EMPLOYES'  TRAIN  To  OLCOTT  BEACH. 

at  8:30  a.  111..  accompanied  by  a  band  of  music  and  with  decora- 
tions living.  On  some  days  the  trains  were  17  cars  in  length,  and 
they  attracted  much  attention  from  the  stores  and  windows  as  they 
passed  out  Main  St.  on  their  way  to  Olcott  Beach.  The  men  all 
\v  ore  white  outing  caps  and  badges,  and  presented  a  fine  appearance. 
Each  day  was  voted  a  complete  success  by  the  excursionists,  and  all 
returned  to  their  homes  at  night  fully  appreciating  the  favor  which 
the  company  had  bestowed  upon  them. 

On  the  day  following  the  last  excursion  to  the  beach  the  premiums 
which  the  company  gives  to  its  employes  every  six  months  for  good 
conduct  and  for  avoiding  accidents  were  distributed  among  the  men. 
I  !n  sum  of  $15,000  was  distributed  at  this  time,  and  many  of  the 
fortunate  ones  were  made  glad  hearted  by  reason  of  full  pockets. 

The  premium  plan  inaugurated  by  this  company,  which  was  de- 
scribed in  detail  in  the  "Review"  for  February,  1902,  has  proved 
to  be  very  successful,  and  the  number  of  accidents  has  been  reduced 
during  the  present  year  by  a  large  percentage  over  that  of  former 
1  ears. 


KIOTO  ELECTRIC  TRACTION   CO. 


\    I  1  v.    01     I  III     BOl  B, 

••    thi 

company    standing    all    ■ 

id     en  'in.    I'  monad. 

. ,;   ft..       I  ...  hi  ionii  1     ..• 

ranged  a  pn  and    p""     '•■'   'hi    d»j    -'11  of  win.  1 

with    much    >  nihil' ia  11,  '•.     good    band     • 


A    new    electric   railroad    is   in   course   of   construction    in    Kioto, 

Japan,   which   is  expected  to  be  completed  and   in   operation   during 

thi   pn   .111  month,      The  road  consists  of  X1     miles  of  city  line  and 

four    mile-    of    suburban    line.      The    company    was 

chartered  in  May,  1895,  and  has  an  authorized  capi 

tal    -lock   of  $(100,000,   of   which   $362,500  is   paid    up. 

The  officers   of  the  company   arc:      Bumpei    Takagi, 

president;    Z.    Ozawa.   vice-president;    < ..    [wahashi, 

ecretary;    II.    Turuya,    treasurer;     I.    [do,   general 

manager;    Y.    Kawarabayashi,     superintendent,    and 

Ichiro  Goto,  elect!  leal  and  mechanical  engini  1 

[Tie   power    house   contains   one    i,|    \    28   \    36-in. 

mpound    condensing    engine,    buill    by    the 

\lli-  -Chalmers  1  o  hhI  t«o  200-h.  p.  Heine  safety 
boilers.  II"  generating  unit  con  u  ,,1  one  225-kw. 
Westinghou  1  machine,  in  addition  to  this  equip- 
ment then  iii-  been  ordered  this  yeai  on.  10  \  .!_• 
on,  Reynolds  Corliss  engine,  one  30-kw  Gen- 
II.  1  n  1,     generating     -el.    one    250-h,    p.     Heine 

boil.  1     .hi, 1    oh,     166  ml"    ',0,11    , mizer       1  hi 

companj  ha  |6  closed  motoi  cai  20-ft.  long  bj  6-ft 
wide,  No  trailers  an  used,  .1  they  are  forbidden 
bj   1.1".     1  in    company  builds  iti   own  can    and   1-' 

addit al  1  ai     » ill  1"   added  thii    yi  .0  to  the  1 

pan       o  illing    tocl 
1  -    iiioiuii,  ,1  on   Brill  -'i   !■'.  trucks,  and 


equipped 


■ ,    1    Hon  motoi 


illi      1  1  1. 1  k, 1 i   Saginaw,  Mich.,  hai     tied 

ihi    en.    ioi    darnagei    ,.     the   result   of  closing   thi    Genesee  Ave. 
bridgi   '•    iii.   .  ,'i    of  thi   pan)     lini 


566 


STREE1    R  \II.\YA\    \<\-\  II-  \\ 


RAILWAY   PARK   AT  OIL  CITY.   PA. 

:  ranklin  and  >  HI  being 

about  '  [tractive 

railway  park,  owned  and  operated  by  the  Citizen's    i  i  iction  Co.,  of 
i  >il  i  ■•  ik  might  indeed 

j   and  delightful  location  ha  •    led  a  tvumber 
•  •  -  >m  the  twi  ■  it  -  ground 

make  their  homi  tiring  pari  of  the  summer. 

The  park  hall  oi  which  is  open  and  diligently 

I  .in  expert  land  ner. 

I  In-  most   striking  feature  of  the  park  is  the  number  of  mineral 
springs  upon  ii-  grounds,  there  being  seven  in  all,  and  each  sending 
forth   .1   different   mineral    water.       Hie   most    remarkable  of  these 
sprmn-  is  that  known  as  the  "Boiling"  water;    tin-  spring 
up  through  black  quicksand,   is  20  ft.   in  circumference,  and  it   is 
very   interesting   to   watch   the   water   boiling   up   and   turning   the 
sand  over  and  over.     A  distance  of  only  500  ft.  from  this 
is  another  boiling  out  of  white  quicksand,  with  a  6-in.  stream.     The 
from  the  different  springs  meet  .'iml  make  a  beautiful  brook. 
winding  its  way  through  the  park.      Well-kept  flower  beds  and  elec 
trie  fountains  adorn  the  grounds,  ami  tmmocks  and 


MERRY-GO-ROUND    ^T  OIL  CITY   RAILWAY  PARK 

with    an    abundance    of    shade    add    to    the   pleasure   of   all 
visit' 

A  meat  deal  of  money  has  been  spent  to  make  the  park  both 
comfortable  and  handsome.  A  large  theater  is  fitted  with  modern 
furniture  and  seem-,  and  performances  are  given  every  evening, 
or  the  hall  devoted  to  parties  and  dance-.  A  large  double-deck 
restaurant.  59  x  00  ft.,  supplies  all  those  who  do  not  bring  their 
baskets  to  the  park,  and  here  one  may  be  as  well  served  a-  in  any 
modern  hotel  in  the  state.  Besides  this  accommodation  their  1-  a 
ded  for  those  who  bring  their  lunch,  and  a  kitchen 
is  also  provided  where  patrons  may  make  themselves  coffee  and 
cook  short-order  disl 

Another  striking  feature  is  the  electric  tower,  a  miniature  of  the 
Pan    American  electric  tower.      It  has  a  20-ft.  base,  is  112  ft.  high. 
I  with  3.000  lights  of  different  colors,  making  a  very  brilliant 
display. 

There  are  amusement  parlors  fitted  with  all  the  modern  slot 
machine  amusements;  a  band  pagoda,  where  a  good  band  plays 
every  afternoon  and  evening;  a  merry-go-round  and  a  miniature 
railway.  The  merry-go-round  is  nicely  located  under  it-  own 
house,  and  the  miniature  railway  which  makes  a  circuit  around  the 
park  just  inside  a  fine  bicycle  track,  furnishes  a  grand  amu 
for  the  children.  The  iuerry-go-round  and  miniature  railway  were 
built  by  the  Armitage-Herschell  Co.,  of  North  Tonawanda,  N".  V. 
Much  care  has  been  taken  with  these  two  features  and  they  have 
been  a  source  of  great  revenue  to  the  company.  Contrary  to  the 
usual  plan  of  covering  the  merry-go-round  with  a  tent,  this  company 
has  seen  fit  to  give  it  a  real  house,  as  shown  in  accompanying  illus- 
tration, and  from  the  enthusiasm  of  the  managers  of  the  Citizen's 
Traction  Co.  it  would  seem  that  the  managers  of  other  railways 
have   made   a   great    mistake   by   not   owning   their   own   met 


I  n    July    this    merry-go- 

louu.t  and  inini.it 
11  on  the  ur. 

In  handling  the  crowd  to  and  from  the  park  the  railway  company 
rery  little  difficulty,  because  the  work  is  done  with  sys- 
tem. 1  tipped  with  turn- 
stiles, whir.-  .dl  1  1  out  from  the  park. 
nloaded  at  one  place  and  taken  on  ai  another,  so 
that  there  is  no  rushing  over  each  other.      A  check  room  is  pro- 
vided  for  all  who  desire  the                          nd  a  charge  of   \ 
I    1  becking. 

I  In.-  police  regulation  of  this  park   1-  of  the  best, 

deputy  sheriff.      No  intoxicated  persons  and  no  spirituous 
liquors  are  permitted  on  the  ground. 

The    buildings    are    neatly    constructed    and    nicely    painted;     the 
water  work-,   which  an  in  every   way,  arc  owned  by  the 

railway    company,    and    the    sanitary    arrangements    are    pen 
every  detail. 
During  the  past   season  the  superintendent,  Mr.  J.  11.  Forebush, 
en  much  of  Ins  time  to  the  park,  and  his  efforts  have  been 
-ful  in  making  it  a  popular  resort. 


CONTEST   FOR   RIGHT  OF  WAY    IN    INDIANA. 

An  interesting  legal  arisen  between  two 

interurban  railway  companies  in   Indiana,  the  course  of  which  will 
\>r  closely    followed   bj    electric   railway   men  in   that   state,  as   the 
decision    will   give   an   interpretation   of   recent    tndiana   electric   rail- 
way legislation,      ["he  Indiana  I  ;ion,  amend- 
ed   the    electric    railway    law.    giving    electric    interurban    companies 
illy  the  same  rights  of  condemnation  as  steam  railroads  had 
previously  enjoyed,      ["he  act  provides  that  the  railway   companies 
may   enter  upon  land-  to  make  its  surveys  and  if  it  cannot  agree  with 
land  owner-   for  the  purchase  of  the  route  desired,  it  may  file  arti- 
itior  and  thus  secure  the  exclusivi  he  land 
for  the  purp                                   ion   the  circuit   court   appoin 
ermine  the  value  of  the  land  apt" 

The  facts  of  the  controversy  are  -i-  follows:  In  November.  1901. 
the  Lafayette  &   [1  i   Rapid  Railway  Co.  was  incorpi 

to   build   an    electric    railway    bet  ween   the   cities    named    in   the   title, 
■  t    a    favorable  report  on  the  project   had  been  made  by   Mr. 
Damon  of  the  Arnold   Electric    Power   Station   Co..  of  Chicago,  the 
mpany     surveyed    and    established    its    route    between 
Lafayette  and  Indianapolis,  closely  following  that  of  the  Big  Four 
railroad-     vbout  the  same  time  the  Indianapolis,  Lebanon  &  Frank- 
tction  I  o,   was  incorporated  to  build  an  electric  road  from 
Indianapolis   to    Lebanon   and    thence   to    Frankfort,    and    located    its 
line  for  fifteen  miles   1  about  half)   of  the  distance  between  Indian- 
apolis   and    Lebanon    on    the     route    chosen    by    the    Lafayette    & 
Indianapolis    company,    and    began    to    get    optional    contracts    from 
the  owners  of  lands  embraced  in  the  right  of  way  established  by  the 
Lafayette   &    Indianapolis    company.      The    Lafayette  &    Indianapolis 
company   endeavored   to  make  agreement   with   the   landowner-,   and 
failing  to  do  so  filed  article-  of  appropriation  as  provided  in  the 
Statute    referred    to    (See    St,    Ry.    Rev..    July.    1901.    p.    422 1     and 
appraisers   were   appointed    by   the    Booni     Circuit   Court.      In    the 
meantime.   Townscnd.    Reed   8    Co.,   the   contractor-    for   the   Indiau- 
tanon    &    Frankfort    company,    began    grading    over    the 
disputed    right    of    way.    completing    the    work    for    some    ten    miles. 
The    Lafayette    &•    Indianapolis    company    thereupon    brought    suit 
the    Indianapolis,    Lebanon    &    Frankfort    company,    asking 
for    a    permanent    injunction    restraining    the    latter    not    only    from 
constructing  its  road  but  form  operating  it  if  completed. 

The  question  involved,  that  1-  whether  the  company  first  sur- 
viving ami  locating  it-  route  lias  the  prior  right,  has  not  been 
decided  in  Indiana  where  railroads  are  involved,  but  the  Lafayette 
&  Indianapolis  companj  relies  upon  the  decisions  on  similar  state- 
ments of  fact  in  other  jurisdiction-  and  particularly  upon  that  ren- 
dered 111  the  case  of  the  Indiana  Power  Co.  v.  St.  Joseph  &  Elkhart 
Power  Co.  (63  N.  E.  3041.  In  this  case  it  was  held  that  a  hydraulic 
companj  organized  under  the  act  1  Burns  Revised  Statues.  1001, 
paragraph  4827)  authorizing  the  incorporation  of  such  companies. 
and  which  riles  an  instrument  for  the  appropriation  of  real  estate 
with    the   clerk   of   the    court,   as    required   by   the   act.   may   include 


Slit.  jo.  1902.] 


STREET   RAILWAY   REVIEW. 


567 


therein  and  condemn  lands  purchased  by  another  company,  incor- 
porated prior  to  the  incorporation  of  the  company  condemning  the 
land,  tor  the  purpose  of  constructing  similar  works,  but  which 
has  faded  to  file  an  instrument  of  appropriation,  even  though  the 
water  power  in  question  is  capable  of  being  utilized  by  one  com- 
pany only.  The  eminent  domain  act  under  which  this  case  was 
decided  is  substantially  the  same  .1-  the  railroad  act.  and  in  fact 
pied  from  the  railroad  act. 


PRESIDENT  S   ACCIDENT  AT   PITTSFIELD. 
MASS. 


President    R  ■   recent    New   England  trip  was    marred   by 

a  very  sad  accident  on  the  morning  of  September  3d,  while  the 
President's  party  was  en  route  from  Pittsfitld,  Mass.,  to  the  Coun- 
try Club  at  Lenox  As  the  result  of  collision  with  a  trolley  car 
one  of  the  President's  attendant-.  William  Craig,  of  the  Secret 
Service,  was  killed  outright.  Mr.  Roosevelt  and  Secretary  CortelyOU 
were  badly  shaken  up  and  more  or  less  injured,  while  the  driver 
of  their  carriage.  David  J.  1'ratt.  was  so  severely  hurt  that  for  some 
time  his  life  was  despaired  of.  but  he  i-  convalescing.  In  thi 
nam-  with  President  Roosevelt,  and  it  in-  side,  was  Governor  Crane 
of  Massachusetts,  who,  fortunatel  iped  practically  unhurt. 

The  accident  occurred  about  3' j  mile-  out  of  Pittsfield  and  about 
200    yards    from    the    1  lib.    where    were    gathered    many 

menilicrs  and  friend-  to  greet  the  presidential  party.     The  President 


THE  PRESIDENT'S  CARRIAGE  AITKk   THE  AC(  [DENT  NEAR 
PITTSFIELD,  M  \~,s 

.r    of   the    barouche    and 
Detective  Craig  was  on  the  box 
with  ti  ■  .-.  mg  the  Pn    ident'    -  arrii 

mauling    men    of    prominence,    including    Dr.    I.ung.    the      Ul 
geon  assigned  by  the  r  tmenl  to  accompany  thi 

■  re  going  at    ■   g 1   rate  of    ipeed  along   North 

id  macadam  turnpike  with  a  trolley  lin 1  it.     Iboul 

200  yard-   from  the  Country  Club,  on   the   Pittsfield     ide,   the  track 
■:■•  111  the  middle  of  th  -ft  hand  tide       ; 

tarted  down  the 
incline  approaching  ii"  I    luntry    Club   stands. 

The  driver  11    he    ipproached   the  turn 

of  the  ti  luche  would  not   slide  along 

the  rail-.     I  had  bare!)  ick  when  I 

-truck   then  . rn  the 

Mr.    R  right, 

II  and  w.i-  terribly  mangled 

.'.vii  backward  an. 
id      I  be  dr  ndered 

'!,   injured  thai  il  wi 
thing 
that    ».i  being 

thrown  to  the  right,  instead  of  thr  left, 
lit 


istic  of  the  man  that  he  thought  of  others   first,     Mr.   Roosevelt's 

injuries  were  such  that  if  received  by  a  less  sturdy  man  they  would 
have  been  pretty  serious.  A  blow  on  the  right  side  of  his  face 
caused  it  to  swell  and  the  right  eye  was  blackened,  as  in  fact,  was 
all  the  upper  part  of  his  face.  Blood  was  drawn  from  a  slight 
-cratch  on  his  cheek.  The  President  said  to  a  friend  that  he  had 
received  worse  injuries  in  foot  ball  and  polo,  and  if  it  were  not  for 
poor  Craig's  death  he  wouldn't  give  a  'nap  of  his  finger  for  what 
happened. 

After  the  accident  the  management  of  the  Pittsfield  Electric 
Street  Railway  Co,  was  severely  criticised  for  permitting  cars  to 
operate  on  the  road  while  the  President's  party  was  en  route.  Su- 
perintendent P.  H.  Dolan  of  the  company,  in  an  interview  denies 
the  published  reports  that  the  company  was  ordered  or  requested 
to  stop  running  cars  while  the  presidential  party  was  in  the  citv. 
but  as  a  matter  of  fact  operation  was  suspended  while  the  carriages 
were  passing  through  the  city  proper.  The  management,  however, 
saw  no  good  reason  why  cars  should  not  run  along  the  highway  to 
the  Country  Club,  as  there  were  many  officials  and  invited  guests 
who  had  no  other  way  of  reaching  the  club  grounds.  The  car  that 
figured  in  the  accident  was  a  special  car  chartered  by  members  of 
the  Country  Club  1"  make  the  run  to  the  clubhouse,  and  Mr.  Dolan 
states  it  otherwise  would  not  have  been  sent  out,  although  he 
-aw  no  reason  at  tin-  time  for  suspending  operation  of  cars  on  that 
line. 


NEW  ALTERNATING  CURRENT  TRACTION 
SYSTEM. 


flic  Washington,  Baltimore  &  Annapolis  Electric  Railway  Co., 
which  1-  now  building  from  Washington  t,,  Baltimore,  a  distance 
of  31  mile-,  is  preparing  to  install  a  new  electric  system  using  alter- 
nating current  apparatus  throughout. 

The   current    will    be   generated    by    three    1.500-kw.    single-phase 

lerators  in  the  main  power  station,  located  at  Hyattsville,  and 
will  in-  di-tributed  at  15.000  volts  to  transformer  stations  located 
along  the  line.  II.,.,  -,,|,  stations  will  contain  only  stationary 
transformers  and  the  necessary  switches  and  fuses,  and  will  not 
require  the  presence  of  an  attendant.  From  the  sub-stations  the 
current  will  !„■  fed  to  a  single  overhead  trolley  wire  .0  ,,  pressure 
•  if  1,000  volts. 

The  cars,  which  will  1,  iboul  60  ft  in  length,  will  be  equipped 
with  four  motors,  each  of  too  h  p.  capacity,  which  it  is  expected 
will  permit  of  a  sped  ,.  from  15  to  60  miles  per  hour.  The  mo- 
tor, which  1-  the  novel  feature  of  the  system,  is  a  variable  speed 
alternating  current  motor,  which  has  been  developed  by  the  West- 
"-1 "     Electric   &    Manufacturing   Co..    under    the    supervision   of 

Mr.   1:.  1,.  Lamme,  assistant  chief  engineer,  and  it    1     claimed  to 
characteristics  specially  adapted  to  railway  servio 

1 "'i'""'   i    "'  ,;ii-'  ovet  .1  -mall  direel  mm,,,,,  ,,,„i  running 

from   Washington   to   Laurel.    Md..   and   current   for   this    road    will 
11       npplied   by   two    jookw.    -ingle  pha-r    roi  .-„■>■    converters    local, si 

al    the   main   p0Wer   house;    ,1,,,  apparatus   is  ala 1,1       The 

'""m'"k   "'    ""'   '"■"<    '-   being   d by   the   Cleveland   Construction 

1  0,      1  h<-  officers  of  the  Washington,  Baltimore  &  Annapolis  Elec 

trie  Railway  Co.    ...        \\     11.  Lamprecht,  president,  am Mil. 

cretary,  both  ol  I  levi  land,  1 1, 

NO  3-CENT  FARES  FOR  CLEVELAND. 

t  cent    fare   railway    pro] d    for   Cleveland    Beems   to  be 

::'   de»A     John  B.  Hoefgen,  who  obtained  ..  franchise  1 e 

"""  '   '    tern  -.I    |-cen(  fare  roads  in  Clevels 

w,1"'h   "»i  ;'"'  '     da  lared   invalid   by    the  coufl       tat.     thai 

'"■  ,l"1  ""'  l"'1  1 1  inch!  t  1 are  which  were 

"'   ••  '   month,     Id  .1  cent    far  franchi  t     ■., .  n    dei  lared 

1   ""'  ''"   '  ■'  ■    '    now  before  thi     1  it     upreme  court.     Pend 
'"■   ,l,l:i'  decision  on  thi    point  the  1 ....  1  ,,i., 1  .,, 

Proposals   for  n.  |  u      i,,  ,      whicn   „,„      lni|l,,  r,|[y 


Ai|k"  I    17th  th.    -  ylindei   bead  wa    blown  oul  m  the  engine  in 

''"'  POw<  1  '""!  ■   of  thi   1  ogan  port,  R01  he  itet  &  Nortl 

'  ••    -1'1'1  no  ■  "     w  re  run  I  .  ,1,  foUowini 

the  damage  wa 


56S 


STREE1    RAILWAY    Ki  \  II  \\ 


THE   LARGEST   INTERURBAN   CAR. 


8  tit 
rion  l<  i  which  are  in  i 

..f  the  Jewetl  n  66  ft  3  in  long  .wr  the  (■iiflTt-rs 

.111.1  are,  «<  believe,  the  longest  interurban  cart  by  5  ft  evi 
l.\  any  car  buildei  c  interurba  -v-  the 

Door  framing,     ["he  side  sill  consi  m.  and 

in.  I.>nn  leaf  yellow  pun-  in  one  continuous  piece 
without  splicing,  with  a  steel  plate  between  the  sills  and  a 


□  □□□□,□  nnpn 


r^: 


•foX\-?£-fL 


<.  jii'A*.' 


■SjMJiaf  Qm/wilmew/ 


* 


FLOOR  I'l.AN  ami  ELEVATION. 

111.  steel  plate  011  the  outside,  these  being  thoroughly  bolted 
together, 

I  In  center  and  intermediate  sills  arc  3^  x  5J4  in.  long  leaf  yellow 
pine  in  one  continuous  piece  without  splicing.  The  over-truss  is  a 
truss  plank  i)  x  2  in.  yellow  pine  ill  a  continuous  piece,  securely  bolted 
to  the  side  sills.  The  under-truss  consists  of  four  ijvin.  rods  going 
the  full  length  of  the  car,  over  bolsters  and  through  the  end  sills. 
The  end  sill  is  also  plated  with  6  x  '.111.  steel.  The  bolster  is  made 
of  two  steel  plates,  8  x  Y*  and  8  x  i-in.  M.  C.  B.  type  of  construction. 

The  platform  construction  of  these  cars  is  exceptionally  strong  to 
prevent  any  possibility  of  sagging.  The  outside  platform  knees  are 
made  of  5  \  plates  with  suitable  oak  filling,  and  the  center 


■1 
drinking  fountain,  etc.,  and  also  haw  a  smoking  n 

A  special  feature  ol  the  cars  is  that  the  glass  ii  only  a8M  in,  from 
the  floor,  which  gii                   1  unobstructed  vit*  from  the  inside  and 
the  effect  of  ruling  in  an  observation 
end  oi  tin  ear  is  provided  with  "Providence"  fendei 
Van   Dom  automatic  draw    bars,      i"he  of  the  Sta 

type  and  the  rtep  openings  are  closed  with  the  Jewett  automatic  trap 
door.  The  cars  are  mounted  on  Peckham  No.  „w  M.  C  B.  trucks 
and  equipped  with  CE  No.  73  \  motoi  weight  of  the  car 

for  sen  ice,  ie  about   ;;.i<«.  II.. 
»  •  » 

CANADIAN    NOTES. 


11k  Southwestern  lr...n ..  incorporate.  al  act  ..i  the 

legislature,  has  applied  for  a  franchise  in  London.  The  company's 
charier  covers  a  main  trunk  line  from  Hamilton  through  to  Glencoc 
and  Strathroy,  a  distance  of  105  n  ing  through  Brantford, 

Paris,   \V lstock.    Ingcrsoll    and    London,    besides    thriving   villages 

every  few  miles.  It  is  the  intention  of  the  company  to  build  during 
the  first  year  some  2Q  miles  of  road  between  Ingcrsoll,  London  and 
Delaware.  The  whole  of  the  proposed  route  is  through  a  rich  and 
ferule  farming  country  with  a  population  of  between  00,000  and  100.- 
000.  The  municipalities  of  Ekfrid.  Caradoc,  Westminster  and  Dela- 
ware (covering  all  the  hue  between  London  and  Strathroy)  have 
granted  50-year  franchises,  with  free  right  of  way  over  the  public 
highways  and  exemption  from  taxes  for  20  years.  The  capital  of 
the  company  has  been  almost  entire!)  subscribed  by  local  capitalists. 
The  officers  are :  F.  G.  Kumball,  of  London,  president ;  F.  B.  Leys, 
London,  first  vice-president ;  Robt.  McEwan.  of  Byron,  second  vice- 
president,  and  A.   K.   Welch,  r.f  London,  managing  director. 

It  is  stated  that  Cleveland  capitalists  an  anxious  to  secure  the 
charter  for  the  proposed  electric  road  between  Toronto  and  Hamil- 
ton, a  distance  of  about  44  miles.  This  route  is  considered  one  of  the 
most  desirable  in  Canada. 

There  is  considerable  discussion  at  Phoenix.  B.  C,  regarding  the 
construction  of  an  electric  line  to  Greenwood. 

The  Hamilton,  Grimsby  &  Beamsville  Electric  Ry.  has  been 
granted  free  right  of  way  through  the  township  of  Clinton  for  its 
12-mile  extension  from  Vineland  to  St  Catherines,  where  it  will 
connect  with  the  Niagara,  St.  Catharines  &  Toronto  Ry. 

A    franchise   has   been   granted    for    the    construction   of  a   line   of 


i&>//j 


FLOOR  FRAMING  PLAN  OF  ....-FT.  INTERURBAN  CAR     JEWETT  CAR  <  0. 


.re  made  of  5  x  I-in.  steel  plates  extending  back  through  the 
bolster,  and  have  filling  for  bolting  the  buffer.  For  further  strength- 
ening the  platform,  two  rods  are  put  in  the  center  of  the  car.  which 
act  aKo  as  draft  rods.    The  seating  capacity  of  this  car  is  123. 

The  construction  of  the  side  of  the  car  is  such  as  to  allow  an  excep- 
tionally long  seat,  which  will  accommodate  three  passengers.  They 
are  of  the  "Walkover  type."  made  by  the  Hale  &  Kilburn  Manufac- 
turing Co.  and  upholstered  with  rattan. 


electric  railway  between  Picton.  Out.,  and  Wellington.  Mr.  M.  K. 
Allison,  of  Picton,  is  one  of  those  principally  interested. 

The  Halifax  Tramway  Co.  has  secured  the  contract  for  lighting 
the  dockyard. 

The  Canadian  Pacific  Railway  Co.  has  purchased  the  Hull  & 
Alymer  electric  road.  The  purchase  price  is  said  to  be  between 
$700,000  and  $800,000. 

The  Ottawa  &  Hull  Power  Co.  expects  to  complete  its  works  in 


Sept.  jo.  1902.] 


STREET   RAILWAY  REVIEW. 


■M-,9 


about  three  months,  when  it  will  have  developed  12.500  h.  p.  The 
construction  of  the  power  house  15  well  advanced;  five  dynamos  if 
2.500  h.  p.  each  will  lie  installed. 

Mr.  E.  S.  Harrison,  of  Winnipeg,  states  that  tenders  for  prelim- 
inary construction  work  on  the  proposed  electric  railway  between 
Winnipeg  and  Headingly.  Man.,  will  be  called  tor  immediately. 
There  will  be  four  divisions  of  -;4  miles  each. 

The  town  council  of  Cookshire,  Que.,  has  decided  to  purchase  the 
water  power  on  the  St.  Francis  River  situated  a  lew  miles  above 
Angus.  It  is  proposed  to  develop  the  power  electrically  and  trans- 
mit it  to  Cookshire,  a  distance  of  20  miles. 

An  agreement  has  been  reached  between  the  town  council  of 
Sault  Ste.  Marie.  Ont.,  and  the  Intercolonial  Transit  Co.  by  which 
the  latter  agrees  to  have  electric  cars  running  in  the  town  by  Octo- 
ber next. 

The  Montreal  Street  Ry.  Co.  has  now  completed  the  sur\ 
the  extension  of  its  line  to  Longue  Pointe,  a  10-year  franchise  hav- 
ing been  obtained  from  the  municipal  council.  The  new  line  will 
be  about  three  miles  in  length,  two  miles  of  which  will  be  double 
tracked  and  will  run  from  the  present  terminus  at  Viauville  east- 
ward along  the  river  bank  to  about  one  mile  east  of  Longue  Pointe. 

The  Montreal  Terminal  Railway  Co.  are  making  rapid  progress 
on  its  new  line  into  the  city  and  expects  to  have  it  completed  in  a 
short  time.  This  company  has  just  placed  a  contract  for  16  new- 
cars  of  a  special  pattern,  and  contemplates  double  tracking  the  line 
between  Montreal  and  Bout  de  l'lle. 

Arrangements  are  being  made  to  utilize  the  water  power  avail- 
able at  Kingston  mills  for  the  purpose  of  supplying  power  to  the 
Kingston  Street  Ry. 

The  St.  Lawrence  River  Electric  Power  Co.  has  been  incorporated 
with  a  capital  stock  of  $250,000  by  M.  W.  Beach  and  W.  J.  Red- 
mond, of  Iroquois;  Erwin  Halliard,  of  Morrisburg;  W.  11.  Meldrum. 
of  Peterborough,  and  D.  A.  King,  of  Winchester.  The  company 
intends  to  build  and  operate  an  electric  railway  from  Ottawa  to  La- 
chine,  where  it  will  connect  with  the  city  line-. 

It   i-   the  purpose  of  the  Canadian   Pacific   Railway   Co.   to  build 
an  electric  power  house  at  Fort  William,  Ont..  although  the  plans  are 
I  complete. 

The   municipalities   interested    in   the   proposed   Huron.    Bruce   & 
Grey  Electric  Ry.  arc  holding  meetings  for  the  purpose  of  discuss- 
ing the   situation.     At  the  last  session  of  the  legislature  a  charter 
granted  for  this  road,  to  run   from  Wiarton  to  Owen   Sound, 
with  branches  to  Seaforth  and  Blyth. 

An  offer  has  been  made  the  Sherbrooke  Gas  &  Electric  Co.  by  a 
syndicate  representing  local  and  foreign  capitalists  to  purchase  the 
company's  stock  at  $78.00  per  share.  The  capital  stock  of  the  elec- 
tric company  is  placed  at  $200,000,  and  the  new  company  proposes 
to  take  over  also  the  floating  debt  of  the  company,  which  is  $60,000. 
It  is  stated  that  the  new  syndicate  is  also  after  the  Sherbrooke  Street 
Ry.  and  the  Peoples  Telephone  Co.,  and  if  the  offer  of  the  syndi- 
cate is  accepted  the  three  companies  will  be  merged. 

The  Gait,  Preston  &  Hespcler  Electric  Ry.  has  been  granted  per- 
mission to  extend  its  lines  to  Puslinch  Lake,  a  popular  summer  re- 
sort 1  nd  work  is  to  be  commenced  at 

The  Schomberg  &  Aurora  Electric  Ry.  is  now  in  operation.     The 

I  extends  from  Aurora,  an  Ontario  town  tome  30  mile,  north  of 

10   Schomberg,  at  the  head   of  the   water  lake 

Simcoc,  where  it  connect-,  with  the   Metropolitan   Electric  Ry.,  thus 

securing  an  entrance  to  Toronto.  nd  yards  ai 

be  erected  at  the  terminal  near  Bond  I 

The  following  figures  showing  tl  •     foronto 

Railway  Co.   for  the  month  of  July  during   lb-  will 

be  of  int-  •  ving  the  remarkable  increase  during  thai  peri  id 

r-        •  [OOI,    Sl.V 


MODERN   CAR  WIRING. 


[»,  is  to 
.  .  great  alt<  1  ■!   improi  en  "t   the 

iway.  Gas  lb.    company  has  e 

a  landscape  gardener  from    New   England,  who  will  lay  out   entirely 
new   plant   I  ;    beds,    v.  Hiding    walks 

jnd    ornamental    shrubbery    are    to    be    introduced,    and    a    casino 
capable  Uing   1,000  guests   will   be   erected         \    large 

•I    in    front    of   lb'-    Poi 


There  are  many  places  m  car  barns,  power  shops,  and  on  both 
surface  and  elevated  trains,  where  it  is  necessary  to  employ  a  con- 
duit for  wiring  which  is  not  only  flexible  but  also  very  durable, 
being  weather  proof  and  proof  against  mechanical  injury,  and  th« 
flexible  products  manufactured  under  the  Greenfield  patents  by  the 
Sprague  Electric  Co.  are  designed  to  meet  every  requirement  of 
-.hi,  class  of  work. 

1  he  "Flexible  Metallic  Conduit"  has  been  on  the  market  a  num- 
ber of  years,  and  has  been  used  in  many  of  the  most  prominent 
public  and  private  buildings  in  this  country.  The  design  of  the 
conduit  is  such  that  while  affording  the  greatest  ease  in  bending  to 
a  curved  formation,  it  absolutely  prevents  the  possibility  of  flatten- 
ing. The  interior  is  thus  of  uniform  diameter  and  symmetrical  pro- 
portions, at  whatever  angle  the  conduit  may  be  bent.  The  amount 
of  energy  required  to  bend  this  conduit  is  no  more  than  is  required 


FLEXIBLE  STEEL  ARMORED  CONDUCTORS  I.K  u>  COVERED. 

to  Wend  .1  piece  of  new  manila  rope  of  the  same  size,  ["he  conduit 
is  composed  .t"  convex  and  concave  metal  strips  wound  spirally 
upon  each  other  in  such  a  manner  as  to  provide  thorough  ventilation 
and  also  to  afford  complete  protection  from  mechanical  and  other 
injuries. 

The  "Flexible"  steel  armored  conductors  are  a  more  recent  in- 
vention, and  consist  of  twin  wire,  surrounded  with  the  best  high 
insulation  and  covered  with  a  flexible  steel  armor,  thus  giving 
the  wires  both  electrical  and  mechanical  protection  and  eliminating 
the  necessity  of  fishing  or  drawing  111  wires.  Both  these  products 
represent  the  late-  in  the  art  of  electric  wiring,  and  reduce 

'11  to  great  simplicity.      The  "Flexible"  steel  armored  con- 
are  also  made  with  an  additional  cover  of  lead,  which  makes 
them   desirable   for   use  in   wet  or  damp  locations.       The  steel  ar- 
" Flexible"   cord   for   lamp   pendants   and   portables  are   very 
ible  for  use  in  such  places  as  engine  and  boiler  rooms,  machine 
shops,   mills,   factories,   show-windows   and  other  places   where  the 
ordianry  cord   is   impractical   or  positively  prohibited.      The  use  of 
these    flexible    armored    products    is   very    highly    recommended   by 
first-class  engineers,  contractors,  architects  and  others  who  have  to 
do  with  electric  wiring.      The  tools  required  for  working  these  flex- 
ible  products  an  few  and  inexpensive. 

Delegates  to  the  convention  in  Detroit  will  be  intere  ted  to  know 
that  over  60,000  ft.  of  "Flexible"  metallic  conduit  is  installed  in 
the  \V.i>  dc  1  ounty  Building. 

I  In ,  also  installed  in  the  I   tdillai    Hotel  and  the  late 

■    McMillan'     1  c  idi  ni  e,  Deti 

<  ■  » 

OBSERVATION  CAR  IN  CLEVELAND. 


An  observation  car  will   be  pul    in   commission  in   the  citj    ol 

pring,   which    will   make   regular   trips   through 
ihe  city   .11    ichedtlled   times,    for  the   purpose  of  giving   irisitOI      an 

opportunit)  the  cit)        lb.-  tare  will  be  25  cents  for  the  trip 

and  an  attendanl  will  point  the  1 pal  places  ol  interest  along 

0  b I  foi    this   purpose 

being  built       It   is   to  be   luxuriou  Ij    furni  bed   and   bands ly 

appointed  in 

*  ■  »       ■ — 

There  ha  en  a  great  demand  foi  po  it on  tb 

Ol  the   I   no  m    I  rai  tion  1  0.  Oi   Indiana,  and  at   ih.    pre  'lit  time  there 
■    ipplii  Ll  ion     on    lib     t"i    I...  if n .n     ..I    motormea 


51  Kill     R  Ml.W.W     Kl  \  ll\\. 


■ 


LONDON   LETTER. 


I  he  i 

inn  i..  ihi   public  whom  they  wrve  than  to  thai  other  more 

limited  public  t"  whom  thej    pi)     oi   undei  dividends. 

i-  tin-  dissatisfaction  al  pn  ~« m  finds  vent  in 

nothing   verj    prai  ablished   lines   must   oi 

d 

thankfully  with  whatever  minimum  of  dirt,  discomfort  and 

ii.  ii  w.i\  i..  j .1 . ■  \  iding.    It nt  In  ili 

let  of  short  distal  ind  suburban  traffic,  •>  change  has 

made  itself  very  distinctly  t'  monopoly  ol  the  steam 

railway  companies  has  nol  only  been  threatened  but  quite  effectually 

hed  upon,  and  the  question  of  a  change  i"  more  up  to  date 
methods  can  no  Ii  gnored  oi   postponed,    Wherever  el 

tramways  have  been  opened  between  city  and  suburl  played 

incredible  havoc  with  the  receipts  of  thi  local  steam  railway 
and  thai  obviously  nol  because  tramways  arc  in  themselves  more 
populai  oi  mon  suited  to  the  public  taste  and  needs  than  railways, 
Inn  because  tiny  an-  worked  by  electricity  ami  possess  all  tin-  ad- 
vantages thereby  implied,  ["raffle  i-  not  a  matter  of  fashion  or 
caprice,  and  with  methods  of  locomotion  above  all  tiling-  il  i-  a 
case  of  the  survival  of  the  fittest  The  electric  tramways  haw-  not 
only  invariably  tempted  away  a  public  that  until  then  had  patron- 
ized the  local  railway-,  they  have  in  mam  places  created  an  entirely 
new  pleasure  traffic  and  hav<  greatly  he!  relop  new  neigh- 

borhoods. What  ha-  been  achieved  by  electric  surface  tramways  has 
been  done  with  even  more  conspicuous  success  by  short  lines  of 
electric  railway.  Where  there  i-  am  question  of  long  tunnels  or 
underground  routes,  electric  tra  tion  is  essential  t"  ensure  even  the 
Mi  comfort  of  the  passengers.  In  the  St.  Gothard  tunnel 
it  i-  i'ii  record  that  train-  have  on  more  than  i  occasion  had  to  be 
stopped  t"  prevent  the  men  in  charge  from  being  asphyxiated,  and 
though  the  passengers  were  nol  exposed  in  the  -aim  danger-,  the 
•ended  with  very  considerable  discomfort,  linn 
i-  indeed  no  longer  any  question  that  electricity  i-  the  best  motive 
power  for  underground  and  overhead  railway-.  It  i-  interesting 
to  remember  that  Ureal   Britain  was  after  all  the  pioneer  even  in 

electric  railway  enterprise,  and  that  the  first  electric  railway  ill  the 
world  was  that  built  in  1883  between  Portrush  and  the  Giants' 
Causeway  in  Ireland.  The  rir-t  underground  electric  railway  was  the 
Citj  &  South  London,  built  in  iX<jo.  ami  the  fir-t  overhead  electric 
line  that  which  run-  along  the  dock-  at  Liver) I.  Alter  tin-  we- 
'd a-  usual  I"  do  nothing,  while  the  re-t  of  the  world  went 
ahead,  thriving  011  our  discoveries  and  learning  by  our  mishaps, 

cause  of  tin-  slackness,  it  all  circumstances  he  taken  into 
account,  ".1-  probably  very  largely  a  financial  one.  die  outburst  of 
speculation  between   1870  and  1881   led  ti  commercial  cri-is 

and  a  consequent  distrust  of  all  undertaking-  of  the  kind.  We  have 
always  had  a  tendency,  too,  in  this  country,  either  to  invest  in  consol 
or  to  bestow  our  favor  on  undertakings  of  a  Sistinctly  problematical 
character,  to  the  detriment  "i  useful  and  legitimate  industrial  enter- 
prise, which  in  many  cases  had  had  t"  go  abroad  for  capital.  Now. 
1.  il.i  di-iru-t  in  electrical  engineering  undertaking-  1-  fast 
becoming  a  thing  of  the  past,  and  we  have  lately  done  much  to  make 
up  the  leeway  we  had  l"-t.  In  1896  six  million,  were  invested  111 
iinlry  in  electric  railway-  and  tramways,  111  loot'  this  total 
had  increased  t"  twenty-six  millions,  without  counting  marly  four 
million-  similarly  invested  by  varum-  municipalities.     In   fact    thi 

boom  that  wa-  to  be  expected  I"  make  lip  for  past  inaction,  lias  come. 
I  he  Waterloo  &  City  Railway  was  opened  111  1898,  tin  Central 
London  in  1000.  The  forthcoming  electrification  of  the  Metropolitan 
mark-  the  beginning  of  an  even  more  important  era.  -nice  we  have 
lure  not  the  building  of  a  new  line,  hut  the  successful  adaptation  of 
already    c\i-tnig   i  id  in  this  direction  much  of  the  future 

"f  electric  traction  must  necessarily  lie.  The  journey  round  the 
Inner  Circle,  we  are  told,  will  for  the  future  he  performed  in  SO 
minute-  instead  of  70;  the  expenses  of  working  the  line  with  the 
new  equipment  will  he  reduced  30  per  cent,  while  the  carrying 
capacity  will  be  increased  35  per  cent. 

Prom  the  North  we  hear  the  news  of  the  electric  line  on  the  mono- 
rail system  between  Liverpool  and  Manchester,  which  will  of  course 
get  most  of  the  passenger  traffic  at  present  divided  between  three 
railways,  in  addition  to  a  great  deal  that  does  not  yet  exist,  but  will 
assuredly  come  into  being  when  the  distance  between  the  two  cities 


can  l«  1 -mated 

■  mile,  ami  th.  company  expects  to  get  a  divi- 
.1.  n. 1  .1  Mersey  1 

ted  with  tin   British  Westinghou  rl  the  hue  to 

■ion     on     the     111111     .  ontrol  \     Inn      '• 

London  .,n,l  Brighton  1-  planned  and  other-  will  rapidly  follow. 
t  if  the  existing  mam  lit  ported  to  be  considering 

tin   qui  e  Sti  am  railway-  have 

ritical    turning-point    in    thi 
springing  into  existei  iblish  electric  trac- 

tion either  on  tramways  or  on  short  line-  of  railway   between  busy 

of  commerce  and  manufacture.    Si  veral  hill-  have  lately  been 
p., --id  to  sanction  entral  power  stations 

vemeiit  industrial  center-  on  the 

-hire.  South  Yorkshire  and  South  Wale-.     Very  n  • 

crgy  will  he  available  at  various  point-  throughout  the  country  for 
traction  and   industrial   pun-  railway   companies   possess 

a  monopoly,  but  one  of  a  precarious  nature.    Will  they  avail  them- 
selves  now   of  their  unique   opportunity,  and  make  the  monopoly  a 
•  ■r  will  they  fall  victims  to  the  fatal  mistake  made  once 

befoi ur  industrial  histo  own  opponents? 

The  town-  winch  in  thi  fused  to 

countenance  the  building  of  the  new  lines  through  their  territory,  cut 
themselves  off  from  the  main  line  of  traffic  and  business,  and  in 
-pite  of  all  subsequent  effort-  t  lost  ground,  impaired  their 

prosperity   forever.     The  railway-  which   111-i-t  on  closing  their  eyes 

possibilities    that    lie   before    them,    are    very    likely   to    -utTer 
the  same  fate.  D.  X.  1 1. 
#  »  • 

RIVALS  FOR    MARYLAND  FRANCHISE. 


An  interesting  trolley  war  1-  bung  earned  1  1  between  the  Elkton 
&  Chesapeake  City  Electric  Railway  Co.  and  the  Cecil  &  Kent  Elec- 
tric Railuav  Co.,  for  a  franchise  to  use  the  county  roads  from  the 
Delaware  state  liro  sapeake  City,  a  distance  of  nine  miles. 

Two  year-  ago  the  Elkton  &  Chesapeake  company  obtained  a 
franchise  for  tin-  road  from  the  County  C  immissioners  of  Cecil 
County,  hut  no  attempt  has  since  been  made  to  build  a  road  be- 
tween these  point-  Recently  the  Cecil  &  Kent  Electric  C 
tioned  the  commissioners  for  a  franchist  for  the  same  route  and 
offered  a  cash  deposit  as  a  guarantee  that  the  r,.-,,l  would  he  com- 
pleted within  eight  months.  The  counsel  for  the-  former  company 
contend  that  a  franchise  already  given  cannot  be  revoked,  a-  no 
time  was  fixed  in  it  for  the  completion  of  the  road.  The  new  com- 
pany -late-,  however,  that  if  the  commissioners  grant  it  the  right 
of  way  it  would  give  the  people  of  Cecil  County  a  direct  trolley  line 
from  Philadelphia  m  Galena,  passing  through  Wilmington,  Newark 
and  Elkton.  The  commissioners  have  taken  the  matter  under 
consideration  and  action  on  the  franchises  ha-  been  deferred  for 
a  time. 


LEVIS  COUNTY   RAILWAY. 


A    in                       railway    i-    in    course    of    construction    in    Levis 
County.   Can.,   which    will    connect    Levi-.    St.   Joseph,    Bienville   and 
St.   Roinuald,  which  i-  on  the  St.   Lawrence  River,  directly  opposite 
1  In   company's  car  Kirn,  located  at  St.  Roinuald.  i-  nearly 
completed.      It  .1-  a  substantial  brick  structure  having  two  towers  on 
the  from,  facing  the  river.      The  sub-station  oi  the  road  ha-  been 
completed  for  some  tune,  and  the  machinery  for  this  building,  which 
i-   made  by  the   Bullock    Electric    Manufacturing   Co,     of    Cincinnati, 
i<   already   on   the   ground.        1  hi    power    for   operating    the    road   has 
contracted   for   with  the   Canadian   Electric  Light  Co.        This 
will  he  transmitted  at  a  pressure  of   10.000  volts.      The  pole  line 
ha-   been   completed    for   the   greater   part    of   the   route,  and   all   the 
overhead   material   i-  on  hand  and   will  be  put   in  place  as  soon  as 
idbed    i-    completed,    which    i-    expected    to    be    ready    during 
the    present    month.         The   company    has   completed    a    private    tele- 
phone system  on  it-  Inn-  which  is  already  in  opera 
»  ■  » 

The  Birmingham  (Ala.)  Railway,  Light  &  Lower  Co.  has  built 
a  new  car  barn  and  i-  busy  connecting  the  new  building  with  its 
tracks  and  overhead  system.  The  new  track-  which  are  being 
laid  down  may  also  be  used  by  some  of  the  interurban  cars  to 
reach  the  center  of  the  city. 


Suit.  jo.  1902.] 


STREET  RAILWAY  REVIEW 


571 


NEW   YORK  STATE  STREET  RAILWAY  ASSO- 
CIATION  MEETING. 


The  twentieth  annual  meeting  of  the  Street  Railway  Association 
of  tin-  Slate  of  New  York  was  held  at  the  Fort  William  Henry 
Hotel,  Caldwell,  N".  V..  on  l.ak  nc-day  and  Wednesday, 

Sept.  o-io,  [902.  About  -hx)  delegates  and  supply  men  were  in  at- 
tendance, and  the  character  of  the  papers  and  the  d  the 
ideal  location  on  Lake  George  at  the  gateway  of  the  Adirondacks, 
and  the  cordial  hospitality  extended  by  the  officers  ot'  the  Hudson 
Valley  Railway  Co..  all  combined  to  make  this  one  of  the  mosl 
valuable  and  enjoyable  conventions  ever  held  by  the  New  York 
State  Association 

The  opening  session  was  called  to  order  at  11  a.  m.  Tuesday 
morning  with  President  G.  Tracy  Ropers  in  the  chair.  After  the 
preliminary  order  of  business,  a  paper  was  presented  on  "Accidents 
on  Electric  Railroad-,''  by  C.  R.  Harm-,  electrical  engineer  t.i  the 
New  York  Board  of  Railroad  Commissioners. 

The  paper  was  fully  discussed,  and  was  followed  by  a  paper  pie- 
pared  by  Judge  J.  11.  Daly  of  New  York,  general  counsel  for  the 
Metropolitan  Street  Railway  system,  and  dealing  with  the  legal  a- 
pects  of  accidents.  The  afternoon  session  convened  aboul  .t  o'clock. 
the  first  order  of  business  being  tie  reading  of  President  Roger's 
annual  address.  In  bis  paper  President  Roger-  a-  usual  gave  an 
elaborate  and  exceedingly  valuable  review  of  street  railway  matters 
and  development  in  New    York  -tale. 

This  was  followed  by  the  presentation  of  tin    Executivi    Commit- 
■    annual    report,   and   the   treasurer'-   rep. irt    which    showed    the 
New  York  Association  to  be  in  excellent  condition,  both  .1-  regards 
membership  and  financial  affairs. 

The  following  papers  were  read  and  thoroughly  discussed:     "Sup 
ply  House  Methods,"  by  A.  C.  Tully.  purchasing  agent  and  general 
keeper  of  the  Metropolitan  Street   Railway   System;   "Power 
House  Accounting."  by  R.  E.  Danforth  of  Rochester;    "Discipline," 
by  C.  B.  Fairchild  of  New  Y"ork;    Report  of  Committee  on  Rules. 

Owing  to  the  lateness  of  the  hour,  discussion  of  the  report  of  the 
mittee  on  Rules  was  postponed  until  the  Wednesday  morning 
on. 

The  Wednesday  morning  session  was  called  to  order  in  good 
time,  and  the  standard  code  of  rules  suggested  by  the  was 

made  the  first  order  of  business.     After  considerable  discussion,  it 
decided    to    merely    di-cus-    these    rule-,    and    a    1.    olution    was 
•d  to  the  effect  that  all  the  member-  of   the  association   be   re- 
red  to  make  written   suggestions  to  the  committee,   within  30 
':  member  company  to  have  the  privilege  of  suggesting  new 

rules  or  modifi,  cd  bj  the  committee     The 

Rules  was  instructed  to  consider  all  thi   e  suggesti 
and   report   to  the   Executivi    Committee   within  .to  day-  after  the 

ration  of  the  tir-i  ,<o  days  : Ii    ol  dying  as  far  as 

receh  ed.     1  he   E        iti  1    Committei 
given  authority  to  promulgate  and  distribute  the  committers 

:i  read  on  the  following  subject       "Di  patching," 

by    i  n  of  Buffalo;    "Rei .al  of  Snow   and    lee.''  by   W.    B 

maintenance  'if  way  of  the  Metropolitan  system  of 
r  Removing  Snow    md  Ice,"  by  R.  H.  Dan 
istant    manager    of    thi  1     Railway    Co.;      "Signal 

v    I.    V    P  era  I  manager  of  the  Hudson  Valley 

Ry, 

n  read  letters  and  telegrams  of  regret  from 

man  way  and   Supply  men   who  were   unable  to  I 

n  nominal  ii  ting  ol  Mi  Fasset,    Ulen 

Milieu,  presented  the  following  I1-1  of  officers  for  the  ensuing 
ing  unanimously  adopt., 1      iv  lident,  G.    [*t 

Roe 

urer. 

H.  ■•     York.  :      G.    T. 

II.    II,    Vreeland;     W.    I  I.   Nicholl    ..1 

and    J     I  ■  r    of    Brooklyn. 

!     Ely   and   ..ill.  1    . 

of  the  II" 
\',-,i'  ntion  ad 


EN  1  ER  l  UNMKN  I'S. 

Several  pleasant  trips  and  outings  were  arranged  by  the  Hudson 
Valley  company,  these  including  a  drive  for  the  ladies,  trip  up  Pros- 
peel  Mountain,  and  a  steamboat  ride  on  Lake  George.  The  usual 
banquet  was  held  at  Fort  William  Henry  Hotel,  and  was  attended 
111  150  guc-ts.  For  the  first  time  at  any  banquet  of  the 
New  York  Slate  Association,  the  ladies  were  invited  lo  partake  of 
the  dinner,  and  this  feature  was  pronounced  by  all  to  be  a  very 
capital  idea.  Mr.  Colvin  made  a  very  willy  toastmaster,  and  kept 
the  diner-  111  happy  mood  by  In-  unique  introductions  when  present- 
ing the  various  speakers.  Among  those  who  responded  to  toasts 
were  Messrs.  Vreeland,  O'Connor,  Cole,  Dale,  Stedman,  Powers  and 
Ely. 

Music  was  furnished  by  an  excellent  orchestra,  and  to  add  to 
the  informality  of  the  occasion  card-  were  passed  around  bearing 
the  word-  of  the  various  popular  airs  rendered  by  the  orchestra,  and 
between  courses  the  guests  joined  in  singing  the  popular  songs. 


PRESIDENT  ROGERS'  ANNUAL  ADDRESS  BE- 
FORE THE   NEW  YORK   STREET    RAIL- 
WAY ASSOCIATION. 


In  behalf  of  the  Association  and  the  Hudson  Valley  Railway 
Co.,  whose  guests  we  are.  it  gives  me  great  pleasure  to  extend  a 
I  early  welcome  and  cordial  greeting  to  yon  all.  We  assemble  upon 
1I1  occasion,  following  a  year  of  general  thrift  and  prosperity.  This 
i-  indeed,  fortunate,  a-  without  ibis  condition  of  affairs  disastrous 
results  to  the  business  interests  we  represent  might  have  ensued. 
inasmuch  as  the  summer  months  just  passed  ilhe  harvest  season  ..I 
street  railways,  particularly  those  of  -mailer  cities  and  inleriu  ban 
luu- 1    have  proved  the  most   unseasonable,   stormy  ami  disagreea 

hie    the    country    has    ever    experienced.    .1    fact    probably    SO    plainly 

manifest  to  you  all  that  even  a  casual  allusion  1..  the  unfortunate 

condition  of  affairs  is  not  necessary,  I  consider  it  proper  lo  con 
gratulale  the  street  railroad-  of  the  State  upon  llie  excellent  -bow 
nig  made  under  'be  adverse  conditions  that  have  existed. 

When  llii-  year  in  the  life  of  ibi-  Association  is  completed,  two 
decades  will  have  passed  -nice  its  birth  and  one  ha-  but  lo  review 
the  published  proceeding-  of  the  twenty  annual  conventions  lo  com 
prebend  the  wonderful  changes  which  have  taken  place  in  the  street 

1. nlio.nl  world  during  that  lime.  What  the  next  two  decade-  will 
unfold  lo  11-  i-  difficult  to  predict.  During  the  first  ten  year-  of 
the  Association's  existence  the  principal  topic  of  discussion  at  these 
meetings  was  that  "f  the  care  of  horses  and  mule-.  During  1  lu- 
last  decade  each  succeeding  meeting  has  proved  a  series  of  im 
portant  and  instructive  surprises  in  the  new  and  advanced  ideas 
pn  ented  affecting  streel  railways,  their  development,  advancement 
11.!  betterment.  Instead  of  a  few  hours  devoted  to  the  business 
proceedings  of  the  meeting,  now  the  greater  portion  of  two  days  is 
insufficient  to  cue  propel  consideration  to  the  many  subjects  of 
practical  interest  that  could  be  profitably  considered.  In  the  early 
of  the  Association  the  number  of  different  op, ■rating  compa- 
nies  in    New    York    CitJ    alone    was   almost    equal    I"   the    pi  e-enl    mini 

bet    ol    road     throughout   the    tate,  and   the  number  of  organiza 
each  city  was  in  the  same  relative  proportion,  each  charging 
five-cent   fare  over  their  respective  lines,  requiring  a  day's  travel 

and  a  pocketful  of  nickel-  to  reach  a  distant  point  in  a  large  city. 
Truly,  what  a  wonderful  change.  To-daj  there  i-  hardly  a  city 
which  hat   111,0,    lb. 1 mi, any  and  in   many  cases  the  one  coin 

pan]     ei   1  onlj   to  u-  own  city,  but  many  of  tin-  surround 

ing  cities,   towns  and    villages.      I    "0  longer   moved   by   hoi    , 

,,r  mule  power,  and   in  place  of  tbe  boblail   car-  running  over  tracks 

1  "i    1    tringei  and  a    trap  rail,  we  have  ai  pn  enl  palatial 

lighted,  heated  ami  propelled  by  electricity,  operated  over  an 

I '  n  I.      Now.  m   in  ,11 1,    ever;    citj    one  may  travel 

noin  ,.11,    point   I,,  . ,11, , iii,  1   .md  ovei   different  line-  foi    on,-  five 

entirely  to  the  general  nan  1,1  ij  tern  adopted  within 

the  la  irs,   md  1 n  olidation  or  lea  • . 

Wen    wi   i"  review  in  detail  the  evolution  •>!  the  itreet  railroad 

methoda  during  the  pa  1  twentj   veat    and  con  idei   what  has  been 

mpli  hi  .1  in  'i"    11,01.  1  -1  both    treet   railroad  propi  1 1 1   1  and 

the  publii    dining  that  period,  the  time  of  tl •■  would  be 

more  than   full  ipied      Wi    are  now,  without   doubt,  thi    best 

and  mo  1  highl]  organized  industrial  body  in  the  bu  im      world 


STREET   K  \II.\Y.\Y   REVIEW. 


[Vol.  XII.  No.  9. 


own  lines  within  I  village  in  which  n  ».i< 

system  being  practically  unknown.    11km   propertii  rned  b) 

.1   few   local  nun.  who  were  usually  officers  of  the  companj 
day  the  public  •«  n^  the  ttreel  railroads,  the  stoi  nds  arc 

held  fot  investment  bj  .ill  classes  of  nun  and  financial  institutions. 
I  In-  men  in  charge  of  ilu  pi 

employed  or  I  Iheir  fitness  and  ability  i"  manage  the  prop 

erties  in  the  interest  of  the  stock  and  bond  holders  and  to  serve 
the  public  as  the  ostensibli  1  the  property. 

perplexitii  of  :i   successful   managemenl   cannot 

be  understood  bj  the  people  al  large,     rhej  rtunately,  too 

read)  and  willing  to  denounce  the  managemenl  of  a  road,  when  the 
cause  of  th<  impany's 

control. 

appreciate  the  efforts  made  by  a  street  railroad 
company  in  11-  behalf?  apparently  not,  when  compared  with  the 
and  mule  car  days  when  the  captious  public  and  press  had 
hull'  or  nothing  to  say  in  the  way  of  criticism  or  fault  finding,  and 
public  franchises  were  dealt  out  by  municipal  officials  for  the  ask- 
ing.  ()n  the  contrary,  with  the  broad  development  and  ini 
transportation  facilities  provided  by  the  up-to-date  street  railway 
systems,  and  notwithstanding  the  companj  1-  striving  to  serve  their 
best  interests,  often  at  a  loss  financially,  the  people  generally  an-  too 
ready  to  denounce  them  as  graspin  dishonest  and  anxious 

for  it-  own  interests  alone.  This  spirit  i-  shown  in  .1  more  pro 
nounced  way  when  the  company  seeks  any  courtesy  i>r  extension 
<>f  franchises  at  the  hand-  nf  the  public  authorities.  It  i-  then 
that  our  requests  are  viewed  with  suspicion  and  criticised;  we  are 
subject  to  all  forms  of  abuse,  inconvenience  and  loss  of  time  and 
money,      ["his   should  not   be,   as   railro  da   not   ask    for 

franchises  or  grant-  mile--  they  are  needed  to  better  subserve  the 
comfort  ami  accommodation  of  tin-  people,  a-  i-  clearly  shown  when 
these  advanced  ideas  are  put  into  practice;  it  is  then  that  the  public 
realizes  more  fully  the  benefit  it  derive-  .1-  .1  result  of  the  company's 
efforts  in  i:-  behalf.  Franchises  are  only  valuable  to  the  extent 
that  they  may  he  made  !■•  serve  the  people.  It  is  the  high  State 
of  development  of  street  railroading  of  to-day  that  has  given  life 
ami  value  to  these  franchises-  that  ha-,  so  to  speak,  created  them. 
There  is  no  public  serving  corporation  more  important  to  a  com- 
munity than  a  street  raill  pli  are  dependent  upon  it  in  all 
walks  of  life.  There  should  he  more  sympathy,  than  now  exists. 
1  railroad  and  the  public  and  this  must  come  from 
the  people.  In  nearly  all  cases  the  street  railroad  is  striving  to  meet 
the  public  requirements,  and  tin  situation  is  not  benefited  by  the 
adoption  of  drastic  laws  and  ordinances,  ostensibly  for  the  welfare 
of  the  public,  but  which  are,  in  their  ultimate  effects,  antagonistic  to 
both  railroad  and  public. 

The  electric  road  is  so  important,  not  only  to  the  cities,  but  to 
the  development  of  the  country  at  large,  that  its  growth  should  he 
assisted  and  not  impeded  or  retarded,  either  through  adverse  pub- 
lic criticism,  by  curtailing  of  franchises,  by  the  imposing  of  burden- 
some taxation  or  by  the  press,  which  too  often  caters  to  public 
clamor,  inviting  and  exciting  public  hostilities  for  sensational  pur- 
poses. The  science  of  transportation  is  the  greatest  study  of  the 
day. 

It  is  unnecessary  for  me  to  attempt  to  call  public  attention  or  the 
attention  of  the  del  e'l  e  assembled  to  the  enormous  work  that 

is  being  done  by  the  electric  railroads  in  the  improvement  of  social 
conditions  and  the  augmentation  of  values  and  populations.  The 
civilized   world   has  alreadj  1    it-   value — for  the  electric 

railway  ha-  taken  IS  one  of  the  economic  factors  in  all  of 

the  countries  of  the  globe.  Where  communities  have  been  isolated 
by  topographical  conditions,  electric  roads  have  made  it  possible. 
so  to  speak,  to  give  freedom  and  expansion  to  the  people  by  mak- 
ing other  areas  of  land  accessible  for  both  residential  and  commer- 
cial uses  and  occupation — by,  in  fact,  annexing  the  adjacent  terri- 
tory. Factories,  extensive  manufacturing  plants  and  villages  have 
grown  up  in  waste  places  as  well  as  outlying  cities  and  these  have 
been  made  tributary  to  commercial  and  shipping  centers.  While 
farmers  and  cultivators  of  market  gardens  have  found  readier  ac- 
.•       for  marketing  their  products. 

A  phase  of  the  usefulness  of  the  electric   street   railway,  of  its 


power  •  in  the  direction  of  building  up  the  moral,  as  well 

.1-    I  In     physical    health    of    iln-    people,    1-    the    opportunity    that    i- 
a (forded    for   outings   and  entertainment    to   the   tired    worker  and 

uly     whether    he    be    a    worker    of    tl, 
ih,    farm.     For  him  the  interurbon  railway   especially   afford-   tin- 
ner   present    opportunity    for   a   cheap  and   health   giving    ride   amid 

fields,  w I-  and  pleasant   scenes;    and  -till  more  i-  this  not 

where   the  companj    maintains  a   pleasure  park,  a   casino,  or   per- 
haps   a    vaudeville    entertainment    a-    an    adjunct    to    the    railway 
In   nc.arlv    all    ■  that    I    know    of.   where   -uch   an 

additional  attraction,  of  a  strictly  moral  nature.  1-  maintained, 
the  investment  ha-  been  more  than  satisfactory  and  in  many  cases 
Man)  of  these  resorts  have  been  built  upon  a 
decidedly  elaborate  scale.  Bui  even  if  there  be  no  pleasure 
resort,  the  outing  itself  is  an  invigorating  ride  and  a  means  of 
entertainment  a-  well  a-  a  promoter  to  the  health  of  the  mind-  as 
well  a-  th,-  bodies  of  the  people.  I  may  indeed  -ugge-t  that  in 
1I11-  regard  the  trolley  ride  proves  a  moral  factor  also,  by  draw- 
ing people  away  from  basei  resorts  within  the  closely  built  and 
summer-heated    cities. 

Ii    1-   my   belief  that   in   the  near  future  the  -team   road-  will   -eek 

ownership  or   a   closer  alliance   with   electric  lines   which    will    serve 

feeders   to  them,  a-  1-  illustrated  by  the  acquisition  and  exten- 

COnstftlCtion  of  road-  by  tin  New  York,  New  Haven  and 
Hartford,  and  other  steam  railway-.  The  advantages  of  -uch  an 
alliance  to  both   parties  are   numerous  and   cannot    help   but 

benefit  to  the  public  and  property.  The  recent  decision  by  the 
Court  of  Appeals  in  the  -nit  brought  by  the  Hudson  Valley  Ry. 
10  compel  the  Boston  S  Maine  railroad  to  make  a  physical  con- 
nection of  their  track-  and  tO  interchange  freight,  in  which  the 
court  held  that  the  legislature  of  the  state  ha-  recognized  electric 
railways  a-  a  part  of  the  transportation  system  of  the  state,  ami 
that  traveler-  and  shipper-  of  freight  are  entitled  to  the  benefit 
of  all  the  facilities  provided  for  in  the  article-  of  incorporation 
of  transportation  companies  a-  well  a-  the  duties  imposed  b)  the 
railroad  law  of  the  -tali.  The  court  after  stating  that  the  -team 
railroads  have  become  great  arteries  over  which  the  greater  part 
of  the  commerce  of  our  country  i-  carried,  -ays:  "It  ha-  not 
been  considered  profitable  or  practicable  for  -team  roads  to  be 
constructed  to  every  village,  hamlet  or  productive  district  in  the 
country.  This,  however,  i-  being  rapidly  accomplished  by  the 
numerous  electric  road-  that  are  in  process  ol  construction  or  are 
contemplated.  By  their  means  the  farmer  and  mill  owner  and  il1 
merchandise  vendor  in  distant  place-  may  be  able  to  reach  the 
-team  roads,  and  through  them  the  great  market-  of  our  cities, 
with  their  merchandise  and  products  and  in  this  way  one  road 
may   become   the   feeder   and   distributor    for   the   other." 

It  can  readily  be  seen  that  the  court  does  not  consider  the  two 
classes  of  roads  antagonistic,  but  the  electric  road  is  rendering 
a  service  that  both  the  steam  road  and  the  people  alike  require. 
In  many  cases  the  steam  roads  have  recognized  our  usefulness 
and  have  welcomed  a  connection  with  our  tracks,  realizing  that 
transportation  begets  transportation,  and  that  development  pro- 
line. -  freight  and  through  passenger  travel.  This  fact  is  illus- 
trated by  the  development  of  the  Hudson  Valley  Ry..  which  com- 
pany has  adopted  largely  -team  railroad  methods  of  construction 
and   operation. 

In  my  opinion,  the  progressive  interurban  electric  road  must 
adopt  the  best  methods  of  both  the  steam  and  electric  railroads. 
In  our  construction  of  roads,  outside  of  cities  and  village-,  we 
are  now  building,  to  a  great  extent,  on  our  own  right  of  way. 
with  double  tracks,  and  in  many  instances  in  conformity  to  steam 
railroad  principles  of  construction.  In  a  number  of  cases,  steam 
and  electric  service  is  now  carried  on  over  the  same  rails  and 
road-bed. 

The  great  activity  in  electric  railroad  building,  which  surpasses 
the  most  sanguine  expectations  of  a  few  years  ago.  is  in  a  large 
measure  accountable  for  the  falling  off  of  the  increase  of  new  mileage 
by  the  steam  railroads  of  over  fifty  per  cent  between  1890  and  1900 
as  compared  with  the  interim  between  1880  and  1890.  When  a  steam 
road  is  requested  to  give  additional  train  service  by  the  public,  the 
public  is  often  met   with  the  reply,  "another  train  won't  pay."     By 

i licy  they  do  not   stimulate  travel.     The  electric  road  doesn't 

wait  for  business  but  goes  after  it,  and  the  result  is  that  when  it 
taps  a  territory  of  an  existing  steam  railroad,  it  increases  the  rides 


Sept.  20,  1902.] 


STREET  RAILWAY   REX  IEXX 


573 


per  capita  per  anuum  many  fold  over  what  they  were  with  the  steam 
road*.  This  is  largely  due  to  lower  fares  and  more  frequent  service. 
The  cordial  relation  existing  between  the  steam  railroads  and  street 
railways  of  this  state  is  a  matter  of  favorable  comment  and  con- 
gratulation, and  makes  possible  a  great  deal  in  the  way  of  develop- 
ment and  interchange  of  business  from  which  the  general  public 
inherit  an  untold  benefit  that  would  not  be  available  if  this  friendly 
relation  did  not  exist. 

I  may  here  be  permitted  to  call  attention  to  the  prevalence  of 
harassing  and  expensive  litigation  through  damage  claim-. 

Many  bills  are  introduced  each  year  in  the  legislature  in  the  inter- 
est of  the  Negligence  Lawyer,  more  commonly  known  a-  the  "Ambu- 
lance Chaser."  Each  year  they  become  bolder  in  their  legislative 
demands  and  to  such  an  extent  that  they  have  fallen  by  their  own 
weight  and  accomplished  little  or  nothing.  In  the  large  cities  their 
methods  are  no  better  than  the  highwayman  who  uses  more  violent 
means  to  accomplish  his  purpose.  The  legal  profession  has-been 
seriously  compromised  by  this  class  of  lawyers.  Equally  prominent 
in  fomenting  litigation  is  the  doctor  who  recommends  bis  particu- 
lar friend  as  a  lawyer  and  not  infrequently  is  a  -barer  in  the  unfair 
percentage  wrongfully  colleen. 1  out  of  the  company's  treasury.  In 
this  connection  I  might  state  that,  in  my  opinion,  no  better  claim 
agent,  especially  for  the  smaller  mail,  can  be  secured  than  the  honest, 
upright  company  surgeon,  who  at  all  times  works  in  the  interest  ol 
the  company.  Juries  are  often  biased  and  easily  prejudiced  by  unfair 
counsel.  They  do  not  hear  the  insidious  entreaties  of  the  -bark 
or  his  agent  to  be  allowed  to  bring  the  case  upon  a  basis  oi 
50  per  cent  and  often  larger.     Some  very  good   work  has  been  done 

of  late  in  exposing  their  method-  and   it    is   to  be  hoped    with   g I 

results.  As  the  law  now  stand-,  a  suit  can  be  brought  for  ten 
dollars ;  the  company  must  either  -ettle  or  stand  an  expensive  liti- 
gation and  take  its  chance-  on  the  fairness  of  the  jury.  In  my  opin- 
ion, a  large  percentage  of  this  speculative  litigation  of  the  "hold  up" 
class  can  be  overcome  by  proper  and  just  legislation.  1  am  aware 
that  tl.e  Court  of  Appeal-  of  our  -tate  has  approved  in  general  lan- 
guage of  agreement-  between  lawyer-  ami  iheir  clients  whereby  the 
former  should  receive  a  percentage  of  the  recovery  for  their  pro- 
fessional services.  However  fair  'hi-  may  seem  to  be  in  those  case: 
where  the  amount  i-  fixed  in  the  contract  or  promissory  Hole,  I  am 
unalterably  of  the  opinion  that  this  course  of  dealing  should  nol  be 
allowed  in  -nit-  for  personal  injuries,  but  'hat  on  the  contrary,  the 
aid  be  one  fixed  by  statute  or  by  a  competent  authority  to 
pa--  equitably  on  cases  of  this  nature.  The  sharing  in  thi  recovers 
whereby  the  counsel  becomes  a-  much  interested  financially  as  the 
client  in  the  recovery  i-  a  condition  to  be  deprecated  by  all  right 
minded  persons.  I  In-  1-  exactly  what  congress  has  found  it  neces- 
-ary  to  do  ami  ha-  done  by  legislation  in  the  casi  -  of  the  compensa- 
tion which  attorneys  arc  allowed  to  collect  for  services  in  pension 
claims  against   the  government. 

I  will  also  call  your  attention  to  the  injustice  of  the  present  law 
whereby  an  action  can  be  brought  againsl  11-  in  an  accident  case  any 
time  within  three  year-  without  giving  notice.  We  and  the  individual 
or  other  corporations  arc  entitled   I  ideration    m   tin-. 

ow  given  to  the  municipalitie  .  whereby  notice  1 
required  of  the  accident.  This  question  ha-  been  before  the  Icgisla 
lure    for  a   number  of  years   and    1    belii  ve    it    1      the    dul 

member  of  the  .-.  0  strenuou  I)    urge  law  l» 

emedy  this  evil.     In  my  opinion  hould 

rrnincd   effort    10    have    a    law    passed,    to    the    end 

thereby  in  a  degree  Hemming  the  tide  of  unjust,  speculative 
litigation   which   is   so  rapidly  increasing 

mutual    benefit    association    to   generally    inaugurated    on    our 
•ill  continue-   to  be  of  untold    ..due  10  all.     The  plan  of  fur 

inl  'bib  ro  tep  in  thi 

n;    too  much  interest  cannot  be  taken  in  endeavoring  to 
the    standard    of    our    men    and    looking    after    their    comfort       b] 
elevating  them  to  a  higher  degree  of  efficiency  and  improved  di  1  ip 
line. 

■  ntitnt-nt  and  enthusiasm  of  the  employ  toward  hit  work  has 

Ul    do    willi  ..1    railroad    iban    mo 

1  with  the  publii   than 

he    op.  T. III. .11    depends    largely 

upon  tl  ompany  to  [Tie  din  iplini 

1  importai  •  1  rail 

rked  improvement  in  the  'las,  .,1  veil 


on  our  roads.      This  improvement  has  been  brought  about,  not  only 
through  care  in  selecting  the  nun,  bin  largely  by  the  conditions  we 
urrounded   them   with,  and  this  class  of  men  must  haw  just 
and  fair  treatment 

A  number  of  street  railroads  are  refusing  10  continue  carrying  the 
mails  at  a  loss.  1  have  referred  to  the  fact  in  my  previous  report 
that  the  rate  paid  per  car  mile  for  the  transportation  of  the  mails  is 
insufficient  to  meet  the  expense;  at  the  present  rate  we  are  simply 
liaying  for  the  privilege;  some  step  should  be  taken  to  have  this 
injustice  corrected. 

The  unfortunate  recurrence  of  some  half  dozen  severe  and  fatal 
accidents  within  the  present  summer  brings  to  the  members  of  the 
association,  in  the  most  forcible  manner,  the  ever  present  obliga- 
tion of  ceaseless  care  and  vigilance  in  the  management  and  opera- 
lion  of  their  respective  roads.  It  is  a  simple  matter  to  lay  down  a 
formula  for  the  "prevention"  of  such  accidents,  but  so  long  as 
human  nature  is  fallible,  railway  accidents  can  never  be  wholly  pre 
vented.  I  be  most  that  can  be  done  is  to  minimize  the  risk  or  possi- 
bility of  accidents.  You  all  know  what  elements  of  care,  of  pru- 
dence, enter  into  this  consideration— substantial  construction,  com- 
plete equipment,  good  discipline,  and  last  of  all,  but  of  the  highest 
importance,  constant  inspection  and  accountability.  When  due  atten- 
I1..11  is  given  to  these  four  elements,  accidents  will  be  very  rare,  and 
then  will  only  occur  through  the  failure  of  the  human  elements.-  - 
the  forgetful  inspector,  the  careless  motor  man,  the  confused  car  dis- 
patcher, or  the  incidents  of  storms  or  other  unavoidable  occurrences. 
We  ovve  11  to  the  public,  as  well  as  to  ourselves,  and  to  the  reputation 
of  industrial  and  mechanical  intelligence,  that  every  safeguard  which 
nee.  caution  and  liberal  expenditure  of  money  affords  shall 
be  apj  bed  to  the  carrying  on  of  our  several  enterprises. 

The  Standardization  of  equipment  for  electric  railways  is  a  subject 
which  is  year  by  year  engrossing  more  closely  the  attention  ..I  both 
operating  officers  an.l  manufacturers,  ami  it  is  only  necessary  for  me 
lo  say  here  that  it  is  a  matter  worthy  of  fullest  consideration.  Its 
effect  will  be  to  facilitate,  as  well  as  cheapen  maintenance,  to  improve 
practical  operation,  and  to  a  large  degree  add  to  the  safely  oi  mi 
patrons. 

I  ihould  consider  myself  derelict  if  I  did  not  make  a  brief  allusion 
to  the  excellent  work  performed  by  the  committee  appointed  to  pre 
pare  a  standard  code  .,i  rule-.  We  all  appreciate  (bat  this  is  a  dil'ti 
cult  proposition  1..  handle  I.,  the  entire  satisfaction  of  all  parties 
but  I  feel  confident  tli.it  the  vast  amount  of  time  and  thought  devoted 
lo  the  report  that  will  undoubtedly  be  submitted  at  this  meeting  will 
be  productive  of  beneficial  results. 

1  am  al-o  gratified  by  the  large  number  of  supply  men  thai  are 
always  in  attendance  at  our  annual  meetings,  as  they  not  only  add 
I.,  the  numbers  but  1..  tin-  interest  of  the  occasion,  and  the  pleasant 
interchange  "f  social  intercourse  between  the  street  railway  officials 
and  the  men  with  whom  they  deal  cannot  help  but  prove  beneficial 
in  many  ways. 

I  lake  pleasure  in  staling  that  the  predictions  made  in  my  last 
year's  report  regarding  the  street  railway  development  of  greater 
New  York  and  the  continued  advance  in  reconstruction  of  horse 
lines  iii  the  older  city  "f  New  York  have  been  fully  carried  out  and 
Ibe  general  interests  "f  (be  citizens  thereof  greatly  subserved.  Thai 
very  noteworthy  improvement,  the  construction  of  the  subway  ill  the 
New     York,    is    progressing    and    has    now    reached    a    Stage 

irhen    70  1 ml  ol  the  con  truction  iv.uk  i    completed,  ami  upon 

reliable  official  informal 1  -.in  prepared  to  state  that  the  work  is 

i.m.  up  to  expectations  and  that  the  contract  tot  equip 

1     ilding      'i'      ■.!. ■  all   made  predicated  upon  beginning  opeia 

lion  of  a  portion  of  the  road  to  al  leas!  145th  street  on  the  Wesl  Side 

and   to   1.15th     Heel   and  Lenox  avenue  on  the   East    Side  by  January 

... 1      ibe   rapid   Iran  il   proposition     .-ems  still  to  be  in  an 

.  ml,  1  van.      ml.    ..      1. 11    .1      furnishing   a   complete    System   of   trans 

1.  t"i  the  chief  engineer  of  the  subway  frankly 

concedi    thai  the  present  construction  will  not  be  adequate  to  satisfy 
met he  citj 

["he  el.       ted  roads  in  old  New  Vork  slill  continue  to  carry  on  Ibr 

ol  improvement,  and  the  introduction  of  a  third  rail     1  tent 

on  .1       I"..     1    well  advanced,  while  the  facilities  furnished 

the  publii  bj  thi  improvement  are  plainly  noticeable, 

1  d    -ui  .111.  mi. .11  to  the  1 1 1 1  i  1 1  1  .1.  ..  iminat iona  in 

1  '     La  ■■.    h I"  1  •  i.v   we  are  taxed  one  pet   1 1  nl 

earnings  and  othet  public    ervina  corporations  Day  bui 


574 


STREET   R  \II.WAV   RE\  IIAV. 


[Vol    Ml. 


i  in.      |  in~  thai    merit!  your 

thoughtful  ion  and  action. 

In  thi  mi. .11  the  unjusl  burden  mi 

Invent  of  the 
Ford  Francl  iw.     I  shall  not  attempt  .1  detailed  argument 

of   the   situation,    which    remains   practically    unchanged    sin 

,11011  .,1'  certain   figures  .i"'l    statistii  -   by   me  as 

i. in. .11  at  the  hearing  before  the  Governor  ••!' 
1  tn -  Si. ui  on  Ma)  11.  1809;  suffice  11  1..  saj  that  one  hundred  and 
,.m-   Btn  ci    railroads  operated   by   mechanical   traction   Mil. 

mitted  reports  to  the  state  for  the  year  ending  June  .in.  1901  ;  sixty- 
one  showing  .1  surplus  f..r  il  tj  showing  a  deficit.  01  the 
il  1*  shown  by  the  com]  ■  1  New 
York;  of  the  ..in-  hundred  and  one  companies  bul  sixteen  di 
dividends,  three  of  which  showed  a  deficit  after  so  doing  ami  which 
arc  included  in  the  sixtj  one  roads  mentioned  a*  showing  a  surplus. 
\n  enormous  amount  of  monej  1-  invested  in  the  street  railways 
.,f  this  -lair,  a  large  percentage  of  which  was  sunk  in  the  deprecia- 
tion of  values  ami  in  demonstrating  the  practicabilit)  ol  electrical 
traction,  the  benefit  of  which  the  public  al  large  ha-  inherited  ami 
for  which  the   state  under  the   Ford   Franchise   Lav.    now   a 

[mi   public  corporations  should  pay  their  full  ami 
just  measure  of  taxation  none  will  deny,  bul  thai  any  discrimination 
ihould  In-  made  against  them  -imply  because  the)  an-  public  corpora 
linn-  1-  unjust  ami  unfair. 
The  most  serious  annoyance  ami  handicap  the  street  railroads  of 
te  have  suffered  since  the  introduction  of  mechanical  traction 
is  the  burdensome  ami  perplexing  question  of  pavements.     II 
cral  slate  law  regarding  the  proportion  of  expense  to  be  borne  by 
-treei  railwa)   com], aim-  i-  one  of  the  old  methods  of  horse 
railroading  handed   down  of   which   we  are   unable  to   rid  ourselves. 
The  exorbitant  demands  made  upon  us  in  tin-  respect  are  a  coi 
menace  not  only  to  the  financial  interest   of  the  -mailer  roads  of  the 
-late  but  the  larger  ones  as  well.     Fortunately  the  legislature  of  the 
state  recently  modified  the  law  slightly  whereby  the  smaller  munici- 
and   street    railroad   companies  can   now    fix   by   contract  the 
amount  to  he  paid  by  the  company.     This  is  only  a  step  in  the  right 
direction  ami  the  mod  icat  on  should  apply  to  all  cities.     That  we 
tied  to  -till  further  legislative  consideration  in  the  pavement 
no  -treet  railroad  company  which  ha-  suffered  the  burden- 
some taxation  under  the  law   a-  it  now    exists  will  gainsay. 

In  closing  I  esteem  it  a  pleasure  to  briefly  allude  to  the  general 
usefulness  of  our  association,  which  has  been  so  clearly  and  fre- 
quently demonstrated  in  the  past,  especially  from  an  operating 
standpoint  The  annual  meetings  have  proved  fruitful  and  profitable 
and  1  firmly  believe  that  the  properties  we  represent  ami  public 
interest  as  well,  have  been  greatly  subserved  by  the  presentation  and 
discussion  of  the  many  subjects  of  practical  interest  Notwithstand- 
ing the  past  enviabli  ird  of  the  association  there  i-  a  still  broader 
field  oi  loped  which  can  only  be  completely  ac- 
hed by   every   -treet    railway   company   of   this    -tale   becoming 

Bed  with  the  association  and  its  work. 


CAR   DISPATCHING  ON  INTERURBAN  LINES. 


BY    THOMAS    E.  MITTEN,   GENERAL    MANAGER    INTERNATIONAL 
RAILWAY  COMPANY,  BUFFALO,  N.  V. 


Since  the  introduction  of  high  speed  electric  service  between  cities, 
there  has  been  a  great  1  or)   method  of  car  dis- 

patching on  interurban  lines.  So  many  lines  of  this  description  have 
been  constructed  within  the  pasl  few  years,  either  independently  or 
in  connction  with  existing  city  systems,  thai  the  subject  has  become 
one  ,,f  common  interest;  there  has,  however,  up  to  the  present  time. 
been  apparently  little,  if  any.  concerted  action,  the  management  of 
each  road  having  adopted  some  method  designed  with  a  view  of  meet- 
ing the  particular  requirements  of  the  line  to  which  applied.  Theoret- 
ically, the  ideal  system  would  be  thai  controlled  by  an  automatic 
block,  operated  independent  of  trolley  circuit  and  absolute  in  its 
action,  which  would  permit  of  but  a  single  car  ..r  train  upon  a  ei 
tion  of  track  at  one  lime.  Up  to  the  present  time,  such  a  system  ba- 
llot, to  my  knowledge,  been  satisfactorily  worked  out  as  applied  to 
electric  lines.     Experiments  with  electric  signals,  operated  in  con- 


•K.-ii.l  at   the  animal  CO  f  the   New   York   State   Sir,  ■  i    Rail 

way    Asaoi  '  I  '.'-!".    UW 


men, ,11   with  the  trolley  circuit,  haw  been  made   from  time  to  time, 
and  some  hue-  are  now  being  operated  relying  almost  entirely  upon 
forded   by    such  rhis   practice,   however. 

seems  to  Ik-  confined  10  the  shorter  In 
operated,  the  1.  lulls  obtained  not   teeming  to  haw  been  such  a-  t.> 

warrant  il  idopliton. 

In  the  operation  of  the  longer  and  more  important  line-,  where 
high  -peed-  are  attained  and  car-  run  with  greater  frequency,  the 
disposition  1-  rather  111  the  direction  of  following  steam  railway  prac- 
"I  11  would  seem  that  much  might  l»  gained  by  a  careful  study 
of  the  system  in  general  use  by  -team  railway-  representing 
doe-,  t'  1  much  thought  ami  many  year-'  experience.    The 

accidents  occurring  on  interurban  lines  have  -hown  that  a-  v., 
nearly   approach    the  -peed  of   steam    railway   train-,    we  become  cor 

respondingly  subject  to  the  same  da--  of  accidents.    It  would,  there 

fore,  appear  that   we  should  make  our  rules  looking  to  their  preven 

m    a-    nearly    a-    may    be    practicable    10    those    which    the 

-team  roads,  by  long  use,  have  found  most  effective. 

Believing  thai  the  solution  lie-  in  tin-  direction,  the  writer  has,  for 
some  year-  past,  been  endeavoring  to  perfect  a  system  which,  while 
closely  patterned  after  -team  rail  v..  <r  flexibility 

ami  can  be  simplified  I"  eoiif, 1111  to  the  requirements  of  the  line  and 
service  to  which  applied.  I'm  1.  1  the  system  referred  t,,,  a  printed 
time  table,  containing  the  running  schedule,  meeting  points,  and  all 
rub-  necessary  to  a  proper  understanding,  1-  provided,  a  copy  being 
d  to  each  nioiornian,  conductor  and  such  other  employe-  as  are 
interested  therein. 

Trains  are  of  two  da  ular  and  extras. 

Regular  tram-  are  given  a  number  and  -hown  ..11  time  table,  and 
.in  designated  b)  a  corres] ling  in  a  conspic- 

uous place,  on  fronl  and  rear  of  train  by  day,  and.  in  addition,  a  red 
light  at   cither  end  of  Irani  al   night. 

Extra  train-  can  occupy  main  Irack  only  upon  written  order  from 
the  dispatcher,  and  are  designated  by  a  green  letter  "X"  by  day  and 
green  light  at  night. 

Regular  tram-,   having  a    second   section   following,  carry   in  a.l.b 
lion  to  their   red  number  or  red  light   signal,  a   white   -igu   worded 
"Car  following"  by  day  and  a  while  light  at  night. 

Irani-,    running    in    Sections,    are    required    to    keep    .l.ixxi    ft 
by  day  or  5.000  ft.  at  night   or  during    f,  ■  nher  when   running 

al    speed,    distance    and    -peed    being    correspondingly    reduced    when 
approaching  meeting  points. 

Extra  trains  are  required  to  be  in  on  siding  to  clear  al  lea-l 
five  minutes  before  a  regular  train  i-  due. 

\   red  Hag  and  a  red  lantern  are  carried  on   from   platform  at  all 
limes,  lanterns  to  In'  kept  lighted  at  night  and  during  foggy  v, 
ready  for  immediate  use. 

Train-  which  are  disabled  in  the  vicinity  of  curve-  where  vision 
is  obstructed,  are  required  to  be  immediately  protected  by  conductoi 
(using  red  ilag  by  day  and  red  lantern  at  night  1  proceeding  at  least 
1.000  ft.  in  the  direction  from  which  danger  may  be  expected. 

Under  ordinary  condition-,  where  no  unusual  delays  are  encoun- 
tered, tins  time  table  is  found  to  be  all  lb  -ary. 

A  dispatcher  1-  located  at  a  central  point,  who  by  telegraph  or  tele- 
phone issues  the  necessary  orders  under  prescribed  form.  when. 
owing  to  the  operation  of  extra  car-,  or  unusual  delay,  such  an'  found 
to  be  necessary. 

Operators,  or  receiving  agent-,  are  maintained  at  certain  stations  on 
the  line  for  the  purpose  of  copying  and  delivering  train  orders  to 
passing  cars. 

When  receiving  an  order,  the  operator  or  receiving  agent,  makes 
liner  copies  on  manifold  paper,  the  original  is  retained  by  him,  tin 
duplicate  and  triplicate  being  passed  to  the  motorman  and  conductor 
t,.  whom  addressed 

A-  soon  a-  the  operator  or  receiving  agent  receives  an  order,  by 
telephone  or  telegraph,  he  at  once  repeal-  it  back  to  the  dispatcher. 
who.  at  that  time,  copies  it  into  a  book  of  permanent  record,  the 
order-  being  numbered  by  Inn  el)    commencing  with  No.  1 

at  12  a.  m.  each  day. 

I  be  plan  described  affords  protection  to  both  the  front  and  rear 
..f  trains,  the  complete  time  table  representing,  in  a  concrete  form, 
the  method  which  has  been  satisfactorily  used  for  nearly  two  years 
upon  a  -ingle  Irack  line  over  thirty  miles  in  length,  where  at  times. 
the  pal  iiiircs  the  operation  of  the  largest  number  of  car- 

iible  at  a  maximum  speed  of  45  miles  per  hour. 


Sept.  20,  1902.] 


STREET  RAILWAY  RF.YIEW. 


575 


ECONOMICAL   METHODS  FOR  REMOVING 
SNOW    AND  ICE.' 


!!Y  K.  K.  DANFORTH,  ASSIST  \XT  GENERAL  MANAGED   ROCHESTER 
RAILWAY  1  OMPANY. 


Those  of  u*  who  an-  connected  with  railways  in  northern  and  west- 
ern New  York,  find  our  "greal  problem"  in  handling  snow;  that 
of  removing  il  from  our  track*  to  allow  for  the  passage  ol  car*,  and 
often  in  keeping  open  cuts  between  small  mountains  of  haul  wind- 
packed  snow,  rather  than  that  of  carina  for  it  after  we  have  I 
it  up  along  our  lines.  We  congratulate  our  more  fortunate  brethren, 
who  not  only  live  where  a  milder  winter  climate  prevail*,  but  who 
are  furnished  with  so  ample  an  equipment  of  snow-handling  ma- 
chinery, and  we  regret  our  inability  to  adopt  their  method-;  and  ob- 
tain  their   results. 

On  road*  having  an  average  passenger  car  headway  of  7'.-  to  10 
minutes,  are  not  often  found  the  number  of  plow*  .  n  sweepers  re- 
quired to  maintain  over  the  system,  a  headway  of  even  60  minutes. 
This  fact,  together  with  climatic  conditions,  renders  the  problem  of 
snow  removal,  in  our  smaller  cities  and  towns,  and  also,  in  all  cities 
and  town*  c.f  northern  and  western  New  York  one  of  *cri..u*  impor- 
tance. 

With  us.  it  i*  a  question  of  way-  and  mean*:  a  question  of  num- 
ber and  types  of  plows,  of  capacity  of  rotaries,  of  strength  of  sweeper 
'■p. 0111*.   of   mean*   of   throwing   the    snow    hit   hanks,    from   five   to 


this  little  better  than  our  sweepers,  we  placed  the  board  ahead  and 
shoved  it  along.  The  board  SOOD  changed  it*  form  from  a  vertical 
plank,  placed  diagonally  across  the  track.  10  a  warped  surface  shear, 
lending  to  cut,  lift  and  then  roll  a  mass  of  snow  along  its  length. 

Finding  this  snow-plow  ineffective  in  bank*  over  five  or  six  feet 
high,  an  ingenious  friend  produced  an  electrically-driven  boring 
machine  and  called  it  a  rotary  track  cleaner.  With  this  machine  we 
are  able  10  cm  our  way  slowly  bin  surely  through  banks  of  snow 
of  almost  any  depth  and  of  any  condition,  *hort  01  hard  ice. 

We  have,  also,  placed  upon  all  our  passengers  car*.  I  rack-cleanei  * 
or  scrapers,  which  will,  without  difficulty,  remove  snow  from  the 
rail*  to  the  depth  of  4  in.,  mile**  the  snow  has  been  packed  to  this 
depth  by  the  street  traffic;  and  it  may  be  well  to  say  that  scrapers, 
winch  will  remove  even  hard  packed  snow,  are  in  use  in  Toronto 
and  elsewhere. 

I  ai  li  type  of  plow  ha*  il*  place  ami  cannot  economically  be  used 
in  service  for  which  it  i*  nol  adapted.  It  is  as  improper  to  attempt 
to  remove  0  in.  of  snow  with  a  rotary,  a*  to  attempt  to  cm  through 
2  ft.  of  snow  with  a  rattan  sweeper.  In  either  case  the  feat  may  be 
accomplished,  bu(    in  neither  case  with  greatest   economy. 

Considering,  hr*t.  the  removal  of  snow  in  cities,  il  may  be  said 
that  experience  in  western  New  York  ha*  shown  that,  with  the 
equipment  at  hand  the  work  should  be  performed  about  as  follows: 
On  the  appearance  of  a  snow  Storm,  when  the  Streets  are  free  from 
snow,  light  plows  and  sweepers  should  commence  work,  when  about 
two   inches  have   fallen.      If  the   storm  continues  and  the   snow   falls 


WINTER  SCENES  ON  THE  ROCHESTER  .v  SODtJS  HAY  KV. 


high,  and  of  providing  electric  power  to  operati    both 
and  car-. 
In  our  town*,  we  cannot  haul  all  the  snow  off  the  streets,  because 
isibly  handle;  we  therefore  confine  our  efforts 
in    thi-    respect    to   the    bu-in  .    cross-walks    and     junction 

point*.    Along  the  remainder  of  the  line*  the  snow  i*  piled  up  be 
curb  and  walk,  or  spread  between  track  an. I  curb,  a     the  loca 
arrant.    The  snow  we  do  remove  1-  hauled  away  in  sleighs, 

fighting  equip 
I  that  all  type*  of  machines  for  removing  -now  at 

fill.      V.  aire    borfC    plowi   or    walkaway*    for   leveling    back 

banks  of  -now,  thrown  out  by  the  plow*,  and  for  cutting  down  dim 
and  opening  gutter*     work   winch  cannot   alw 
a  track  plow. 

In  lot  "Or  commi  in  I  lei  1  mbi  1  and 

until  April,  and  lorm,  and   where  a  "thaw" 

ind  closelj 
followed  bj  '  old  and  unusually  high  wind-, 

the  accumulation  of   mom    fn  torm  almost  tppeai 

mother.     In  thi 
uburban  hue-,  the  high  wind-,  continuing  foi   da 

i  hard    and 
d,  which  defy  ordinary    now  plow 
hilly. 

■  dl  ifted  away   from   rattan 

lligcntly,  modern    team  road 

.  .      :    .1    board    along    the    Iraek;    and.    finding 


ntlon  "t  ih«-  New  York  ItaU 

w:i>     A 


-o  rapidly  thai  there  i*  a  probability  thai  ihe  accumulation  between 
trips  of  the  plows  and  sweepers,  will  exceed  three  111.  lies,  the  heavy 
an  .in  .mi  Winn  the  ndge  formed  by  the  plows 
and  levellers  approaches  -•!  in.  in  depth,  walkaway*  are  used  to  level 
off  il..-  same,  and  shovelers  senl  ..in  10  clean  all  cross  walk*. 

At  the  commencement  of  a  storm  a   force  of  trackmen  are  senl 
.in  1..  .lean  switches. 

Ill    Storms  of   iee.nl    year*,   when    *llow    ha*    fallen    I..   depths   Ol    OVet 

thirty  inches  it  has  been  found  impossibli  lo  depend  upon  the  lighl 
plows  ami  weepei  to  do  mi. re  than  follow  after  the  heavj  plow-. 
1..  .ban  ill.  11..  1  1..  the  pavement.  Ihe  work  of  the  rotary  com- 
menci  when  ihe  bank-  of  snow  on  eithet  side  ..1  ihe  tracks  become 
so  high  thai  il..-  plow  -  can  no  longer  shove  them  back. 

11..'  rotary  1-  a  slow  moving  machine,  because  of  ihe  power  limi- 

.1    the   ordinary    -Ire.  1    cai    motor,    Inn    Us    work    is    positive 

.ml  effective      \    our   itorm    are  usuall}   accompanied,  ..1   followed 

by  high  wind  .  Hi.    in1.',    fallen  snow  1*   * piled  in  drifts  in  ihe 

thinly  settled  portion     ol   thi    city       Hit   snow    thrown  .mi   by  ihe 
1  ad  ovei    ..  large  surface  and  does  not  materially  add 

1..  il..   height  of  the  bank,  mini  the    mow   ha    beci 1  wind  packed 

and  andy,  and  then,  foi  thi  reason  tated,  the  height  ol  thi  banl 
1     only    sligluly    ii  ■  oil     mi     hovelei      c immence    the 

removal  of  snow  al  junct point  .  ■ 1  a    il  accumulates.  When 

the  work  of  re vmg  the  bank*  of  snow  in  the 

thrown  up  by  the  plov.      and   from  the  sidewalk,, 
1    undertaken  by  the  railwaj   and  citj    Forci     jointly. 

When  II     work    has    jn*l     fairly    begun,    while 

III   to  be  di t! i"   citj    drifts  are 

being  rapidly  formed  in  thi   out  kirl     and  plow-  and  rotaries  must 
.1  operation  foi  da      to  keep  thi  line    open 


57(. 


SIR  I  I   I    R  \II.W"  \Y   REVIEW. 


[V«    Ml.  No.  a 


Suburban  lines  which  crow  the  line  of  prevailing  winds  and  those 
which  arc  run  along  tin'  highways,  require  constant,  and  ai  times, 
heroic  effort  i"  keep  them  opea     When  no  ire  liberally 

ii-.-. I  and  properl)    placed  along   the  exposed  portions  of  the  line, 

irked. 

["he  Rochester  -now   plow  equipment  I  eight  antii 

sprocket  driven  mold  board  plows,  equipped  with  Westinghou 
.!  motors,  tin.',   combined  rattan 

motor  Wason  nose  plow,  one  double  end  tin  ran  rotary,  two  single 
truck  heavy  shear  plows  and  -i\  walkaway   ..r  horse  plows.    With 

quipment,   was  kept   open,  througl  wvere   stori 

last  winter,  too  miles  of  track,  including  35  miles  of  side  or  boule 
vard  ir:u-k.  placed  between  rows  of  trees  on  one  side  and  hydrants, 
stepping  stones  and  hitching  posts  on  the  other,  with  less  than  ten 
feel  between  the  two.  rhis  peculiar  location  of  track-  renders  the 
ast  of  wing-  or  levelers  impossible,  and  the  -now  i-  therefore,  soon 
piled  up  close  to  the  tracks  and  the  car  are  operated  in  a  cut,  the 
width  of  the  car  body.  Under  tin--.-  conditions  the  removal  of  snow 
is  made  difficult  and  expensive,  and,  because  of  the  narrow 
between  rails  and  sidewalk,  the  number  of  shovelers  and  the  expense 
of  snow  removal  is  greatly  increased.  I  lie  cost  of  removal  of  -now 
and  ice  f..r  the  winter  of  toot  a  in  Rochester  was  $90  per  mile,  a 
large  i  of  wlmh  may  he  attributed  to  the  25  miles  of 

boulevard  track-.  A  double  track  line  5J4  miles  long  between 
Ontario  Beach,  Charlotte  and  Rochester  City  line,  and  running 
north  and  south,  lie-  on  the  west  side  of  the  highway,  between  the 
curb  and  fence  lines.  I  he  hedges  and  line  fences  form  a  snow- 
fence,  which  stops  the  drifting  snow  and  heaps  it  up  to  great  depths 
on  the  track-.  I  hi-  line  has  been  kept  in  continuous  operation  for 
tight  year-  by  tWO  to  lour  men.  with  a  rotaiy  plow.  During  the 
most  severe  weather  cars  are  obliged  to  closely  follow  the  rotary 
over  the  line,  but  are  never  stalled.  Uthough  this  plow  is  equipped 
with  small  motors  (four  <..  E.  800)  it  has  been  operated  for  three 
seasons  without  a  burnout.  A  section  gang  of  four  men  has  been 
used  to  clean   -witches  and  crossings  on  the   11   miles  of  track. 

The  Rochester  &  Sodus  Bay  Ry.,  operating  about  40  miles  of 
line-,  mostly  along  a  highway,  is  kept  open  by  two  rotaries  and  ten 
shovelers,  hut  with  considerable  difficulty.  The  location  of  this 
line  is  peculiarly  favorable  for  its  obstruction  by  snow  drifts,  which 
form  along  almost  the  entire  line,  often  higher  than  the  roofs  of  the 
car-.  I'he  plow-  on  this  line  are  overtaxed  and  require  a  consid- 
erable expenditure  for  their  maintenance.  Under  the  condition- 
existing  on  this  line,  each  cat  should  be  provided  with  a  pilot  plow 
—  a  heavy  nose-plow  with  long  side  wing-  or  levelers,  should  be 
provided,  for  use  through  the  villages— and  the  rotaries  should  he 
the  single,  instead  of  the  double  blade  pattern,  -o  as  to  be  able 
to   lift    the    snow    higher. 

The  cost  of  removal  of  snow  and  ice  during  the  winter  1901-2, 
along  this  line,  was  $2,300  or  $57.50  per  mile. 

When  the  average  life  of  a  rattan-filled  broom  is  considered,  as 
with  its  extreme  flexibility,  the  adidtional  cost  of  a  steel  broom, 
properly  re-enforced  by  steel  plate-.  1-  more  than  made  up.  Those 
who  have   operat-  -.in,   driven   by   50  h.   p.   motors,   know- 

that  they  will  cut  through  drifts  of  moderate  depth,  and  sweep 
the  track  clean,  with  no  apparent  injury  to  the  brooms.  For  com- 
parison, it  may  be  well  to  state,  that  the  steel  brushes  cost  $42 
per  set  and  la-t  from  two  t,,  five  years  with  ordinary  care.  A 
sweeper  thus  equipped  will  readily  go  through  two  feet  of  loose 
snow  and  at  good  speed,  and  will  cut  all  packed  snow  to  the  pave- 
ment when  properly  operated. 


DISCIPLINE.1 


IIS    1      It     K  UK.   1111. II. 


IMPROVEMENTS    BY  THE    UNION    TRACTION 
CO.,   OF  INDIANA. 


The   Union   Traction   Co.   of   Indiana   is   contemplating   some   itn- 
provemi  line  which  will  eliminate  several  dangerous  points 

and  enable  it  to  shorten  the  schedule  time  between  Marion  and 
Indianapolis.  All  the  short  curves  on  the  line  between  Marion, 
Jonesboro  and  Fairmount  will  be  done  away  with  and  a  double 
track  will  be  laid  over  part  of  this  route.  It  is  believed  that  after 
the  changes  the  company  will  be  able  to  run  cars  from  Marion  to 
Indianapolis  in  2  hours  and  45  minutes,  which  is  the  running  1 
the  steam  railroad.  On  the  fast  trains  chair  cars  are  to  take  the 
place  of  those  now  in  use. 


Some   time-    since,   the   writer   wa-    tiding   on   the    front    -eat    of  an 
1   ear.  on   a  country    road,   where   it    was   not    against   the   rili- 
talk  to  the  motorman,  and  in  conversation  with  a  thoughtful  man, 
he    remarked:       "The    repair    men    give,    and    are    required    to    give, 

1.1I  attention  to  the  controller  and  motor  equipment  of  0UI  - 
but  they  frequently  neglect,  or  only  give  a  passing  thought,  to  the 
brakes."  "Now."  said  he,  "if  1  cannot  make  a  car  go  I  certainly 
'  do  no  harm  or  have  an  accident,  but  if  1  can  make  my  car  go. 
and  am  not  abb  to  -top  or  control  it.  I  can  do  untold  dam 
Now,  the  Subject  of  ibis  paper  1-  not  brakes,  but  discipline,  ana  1 
quote  the  foregoing  only  for  the  philosophy  that  is  in  it. 

Managers  and  others,  in  operating  street  railway  systems,  strain 

every  nerve,  advertise,  and  make  their  cars  attractive,  to  induce 
patronage,    or    to   get    nickel-    int..    the   hands   of   their   conductors. 

but  what  an-  they  doing  to  insure  that  all  these  nickels  get  into 
the  treasury,  or,  after  getting  them  into  the  treasury,  what  are 
they  doing  to  prevent  their  escaping  or  being  paid  out  to  meet 
excessive  accident  and  repair  claim-,  due  to  the  ignorance  and  care- 
lessness of  the  conductors  and  motormen?  In  other  words,  managers 
-elect  their  motors  and  other  appliances  with  great  care  and  then 
watch,  shield,  nurse,  protect  and  repair  them  assiduously,  to  pre 
vent  their  burning  out.  bucking  or  kicking,  but  what  arc  they  doing 
hi  improve,  protect,  shield  and  enlighten  the  two  human  machines 
that  operate  on  the  two  platforms  of  the  cars?  Do  they  never 
buck  or  kick?  And  those  others,  who  have  charge  of  the  track 
and  car  house  repairs,  as  well  as  the  clerical  force? 

What  if  a  inotr,r  or  controller  does  go  wrong?  You  do  not 
usually  discharge  it  or  lay  it  off  without  pay,  nor  take  a  crow  bar 

and  jam  it  into  it  and  tell  it   what  a  fool  it  is,  that  it  ought 

to  know  better,  had  been  told  often  enough.  Isn't  it  in  your  book 
of  rules?  You  are  not  a  profitable  machine  for  this  company.  You 
do  none  of  these  things,  but  you  put  an  expert  on  it  and  have  it 
repaired. 

It  is  to  the  human  machines  that  our  subject,  "Discipline,"  re- 
lates. 

The  word  "discipline"  is  from  the  Latin  disco,  meaning  to  learn. 
The  word  "disciple"  is  from  the  same  root,  and  has  reference  to  a 
learner,  or  one  who  receives  instruction  from  another.  "Discipline" 
used  as  a  noun  means  education,  instruction,  and  usually  compre- 
hends instruction  in  arts,  -cience-.  manners  and  due  subordination 
to  authority.  "Discipline"  as  a  verb  means  to  instruct  or  educate. 
to  inform  the  mind,  or  to  prepare  one  by  instruction  in  correct  prin- 
ciples  for  a  profession  or  any  useful  work. 

Originally  these  words  applied  only  to  instruction,  but  in  ecclc- 
-iastical  affairs,  in  the  early  church,  when  heresy  hunting  began, 
the  word  bad  reference  as  well  to  the  execution  of  the  laws  by  which 
the  church  was  governed,  and  the  inflicting  of  penalties  enjoined 
against  offenders.  So  in  later  times  the  word  means  not  only  to 
instruct,  but  to  correct,  to  chastise,  to  punish,  with  a  view  to 
bringing  the  offender  to  repentance  and  reformation,  and  more 
attention  is  usually  given  to  the  latter  meaning  than  to  instruc- 
tion, whereas  the  reverse  should  be  the  rule.  For  our  present 
purpose,  the  word  "discipline"  will  mean  the  rules  and  regulations 
by  which  a  body  of  men  are  kept  in  a  state  of  efficiency  and  order, 
and  under  complete  command. 

At  once,  it  appears,  that  there  are  two  related  parties — the  in- 
structor and  the  learner,  or  the  disciplinarian  and  the  disciples,  both 
human  beings  and  of  the  same  common  stock,  involving  the  principle 
of  brotherhood  with  a  common  object  in  view,  viz:  The  efficiency 
of  tin  service,  The  first  recognition  is  this  relation.  The  second. 
how   best  to  impart  the  instruction,  and  enforce  its  observance. 

It  w.i-  well  re  i.arked  by  a  member  of  this  association  at  the  last 
annual  meeting,  o  the  effect  "that  inasmuch  as  the  machinery  for 
propelling  car-  ,s  decidedly  in  advance  over  the  old  type  of  ma- 
chine (  ineanii  g  horses),  -o  the  men  who  stand  on  the  platform- 
of  your  cars  111. 1st  also  be  a  decided  improvement  over  the  old  street 
ear  men."  This  is  true,  and  it  is  also  tine  I  bat  applicants  for  such 
positions,  and.  in  fact,  nearly  all  working  men,  are  a  different  kind 
of  men  from  those  employed   •  decade  ago.  and  they  will  not  submit 


•Read  at  the  annual  convention  ..1'  tin-  New  York  State  Btreet   Rail- 
way Association,  Sept  9-10,  1902. 


Sept.  20,  1902.] 


STREET  RAILWAY  REVIEW 


S77 


to  the  bossy  and  abusive  treatment  that  was  formerly  supposed  to 
be  necessary,  in  order  to  make  men  know  their  places,  or  to  gel 
work  out  of  them,  which  was  probably  the  outcome  of  the  spirit  of 
slavery  then  existing.  For  this  reason  a  manager  or  superin- 
tendent must  know  the  basic  principles  upon  which  the  relation 
of  man  to  man  exists,  and  must  base  his  action  on  these  principles 
in  order  to  insure  satisfactory  results. 

Among  these  principles  are  the  following:  The  brotherhoi  d  1  1 
man  is  fundamental  from  the  very  nature  and  constitution  of  man. 
hence  one  cannot  do  a  wrong  to  another  or  speak  unkindly,  without 
doing  a  greater  wrong  to  himself.  For  the  thought  of  wrong  is 
tir-t  generated  in  one's  own  mind,  where  it  will  do  its  corrosive 
work  before  reaching  its  intended  victim.  Again,  mankind  are 
ilubty  related  by  ties  of  common  nature  and  origin  too  deep 
for  anything  to  put  asunder;  and.  being  so  related,  -ell  preserva 
Hon    demand-    that    one    should    act    kindly    and    do    justice    to    all. 

including  the   meanest   and   weakest    anil   mosl    defenseless   of   his 

fellow  men.  Again,  -nice  man'-  constitution  1-  based  on  the 
principles  of  charity  and  good  will  to  all.  slaver]  of  any  kind  is 
not  the  natural  birthright  of  any  one.  and  when  a  master  puts  a 
chain  about  the  neck  of  a  -law.  the  other  end  must  of  necessity 
fasten  itself  around  his  own  neck. 

These    principle-    were    recognized    ami    well    illustrated    by    one 
of  the  speakers  at  your  Rochester  convention.       He  said:     "1  do 

hevc  that  any  workman  wa-  ever  made  a  better  man  by 
harsh  or  cro-s  rebuke  administered  to  him  by  his  superior  in  the 
presence  of  his  fellows.  He  feel-  that  he  i-  an  inferior,  if  he- 
is  subject  to  such  treatment,  and  whenever  1  have  occasion  to 
speak  to  a  man.  for  any  infraction  of  duly  or  violation  of  rules,  ,,, 
the  neglect  of  hi-  duly.  I  take  occasion  to  take  him  alone  ami 
appeal  to  the  better  side  of  hi-  nature.  My  experience  has  been 
that  more  than  ninety-nine  per  cent  of  mankind  are  subject  to  the 
better  influence.  There  is  a  great  dial  of  man  in  every  man,  and 
all  that  you  have  to  do  i-  1,,  develop  it,  give  him  a  chance,  bring 
him  close  to  you,  for  there  1-  scarcely  a  man  SO  dense  but  what 
he  is  open  to  an  appeal  to  the  better  side  ol  I"-  nature." 

Employes    in    whatever    situation    relied    the    color    of    the    mind 
which    directs    them.    50  will    he    found    to    he    one    of    the 

:  factors  in  success.  The  writer  is  aware  that  most  of 
the  manager?  and  superintendents  who  are  members  of  this  associa- 
tion recognize  and  practice  these  principles,  Inn  the  duties  of  a 
manager  or  superintendent  in  tin-  mattei  of  treatment  of  nun  does 
not  end  in  his  personal  treatment  of  In-  associati  and  employes, 
hut  should  he  followed  up  by  careful  inspection  lo  learn  if  the 
heads  of  department-  and   foremen  are  rig  with   him.       lie 

should  know  that  every  man  down  to  tin-  lowi 

and  just  treatment  from  his  immediate  superiors.  It  is  a  patent 
fact  that  a  gang  of  workmen  will  nol  1"  better  than  their  fore- 
man, and  if  i 

work  will  partake  of  1  lo    same  low  chara  tei       if  a  forema 

angry   and  quarrels   with   hi-   nun,   In    p  h    mi   their    lowi    1 

angry  wastes 
itrength  that  might  better  be  -pent  in  the 
of  the  company.     Lei  your  men  all   undei  itand  that   tiny  are  free 
to  complain,  or  report  any  ill  treatment  on  th,   pari  ol    ubordinates 
without   fear  of  being  pel  ecuted      Lei   your  nun   undi 
they  ar-  ar<   nol  expecti  d  to  tub  nil  to  pettj 

lyranny,  but  that  to  be  independent   and  havi    thi 

'.t,   in   a    proper    manner,   any    unju-t    or    ungenlleniailly    treat- 
Let  your  ind    subordinates  understand   thai 

late  upon   himself,  and   if  In    uses  the  language  ot 

a  blackguard  In-  mud   expect   his  inn  to  do  tin  It   him 

ind    that    1  Si  -t    learn    to   govern    himself,   and    that 

on  of  weal 
lii  tin-  enforcing  of  di  ciplii  id  remembei  thai  no  • 

lipid,  ignor  ear,  In-  si  ill 

■iing-    that    tin       tipi  t  ino  inlinl    would    he    tin     bettCI    01 

for  knowing.     Even  though  decided  to  di  charge  .1  man, 

and   winning  In     confidence  you  may,  hy  adroil 
gel   from  hiiu  adi 
will  pn  nig  out  discordant  eli 

among  tin-  men  or  dn  me  hint  that   will  in-  ot   value  to 

nioning    rinn    kei  p   on    1  lo 
..II   your   mi 

milting  to  headquarti  .11  add 


10  the  efficiency  of  the  service,  and  all  your  men  should  he  encour- 
ged   10  plan  and  suggest. 

In  the  matter  of  shielding  employes,  special  attention  should 
be  given  to  the  night  men,  whether  car  men  or  night  repair  nun. 
The  late  night  men  are  apt  to  be  influenced  unfavorably  or  de- 
bauched by  the  people  who  patronize  the  late  night  cars,  and  uti- 
le-- carefully  watched  will  pick  up  careless  habits  or  shady  prac- 
tice- that  will  in  time  spread  to  the  entire  force.  Men  should  never 
be  required  to  remain  too  long  on  late  night  runs,  or  at  night  work 
.it  anj  kind.  In  the  business  of  street  railway  management  there 
are  three  classes  of  parlies  lo  which  a  superintendent  finds  hiniselt 
related;  first,  the  employes;  second,  the  public,  and,  third,  the 
stockholders,  and  in  proportion  to  the  attention  given  to  the  first 
class  doe-  he  benefit  the  other  two  classes.  When  the  employes 
please  the  public  the  public  becomes  liberal  patrons  and  the  stock- 
holders get  the  benefit  of  the  extra  nickels. 

Si.   much   for  the   relation;    now   for  the  instruction  and   its   en 
fi  uring. 

We  often  hear  il  remarked  by  the  heads  of  departments  in  street 
railway  matters:  "If  you  knew  the  calibre  of  the  men  we  employ 
you  would  know  they  would  never  think  of  using  such  or  such 
.in  appliance  if  we  should  adopt  it;  or,  our  men  can  never  be 
brought  i"  such  a  state  of  efficiency."  One  who  says  such  things 
onlj  confesses  his  own  inefficiency  as  an  instructor,  for  nun  will 
.1...  and  all  men  will  do  well,  whatever  they  are  properly  instructed 
to  do.      ll  is  in  them  as  a  possibility;    the  question  is  how  to  bring 

11  out,  and  make  il  actual.  It  is  not  enough  to  dismiss  the  subject 
ami  say  thai  it  ha-  been  tried  and  failed,  for  so  far  as  the  writer 
1-  informed  men  working  in  the  Street  railway  field  are  not  gener- 
ally fully  instructed,  or  rightly  informed.  Note  the  difference 
between  instructed  and  informed.  They  may  be  well  instructed  in 
mechanical  details,  and  as  to  their  particular  duties  in  particular 
situations,  but  have  never  received  instruction  along  the  higher 
line  .  as  hovi  to  develop  and  employ  their  own  native  powers,  their 
own  power  to  think,  and  act  promptly  and  correctly,  under  any  ami 
all  circumstances  thai  may  arise.  A  man  may  be  fain  liar  with 
all  the  rule-,  and  yel  not  know  them,  and  il  is  a  mark  of  a  good 
instructor  to  so  teach  thai  hi-  pupils  know  the  subject,  can  digest 
it  and  make  il  a  pari  ol'  their  own  immediate  knowledge,  always 
ready  for  use  without  taking  tune  to  lish  about  in  their  minds  to 
recall  the  rule  that  applies  to  .my  particular  case.     Every  mind  is 

0  ,,,ii  tituted  thai  il  can  acquire,  11  properly  taught,  and  instruction 
is  the  only  llnng  thai  will,  or  can,  do  away  with  the  [imitations 
that  hamper  street  railway  practice.  Mere  instruction,  however,  1- 
only  half,  and  the  smaller  half,  of  the  requirements.  Every  teacher 
know-  that  no  matter  how  lucidly  a  subject  is  presented  to  a  class 
,,!'  pupils,  lie'  learning  i-  -.lily  a  menial  act  on  the  part  1.1  the 
individual  pupil.  The  object  of  the  teacher  and  pupil  is  the  same, 
hut    the    relation    I"   the    work    to   be   done   is   different,   ami    as    said 

above,  the  object   ca ly  be  attained  bj    the  mental  act   of  the 

learner,  by  1"  ob  erving,  remembering,  etc.  li  is  clear,  then,  that 
what  he  does,  ami  not  what  the  teacher  doe-,  is  the  essential  part 
of  the  process,  thai  is,  the  appropriation  ami  assimilation  oi  knowl 

edgi    bj  1  lie  mind,  ami  can  be  perfi id  bj  ■ bul  the  learnet 

I.,    teachei    can  e  think   for  his  men  than   lie  can   walk, 

11 ligesl   for  them.      Hie  process  of  thinking,  then,  by  which 

,1  pupil  learn-  hem tiallj   in.  own,  the  teacher's  part  is  that 

guide  director,  01    luperintendent   of  the  operation  by  which 

the    pupil    lea.  In       Inm    .ll.         I  In'    lli.llllili.il    call    stlllllll.il  e   .mil    illleel. 

1. in  b<  cannot  do  the  thinking  necessary  to  give  the  desired  results 
for  hi-  pupil.  The  teachei  problem  1  how  to  gel  In  pupils  to 
learn,  how  to  get  all  In.  pupils  to  learn,  Hi.     o-called    tupid  ones, 

,1      well     •      il..     bright    Om    .   and    how    to   adapt    his   teaching    1..   lie 

[hi    I'll,  i-tci.it    and    1 1   that  they  make  the  mental  effort 

I.,  ham.      Ami  In      li.inl.l  11  111.  mil.  1    ili.ii    ll i I    for  haste. 

the  01.1  ..ind   1    .1.1  in. lie  knowledge,  to  have  something 

1  linn  .uglily,  perfectl)    immovablj  known,  the  same  as  is  required  ol 

thai  11  will  wot  1    perfectl     undi  1  all  1  ondition        Even 

then  il..    teachei        orl    Ij    in  1    begun,   instructioi isl    I" 

-I    up   by   1  ontinuou      pel  1  teni    and    can  Eu!    inspi .  1 1 

when  on  ..1  ..11  duty,  nol  wiili  ibe  view,  merely,  oi  finding 
'.I   ..1   lor  tin-  purpose  oi  ad iiieiiug  re- 
primand .  1. ni  1..1   the  put  1 1  1  ' .  ping  ai  quainti  d, 

il     'I    In.  I,   and    foi    the   pin  I".  C   "I    imp! 

ing  upon  the  man  the  rightni      and  advantagi   ..1  horn   t;      obriety, 


578 


STREET   RAILWAY   REV  11. W. 


[V.u     XII,  No.  9. 


and   polil  Lei    I  he    reprimands   and    reproofs,    il 

when  the  individual  offender  can  l»   called  aside 
.mil  warned  or  instructed  by  himself.     Indiscriminate  censun 
. <  1 1 > 1 1 1 1 1 1  u   ha  1    b  going   wrung,  only  defeats  good 

discipline.  In  the  matter  of  inspection  rcmembei  thai  if  everything 
1-  found  working  mi thly  one  day  il  is  1  ■•  >t  an  evidence  01  guar- 
antee thai  it  will  be  so  running  the  nexl  day,  unless  you  make  it  so 

ence.  Nevei  take  il  for  granted  thai  your  mi 
assistants,  arc  doing  what  you  have  told  them,  bul  watch  and 
come  upon  them  .11  odd  spells  da)  and  night  Lei  them  feel  t I1.1t 
you  are  omnipresent.  In  preparing  .1  code  of  rules  foi  the  govern- 
ment ni  street  railway  employes  il  will  be  tnon  i"  so 
word  them  thai  they  will  .ill  be  constructive  rathei  than  prohibitive 
laws  .mil  penalties.  Ii  is  much  pleasanter  and  more  effective  to 
have  law-  that  will  tell  men  whal  they  oughl  i"  il".  rather  than  what 
I'm  instance,  rules  thai  read  "Il  mall  be  lawful 
and  proper,  etc,"  rather  than  it  shall  be  "unlawful,  etc."  "Said 
crime  or  misdemeanor  or  infraction  of  rules  shall  be  punished  1  ■> 
fine,  suspension  or  discharge."  Rules  that  read  "thou  sliali  nol 
often  serve  as  .1  challenge  or  suggest!  nn  mimls.  to  do 
in  forbidden  thing,  for  the  purpose  of  showing  their  independence, 
ami  that  they  can  do  n  without  being  detected  It  weakens  the 
force  of  a  rule  to  state  it  arbitrarily  with  must  it  forbid  when 
Us  violation  cannot  In-  enforced.  I'm'  instance,  "Indulgence  to 
in  intoxicating  liquors  when  off  duty  is  positively  prohibited." 
"Spitting  111  this  car  is  positively  forbidden."  A  man  mighl  be 
discharged  fur  intoxication,  hm  then-  is  no  way  that  the  company 
can  prohibit  a  man  from  becoming  intoxicated.  'The  rule  about 
spitting  cannot  he  enforced,  fur  the  passenger  might  spil 
the  window  it  tin  .lii.  oi  might  use  the  coal  box,  or,  it  he  should 

-pit    on    the   floor,   the   chance-   art-   that    the   conductor    WOUld    UOl    -ee 

him.     A  hetter  notice  would  he.  "Gentlemen,  please  do  nol  spil  on 

the  floor  "i  tin-  car."      Or,  "The   Board  of   Health  has  made  it  a 

misdemeanor  to  spit  mi  the  il of  a  car." 

A   lii  ink  of  rule-   should  have  no  reference  to   specific  rewards  or 

punishment  These  matters  should  he  left  to  the  individual  judg- 
ment ni"  the  mil'  who  is  responsible  fur  their  enforcement  Incen- 
tives are  hetter  than  penalties,  in  the  matter  of  securing  obedience 
In  the  rules,  but  as  there  are  always  employes  with  win  mi  incen- 
tives have  mi  weight,  penalties  are  sometimes  necessary.  They 
need  nut  he  severe,  however,  hut  reproof  or  punishment  mu 
certain,  following  any  offense,  whether  injury  has  resulted  or  not, 
and  must  tend  to  instruct  or  train  the  offender  SO  that  he  will  want 
tu  1. hey  the  rule.      In  no  lid  a  disciplinarian  threaten  a  man. 

nr  impose  a  penally,  and  then  let  him  beg  off.  Investigate  care- 
fully, and  he  sure  of  your  ground  before  imposing  a  penalty.  The 
offender  should  be  made  tu  realize  that  reproof  or  penalty  i-  im- 
posed for  neglect  or  disobedience,  nol  -imply  because  the  manager 
1-  displeased  and  seeks  revenge.  Penalties  except  in  ran  ... 
should  nut  affect  the  man's  pay,  foi  n  it  due-  lii-  family  or  friends 
may  he  made  to  -uffer.  and  the  women  of  his  household,  BOl  kiiow- 
ing  the  circumstances,  ate  apt  to  blame  the  manager  and  gossip  ami 
circulati  injurious  to  the  interests  of  the  company,  and  the 

man  himself,  thinking  he  i-  unjustly  fined,  will  he  apt  to  -eek.  or  try 
somi  mean-  by  which  he  may  gel  e\en  with  the  cmnpany.  It  is 
gratifying  to  know  that  this  matter  of  affecting  a  man-  i 
already  been  settled  by  a  number  of  companies  in  this  stair,  a- 
shown  by  the  reports  and  discussions  of  your  previous  meetings. 
Merit  ami  demerit  mark-  may  be  used,  Inn  a  record  of  these  neces- 
sitates an  endless  am.  mm  of  bookkeeping,  and  often  leads  tu  no  end 
of  misunderstanding  and  jealousy  among  the  men.  ami  1-  o) 
tended  by  annoyances  that  defeat  the  end   -oughl   Ii  1,     (The 

bookkeeping  mentioned  due-  nol  refer  to  the  man's  record.)  It  is 
hetier  to  leave  it  to  the  manager  ui  superintendent  tu  devise  some 
original  mthod  of  reward  tu  -mi  meritorious  cases,  without  any 
previous  promise  made  in  the  matter.  In  the  whole  matter,  how- 
ever, ii  i-  better  to  remember  that  formation  is  hetter  than  reforma- 
tion, and  that  more  attention  being  paid  I.,  instruction,  and  drill, 
will  save  time  and  worry  in  the  matter  of  punishment.  It  i-  cm- 
ceded  by  prison  authorities  ami  others  thai  punishment  as  ordinarily 
administered  is  not  reformatory.  In  enforcing  discipline  lei  not 
authority  he  the  impelling  m  mper  your  altitude  by  imag- 

ining yourself  in  hi-  place.       Think  thai   if  you  had  had  In-  lnre.li 
tary.   hi-   condition-    and  ment    you    would    he   just    like   him. 

and   this  will   furnish   a  good   lesson   in   toleration.      Interpn 


man  frmn  In-  own  | it  of  view,  ami  remember,  that  until  he 

the  justice  and  truth  of  your  action,  n  i-  not  truth  to  him.  I" 
convince  him,  find  other  points  of  agreement,  and  he  will  he  led 
towards  recognition  and  at  length  exclaim  '1  ee  il  Ii  you  -eek 
common  ground  you  can  always  find  it,  ami  when  found  it-  ■ 
naturally  increases.  Hold  the  other  man's  view  in  respect,  ami 
that  will  firing  him  toward-  yours.  Your  toleration  will  outlaw 
111-    law. 

Iii  the  matter  ol  tinction  should  l»-  made  bt 

from  ignorance,  indiffei  mess  and 

those   where   willfulness  or   guilt    are  involved.       So   far    a-   the   cum 

panj  in.i.   a    loss    frmn    e.  or    forgetfulness    is 

just  a-  had  a-  a  loss  where  guilt  i-  a  factor,  bul  the  penalties  can- 
not I"  tin  -ame.  The  fact,  however,  should  he  impressed  mi  the 
mind-  of  all  the  men  that  loss  from  any  cause  i-  a  -ern.u-  matter. 
especially  when  it  i-  accompanied  with  injury  to  hi.  or  limb,  and 
that  accident-  an  nut  measured  by  the  money  value  only,  hut  have 
an  important  influence  mi  thi  general  reputation  and  patronage  of 
the  road.  Accidents  do  nol  happen,  nothing  happens;  there  is  a 
cause   foi    everj    effeel  no  unavoidable  accidents.     Ac- 

ling  i"  psychological  law-  the  cause  can  usually  he  found,  in 
the  menial  make  up  of  the  man  responsible  for  the  accident  I  he 
menial  attitude  of  some  men  unites  accidents  and  all  surls  of 
called  ill  luck.  The  man  win.  has  om  accident  will  have  anothei 
ami  another  and  will  continue  to  have  them  unless  In-  mentality  i- 
changed.  The  besl  nun  never  have  any  accidents,  and  all  the 
accidents  can  usually  he  traced  to  a  certain  few  men  who.  when 
known,  had  hetter  he  discharged  or  transferred  t..  -miic  situation 
when  they  cannot  do  much  injury,  either  to  themselves,  to  others, 
or  tu  property.  It  is  a  mistake  to  suppose  that  men  must  necessarily 
have  accidents,  violate  rule-,  or  he  a  little  reckless,  or  careless  at 
limes,  in  order  to  learn  street  railroading.  People  learn  t"  walk 
by  walking  and  not  by  falling  down.  Mi-lake-  ..r  accidents  are 
not  instructive  or  reformatory,  an. I  a  man  i-  never  hetter  for  them. 
I  In    writer  was  surprised  to  hear  the  statement  made  at  your  last 

convention  by  a  superintendent,  that  he  would   have  bjeel 

employing  a  man  who  had  been  discharged  frmn  another  road 
for  having  an  accident,  upon  the  ground  that  such  a  man  would 
reali/e  the  seriousness  of  In-  error  and  make  a  better  man  than 
before.  Such  reasoning  is  contrary  In  mental  law-,  ami  contrary 
i..  all  the  information  the  writer  ha-  been  able  to  gather  on  the 
subject  in  hi-  fifteen  year-'  continuous  association  with  street  rail- 
way men. 

All  the  triumphs  of  skill  winch  we  observe  a  .  the  shaping 

of  things  by  the  subtle  power  of  thought.  The  grander  the  achieve- 
ment, the  grander  and  mure  masterly  the  thought  that  has  em- 
bodied itself.  The  scientific  work  which  calls  for  the  prai-e  and 
admiration  of  men  i-  the  result  of  the  scientific  thought  of  the 
worker.  Man  then,  being  a  master  of  thought,  and  of  all  thi 
through  ii.  any  desired  object  nr  condition  becomes  possible  of  real 
ization.  Once  master  of  tin  principles  of  thinking  one  can  become 
a  specialist  in  any  particular  line  of  invention  or  discovery  that  may 
be  demanded  by  the  necessities  of  the  service.  Once  master  of  that 
kind  of  thinking,  which  builds  men,  bringing  into  expression  ihc 
l  qualities  that  are  essential  to  profitable  street  railroading,  a 
manager  can  advance  in-  service  to  an  earning  capacit)  beyi 
anything  he  ha-  ever  imagined.  The  question  i-  often  asked, 
"What  i-  your  experience  in  such  a  mailer?"  or  "In  my  experience 
I  have  found  so  and  so  to  be  of  advantage."  Now  experience  i- 
merely  what  ha-  been  found  oul  in  practice,  bul  it  should  he  re- 
membered  that  there  i-  much  beyond  what  ha-  yd  found 

out.  A  turn  may  come  in  -licet  railway  affairs  and  sometime  a 
wiser  method  of  discipline  may  he  suggested,  productive  of  un- 
heard ..f  results.  Su  u  is  never  safe  to  reason  mi  the  basis  of  cx- 
perience,  oi  on  a  basis  that  one  knows  all  that  i-  tu  he  known  mi 
any  subject  an.l  so  declare  a  new  idea  impossible  ul"  -illy.  Il  is  not 
always  experience,  custom  or  practice  that   is  to  fie   followed,  hut 

-..me    higher,    advanced    or    hetier    way.      Those    who    are    the    great 

masters  of   commercial   matters   today   are   those   who   have  dared 

to  try  something  new   that   ha-  emu-  to  theil   thought.     An  example 

found  in  the  matter  of  welding  the  joints  of  street  railway  rails. 

,'iniT-  win.  were  -killed  in  all  -uch  knowledge  when  luld  of  the 
idea  pronounced  il  impossible  and  silly,  declaring  that  in  the  sum- 
mer'- heal  the  rail-  would  hump  up.  pull  the  spikes  and  ruin  the 
road,  or  in   winter  lime,  the  rail-   would  pull  apart   by  contraction. 


Sept.  20.  1902.] 


STREET  RAILWAY  REVIEW. 


579 


Their  reasoning  was  conclusive,  according  to  experience  up  to  thai 
lime,  but  when  the  actual  trial  was  made  the  results  were  surpris- 

here  was  little  or  no  trouble  from  expansion  or  contraction, 
and   it   has  become  an  almost   universal   practice.     Those   who   de- 
clared  such   ideas  absurd  have   in  this  day  their  companions   but 
prompt   action   is   the   secret   of    success   in   the   line  of   new    - 
tions,  but  it  should  be  action,  that  is  right  in  line  with  one's  regulai 

work. 

We  must  not  limit  the  possibilities  of  today  by  the  attainments 
of  yesterday:  if  we  should  do  .0.  »,  would  bring  to  an  end  ill 
is,  and  in  the  matter  of  discipline  no  advancement  could  he 
made  towards  the  time  when  there  shall  he  fewer  accidents,  less 
expense  for  repairs  and  when  employes  shall  he  more  considerate 
of  the  rights  and  comfort  of  passengers. 

In  the  matter  of  instruction,  it  is  a  commendable  practice  to  pro- 
ride  schools  or  lectures  for  instruction  and  practice  as  has  already 
been  done  by  some  of  the  largest  systems  111  our  state.  In  these 
schools,  oral  instruction  should  he  given  in  addition  to  printed 
rules,  and  when  rules  are  provided,  it  is  Inst  not  to  put  them  into 
the  hands  of  green  men  to  study,  at  first  Not  until  the)  have 
had  some  opportunity  to  become  familiar  with  the  names  of  the 
parts  of  ;i  car.  and  road  equipment.  Even  then  it  is  heller  that  the 
rules  be  first  read  and  explained  to  the  men.  as  some  men.  although 
they  can  read,  find  it  difficult  10  comprehend  written  instructions. 
It  was  well  remarked  a!  the  last  convention  that.  "So  far  as  the 
question  of  training  is  concerned  11  should  continue  so  long  as  the 
man  is  in  the  employ  of  the  company.  The  training  of  every  em- 
ploye should  he  continuous,  as  new  questions  and  conditions  ■in- 
constantly coming  up."  This  training  can  best  he  given  by  having 
schools  for  tin-  purpose,  a-  1-  already  the  practice  willi  some  coin 
panics,  and  through  the  business  and  social  meetings,  In  c lec- 
tion with  the  benefit   associations  or  other  organizations.     Scl I- 

of  some  kind  are  especially  desirable  for  small  companies,  as  it  is 
usually  found  to  he  more  difficult  to  give  thorough  instruction  to 
employes  .,11  a  small  system  than  on  large  roads,  for  the  rea  on 
that  the  superintendent  i-  so  burdened  with  details  that  he  finds 
little  time  to  devote  10  instruction.  Thus  it  Frequently  happens 
that  a  motorman,  for  instance,  receives  his  entire  teaching  from 
another  motorman.  who  receives  all  his  instructions  11  111  .1  previous 
motorman.  So  that  the  rules  that  the  lasl  man  receives  are  only 
copies  of  copies  of  copies,  and  are  likelj  ery  much  distorted 

from  the  original.  Again,  when  frequent  changes  are  made  among 
the  men.  a  new  man  may  he  put  on  to  learn  from  a  man  who  him- 
self was  new  only  a  short  tune  before. 

It  should  he  home  in   mind  that    in  the  present    siatr  of  S 11 

dvantage  to  a  compare  di   instruction  in  schools  or  by 

lectures    for    their    nun.    along    lm  than    those    relating    to 

their  mechanical    duly.      In   other   words    some   means    to   counteract 
the  philosophy  of  the  "bar   rooms"  and  make  the  inn   con  CI0U9  of 
own   mental   ami   moral   powers.      Not  only   die   philosophj    ol 
ir  rooms"  1-  to  lie  counteracted,  hut  that  given  at   public  halls 
where  the  men  listen  to  hitter  harangn  1   general,  at 

11   property,  on  the  church  and   the   instituti  al 

fabric,  when  men  blame  •  rerybody  and  everything  1  iccepl  themselves 
and   tire   tin  hail    whisl.,       in,      the   body, 

and  for  tin-  «,     Labor  troubl  m  ignorani 

can   only   he   avoided   by   bringing   all    the   men   to  the    same   genera] 
t  all  the  lo.al  conditions,  that  ihe  chiefs  in  the 
enjoy.    Men  can  be  taught  to  feel  that  their  intere  1    and 
tpany  are  identical.    Individual  opinions  an    founded 
nd  colored  by,  an  innumer;  which  have 

■  d,  ami  if  ,  men  to  think  a    you  do  and  be  actuated 

l>y  high  and  lofty  motive!  and  loyalty  to  the  company,  they  must  be 
taught 
laid  la«t  year,  tie 

•  and  disloyalty  planted  in  the  minds  of  the  employi 

matter   of 
tandpoint,  without  any  reference  to  ethics,  moral    01   religion, 
ould  undertake  to  till  tl  i  their 

employ  1  truth  for  trutl  re  tired 

of  maki  to  i«  bribed  by  gifti  or  aimed  by 

■  they  do  w.mt  food  for  tin  iid  when  ti 

•  1    who  will  proclaim  the  brotherhood  of  man,  and  the 
founded  on  the  ver)   nati  tion  ol 

men  will  crowd  and  throng  tin   cla    •        Men  mu  I  bi 


that  they  have  a  higher  nature  which  is  ever  leading  them  on.  That 
this  nature  has  a  tendency  10  evolve  until  they  outwardly  manifest, 
in  full,  their  relations  and  possibilities,  being  rilled  with  the  hope 
and  expectation  of  bettering  their  condition  in  life.  When  men  are 
taught  how  to  think,  how  to  recognize  and  use  their  power  to  think, 
they  will  have  the  key  to  all  problems,  for  thought  is  creative  and 
all  creation  and  all  progress  of  the  race,  as  manifest  in  means  for 
transportation,  in  priming,  etc..  has  been  through  thought. 

The  principles  enumerated  are  not  one-sided,  are  not  for  one  class 
only,  but  are  to  be  observed  by  the  employes  as  well  as  the  em- 
ployer, but  it  must  be  remembered  that  these  principles  cannot  he 
forced  upon  any  class  of  people,  nor  upon  the  public,  for  this  reason. 
these  truths  cannot  be  put  into  practice  until  your  employes  are 
.ducalcd  up  10  them,  bul  the  responsibility  of  leaching  principles  to 
what  are  known  as  the  laboring  classes  rest  with  the  higher  or  more 
advanced  and  enlightened,  usually  the  employer.  From  the  fact 
that  street  railways  are  closely  allied  to  most  everj  oilier  industry 
they  have  the  opportunity,  and  it  will  be  for  their  credit  to  take 
the  initiative  in  this  matter.  It  is  often  said  by  street  railway  men 
thai  they  are  not  in  the  missionary  business,  but  it  is  now  known 
that  any  enterprise  or  industry  is  prosperous  m  proportion  to  its 
missionary   work. 

Some  of  the  larger  companies  have  formed  schools  for  instruction. 
It  would  be  doubtless  to  the  advantage  of  the  smaller  companies  if 
they  would  club  together  and  organize  schools  in  different  parts  of 
the  stale,  or  subsidise  and  encourage  private  schools  where  instruc- 
tions can  be  gi\en  in  all  matters  relating  to  street  railway  affairs,  to 
which  young  men  can  go  and  fit  themselves  for  the  business  or 
profession  of  street  railroading.  We  have  numerous  commercial 
colleges,  chools  of  dramatic  art.  of  music,  etc.,  why  not  have  schools 
for  the  science  and  art  of  street  railroading  and  street  railway  man- 
agement schools  equipped  with  cars,  motors,  trucks  and  all  the 
mechanical  appliances,  with  a  course  of  instruction  in  all  the  duties 
required  of  a  street  railway  employe,  embracing  his  relation  to  the 
public  which  he  is  expected  to  serve? 


ACCIDENTS  ON   ELECTRIC  ROADS.' 


BT  e.  K,  BARNES,  ELECTRICAL   ENGINEER    FOR    THE   NEW    yiikk 
RAILROAD  commission. 


V  a  representative  of  the  Railroad  Commission  1  have  officially 
come  111  contact  with  ue.nl)  every  manager  ol  electric  railroads  111 
the  state.     \h   relations  with  them,  I  think,  without  exception,  are 

cordial   and    friendly,  and    I    hope   thai    condition   lo  continue. 

1  la-  subject  of  ibis  paper  is  at  the  present  time  a  very  important 

one.       The   author   has   had    eight    years'   experience    in   the   investiga 
tion    of  accidents   in    this   state,   and   this   experience    has   taught    him 

the  import ol   the  subject,  and  also  how  incompetent   he  is  to 

present    a   paper  on   it   before  a  convention  of   representative   rail- 
road men  such  as  this.    Bul  to  treal  the  subject  in  even  my  humble 

way,   facts  must   be    Itated,  and   ill  doing  this   it   is  desired  that    ever) 

membet  of  1  be  .1  sociation  should  Know  thai  there  is  no  criticism  on 
the  management  ol   anj   one  particular  road  intended;  bin  the  gin 
era!   information   in   refereno    to  the  operation  of  all   roads  which 
I11    been  obtained  in  my  official  position  will  be  used  in  the  hope 

thai    II    may    ill    a    small    measure   aid    ill    what    JTOU    are    all    interested 

"i    mplishing,  namely,  reducing  the  number  of  accidents  to  those 

which   am   incidental   lo  the  operation   ol   an   electric  railroad  and 

which  experience    bow-  to  be  practically    unpreventable,  even  with 

ibl  ind   foresight 

In  the   yeat    1898  there   wen    1,174.38  miles  of  electric   railroads 

in  He      tate;  4,002  box.  3408  open,   in  mail  and  208  freight,  ex- 

pn       ind    "     operated.     In  that  yeat  there  were  74  persons 

killed   and   54 1    injured.      In    [8oo  there   wire    [,225.l6  miles  of  road; 

I       |       bo  |,68t    I  ipi  n      I   ;o    null       n       li;i     In  inlil,    ,      pi  e     ,    and    service 

can  operated,     ["hen    wen    126] n    killed  and  589  injured.     In 

[ooo  1I1  ■         n    1  ii  ;  16  miles  of  road;  5,098  box,  3,666  open,  _>_• 

mail    and    O'rfi    freight,    express    and      n       operated         Iheie 

148     1 killed     and     650     injured.     In    loin    then-    were 

6  mill      0 id;    ,100  box.  3,945  open,   to  mail  and  55K  fri  ighl 

■    1 d    at     1  'i"  rated,  and   [60  1 wen    1  tiled  and 

w>7  injured.      I  In    complcti    report     ol   mileage  and  the  numbet    ol 


convention  at   th«  New  Fork  BI Btreet   Rail 

Del    ' n       0-]O     1 


STREET   R  \II.\V  W   REVIEW. 


[Vol.  XII.  No.  o. 


nding  Jun(  have  nol  •• 

.1   in  ilit    railroad  commission  office.     In   tl  i  June 

30th  there  were   127  people  killed  and  *-\i   injured      Vou 
familiar  with  th<  cidents  which  1> h 

30th,  one  of  which  resulted  in  14  deaths  and  the  injurj 

mother  in  4  deaths  and  ao  or  ,t"  injured;  one  where  three 

were  killed  and   several   injured;   two   where  one   was  killed,  and 

eral  others  where  a  number  were  injured. 

rhese  figures   show  that   the  death   rate  caused   by   accidents  in 

miles  "i  road  operated  was  .063  in  is.»s,  ,102  in   i*m. 

.11.4  in  igoo  and  .103  in  1901.     Vs  stated  above,  these  figures  cannot 

n  t..r  1002.    Urn  with  the  exception  of  the  year  1901,  in  which 

year  the  death  rate  in  proportion  to  miles  of  road  was  less  than  the 

year   previous,  there  has  been  a  continuous  increase  111  the  death 

;.,ir.-.l  to  the  mileage,     ["his  increasi    between  thi 
1898  and    1001    was   .040,  an  1  he 

njured  in  reference  to  mile  ol  road 
operated  in  1808  was  .462;  in  1899,  ,480;  in  1900,  .45".  and  ii 
559,  Mils  shows  a  steady  increase  in  the  percentage  of  passen 
gers  injured  in  reference  to  mileage  of  road  except  in  the  year  1900, 
when  the  percentage  ».i-  less  than  in  the  year  previous.  There 
has  been  an  increase  between  the  years  i^^  and  1901  of  .097,  an 
increase  of  about  si   per  cent. 

These  t'inuri~  include  the  accidents  on  all  of  the  electric  railroads 
in  the  state,  including  city  and  other  roads,  and  arc  compiled  from 
the  annual  reports  of  the  companies  made  to  the  railroad  commis- 
sion.    It   was  the  intention  to  have  classified  these  accidents,  and 

have  made  a  percentage  comparison  based  on  car  w 
but   the   investigation   of   the   number   of    serious   accidents    which 
have  occurred  recently  has  occupied  so  much  time  that  I  was  una- 

make  a-  detailed  a  statement  of  accidents  and  as  clear 
parison  of  them  with  the  growth  of  the  electric  railroads  as  would 
be  desirable  in  a  paper  of  thi*  kind 

While  these  figures  include  the  killed  and  injured   resulting    from 

all   classes  of  accidents,  a  large  majority  of  them  are  the   result  of 

1    collisions,    tail-end    collision-,    collision-    al     ■_;  I :  c  c  K     crossings 

of  steam  railroads,  collisions  at  grade  crossings  of  electric  railroads, 
derailments  and  failures  of  bridges  anil  trestles.  The  future  consid- 
eration of  this  subject  will  be  confined  to  this  class  of  accidents. 
The  accidents  incidental  to  city  operation,  such  1!  Striking  per- 
son- and  vehicles  on  the  street,  passengers  injured  boarding  and 
leaving  cars,  passengers  thrown  from  car-,  etc..  will  not  he  dis- 
ed  in  the  following  portions  of  this  paper. 

I  he  greatest  loss  of  life  and  injury  to  passengers  mi  electric  rail- 
roads in  the  last  five  year-  has  been  caused  by  rear-end  coll: 
the  next  largest  loss  of  life  and  injury  to  passengers  has  been  caused 
by  head-on  collisions,  and  in  this  comparative  line  of  the  causes  of 
death  and  injury  to  passengers  are  the  collisions  at  grade  crossings 
of  steam  and  electric  railroads,  the  derailment  of  cars  and  the  col- 
lap-e  of  bridges  and  trestles.  The  cause-  for  the  above  class  of  ac- 
cidents are  numerous,  and  to  state  only  a  -mall  portion  of  them 
would  he  beyond  the  limits  of  a  paper  of  this  character.  The 
more  important  one-  will  he  briefly  mentioned 

llead-on  and  real   end  collisions  can  he  deall   with  under  one  head. 
as  the  causes  which  produce  them  are  in  mosl  cases  similar.     In  the 
n  of  this  class  of  accidents,  it  i-  found  that  motormen 
have  two    sti  CCUSes    for    their   occurrence:     First,    "When 

I  saw  the  ear  ahead  of  me  I  applied  the  hrake.  but  it  would  not 
work;"  second,  "I  then  put  on  the  reverse,  hut  it  would  not  take." 
The  testimony  of  all  persons  directly  interested  in  the  operation 
of   the   cars   in   collision   is   taken    in   thi  lion   of   accident-. 

and  in  nine  cases  out  of  ten  thi-  evidence  goes  to  show  that  the 
motorman's  statement  was  not  true.  Winn  a  inotornian  ha 
running  a  car  the  larger  part  of  the  day.  making  his  usual  stops 
wlthout  trouble,  and  111  -uch  a  manner  that  the  conductor's  al- 
not  been  attracted  to  them,  this  being  the  case  on  the 
which  the  accident  occurred,  il  i-  safe  to  infer  that  the  mo- 
tormaii  u   when   he   says  the  hrakes   would   not   work,     (if 

tlways  the  possibility  of  the  brake  giving  out  on 
the   st0|  ore   the   accident;    hut    in   the   investigation   of   this 

class  ,,f  accidents,  the  inquiry  must  extend  further  than  the  crew  of 
the  car;  it  must   he  carried  to  a  thorough  examination  of  the  nielli 
ods   of  operation,   the   physical   conditions   ,,f   the   road,   the   kind   ol 
hrakes  used  on  the  cars,  and  the  equipment   of  ear-,   including  sand 
boxes.      In    the   investigation    of    the    methods   of  of    rail- 


iccidents,  the  statement  can   ntfely  lie  made 

that    111  a   la  them   the  primal  'he  accident 

ent  management  of  the  road,  and  while  the 

motorman    may    he    the    immediate    cause    of    the    accident,    it    in   all 

probability  would  have  been  prevented  had  the  management   been 

malic 

1   ha-  been  a  large  number  of  tail-end  and  head-on  collisions 

Ihe   larger   portion  of   these  have   heeil   can-ed   by   lnotoiincl!   running 

witches  where  they   war.    due  to  meel    1   car.     Several  have 
.used  by  in  tnding  of  tram  order-,  transmitted  over 

a   telephone   system;   several   by   conflicting   orders   1 g  guen   by 

different  officers  of  the  company,  some  by  crew-  attempting  to 
"-teal"  a  switch;  several  bj  crews  taking  it  for  granted  that  a  car 
which  was  due  at  a  junction  of  two  hues  had  passed  that  point; 
others  by  tin  failure  ol  block  signal  systems;  a  few  by  cars  getting 
beyond  the  control  of  the  inotornian  on  heavy  grades  and  not   stop 

ping  at  a  switch  where  they   should  have  stopped;  a  number  by 

lacing  point  -witches  on  cross-Overs  on  double  tracks,  and  there 
been  two  cases  when  motormen  have  seen  cars  approaching 
them  on  the  same  track,  and  have  continued  at  full  speed,  with  the 
intention  of  making  the  other  car  hack  up  to  the  switch,  the 
continued  on  both  cars  for  the  same  purpose  until  it  was  impos- 
sible to  s|,,p  either;  two  running  of  special  and 

work    c id    without    proper    notice    being    given    to   the 

regular  cai  om  head  on  collision  was  caused  by  an  ordinary  pas 
senger  car  being  used  as  a  work  car  and  not  being  placarded  as 
such;  a  regular  car  met  il  011  a  switch  where  another  car  was  due, 
supposing  it  was  the  regular  car  the  crew  ran  out  on  to  the  main 
track,  and  the  two  regulars  inn  111  head-on  collision.  Among  the 
causes  of  tail-end  collisions  may  he  mentioned  the  500-foot  dis- 
tance rule  in  use  on  a  large  number  of  the  suburban  and  interurban 
ds;  en-  coming  to  a  stop  at  points  on  the  road  where  the 
\iew  of  an  approaching  ear  1-  limited;  cars  "running  away"  on 
grades   and    oil    wet   and    slippery   tracks;    regular  cars   running   into 

::-.  standing  upon  the  main  track  without  protection; 
trollej    wheels   leaving  a   car   standing  on   the   track   without   lights; 
trains   being    run   in   sections   without    the   rear  end  of  the   first    sec- 
tion being  properly  protected,  and  a  number  of  other  causes. 

The  accidents  at  grade  crossings  of  steam  and  electric  railroads 
and  at  grade  crossings  of  electric  railroads,  arc  invariably  caused 
by  violation  of  the  running  rules  of  the  company,  for  I  do  not  know 
of  a  crossing  of  steam  and  electric  tracks  in  this  state,  where  there 
is  any  considerable  volume  of  traffic  on  the  steam  road,  but  what 
the  company'.-  rules  require  the  electric  car  to  come  to  a  stop  and 
the  conductor  to  go  ahead  and  flag  his  car  over  the  crossing.  But 
some  collisions  have  been  caused  by  the  power  giving  out  while 
the  electric  car  was  going  ovei  tht  steam  track-,  or  by  the  trolley 
leaving  the  wire  while  this  was  being  done,  in  this  manner  stalling 
the  electric  car  in  front  of  the  steam  train  or  engine.  Al  nearly 
everj  crossing  of  two  electric  tracks  the  cars  on  one  of  them  arc 
o'l11".!  by  the  rules  to  come  to  a  full  stop  before  proceeding  over 
the  crossing. 

I  hi  can-.-  of  derailment  of  car-  are  so  varied  that  it  would 
he  almosl  impossible  in  the  limited  space  of  this  paper  to  enumerate 
them.  Ihe  principal  causes,  however,  are:  Cars  going  around  sharp 
curve-  at  too  high  a  rate  of  -peed;  the  spreading  of  tracks  on 
curve-;  the  irregularity  and  poor  alignment  of  curves  and  lack  of 
proper  elevation  on  them;  where  the  grooved  rail  1-  used,  the  groove 

being  filled  with  stone,  - 1  01  other  substances;  frogs  and  switches 

not   I  King  properly  placed;  open  switches;  poor  alignment  and  sur- 

1    track;    broken   flanges   on    wheel-;   axles  out  of  line;   loose 

wheel-;    wheels  not  properly  gaged,  etc. 

been  several  accidents  resulting  from  bridge  and 
e  in  1 t  cases  have  been  caused  by  leav- 
ing old  structures  in  the  road  and  increasing  the  weight  of  cars 
Operated  over  them  without  increasing  the  strength  of  the  struc- 
ture. There  have  hi  en  two  derailments  on  bridges,  resulting  in 
serious  injury  to  pasengers,  brought  about  by  the  custom  of  plank- 
ing highway  and  street  bridges  flush  with  the  top  of  the  rail,  with- 
out proper  guards  to  prevent  a  car  from  going  off  the  rails  and 
over  the  side  of  the  bridge.  This  planking  flushwith-thc-top-of-lhc- 
rail  is  almost  ihe  universal  custom  and  is  a  very  dangerous  one. 

rhese  are  the  most  frequent  accidents  occurring  on  suburban 
and  interurban  railroad-  and  ihe  principal  causes  of  them.  Ihe 
question   now   to  he  considered   is   how   to  prevent   their  occurrence. 


Sept.  jo.  1902.] 


STREET   RAILWAY  Kl'A  11  \\  - 


581 


The  solution  of  tliis  problem,  to  some  minds,  appears  to  be  ai 

one.      Read  any   of  the  papers  of   the   daily   pre"   aftei 

-urred.  and   the   editor    volunteers  a   read]    solution   of   the 
question  of  preventing  accidents  on  electric  railroad-.     In  some  o( 

tlie<e  paper-  you  will  see  that  double  tracking  a  road  would  pi 
all  accidents  on  it  in  the  future;  in  others  equipping  the  ear-  with 
John  Smith's  automatic  brake  would  prevent  accidents  of  all  char- 
acters; in  another,  the  adoption  by  the  company  of  Bill  Smith's 
signal  device  would  he  a  guarantee  against  accidents,  ami  so 
on  through  a  long  list  of  suggestions,  the  writer-  being  confident 
of  their  ability  to  judge  of  the  merit-  of  the  different  device-  men- 
tioned and  their  positive  knowledge  that  the  adoption  of  ihai  de- 
vice or  plan  would  he  the  solution  of  the  question  under  considers 
tion.  Hut  you.  gentlemen,  who  are  more  experienced  and  far  more 
interested  than  the  editor-  in  preventing  accident-,  know  that  acci- 
dents on  electric  railroads  have  multiplied  in  variety1  and  number 
with  the  advances  made  in  electric  railroading.  It  is  not  a  cas< 
a  sick  child  where  a  doSI  "f  paregoric  can  he  administered  and  the 
will  disappear.  Idle  present  conditions  result  largely  from 
the  tireless  efforts  of  manufacturer-  and  inventors  of  electrical 
machinery  to  increase  the  efficiency,  power  and  -peed  of  their  ap- 
paratus, and  from  the  failure  of  electric  railroad  managers  to  keep 
pace  with  them  in  track  construction,  safety  devices  and  methods  of 
operation.  I  hi-  condition  has  been  a  growth  of  years,  and  the  rem- 
edy for  it  must  he  found  in  the  free  u-e  of  safety  appliances,  in 
more  perfect  and  complete  construction  and  equipment,  and  more 
careful  and   systematized  methods  of  operation. 

It  is  taken  for  grained  that  every  member  of  this  association  re 
alizes   that   the  electric   railroad   business   i-   face  to   face   will)  grave 
problems;   that   the   nut  cidents,   not    only    in   this 

state,  hut  throughout  the  country,  are  injuring  the  standing  of  the 
electric  railroad  before  the  public,  and  that  if  they  continue,  the 
revenue-  must  he  impaired  for  the  reason  that  people  will  lose  con- 
fidence in  electric  railroads  and  will  prefer  to  patronize  -team  roads. 
I'p  to  tin-  time  the  electric  car  ha-  met  with  favor  bj  the  public, 
preference  being  given  to  it  for  suburban  and  interurban  ride-. 
even  when  a  destination  could  I"-  reached  quicker  by  the  steam  roads 
I  he  comforts  of  the  electric  service,  including  fresh  air,  free  from 
smoke  and  cinders,  the  unobstructed  view  which  can  he  had  from 
the  open  car.  and  especially  the  combined  pleasures  of  a   ridi 

them  through  a  country  district  hi I   thi    public  to  pa 

them  liberally;  hut  these  frequent  accidents  an  creating  alarm  and 
distrust  IIh  confidence  of  the  public  must  he  restored,  or  you 
will  not  only  drive  people  from  the  electric  car-,  hut  you  will  drive 
capital  from  investment  in  electric  railway-.  The  e  tatements  are 
intended    to   apply   mil .  n    thi     distinctively   city 

I  he  city  rail  1    operated  in  a  manm  1 

which  1  dit   upon  tl an  .    them  a     well  a-   upon 

the  electric   railroad   I" 

I  In-  condition  of  safe  operation  does  not  exist  on  all  of  the 
suburban  and  interurban  road-,  and  upon  1 t  of  them  the  rail- 
road commission  have  had  to  investigate  -erions  accident-.  Stilt. 
there   are    several                                    which    an-    operated    under    rules 

and  regulation!  which  compare  favorably  with  steam  railroad  meth 
ods.    <>n  one  of  them  there  1-  a  complete  telegraph  train  dispatch- 
tern  in  u-e  ;  on  anothi  m,  in  v.  hi'  h 
re  transmitted  by  telegraph  and  telephone;  on 

being  trans- 
mitted by  nly. 

ted  in  a  paper  of  thi  describ 

ing  the  character  of  a  curring  on  electrii    railroad     that 

hould  I"-  made  to  prevent   their  occurrence,   and  thi 

ii  the  point  where  I  realize  my  inability  to  fully  meet   the  require 

■     I   will  mention  a  fi 
which  ed  me  to  believe  that 

improvi  ed   above,    the    in 

and  111  thi  '   Opl  1 

',1   operati  trii    railroad 

motor,  pinion  and  ft 

cat,  thi  ■  the  organization  com 

m  iai  managi  1 ,  through 
whom  tin-  pi  1  pan  d  to  the  pin 

including  motor 

men  at 


represented  by  the  different  cogs  on  the  gear  wheel.  The  whole 
forms  an  unbroken  line  in  the  case  of  the  organization  from  the 
president  down  10  the  motormen,  conductors  and  other  employes, 
a-  in  the  combination  the  pinion  and  gear  transmit  the  power  of  the 

,n 1    10  the  traction  wheel.     In  the  latter  case  each  member  must 

he  in  perfect  working  order,  each  one  inti-l  he  fully  equipped  and 
efficient  in  itself;  any  detect  in  one  -hows  a  defect  111  the  whole. 
This  i-  also  true  of  the  organi  anon.  If  the  president  lacks  in  abil- 
ity,  sound  judgment  and  common  sense,  he  will  interfere  with  the 
operation  of  the  organization,  and  above  all  he  must  not  reach  over 
beyond  the  pinion,  the  superintendent,  in  carrying  out  his  ideas 
and  policies  a-  illustrated  in  the  case  of  the  motor,  pinion  and  gear; 
if  the  lead-  of  the  motor  extend  beyond  the  pinion  and  come  111  con- 
tact with  the  gear  wheel,  a  damage  i-  caused  which  results  in  the 
breaking  down  of  the  whole  combination.  It  is  not  meant  by  this 
statement  that  the  president  must  not  come  in  contact  with  the  em- 
ployes of  the  road,  hut  that  he  must  not  interfere  with  the  opera- 
ion  of  the  road  when  it  1-  in  operation  except  through  the  proper 
channel,  the  general  manager  or  superintendent.  When  the  ma- 
chinery i-  al  rest  after  the  day-  work  is  done,  or  when  employes 
are  off  duly,  the  more  he  comes  in  contact  with  them,  the  better 
11  1-  for  everyone  interested  in  the  welfare  id  the  road;  hut  111  the 
regular  routine  of  business  tin-  president's  duties  consist  in  outlin- 
ing policies  and  plans  for  the  benefit  of  the  road;  the  details  id'  the 
execution  of  these  plans  and  policies  devolve  upon  the  superintend- 
ent. The  superintendent  of  a  railroad  -hould  he  a  man  of  ample 
experience  and  capacity,  qualified  to  lake  charge  of  the  operation 
of  the  road  in  all  its  branches,  carrying  Out  the  view-  and  ideas  of 
the  president,  hut  to  all  intents  and  purposes  he  should  he  the  czar 
oi  everything  pertaining  to  the  direct  operation  of  the  system.  The 
head-  of  the  different  departments,  motormen  and  conductors,  as 
represented  by  the  gear  of  the  combination,  must  mesh  into  the  dif- 
ferent apertures  between  the  cogs  of  the  pinion,  and  if  one  of  the 

cog-    of    the    gear    heconie-    rusted    ami    will    not    readily    absorb    the 

lubrication,    which   in   the   case   of   organization   1-   represented   by 

the  I k  of  rule-  and  special   instructions,   11    weakens  the  whole 

structure,  and  if  not  removed  will  cause  a  break  down.  When  a 
cog  becomes  worn  out   it   must   he  removed   from  the  system.     In 

thi   case  "i  the  organization,  when  a  motorman  becomes  1 Id  for 

service,  he  must  he  removed  from  that  position,  ami  usually  there 

are  place-  on  an  electric  road  into  which  an  old,  faithful  motor 
man    can    he    put,    where    he    will    not    he   a    detriment    to   the    service. 

If  a  motorman  becomes  too  large  for  his  position,  a-  in  the  case 
oi  the  cog,  lu-  will  not  mesh  into  the  aperture  assigned  to  him,  but 
interfers  with  tile  smooth  running,  ami  must  al-o  he  removed. 
I  hi-  illustration  might  he  earned  further,  showing  that  perfeel  01 
ganization  i-  an  essential  thing  to  the  welfare  of  an  electric  rail- 
road. Hut  the  illustration  clearly  -els  forth  one  point  which  to  no 
1  1  ■ntial  to  the  safe  operation  of  any  road,  thai  is:  the  duties 
of  the  ii]i.i  mi,  ml.  in  or  genera]  manager  -hould  he  confined  to 
carrying  out  the  instructions  received   from  the  presidenl   in  refer 

ence  to  thi   operation    ami  nothing  but  the  operal if  the  rail 

road      lie  -hould  not  he  burdened  with  any  additional  duties,  such 
:,    thi    lupervision  of  construction  of  extensions,  nor  the  negotiation 
ol    1  cten  ion  .   in"    ihi    negotiation   ol   -lock   or   bonds;   In-   whole 
hould  he  trying  to  earn  dividends,  not    to  negotiate  the   seen 
1  in.      .,i   the    mad. 

pi  1    ..iial  observation  ii   i-  known  that   every  one  of  the  man 

ij   1  tilroadi    in  this  state  is  intere  ted  in  reducing  accidents 

',,  ,1  minimum.     II"    Board  oi   Railroad  Commissioners  1-  doing  all 

n   it     powei    i"  bring  about   tins  condition.     Their  expert   has  in- 

pected   nearly  evei      Fool    ol   track   in  tin-   itate  of   New    York;  also 

equi] 1    00    1   exi ted   into   the   methods  of  operation, 

and  tl"    1 1  1 I igati  d  nearl)   everj    set iou    1 lent   1  hal 

.nod    111    the    pal    five    '.oi>    .    and    on    all    of    these    inspect  ions 

and  in ■  1   ii" ii    recommendations  have  been  made  with  a  view  oi 

ccident        fl mmendationa  have  in  mo  il   casl 

ed  by  the  companii     in  a  propel     pun      \  large  number 

of  them   ha  1    1 plied   with,  but    there  are  norrie   in  tanci 

when    the  manage)     havi    thought   that,  while  the  recommendation 
ried  out  would  be  a  hem  hi  to  the  mad,  the  possibility  oi  ac 

1  on  mote  1  hat   they  have  delayed  1  ompliance 

wiih  1 1 11 udaiiou  from  time  to  1 ■  in  ordet  to  keep  down 

the  op,         1         1 for  thi     yeai   anil  intending  to  compl)    ni    1 

y<  .11  01  in  Hi,    n,  ,  ',  1  11 1 uiilii  1   oi  il    .    1 , nda 


STREE  I'   R  \ 1 1. WAV   REVIEW, 


[Vol     XM.  No.  o. 


i  grade.     It   has  often  been  said  i"  mm-  when  a  lugjj 
ring  of  thi 

,i  -  and  never  li.nl  an 
n.    Our  linn  are  .ill  instructed  i"  Rag  theii  it,  ami  il  i- 

impossible  for  an  accident  to  that  point     These  are  all  old 

men,  all  live  lun-  in  the  town,  ami  mosl  of  them  own  their  homes; 

teady,  industrious  lot  "(  men,  ami   I  know 
.if  them  personally."    Now  thai  manager  was  sincere  ami  honest  in 
the  statement.     1 1  <-  could  nol  be  ere  was  any 

danger  ai  that  crossing  fur  the  rea which  he  stated.     M 

is,  no  matter  what  clai  nployed  or  what  wages 

paid,  an  accident  is  like])  i"  occur  al  a  kind  unless 

■  protected  that   the  car  crew  is  obliged  to  come  to  a  stop, 
nductor  going  ahead  on  to  the  steam  track  before  the  i 
man  can  proceed  over   the  crossii  an   illustration   of   what 

motormen  ami  conductors  may  do:    <>n  an  inspei  1   vi- 

ited  a  certain  town  in  this  state,  arriving  there  about  noon.  I  called 
up  the  ruail  superintendent  by  telephone,  told  him  my  busini 

d  i"  call  "it  him  at  his  office  after  lunch.     At  that  time  1 
ed  a  car,  ami  mi  tin-  way  in  In-  office  we  mel   anothei 
mi  a  switch.    The  conductor  "t  that  car  entered  the  one  in  which 

1  was  the  onl)   passenger,  ami  looking  at   mi     ind     eeing  ther 

person  in  tin-  car.  called  oul  t"  the  crew  of  the  car:  "I"  I 
ami  llag  the  crossing,  as  there  is  a  railroad  commissioner  in  town 
ilu-  afternoon."  From  that  remark  I  drew  two  conclusions;  one, 
that  it  was  nol  customary  to  flag  the  crossing;  the  other,  t lut  I  did 
not  look  liki'  a  railroad  commissioner.  No  matter  how  long  motoi 
nun  and  conductors  have  been  in  the  employ  of  the  company,  or 
how  reliable  they  may  be,  accidents  will  occur  at  crossings  which 
an-  nut  properly  protected.  The  commission's  efforts  to  prevent 
accidents  mi  electric  railroads  cannot  be  effective  without  tin.-  willing 
ami  ready  co-operation  of  every  person  interested  in  the  operation 
■  •I  these  roads,  ami  while  a  la:  rity  of  the  managers  of  roads 

arc  in  hearty  co-operation  with  them  we  find  that  there  is  nol  i 
proper  realization  of  the  danger  connected  with  the  operation  on  'in 
pari  of  some  nt  the  officials. 

In  stating  the  number  of  accidents  which  have  occurred  on  electric 
roads  in  the  past  five  years,  a  partial  classification  of  them  was 
made.  In  suggesting  means  of  preventing  their  occurrences  it  is  ii"t 
try  !•■  consider  cad:  class  of  accidents  by  itself.  The  remedy 
which  will  prevent  the  occurrence  "f  a  head-on  collision  would  be 
a  remedy  fur  almost  all  of  the  other  kinds  of  accidents;  tin-  remedy 
i-.  a  proper  organization  of  the  operating  force  of  the  road,  propel 
discipline  of  employes,  proper  track  construction,  proper  equipment 
of  car-  ami  proper  method  ol  operation,  ami  tin-  statement  i-  ap- 
plicable i"  all  roads,  no  matter  what  the  extent  of  them.  For  proper 
organization  ami  discipline  of  the  operating  force,  so  as  to  prevent 
bead-on  collisions,  only  competent  ami  properly  qualified  men  should 
In-  motormen  ami  conductors.  It  i-  not  meant  by  this  statement 
that  none  hut  experienced  motormen  ami  conductors  should  he  em- 
ployed, hut  it  is  intended  thai  a  better  class  of  nun  would  he  m- 
cured  if  more  care  was  taken  in  investigating  their  past  records  ami 
physical  condition  before  employment.  In  order  to  do  this,  propei 
printed  blanks,  furnished  by  tin    company,  should  he  filled  oul  by 

the    applicant,    lli.  ,11    of    the    nccc-siry    information    ill    re- 

nin- employment,  reasons  for  leaving  it.  references 
character,  etc.,  ami  in  adidtion  a  thorough  physical  exanfina- 
pecially  a-  to  eyesight   ami   bearing,  by  a  doctor  em| 
for  that  purpose  by  the  company;  mon    can     hould   t>i    exercised, 
ami  a  more  tin. rough  system  of  "breaking  in"  or  instructing  motor- 
men  than  i-  the  custom  at  present  mi  mosl  roads.     It  i--  found  that 
neral   custom  on  a  majority  "f  the   inicriiil.au   roads  is   to 

lake  a  man.  1,0  matter  what  his  previous  occupation  vva-.  put  him 
on  a  car  with  an  old  niotoriuan  and  let  him  run  ten  day-,  then 
make  one  or  two  trip-  with  the  nt,  inspector  or  master 

in-,  after  which  he  i-  reported  qualified  ami  is  given  charge 
oi  the  from  end  of  a  car.     I  hi-  easy  method  of  making  mi 

II   right  in  the  early  days  of  electric  railroading,   with   the    lo- 
ut  i-  all   wrong  with  the  heavy  equipment  of  in- 
lerurhan   mads  of  the  present   time     It   is  in  idenl   to  place 

such  a  man  in  charge  of  an  IS  or  20  ton  car,  loaded  with  fifty  or 
sixty  passengers,  descending  5  per  cent  grades  with  sharp  curves, 
such  as  exist  on  almost  all  of  this  class  of  railroads.  The  motor- 
men  -hould  not  he  compelled  i"  serve  the  apprenticeship  which  is 


■  am  railroad  engineer,  but  should  tram 

ing    l'>    which    he    would    have    -urn    general    knowledge   ..j   tl  ■ 
-miction    and    operation   of   the   apparatus    under   hi-   control. 

Another  matter  of  importance  winch  devolves  upon  the  manage 
lilroad  1-  the  matter  of  discipline     II"  in  this 
direction  1-  the  compiling  ami  furnishing  to  cmploj                ompletc 
-ei  of  rule-     li  1-  the  usual                   require  motormen  and 
ductors  to  learn  the  rules  before  tiny  are  given  permanent  employ- 
ment, inn  very  few  • panies  require  these  nun  to  remember  them. 

In  investigations  of  accident-,  the  question  i-  asked  a  motorman: 

"Are  ymi    familiar   with   the   rules  contained   in   the  company's   1 k 

of  rule-:"  I  he  usual  answer  i-:  "I  knew  them  when  I  went  to 
work  for  the  company.  Inn  don't  know  as  I  could  repeat  them  now." 
1  In   disciplin  ol  employe!  in  the  United  States  mail 

I      mar   perfection   as   1 ihle.      In    that    service   employes 

.in  required  to  pass  an  examination  al  stated  interval-,  based  mi 
their  knowledge  of  the  business  and  the  rule-  governing  it.  Motor- 
men  ami  conductors  -hould  lie  obliged  to  do  likewise.  These  rule- 
should  be  made  as  explicit  and  ering  every 
emergency  which  can  arise,  leaving  a-  little  to  the  judgment  of  the 

torman  or  conductor  as  1 ible.    The  importance  of  proper  rules 

cannot  be  overestimated  in  behalf  of  safe  operation  of  a  railroad. 

\-  an  illustration  of  this:  An  accident  recently  occurred  on  one 
of  the  roads  in  this  state  where  fourteen  persons  were  killed  and 
-ixtv  injured.  This  accident  might  have  been  prevented  had  the 
conductor  of  the  car  used  proper  judgment  and  set  the  rear  hrake 
after  the  from  one  had  become  disabled  by  the  breaking  of  a  hrake 
rod.  When  asked  why  he  did  nol  do  this,  he  an. were. 1.  "Because 
I  did  n"i  receive  four  bells  from  the  motorman,"  and  he  considered 
it  wmild  In-  a  violation  of  the  rule-  for  him  without  that 

signal  even  in  an  emergency.  I  he  rules,  among  other  thing-,  should 
especially  provide   for  the  safety  of  tram-  when  operated  in  more 

than  mie   section.     Usually  the  I k  of  rules  prescribes  a  500  or 

>i  -pacing  distance.  Experience  ha-  shown  that  this  rule 
alone  1-  nol  sufficient  to  insure  safety  of  operation  where  one  car  is 
folowing  another,  a-  the  construction  of  country  mads  i-  such  that 
in  many  cases  the  view  i-  limited  to  less  than  this  distance.  There 
should  In-  a  rule  compelling  the  conductor  of  the  head  car  to  protecl 
the  rear  end  by  means  of  fusees  or  in  some  other  way  while  in 
motion  and   DJ    a   flag   or  lantern   while  standing   still. 

Next  in  importance  to  rule-  and  discipline  is  the  question  of  train 
dispatching,  block  signal  or  telephone  system.  The  ideal  method 
..I  operation  mi  any  suburban  or  interurban  railroad  is  the  running 
of  cars  under  a  telegraphic  train  dispatching  system.  On  most  of 
I-  in  tin-  -1. in  this  i-  impracticable,  and  the  telephone  is  in 
a  number  of  case-  substituted  for  the  telegraph,  the  motormen  or 
conductors  acting  a-  operators.  A  reliable  block  signal  system,  the 
cost  of  which  would  place  it  within  reach  of  electric  railroad-,  is 
something  which  is  much  needed,  and  it  would  he  an  important 
factor  in  reducing  accidents.  There  1-  no  such  system  111  extensive 
use  mi  any  of  the  railroads  in  this  state.  Improvements  havi 
made  within  a  short  lime  on  several  of  the  roads  in  the  method 
of  handling  train  orders  by  telephone.  Formerly  either  the  motor- 
111:111  or  conductor  would  call  up  a  train  dispatcher,  receive  from  him 
hi  older  to  run  to  a  certain  point,  he  would  repeal  this  hack,  and 
receive  "0.  K."  from  the  dispatcher.  Several  serious  accidei 
curred  through  a  misunderstanding  of  orders,  and  this  system  has 
changed  mi  some  of  these  mad-.  Now  a  motorman  receives 
the  order  from  the  dispatcher  and  writes  the  body  of  the  order  mi 
a  printed  blank;  this  is  manifolded,  a  copy  given  to  the  conductor, 
who  then  repeats  li  hack  to  the  train  dispatcher,  giving  the  name 
of  the  motorman  and  conductor,  he  receiving  "complete"  and  time 
from  the  dispatcher  Another  important  matter  in  connection  with 
operation  ol  an  electric  mad  is  a  proper  time  table.  The 
management  of  every  mad.  no  111. uter  how  many  1 
on  ii.  should  prepare  and  have  primed  a  proper  time  table,  show- 
ing the  time  of  each  ear  at   the  termini  and  at   every  turnout  switch 

or  station  mi  the  line  of  the   mad.   the   meeting  points   shown   in 

prominent  type,  with  rules  governing  the  movement  of  car-,  based 
on  steam  railroad  lime  tables,  shown  on  it.  This  mailer  of  tele- 
phone equipment  and  time  tables  i-  one  to  which  the  managers  of 
i  the  smaller  mails  object.  In  replying  to  a  suggestion  of 
this  kind,  some  have  said:  "I  consider  that  unnecessary,  as  m  our 
11I imi  we  only  run  two  cars."  This  is  nol  a  valid  ex- 
cuse for  imi  equipping  a  road  with  a  telephone  system  and  running 


Sept.  20.  1902.] 


STREET   RAILWAY   RKYIEVY 


583 


cars  under  the  authority  01  a  time  table,  for  it  takes  only  two  ears 
to  cause  a  collision,  ami  the  results  of  a  collision  on  a  road  of  this 
character  may  be  as  serious  as  on  a  road  where  a  larger  number 
of  cars  are  operated.  This  is  illustrated  in  a  collision  which  recently 
occurred  on  a  road  tour  miles  in  length,  where  in  regular  service 
only  three  cars  were  operated.  This  collision  resulted  in  the  death 
of   fourteen  persons  and  the   injury  of   sixty. 

Tlte  question  of  derailment  of  cars  is  one  on  which  it  is  not  neces- 
sary to  occupy  a  great  deal  of  the  time  of  the  convention.  Derail 
merits  are  caused  by  defects  in  track  or  equipment,  or  by  carelessness 
in  the  operation  of  cars.  Defects  111  track  are  so  apparent  that  the 
manager  of  a  road  is  aware  of  their  existence  and  knows  the  poor 
spots   in    his    road    better    than    an;  IThese    are    often    not 

repaired,  not  because  he  does  not   know    that   they  add  to  the  possi- 
bility of  derailment,   hut   in   a   number   of  cases   on   account   of   the 
financial  condition  of  the  company.     It  has  been  stated  to  the  repre- 
sentative of  the   railroad  commission   after  an    inspection   of  a    rail 
road  : 

"1  know  that  that,  derailing  switch  should  he  put  in;  1  know  that 
that  track  should  he  raised  up:  '  know  that  this  section  should  he 
ballasted,  and  I  know  that  that  curve  is  in  had  condition,  and  I 
have  asked  our  folks  for  the  money  to  do  this  work.  I  am  glad 
you  have  made  the  recommendation  for  it.  as  they  think  that  we 
can  get  along  without  it  for  another  year."  This  i-  pour  policy,  as 
the  putting  in  of  a  derail  switch  at  the  foot  of  a  grade  might 
prevent  a  runaway  car  from  going  around  the  curve  below  it  and 
tipping  over.  The  raising  and  ballasting  of  the  track,  the  align 
menl  of  a  curve;  any  one  of  these  might  prevent  a  derailment  which 
would  place  the  road  ill  the  hands  of  a  receiver. 

On  the  question  of  failure  of  bridges  and  trestles,  ihe  hoard  of 
railroad  commissioners  have  made  an  examination  of  marly  every 
bridge  ami  trestle  in  the  stale  over  which  electric  cars  pass,  and 
m  case  of  apparent  weakness,  have  made  recommendations  for  the 
strengthening  of  the  structure,  or  it-  replacement  by  a  modern 
one.  In  cases  where  there  was  am  question  as  to  the  Strength  of 
the  structure,  it  has  recommended  that  it  he  examined  by  a  bridge 
expert.     These  recommendations  have  been  generally  complied  with. 

Another  important  matter  relating  to  accidents  on  electric  rail- 
roads is  the  hrakc  equipment  of  cars.  This  matter  has  been  SO 
thoroughly  discussed  ami  everyoni    i  familiar  with  the  subject 

that   it   i-   not   tie.  do   more   than    to    say    that,   on    country 

road-,   and    by   country    roads    I    mean   1!  lurban    and    nilerurhan 

roads    in    this    state,   it    is   almost    criminal    carelessness   on    the   part 
of  the  management   to  operate  the   class  of   cars    which   are   usually 
roads  with  only  a  single  chain  hand-brake  on  them. 
There  are   very    fi  •     roads   .,11    which    there   are    no    heavj 

most    of   them    have   grades    running    from    two    to   ten    per 
id    in    son  noi,     than    that,    and    there    are    sharp 

on  nearly  all  of  them,  these  frequently  occurring  at  il 
of  the  grades.    Cars  011  these   roads   should   I"    .quipped   with   the 
best  braking  appliance  obtainable  in  addition  to  the  ordinary  hand- 

1  avy  grade-  and   sharp  curvi 
-hould  he  equipped   with   additional   emergency   brakes,  and   all   cars 
Ix.th  open  and  closed  should  he  equipped  with  a  sand 
end, 

1     -   likely  to  OCCUr  on  i|e-tl  ack    road   lie 

Ihe  number  of  accidents  would  b 
all  suburban  and  interurban  roads  in  this  state  wen-  double  track, 
The  financial  condition  of  ihe  majority  of  thi  ill  nol   i"  1 

mit  ihe  construction  of  a  second  irack,  bill  wl  cal  ami  fthan- 

mditioni  are  such  thai   thii  can  l"    accompli  hed   il    ihould 
old  ro.nis  and  the  1  onstruction 

•  d    al    high  ild.    ., 

•hi    of    way.       I  lie    n  dm  lion    in    Ihe 
iunl   will   more  than  pay   thi  ■"   ihe  inv< 

I    thil    DUrj 

lii  addition  to  thi  ggestion  in  provi  mi  nl 

in  me'!  md  equipn 

track  ai  c  number  of  accident  ng  il   ia 

railroad    mal  1   .1    tudy  "i  ihe  bi 

in  win  ged.     I  hi  i'  >.iie  on 

which    '  ■  1    .  alhd    upon    n, 

'hut.     Whl 

ily  find  a  b  rything  indicating  thai 

md  1    thoroughly 


posted  in  it.  One  of  ihe  indications  ot  this  is  that,  somewhere  in 
the  office,  you  will  see  on  tile  one  or  more  of  the  different  periodicals 
devoted  to  electric  railway  interests.  On  the  other  hand,  the  man- 
ager's office  of  railways  on  which  a  large  portion  of  the  time  of  the 
of  the  Railroad  Commission  i-  Spent  in  the  investigation  of  acci- 
dents is  devoid  of  anything  in  the  shape  of  literature  pertaining 
to   electric    railway   operation.       The    successful    managers   of    electric 

railroads  have  been  found  in  attendance  at  the  street  railway  con- 
ventions for  a  number  of  years  past;  the  managers  of  the  roads 
on  which  most  of  the  accidents  are  occurring  are  rarely  or  ever 
met  ai  these  conventions  unless  the  convention  happens  to  he  held 
111  a  city  near  which  they  are  located.  This  is  justification  for  the  ad- 
vice to  managers  10  he  in  touch  with  the  business  in  which  they  are 

,1.  by  keeping  posted  through  the  electric  railway  publica- 
tions ami  by  attending  the  conventions  of  this  association  and  en- 
tering into  the  discussion  of  the  different   subjects  presented.    Ami 

on  this  line,  this  association  owes  a  duly  to  Ihe  public,  winch  as 
the  representative  "f  the  railroad  interests  of  the  state  of  New 
York   it   should   fulfill. 

First-  The  Railroad  Commission  recommends  to  every  railroad 
company  the  adoption  of  a  hook  of  rules  based  on  the  standard 
inks.  When  the  companies  ask  the  commission  for  a  copy  of  the 
standard  rules  they  are  unable  to  furnish  them,  as  there  are  no  of- 
ficial standard  rules.  There  should  he  a  standard  set  of  rules  adopted 
by  this  convention  immediately. 

Seemid  In  nearly  every  head-on  or  rear-end  collision  which  oc- 
curs, one  of  the  ears  telescopes  the  oilier.  This  is  caused  by  differ- 
ence in  heights  of  buffer  and  difference  in  construction  of  cars.  This 
.1  ociation  -hould  adopt  a  standard  set  of  specifications  for  the  con- 
struction of  the  various  sizes  of  cars,  all  to  he  of  uniform  height 
of  buffer  and  uniform  construction   for  each  size  of  car. 

The  recommendation  has  been  made  to  railroad  managers  to 
keep  posted  on  the  current  literature  affecting  their  interests.  One 
word  to  the  editors  of  journals  devoted  to  the  interests  of  electric 
railroads;  they  have  a  duty  to  perform  as  well  as  others  interested 
in  the  safe  operation  of  reiads  and  to  some  extent  are  responsible 
for  the  conditions  which  exist  today  thai  make  possible  the  1111111- 
her  of  serious  accidents  occurring.  While  they  have  been  ihe 
means  of  educating  a  large  number  of  the  managers  of  our  railroads, 

and  are  today  keeping  them  posted  011  (he  improvements  in  ap- 
pliances ami  methods  of  operation  which  are  being  introduced  in 
different  sections  nol  only  of  this,  but  of  the  old  countries,  once 
in  awhile  they  allow  an  article  to  creep  in  which  adds  to  the  fancied 
seem  ily  of  electric  railroad  managers  whose  roads  are  operated 
without  sufficient  safety  devices  or  proper  precautions  in  methods, 
As  .111  illustration  of  this,  a  short  lime  ago  there  appeared  in  one  of 
the  1110,1  influential  electric  railroad  publications  of  the  day,  an 
article  describing  a  train  dispatching  system  for  interurban  work. 
This  was  a  telephone  system.  'The  article  set  out  by  discarding  the 
telegraph  system  as  being  too  cumbersome  to  meet  ihe  requirements 

of  an  electric  road,  and.  continuing,  the  writei  -aid;  "Il  has  been 
urged    against    ihe    use    of    Ihe    telephone    in    train    dispatching    that 

lie  11  is  more  chance  for  error  in  receipt  of  messages  than  by  tele- 
graph. Il  is  hard  to  see  that  this  objection  has  much  weight.  If 
desired,  messages  can  he  written  down  and  repealed  back  for  ap- 
proval I"  guard  against  errors  as  in  telegraph  messages.  Mow 
ever,  II"  I  poinl  are  hardly  worth  arguing,  because  ihe  telephone 
I1.1      now    become   generally    used   and    recognized    as   the    proper    111 

1 t  for  dispatching  on  electrii   interurban  roads,     lln    article, 

ore,  n  olvi     il  eli  mi"  ,1  review  "i  the  methods  of  using  the 
telephone  in  train  dispatching."    'I  hen  follows  a  description  of  the 

.  I'm,  occupying  threi    column    ol  thi    paper,  all  of  which  dem 

on  trati    the  meril  ol  tie     •.  [era,  which med  up  in  the  fact 

thai  a  train  ordet  can  bi   bandied  in  ten  seconds.     Ann  li  1  ol  this 

I  '"I   ippearing  in  a  publication  of  the  standing  of  tin e  in  which 

II  ua-  printed  are  likelj   ih  in  the  adoption,  by  electric  rail 

load  1 .11 1,1    ,  1. 111  oi  train  di  pati  hing    m  h  as  i    'I'   1  1  ibed 

tin  would  i"  a  op  in  increa  ing,  rathet  than  diminishing,  the 
miinbei      1    iccidi  hi        I  be  ideal  method  oi   train  diapati  hing    fot 

electrii    railroad     1     I  hal    .-.  hii  h  aftet     ■ . 1 haa  Teen 

Bdopti  'I   !'■    1 1"     ti    hi   1   lb  "."I     oi   il urn  ry,      I  be  expen  1    ol 

if  o] t  different  poinl    all  mg  the  mad  pi  1  vent 

m  ral  adoption  bj   el ailroad        Phi    closet   thi     princi 

1  'i1  patch 1     followed  the  smaller  the  a l»  r  oi    u 

111  bi   caused  b;   1    in  handling  tri li  1  s,  and 


584 


STREET  RAILWAY   REVIEW. 


[Voi    XII,  N'o.  g. 


any  incili.nl  ,.f  handling  such  orders  where  only  ten  sec Is 

sumed  in  transmission  hould  nol 

d  by  an)   railroad  in  this  state. 
I  In    i  been  written.     Lei   us 

now   turn  with  satisfaction  and  pride  t"  the  operation  "i  the  city 

inaged  and  in  a  manner 

to    challenge    the    operation    of     steam     railroads.       During    the 

iooi    there   were    1,162,439,614   passengi 
railroads  in  1 1 1  i  —  state,  and  v  in  steam  roads, 

ol  fatalities  and  injuries  shows  thai  passengi 
on  these  electric   roads  than  on  the  steam   railroads,      Ow  every- 
day transactions  of  the   Metropolitan  Street   Rail*  arrying 
the  immense  number  of  people  which  ii  daily  dues,  with  the  small 
number  killed  and  injured,  is  one  illustration  of  the  safety  ol 
tion   of   electric    railroads      ["he   comfort,   convenience   :i ■■< I    safety 
with  which  the  large  crowds  ;it  the  Pan-American  Exposition  were 
handled  by  the  Buffalo    fraction  Co    lasl  yeai    is  another  illustra- 
tion  of  tin'  careful  operation  of  an  electric  railroad.    Thai  the  man- 
agements of  city  roads  realize  the  impoi                          ng  accidents 
tn  a  minimum  is  shown  in  the  case  "t'  the  Brooklyn  Height-  rail 
For  some  years  pasl  a  large  portion  of  the  time  of  ihe  rail- 
mmission  was  occupied  in  investigating  accidents  on  this  sys 
ton.    At  present  the  large  crowds  going  i"  and  from  the  summer  re- 


ELECTRIC  FREIGHT  LOCOMOTIVE. 


An  interesting  ■  ently  been  built  foi   thi 

Railway   '  D      Moines,   la.,  by  the  Des  Moines 

Railwa)    I  lesign    of    Mt.    James    Welch,    it- 

mil.     We  an    indebted  t"   Mr.   II.   II.   Polk,  pre 

of  the  Intel  Urban  Railway  Co.,  for  the  accompanying  illustration. 

lln-  ;  1   hauling  standard  cars  to  and  from 

points   mi    tin     Intel  Urban   company's    Colfax   line    running    from 

ix,    la.,    a   distance   of    25    miles.     The    line 

through  .1  large  coal  field  and  a  rich  farming  district    The 

dimensions  of  the   locomotive  are   as   follows:     Height    from   rail 

■  1"  body,  i-'  ft.   in  in.,  height  over  trolley  stand  1.1  ft.  ?  in.. 

length  ma  end  -ill-  26  ft.,  extreme  width  S  ft.  .?  in.     The  frame 

ed   entirely   of   steel,   the   ~ill-  consisting   of  two  R-in.. 

25 -II..  channels.    The  bolsters  are  made  of  two  to  in.,  35-lb,  I  beams 

bolted  togcthei    with  pi  etween  them  well  fitted 

ti.  the  beams.      1  he  ei  1   art-  planed  t"  tit  the  chan- 

nels  and  are  held  in  place  bj   strong  angle  pi  in.  x  <<  in. 

steel.     All  the  corners  of  the  frame  are  fastened  by  similar  angle 

plates.    The  po  1     an   all  6  x  <■  in.  oak  fitted  between  the  channels 

and  the  space  between  the  posts  1-  Riled  with  hard  pine,  tn  which 

Ihe  floor  is  nailed.     This  filling   also  cts  the  posts   from  any 


ELECTRIC    LOCOMOTIVE  FOR  INTER-URBAN  CO.,  DES  MOINES,  IA. 


sorts  mi  Long  [aland  arc  handled  in  comparative  safety  and  very 
few  persons  arc  killed  or  injured,  as  compared  with  the  number 
riding.  There  are  summer  resorts  located  mar  all  of  the  smaller 
such  as  Rochester,  Syracuse,  I'm, a,  Ubany,  Bing- 
famestown  and  Auburn,  to  and  from  which  there 
i-  unusually  heavy  traffic  during  the  summer  season.  1  hi 
are  carried  and  managed   in   Mich   a   manner  that    11    1-  Id, 

that  a  person  is  killed  through  any  defect  in  the  method  of  operation 
..r  the  equipment  on  these  railroads. 

In  conclusion.  I  may  express  the  hope  that,  through  the  com- 
bined  efforts  of  all  interested,  nest  year's  convention  will  find  your 
lines  throughout  this  state  equipped  and  operated  in  snch  a  manner 
that  the  confidence  of  the  public  will  he  restored  ill  the  safest  and 
irafortable  of  all  methods  of  transportation,  the  electric  rail- 
road 


The  Seattle  Electric  Co.,  ..wins  to  the  growth  of  the  city  and 
the  increasing  patronage  of  its  cars,  has  recently  ordered  25  new 
cars,  which  will  he  added  to  it-  equipment  at  an  early  date. 


The  Sunday  traffic  on  the  Amhnrst  &  Sunderland  Street   Ry.  has 
i    t"    such    an    extent    that    the    company    has   been 
obliged   I"   run   Irani-  .it    i  \\ , ,  cars   from  ten  o'clock  in  the  morning 
throughout  the  remainder  of  the  day. 


sheering  tendency  t"  which  they  may  he  liable.  Ihe  body  i- 
mounted  on  Taylor  truck-  and  the  total  weight  of  the  locomotive 
"ii  ilu  rail-  1-  4-4.55. 1  II..  At  each  end  of  ihe  locomotive  there  arc 
two  boxes  each  capable  of  holding  one  cubic  yard  of  sand  and 
between  ilu  two  sand  boxes  are  other  boxes  for  carrying  jacks, 
camel  hacks  and  blocks.  Ihe  locomotive  is  equipped  with  four 
50-h.  p.  General  Electric  motors,  Westinghouse  air  brakes  and 
Janney  standard  couplers.  It  also  contains  a  device  for  sanding 
ihe  track  on  curve-  which  consists  of  a  hopper  fastened  on  the 
truck  frame.  The  sand  1-  dropped  into  this  hopper  by  means  of 
which  it  is  distributed  on  ilu-  shortest  curves  in  the  city;  the 
latter  device  was  also  designed  by  Mr.  Welch. 


ELECTRICITY  ON  THE  EVANSVILLE  & 
TERRE  HAUTE. 


It  is  reported  that  the  Evansville  &  Tcrre  Haute  Railroad  will 
adopt  electric  car  service  on  its  line  between  Indianapolis  and 
Princeton  in  order  t..  meet  the  competition  thai  1-  expected  with  the 
completion  of  the  Evansvile  &  Princeton  Traction  Co..  which  is 
n..w  under  course  of  construction.  The  new  trolley  road  almost 
parallels  the  Evansville  &  Tcrre  Haute  R.  R..  and  passes  through 
nie  of  the  richest  strclchc-  of  country  m  Indiana,  and  is  the  first 
electric  line  to  be  built  in  that  part  of  the  state. 


Sept.  20,  1902.] 


STREET   RAILWAY  REVIEW. 


5S5 


THE  GROWTH   OF  A   WELL-KNOWN   SUPPLY 
HOUSE. 


From  a  single  room  to  an  eight-story  building  in  less  than  a 
. .  in  a  few  words,  of  the  growth  in  the  street 
railway  supply  business  of  the  Mayer  &  Englund  Co.,  of  Philadel- 
phia. In  1S0.;  Mr.  C  J.  Mayer  started  in  business  as  commission 
agent  for  several  makers  of  street  railway  supplies.  On  Dec  1.  1893. 
Mr.  A.  H.  Englund  was  taken  into  the  concern  and  the  firm  name 
became  Mayer  &  Englund.  At  thai  time  the  business  was  all  trans- 
acted in  one  office  in  the  Beta  building,  Philadelphia,  and  the  firm 

^.1  one  stenographer  who  was  also  1 kkeeper,  and  one  clerk 

who  looked  alter  the  orders  and  shipments.  Mi.  Mayei  and  Mr. 
Englund  constituted  the  sole  selling  force.  Jan.  1.  1S07.  the  business 
was  moved  to  the  building  at  10  South  10th  St..  and  occupied  the 
first  door  and  basement  which  was  also  the  storeroom.  March  1. 
1809.  the  business  was  incorporated  as  The  Mayer  &  Englund  Co., 
and  the  second  iloor  of  the  same  building  was  engaged  in  order  to 
meet  the  demands  for  more  room.  In  1900  the  demand  for  greater 
space  was  still  growing  and  in   that   year  the  company  engaged   the 


tin  W.  T.  C  Macallen  Co.,  of  Boston.   To  this  line  have  been  added 

from  time  to  time  various  specialties  and  street  railway  material, 
and  at  the  present  time  the  company  is  furnishing  a  complete  line  oi 
electrical  and  mechanical  supplies  required  for  street  railway  con- 
struction, maintenance  ami  operation,  as  well  as  supplies  required  by 

large  industrial  plants,  as  steel  plants,  foundries,  etc. 

tine  of  the  most  important  additions  to  the  firm's  assets  during  the 
pasl  two  or  three  years  has  been  the  acquisition  of  a  large  number  of 
patents,  covering  "Protected"  rail  bonds,  and  tools  and  machines 
fur  installing  bonds  in  railway  tracks.  Many  of  these  patents  were 
handled  by  the  Protected  Kail  Bond  Co..  which  is  controlled  by  Mr. 
C  J.  Mayer,  and  for  which  the  Mayer  &  Englund  Co.  acts  as  gen 
eral  selling  agent.  I  he  growth  of  the  company's  bond  business  has 
been  phenomenal.  ••Protected"  bonds  have  been  installed  on  515 
electric  railways  or  a  total  of  10,000  miles  of  track,  which  is  more 
than  one-half  of  all  the  street  railway  mileage  in  the  United  State-. 
The  overhead  material  handled  by  the  firm  i-  known  as  one  of  the 
best  m  the  markets,  on  account  of  the  heavy,  substantial  nature  of 
all  the  designs,  the  company  considering  this  a  very  essential  re- 
quirement    in   modern   overhead   work.     Nearly   all    the   designs   arc 


m.i..i   a    i:,ieliiiiil   Building*. 

1 .,  Ill  III  '1,1 


1  11 1    \.   II.  Kiiu'Iiiii.I- 

BaAemom  Store m. 


building  at   10  South   10th   St.,  including  fi\ e  floors  and  basement 

The    building    had    gradually    become    almost    a    landmark    to    mam 

prominently  identified  with  railwaj   in 

including    street    railway   men   as    well    a      supply    op 

In  the   -pring  of  the   |  pany  once  more   found 

itself  cramped  for  room,  by  reason  of  the  demand  for  its  specialties, 

and   in   July.    1902,   it    moved   into  tin    new    mod' in   ■  igln   -lory    lire- 

cupying   No.    1030,   1022,    '  I    St.,  in  the 

Philadelphia,     Hen   1  fitted  up  a 

[1         d     111    this 

country.     The   first,    iccond   and    leventh    Hoc  ith   the 

everal 
ba  emenl ; 
u  count 

nid    an 

fl.    of    tlo.,1 

mpany  in  tin- 
old  buildii 

handled  by  Mayei  K   Englund  coi 

mid  pinion    and  trolli  |     madi 

•    Inter 
inpli-ii    lu>  tion    by 


original  with  the  company  and  differ  in  many  respects  from  other 

line-   on   the   market. 

The   company    carries    a    large    stock    of   all    its    specialties    and    is 

Mi.  1 1  ii\    enabled   to  ship  good-  at   short    notice.     The  new   head 
quartei     are  convenient!}     ituated   neat    all  of  the  depots,  and  the 

-hipping    facilities  ale   ill    the   best. 

II mpany'      annual    catalog    1-    one    of    lb.-    largest    and     inn    | 

1    11.  .1   bj    am    companj    m  anj    trade,     li   contains  580  page     ami 

p  11.  ii<  mil  ih  t  articles  are  listed,  ["he  work  contains  a 

complet le    formulated    by    the    company    for    the    purposi     ol 

■  "    tOmet       111 H'.     '      I"'     '     "I tdering    goods    by 

1  iMi   -a   telegram. 

\    befon    mentioned  the  new  building  mi  Filbert   Si.  is  modern 
and   up-to-dati    in   1    erj    n   pect,   ami   the   company's  method     oi 

doing    bll    in-  1        |lS0      III.  lis     kl  11    ali'l    lip  1"   dill  ll       n  in  I   d 

and  other  offici    department     are  provided   with   the  lati  1    labot 

nil   applian.  . 

All  ih.-  company'    corre  pondenci    1    Kepi  by  the  vertical  Bit    ami 

,n,  under  which  each  particulai     ubjecl  1    given  an  index 

number,  and  all  pa| lating  in  th<     at bjeel  are  filed  undet 

■  1         All     I.  11.  1        .111 .1  lion,     and     the 

1  1    filed  with  ih.   hi     'i      1  in   .Lin  al  department  usi     thi 

1 11  all  i""ii  1 1 .  ping  wiih  il iii ion  "i  fl 

eral  ledger,     mi  ordet  ,  Invoices,  lull  .  eti  ,  »r<    written  on  book 


STREE1    R  MI.WAY   REVIEW. 


[Vol.  xil.  ' 


typewriters     \  system  of  coluronatcd  bookkeeping  i<  used  in 

iunti  .in-  kepi  with  i 
the  purposi  ining  the  relative  profit  on  different  li 

d  of  the  year      I  Ik-  rutin-  cost  of  conducting  the  busi 
charged   pro  rata   i"  each  of  the  different    li  ding  to  the 

volumi 

llu-  company's  employes  now  number  -'4.  including  <i  empli 
partment;    11  in  the  selling,  accounting,  order  am 
Ifice  department,  and  i-  in  the  -ti i i>i>i n^  and  storeroom,     ["he 
company  maintains  branch  offices  in  charge  of  the  following  agents: 
\i  .t.;  Libert]    St.,   New    V.tk  t'liy.  in  charge  of  \\ .    V  Cockley; 
Park   Building,    Pittsburg,  in  cha  W.    Provost;    1.15 

\ < i.ni  1  -  St.,  Chicago,  in  charge  of  .1.  M.  Gallagher;    Equitable  Build- 
ing, Atlanta,  Ga.,  in  charge  "f  II.  M.  Loften,  who  also  maintains  a 
branch  office  iii  the  Hennen  Building,  New   Orleans,  La.,  which  is 
under  Iii--  direct  care.    The  company  is  also  planning  i"  establish  an 
office  in  Cleveland,  O.    No  regular  foreign  agencies  have  bei 
tablished,  Imt  the  company  has  enjoyed  an  enormous  foreign  1  m-i 
ness,  11  being  ii"  unusual  occurrence  to  ship  goods  in  one  daj 
1'.  >n r  p<  >ini  ^  of  the  compass. 
The    following   is   a   1  i  — t   of   the   principal    manufacturers    repre 

sented   b]     1  he    Mayer  8    England   Co.  ;    R.    D    N II   <  o.,    Pitl 

burg,  Pa.;    riu-  International  Register  Co.,  Chicago,  in 
tected  Rail  Bond  Co.,  Philadelphia;   \V.   I.  i'.  Macallen  Co.,  B 

Carbon  Co.,  St.  Mary's;    American  Electric  Heating  Corpora 
11..11.    Boston;   Gar  ton  Daniels   Co.,    Keokuk,    la.;   Strieby   i\ 
Co.,  Newark;    Sterling  Varnish  Co.,  Pittsburg;  Pittsburg  Insulating 
Co.,    Pittsburg;    Universal    Safetj     rread   Co.,    Providence,    R.    I.: 
Trolley   Vestibule  Shade  Co.,   Bridgeport,  Conn.;    William   Hall  & 
c'ci..  Boston,  Mass. 

— *  ■  » 

AMERICAN   STEEL  &   WIRE  CO.   IN  THE 
SPRING  BUSINESS. 


The  Ameican  Steel  &  Wire  Co.  has  iusl  issued  a  new  catalog  on 
in  which  it  calls  attention  to  many  new  features.  As  makers 
of  all  grades  of  steel,  from  the  raw  material,  t liis  company  is  in  an 
excellent  position  to  meet  all  requirements  and  to  insure  satisfac- 
tory results.  The  companj  lias  enlarged  the  equipment  of  its 
factories  in  Worcester,  Mass.  Waukegan,  111.,  and  San  Francisco, 
Cal.,  and  can  supply  its  patrons  promptly,  lis  products  in  the  line 
of  springs  covers  tile  entire  range  of  extension,  compression,  tor- 
sion and  flat  springs.  In  addition  to  the  descriptions  and  illu-tra 
lions  of  all  kinds  of  springs  the  catalog  contains  a  number  of  useful 
wire  tallies  with  comparisons  of  different  Hayes,  etc..  and  it  also 
includes  a  list  of  products  of  the  American  Steel  &  Wire  Co. 


THE  STERLING   NO.   5   REGISTER. 


The    Sterling -Mcaker    Co.    is    receiving    many    flattering    n 
from    Us    new    Sterling    No.    5    register;     several    master    mechanics 
have    expressed    themselves    with    considerable    freedom,    and    one 
says  thai   "tins   register  will   last   as  long  as  the  car."      Such   strong 
approval  was.  of  course,  not  withoul  foundation.     Fare  n 

deal  of  hard  usage,  and  if  so  complex  a  machine  will  keep 
a  true  record  for  a  reasonable  period,  no  one  can  complain  of  it. 
even  if  it  has  not  life  everlasting,     Increased  durability  is.  however, 
equivalent  to  a  lower  first  cost,  and  the  Sterling   No.  5  machines 
highly   commended    for   this    feature.      The   register    in- 
a  number  1  Miction  that  would  appear  to 

make  a  falsification  of  the  record  utterly  impi  ick.  or 

ringing  device,  also  contains  some  new    features  of  importance.       I  lie 
company    is   much   gran  in    from   the   companies   using  the 

machine  that  it  has  been  doing  perfect  work  for  all. 


ONTARIO  TRACTION   COS.   EXTENSION. 


The   Ontario    (X.    v.  >    Light    &   Traction  rejecting   an 

extension  of  its  lines  ,  laigua  to  Geneva  and  wesl 

to  Rochester.     Certificates  of  extension  have  been  filed  in  0 
County   and    preparation    for   the    surveys  made.      The 

eastern    extension    will    run    through    the    towns    of    Hopewell    and 
Seneca  and  the   western  extension  through   Victor  and  Fairport  to 


1  he  new  line  will  parallel  Ih ,ib  the  Auburn  branch  of 

the   Xew    York  Central    Ry.  and  the  line  of  the  Geneva  and    \\ 

Rapid  Ry. 


IMPROVED  TROLLEY   HARP. 


Mr.   V  Johnson,  electrician  for  the  Quincy  t  III.  1  Horse  Railway  & 

Carrying  Co.,  has  recently  designed  an  improvement  in  trolley  harps 
with  the  idea  of  providing  a  simple  structure  ill  which  tin-  contact 
springs  can  In  conveniently  replaced  when  worn  oul  and  which  at 
the  same  time  will  hold  sufficiently  rigid  t sure  good  eli 

contact.       Mie   device   has  heen   named   the   "Reliable." 

harp  has  a  tapering  recess  in  the  base  (or  holding  the 
contact  springs,  and  for  clamping  them  a  tapered  plug  is  used.  In 
plug  down,  to  clamp  the  contact  springs  firmly  a  5  16  in- 
boll  is  provided,  the  boll  passing  down  through  the  plug  and  an 
opening  in  the  body  of  the  harp  where  a  nut  is  located.  The  head 
of  the  boll  is  slotted  for  the  reception  of  a  screw  driver  by  means 
of  which  a   few  turns  will  either  lighten  or  loosen  the  plug  as  may 


THE  "RELIABLE"  TROLLEY  HARP. 

be    desired.      Foi     forcing    the    ping    hack    to    release    the    contacts    a 

small  coil  spring  is  placed  around  the  bolt  between  the  plug  and 
body  of  the  harp. 

The    contact    springs   can    he    renewed    in    a    very    few    minutes   and 

the  change  docs  not  necessitate  the  removal  of  the  pole  from  the 
car.   an    important    saving    in    time   and    labor. 

\-   1-   well   known  the  contact    springs  arc  the  life  of  the  bushings, 

and    the    bushings    of   the    puis,    hence    with    a    reliable    harp   a    g 1 

hushing  with  proper  contact  springs  will  outwear  the  wheel.  The 
contact    springs   arc   easily    made   and    have   hut   one   hole. 

I  he  body  of  the  harp  is  made  of  malleable  iron  with  a  '  i  in. 
cohl  rolled  shaft  to  connect  with  the  pole.  The  wheel  pins  are 
case  hardened  and  the  contact  springs  made  of  heavy  copper  bronze 
The  completed  harp  is  made  strong  ami  in  a  first-class  maimer,  and 
will  receive  the  standard  make  of  wheels.  It  has  been  in  Use  on  the 
Quincy  street  railway  for  a  number  of  months  and  has  proved 
entirely  satisfactory  in  all  particulars,  especially  for  heavy  travel 
and    large    nioiors. 


LOUISVILLE-CINCINNATI    INTERURBAN. 


A  new  interurban  road  is  being  promoted  in  Kentucky  which  will 
run  from  Sanfordiown  through  Florence,  CarroltOn,  Milton  anil 
Louisville.  ["he  line  will  enter  Covington  via  I.atonia,  and  cross 
the  Chesapeake  &  Ohio  bridge  to  Cincinnati.  The  estimated  cost 
0,000,  and  Mr.  C.  T.  Tennis,  of  the  renins  Construction  Co., 
in  company  with  other  promoters,  recently  made  a  trip  over  the 
proposed  route.  It  is  believed  that  some  difficulty  will  he  I 
enced  by  the  new  mad  in  entering  Louisville  for  the  reason  that 
the  new  road  will  he  built  to  standard  gage,  while  the  roads  in  and 
about  Louisville  are  broad  gage. 


INDIANAPOLIS.   LEBANON   &   FRANKFORT 
ROAD. 


Townsend,  Reed  &  Co..  1208  Stephenson  Building,  Indianapolis, 
Ind...  advise  us  that  they  have  closed  a  contract  with  the  General 
Electric  Co.  for  three  Soo-kw.  generators,  four  sub-Station  equip- 
ments and  -'4  motor  car  equipments  which  are  intended  for  the  In- 
dianapolis, Lebanon  &  Frankfort  Traction  Co.  Three  1.500-h.  p. 
cross-compound  engines  for  the  main  station  have  heen  ordl 
the  Hamilton-Corliss  Engine  Works.  Hamilton.  O..  and  the  con- 
tract for  10.000  tons  of  70-lh.  T  rails  has  been  let  to  the  Carnegie 
Steel  Co.  'The  grading  between  Lebanon  and  Indianapolis  is  ap- 
ing completion  and  rail  laying  commenced  last  week. 


Sn-r.  _v.  1902.] 


STREET  RAILWAY  REVIEW. 


5S7 


PENNSYLVANIA     STREET      RAILWAY     ASSO- 
CIATION  ANNUAL  CONVENTION. 


THE   MOST    ECONOMICAL    MANAGEMENT    OF 
THE     REPAIR    SHOP.* 


The  tenth  annual  convention  of  the  Pennsylvania  Street  Railway 
tion  was  held  at  the  Country   Club,   York,    Pa.,   September 
ioth.  and  was  one  of  the  most  interesting  in  the  history  of  the  asso 
ciation. 

The  success  of  the  meeting  was  largely  due  to  Cant.  \V.  11.  Lan- 
ius,  president  of  the  York  County  Traction  Co.,  who  lent  every 
effort  to  make  the  convention  a  memorable  one. 

The  convention  was  called  t>j    Captain   Lanius,  treasurer 

of  the  association,   who  announced   that   John    A.    Rigg,  of   K. 
the  president,  was  unable  to  attend,  and  that   Henry  C.   Moore,  of 
the    United    Traction    Company,   of    Trenton.    X.    J.,    would   act   as 
chairman  of  the  convention.     Upon  taking  the  chair  Mr.   Moon    in 
d   Mayor   M.    B.   Gibson,  of   York,   who   welcomed  the   dele- 
the  city.    The  address  of  Mayor  Gibson  was  responded  to 
by   Mr.    Moore,  after   which  a  call  of  the  roll   was  taken,   showing 
illowing  companies  represented: 

Harrisburg  "Traction  1  Meyers,  F.   1'..   Musser;  Lebanon 

Valley  Street  Railway  Co.,  C  H.  Smith:  Conestoga  Traction  Co., 
t ).  M.  Hoffman.  J.  II.  Cramer.  Charles  \Y.  Winner.  Frank  S.  Given; 
Schuylkill  Valley  Traction  Co.,  Georgi  Hoeger;  United  Traction 
Henrj  C  Moore,  Samuel  A.  Rigg.  S.  S.  Hoff, 
Charles    S  .hart:    Wilkesbarre   &    Wyoming    Valley    'Traction 

Co.,  John  Clifford:  Williamspoii  Passenger  Street  Railway  Co., 
C.  T.  Merrick.  S.  W.  Rhen;  York  Street  Railway  Co..  \V.  II.  Lan- 
Irier  llersh.  George  S.  Schmidt,  Charles  II.  Mayer.  J.  11. 
Mellinger;  Chester  Traction  Co.,  John  MacFayden;  Philadelphia 
&-  Delaware  Electric  Street  Railway  Co.,  A.  G.  Jack;  llolniesburg. 
Tacony  &  Frankford  Electric  Railway  Co.,  11.  Glazier;  Wilming- 
ton City  Electric  Co.,  C.  E  Vantrump;  Trenton  Street  Railway  Co.. 
P.  R  Hurley;  Continuous  Rail  Joint  Co.  of  Vmerica,  Mr.  Barr; 
Heil  Railjoint  Welding  Co..  C.  J.  Harrington;  J.  G.  Brill  Co.,  W.  II. 

Huehlings,  J.   Elw 1   hull:    General    Electric   Co..   R.   E.   Moore: 

John  A.  Roebling's  Sons  1 '"..  Charles  Cushing,  Foster  Ivins;  Lob- 
r  Wheel  Co..  F.  A.  I. ex ;  Westinghouse  Electric  &•  Manu- 
facturing Co.,  T.  Cooper.  C.  A.  Bragg;  Street  Railway  Journal. 
W.  K.  Beard;  Lehigh  Car  Wheel  &  Axle  Co.,  I'..  F.  Swart/;  Colum- 
bia Machine  Works,  W.  R.  FCerschner;  C.  J.  Harrington,  C.  J.  Har- 
rington; II.  C.  Roberts  Electric  Supply  Co..  C.  M.  Maxwell.  John 
Mustard;  Western  Electric  Co..  Fred  C.  Jeeger;  The  Electric  StOI 
ucry  Co.,  Edward  I..  Reynolds;  Street  Railway  Review, 
K.  II.  Bowen;  The  Mayer  &  Englund  Co.,  J.  F.  McCarthy,  W.  A. 

Arm-'  I  leo.   W.    Simp    ill 

wing  the  roll  call  a  committee  on  nomination  of  officers  was 

ted,  after  which  papers  wen-  read  on  "  I  he  Most  Economical 
Management  of  the  Repair  Shop,"  bj   1  ghart,  and  "Track 

Constri  Suburban  and  Interurban  Railways,"  by  S.  S.  Hoff. 

in   \V.    II.   Lanius,  treasurer  of  1  ,11    ini.l.    ],       1, 

port,  which   -liowed  a  balance  in  the  treasury  of  $1,873.93.     The 
nominating  committee  then   ;  1 1  port   which   was    ratified 

ntion.    Tl  •  g  year        as  f  illo\t  - ; 

iger  of  the  Williamspoi  1    M 
Willsamsporl  ;     Tir-t    \  I   (        Baili 

■ .  llarrisl.i:  d  rii  e  pn  lident,  W.  W. 

I  raction   1  retary,  <  li.u  1.      1 1 

Smith,   Lebanon    Valley    Street    Railwa  1    banon;    in 

W.   II  k;  executivi 

B.   P.   Myers,   Harrisburg;  John  A.   Rigg,   Reading;   \Y.   II. 

'II.  Smith,  Lebanon, 
invention  the  mcmbei      ven   taken 
V  visit  wa 
and  on  the  ni    '   mot  mug  .1  trip  to  G 
lmrg    .■  ■    the   in. in 

0  the  visitoi  ,     \i  the 

popular    01  1  in  hi  d    the 

'.'.    T    Bay  Sti  ■  an  in 

plain   on   the   Susquehanna 

railway  line,   running   from   Si.    I- 
Mont  lattl  1     1  Hv.     was 


BY  CHARLES  S.  BANGHART,  SUPERINTENDENT  OF  REPAIR  SHOP 
UNITED  TRACTION  en.,  READING,  PA. 


Mh  repair  work  of  an  electric  road  operating  twelve  or  fifteen 
cars,  is,  generally  speaking,  as  varied  in  character  as  that  of  a 
much  larger  road.  But.  since  it  would  he  impossible  for  small  roads 
to  maintain  a  repair  equipment  equal  to  tli.it  of  a  larger  road,  much 
of  their  repair  work  must  be  done  outside.  'Therefore.  1  will  speak 
of  the  large  road,  one  which  operates  front  75  to  several  hundred 
cars. 

In  the  list  of  machinery  and  tools  which  1  have  prepared.  1  have 
aimed  to  give  those  which  arc  most  generally  useful  in  a  repair 
shop.  Many  small  conveniences  for  the  quick  and  easy  handling 
of  work  will  suggest  themselves  and  can  he  added  to  the  equip- 
ment. The  machine  shop,  with  its  auxiliaries,  the  blacksmith  shop, 
truck  shop  and  armature  and  coil  room,  naturally  lake  first  place 
111    repair   work. 

I  he  \.ilue  of  a  convenient  arrangement  of  these  departments 
and  the  proper  location  of  work  benches  and  machinery  to  give 
ample  working  space  cannot  he  overestimated.  In  a  repair  shop 
you  never  know  "what  a  day  may  bring  forth."  A  good  rule  to  ob- 
serve in  this  connection  is  to  take  as  much  room  as  you  think  you 
may   need  and   double  it. 

A  lathe  equipment,  consisting  of  one  -'4-inch,  one  20-inch  and  one 
10-inch  speed  lathe,  will  meet  ordinary  requirements  for  iliat  class 
of  work.  The  large  lathe  should  be  provided  with  crane  fitted 
with  chain  blocks,  for  the  safe  handling  of  heavy  work.  One  large 
drill  press.  2(1  inch,  and  one  speed  drill  press  will  answer  for  that 
class  ,,f  work.  Ilie  other  machinery  necessary  may  be  listed  about 
as   follows: 

A   good   milling   machine. 

A  shaper. 

I  [ydraulic  wheel  press. 

Vertical  wheel  boring  machine. 

Power   shearing   machine. 

Power  hack   saw. 

Power   thread   cutler    (right    and    left.) 

'The  grinding  work  can  be  done  with  an  emery  wheel  and  ordi- 
nary grind  stone.  There  should  also  lie  a  set  of  bulling  wheels  for 
finishing  car  and  electric  fillings  and  a  good  babbitting  outfit.  The 
latter  is  essential. 

A  good  arrangement  regarding  tools  is  to  have  a  special  tool 
rouin  in  charge  of  a  competent  man.  and  a  check  system  for  the 
purpose  "I"  holding    workmen   responsible    for  tools  drawn. 

In  the  armature  room,  besides  the  necessary  work  benches  and 
armature  Stands,  a  binding  machine,  field  winding  machine  and 
bake  oven,  are  required.  At  ibis  point  I  would  stale  thai  il  is  an 
an  nun'''  .  1 1  \  precaution  to  bake  armatures  after  rewinding,  as  in 
motors  of  modern  type  thi  cells  are  wound  and  painted  with  in- 
sulating com; ml  and  then  driid  before  being  inserted   ill  the  core. 

But  thi'  oven  is  essential   for  baking  armature  and  field  coils. 

All  overhead  1 1 .  .1 1.  \  with  chain  blocks  is  necessary  for  the  proper 
li. Mulling    of   armatures.      Also   a    full    outfit    for    lesting    work;    such 

as  instrumenti    for   testing  open   circuits  and   for   short    circuited 

coils   on   completed    armatures.      Armatures    when    completed    should 
11   an    in  Illation   brake   down   lesi    of   not    more   than   J.ooo  or 

less  than    1,500  \ohs.  alternating  current.     All   armatures   should, 
iii' 1   being  completed,  be  given  the  generator  test    The  system  is 

imple,  and  the  entire  1 an  be  carried  on  by  one  man 

and  -i  helpi 

11 il  department,  besides  having  work  benches  and  form  bold 

■  I       hould  i"   fitted  with  taping  machine,  pair  of  rollers  for  flatten 
'   pn       for  pressing  completed  coils,  and  tanks   for  in 
■ulating  pound  foi  clipping  armature  and  field  coils. 

I  be    1111.  I       hop,    bl    idl       a     '  mbling    tools,    should    have i .,  i 

1    i  hand  powei  ct with  sufficient  capacity  foi  thi   safe  handling 

-■I    lie  1..1      and    trui  1.    Ii.mii' 

I  be  following  out tii  will  do  for  all  oidm  n  j  i  .n  p<  nil  1  work  One 
planer,  one  n  urfacing  machine,  one  jointer,  one  mortiaer,  one 
boring  machine,  haper,  one  wood  turning  machine,  one  baud 

Oni      'in  id. o         |      ',>,  In  ,  |,    on,      g|  mil     |  lone. 

Hi-».1  al  1I11- annual  m>. -one  ..f  ill.-  Plan  vl-.oii.i  siri-pl  Railway  Ansi.cia- 
ii"n  Se|.i    I",  tOO], 


STREET   R  \II.U  Ai    KIA  II. W. 


|V..,,  XII, 


111    (I,,  ...ted    to    w.ak    "II    .'.ii     boi 

plcii:  ''I  convenienl  hand- 

ling of  work.    Pil  room  in  this  depai 

ihould  be  I  bo  that  il   will 

light,  and  ihe  space  between  tl 
allow  the  work  to  be  doni  parallel  and  not  to  crowd 

the  workmen.     I  In-  Booi  should  be  concrete,  with  smooth 

ily  kepi   free  from  dirt,  and  graded  idily 

drained. 

In  the  maintenance  oi  in..t..r  equipments  to  day,  where  almost 
continuou  demanded  and  high  mileage  made,  only  tl 

equipments  fitted  with  both  ..il  and  grc  r"n 

over  tliirty  to  forty  days  without   a  thorough  overhauling.     With 
rge  r...ul   it   is  necessary  to  '1"  ibis   work  at   several   differenl 
points,  bul  a  smaller  road  can  concentrate  it. 

overhaul  a  motor  car  thoroughly,  it  is  advisable  lo  have,  at 
each  overhauling  shop,  trucks  with  i  d,  and  in  first- 

1  r,  ready  t"  rim  undei  and  mo 

tors  need  overhauling.     For  thi  tting  the  body   from 

the  trucks  four  chain  hoists,  convenientlj  located,  together  with 
two  cross  timbers  and  four  stirrup  in  id  combinal 

and  will  do  the  work  with  the  '  body. 

When  the  car  is  lifted  the  truck  to  be  overhauled  is  run  out,  the 
good  truck  substituted,  car  lowi  lected  up  and  turned  o 

to  tl  i  trtmenl  |  the  whi  in  I  il  ing  iu  I  al 

hour,  and  for  that  length  oi   ti  the  use  of  the  i 

lost  \  suitable  crane  equipped  with  a  carriage  ind  chain  Mock 
will  be  found  a  gnat  convenience  in  overhauling.  I  In-  depart- 
ment should  be  fitted  with  a  wheel  pit,  with  nei  tcks,  to  be 
able  quickly  to  renew  broken  and  wornout  wheels  without  removing 
car    from   the  truck-. 

M r  shells   should  be  thoroughly  cleaned  out,  either  liy  com- 

pressed  air  or  kerosene.  The  grease  in  grea  e  boxes  should  be 
taken  out  and  put  in  the  gear  case,  and  grease  box  thoroughly 
cleaned.  Brush  holder-  should  be  taken  out,  thoroughly  inspected 
and  cleaned.  At  this  tune  you  have  the  besl  opportunity  for  truck 
inspection.  To  prolong  the  life  of  an  equipment  and  to  reduce  the 
number  of  crippled  car-,  new  fields  and  newly  wound  armatures 
should  be  put  in  motors  by  iheni 

I  have  found  that  overhauling  done  with  a  car  standing  ovet 
the  pits,  with  the  bottom  half  of  motor  dropped,  does  not  allow  as 
thorough  an  overhauling  as  is  necessary  to  keep  the  motor  equip- 
ment in  perfect  shape,  besides  tying  up  the  car  body  while  the  work 
i-   being   done. 

In  the  mailer  of  general   inspection,   a   car   started  out    in   perfect 
r    can    run    safely    for    several    days    without    it    being 
to  inspect   it.  with  the  exception  of  cars  run  at   high   -peed  on   sub- 
urban and  interurban  lines.    These  should  be  thoroughly  inspected 
after   each    day's   run. 

In  this  connection,  to  inspect  from  twenty  five  to  thirty  cars  per 
day.  one  man  can  be  responsible  for  the  proper  inspection  of  all 
trolley-,   includi  iking  out   and   replacing  ..f  any   defective 

poles,  wheels  or  spring-,  and  the  Straightening  of  all  bent   p 

Another  man  should  be  responsible  for  the  proper  inspection  ol  all 
circuits,   together    with   hood    switches,    fuse    boxes,    circuit    breal 
and  lightning  ai 

Another  should  give  his  whole  attention  to  controllers;  while 
the  brakeman  and  his  assistant  should  be  able  to  keep  all  brakes 
in  goi 

ind  overhauling  should  keep  the 
truck  and  moto  »    if  the  night  inspection  of 

carbon-,  grease  and  oil   boxi  •   be  di  equally  thorough 

system. 

At  a  car  house  operating   seventj  toe  to  one  hundred  cars,  three 
four  men   sh,,uld  lie  able  to  grease   motors,   inspect    brushes  and 
make  small  trolley  repairs.     I   recommend  doing  a-  litth 

iible   at    night.      The    night    car    cleaning    should    be    limited    to 
Sweeping  and   dusting  cars  and   cleaning   windows,   while   all    v. 
ing  should  be  done  during  the  day.     If  .  type. 

with   drop  sash,  the   space  under  the   seat   should  be  cleaned  once  a 
week. 

My  experience  has  been  that  the  "Car  Report"  system,  by  which 
the  conductor  on  housing  his  car  reports  it  in  good  shape  or  des- 
ignates some  portion  of  the  equipment  in 


io  both  day  and  n  ■  work 

'  al.     All  cars  should  be 
and    the    body 
or  burnt   off  and  painted  anew.  may  demand. 

While  the  ear  body   is   in   the   carpenti  hould 

be  run  out  ai  a  built  up  truck. 

all  rivets  and  bolts  should  be  carefully  inspected  and  renewed  where 
iry.      The   brake   rigging   at    this   tune    -hould    be   taken   apart 
and  if  it   i-  a  truck  with  brake  beams   waking   in   slides,  lb' 
-hould  have  what   we  call  "Dutchmen"   jumped   int..  the  end-,  to 
lie  wearing  parts  Kick   to  their  original   thickness,  a-  the 

beams  will  probably  have  worn  wide 

If   the   brake   beams  are  hung   by   links,   these   should 
if  they   show  any   sign  of  v. 

At    this    shop    -I  nccntratcd    all    •  repair    work. 

Il   pays  all   railway    companies  operating   fiftj    ••!    more  cars  to  make 
,\n    repair-   ..ii   electrical   apparatus,    including   the   making   of 
armature  coils  and  renewing  of  conunui  egarding  the  latter, 

«>    find    that    the   dropped   forged   bars   make   the   best   commutators. 
.Most  road-  will  lind  ii  diaper  t..  buy  the  ordinary  repair  parts  to 

controllers,  h 1  switches,  etc..  and  assemble  them  tb. 

rewinding  arma- 
.    armature    and    field    coils, — be    made 
work.     It  g 1  inspection  i-  provided  and  the  prices  hon- 
estly  in                    th   the  company   and   its  employi  tiers  by 
this   method. 

["here   are    two    more   things    which    I    think    very   essential   to   the 
economical   maintenance  equipment;   first,  that   all   material 

of  any  consequence  be  bought   by  specification  subjected  to  a  rigid 
chemical  ami  physical  test;    second,  that  the  employe  who  operates 
iipmcnts    bi     properli     instructed   and    schooled    in   handling 
them. 

.Managers,  do  not  be  afraid  to  keep  in  touch  with  the  repair  shop, 
for  though  it  works  in  din.  the  vital  work  of  renovating 
that  which  is  a  clog  to  the  entire  system. 
♦<-♦ 

TRACK   CONSTRUCTION   OF    SUBURBAN    AND 
INTERURBAN  ELECTRIC  RAILWAYS.* 


l:Y  S.  S.  HOPF. 


Ihe  above  subject,  which  I  presume  also  includes  the  construc- 
tion of  a  roadbed  upon  which  1..  put  ihe  track,  i-  one  of  deep  interest 
to  the  investor,  the  manager,  the  manufacturer,  the  local  civic 
authority,  and  the  urban  a-  well  a-  the  suh-urban  populace,  and  in 
"nine  decade  of  the  twentieth  century  will  most  likely  tend 
lo  develop  mole  territory  ami  civilize,  in  the  higher  sense,  more 
people  than  any  tine,  decades  of  the  past  life  of  the  steam  railway; 
I  lie  imp. .nance  of  the  development  of  the  electric  railway  on 
inn   and  correct  1'ih     cannot  be  overestimated. 

As    tin-    i-    a    -tate    organization,    the    law-    and    practices    i 

own  commonwealth  bearing  upon  this  subject  must  be  used  and 
condition-  as  we  fmd  them  must  bi  i  discussion;   ex- 

perieno    alot  rein  such  law-,  practices  and  condi- 

tion an  wrong  in  principle  and  tend  to  retard  rather  than  to  pro- 
mote true  progress. 

We  have  two  systems  of  suburban  and  interurban  electric  railways 
now    in  operation,  by  virtue  oi  I    railway  law-,  the  one  con- 

structed upon  the  public  highway  and  the  oilier,  generally   U 
steam  railway  charier,  through  private  property;    each  has  its  ad- 
vantagi  ihe  adoption  of  either  depending  largely 

upon  1...  ..1  i .  editions. 

Iii  locating  and  i   railroad,  be  it  steam  or  electric,  ii  is 

n. a  only  the  engim  o  gi\e  the  investor  the  best  for  the' 

least    money,   bul    be   must    al  of   the   manager   and   consider 

full}  tin   safety  ami  economy  of  operation  ami  mainten; 

In   the  public  highway    system,  the'  engineer   starts  out   lo  build   a 
supervision  nly  In-  own  employer  and  the 

local  civic  authorities,  but  alsei  of  every  resident  along  its  route, 
ami  in  a  short  time  he  runs  up  against  a  mass  of  grievances  in  num- 
ber almost  as  ureal    a-  the  number  of  resieb 

r  the  beneficient   right-  vouchsafed  us  by  t lie  charity  of  the 


innual   meeting   "f  the   Pennsylvai  Railway 

Ltlon,  --■  el .  Ii 


Seit.  jo.  1902.] 


STREET   RAILWAY   REVIEW. 


589 


steam  railway  managers,  if  your  engineer  i-  not  a  successful  diplomat 
lie  rinds,  himself  trying  to  build  a  sectional  railway,  differing  radically 
in  many  parts  from  his  original  well  thought  out  plans,  or  else  lie 
encounters  the  broken  link  in  his  system  with  exasperating  delays 
in  the  courts  or  in  attempts  to  effect  a  compromise  before  he  secures 
a  completed  roadway:  but  w«  bad  better  start  to  build  our  road  and 
leave  these  generalities  to  the  manager. 

A  preliminary  survey  of  the  highway  is  necessary  to  get  a  proper 
conception  of  the  grades  and  alignment,  and  in  projecting  a  location 
on  this  information  it  is  frequently  advisable  to  make  many  minor 
changes  in  the  original  roadway  in  order  to  avoid  many  small 
"kinks"  in  surface  and  line  and  by  judicious  management  with  the 
local  authorities  this  can  be  frequently  accomplished;  these  changes 
may  slightly  increase  the  first  cost  of  construction  but  are  justifiable. 

In  the  construction  of  a  railway  through  private  property  much 
more  judgment  is  required  of  an  engineer  than  is  necessary  in  build- 
ing one  upon  the  fixed  line  of  a  public  highway,  and  more  time 
should  be  accorded  him  in  making  a  location  than  is  generally  given, 
principally  for  the  reason  that  after  the  right?  of  way  havi 
secured  it  is  very  difficult  to  make  such  revisions  as  subsequent 
developments  may  require  or  make  desirable. 

In   securing   rights  of   way.  care   should   be  taken   that   a   width   is 
I    which    will   not  only   protect   your   roadbed   but   also   afford 
sufficient  material   for  future  repairs. 

In  the  selection  of  a  general  route  by  the  projectors  of  a  road  is 
where  the  engineer  often  encounters  hi-  greatest  drawback  to 
making  a  good  location.  The  practice  of  the  investor,  as  a  rule,  i-  to 
seek  the  poorest  land  on  a  farm  for  his  railroad,  at  the  sacrifice  of 
idbed,  under  the  impression  that  it  cheapens  the  cost  of  the 
right-of-way.  whereas  my  experience  has  been  that  the  land  occupied 

by  a  railroad  is,  in  the  eyes  of  the  1.  "the  best  oil  the 

farm."  his  price  being  fixed  on  this  basis,  and  very  often  where 
money  may  be  saved  on  land  dam  ;_  lils  much  additional  cost 

in  the  construction  and  future  operation  and  maintenance  of  the 
road. 

In  making  a  location,  it  i-  advisable  to  keep  away  from  bottom 
lands  in  the  vicinity  of  long  tortuous  water  courses  and  territory  of 
rapid  v  in  such  localities  you  find  thai  ii  i-  necessary 

to  erect  many  bridge-,  that  materia!  for  embankments  is  very  scarce, 
and  that  the  roadbed,  especially  light  embankments,  will  be  in  con- 
stant danger  of  wash  from  high  water  and  sudden  downpours  of 
rain  forming  rapid  and  uncontro 

Another    thing    to    be    .-.voided,    wherever    practicable,    is    a    sharp 
curve  in  or  at  the  fool  of  a  heavy  descending  grade.      Ibis  combina- 
the  fruitful  E  many  accid  0  frequently  al 

y  newspaper  accounts  of  accidents  caused  by   runaway  cars. 
Straight     line-     or     tang'  1  .vith     many     the     great 

ratum   and    frequently   to   gain    tin-    end    sharp   curves  arc   rc- 
sorted  to  whereas  by  the  introduction  of    ami  additional  lighti  1  oni 
iiort  radii  might  often  he  avoided,  and  when  the 
•r   with   the   wear   and   tear   of   roadbed   and 
rolling  I  in    same 

rule    applies    to    heavy    grade-    which    should    be    avoided 

It  i-  much  better  to  ipend  a  little  more  mom     one    to 
make  the  cut-  a  few    1  anks  a  few  feel   higher, 

than   i-  nding   it    for    addil  1   climb 

Simply    ; 
around  shari  and  over  heavier  grade    than    team  1 

it  imply  ib  irable  thing-  to  have  in  an  electrii 

rail* 

adbed,  the  made  h idi 

'mum  of   1  mil  of  a  ditch  along  -  of  (he 

■  ml-  of  the  tii 

width  t«   lupporl   the 

■ml,    lib.  I       lib  ,    f..i 

II  I  ing       |i  ....     ., 

led  while  running  ante;    a  minimum 

width  ould  in-  maintained  upon  all  embankment        ["hi 

"I  emhankmi  Id  be  in.nl'     uffii  ii  ntlj 

'    an    embankment    Ihi 

•  1 .  ■  I  11   ■•■.  1 1 ! 
•  annul  be  bad.  I 

nod  10  the   full   width  of  the  embankment,   includii 

and  build  nbankmi  nl 


upon  11:  tlii-  will  force  the  water  out  of  the  ground  and  secure  a 
firm  foundation. 

In  bridge  work  the  masonry  should  be  put  up  in  a  substantial 
manner,  not  necessarily  of  expensive  cut  work  but  with  an  eye  to 
solidity.  Especial  care  should  be  taken  to  make  the  foundations 
broad  enough  to  sustain  the  load  to  be  carried,  and  deep  enough  to 
resist  the  action  of  frost  and  of  abrasion  or  undermining  by  the 
periodical  visitations  of  continuous  high  water  and  sudden  floods. 
Should  quicksand  be  encountered  in  foundations,  it  is  best  to  bridge 
the  same  with  a  cement  concrete  floor,  in  fact  I  prefer  making  all 
foundations  of  concrete,  giving  ample  lime  for  the  cement  to  set  and 
harden  before  building  upon  it.  In  the  point  of  durability  stone  or 
concrete  arches,  steel  or  iron  superstructure,  and  wooden  construc- 
tion  rank  in  the  order  named,  the  use  of  either  depending  largely 
upon  local  conditions  and  the  amount  of  available  funds. 

Cast  iron  pipe  drains  can  often  be  used  to  advantage  and  with 
economy,  but  when  you  have  decided  upon  the  size  of  pipe  to  use 
at  any  point,  don't  fail  to  put  one  in  of  double  its  capacity,  and 
under  110  circumstances  use  any  of  less  than  u  in.  diameter. 

\  thorough  system  of  drainage  -liould  be  adopted  for  all  road- 
beds, not  one  which  will  concentrate  the  water  upon  your  right  of 
way  and  carrv  it  along  for  an  indefinite  distance,  as  is  often  done 
in  borrowing  material  for  embankments  out  of  ditches  along  and 
againsl  it-  sides,  bin  such  a  system  as  will  provide  ample  openings 
at    frequent    intervals    lo   carry   across,    if   necessary,    and   away    from 

the  roadbed,  -ill   water   wherever  intercepted  before   it   accumulates 

into  large  destructive  volumes.  All  roadbeds  should  be  so  con- 
structed  a-  to  admit  of  placing  0  in.  of  clean  gravel  or  broken  stone 
ballast  under  the  ties  for  the  promotion  of  sub-drainage  and  for 
lamping  the  ties  lo  a  linn  and  elastic  bearing,  from  the  ends  to 
about  10  or  u  in.  inside  the  rail  bearing-,  the  middle  of  the  tie  re- 
maining untamped. 

The  lies  should  be  placed  two  ft.  apart  between  centers;  they 
should  have  a  top  and  bottom  face  of  eight  in.,  a  depth  or  thickness 
of  six  in.,  and  be  not  less  than  seven,  preferably  eight  ft.  long.  They 
should  be  made  of  sound  while  or  rock  oak  limber,  if  it  is  available. 
111  account  of  its  wearing  qualities  and  it-  tenacity  in  holding  spikes, 
but  oilier  woods  such  as  white  chestnut  or  spruce  pine,  if  seasoned. 
must  be  substituted  when  the  white  oak  cannot  be  obtained. 

In  rails  should  he  of  a  weight  corresponding  to  the  weight  of 
rolling  -lock  and  service  required,  bill  no  mistake  has  ever  been 
made  in  using  a  too  heavy  rail.  The  weight  of  new  rolling  stock, 
according  to  present  practice,  never  lessens  after  a  road  has  been  put 
in  operation  and  it  is  very  difficult  to  keep  a  track  in  even  fair  sur- 
face  or  line  when  the  rails  begin  t"  depress  between  the  tie  bearings. 

The  joints  of  rails  should  be  made  a-  strong  as  possible,  the  splice 
called  the  "Continuous  Rail  Joint."  giving  the  most  rigid  construc- 
tion. The  joint-  proper,  or  the  ends  of  ihe  rails,  should  come  be- 
tween tie-  with  g I  lie  bearings  tinder  the  ends  of  the  splice  plati 

Ibe    rail-    -liould    be    laid    with    broken    ami    not    even    or   opposite 

ioints  io  prevent  the  double  hammer  on  the  joint  lies  which  the 
Hi  1  method  produces  and  which,  in  time,  gives  a  slight  downward 

bend  lo  the  end  of  each  rail  thai  can  never  In-  removed;  hence, 
rough  riding. 

I     know    engineer-    and    managers     frequently    di-agree    upon    tin 

poli'i   0 1   broken   joints,  but    I  am  willing  to  take  my  own 

'    i"ii .Mtii    teat ml  work  and  that  of  old  track  repairmen 

to  back  up  my  positi 1  this  point  whethei   .1    1    or  girder  rail 

1  'i     Special  work  should  !»■  the  best  obtainable,  long  radii  being 

alwaj     11  id  on  ii,,-  switch  nnl-  in  preference  to  the  quick,  jerky, 

■  ii  lead  •  and  point    om   "M111  sees,  and  the  best  efforts  should  be 

I'll'    forth   in    securing  dry  and   uniformly   linn   beds   throughout    thi 

full  length  of  the  frog  ami  switch  pnii  lo  eliminate  a-  much  as 
i>"    ibli   1 1"   i'  ndency  to  wear  1  pots. 

dei   io  maintain  the  proper  gage  with  girder  rail  construc- 
tion, ii"   rail      hould  bi   braced  al  al t  every  fourth  tie  with  out 

idi    pn    ed    teel  bi  n  foi    mj    pn  ft  rring  this  kind 

i"  in'.'  thai  the  wi  ighl  ol  thi  1  ai  on  thi  rail  .1    11    thi  brai  c  in  doing 
ork,   then    1     1 b  trui  tion   in  the   trai  k   to   inti  1  fen    with 

paving    and    tie  I  thread      I"    1  11   I    "iii    or    mil      p,    !„■ 

ed  '    with  the  tii 
'  bonding  1  con  idi  1   thi    bi  I   foi  a  trad    and  the 

It  a  1   liabli    to  bi    I m  d  b      ibn in  le      inti  1  fi  rem  1    b; 

wi  11   ,1     affording   pro 

bbei         I  it"    i.ini"  ■  •  'i '     hould  1 1  to 


..9(1 


STREE  I    R All. WAV   REN  ll'AV. 


Ml.  No.  o. 


.11  an. I  lull  contact  in  the  barrel  of  the  hole  in  the  rail 
.in.l  such  bond  should  I 

Riveting  oi  bolting  against  the  faci   ol  the  web  will  retain  ■ 
about  a-  long  .i-  ii  takei  to  attach  tin-  bond,  (oi  vibration  will  very 

i  i..  compn 
destro)    tin-  contai  bonding  an. I  bonding  around 

work  should  be  a-  carefully  dom  ini  1 » ■  i > .  1  i 1 1 k .  using  well 

tinned  coppei   i"'  the  purpose,  and  the  lines  oi  wire  ~lh.nl. I    ■■ 
mil  down  ami  I. mi.-. I  m  tin-  sub-grade  to  protect  them  against  the 
midnight  prowlei  an. I  epairmen;    but  tin-  w..rk 

rather  to  the  electrical  than  the  civil  engii 

At  road  crossings,  excepting  those  with  long  skew-.  I  would  «!■  - 
.miIi  the  use  ..i  wood  or  plank,  substituting  a  length 
cm  tin-  inside  oi  each  running  rail  t..  form  a  ur.-.ir  for  the  wheel 
and  packing  the   space  inside  and  outside  the   track   with 
broken  stone  covered  with  screenings  or,  if  thi-  cannot 
with  |ira\  tl  an. I  sand. 

On  all  curve-  of  less  than  500  ft.  radius,  I  would  recommend  for 
safer]   tin-  use  in   1  -rail  work  of  a  guard  rail  along  tin-  inner  run- 
ning  rail  and  bolted  i"  it  in  like  manner  to  tin-  guard  rail  of  a  spring 
this  »ill  give  tin-  assistance  of  the  weight  1  on  the 

running  rail  to  hold  tin-  guard  in  place  instead  of  depending  entirely 
..11  -pike-  for  that  pin;  ived  rails  should  be  used  in 

»..rk  under  similar  conditions. 

The  outer  rail  of  curves  should  be  given  sufficient  elevation  to 
overcome  the  centrifugal   force  generated  by  the  highest    1 
speed  which  the  car-  are  capable  of  developing  in  order  to  protect 

the   passengers  as   well   a-  the   company   against    t!  or   in- 

different motoriuan  who  trie-  to  make  up  lost  time  without  consider- 
ation for  possible  consequences,  yet  there  may  be  unavoidable  parts 
of  the  roadbed  where  "slowing-up"  is  e  good  running  and 

managers  should  never  be  lenient  in  dealing  with  a  motorman  who 
disregards  instructions  covering  such  point-. 

After  the  track  is  laid,  tamped  and  surfaced,  the  -pace  between  the 
lie-,  to  the  top  of  the  -aim.  should  he  tilled  with  lirokell  -tone,  gravel 
01  -in.!,  materials  which  retain  the  least  moisture,  to  hold  the  track 
111  rigid  position  and  prevent  the  shifting  about  which  always  results 
when   thi-   space   i-   left   open. 

For  safety,  all  private  rights  of  waj  through  pasture  land-  should 

he  fenced,  and  cattle  guards  should  he  placed  al  all  load  crossings, 
even  though  they  are  not  absolutely  effective,  in  order  to  reduce  to  a 
minimum  the  danger  from   roving  cattle,  particularly  on  high   -peed 

The  proper  section  of  rail  to  use  wdiere  no  paving  i  to  bi  done  is 
unquestionably  the  T,  hut  in  cities  and  towns  where  much 
travel  parallel  to  the  track  i-  encountered  and  where  special  work- 
in  a  wagon  road,  il  i-  essential  to  use  the  girder,  and 
this  should  he  deep  enough  10  dispense  with  the  use  of  chairs 
wherever  possible. 

All  track-  in  cities  -hold. I  It  paved  inside  and  outside  the  rail- 
to  the  limits  ..f  the  tie-,  and  tin-  paving  should  consist  "I  .1  material 

ind  be  so  shaped  .1-  to  shed  water  a-  rapidly  a-  1 Ible  to  prevent 

it  seeping  through  to  thi 

nsure  thi-  result  it  is  best  to  cover  the  he. I  and  in-  with  a 
..111.  in  base,   lamped    ill    well   against    the    weh  of   the   rail-. 

which  will  not  only  keep  moi-ture  from  the  ti  giving 

a  uniform  and  linn  foundation  1-  thi  paving  surface,  materially  pro- 
long the  life  of  the  whole  roadway.  If  good  material  and  work- 
man-hip have  been  put  int..  the  track  and  it  ha-  been  properly  bal- 
lasted, the  most  improved  and  lasting  pavement  1-.  with  time  con- 
sideration, the  most  economical  to  lay. 

With  the  right  of  eminent  domain  accorded  the  steam  road  charter, 
which  should  also  be  extended  at  least  to  the  inlcrurban  electric 
road,  it  1-  possible  to  build  an  electric  road  capable  of  being  operated 
safely  and  successfully  at  any  rate  of  spetd  to  which  the  electric 
system  of  the  future  may  he  developed. 


ELECTRIC  WIRE  CONDUITS    IN    CINCINNATI. 


n. Il.d  the  b  II,  and  he  I 

v.ork  with  the  minimum  ol  public.     H 

rani;.  111 

•    the   tren.  I 
productive  of  thi  fits,  and   Mr.  G 

.    in   which   he  ha-   I  allied   out   the 

enterprise,  winch  undertakings  in  the  way  of 

making  n  done  in  any  of  lh< 

undertaking   was  more  than  usually  exacting  f  the  short 

low.d  by  the  city  in  which  to  complel 
-♦•♦■ 

PROPOSED  AUSTRALIAN   RAILROAD. 


The  North  Australian  tralia,  which  has 

for  one  ..f  11-  pri  the  promotion  of  the 

tralian    railway,    running    north    and    south    between    Adelaide    and 
Darwin,  has   issued  a  prospectus   in   rei  the  proposed 

1  hi-  league  was  formed  for  the  purp.  tering  public 

opini 1  this  matter,  and  in  pursuance  of  this  object  offers  to 

bona  tide  capitalists   in  any  pan   of  ihe  world  it! 

in  investigating  local  technical  condition-  and  in  preparing 
statistics.      No  pecuniary  benefit  1-  sought  by  thi  of  the 

but  it  will  iccomplish  the  realiza- 

tion of  the  railwaj   to   Port   Darwin  and  will  assist  in  formulating 
and   carrying   out    the   preliminary   measures.       The   prospect 
issued  to  induce  the  financial  railway  interests  of  all  countries  to 
investigate  the  opportunities  r  such  a  road,  and  to  write 

for    further   information   on   the   subject      The   premier  oi 
Australia   has  agreed  to  submit   to   Parliament,  during  the  1 

a  motion  confirming  the  desirability  of  this  road.  Capital- 
ists and  railway  d  iiere-ted  in  the  project  are  invited  to 
watch  thi  progress  of  the  measure  through  the  South  Australian 
Parliament 

INFORMATION   ABOUT    EMPLOYES. 


The  Brooklyn  Rapid  Transit  Co.  has  decided  to  keep  a  more 
complete  record  of  information  relative  to  employes,  and  has  called 
for  answers  to  the  following  quest 

1.  1  a  1  In  whai  department  are  you  employed?  ih)  In  what 
capacity  (1  1  Under  what  foreman  or  head  of  the  department  ? 
id  1    What    weekly    1  monthly)    salary  are  you  paid? 

j.  lai  How  long  have  yon  been  in  this  company's  service?  ihi 
In  what  positions,  and  where  located?  (c)  Mow  long  have  you  held 
your  presi  nl   posi 

3.  What  is  your  age  (year  of  bit 

4.  Where  were  you  born? 

5.  Are  you  married  or  single,  or  widower? 

6.  1  a  1  What  family  I  dependent  upon  you  for  support? 
1  hi     \re  others  than  your    family  dependent  upon  you    fol 

if  so,  state  particulars? 

7.  Name  of  father?     Name  of  mother? 

8.  Nearest   living  relative'      Residing   at?      Relation'' 

.j.  iii  case  of  sei i notify .     Address 


contractor  who  installed  the  wire  conduits  for  the  Cincin- 
nati Gas  X  Electric  Co.  has  been  highly  complimented  on  the  man- 
ner 111  which  this  work,  involving  1,250,000  ft.  of  conduits  in  40 
mile-  of  streets,  has  been  carried  out.  General  Hickenlooper,  of  the 
Cincinnati  Gas  &  Electric  C  \i.  Gest,  the 


10.  Are  you   healthy   and   able-bodied? 

11.  Do  you  use  any  kind  of  liquors  (either  wine-,  -pirits  or  malt.) 
as  a  beveragi 

[2    Are    there   any    unsatisfied   judgl  inst    you? 

is.  \n  you  in  the  habit  of  engaging  in  games  of  chance  or  in 
speculating  in  any  way? 

14.  Have  you  evi  d  in  a  civil  or  criminal 
conn  of  any  infraction  of  the  law? 

15.  Are  yon  engaged  in  outside  business,  producing  income  other 

in    salary;    if  so,  state  particulars  as  to  time  devoted  to  such 
business,  and  income  derived 

16.  Have  you  ever  been  discharged  01  -n-p.li.led  from  the  service 
of  this  company.  1  i  the  companies  which  now  form  a  pan 
of  the  Brooklyn  Hi           R   ilroad  system;   if  -...  state  particulars? 

17.  Do  you  Erati  or  organizal 
give  name? 


isl    i-t    the    Dallas   &    Oak   Cliff   Electric   Railway   Co.   was 
ed  bv   the   Northern    [*exas    fraction  Co.,  and  will  hereafter 
be  known  as  the  Dalla  of  the  systi 


Sei-t.  2c,  1902.] 


STREET   RAILWAY  REVIEW. 


591 


G.  P.  MAGANN  STORAGE  AIR  BRAKE. 


The  G.   P.   Magann  Air-Brake  Co.,  Ltd.,  which  has  its  principal 
at  Detroit,  advises  us  thai  its  brakes  arc  used  on  all  inter- 
urban  lines  out  of  Detroit,  except  one,  and  is  d  on  the  city 
:   the  Detroit   United   Ry.     The  company  has  just  cl 
rder  for  brakes  to  go  on  the  new  Toledo  &  Monroe  Ry.     Vs 
is  well  known  the   Mag. mn  air  brake  is  a   storage   system  and  as 
such  received  a  very  gratifying  endorsement    from  the   New    Vil 
Railroad  Commissioners. 

In  its  storage  air  brake  system  the  company  claim-  to  have  met 
every  condition  of  street  railway  operation.  Stored  air  is  usVd, 
confined  in  reservoirs  fixed  to  the  car  and  filled  in  a  few  seconds  by 


and  will  send  complete  catalogue  No. 
Mew   York  .  it'i.i   i-  at   139  Center  St. 


22  on  request     The  company's 


KUBXMAN    iAK     EQUIPPED  WITH  MAGANN  STORAGE    UR  BRAKE. 

g   from  a  stationary  air  compressor,  at  the  power   Station,  Or 

at   any   convenient    point    on   the   line,   and   at    sufficient    pressure   to 

:  car  to  make  an  average  of  300  -top-  or  more,  according   to 

the  requirements.     The  care  and  expense  incident  to  ait  brake  ma 

chinery  i-  reduced  to  a  minimum,  for  there  is  very  little  mechanism 

on   the  car.      In   fact,   it    is   stated,   that    during    fi        pears'   operation 

of  this  brake  system  not  one  dollar  was  spent  on  maintenance,  this 

ue,  u  1-  claimed,  to  there  liemg  no  machinery  upon  the  ear 

sing  the  air.     The  equipment   1-  nol   subject   to  the  oc- 

mmed"  braki 


NEW    PIPE    THREADING    AND    CUTT1NG-OFF 
MACHINES. 

ipanying  illustration  shows  a  No.  0  pipe  tl  reading  and 
cutting-off  machine  which  1-  a  fa  machim     madi    E01 

by  the  Armstrong   Manufacture    1 Brii 

Conn.    The  Armstrong  machines  thread  pipe  fr 1  in.  to  0  in.  in 

with  a  competent   workman  in 
charge  the  tune  requit ed  i     from  two 
and  one  half  to  four  minim       iccot  'I 
mg  to  the  ol  •'     pipi       I  he)  are 

1  thai  h  I"  n  1  Lifting  ofl  pipi 
the  di  pi    to 

from  effected 

hei  1 
\II  gearing     and  bi  ai  uigs 

(|  . . 

ih     work 

ing  p  1  and 

mi n 

'he  head  l  irface  and  doei  not 

led  to  a  post  or  beni  h,  or  to 

11  pipi    from  '  1  in.  to 
andle  from  one  ipindli   to 

umbi  1   ol  an 

I    ind  m  no  hand  machim    1  tcepl 

1  hanged  from  hand 


NEW     ENGLAND     STREET     RAILWAY     CLUB 
OUTING. 


The  New  England  Street  Railway  Club  held  its  annual  outing  on 
rhursday,  Sept.  4.  1002.  Uaout  150  members  and  guests  left  Bos- 
ton h\  special  train  for  Hampton,  Mass.,  arriving  there  about  It 
o'clock  in  the  morning.  At  this  place  electric  cars  were  taken  to 
Hampton  Beach,  where  a  ball  game  and  various  athletic  events  were 
indulged  ill  until  dinner  time.  After  an  excellent  fish  dinner,  tin 
guests  congregated  at  the  athletic  grounds,  where  a  IOO-yard  dash, 
high  jumping  and  potato  racing  and  various  other  athletic  events 
were  hotly  contested.  Entry  was  open  to  all,  and  four  silver  cup- 
were  offered  as  prizes  to  those  scoring  the  mosl  points  in  the  games. 
1  he  100-yard  dash  was  won  by  F.  \\ .  Whittemore;  the  high  jump, 
bj  K.  \V.  Conant;  the  potato  race  by  Mr.  White,  and  I".  O.  Nourse, 
who  was  third  in  high  jumping  and  potato  race,  also  received  a 
cup. 

E.    I».    Miller,    of    Boston,    had    charge    of    tin-    events,    assisted    by 

P.  S.  I:.  Sias,  with  J.  E.  Johnston,  recorder.  The  judges  were  1  >.  1.. 
Prendergast,  of  Boston;  F.  ( ;.  Henderson,  of  Newton,  and  E.  W. 
Goss,  of  Milford.  C  11.  Hill,  of  Bdston,  was  starter,  and  I'.  \Y. 
I  law-,  of  Boston,  was  timekeeper. 

SHARON-NEW     CASTLE    INTERURBAN 
OPENED. 


On  August  iSth  there  was  a  formal  opening  of  the  new  inter- 
urban  railway  between  Sharon,  t  1..  and  Xew  Castle.  I  he  company 
entertained  a  number  of  newspaper  men  of  the  Youngstown   Press 

Chili,  who  made  the  trip  over  the  road  accompanied  by  Mr.  R. 
Montgomery,  president,  Mr.  Godfrey  Morgan,  general  .superinten- 
dent, and  a  number  of  Youngstown  city  officials.  The  roadbed  was 
in  excellent  condition,  and  at  times  a  high  speed  was  attained,  one 
mile  being  made  in  59  seconds.  \  stop  was  made  at  the  sub 
Station,  where  the  gnesis  inspected  the  machinery,  and  after  com 
pleting  the  line  to  Sharon  the  return  trip  was  made  to  Youngstown 
when-  the  party,  which  had  by  tins  lime  reached  considerable    1  e, 

was   given   a    dinner    by   the   company. 

THE    NEW  YORK  CENTRAL  AND   PAN-AMER- 
ICAN    STAMPS. 


Y it'  1  mentioning  a  number  of  mosl  ingenious  methods  of  "Amer- 
ican Railway  Advertising"  Mr.  John  1.  Bramhall,  advertising  agent 
for  the  Monou   Route,  writing  on  thai   subject   for  Transport,  of 

London,    -ays: 

"Bui  these  are  all  as  nothing  compared  I.,  the  brilliant  coup  ol 
di    Georgi    11    Daniels,  of  tin-  Xew   ¥brk  Central,  who  is  admitted 

to    he    the    prince   of   railway   .advertisers,    in    suggesting,    or    causing 

it   i"  hi     u; 1    Mm    \li     Daniels   modestly   disclaims  the   pei 

tonal  linnoi  1  p.  tli,'  postmaster  general  the  proposition  of  illus- 
trating  the  idea  ol   tran  portation  in  the  new    lerii     ol    Pan   Vmei 

lean    Stamp  I  In     plan    being    adopted,    whal    more   natural    than    lo 

1I1.     New    York   Central    lake   sieamers  on   the  one   cent,  and 

lie  Empin  Stati  expre  -  on  the  two  cenl  tamp  1  do  nol  know 
how  many  millioni  ol  thi  I  lamp-  were  scnl  out  all  ovei  the  world, 
bul  \li  1 1. inn  I  na  Bhrewd  enough  ai  ili.  1  in  1  ,,1  I,,  jreai  to  buy 
up  all  the  remaining  Btock  of  the  issue  for  iL    ,  cclu9ivi   use  of  the 

N'ew     'l  oik    t  Villi  .il    11., 

■»  ■ » 
FRANCHISE    EXTENSION    VOID. 


lie   Roget    law,  which  granted  the  Cincinnati  Streel  Railway  Co. 

on  of  il     1  ■  im  hisi      1 ■  . . 1  mg   in   [946,  was 

' u-il   lasi   month  by  the  Superior  t  lourt       If 

the  Supn  mi   I  ."in    u  tain    the  Superioi   ' 1 mb  1  ol  fran 

1     l»ewher<    under  the  1  a law  maj   I-    .....I        1  he 

i' 1  -1    1 in  .     ...il.,    im     11.  h   streel 

railway     ..     complied  with   vai iditiom    he  dm.    it   went 

ttorni  1     I- ailv  i)      late  thai   they  will 

ind  new  petition    at  ..."  - 


592 


SI  K II    I     RAILWAY    RE\  IKW. 


|V..i.  XII,  No.  9. 


DISCIPLINE    FOR    STREET 
EMPLOYES. 


RAILWAY 


BV  W.  F.  HARRINGTON,  VU  1    PRESIDI  NT   \M".i  \i  N  \i.  MANAGER 

CAMDEN  .v  SOBI  RBAN   K  H     .  ••  .  ,    VMM  \.  N.  J. 


I  lu n   .in    various  systems  "i  discipline  in  p  I  which  the 

Brown  System  >*  the  best  known.     lln>  .ill  have  for  their  pun. 
the  advancement  of  those  employes  who  b]  good  work  and  stead) 
service  show  their  worth,  i"  the  most  desirable  i- 

In  some  -.  ployes  are  discharged   foi    I  corapl) 

with  rules  and  regulations,  rhe  men  remaining  in  employ  being 
advanced  i"  the  position  previously  held  by  the  discharged  men. 
rhe  disadvantage  in  such  .1  system  is  that  frequently  employi 
who  should  1«-  disciplined  in  some  way  or  other  do  not  lose 
their  position  "ii  the  seniority  list  rhe  result  of  this  is  thai 
men  who  by  faithful  service  should  receive  some  consideration 
for  such  Bervice  remain  for  .1  long  time  in  a  position  which  does  nol 

properl)   reward  them   for  their  g I   service. 

ms  where  the  promotion  plan  is  followed,  men 
frequently  advanced  i"i  good  service  rendered  in  such  .1  way 
that  a  feeling  of  bitterness  is  engendered  in  the  breasts  of  other 
men  who  have  not  been  advanced,  as  11  i-  a  well  known  fact  that 
employes  are  very  jealous  of  their  position  and  standing.  To 
follow  the  promotion  plan.  s-n;it  care  has  t"  be  observed  in  award- 
ing promotions  and  it  1-  very  easy  owing  to  the  multidudinous 
cases  that  arise  in  street  railway  practice  t"  unjustl)  advance  men 
over  the  heads  ol  their  fellow  employes. 

In  the  system  where  merits  and  demerits  are  employed,  the  same 

ections    apply    as    1-    shown    in    the    promotion    system,    as    it    is 

exceedingly  difficult  to  properly  apply  merits  and  whatever  practi 

be  followed   for  crediting  a  man   with  a  given  number  of  merits, 

difficulty   is  experienced   in   deciding  the  number  of  merits  to  be 

1   for   each   case  of  good  service.     In  the  strict   application  of 

this  system  as  lung  as  a  man's   standing  on   the   seniority   list   is 

nol    affected,   he   does    not    seem    to   care   whether   he   has  60  or  200 

mints    nr    demerits.       It    has    heen    noticed    among    street    railway 

managers  and,  in  fact,  in  all  industrial  operations  where  large  num- 

of  men  are  employed,  that  great  jealousy  exists  on  the  part  of 

the  men   as  to  their   standing. 

It    suggested   itself   i"  'In-   writer,   after   trying   various   methods 

of  discipline,  t"  take  advantage  of  this  later  feature,  and  on  April  1. 

1901.    the    "demotion"    system    was    put    into    effect    and   after    18 

months'    operation,    the    following    interesting    results    have    been 

■  •hi. mini :     Prior  t"  the  adoption  "i    the   system  great  trouble  was 

isioned   on   the  part   of  employe-   missing   roll   calls.     Repeated 

-    where   men   would   miss    from  o   to    17   times   during  a    month 

may   he   picked    at    random    from   our    files.         \ tier    the   change   the 

any  one  employe  missed  in  a  month  has 

not   exceed 

It  is  proper  here  to  describe  the  essential  features  of  the  de- 
ystem.  flu-  general  rules  of  the  dispatching  of  con- 
ductors and  motormen  are  outlined  below  in  the  appendix.  Part 
first  relates  to  regular  men.  and  pan  second  relates  to  extra  men. 
In  addition  to  that  shown  in  the  appendix,  conductors  and  motor- 
men  ted  by  th(  general  manager  one  or  more  points  on 
the  seniority  li-t  a-  may  be  deemed  advisable  In  cases  of  petty 
irregularities  and  violations  of  rules,  for  instance,  a  conductor 
may  he  demoted  5  points  for  permitting  smoking  on  his  car.  The 
motorman  may  be  demoted  5  points  for  starting  car  without  re- 
ceiving signal  from  conductor. 

It   has  been  noti  the  adopti 1   this  system  that   men 

who  have  been  in  the  employ  of  the  company  for  year-,  who  have 
Keen  careless  and  negligent  of  their  duties,  have  been  demoted 
gradually  until  they  have  reached  points  well  down  on  the  seniority 
list,      lu    lookin  in    the    iS    months    there    are    men 

who  have  been  demoted  as  high  as  43  points  and  one  37  points  and 
several  respectively  27  point  26  points,  and  22  points.  This  as 
can  be  readily  seen  throws  these  nun  who  have  been  rendering 
faithul    -  responding!}    bj    the   inverse   pro,,--   advanced 

the    list. 

It  is  an  interesting  fact  to  note  in  looking  over  the  tiles.  ,,,  an 
instance,  a  conductor  who  entered  the  employ  of  the  company  in 
1891  is  on  the  straight  day  runs  and  h  below  men  on  the  seniority 
list    who  entered   the   employ   of   the   company   in    1896.     This   is  the 


best   ela-s  of   11111-   al    the   di-pos.d   of   the  company.      Ill   the   straight 

1 1    noon    runs    11    1-    interesting    to    note    that    men    entering    the 

employ  of  the  c pany  in  tool  an   ahead  ol  men  who  fad  entered 

111    [9OO.      In    the   evening    runs,   men    .  ead 

•  n  entering  in  1901,    <  in  the  extra  list,  men  who  were  employed 
in  June,   1902,  are  ahead  of  men  entering  in  May.      I  In-  also  appl 
10  condui  1 

I  In   motorman  lisl  -li"»-  quite  a  fluctuation,  bul  work 

as  rapidly  as  the  conductor  list. 

We   find   cases   of  men   who  Other   men   who  hav 

ill    the    employ    ot    the    company    for    two    or    three    years    under    the 

■  ■ion  of  this  system. 

It   took   the  first   year   for  the  emplo  lie  full   sig 

nee  ■'!  'he  demotion  system.  The  last  six  months  u  has  been 
found  thai  the  men  exercise  the  greatest  care  in  order  let 
under  the  ruling  of  the  demotion  system  and  wherever  they  can. 
by  explanation,  they  will  endeavor  to  have  the  points  mu- 
lt has  been  found  thai  by  posting  on  the  bulletin  board  in  tin- 
car  house  the  names  of  those  men  who  have  been  reported  for 
irregularities   that    they    will    he   demol  r   more   points   if  the 

irregularity    be    not    explained    on    or    before    a    set    date,    that    they 
take    special    pains    to    meet    the    general    manager    to    clear    their 

ol.   giving   lln    general   manager  an   opportunity   to  get    in   bi 
touch    with    his    men    and    enabling    him    1"    exercise    judgment    in 
enforcing   the   discipline. 

flic  writer  has  noticed  in  many  instances  that  men  who  have 
reached  a  poinl  in  their  demotions  where  the  exercise  of  discipline 
would  throw  them,  for  instance,  from  the  straight  from  noon  run- 
to  the  -wine  inn.  thai  even  though  the  fault  under  which  the 
discipline  is  acknowledged  the  employe  would  request  that  he  be 
given  one  or  more  week-'  suspension  or  one  or  more  weeks  at  the 
bottom  of  the  exlra   list,  rather  than   bi 

Under  tin-  system  any  employe  by  good  conscientious  service 
can  advance  to  the  belter  runs  al  the  sacrific  of  hs,  capable  men. 
and  it  has  been  found  that  the  men  approve  the  plan  and  appreciate 
the   reward    for   faithful    service. 

'Ibis  system  permits  the  gradual  weeding  out  of  such  men  who 
are  undesirable  by  a  natural  process  of  the  "survival  of  the  fittest" 

I  he  following  facts  are  noticeable  in  the  operation  of  this  method 
of  discipline  : 

Men  have  a  general  knowledge  of  how  the  list  stands  and  when 
some  one  ahead  of  them  mis-e-  they  will  look  at  the  rack  and  see 
if  their  name  has  been  advanced.  They  do  not  talk  much  about  it, 
or  seem  glad  that  some  one  else  has  been  set  back,  but  regard  it 
as  a  reward  for  good  service.  The  man  missing  says  very  little 
about  it,  usually  being  a  person  who  docs  not  seem  to  care  much 
for  discipline.  file  majority  of  men  missing  roll  calls  seem  to 
consist  of  young  single  men.  who  do  not  take  the  necessary  rest 
when    they    shonld. 

It  is  noteworthy  that  in  many  cases  when  an  employe  realizes 
that  he  is  gradually  going  down  on  the  list,  he  wakens  up  and 
from    that    time   on   becomes   more   efficient. 

In  conclusion,  prioi  10  the  adoption  of  the  demotion  system  the 
number  of  men  missing  toll  call-  to  the  total  number  of  men  em- 
ployed averaged  monthly  J"-'  per  cent.  After  the  adoption  of  the 
demotion  system  and  for  the  last  six  months  the  average  has  been 
26  per  cent. 


RULES  fol-'  '['lit:  GOVERNMENT  OF  CONDUCTORS  AND  MOTOR- 
MEN,  CAMDEN  .v  SUBURBAN  KY. 


REG!  LAB  MEN. 

1,  in  1  I-.     1   regular  man  wishes  to  1 sensed  from  duty  he  should 

ask  the  da)   before,  an. I.  [1  excused  Buch  runs  will  t>.-  marked  up  from 
extra   list   ois  11   stands  on   thi    next   day)   in   the  order  ol    thi 
1    port  mi;  time  of  the  runs  t<>  in-  filled. 

j    \   regular  man  musl   report   ten  minutes   befort    It   Is  tlmi    for  iiis 
car  to  leave  the  cat   bouse.     1  In  person  or 

by   message   fur  car.   tin-  lirsl    1 ...    :    month    hi    will    I..    1 

point  and  given  one  'lav   for  each  hour  •■!   fraction  ol  an  hour  missed 
an. 1  ii..  win  have  '..  report  at  each  succ<  ill  call  and  In  that 

lull'      I"    receive    work    "Illy    after    all    men    IXtra    list     hav.     1 11    as- 

slgned. 
Any  employe  having  ecord   tor  m..    previous  two   months 

win  i..    .,! 1   from   demotion   for   in.'   first   failure  i"  report  in  a 

month. 

'I'lic  second  time  in  a  month  a  run  is  missed  lie  will  !"■  demoted  two 
points  and  given  one  day  for  each  hour  or  fraction  of  an  hour  missed 

ami    he   will    hav.'    I..    r.  p.        ..  Cceeding    roll    call    and    in    that 

inn.    1..  receive  work  only  after  all  men  on  the  extra  list  been 

asslgni .  i 

'l"h..  third  time  in  a  month  a  run  is  missed  he  will  lie  demoted  three 
points  1  iy   for  each  hour  or  fraction   of  hour  missed 

and   will    hav.     t..   report    at   each   sn .ling   roll   call  and   in   that   time 

to  receive  work  only  after  all  men  on  extra  list  have  been  assigned. 


20,    1902.] 


STREET  RAILWAY   REVIEW. 


593 


The  fourth  time  In  a  month  a  run  la  missed  he  will  have  to  report 

,  t„  appeal  to  the  general  manager. 
3   v0  carried  to  relieve  men  who  ma>   miss  their  second 

suppe,  or  swing  time;  In  such  cases  the  early  men 


moi 

The 

■i/r^I^l^'arnliuia".,,,,  .suitable*    , he 
r,4,ll:\  after  which  do  one  will  be  excused  with- 

er man  asking  OB  Sick  must   lose  tWO  i  Uld  must 

>re  he  takes  his 
relenhoi  -  '  ttera   s,m    b}    '"  "'   '      , 

employes  will  '  'll,e 

'"rt;;  request  will  1 "to 

car  :  me  Pereon  '""  a"  •""  :  ,   ,S 

minutes   I re   the   alloted    reporting 

epted  "iiiy  at  car  house. 
.plying   with   the  above   will   be   placed   al   bottom 

tor  faUlng  to 

-,  ,1  from  work  after  taking  his  car,  wlth- 
r  disabled.     II.-  must  work  run  out. 
-    Cn  ...  win  be  made  from  first  to  tent* 

'   a  run  being   vacant   three  (3) 
.  |   ,,   W|||  i,,  mied  bj    the  odes    extra  not 

otherwise  ntll  such  time  as  h.-  ma)    ed   tor  regular 

man   t"   whom   it    I  (urns. 

Ilschai    i     eti         >      m  id.    trom  .-'Xti-a 
■tel  ,,,  lri.  rrom   tripper  runs  to  night   car,   from   night  car 
t.".   swing  Vans     from   swing    runs   t..   straight   from    noun    runs,    trom 
i  runs  l..  straight  day  runs. 

EXTRA  MEN. 
and  after  Monday,  April  l.  1SC0.  extra  men  will  report  as  follows: 
i   morning  work).  . 

,     \  oon  r..ll  ear  rrj   Hi'-  Hst  Is  telephoned  to  thi 

i ks  off  tie-  regular  mi 

men   i k.  '    workup 

tripper  rum  '   "°,°nL„?" 

i    a    man    v.  work    al    noon    should    set    ;l    six    hour 

run    at    nil  I    be    will    be    expected    to    lake    run    he    is    hinkn 

up  for  the  nexl   mon  i  ol    ked   up  he   will  not 

intll  10:69  nexl  day. 

m.  e    limited   numbei 

. 
will  report   to  dlsp  itcher,  giving 

»  ,,  ,  -ii   i 

r  railing  !•■  repoi  the  following  rules  will  be 

,r'a'  V  I   In  a  month  will  be  de l  point 

on  t|  isl  and  must  stand  on  bottom  of  extra  list  one  day  for 

.11. .n    of    an    hOUl 

I,     The   second   report    ml     ed    In    a    n th    will    be   demoted    two 

,nd   most   stand   on   the   l"in   of  extra  list 

-,  ho  it   Is  ti 
,  will  be  demoti  i  threi    point! 
-land  .in  bottom  "i  extra  Usl  for  each  houi 

!   '•"•  .... 

d     The  fourth   ndl  call  missed  in  a  month  will  have  to  report  to 

Ml  these  ruling  t  to  appeal  to  the  geenral  managi  i 

■.inn  a  clear  record  foi    the  previous  two  month 
WIH  motion    for   the   first   failure   to   report   in   a 

I     ..;x,,  I  from  morning  work  will  report 

,,,,t   r.  portl  '         dli  that  th  ck  must 

laa,  on  bottom  of  extra  list  and  must  report   at  oar  barn 

taking  pi  ice  on  list. 

kiin;  straight  from  Ired   to 

n    until   10  i   has  a   i i    i  un 

before  it  I 

ni    I.     mall  or  by 
lue  tu 

**   ..r  <dl  el 

brought   i" 

fore  the  alio  I  i   <    "rting 



.mplylng   with   the  above   will   be  bottom 

i  | 


;  six-hour  run  at   night   Is  not    roq  do. I   to 

oked  ui>  fur  ■   run:  then  he 
i  ir  house, 

.  a   will   take   runs   as   I 

morning    r.,11    •  all  '  '    •"'■"■ 

m     Sun 

■" 
i  ■         chei    will  an 

■    run    will    I 

■  to  Rule  . 

d    from    work    will    I"     ' 

1 
...» 

ran  for  fl 

I 


THE    HOLLAND    TROLLEY    BASE. 


fhe  United  States  Electric  Railway  Supply  Co.,  oi  4°  and  jj 
Lamed  St.,  Detroit,  invites  attention  to  its  patented  self-oiling 
trolley  base,  which  is  in  general  use  throughout  the  country,  and 
Eoi  which  n  is  claimed  thai  it  prevents  trolley  trouble  and  saves 
ihe  wheels,  poles  and  overhead  equipment.  It  is  pointed  out  that 
the  base  requires  but  i  qt.  oi  oil  per  year  and  any  stand  can  be 
mounted  on  this  base  in  is  minutes.  Stands  in  which  the  base 
has  worn  an  oval  hole  can  be  plugged,  mounted  on  tins  base  and 
,1  as  long  as  there  is  any  tension  left  in  the  springs.  Another 
ure  0i  this  invention,  and  an  admirable  one,  is  that  it  keeps 
the  trolley  wheel  on  the  wire  and  prevents  injury  to  the  overhead 
,  i  instruction. 

Among  the  many  users  of  the  device  are  (he  Detroit  United  Ry., 
Rapid  Railway  System.  Detroit,  Ypsilanti,  Ann  Arbor  &  Jackson 
Ry.,  Hamilton  Electric  Light  &  Cataract  Power  Co.,  Limited,  Bay 
Cities  Consolidated  Railway  Co.,  Brockton  &  Plymouth  Street 
Railwaj  Co.,  Boston  &  Worcester  Street  Railway  Co.,  Dayton  & 
Western  Traction  Co.,  Dayton  &  I  my  Electric  Railway  Co.,  Gen- 
eral Electric  Co.,  Lorain  Steel  Co.,  Mahoning  Valley  Railroad  Co., 
Si.   Li  ni-    1 1  .ii i -it  Co.,  and  others. 


IDEAL    STEAMBOAT    SERVICE. 


Eastern  visitors  to  th(  V  S.  K.  V  Convention  will  find  it  pleasant 
and  profitable  to  Utilize  the  new  daily  service  of  the  Detroit  & 
Buffalo  Steamboal  Co.  rwo  new  mammoth  steel  sidewheel  pass- 
enger steamers  have  been  constructed  to  be  operated  daily  between 
Detroit  and  Buffalo  and  are  christened  the  Eastern  and  Western 
States.  They  ate  the  largest  and  fastest  steamers  ever  built  on 
Lakes  foi  passenger  service  and  cost  $650,000  each. 
Each  has  5,000  horse-power  engines,  with  an  average  -peed  of  21 
miles  an  hour,  or  -'.t  miles  al  their  highest  mark.  The  boats  are 
licensed  to  carry  ,1.5:1"  people;  each  has  sleeping  accommodations 
for  751)  passengers,  -'.(-'  state  rooms  and  ii  parlors,  with  bath. 
Ihe  dining-room  seal,  150  people.  The  main  cabin  decorations 
an  French  renaissance,  with  velvet  carpets  and  mahogany  furni- 
ture. 

I  I,,,    steamers    leave    Detroil    and    Buffalo  almost    simultaneously 

at   an   early    hour   every   evening   and    reach    their   destination   before 

1  [ast,     ii   is   a   most    desirable   change    from   the   hot   vide   by 

rail    and    in    addition    there    1-    a    saving    in    the   cost   that    is   not    to 

be  despised.     Connections  are  easily   made   with  all   points   Easl 
and   West    and     top-over   privileges   are   allowed    with    round    trip 

tickets,   which   are   g 1   until   October   31st,     For  comfort,   speed, 

afetj   and  service  ibis  line  is  re mded. 

al  excursion  rales  are  for  sale  al  all  principal  railway 
and  steamship  tickel  offices.  Bj  the  company's  advanced  system 
meals  and  berths  are  not  included  in  the  price  of  a  tickel  and 
patrons  are  al  liberty  in  provide  for  themselve  il  the)  so  desire. 
Berth     between   Del and   Buffalo  are  $1.00  and  $1.50,  and  state 

, 11.      $J     0         I  ''ii    portation    one     way     is    $3.50;      round     hip. 

•-•-♦ 

BRIDGE  REPAIRS  ENJOINED   AT  DAYTON. 

I  hi      Hoard    ol    1  m      \n Ilaylon,    1  ).,    has    enjoined    the 

Peoples  Railwa;    Co    Erom  making  repairs  to  its  Washington  St. 

dge,    The  railroad  panj    has  buUl  48  bents  under  the  bridge 

requiring  a  large  amounl   of  piling,  and   ii   is  alleged  that  these 

.     .1 i|.  the  rivei   to    ui  h  an  extent  that  danger  of  11 ling 

...,„, 1. 1    follow    in    1  a  1     ol    high    water    in    the    river.       I  be 

board  1 1  nm    thai  no  pi  n n  ha    bi  en  granted  the  company  to 

repair  thi  "  thi  -  manner,  I  In-  n  qui  I  ol  thi  1  ompany  to 
build  a  temporary  trestli  on  on.  idi  of  the  bridge  was  refuted, 
and  ned  thai   ll pan)   doe .  nol   intend  to  ultimati  lj 

rcmo  n thi   1  it) 


,    ,   ol   the   M'  tropolitan  Sheet   Railway,  of   Kan  a 

City,  b      i lised  aboul  half  a  mill lobar  .  undei   the  agn  1 

made  between  tl pan)    ind  the  city,  whereby  ibe  ciiy 

!  8  I"  1  ci  nl  of  ii mpany'    ■  <        pi    in  lieu  of  1 1><- 

illoll. 


594 


STREE  f  R  \II.WAV   REVIEW. 


[Vou  XII, 


POWER    HOUSES    AT     DETROIT. 


WILLANS   ENGINE  IN   AMERICA. 


I  In-  limit  current  portion  of  station  <.  of  the  Detroit  United 
Railway,  described  in  the  article  bj  Mr,  Farmer,  on  page  53a,  wai 
furnished  and  installed  by  J.  <  '•■  Whiti  nd  con- 

New  York  The  extension  of  this  power  house,  in 
eluding  ilu  ;mk«.  unit  i"  be  installed  this  fall,  will  be  furnished 
and  installed  by  J.  J.  Kennedy,  contracting  engineer,  of  New  Y..ik. 
I  In-    Stanley    rotarj    converters,    transforms  .    iwitchboard 

furnished  by  the  Stanley  Electric  Manufacturing  Co.,  Pitts- 
liilil.  Maaa  All  of  these  contracts  were  given  through  Jos.  I-'.. 
Lockwood,  president  of  the  Michigan  Electric  Co.,  of  Di 

foi  all  of  these  concerns. 

-»»♦ 

AUTOMATIC     LOW     WATER    ALARM. 


lln-  Jones  Automatic  Low   Water  Alarm  Co.,  oi   De t,  makes 

a  low  water  alarm  that  can  be  easily  adjusted  to  the  water  column 
of  any  boiler  and  1-  intended  to  give  immediate  warning  when  the 
feed  water  becomes  low  in  the  boiler.  The  device  1-  simple  and 
has  been  endorsed  by  the  chief  factory  inspectors  of  Ohio  and 
Michigan,  as  well  as  by  many  engineers. 

I  In-  action  of  this  unique  alarm  is  based  upon  the  expansion  and 
contraction  of  metals.  The  alarm  is  put  on  a  water  column  by 
removing  the  lower  and  uppi  cks  and  placing  a  tee  and 

close  nipple  and  screw  in  where  tin-  water  gage  cocks  wire,  and 
screwing  the  water  gage  cocks  in  the  end  of  the  tees,  the  side  outlook 
of  the  tee  being  used  to  attach  the  alarm.  If  it  i-  not 
desirable  to  remove  cocks,  holes  may  be  tapped  abovi 
tin-  crown  sheet  or  flues.  Winn  the  water  gets  be- 
low the  bottom  connection  (J),  water  Rows  out  of 
the  copper  pipe  (C)  attached  to  the  alarm  back  into 
the  water  column  and  steam  rushes  up  and  takes 
its  place.  The  steam  heating  the  copper  pipe  ex- 
pands it  and  by  an  arrangement  of  connecting  rod 
and  lever  the  alarm  whistle  Mow-  until  the  water  in 
the  boiler  gets  up  to  the  original  point.  It  also 
blows  it  the  water  column  (jet-  stopped  up. 

1  hi  low  water  alarm  does  away  with  the  unde 
sirable  high  water  alarm  that  blows  so  frequentl) 
for  high  or  low  water  ^  to  become  a  nuisance.  I  he 
low  water  alarm,  too.  tends  to  make  engineers  more 
careful,  it  is  stated,  because  an  engineer  is  apt  to  become  indiffer- 
ent when  lion,  but  In  knows  that  the  water  is  low.  This  alarm 
has  no  floats  to  collapse  and  till  with  water,  there  is  no  mechanism 
m  the  holler  to  get  out  of  order  and  it  is  not  a  fusible  plug  or 
electric  contrivance  for  batteris  to  exhaust  It  can  be  tested  at  any 
time   without    running  the   water   low. 

The  Jono  Alarm  Co.  also  makes  a   smaller  alarm  intended    for 
steam  vehicles  of  all   kinds,  especially   automobiles,   which   may   he- 
used  on  small  boilers.     It   is  entirely  of  brass  and  is  made  for  400 
-lire. 


PETER   SMITH    HEATERS. 


The  l'eter  Smith   Heating  Co..  of  Detroit,  has  installed  its  system 
of    hot    water    heating   on    practically    all    the    interurban    lines    con 
trolled  by  tin    Detroit   United  Ry.     A  statement  of  the  number  of 
sold,   by   divisions.   1  Detroit    Shore    Line.    i_>; 

Rapid  Ry.,  40;  Detroit.  Rochester  &  Romeo,  14:  Detroit  &  Flint, 
10;  Detroit  &  Pontiac,  14;  Detroit  &  Northwestern,  i->:  Detroit  & 
Wyandotte,  15;  special  car  Volanile,  1.  The  Peter  Smith  companj 
has  met  with  unqualified  success  in  introducing  its  system  of  heat- 
ing long  interurban  cars  and  the  list  of  companies  now  using  it  is 
a  long  line.  The  list  includes  the  following:  Grand  Rapid-.  Hol- 
land &  Lake  Michigan  Ry. ;  Toledo  &  Western;  Toledo  &  Howling 
.  Toledo  &  Maumee  Valley;  Cleveland  &  Eastern j  Cleveland 
&  Chagrin  Falls;  Cleveland,  Elvia  &  Western;  Sandusky  &  Inter- 
urban; Mahoning  Valley  Ry. ;  Fort  Wayne  &  Southwestern;  In- 
dianapolis Street  Ry.;  Cleveland  &  Painesville;  Chicago  &  South 
Shore;  Indianapolis  &  Shelby  ville ;  Milwaukee  Interurban  Ry.; 
Fond  du  Lac  &  Oshkosh  Ry.  ;  Columbus  &  New  Albany  Ry.; 
Lansing  Traction  Co.;  Saginaw  Interurban  Ry.;  Kansas  &  Leaven- 
worth Ry. ;  Louisville  &  l'l-wee  Valley  Ry. ;  Alliance  Interurban 
Ry.;    Cincinnati    Traction   Co..  and   oil. 


I  In-  Bradley   Manufacturing  Pittsburg,   Pa.,  has  recently 

purchased  tin     Vmerican   rights   for  the   Willani  engine,  and  has 

a    new    plant    at    Pittsburg,    Pa.,    where    this    engine    will    be 

bmli  in  sizes  of  from  25  to  t.oiKi  h.  p.     I  in  company  has  issued  a 

preliminary  catalog  illustrating  and  describing  it-  engines,  and  has 
1  large  and  log  now   in  com-.    ,,t   preparation.      I  hi- 

\\  'II111-  engine,  which  i-  ore  of  tin-  most  prominent   English 
i-  a   -ingb    acting   engine,   designed   -•    that   the   uppei 

ring-  are  always  m  compression,  which  enables  tin  engine 
to  run  at  high  speed  without  knocking.  The  piston  speed,  how- 
ever, is  comparatively  low.  and  tin  wear  in  the  cylinders  and 
piston   rings  is  consequently   small.     1  In-   valves  are  of  the  piston 

nil    work    inside    tin     i  These    engines    are    built 

according    to    si/,-,    with    from    one    to    -ix    crank-.      Each    pi-ton    is 

connected  to  its  corn -ponding  crank  by  two  exactly   -mid 

rod-,  between   which   1-  an   eccentric   forged   upon   the  crank 
pm.    As  the  pistoi  '    the  hollow   piston  rods  the 

valve    face    i-    the    insid  lie    hollow     rod.    and    as    the 

valve    1  with   the  piston   the   relative  motion   of   the   valve 

anil  the  valve  face  l-  obtained  by  mounting  the  eccentric-  on  the 
crank  pins.      'The  eccentric  rods,  in  the  same  way  as  the  connecting 

rod-,  are  designed  to  work  always  in  compress 1  he   Bradley 

Manufacturing  Co,  will  maintain  in  the  manufacture  of  these 
engines  a  quality  of  workmanship  fully  equal  to  that  of  the  English 
standard,  and  special  tool-  will  be  employed  in  making  those  parts 
whiili  require  extreme  accuracy. 

ROSS  PARK,    BINGHAMPTON,   IN  LITIGATION. 


Erastus  Ross,  the  doner  of  Ross   Park,   Binghamton,  N.  Y„  has 
brought   —tiit  against  the  city  seeking  the  reversion  of  tin-  property 
on    the   ground   that   the   conditions   of   the   gift    have   1<> 
II.-  also  -in-  ( ,.    iia.\   Roger-  and  '  the  Binghamton 

Railway  Co.,  asking  a  judgment  of  ouster  from  the  premisi 
$50.1100  damages  f,,r  the  11-e  of  the  park.  Mr.  Ross  alleges  that  the 
park  was  deeded  to  the  city  of  Binghamton  upon  the  express  condi- 
tions that  the  premises  be  held  by  the  city  a-  a  public  park  for  the 
benefit  and  enjoyment  of  the  inhabitants  of  lliat  city  and  on  the 
further  condition  that  the  property,  nor  any  part  of  it,  should  not  be 
-old.  leased,  or  in  any  way  disposed  of  by  the  city.  Mr.  Ross 
charges  that  the  conditions  have  been  violated  in  the  case  of  a  lease 
of  certain  parts  of  the  park  to  the  Levavan  Switchback  Co.  made 
by  the  park  commissioners  1:1  I  of  five  years  and 

for  a  consideration  of  $200.  He  also  alleges  that  the  city  has 
violated  the  conditions  of  the  gift  by  entering  into  a  lease  for  a 
period    of    three    veals    with    officers    of    the    sircet    railway   company 

whereby  special  privileges  were  secured  to  it  to  the  exclusion  of  all 
others  for  maintaining  upon  the  park  grounds  cafes,  merry-go- 
rounds,  platforms,  buildings,  and  othei  amusement.  'The 
city,  it  is  claimed,  has  also  granted  the  Binghamton  Railroad  Co. 
permission  to  occupy  pari  of  the  park  grounds  to  the  exclusi 
the  public   for  its  tracks,  gates,  platform-   unci  oilier   structures. 


WORLDS     LARGEST   S1DEWHEELERS. 


"The  Detroit  &  Cleveland  Navigation  Co.  ha-  contracted  for  two 
new    steamers   for  the  Cleveland   route,   which   will   be  the 
sidewind    steamers   in   the   world.      They   will    be  25   per  cent    larger 
than  tin-  Eastern  States  and  the  Western  owned  by  ti 

interests,   and    will    have   .io  per   cent    111. ire   power.       The    hull-    will 
In-    built    at    the    Wyandotte   yard-   of    the    Detroit    Shipbuilding   Co. 
during   next    winter,   although   only   one   boat    will   be  in   eommis 
sion  by   i'K>3. 

General  Manager   McMillan  of  tin-  Detroit  &  Cleveland  company 

states   that    the   new    boats   will    be   larger  than   the   famed    Fall    River 

Line  steamers.     Each  will  cost  ah, mi  $850,000.     ["hey  will  be  foui 
deckers   and    each    will    have    sleeping    accommodations    for    bi 
1. 100  and   1.200  passenger-. 

eral  Passenger  Agent  \.  A.  Schantz  states  that  with  one 
unite  boat  on  the  line  next  seas  m  each  will  have  one-third  more 
time  in  port,  and  with  two  more  boat-  an  express  service  will  be 
established  between  Detroit  and  Mackinac  on  an  18-hour  schedule 
and   25  hours    from   Cleveland. 


Sept.  20.  igoa.] 


STREET   RAILWAY   REVIEW. 


595 


BRILL  SEMI-CONVERTIBLE  CARS   FOR 
ATLANTA. 


The  Georgia  Railwa)  &  Electric  Company,  of  Atlanta,  Ga.,  has 
recently  received  ten  handsome  semi-convertible  cars  from  the  J.  ti. 
Brill  Co..  of  Philadelphia.  The  interior  of  these  cars  is  wider  than 
usual  by  reason  of  there  being  no  wall  pockets,  which  are  also 
frequently  objectionable  because  of  their  use  as  receptacles  foi 
rubbish.  The  windows  become  clogged  and  in  attempting  to  raise 
ihem  the  glass  is  often  broken.  the  cars  are  double 

and  the  inter-pace  filled   with   mineral   wo..],      f his   excellent   pre 
ventive   against   cold    floors    will    doubtless   be   appreciated   by   the 
passengers.      The  interior  finish  1-  natural  cherry   with  handsomely 
decorated  birch  ceilings.     The  length   over  the  vestibules  1-  37   ft. 


INTERNATIONAL  TRAMWAY   AND  LIGHT 
RAILWAY   UNION. 


At  the  Twelfth  Annual  Congress  of  the  Union  Internationale  Per 
manente  de  Tramways,  a  change  was  made  in  the  name  of  the 
association  to  include  suburban  ami  interurban  railways,  as  well 
as  tramways,  as  for  a  long  time  questions  relating  to  interurl.an 
railway-  have  been  considered  by  the  Union  as  well  as  matters 
strictly  concerning  tramways.  The  name  International  Tramway 
ami  Light  Railway  Union  (Union  Internationale  de  tramways  et  de 
chemins  de  fer  d'interet  local)  was  adopted  by  the  London  Con- 
grt  5S. 

Accompanying  the  notice  of  this  change  of  name  the  Union  also 
calls  attention  i"  the  nev.   office  "t  general  secretary.     As  in  every 


37-FT    SEMI-CONVERTIBLE  1   \  R   FOR   ATLANTA     J.  G.  BRILL  CO. 


5  in.;    width  over  -ill-.  7  t't.  to1 ..  in.,  and  over  posts  at  belt,  8  ft. 

j  in.    Angle  iron  bumpers,  "Dedenda"  g'.ng-  and  folding  gates,  are 

among    the    Brill    patented    specialties    with    winch    the  car-    are 
equipped.      The   truck-   are    Brill    27  I 


THE  R.   D.    NUTTALL  CO. 


Doubtless  few   per-. .11-  realize  the  magnitude  of  the  gear,  pinion 

anil  trolley  business  of  the   K.    1>     N'uttall   ( ". .         \    do  en    .'ii      ago, 

when  this  company  tir-t  began  the  manufacture  of  gears  and 
pinion-  for  -treet  railway  service,  the  demand  for  this  class  of 
material  required  the  use  of  bul  om  geai  cutting  machine;  soon 
found  necessary  to  add  another  machine,  and  later  to  in 
the  equipment  by  two  additional  machine-.  Since  then  new 
and  improved  machinery  has  been  added  from  hum  to  time,  until 
now    upwards   of   70   gear-cutting    machim       (believed    to    be    the 

gear-cutting   equipment    in   the    world d  to   theii 

apply  the  ilniii.i  town   'Nuttall   make" 

and  pine  1 
Within  tie  iblished 

in  the  larger  European  cities,  and  the  linn .  orders 

d  through  tin-  ■  ded  nil  exp  ["hi 

almost  universal  adoption  of  hea  and  powerful   mot 

and  interurban  service  ha-  made  il  neo 

tpondingly  increase  tin-  weight  and  improvi  igi otoi 

gearing,    and    tin-   company,    fully    alivi 

11  the  mat  complete  I  ivy  design  gi 

for  tin-  pane  id. 11  itor  bearing  department 

add.d  b)  and  a   full   line  "i   all 

Mandard  bearing 

hut    by    no    mean-    Ii  to. II.;,    department 

plant,  in  which  are  manufactured  trolleyi  and  trolle)    rcpaii   parta 
able  trolh  • 

■nt   .,f   Mr.    I      \,    I    op  tin     company 
Hon   in   tie  il.'..,',      uppl 

'•  .      ■ 
may  ;  adhered  to  in  the  future. 


d    for    Aug 

ih   la-t 

year. 


imp.. riant  country  of  Europe  close  relations  exisl  between  the 
members  of  the  national  association  ami  their  standing  committees, 
it  i-  desired  that  the  International  Union  shall  become  the  centet 
of  information  for  ii-  members  of  all  nationalities,  to  which  they 
may  all  have  recourse  in  all  cases  for  complete  and  precise  infoi 
mation  in  regard  to  everything  pertaining  to  the  tramway  industry. 

It     i-     for    this     reason     thai     the    office     of     general     secrclar)      has 

been  established,  ami  it  is  desired  thai  the  members  will  furnish 
the  mil. ,n  wuli  .lata  of  all  description  in  regard  t..  technical  tnat- 
ters,    methods    of    operal railway    materials    ami    devices,    ami 

mechanical    questions. 

I  lie    general    secretary    of    the    international    I'i 1    has    issued    a 

circular  letter  10  the  various  members  in  regard  In  the  speed  of 
street  cars  in  different  localities.  This  question  is  brought  up  by 
the  fact  thai  the  English  government  i-  preparing  some  new  legi 
lation  in  regard  t..  the  tramways  and  light  railway-,  and  the 
question  of  regulating  tin  speed  of  car-  is  under  discussion.  The 
que  11.  .11-  are  as  follows  : 

"D01  your  franchise  contain  a  special  clause  relating  to  the 
-peed  ..f  ear-  ..n  your  road?  If  -..,  -late  by  whom  tin-  regulation 
ha-  been  made,  ami  enclose  copy  of  same. 

"Il    1      '!.     nahle  that    you    -1  ml   a   c.py   of   the   map   i.f  the    rOUte  and 
lio     lh,       peed    usually   employed  as    well   a-   indicate   the   tune   ti-e.l 

in  making  tops.  fhi  information  should  he  given  both  in  t he 
...  '    -a   city  line-  running   from  one  extremity    "I    the  city  to  the 

other,  and  1 g   through  the  center  of  the  city,  ami   for  short 

local  road 

"It    1     .]■  11. d   that   th.    commercial   speed   be   indicated,   that    i- 
peed  used  in  running  from  1 extremity  "i 

ih.   route  to  the  ..ih.  i,  in.  Imling  the  time  taken  hi     tops;   also  the 

1   "I    ll"    dil  1   1 1    the   line,   the   speed   on    the   lallei 

1 1  i"     ary  with  the  density  of  the  traffic  and  different 

I."  ..I  '  11 '  hi. 1  1. 

""   fi  '  'i     topping  plan         11     o,   indicate   the  average 

'       i'ii     il    which  th,       1, ,    lot  ii,,!. 

"What    is  th.-   max im     peed   atti I    I",    can    on  any   point 

hie 

» ■  » 

dii     Berl    bin     (Ma      1      itreel    Railway    '  !o.    opt  n<  ,1    ii  .    new 
1 1   railway  pari    to  thi    public  on    Vugusl    i8th.      'I  he  pari    1 
it  "i   Mr.  P.  J.  Casey,  of  I  Ipt  ingfii  Id, 


STREE  f   R  Ml. WAY   REVIEW. 


[Vol.  Mi. 


ACCIDENTS    OF   THE    MONTH. 


A  Jii  ■.  Mechanii  Ii  »   I  lolland 

Ry.,  which  i-  opt  rated  by  thi 

Hided  \wili  ■  regulai  irg,  at 

in.  August   nili.     The  conductoi  on  the  directors'  car  was 
injut 

„i  ,,m  the  J  Hoboken  &  Paterson  Street 

Kv..  in  .  August   18th,  resulted  in  injuries  to  -•"  pi 

rhe  car  was  going  at  •■  high  rate  of  speed  when  the  front  wheels 
struck  .i  locked  switch,  np  the  track  and 

.  onsiderable  disl 
lided  with  a  stone  wall  and  overturned 
protection  from  -i  precipice  ;il» 'ut  too  ft  deep. 

\  flat  car,  loaded  with  crossties,  on  the  lines  of  the  Charleston 
ited  Ry.,  was  thrown  from  the  track  August   i8th, 
and  one  of  the  five  negro  laborers  in  charge  of  the   freight   was 
kiued.    The  crossties  pi  d«  of  the  platform.     In 

rounding  a  curve  the  projecting  edge-  struck  a  telephone  pole,  with 
the  result  that  the  car  was  thrown  from  the  track. 

\n  electric  car  on  the  Union  Ry.,  New  Y"rk,  on  it--  way  to  Yon 
kers,  jumped  the  track  and  was  overturned  at  11:30  p.  m.,  August 
i,iih.  causing  injuries  to  20  persons.     The  car  was  running  :a  the 
rate  of  35  miles  an  hour,  when,  for  no  cause  that  can  be  ascertained, 

the  tracks  and  dashed  into  .1  pole  beside  the  road,  landii 
its  sidi  "  pinned  beneath  it. 

\  collision  between  a  construction  car  and  .1  passenger  car  on  the 
lines  of  the    loledo,   Bowling    G  8    Southern  Traction   Co     al 

1  .    lugusl  21st,  resulted  in  the  death  of  one  of  the 
motormen  and  injuries  to  several  pa 

August  j-'iI.  at  6:10  p.  111..  the  Independence  Ave.  cable  train  on 
the  lines  of  the  Metropolitan  Streel  Railway  1  o.,  Kansas  City,  Mo., 
I  into  and  telescoped  a  Ninth  St.  train  at  the  foot  of  the 
incline  from  the  elevated  structure.  Some  15  passengers  on  the 
cable  train  were  reported  more  or  less  injured,  and  the  gripman, 
W.  D.  Taylor,  subsequently  died  from  his  injuries.  Both  trains 
were  going  down  the  incline  at  a  high  rate  of  speed  when  the  one 
in  the  rear  became  unamanageable,  and  despite  the  efforts  of  the 
gripman  to  check  its  speed,  began  gaining  on  the  other.  The  force 
of  the  collision  was  sufficient  to  lift  the  forward  car.  trucks  and  all, 
clear  of  the  track-.  Had  11  not  Struck  a  heavy  iron  pillar  it  must 
iblj  have  dropped  into  the  street,  several  feet  below. 
A  car  on  the  lines  of  the  Union  Traction  Co.  of  Indiana  met  with 
an  uncommon  accident  August  22d,  in  making  the  last  run  for  the 
night  into  North  Marion.  A  pole  but  a  -hort  distance  behind  the 
ear  broke  "IT  near  the  ground  and  fell  into  the  Street,  curving  with 
il  all  the  overhead  wires.  The  result  rivaled  the  most  ambitious 
fireworks  display,  and  badly  frightened  the  few  passengers  on  board. 

was  injured,  however,  and  the  damage  was  quickly  n  p; 
by   the   wrecking  crew. 

A   head-on  occurred   August   24th   on   the  lines   of  the 

Bay  Shore  Terminal  Co.,  near  Norfolk,  Va.,  resulting  in  the  death 
of  three  persons  and   injuries  to  several  other-. 

A   car   loaded   with   passengers  on   the   interurban  lines  between 
Carbondale  and  Scranton,  Pa.,  jumped  the  track  while  crossing  the 

11,  August  26th,  and  plunged 
into  a  creek  eight  ft.  helovv.  I  Inly  one  of  the  pasengers  wa-  seri- 
ously injured. 

An  excursion  car  on  the  electric  interurban  line-  between  Terre 
Haute,  hid.,  and  Brazil,  collided  with  a  freight  car  on  thi   '  I 

1 '  6:30  p.  in..  August  27th.     1  here  wen    tio 

trii    cat ,  bul  injured. 

An  accident  on  the  Youngstown   (O.) -Sharon  Ry.  occurred  Au 
gust  27th,  m  town,  when  two  car-,  bound  in  opposite  di- 

,  collided  in  a  dense  fog,  with  the  result  that  several  pas- 
sengers were  iiu  ne  man  killed.  The  motonnan  of  one 
of  the  cars,  it  is  slated,  misunderstood  his  orders,  and  fail,,!  (,, 
wail  at  a  switch,  as  he  should  ha  1  the  oilier  car  to  pass. 
I  he  fng  was  so  dense  that  he  culd  not  see  the  approaching  car 
until  it  was  within  -ix  ft.,  when  it  wa-  to,,  lat,   to  avoid  a  collision. 

Eight   passengers   were   -lightly   injured   in  a   rear-end  collision  on 
the  Mahoning  Valley  Ry.  at  11  p.  m.,  August  30th,  near  Niles,  1*. 
A  limited  train  from  Youngstown  wa-  closely  following  a  regular 
car.   when  the   latter   stopped   unexpectedly.       The   limited    w.< 
cling   at    a    high    rate    of    speed,    and    the    uiotorman    was    unable    to 


1  in  tune  to  prevent  its  crashing  into  the  rear  platform  of  the 

rwenl  u  up  hut    i  ly  in- 

jured in  a  collision  wb  red  on  the  Clayton  division  of  the 

ai  midnight,  August  31st     rhe  motor 
1  hav  ing  waited  al  the  proper 
switch  I  ■  1  'ii'  othet  car. 

the  morning  of  September  4th  a  car  on  the  San  (Irani 

San    M  wa-   -truck   by   a   Irani  on  the   lines  ,,f   the 

Southern  Pacific  Co.  al  the  crossing  near  Sunnyside   \v.  .  San  Fran- 

tnd   -even   1  trie  car   were  injured.     The 

gateman  in  the  towet  ieved  to  !"■  responsible 

warn   the  motor- 
man  of  the  apj i,  h  ot  ii,,     team  train.     The  tram  wa-  invisible 

bj    reason  of  a  fog,  and  it  i-  claimed,  neither  hell  nor  whistle  warned 
the  crew   ot'  the  motor  car  that  tin-  Irani  wa 

ible  nam  on  the   Milwaukee  Ave.  line,  in  Chicago,   v, 
tially    wrecked    ill    an    accident    which    occurred    on    the    morning    of 
September  41I1.  resulting  in  injuries  mori 
passengers.     Neat  n   Ave.  the  train,  which  was  coi 
of  a  grip  car  and  two  irailer-.  -truck  either  some  impediment  in  the 
cable   -lot  or  a  protruding  man  hole  cover   with   such   force  that   the 
first    trailer    telescoped    the   grip   car   and   the    second   trailer   dashed 
into  the  two,  hurling  pa  from  their  -eat-  and  sending  splin- 
ter- of   w I   and   shattered   glass   living   into   the   roadway. 

of  tin    injured   persons   were  removed   to  hospitals. 

\   reai  end  collision  occurred  on  the  Smiling  line  of  the  Twin 

1  ilv    Rapid    I  1 .111  -u  Co.,  in  St  Paul,  on  the  evening  of  Septeml 
10  passengers  being  seriously  injured.     The  1  lie  forward 

car  slipped  from  the  win  the  car  to  come  to  a  Standstill  and 

all  its  lights  to  go  out.      The  motorman  of  the  car   followii 
unable  to  see  what  had  happened  on  account  of  the  darkness  and 
therefore  made  no  effort  to  -low    up  until  il  was  too  lati 
collision.     It  is  feared  that  some  of  the  injured  will  not   recover. 

BRILL  COMPANY  BUYS  PLANT  OF   AMERICAN 
CAR    CO. 


Concerning  the  new -paper  reports  from  St.  Louis  which  have  ap- 
peared recently  regarding  the  J.  G.  Brill  Co.  having  purchased  the 
work-  of  the  American  Car  Co.  in  St.  Louis,  the  following  are  the 
,-  furnished  by  officials  of  the  Brill  company: 
The  Brill  company  has  been  considerably  hampered  in  its  out- 
put during  the  two  months  and  more  of  strike  among  its  employes 
and  during  all  this  lime  new  work  has  been  coming  ill  rapidly  so 
that  its  facilities  for  handling  order-  have  proved  inadequate  at  the 
present     lime.       Finding    a    well-equipped    car    works    iu    St.    Louis, 

I  he  owners  ,,f  which  have  been  endeavoring  to  make  sale  of  it  to  the 
Brill  Co.,  beginning  with  March  of  the  present  year,  the  Brill  com- 
pany decided  after  examination  to  purchase  the  works.  The  plant 
1-,  of  course,  very  much  smaller  than  that  of  the  .1.  G.  Brill  Co., 
hut  it  i-  capable  of  turning  out  about  one-half  of  the  numbei  ol 
cars  annually  that  the  Brill  works  can  make.  The  facilities  for  pro- 
viding for  the  additional  amount  of  work  could  not  have  been 
made  ready  at  the  Brill  works  in  ]e-s  than  -i\  111011111-'  time.  The 
properly  of  ilie  American  Car  Co.  had  been  held  by  trustees  for  a 
St.  Louis  hank,  who  represented  the  creditors.     The  trustees  were 

<1  to  sell  the  property,  which  they  did  on  September  uth,  and 

II  was  bought   for  the  .1.  G.  1 1  rill  Co. 

»  »  » 

The   Erie   Rapid   Transit    Street    Ry..  of   Erie,   Fa.,   has  tilted   up  a 
special  car  for  express  and  baggage,  and  is  calling   for  and  deliver- 
all    points    on    its   lines.         The    company    calls    for 

ge  on  telephone  call-,  and   the  g I-  are  carried  at  once  to 

any   part   of  the  city  on   the  company's   lines,   which   in 
quick   delivery   of   merehan,! 


Mm  Aurora,  Elgin  8  I  hicago  Ry.  is  attracting  a  great  deal  ol 
attention  and  on  September  7th  there  were  3,000  persons,  who  had 
1  to  the  52d  Vve.  terminus  with  the  intention  of  taking  a  ride 
over  the  electric  line,  who  were  obliged  10  return  because  the  equip- 
ment was  not  sufficient  to  lake  care  of  them.  The  receipts  of  the 
io.nl  n  that  day  were  stated  to  have  heen  aliout  $400.00  per  car. 
The  curb  quotations  on  the  stock  of  tin-  company  are  98  to  102 
for  preferred  and  30  to  4J  for  the  common. 


Sept.  jo,  1902.] 


STREET  RAILWAY  RKY1EW. 


5()7 


CONVERTIBLE  BALLAST  CARS. 


In  view  of  the  rapid  development  of  interurban  electric  railway* 
which   arc    being   built   in   great    numbers,   upon   a    scale    very    much 

Mended  than   was  usual   a   few  and   the   fact   that 

the    importance   of   a    well    built    and    thoroughly    ballasted    track    is 

tter  realized  than  ever  before,  the  ballast  cars  shown  in  sec- 
tion in  the  accompanying  engravings  will  be  of  interest  at  this 
time.      These  are  known  as   the   Hart    convertible   type,   as   built    by 

dger  Ballast  Car  Co..  of  Chicago  Phis  company  has  bad 
a  great  deal  ice  in  the  design  ami  construction  of  ballast 

cars,  its  earlier  designs  having  been  placed  on  the  market  some 
twelve  Hi'!    15,000    01    more    of    the    Rodger    ballast    cars 


its  position  over  the  truck  back  to  the  extreme  end  of  the  plat- 
form. 

The  class  C  S  car  is  provided  with  side  doors,  so  that  if  desired 
11  may  be  operated  as  a  side  dump  ballast  car,  as  shown  in  Fig.  ,;. 
or  as  a  hopper  bottom  center  dump  car.  as  shown  in  Fig,  4.  This 
car  also,  it  is  apparent,  may  be  converted  to  a  flat  bottom  gondola 
lor  general  freight  service.  The  company  also  makes  a  hopper 
bottom  ballast  car  which  may  lie  converted  to  a  flat  car  for  general 
service  (this  is  know  11  as  the  F.  II.  type),  and  a  box  car  which 
may  be  converted  to  a  hopper  bottom  dump  car. 

The  general  dimensions  of  the  C  C  and  C  S  cats  mentioned  are: 
length  over  end  sills,  34  ft.;  width  over  side  sills,  8  ft.  9  in.;  height 
inside.  4  ft.  They  are  made  with  wooden  outside  stakes  or  steel 
inside  stakes,  the  former  being  shown  in  Fig.  J  and  the  latter  in 
Fig.   1.      The  hopper-fiat  cars,  class  F.  II.,  are  40  ft.  long.      Each  of 


I'll..  I  i  I.  Vss  .  i  \s  HOPPER  CAN. 


PIG.  :  class  CC  AS  GONDOLA  CAR. 


a    in   use  by   leading   steam   railroads.       Since   their   introduc 
month   ago.   several   thousand   of  the   convertible   cars 
■  'ii    purchased   by    -neb    roads   as   the    Wabash,   tin     Michigan 
Central,  the  Rock   Island  and  the  Santa  Fe.      We  are  advised  by 
the   company    that    these    cars   are    standard   on   00   per   cent    of    the 
pel  cent  of  the  mileage  of  the  country. 
The  convertible  cars  here  shown  arc  the  class  C  C  and   the  class 
1'  C  may  be   used  a-  Ottom  car  when  it 

a-  in   Fig.    I.  and  may  be  converted  into  a  flat  bottoi 
r   mercbandi-e   or   other   general    freighi    service.       The   con- 


8& 


ilu    classes    are    of   No.ncxi-lb.    capacity,    though    they    are    in    service 
frequently  considerably  overloaded. 

In  designing  these  cars  the  company  has  made  use  of  the  most 
common  of  the  standard  sizes  of  rolled  shapes,  and  all  complexity 
in  castings  has  been  avoided,  the  idea  being  to  use  materials  and 
pails  that  in  event  of  accident  can  lie  replaced  with  the  least  loss 
of  time.       M.   C.    B.   Standards  are  generally  used  throughout. 

I  he  rapidity  with  which  ballast  can  be  unloaded  and  distributed 
b\  the  USI  of  cars  of  this  type  is  surprising  to  one  who  has  nol 
had  experience  in  such  work;  thus,  with  a  train  of  20  cars  of  the 
ii  C  C  from  lioo  to  700  CU.  yd.  can  he  unloaded  and  distributed 
111  jo  minutes,  and  spread  by  means  of  the  double-plow  distributing 
car.  50  that  the  track  is  left  Hanged  and  cleat  for  fast  traffic,  onlj 
three  nun  being  needed  to  operate  the  train.     In  converting  one  of 


.   I.  \ss  ,  s    \s  sinl.    IiIMI'  1    \K. 


class  i  s   as  llul'i'l.k  '    \k. 


tutting  in  plai  ■   .0  the  1  he  1  at 

!l  which  in  Fig-   1   1^    hown  re  ting  on  the 

oppi  1  bottom 

thi    1  wo  uppei  liopp.  1 

a  11   in   big.  j. 

1     C  ca 

■  I    t'ol    a 
yd      with 

ll    when 

-  'i  from 


cat     i"  Mm   gondola  type  the  .'.oil.  oi  tout  men  for  aboul    10 

cquired     n I      I     ''pi    .1    monkey    wrench    being    nee 

Railwaj   I  0   and  the  borough  council  of 

iavi   1 in  mill'  1  landing  aftet  con  Idei  abb   con 

[ard  to  the  1  ind  "i  rail    i"  be  used  in  the  town,    The 

compan            1   i»    allowi  •!  to  use    1    1  ail  and   thi    timi    for  the 

'on  oi   the   road  through   the   town  ha  1   been   1    ti  ndi  d   to 

deral I   thi    1    tensi 1   time  the 

II  pa     thi    1 "ii  '  1,000 


SI  REE  I    R  Ml. WAN    REVIEW. 


[Vol.  XII,  Mo.  o. 


ELECTRIC   ROAD   FOR  CUBA. 


build  an  elcctrii  lilway   in    Havana   and 

the  island  of  Cuba  has  been  under  consideration   i"i    some 

time  and  the  plan  n  hich  makes 

ii    certain.     Denison,    Prioi    >\    Ca,   ol    Qeveland, 

i  the  ni  «  r .  .:i ■  I  and  h  gineers 

investigating  the  i  omc  time.     1  lu-  engineers  have  rcj 

favorably  on  the  plans  and  al  a  meeting  imoters  held  early 

tlii-  month   ii    was  decided   i"  begin  the   work   "i  construction   al 

have    torn  ion    capitali 

id  will  build,  in  addi i  to  a  tn  m  in  the  city 

ol  Havana,  a  number  of  interurban  lines,     Grants  of  rinhti  of  way 
the  entire  island  of  Cuba  have  been  secured.     The  principal 
interurban    line   will    be    from    Havana    to    Baraboa,   an    important 
.,11  the  south  coast.    The  length  of  this  line  is  .!<>  mill 
id  »ill  pass  through  several  intermediate  towns.    Another  line 
will  extend  from  Havana  t"  S.iml   Beach,  and  thi  claims 

thai  tlii—  line  will  be  in  operation  bj  -puny.  I  lu  parties  who  inves 
d  the  situation  report  thai  conditions  are  ripe  in  Cuba  for 
transportation  facilities  such  ;h  trolley  roads  will  provide.  ["he 
carrying  of  the  products  ol  thai  country  from  the  interior  to  the 
coast  i-  an  important  problem  which  it  is  believed  would  be  solved 
more  readily  with  electric  traction  than  with  steam  roads,  as  the 
distances  arc  comparatively  short  owing  t"  the  limitations  of  tin.- 
island. 


METAL  SAWING   MACHINES. 


Ilustrations   show   one  of   the  latest   type   of 

metal  sawing  machines  made  by  the  Q  &  C  Co.,  and  arc  a  part  of 


shown  in  the  engraving  actuates  this  clutch,  and  by  means  ol 

g  through  ;i  Ink  mi  ii  top  to 

the  saw   hi  both  directions.     When  tin-  clutch  i*  out  of  gear  the 

ige  •  in  I ■  '1  in  either  direction. 

\  di  lure,  and  one  of  considerable  interest  in  th 

ii  the  manner  by  which  the  entire  travi  made 

available  foi  cutting  off  work  on  the  top  side  table,  while  al  the 
same  time  round  oi  square  pieces  up  to  8  in.  can  be  cut  off  in  a  V 
block,  provided  for  this  purpose,  al  the  from  end  of  tin  table.  The 
side  table  it  in  two  parts;  the  lower  portion  b  movable  longitudi- 
nally uiinn  the  base,  and  the  upper  portion 

upon  the  lower  portion  of  it.     This  transvei  nl  is  fur  the 

purposi    oi  with    relation    to   thi     law    blades 

after  it  has  been  clampi  nable  it  t" 

red  point   without  undue  time  being  taken  in 
clamping  it. 

Winn   the   lower   table   ii   in   it-   extreme    forward   position   the 
saw  blade  can  cut  off  work  on  the  upper  side  table  through  the  en 
tire  range  of  it-  travel.      By  moving  t  hi  -  table  backwards  the  V 
block   I-  brought   within   range  of  the  saw    blade   so  that   by  tin- 
method  a  greater  capacity  is  obi  a  given  length 
p — ible  in  thi                       istruction. 

There  is  8J4  in,  of  the  blade  availabli  abovi   the  upper 

side  table,  and  with  its  30-in.  trawl  the  machine  is  very  1 
for  splitting  tWe  to  make 

Ii  .U-  cuts. 


Q  .V  C  METAL  SAWING   MACHINE. 


the  new  line  of  saws  that   have  recently   been  brought  out  by  the 

company.      Machines  of  the  type  shown  here   have  been   installed 

in  the  new  shops  of  the  Lake  Shore  &  Michigan  Southern  railroad 

lingwood,  Ohio,  and  by  the  Chicago  City  Railway  Co.,  Chi- 

principally  for  frog  and  switch  work,  but  also  when 

ed  are  suitable  for  a  wii  of  work  mi  structural  shapes, 

,  ban.  etc. 

The  rnachin:  comprises  a  heavy  bed  saw  carriage,  feeding  and 
driving  mechanism,  and  two  work  tables  thai  are  fitted  to  the  bed 
The  work  ii  bolted  t"  either  of  thi  md  is  cut  off  by  the  mo- 

tion of  the  saw  and  carriagi  d  into  it.     The  saw  blade  is 

.'7-in.  in  diameter,  fine  tooth,  of  the  arbor-driven  type,  and  has  a 
longitudinal  travel  of  v  in.,  giving  it  a  capacity  fur  cutting  I 
beams  up  to  15  in.  in  a  vertical  position,  and  8-in.  round  sections. 
The  arbor  ii  of  crucible  steel,  with  the  pinion  formed  solid  with  it. 
thus  doing  away  with  all  possibilil  0  a  construc- 

tion whi  parts  are  keyed  together,      ["he  worm  wheel  shaft 

mi  which  the  dri  1   11  also   formed   solid,  ii  of  hardened 

crucible  steel;  the  worm  11  of  hardened  steel  and  the  worm  wheel 
of  phosphor  bronze. 

The  machine  has  the  Q  .\  C  Co's.  latest  type  of  friction  feed,  giv- 
ing an  automatic  feed  variable  from  3-16  to  13-16  in.  per  minute. 
Motion  ii  given  to  the  feed  screw  through  a  crown  cluti  h,  which  in 
one  po  ges  with  the  automatic  feed  and  in  another  position 

by   friction   engages   thi  rew    with  a   train   of  gears  giving 


WAGES  ADVANCED   IN   CANADA. 


The    British   Columbia   Electric   Railway   Co.,   which   operates   in 
Vancouver,   B    C,   Westminster  and   Victoria,  made  a  general  in- 

111  the  wages  of  it-  employes  lasl  month,  in  additii 
which  it  is  introducing  a  co-operative  system,  with  thi 
giving  the  mm  a  bettei  return  fur  their  work  and  to  enlist  their 
interest  in  the  welfare  of  the  company's  business.  Hereafter  all 
the  employes  of  this  company  will  receive  a  share  of  the  profits 
when  the  latter  exceed  the  amount  necessary  to  pay  a  4  per  cent 
dividend  on  tie  stock.  The  amount  "i  profits  available  fur  divi- 
dends aftei  Hi'  payment  of  the  -1  per  cent  will  be  divided  into  three 
parti,  two  "f  which  g"  to  tin  -hare  holders  and  the  remaining 
third  to  the  employes.  bin  old  rate  of  pay  for  conductors  and 
molorincti  was  20  cents  an  hour  for  the  firsl  year.  21  cents  for  the 
econd  ami  third  years,  and  -'-■  cents  thereafter.  The  company  now 
pays  jo  cents  for  the  tint  year.  23  cents  for  the  second  and  third 
years,  24  cents  for  the  fourth  year  and  25  cents  for  the  fifth  year 
and   thereafter. 

»  » » 

1  lu    Indianapolis  Streel   Railwaj   Co.  has  fout   pieces  of  pr 
under  consideration   for  its  new   terminal  station,  bm   unreasonable 
values  have  been  placed  on  this  properly  bj   it-  owners.       V 
ibn  property  will   It  purchased  at  the  high  prices  demanded,  and 
Hie  company  may  begin  condemnatory  p  t"  secure  a  site. 


JO,    lOOi] 


STREET   RAILWAY   UFA  IKW 


599 


News  of  the  Month. 


Barring  unforeseen  delays,  work  will  be  begun  within  30  dat 
the  tunnel  extension  of  the  rapid  transit  system  t"  Brooklyn,  N.  V., 
the  bid  of  the  Beimont-McDonald  syndicate  for  tin*  work  having 
accepted  on  July  24th.    When  completed,  the  tunnel  will  enable 
ride  from  the  proposed  terminal  at  Flatbush  and  Atlantic 
•    through  to  tin-  end  of  the  Belmont  system  in  the  Bronx  fur 
rive  cents.     President   Orr,  of  the   Rapid   Transit   Commission,   i- 
qnoted  as  declaring  that  the  Brooklyn  extension  will  be  only  the 
nd  link  in  a  great  tunnel  system  which  will  eventually  connect 
all  parts  of  the  boroughs  of  Manhattan.  Brooklyn,  Queens  and  the 
..  with  perhaps,  in  the  future,  an  extension  to   Richmond, 
ents  along  tlu-  route  of  the   subway  in   New   York  are  held 
largely  responsible  for  the  unsanitary  condition  of  the  excavation. 
There  has   been   a  general    disposition   on   the  part   of   the  public  to 
convenient   dumping   ground    for   rubbish, 
and   the   watchfulness   of   the  contractors   of  each   particular   section 
has  not   sufficed  to  prevent  such  use  being  made  of  it.      I  his  is  the 
tnent   made   by   Mr.   William   Barclay    Parsons,   engineer   to  the 
Rapid    Transit  on,    in    answer    to    the    complaint    of    the 

president  of  the  Board  of  Health  that  the  condi  ing  in  the 

ns  are  in  some  places  a  menace  to  the  public  health. 
Mr.  Parsons,  in  an  interview,  contends  that  "in  such  an  under- 
taking as  the  construction  of  the  underground  the  disturbance  of 
pipe-  1-  bound  in  a  measure  to  be  detrimental  to 
health,  yet  not  more  so  than  the  work  of  repairing  mains  which  is 
itantly  being  done  by  the  city  authorities.  The  absence  of  an 
epidemic  as  a  result  of  torn  up  streets  indicates  the  exercise  of 
uniform  care  by  those  having  the  work  in  charge." 

ie  in  the  rapid  transit  subway  have  been  delivered 
in    Long    Island    City   and    experimental    run-    will    be    made    on    the 
g  Island  ft.  K.    These  cars  are  appropriately  named,  No.  1  being 
the  "August   Belmont"  and  No.  2  the  "John  B.  McDonald."     No.  t 
tinted  white,  with  gold  trimmings,  and  No.   •  is  a  bright  yellow. 
The  cars  are  42  ft.  long,  and  have  a  novel    feature  in  their   -loping 
■    which   are   designed   to  conform   to  the    wall-   of   the    subway. 
The  sides  are   vertical   to  a   height   of  30  inches,   and   then   slant   in- 
ward to  the  n  seating  arrangeiw  imilar  to  those 

elevated  train-,  and  each  is  equipped  with  double  folding  doi 
and  a  device    for   -hutting   all    the  door-   of  the  car   simultaneously. 

undent    with   polished   wood,   mirror-  anil   1. 
work,  ami   illuminated   with   in  lamps,      1  he   cars   may  be 

run  either  separately  or  a-  trailer-.     Each  i-  equipped  with  a  search- 
light    Both  ha  d  "Interborough"  painted  at  the  top.     I  1 

Wason    Manufacturing    Co..    Springfield, 

The  stockholders  of  the   Interborough    Rapid   Transit   Co..   at   a 
of    \ugust   Belmont,  23  Nassau  Si.. 
■    tin-  company's  capital   stock    fi 
■  o.crxj.   for   the   1  providing    funds    to 

of   building   tie  '    tunnel    from    Man 

■  cling    with    the    Manhattan    underground 
undred  thousand   -b 

Y.  >   Rail         I  la)  ing  for  ii- 

■!  manufactories,     other  improvements  will  bi 

■     through    the   downtown 

li  rn  Railri 
railroad  comnt  uthorizing   the 

1 

nd  villagi 
ig  which  will  be  done  this 
fall  Ten  until  all  engineering 

oid   right   of  wa. 

at    Wind  o,    Bi 

\  ' 

picl 


on  whose  lines  12  persons  «ne  killed  and  20  injured  in  a  collision 
on  July  Jth.  contemplate-  settling  claim-  for  damages  by  paying  the 
claimants  in  securities  of  the  company,  if  these  shall  be  considered 

eptable        I  lie    company    has    an    issue    of    5    per    cent    bond-    on 
which    interest    has   been   paid    regularly.     These   it    i-    proposed   to 
turn  over  to  the  heir-  of  those  persons  who  were  killed  in  the  col 
lision  of  July  41b. 

A  miniature  battle  between  two  gangs  of  workmen  resulted 
VugUSl  J"ih  from  the  attempt  of  the  Olcan  (N.  Y.  )  Slicci  Railway 
Co.  to  cross  the  track-  of  the  Shawmut  R  K.  in  the  construction 
..f  it-  extension  from  Portville  to  Ceres  and  Bolivar.  Alter  some 
controversy  the  Olean  company  had  been  granted  an  order  to 
cross  the  -team  track-  at  Ceres,  and  Mr.  T.  W.  Miller,  superin- 
tendent, repaired  to  that  place  with  20  men  to  begin  the  work. 
The  construction  crew  was  met  by  an  equal  number  of  employes 
of  the  -team  road,  who  chopped  down  troll, \  pole-  a-  fast  as  they 
were  erected  and  in  other  ways  interfered.  \  tight  resulted  in 
which  pickaxe-,  pick-handles  and  -tone-  were  used,  and  a  number 
of  men.  including  Superintendent  Miller,  were  injured.  Local 
sentiment  favors  the  street  railway  company  ami  the  desired  cross 
ing  will   undoubtedly   be  effected. 

Ill,  -nil  brought  by  Abraham  L.  Graham  to  recover  damage 
from  the  North  Jersey  Street  Railway  Co.  for  the  death  of  his 
-on,  who  wa-  killed  by  the  company's  car-,  was  settled  August 
23d,  after  having  been  tried  six  time-.  This  wa-  the  case  in 
winch  Justice  Gummere  of  the  Supreme  Court  decided  that  $1.00 
wa-  sufficient  damages  for  the  death  of  a  child.  Verdicts  ranging 
from  $.1,000  to  $5,000  had  been  awarded  by  the  juries  of  the 
lower  courts  bin  were  each  time  -et  a-ide  bj  the  Supreme  Court 
a-  excessive.  I!y  the  settlement  the  company  will  pay  Mr. 
Graham  $1,000  and  all  the  cost-,  amounting  to  about  $-1,000. 

The  Elizabeth,  Plainfield  &  Central  Jersey  Railway  Co.  ran  its 
first  car  over  the  bridge  at  Picton  on  its  railway  branch.  Align-! 
25th,  Three  car-  were  run  onto  the  bridge  at  once,  and  this 
lest  of  it-  firmness  resulted  satisfactorily.  When  the  connecting 
link  -hall  be  completed,  alternate  cars  will  run  through  to  Plain 
field  without  change,  thus  traversing  a  loop  from  Westfield  Junc- 
tion westward,  including  Plainfield,  Bound  Brook,  New  Bruns- 
wick,   the    Amboys,    Railway    and    Picton, 

The  Jersey  City,  lloboken  &  Paterson  Railway  Co.,  of  Hoboken, 
N.  J.,  has  awarded  the  contract  for  the  erection  ol  .1  new  car 
house  in   Paterson.     lie-  building  will  cost  approximately  $100,000. 

The  Philadelphia  &  Lehigh  Valley  Traction  Co.,  of  Vllentown, 
Pa.,  ran  its  first  car  under  the  "Trenton  cut  off"  bridges  on  the 
Bethlehem  pike,  September  toth,  the  injunction  obtained  by  thi 
Pennsylvania  R  R  re-training  the  company  from  running  it-  cars 
under  the  bridges  having  been  dissolved  the  preceding  day.  Pa 
enget     ai »    carried   from   Nortb   Wales  to   Flourtown   without 

.    i  I .  I  ■  I-".       ol      I      tl 

1  In     n,v.    interurban    between    Meadville,    Pa.,   and    Saegertown 

wa-    opened     September      8th,      and       an       •>    I  lambri 

Springs,  15  mill     ea  I  ol    Meadville,  will  -non  lie  c pleted.     

nection      .'ill    in     made    with    the    line    running    1 Cambridgi 

Spring     lo    I  in.  thus  making  a  continuous   unite  of  41    mill 

1  in-    WiiL   barn     (Pa  1    8    Hazleton    Railway    Co    proposes   to 

<  stal  I  11 1    .-,1     Triangular    Lake,    w  hil  li    1  .    .1    band 

li.  1 1  of  waii  1   on  tin    in      electri     line  In  1  n ei  n  U  ill  1    barn 

and    I  lazli  ■     pi .1  If I    mi'  ,    .mil    1      .1 

ibll      b)     ball   an    In  oil  '       ml.      Inn Ini     ,  ily.        Ill    addllioll    to    a 

hotel  and  the  1  maj   be  erected  ami 

I'"    .'li         V.  ill      I"       J  I  .111,    i|      --I      In     ill.'  || I |,i  .{Mil. 

1  in    annual   outing   of   the    Pittsburg    Railwa)     Co    wa     notabli 

lln      M.o     1  il    novel    anillseln.  in     I.  ,il  111,  \      il     ,   .1       mipi 

•    '  1  ■     1,000  cmploj 1  ii hi.  1  wo  pi 

were  arranged,  each  of  two  da)  '  duration,      Ihe  in  1.  on    Vugu  1 

28th   and   29th     '..1      ■    i"  1  aill      e  1    1I1 .1 1    lln     h.l.ii,  ,| 

and    M01  ■  ■ .  ind,   on    !  ii  pi-  mi Hi   and 

nth,  for  the  United  Southern  and   Birmingh; id    1        1  in   1 

ml.  n    not     11  ingi  nt,  and  the  employi     ol    in) 

might,  H   1  ii.o.    in  ,  oh inr     p..,  1     .hi,' 

I    pcrhap     lln     | ip  il   ..1    thi  m    bi  ing 


I 


STREE  I    RAILWAY   REVIEW. 


[Voi    Ml    ' 


.1   ball   game   which   was   umpired   by    President   James    1'.   I 
who  pertonall)    g  .  gold  to  the  winning 

awarded  ihe   wi  amounted  to  $300 

1   stock   wi  to  tin-  employe  having 

the  l.irp  -1  family  at  tl  ertificates  ..i  birth  or  other  proof 

being    required   to  autl  itc ni<   ..i   the   conti 

and  this  plan  no)  onl)  proved  .1  fortunate  one  aa  affording  enter- 
tainment,  but    served    the   purpose   ..i    the   entertainer!    in   greatly 

mg  the  attendance.     On  tl  I  to   picnici 

schedules  were  shortened  on  all  the  company's  hues  so  that  no  em- 
might  lack  .in  opportunity  al   K:i-t  at 

Calhoun  Park,  which  was  tl 

Tin     Pittsburg    1  ..    which    was   organ!  years 

ago  under  the  direction  of  the  late  C.  I..  ndagee  to  operate  trolte) 
express  cars  "M-r  the  railways   in    Pittsburg,   ha  to  dis- 

continue  business  and   shipments    will   not    I 
portation  after   September  30th.     The  company   was  originally  or- 
I  with  .1  capital  of  $100,000,  and  several  of  the  larger  expn  •- 

concerns  of  Pittsburg  were  al bed  bj   il      For  the  fii 

business  did  not  meet  the  expectations  of  the  promoters,  but  after 
Mr.  1".  V.  Wood,  of  Beaver,  was  made  general  managei  of  the 
system,  several  innovations  in  the  service  were  introduced  and 
the  street  railway  express  became  a  profitable  business.  Stations 
established  in  East  I  iberty.  Homestead,  Braddock,  Turtle 
Creek,  McKeesporl  and  Carnegie  in  addition  to  the  central  office 
in  Seventh  St.,  Pittsburg.  Ten  cars  and  to  wagons  have  been 
operated,  bul  owing  to  the  discrimination  of  some  "f  the  boroughs 
in  favor  of  less  expensive  service  the  business  has  lately  resulted 
unprofitable   and   will   be  abolished  al    the  end  of  the  month. 

The  Philadelphia  Rapid  Transit  Co.  has  completed  plans  f<>r  two 
emergency  houses  and  a  motormen  and  conductors'  building. 
Ihe  emergency  houses  will  be  two  and  a  half  stories  high  and  will 
h  the  southeast  corner  of  41st  and  Walnut  Sts. 
and  the  other  at  015-17  Walnut  St.  It  is  the  intention  of  the 
company  to  convert  the  old  car  house  at  Allegheny  Ave.  and 
Richmond  St.  into  comfortable  quarters  t'or  its  conductors  and 
motormen.  It  will  contain  a  library  and  other  facilities  of  the 
club-house  The  Philadelphia  Rapid  Transit  Co.  has  frustrated 
1  extraordinary  attempt  on  the  part  of  professional  swin- 
dlers to  mulct  it  for  damages.  One  William  Doran,  reported  to  be 
an  accompli -lied  acrobat  and  contortionist,  has  been  arrested  in 
New  York  on  the  charge  of  instituting  bogus  damage  suits  against 
Philadelphia  street  railways.  Doran  is  alleged  to  have  madi  a 
practice  of  permitting  himself  to  he  struck  by  street  ears  gm 
the  rate  of  30  miles  an  hour,  his  proficiency  as  an  acrobat  prevent 
being  run  over  or  seriously  injured. 

Ii  i~  stated  that  the  Philadelphia  Rapid    Transit  Co.  contemplati 
taking    over    the    properly    of    the    Fairmount    Park    Transportation 
Co.      The   officials    of    the    former    however    are   quoted    as    denying 
the    report. 

Ihe     Wi         I  (Pa.)     Street     Railway    Co.    lias    recently    in- 

creased its  capital  stock  from  $300,000  to  ?  1 ,000,000,  and  has  fran- 
for  proposed  lines  to  cross  ('hester  County  in  scleral  di- 
rections. This  company  opened  its  new  extension  of  the  Wesl 
(  hester  X  Lenape  branch,  which  was  recently  purchased  from  the 
Wilmington  &  Northern  R.  R..  August  31st.  The  extension  runs 
from  Lenape  to  Downingtown,  a  distance  of  14  miles.  The  road 
was  built  by  the  Tennis  Construction  Co.,  winch  has  all  the  con- 
tracts  for  ihe  Wesl  Chester  company's  contemplated  construction 
work.     A   franchi  ecured   in    Parkesburg  for  the  pro- 

pose,! line  of  the  Wesl  Chester  company  from  Downingtown  to 
Coatcsville  an. I  Parkesburg,  which  is  to  be  opened  for  traffic  early 
in    October.      Ihe    line    to    Kennett    Square    will    probably    be    in 

■In  r   13th. 

York   ( lountj     1  raction    1  0' 
ed  extension  from  York,   Pa.,  to  Wrightsvil  ince  of 

11    mile-,   and    from    York   to   Hanover   along   ihe    York   and    G 
burg   pike,    passing    through    Spring  The 

extensions   when   o  one   in   an   easterly   and   the  other   in   a 

westerly    direction,    will    be   ll>     1  in-    link    m    lb,'    i  u .  >    i, 

systems  which   will  eventually  reach  Washington  by  way  of  1 
burg  and    Philadelphia   by   way  of  Columbia.     Construction   work 
will  in   under  w.u   m  the  early  -pring  mid  will  be  pushed  t.i  com- 
as   rapidly    a-    possible.      An    auxiliary    of    ihe    York    ' 
Traction    C...    was    recently   organized    and    ha-    bi 


with    a    capital    -1  in.br    the    title    of    the    Wellsvillc 

build  an  electric  hue  from  Dovei   to  Wells 

■  nal   charti  ntcd   lo   the    Tim.  1  is    Anne 

1  M.I.)    ft    D.als    [aland    Light,    Power   ft    Railroad   Co.   givi 
company   the   right   1 the  county   roads    in   Somerset   County 

and  tb'  \ and  intermediate  town-  for  the 

construction  of  a  25-milc  electrii    line  1  land,  with  lateral 

ml   lo   furnish   electricit}    for   lighting,   heating   and  industrial 

purposes.       Ihe    proposed    road    run-    .  I    country    through 

a  prosperous   fanning  and   village   section.      Il    should   receive  a   large 

business   al  and    from   all    tl  the   country 

bordering    on    (  he-apeake     Bay.       I  mi      will     be      made     by 

steamers   to  point-   north  and   wi  I  navi    largelj 

subscribed  to  the  -i.nk  of  tii.  Princess  Anne  &  Deal'-  Island 
company,  ami   outsiders    will  he  company 

lias  an  authorized  capital    -!•  OOO,  and  an   authorized  bond 

issue  of  $150,000.     Tin  1  the  company  an       Hampden  1'. 

Da-lueld.  president,  and   William   h'.   Lankford,   secretary;  ami   II. 

1'.    Dashield,    0.     T.    Beauchamp,    Roger    W Iward    ami    S     1. 

Dashield,  executive  committi  1 

The  Natchez  1  Mis-.  1  Electric  Street  Railway  &•  Power  Co.  has 
purchased  the  entire  propert]  of  the  Natchez  Electric  Light  & 
Transit  Co.,  proposing  to  enlarge  that  company's  old  power  house 
io  handle  both  the  streel  railway  traffic  and  the  electric  lighting 
business.  A  pari  of  the  present  track  system  will  be  rebuilt,  a 
car   house   will   bi  ind  additional    equipment   will   !>c 

installed 

Natchez    parties    are    belii  I    in    a    proposed 

electric  railway  from  Biloxi  to  Pass  Christian,  about  23  miles  in 
length,  passing  through  Beauvoir,  Mi  1-  ippi  City,  Gulfport  and 
Long  Beach.  Nothing  definite  has  been  done  as  yet  toward  ad- 
vancing this  project. 

The    Rapid   Transit   Company   of   Cbi  has   orden 

large  passenger  cars  of  the  John   Step  mpany  which  will 

soon  be  delivered  ami  put  in  commission  on  the  city  and  suburban 
lines  in  Chattanooga  The  track  system  is  to  be  extended  and 
improved  and  a  largi  sum  will  be  expended  on  the  mountain  line. 
Ii   is  announced  that  the  company  will  in  issuing  universal 

transfers.  Formerly,  transfers  wen  issued  only  to  purchasers  of 
hooks  of   tickets. 

The  Birmingham  1  Ala. )  Railway.  Light  &  Rower  Co.  will,  after 
September  20th,  is-ue  transfers  to  any  point  on  it-  system  within 
the  five-cent   fare  limit. 

Mr.    Percival    Moore,    v  ice  -president    and   general    man 
Louisville    (Ky.),    Anchorage    &    Pewee    Valley    Railway    Co.,    re- 
cently invited  the  municipal   officers  and  leading   business   men  of 
Louisville  to  make  a  trip  of  inspection  over  that   company's  com- 
pleted hues  to  Lyndon  and   Beard.      The  power  house  and 
of  the  road  are  located  al    Lyndon,  and  these  were  made  the 
ol    -peeial   attention.      Seven   ears  have  been  ordered    for   tin 
villi.    Anchorage   &    Pewee    Valley    Ky.       They    will    be   47    ft.    long. 
with   a   capacity,    of   running   43   miles   an   hour.     The   trucks   will    he 
equipped   with    four   motors   of  57-h.   p.    each.       The    lenders    will   be 
of    the    regulation    locomotive    "cvv -eaielu  1"    pattern,    a    novelty    in 
this   part   of  the   South;    the  interior   will   he  finished   in   mahogany 
and   illuminated   with   15   incandescent   lights.     Rattan   seats,   water 

lers,     chemical     Tire    extinguishers.     lavatOI  parcel-racks 

will  complete  the  appointments  .a  the  cars,  which  will  cost  ap- 
proximately $8,500  each. 

'The  electric  iiu . ii  n :  l mi;  between  Hagerstown,  Mil.,  and  Boons- 
boro   has   Teen   opened   for   traffic,   and   nini    i  run   in  each 

direction   daily.      Though    thi     r  £i      ■       been   all   that 

might  be  expected  -nice  the  opening  of  the  line,  the  transportation 
of  freight  has  been  the  chief  feature  of  the  busim  ally  the 

©nation  of  peaches.     A   fan  ents  is  charged  for  the 

round  trip  between   Hagerstown  and    Boonsboro. 

Press  reix.rts  state  that  the  passenger  business  of  the  Kentucky 
X  Indiana  Bridge  i\:  Railroad  Co.,  of  Louisville,  will  be  taken  over 
by  the  New  Albany  I  Ind.  1  Railway  Co.  if  pending  negotiations 
are  consummated.  The  New  Ubany  company  is  building  a  line 
to  Jeffersonville,  .ami  preparing  to  extend  its  facilities  in  New 
Albany.  Ihe  Kentucky  &  Indiana  Bridge  .\  Railroad  Co.,  oper- 
ating what  i-  popularly  known  a-  the  Daisy  Line  between  Xevv 
ni    Louisville,  conti  naking   the  freight  tral 


002.] 


STREET  RAILWAY   REVIEW. 


(.01 


this  road  its  exclusive  business,  and  may  turn  the  passenger  traffic 
\   n   Albany  company  under  i 
Ruin  11    in    circulation    concerning    a    merger    of    the 

interurban  interests  at  Columbus,  O.  The  plans  under  advisement 
contemplate  practically  a  consolidation  of  the  Appleyard,  Webb 
Fisher  and  Mandelbaum-Pomeroy  syndicates,  and  the  completion 
-ins  from  Columbus  to  Cincinnati.  Cleveland  and 
Indianapolis.  At  present,  the  Columbus,  Buckeye  Lake  &  Newark 
Traction   I  ;    been  included   in  the   negotiation..       I  lie   ven- 

tral  Market  line  at   Columbus,   which   is   to  control   the   loop,   will 
be  opened  for  traffic     It  is  expected  that  the  universal  trans- 
fer system  will  be  established  with  the  opening  of  this  route. 

Eight  new  passenger  cars  for  the  Central  Market  line  have 
arrived  in  Columbus  and  will  be  used  on  the  loop  until  the  Central 
market   is  put   in  operation. 

The  Columbus,  Delaware  &  Marion  Railroad  Co.  recently  in- 
augurated ils  service  from  Delaware  to  the  Franklin  County  line, 
a  distance  of  14  miles,  and  a  two  hour  schedule  has  since  been 
maintained.  ["he  company  tired  the  boilers  at  the  Stratford  power 
house  for  the  first  preliminary  trial  September  nth.  Rapid  prog 
is  being  made  on  the  line  between  Delaware  and  Columbus 
which   i-  pen   for   traffic,  and  the  company    has   just 

completed    stringing    its    private    telephone    line    from    Columbus    Oi 
ord. 
The  Columbus,   London  &   Springfield    Railway   Co.   will    within 
two    months    put    several    60-ft.    freight    and    express    cars    in    com- 
of   it.   line-,   the   freight   traffic   having   increased   to   such 
an   extent   that    special    equipment    for    the   accommodation   of   tin- 
service    is   considered    indispensable.     This   company    ran    its   first 
through  cars  on  a   regular   schedule,    August    24th,   accommodating 
an    especially    heavy  1         traffic    without    accident    or    delay. 

The  running  time  i-  at  present  t\\"  hours  and  fifty  minutes,  but 
this  will  be  reduced  so  soon  a-  arrangements  can  be  perfected  for 
increasing  power-house  facilities  at  the  Columbus  end  of  the 
route. 

The  Columbus.  New  Albany  &  Johnstown    Traction  Co.  is  rapidl] 

pleting   its   street    impi  m    Columbus.      ["hi    company 

did  a  heavy  business   in  carrying   crowd-  to  the    New    Albany  camp 

meeting  during  the  la-i    week   of    Vugust. 

It   i-.  now  proposed  to  en  1     lumbus  a   union   freight    and 

■  uger    depot    for    the    interurhans    entering    that    city.      Options 

hav  11  a  desirable  site  on  the  north   side  of  West 

ner  of  Park  St. 

The   municipal    code    affecting    electri  prepared    undei 

the  d  >    Nash  to  I-    I'"   ented  t"  the  special  ses- 

the    Ohio    Legislature   contains    provisions    limiting    fran- 

and   making  them   subject   I"   n     1   tor 

by  the  councils  of  municipalities,   which  are   .ion 

right,    ill    changing    franchise  gulate    the    price,    the    rate 

iditions  of  iravi  I  I  [anna,  in  consulta- 

with    members    ,,f    thi  I   to 

rpetual   franchises  but   to   havi  ed   the   pro 

■   municipal   councils   the    right    to  grant 

1  1    quoted  he  con  titu- 

;  amendment  proposed  by  Senator  Foraker  allowing  tl 

municipalities,  and   <  on   ol   the 

li    which  pro)  1 on  the  gro      1  am 

Miami   &    Erie   Canal    Transportation   '        on     August    i;ih 
propelling   foul    canal   boat!   from    Hamilton 

1  he    run    v. 

h   longer  than   will   bi  ind  a 

li        1         locally 

rumored   that    the   company    will    add   a   passenger 

•ayton  and  <  !im  innati  and 

nnati  and   Toledo,  but    no  announce I 

n  authorized.      I  he   Miami 
iking  rapid  prog  work  between 

'    I  ing   and   ballasting   hi 

"imp!  i  part  of  tin   di  tancc  to  I"   covered 

pb  led    ii  1 

Birmingham  and  1    now  ■ 

W<  tern  and 

•  iiKin    win  r<  bj     'I,. 


former  enters  Norwalk  over  the  Lake  Shore  Hacks.  Xhe  dis- 
tance be. ween  Cleveland  and  Norwalk  1-  57  miles,  and  is  made 
by  the  Cleveland.   Elyria  &   Western  111  three  hours. 

!in  i.-h. In.  Bowling  Green  &  Southern  Traction  Co.  has  nearly 
completed  its  new  power  house  at  Cygnet,  winch  will  be  put  in 
operation  so  soon  a-  the  dynamos  shall  be  installed  and  the  stack 

1  reeled. 

The  Jackson  (Mich.)  &  Suburban  Traction  Co.  opened  us  new 
casino  at  Wolf  Lake.  August  20th,  conveying  some  2,000  passen- 
ger- to  and  from  the  lake  on  the  opening  day,  and  operating  seven 
of  the  large  summer  cars  for  their  accommodation.     The  casino  is 

a   spacious  and  modern   building.      The  ground   il ■  i-  used  as  a 

restaurant;  the  second  is  furnished  for  dancing,  and  on  the  roof 
is  an  attractive  summer  garden.  Heating  facilities  have  been  in- 
stalled and  the  casino  will  be  kept   open  until    November   1st. 

'The  Detroit  United  Ry.  has  issued  the  second  edition  of  its 
recent  publication  entitled  "Detroit,  1902."  The  book,  which  con- 
tains cuts  of  the  principal  building-  and  parks  of  the  city,  and 
full  information  concerning  street  railway  routes  to  points  of  in- 
terest, is  designed  as  a  souvenir,  and  a  guide  to  excursionists. 
The  photographic  views  include  the  island  and  the  many  summer 
resorts  along  the  Detroit  River,  and  a  "bird's-eye"  view  of  the 
city  and  its  environ-. 

The  electric  line  between  Oshkosh,  Wis.,  and  Omro,  [0  miles 
distant,  was  put  in  operation  September   iotli. 

Two  interurban  railways,  from  Manitowac,  Wis.,  to  Green  Bay, 
30  mile-,  and   from  Green   Bay  to   Kaukauna,    10  miles,  are  projected 

by  the  Construction  &  Equipment  Co.,  which  also  has  under  con- 
sideration several  other  routes  111  Wisconsin.  Cleveland,  Pitts- 
burg and  New  York  parties  are  interested,  and  the  entire  charge 
oi  the  proposed  construction  work  will  be  given  to  Mr.  J.  II.  Mar- 
tin, whose  headquarters  will   he  in  Green  Bay. 

I  lie  Indianapolis.  Shelbyville  &  Southeastern  'Traction  Co.  has 
opened  its  new  line  between  Shelbyville  and  Indianapolis,  a  dis- 
tance of  28  miles,  and  cars  arc  operated  ai  intervals  oi  30  minutes. 
The  run  between  the  termini  is  made  in  an  hour  and  18  minutes, 
[8  minutes  being  required  lor  the  run  within  the  corporate  limits 
of   Indianapolis.      The  contract    for   the   construction   of   this   road 

was  awarded  to  Town-end,  Reed  &  Co.  on  September  26,  1001.  and 
actual  work  was  begun  011  the  grading  on  October  21st.  I  he 
road  is  thoroughly  ballasted,  and  there  are  28  bridges  en  route,  11 
i'f  which  arc  ol  steel  construction,  one  a  -lone  arch  bridge  and  one 
a    concrete    arch.        The    longest    bridge    is    at     Shelbyville    and    is    200 

ft.  in  length.  'The  steepest  grade  is  onlj  4  per  cent.  'The  officers 
of  the  company  are:  E  K.  Adams,  president;  Albert  dc  I'rc. 
vice  president;  T.  E.  Goodrich,  secretary,  and  John  R,  Messick, 
treasurer.  'The  general  offices  and  power  house  are  located  at 
Shelby;  ille. 

m,i    Union    Traction  Company  of   Indiana    is   eliminating   curves 
and  otherwise  improving   its   system   between    Marion  and   Indian 
apobs  wiih  a   view   to  making  the  inn  between  these  cities  in  the 

1     the  steam  mad  ,    which   is   two  hours  and  45  minutes, 

1  In'  [ndianapoli  &  Martinsville  Traction  Co.  began  running  cars 
through    in    Brooklyn,     Vugusl    31st.     The   line   between    Brooklyn 

and  Martinsville  1     to  in    opened   1 affii    bj    November   tst. 

Fort    Wayne  .'v    Southwi   tern   Traction   Co.   has  applied   to 
the  postal  authoritie     foi    p  rmi    i<>  carrj   mail-  between   Fori 

\\  aj  ne    and    Walia    11,    Ind. 

Ihe  1  linn      Vttorney   ol   Cook   County,    ill .   in  an  opinion 

given  \  1 1  v  1 1  1  19th,  declan  the  board  ol  a  lessors  and  the  board 
hi  review  to  have  no  jurisdiction  in  assess  the  franchises  granted 
i"     inii    railway,    telephone,    electric    light    ami     gas    companii 

lla      MIM    dil  I  loll     I-'    111.1l  1        in  li    a      1       on  HI,    .a  1  Hiding    to    lie      Ill  \ 

rnc;      opinion,  I 1   in  1  in     tate  board  ol   1  quali;  ation. 

in    "pi 11   mi  iin  1     tati         "Il    1     1  1'  ai    1 Mi.'  1    pi  i'   ,  pro\  i 

!'■    thai    ila      tate   board   "i    1  quali  ation   ha     1 

It  1    dil  ll"H    I"    '  aha      ill.     1  apilal       I .  „  1      ,,l     ll | ,.  a  ,i  I  ,.  a  i 

and In        ana  ,     in,  luduir     the     hall.  In  ,e,     over     and     aim    I 

the  a    ■     i   the  tangible  property    a     made  and   returned  by 

■    "i       'i  la'  i''i  in  'i  apital    i"'  i  '  in    all  i  la   propertj 

and   right     '■!  the  corporation   "i  every   Kind   and   natun         The 
i  ■        ei     b     paiiH  nl. n    .li   i  i  iption,    plai  ■  d 

■ h poration     « ithin  the   furisdicl ol 

the  local    i        ing    tribt ■  •!    valuation   and   i int.      I  he 

propi  'i    'i on    "     4   the   i ighl  -  ol    usei    and 


b02 


SI  KM   I    R  Ml. WAY   REVIEW. 


[Voi    mi 


i  the  publii  have  not   been  so  placed,  bul  have 

by   the   terms   and    express   provi  11    lav.    been 

]  within  the  jurisdicti f  the  jualization." 

\n  uncommon  accidenl   happened  to  the  Lake  St.  bridgi    "i   the 

i    7th.     The 
electric  win--  beneath  the   flooring  oi  the  bridgi 
causing  a   fire   which   damaged   the   motors  employed   t"   raise  and 
uirn  the  bridge,      I  h«   onlj    remedy  of  ilu-  difficult)    was  to  lower 
the  bridge  for  two  inches,  an  action   which  the  company   was  n 
luctant  i"  take  a-  it  would  throw   the  track  proportionate!} 
alignment   and   it    was    feared    th 

nielli  result     Pending  a  decision,  tug  mboats  bound  up 

the  river  were  blockaded,  and  an  appeal  was  made  to  the 
authorities  t"  requiri    the  rrn  in  ordi  1 

that  it  migi  pass.     Aftei 

delay  th<    bi  1  d    rnd    rej  tin.     Il    was   found 

that  by  running  slowly  and  with  caution  the  cars  could  cross  with 
entin 

I  In-  Gage   Hotel   Co.   has  brought    suit    for  $300,000  damages  in 
the   Circuit    (mum    against    the    Union    Elevated    Railroad    < 
Chicago,    alleging    that     its    property,    the    Wellington     Hotel,    at 
Jackson    Boulevard    and    Wabash    Ave.,    lu<~    diminished    in    value 
owing  to  the  contiguity  of  the  elevated  loop,  and  thai  the  patron 
age  of  the  hotel  has  decreased  because  of  the  noise  of  the  trains. 

The    Aurora,    Elgin   8    Chicago    Ry.,  re   description   of 

which  recently  completed  system  was  given  in  the  Street  Railway 
Review    last    month,    pages     141   i  ■  > .    bi  p  service 

August    25th.     The   first    train    carried   no   passengers     ot 
except    the  I    the   company,   luu    subsequent    nam-    were 

ed  and  the  service  has  been  eminently  satisfactory   from  the 
beginning.     For  the  present  trains  are  run  at  intervals  of  half  an 
hour,   the   running   time   from   the   Garfield    Park   terminus   of  the 
Metropolitan   elevated    to    Aurora   being   an    hour   and    a    , 
Trains  will  be  composed  of  four  cars  and   will   be  run  mon    Fri 
quently  so  soon  a-  the  road  is  in  full  running  order,  and  thi 
will  lie   reduced   to   one   hour    for   local    train-   and   45   minutes    for 
express    trains. 

The  Chicago  City  Railway  Co.  will  soon  put  in  service  80  addi 
tional  cars  of  the  same  type  as  the  125  double  truck  cars  built   for  it 
by  the  St.  Louis  Car  Co.;   the  order  for  the  80  new  cars  was  given 
to  the  same  company. 

The    Rockford    <  111.  i    Railway,    Light    8    Pov  during    the 

recent  Chautauqua  assembly,  adopted  the  plan  of  employing  small 
boys  "ii  it-  ear-,  whose  duties  were  to  Keep  the  trolley  on  the 
wire  in  rounding  curves,  to  ring  the  bell  for  the  motorraan  to  stop 
or  -tart,  to  tighten  brakes  when  stops  were  made  and  otherwise  to 
relieve  the  busy   conductor-.     Thi    boys   gave   satisfactory    service 

and   were   paid    to  hour      13  year-old   hoy    made   a 

record  by  working  nine  hour-  in  a  day. 

Two  new  companies  have  been  organized  to  build  electric  inter 
urban  railway-  in  Illinois.  The  Springfield  8  I  entral  Illinois 
Railwa;    1  ed   at    £200,000    projects  a   system  connecting 

Springfield   and    Bloomington,     and      BI ington,     Decatur     and 

Jacksonville.     It-   principal   pi ters    are     St.   John    Boyle,   vice- 

iit  of  the  Louisville   (Ky.)   Railv       1  rid  C.  K.  Minary, 

treasurer  and  manager  of  the  Springfield  Consolidated  Ky.      The 
Danville.    Paxton   &    Wilmington    Electric    Railwaj    Co.,   of   which 
.1    P.  MiddlecotT.  of  Paxton,  111.,  1-  president,  ha-  been  incorp 
in  build  a  line  between  the  cities  named  in  the  title. 

Milwaukee  Electric  Railwaj  '  expect  to  com- 
plete it-  extension  from  Lake  Bluff  to  Libertyville  this  month,  .■si- 
miles of  double  track  have  been  completed,  as  well  as  a  brick 
power   house   and   depot   at    Libertyvilli  oad    will    lati 

extended  to  Fox   Lake. 

The  Alton   (III.)        1  ,h,m  Railwaj  &   Powet   Co    has  begun 

four-mile    line    from    the   terminus    of   the 
Minn  to  East  Ahmi. 
1  he  extension,  when  completed,  will  be  leased  by  the  Alton  Rail- 
way, Gas  &  1 

The  Kansas  City  8  Olathe  Electric  Railway  Co.  has  nearly  com- 
the  grading  of  it-  line   from   Kansas  City,   Mo.,  to  Olathe, 
Kan.,  and  will  receive  bids  on  50,000  ties,  1,824  tons  of  60-lb 
nd   relayers,  new   or  in   good  repair.     Fred  C.  Goody 
Kansas  City,  Mo.,  i-  president  of  the  company. 

Rumor-  arc  in  circulation  to  the  effect   that  all   the  street   railway 


eventually  be  consolidated  by  the 
Baltimore  interests  winch  organized  the  United  Railwaj 

■    Baltimore  in    1899,   end   ri  lidation 

of  the  lines  m  S  1  lie  plan,  as  reported,  contemplates 

of  the   Portland  Railwaj   Co.,  operating  a  35-mil 
tern;    the  Citj    8    Suburban   Railway   Co.,  a   yo-mili 
probably  the  Oregon  Water   Power  &   Railw       ■  25-mile  sys- 

tem, under  the  title  of  the  1  nited  Railroad  >\   Electri 

I  he  City  81  Suburban  Railway  Co.,  of  Portland,  i-  now  building 

which  will  be  j6  II.  long  and   ve-tihuled 

Power  8    Rail* 
for  the  construction  nic  line 

between  Lent/  and  Gresham.     Contracts  for  the  construction  of  25 
tional    will    later    be    awarded. 

ett    (Wash.)    Street    Railway    Co.    has   awarded   con- 
ior  the  construction  tons  of   it-   lines   at   an   esti- 

mated cost  of  $100,000.     It  i-  stated  thai  thi  ompany  will 

purchase  new    rolling   stock, 
tin  August  26th  the  first  cat   was  run  over  the  new   lines  of  the 

Seattle    I  acoma    liilcmrhaii    Ry.       I  lie   .  ..  of   the 

road  and  thi  ml  other  city  officet     ol    racoma   to  Seattle 

i"   attt  ml    the    Elks'  carnival   in   the   lal 

1  he    Northv D     elopment    Syndicate    of    Nelson,    ! 

will  apply  to  the   Provincial   Parliament  at   its  next    session  for  a 
franchise  to  construct  a  10-mile  electric  railway  for  the  transports 
tion   ,,f   pas  eight    through   the   mining   district 

Nelson.      Power    for   the   operation   of   the    proposed    road    will    be 
supplied   from  the  syndicate'-  present   plant   on   Menhemick 
the  capacity  of  which  will  he  greatly  increased  for  this  pur] 

1  lie  United  Railroads  of  San  Francisco  will  soon  placi  a  new 
tarnsfer  system  in  operation  which  will  give  additional  privileges 
10  passengers.  The  company's  new  po  earing  com- 
pletion,  and I  all    the    Steam    and   electrical   111a- 

chinerj    required    have    been    awarded.       I  In-    plant    will    1 
capacity    of   10.000  h.  p. 

A.  J.  Babcock,  chief  engineer  of  the  North  Shore  Railroad  Co., 
ha-  returned  from  the  East  and  i-  perfecting  plans  f,,r  the  coii 
ill  ion  ol  the  narrow  gage  -team  road  formerly  known  a-  the 
North  Pacific  Coast  R.  R.  into  an  electric  line.  The  third  rail 
system  is  being  favorably  considered,  and  the  change  to  electric 
traction   1-   to  he  effected   not   later  than    March    1,    1003. 

The  Pacific  Electric  Railway  Co.,  of  Lo-  Angeles,  Cal.,  i-  erect- 
ing a  new  pnvver  house  at  Lo-  Angele-  in  addition  to  the  Pasadena 
plain.       The    ikw     Station    will    contain    one    1.050-kw.    direct    current 

itor;     two    [,500-kw.    three-phase    generators,    and    tin- 
kw.  and  five  joo-kw.  motor  generator   sets.     0  0-h.  p.  Ball  & 

Wood  cross-compound  condensing  engine;  one  150-h  p.,  and  one 
250-h.  p.  machine  of  the  same  type  a-  1-  now  used  in  the  Pasadena 
plant,  and  an  additional  equipment  of  one  200-h,  p.,  and  two 
2,500-h.   p.    Mcintosh   &    Seymour 

gincs  will  he  installed.  Steam  is  to  he  furnished  by  four  250-h.  p. 
Stirling  boilers,  and  later  an  addition  of  eight  400-h,  i>.  Babcock  X 

Wilcox    boilers    will    he    made.        I  he    officers    of    the    company    are: 

II.  E.  Huntington,  of  San  Francisco,  president;  Epes  Randolph. 
..f  In-  Angeles,  pi  denl  and  general  manager;    EL   E.  Bacon, 

of  Los    Vngi  iiv.  ..ml   I.  W.   Hellman,  of  San   Francisco, 

treasurer.     I.   Van  Vranken  i-  superintendent  of  the  Los  Angeles 

plant   and   W.    II.   Smith  of  the    Pasadena   plant. 

ol  electric  railway  from   Santa  Cruz,  Cal..  to  Capitola 
mil    other   resorts   and    suburban   towns   will   he   completed   in  the 

early    Spring    if    the    bonuses    asked    hy    the    promoters    -hall    b 

ceded.  I  he  road  will  hinder  the  Baj  of  Monterey  for  a  distance 
of  three  miles,  serving  the  city  of  Santa  Cruz  and  the  resorts  .and 
village-  of  Easl  Santa  Cruz,  Seabright,  Twin  Lakes,  Del  Mar  and 
Capitola.  Santa  I'm.'  has  an  avenge  population  of  7.000  exci 
the  summer  when  it  i-  twice  as  great,  and  the  other  places  en 
route    h  «io    and    are 

growing  rapidly.  Tin  promoters  have  purchased  the  Monterey  & 
Pacific  Grove  Street  R.  R,  and  are  converting  it  into  an  electric 
railway  which  will  serve  a-  a  feeder  10  the  Santa  Cruz-Capitola 
n  orl  line.  Mr.  I".  W.  Swanion.  of  Santa  Cruz,  ha-  been  prin- 
cipally identified  with  the  work  of  building  up  the  resorts  on  the 
Kay  of  Monterey  and  i-  largely  interested  in  the  present  project 
for  the  construction  of  an  electric  line  connecting  them.  The 
route   lies   through   One   of   the  most    beautiful  of   California. 


Seit.  x,  1902.] 


STREET  RAILWAY  REVIEW. 


603 


GEORGE    W.   KNOX. 


rge  \Y.  Knox,  the  president  of  the  Kn"x  Engineering  Co.,  has 
had  an  extended  and  varied  experience  in  electric  railway  practice, 
which  in  his  present  work  cannot  but  prove  to  l>e  of  the  greatest 
value  to  him.  After  graduation  from  the  Northern  Illinois  College 
he  was  with  the  Chicago,  Burlington  &  Northern  Railway 
Co..  in  ilic  mechanical  department  for  two  years,  and  in  [887  went 
with  the  Pullman  Palace  Car  Co.,  street  ear  department,  where  he 
was    engaged   till    he   took    up    electrical    work    with    the    Thompson- 

1 ! .  -ii  -t .  .11    Co.,    in    equipping    the 

first  cars  that  went  west  of  the 
Mississippi  River,  these  cars  being 
for  ( Imaha.  In  1889  he  joined  the 
old  Sprague  company  with  head- 
1  I  In.  ago.  While  with 
the  Sprague  company  Mr.  Knox 
was  employed  a-  assistant  engi- 
neer on  the  installation  of  the 
West  Side  line  at  Milwaukee,  and 
.-\  v  in  1890  he  was  -em  to  Minneapo- 

~^^m  ^^H^L  10 

HF  ^^fl  «£i  chief   engineer,         charge    of    the 

^M^H  equipment    of    ihc»c    roads,    which 

^kW  i^BH^I  '  coinpri-ed 

one   of   the    largest    contracts   ever 
1..  W.  KNox.  '        let    for   electrical    equipment    of   a 

ad  .  here  lie  had  charge  of  the 
equipment  of  the  interiirhan  road  between  Minneapolis  and  Si. 
Paul,  with  what  was  then  considered  high  -pod  motors,  25  miles 
per  hour.  In  May.  1891,  having  finished  the  Minneapolis  and  St. 
Paul  installation.  Mr.  Knox  was  sun  l,y  the  Edison  General  Elec- 
tric Co..  which  had  purchased  the  interests  of  the  Sprague  com- 
pany, to  Milwaukee,  as  assistant  to  the  chief  engineer  in  charge,  1" 
erpiip  the  remaining  horse  railway  lines*of  that  city.     He  remained 

in    Milwaukee    until    the    fall    of    |8oi,    when    he    was    put    oil    special 

installations  throughout  the  country,  going  to  Cincinnati,  Colum- 
bus, Newark.  Lincoln  and  Springfield,  111.. Si.  Joseph,  Mo.,  and  other 
places.     In  the  -pring  of  iRrjj  he  ch  1   the  storage  battery 

•m  of  the   Dubui  Railway   to   the   overhead    system, 

lieing  still  in  the  employ  of  the  Edison  General  Electric  Co.  In 
the  tall  of  the  same  year  he  was  sent  by  the  General  Electric  Co.  to 
Kansas  City.  Mo.,  to  install  the  motor-  and  generators  on  the   Kan- 

•y  Elevated  Ry. 

While  at   Kansas  City  Mr.  Knox  wa-  offered  .1  position,  through 
the  late  M.  K.  Bowen,  with  tin-  Chicago  Cirj    Railwaj   Co.,  and  the 

miles  of   tin's    road    was    equipped    throughout    under    his   chare' 

He  was  later  made,  m  addition  to  electric  eer,  engineer  of 

•ruction   for  the  company,  having  charge  of  the  construction  of 

all   track  and    special    work    for   the  company.      Mr.    Knox    rcma 1 

with  the  I  it)    Railway  Co.  until    [OOO,  when  he  resigned  to 

lake    up    general    railway    construction    and    engaged    with     Kohli t 

railwa]   department.     Early  in  the  spring 

on  with  Kohler  Bro   .  1  opened  an 

r  and  builder, 
I   work  with  which   Mr.   Kn  lentified  'I'll 

nig  the  1.  mid  naturally   insure  the   immediate 

omc  with  this  venture  and  which  i    atti  ted  b 
hue  of  interurban   road-   under  construction  during  the  pi 

■Hills. 

Mr.   K  •!   with   linn,   during  the   last   year   and 

If,   Mr.   R.    M     I '  ■  thi     \111101u    In  '  hi". 

with  a  number  his 

identified   with   Mr.   Knox  in 


TOLEDO    RAILWAY    MEN    BANQUET. 


ting  department 

•  ml. I.d  at   the   1 

John    I  ip.  iin 

1  larro  1 1.0  ipi  1  intendi  1 

.ll.n.    Edward 

I     Vnglan,    P.    11 


Thomas  Eslinger,  C.  Caldwell  and  Ben  Walker,  inspectors.  An 
ornamental  desk  clock-  was  presented  to  Mr.  Collins,  the  presenta- 
tion speech  being  made  by  Mr.  Harrsen.  On  the  clock  was  en- 
graved  "To  John  F.  Collins,  Superintendent  the  Toledo  Railway 
&   Light   Co.,   from  his   Helpmates  of  the  Operating   Department." 

After  the  banquet  the  afternoon  was  -pent  in  seeing  the  play  at 
the  Casino,  riding  on  the  scenic  and  miniature  railways  and  a  shoot- 
ing contest  in  which  Mr.  Collins  took  first  honors.  The  party  re- 
turned to  thr  cue  on  a  special  car  after  being  photographed  in  a 
gioup. 

♦— » 

WASHINGTON  (  PA.  1  &  CANNONSBURG 
INTERURBAN. 


An  electric  railway  between  Washington.  Pa.,  and  Cannonsburg, 
a  distance  of  about  nine  miles,  is  being  constructed  by  the  Cannons- 
burg &  Washington  Street  Railway  Co.,  and  the  road  will  consti- 
tute  .111  extension  of  the  present  line  in  Washington.  Pa.  The 
company  is  doing  its  own  construction  work,  and  owing  to  several 
bridges  which  must  he  built,  material  for  which  cannot  he  obtained 
under  eight  months,  the  road  cannot  he  ready  for  operation  before 
spring. 


AUGUSTA-AIKEN   INTERURBAN    OPENED. 


The  new  interurban  road  between  Augusta,  Ga.,  and  Aiken, 
X.  C,  was  opened  for  traffic  \ugust  28th;  the  cars  making  the 
initial  trip  carried  several  officers  of  the  company  and  a  large 
number  of  invited  guests.  Special  cars  took  the  party  from 
VugUSta  1"  Aiken  and  the  appearance  of  the  handsome  new  cars 
of  the  company  was  greeted  with  great  enthusiasm  by  the  dwellers 
along  the  route.  The  excursion  was  accompanied  by  a  hand  of 
music  and  after  iis  return  to  Augusta  a  barbecue  was  served  by 
the  railroad  company  accompanied  by  Speeches,  music  and  general 
rejoicing.  The  length  of  the  new  road  is  jy  _.  miles  and  il  parallels 
the  South  Carolina  &  Georgia  Ry.  for  a  large  pan  of  its  route. 


WIRE    THIEVES    IN    NEW    JERSEY. 

Six  nines  within  a  few  weeks  the  Valley  Road  line  of  the  North 
lersej    Street   Railway  Co.  ha-  been  crippled  by  wire  thieves.    The 

last  attempt  was  made  August  1X1I1.  when  about  [,000  ft.  of  COppet 
wire  was  taken  down  from  the  poles.  At  Ihe  time  of  ibis  theft  de- 
tectives were  watching  the  south  end  of  the  town,  where  the 
thieves  operated  the  night  before,  and  the  loss  was  only  discov- 
ered when  the  first  ear  in  the  morning  reached  Mount  Clair.  The 
service   was   suspended    for    Several    hours   before   new    wire  could   be 

procured  and  put  into  place. 

♦»-♦ 

NEW    CARS    FOR    PITTSBURG. 


1 nneeiion  with  the  description  of  the  open  cars,  illustrated 

on  page   101  of  our  issue  for  August,  which  the  St.  Louis  Car  Co. 
is   building    for   the    Pittsburg    Railways   Co.,    il    was    slated   tli.it    six 

of  the  cars  had  just   been  completed.      The  number  should  have 
been    ixty. 


THE    WABASH    SPECIAL. 


I  In-  Waba  h  Railroad  has  issued  an  announcement  thai  tot  the 
meeting  of  the  American  Street   Railway  Association  il   will  make 

rati  of  $g.oo  fot  the  round  trip  from  Chicago  to  Detroit  on  the 
certificate  plan.     A     pecial   nam  of  parlot   ears   (one  of  which  is 

'I   for  la. In    i   and   dining  ear   will   ban    Chicago    in.  daj 

aften Octobet  ;ib,  at  I  :oo  p,  m.,  from  the  station  at  Dearborn 

and   Polk  Si   .  ami   will   urn  through  i"   i t,  arriving  nl   7:00 

p.  in.  Dinner  will  i"  erved  on  the  train  until  the  arrival  at 
Detroit      Pot   thosi    abb-  to  take  the    V  S.  R,    V  Special  the 

W  aba   b    li.i      nam  '  ,1 i     i   ,,  ;   |,    I,,    ,1,1,1 

•ii    ii  oa  p    iii      il.'     pecial   will  be  personally  conducted  in    \ii 
'■    I     Keeran,  who  ha    had  charge  of  the   ^.  S.  R.  A.  Special  traini 

'  "in on    fot  the  last  fivi     eai        Vpplii  at  ion    foi     pa<  i 

hould  i"    I.  ■  i  -..'l  b     eat  eon  ,    i 1. 1  ]„■  made 

to  \.  i     i.. .  ran,  Mo  97  Adam,  Si     1  hii  ..1  to   1    F.  11 

ton,  8th  and  1  Hiv(    St  ..  St.  Loui  . 


604 


STREET  RAILWAY  Kl  \  ll-.W 


[Vol.  xii.  No  <>. 


PERSONAL. 


MR  I  >.  \\    DOZIER  has  resigned  u  chief  mechanical  engineer 
■  ■I  the  Metropolitan  Street  Railway  Co.,  of  Kansas  1 
MR  .1.  /    GEORGE  has  resigned  »•  manager  and  purchasing 
Hi  of  the  Vicksburg   (Wis  1   Railroad,   Power  X.   Manufacturing 

MR.    V   B    CORYELL,  formerl)   of  Waverly,    i.i.n..  ha 
linted  superintendent  and  manager  of  the  new  electric  railway 
al   Huntsville,   Ala. 

MR  l>.  W  ci  >k  DON  has  resigned  as  superintendenl  of  the 
Laki  Railwaj   G     ol    Michigan  City,   Ind.,  and  will 

remove  to  Chicago. 

MR    J.   M.  1. 01   lis.  formerly  superintendenl  of  the  Newark  & 
Granville  lines  of  Newark,  O.,  has  been  appointed  general  mans 
of  the  Indianapolis  Martinsville  Rapid  Transit  Co. 

MR  M.  A  HAYS,  formerly  with  the  Southern  Railway,  has 
severed  his  connection  with  thai  company  to  become  secretary  of 
the  Chamber  of  Commerce,  of  Saul)  Ste.  Marie,  Mich. 

MR  NICHOLAS  HAMILTON  has  resigned  as  assistant  super- 
intendenl of  tin-  Youngstown  10.1  8  Sharon  Street  Railwaj  Co, 
Mr.  Hamilton  li:i-  not  announced  his  plans  for  the  future. 

MR    rHOMAS    IDDISON,  preside 1  the  Sacramento   Elei 

trie,  Gas  &  Railway  Co.,  resigned  that  position  at  the  annual  meeting 
of  the  board  of  directors  and  Mr.  Albert  Gallatin  was  elected  his 
successor. 

MR.  rHOMAS  B.  WHITTED,  managei  of  the  sales  department 
ol  the  General  E  ric  Co.,  al  Denver,  has  resigned  that  position 
in  become  managei  of  the  gas  and  electric  enterprises  owned  by 
Joseph  J.  1  lenry. 

MR.  B.  II.  RANNELS  has  resigned  as  general  manager  of  the 
Dayton  &  Kenton  Railway  Co.  and  is  devoting  all  of  his  time  to  the 
Cincinnati,  Milford  X  Goshen  Street  Ry..  with  which  he  is  promi- 
nently identified. 

MR.  J.  \V.  PERRY  has  been  appointed  chief  of  the  electrical 
department  of  the  II.  W.  Johns  Manville  Company  with  headquar- 
ters in  New  York  City.  He  was  formerly  the  company's  representa- 
tive in  Philadelphia. 

MR  I".  \V.  EMERY,  formerly  of  Knoxville,  Tom.,  has  been 
appointed  general  manager  of  the  proposed  electric  interurban  be- 
tween Galesburg  and  Kewanee,  111.  Mr.  Emery  will  establish  his 
permanent  home  in  Kewanee  next  month. 

MR.  A.  HALL  BERRY,  who  fur  many  years  has  been  associated 
with  the  II.  \V.  Johns  Co.,  as  manager  of  the  electrical  department, 
has  resigned  to  become  general  manager  for  F.  II.  Lovell  &  Co., 
with  headquarters  at  too  William  St.,  New  York. 

MR.  I'..  J,  LAMBERT  lias  resigned  ;i-  chief  engineer  of  the 
Waterloo  (la.)  &  Cedar  Falls  Rapid  Transit  Co.  to  become  in- 
structor  in  civil  engineering  in  the  state  university  at  Iowa  City. 
Mr.  Lambert  graduated  from  this  university  in   1900. 

MR,    WILLIAM    LINTERN,    formerly    master    mechanic    of    the 
land.  Elyria  &  Western  Ry..  has  n  signed  that  position  and  is 
now  giving  all  his  time  to  the  interests  of  the  Nichols-Lintern  Co. 
His  headquarters  are  at  No.  ,(i->  Electric  Bldg.,  Cleveland. 

MR  NICHOLAS  RIVIERE  who  resigned  a  year  ago  from  the 
position  he  had  long  held  as  secretary  and  treasurer  of  the  St. 
CharK-  Street  Railroad  Co.,  New  Orleans,  La.,  has  been  appointed 
to  again  till  this  position  by  the  new  management  of  the  road. 

MR  FRANK  MILLER  will  act  as  salesman  throughout  the  New 
England  territory  for  ('.  J.  Harrington,  of  New  York,  manufacturer 
electric    railroad    supplies.       Mr.     Miller    was    formerly    superin- 
tendent and  passenger  agent  of  the  Worcester  (Mass.)  &  Webster 

Street   Railway  Co. 

MR.  EDWARD  B.  GRIMES,  who  for  18  years  has  been  con- 
nected with  the  Dayton   Herald  and  since   1883  has  been  its  editor, 

has  resigned  that  position  to  1" superintendent  of  the  Ohmer 

Car  Register  Co.,  of  Dayton.  Mr.  Grimes  retain-  his  financial  in- 
terest   in   the    Herald. 

MR.   !■".   W.   EDMUNDS,   who   was   for   several  years  secretary  of 
the  Q.  &  C.  Co.,  anil  had  charge  of  the  steel  department  when  that 
company   represented   the     Pennsylvania    Steel    Co.   is    now    with 
Wornham  &   Major,  of  29   Broadway,   X.   V..  engineers  and  man 
ufacturers'  1 

MR  WILLI  \.M  i»ASipLER  formerly  a  representative  of  the 
Stuart-How  land  <*uui[Nuiy,  dustoti,  Mass.,  has  resigned  his  position 


one  as  s,,Ks  agent  foi  the  Peckham  Manufacturing  Co.,  and 
lie  is  now    looking  after  the  interests  ol   this  company  during  an  e\ 
tended  trip  through  the  far  West  and  the   Pacific  Coast. 

MR  GEORGE  G  EWING  has  resigned  as  president  of  the 
Morns  1  and  the  American  Union  Electric  Co.,  of  New 

Vork.   and    has    taken   offices    in    the    Board   Of     I  rade    Bldg.,    Boston, 
for   the  general   agency   of   street    railway   material,      lie   also   rcpr. 
sents  the  Nernsl  Lamp  Co..  ,,f  Pittsburg,  in  New  England, 
MR    F.    L    MOWRY   has   resigned  as   clerk   ol   the    Hartford 

1     nil.  1    X    Springfield    Street    Railway    Co..    and.    it    is    undersl I. 

will  superintend  the  construction  of  new  lines  in  Ohio  for  the 
National    Construction   c,,.     The   employes    of    the    Hartford   & 

Springfield  company  presented  Mr.  Mowry  on  his  departure  with 
a    smoking    set    in    gold   and    silver. 

MR.    J.    W,    DUGGAN,    formerly    superintendent    of    rolling 
of   the    Youngstown    (O.)    A    Sharon    Street    Railway    Co..    has   |„en 
appointed    to  a    similar    position    with    the    Worcester    (Mass.)    & 
Webster  Street   Railway  Co.:  the  Webster  &  Dudley  Street   Railway 
1  0. 1      the    Worcester    &    Couth  urn    Strict     Railway    Co. 

and  the  People's    Tramway  Co.  of   Putnam,  Conn. 

MR  B.  S.  JOSSELYN,  on  August  30th,  resigned  as  general  man- 
ager of  the  Kentucky  &•  Indiana  Bridge  X  Railroad  Co..  to  become 
general   manager  of  the   Hudson   Valley   Railway  Co..  Waterfonl.   X. 

V.  Mr.  Josselyn  has  had  an  extended  experience  in  steam  railroad 
work,  and  ha-  occupied  the  position  of  general  manager  of  the  Ken- 
tucky &   Indiana  company  for  the  last  three  years. 

MR.  C.  F.  GLADFELTEK  severed  his  connection  with  the 
Chicago  Electric  Traction  Co..  011  June  30th,  to  become  auditor  for 
the  Miami  &  Erie  Canal  Transportation  Co.,  of  Cincinnati.  Mr. 
Gladfelter  will  he  remembered    as    having    been    identified    with 

Chicago  street  railways  since  1897  when  he  was  connected  with  the 
Englewood  &  Chicago  Electric  Street   Railway  Co. 

MR  C.  D.  PORTERFIELD,  engineer  and  salesman  for  the  Atlas 
Railway  Supply  Co.,  Chicago,  has  just  returned  from  a  very  suc- 
cc-ful  business  trip  in  Europe.  Mr.  Porterfield  bad  charge  of  the 
exhibit  of  his  company  at  the  Light  Railway  and  Tramway  Exhi- 
bition in  London  during  the  first  two  weeks  in  July.  Since  that 
time  he  has  been  traveling  over  England  and  the  continent. 

MR  W.  ().  HANDS  ha-  resigned  as  superintendent  of  the 
Northeastern  Division  of  the  Metropolitan  Street  Railway  Co..  of 
Kansas  City.  Mo.,  and  taken  a  position  on  the  engineering  staff  of 
the  company.  His  long  experience  in  railway  construction  will 
make  his  service  specially  valuable  to  the  company  in  the  large 
amount  of  new  work  which  is  now  under  way  in  the  department. 

PROFESSOR  GEORGE  F.  SEVER,  of  Columbia  University, 
who  was  last  year  superintendent  of  electrical  exhibits  at  the  Pan- 
\111erica11  Exposition,  has  been  appointed  electrical  engineer  of  the 
Department  of  Water  Supply,  Gas  &  Electricity  of  Xew  Vork  City. 
Professor  Sever,  who  is  consulting  engineer  for  Wendell  &  Mc- 
Dnl'tie.  of  Xew  Vork,  has  supervised  the  plans  of  the  proposed 
electric  railway  between  Onconta.  Cooperstown  X:  Richfield  Springs. 
X.  V. 

MR.  JAMES  P.  POTTER  has  been  appointed  general  superin- 
tendent of  the  Oakland  Transit  Co..  San  Francisco,  and  has  as- 
sumed the  duties  of  that  position.  Mr.  A.  II.  Smith  has  been 
appointed  general  superintendent  of  all  the  lines  of  this  company, 
Mr.  E.  E.  Thornton,  superintendent  if  the  I  laywards  division, 
and  C.  I'.  Piper,  superintendent  of  the  eastern  and  western  divi- 
sions. 

MR.  CHARLES  G.  WINGATE,  son  of  the  late  Gen.  W.  Win- 
gate  who  was  formerly  vice-president  of  the  lirooklyn  Elevated 
Railroad  Co.,  is  now  in  the  Xew  Vork  office  of  the  Crocker- 
Wheeler  Company.  Mr.  Wingate  was  formerly  superintendent  of 
the  Ridgewood  Ave.  division  of  the  Brooklyn  Rapid  'Transit  Co. 
and  has  had  charge  of  the  construction  of  several  electric  lines  in 
Connecticut   and   Xew  Vork. 

MR.  I..  E  GOULD,  who  for  the  last  year  has  been  assistant 
electrical  engineer  of  the  Aurora,  Elgin  &  Chicago  Ry.,  has  been 
appointed  electrical  engineer  for  the  Sterling,  Dixon  &  Eastern 
Electric  Railway  Co..  with  headquarters  at  Sterling,  III.  Mr. 
Gould  has  bad  an  extended  experience  with  third-rail  electric  lines, 
having  been  with  the  Albany  X  Hudson  Railway  &  Power  Co.  during 
construction  and  the  first  year  of  operation. 

MR.  I'".  J.  GREEN,  of  Springfield.  ( >..  lias  resigned  as  general 
manager  of  the  Dayton,  Springfield  X  L'rbana  Electric  Railway  Co., 


SeIT.    20.    1002.] 


STREET  RAILWAY  REVIEW. 


605 


and.  it  is  stated,  will  engage  in  the  construction  at  new  electric 
lines,  He  will  be  succeeded  liy  Mr.  Richard  Emory,  general  mana- 
ger of  the  Columbus.  London  &  Springfield  Ry..  who  will  retain 
his  office  in  the  latter  company  while  discharging  his  duties  as 
general  manager  of  the  Dayton.   Springfield  &   Urbana   road. 

MR.  O.  E  OLESON,  who  for  the  pas)  six  years  has  been  chief 
engineer  of  the  Toledo  Railway  &  Light  Co.  and  its  predecessor, 
-igned  to  become  the  chief  of  the  engineering  department  of 
the  Twin  City  Rapid  Transit  Co..  at  Minneapolis.  On  leaving 
Toledo.  Mr.  Oleson  was  presented  with  an  Elks'  ring  inlaid  with 
diamonds  by  the  employes  of  the  power  house.  Mr.  Oleson  will  be 
succeeded  as  chief  engineer  of  the  Toledo  Railway  &  Light  Co.  by 
Mr.  \Y.   L.  Long,  who  was  formerly  his  first  assistant 

MR.  GEORGE  C.  FISK.  president  of  the  Wason  Manufacturing 
Co.,  of  Springfield.  Mass.,  recently  completed  50  years  of  con- 
tinuous service  with  t lii --  concern.  During  this  time  he  has  risen 
from  clerk  in  a  comparatively  small  shop  to  president  of  one  of  the 
most  important  car  building  establishments  111  the  country.  In 
commemoration  of  the  event  the  employes  of  the  company  pre- 
sented Mr.  Fisk  with  a  handsome  black  leather  album,  containing 
photographs  of  all  the  officials  of  the  company  and  also  with  a 
series  of  photographs  showing  the  places  and  houses  in  which 
Mr.  Eisk  has  lived  or  carried  on  business,  these  forming  a  pictorial 
outline  of  Mr.  risk's  life.  The  establishment,  of  which  Mr.  Fisk 
is  the  head,  has  grown  from  a  small  beginning.  Started  in  1.S45 
by  Thomas  \V.  Wason  and  his  brother.  Charles,  in  a  shed  011  the 
bank  of  the  Connecticut  just  south  of  the  railway  bridge,  its  first 
year's  work  was  six  single  and  two  double-truck  freight  cars  for 
the  Connecticut  River  railway  company,  amounting  to  less  than 
$5,000.  Work  was  begun  in  a  shed  not  large  enough  to  house  an 
entire  freight  car.  Now  the  company  has  an  output  of  about  400 
cars  a  year,  and  has  a  pay-roll,  the  largest  in  the  history  of  the 
concern,  of  ^,-z,  The  output  lor  last  year  amounted  to  about  $1.- 
000,000.  The  magnitude  of  its  undertakings  is  shown  in  the  con- 
tract it  has  on  its  band-  to  equip  the  Manhattan  elevated  road 
with  the  rolling  stock  for  an  electric  system,  or  the  making  of  250 
new  cars  and  the   remodeling  of  hundreds  of  old. 


OBITUARY. 


MR.  MATHEN  M.  ROBY,  superintendent  of  the  Electric  Rail- 
way &  Power  Co.  of  Tiffin,  O.,  died  in  that  city  August  20th  from 
heart  disease      Mr.  Roby   was  41   years  of  age. 

MR.  THOMAS  MAINS,  of  East  Orange.  N.  J.,  a  large  stock- 
holder in  several  electric  traction  companies  in  the  eastern  part  of 
the  United  State-,  and  largely  connected  with  railroad  and  gas 
enterprises  in  New  Jersey,  died  at  his  residence,  Mount  Shannon, 
Castle  Connell,  County  Limerick.  Ireland,  on  August  -'1st.  Mr. 
Nevina  and  hi-  -on.  I.  A.  Ncvins  of  Newark,  N.  }.,  hail  1 ...  1 1 
-ojourmng  in  Europe  for  -..me  month-  prior  I..  the  death  of  the 
elder  man,  for  the  purpose  of  investigating  the  prospects  lor  an 
electric  line  between  Manchester  and  Liver] I. 


RECENT   STRIKES. 


The    street    railway    strike   and    boycott    which    were    m    .10    1    foi 

several   week-  at  Lafayette,  Ind..  were  declared  off  August   28th. 
ithi  1  p.  1  uliar  inasmui  i.  a    bul  1  ighl  men  oi 

the  35  or  more  employed  by  tin-  company  qui)  work  and  their  at- 
tempts to  injure  (he  company's  traffic  were  principally  through   boj 

ettlemeni  v.  by  submitting  the  matter  to  arbi 

tration  at  ib.-  bands  of  a  committee  representing  the  Merchant  '  \    a 

nation  ..f  the  city.  Imth  the  street  railway  company    in. I   the  Central 

Liter  Union  which  was  promoting  the  boycott  agreeing  to  abide 
liy  the  decision  of  the  arbitrator.  I  in  committei  reported  that 
the  five  men  who-    discharge  led  to  tin-  declaration  of  tin-  strike 

properly  discharaj  that  the  chargea  of  . 

brought  the   railway   company   were   without   ground  and 

that  tli.  rionbl  |h-  given  employment  with  the  railroad 

company,  being  placed  on  the  extra  list  and  in  line  for  promoti n 

the  fm  11  r-      [Tie  Central  Labor  Union,  while  accepting  the  &< 

of  lb.-  arbitrator-,  took  .  .1    re  0 

lotion,  to  denounce  them  for  showing  prejudice  and  "not  basing 
their  decision  njx.ii  the  testimony  >.f  t:  • 


Two  hundred  employes  of  the  Hudson  Valley  Railway  Co.,  whose 
interurban  system  comprises  too  miles  of  railways  between  U'ar- 
renburg,  Saratoga.  Ballston,  Troy  and  Scbuylerville.  N.  V..  went 
out  on  strike  on  the  morning  of  August  30th.  and  from  that  dale 
until  -•  p.  in..  September  12th,  no  cars  were  operated  on  the  com- 
pany'- lines.  The  cause  was  the  company's  refusal  to  reinstate  two 
mortormen  whom  it  held  responsible  for  the  recent  accident,  who 
were  discharged  for  this  reason.  On  September  2d  the  announce- 
ment was  made  that  till  persons  who  bad  left  their  employment 
with  the  company,  anil  who  should  apply  for  positions  on  or  before 
Wednesday.  September  3d.  at  6  p.  m..  would  he  taken  hack  individ- 
ually and  positions  assigned  to  them  in  the  order  in  which  their 
applications  were  made.  Few  of  the  former  employes  availing  them- 
selves of  this  offer,  the  company  secured  substitutes,  and  a  num- 
ber of  deputy  sheriffs  were  sworn  in.  The  Stillwater  town  hoard 
passed  resolutions  forbidding  the  company  to  run  cars  through  that 
town  on  its  hues  between  Mechanics;  ille  and  Scbuylerville  with 
inotormen  and  conductors  who  had  not  been  in  its  employ  for  21 
days  prior  to  September  1st.  A  conference  between  the  company 
and  the  strike  leaders  failed  to  accomplish  an  agreement,  and  other 
than  this  the  strike  was  uneventful  until  September  I2th,  when  the 
[4-mile  line  between  Stillwater  and  Schuylerv  ille  was  opened  for 
passenger  traffic  The  first  car  carried  several  deputy  sheriffs.  Its 
departure  from  the  barns  was  watched  by  a  crowd  of  200  strikers 
and  their  sympathizers,  but  no  attempt  at  violence  or  obstruction 
was  made.  At  (dens  Falls  the  company's  wires  were  cut  on  the 
morning  of  September  15th.  On  the  same  day  the  village  board 
of  Sandy  Ilill  held  a  special  meeting  and  annulled  the  company's 
franchise  because  of  its  failure  to  operate  through  the  village  for 
two  weeks.  Subsequently,  a  conference  was  held  with  the  governor 
of  New  York,  who  said  that  the  question  of  the  right  of  motornien 
to  run  cars  without  having  had  previous  experience  011  the  mad 
was  one  for  the  courts  to  decide  in  the  event  of  arrests  of  such 
motornien,  and  that  he  would  not  order  troops  out  unless  their 
presence  should  be  necessary  to  preserve  life  and  property.  The 
sheriffs  of  the  counties  through  which  the  lines  run  were  called 
upon,  and  three  military  companies  were  notified  to  be  in  readiness 
for  duly  when  the  company  should  resume  passenger  traffic  on  its 
(.lens  Falls  division.  On  September  18th  a  car  left  (dens  Falls 
manned  with  non  union  men  and  in  charge  of  militia  and  deputy 
sheriffs.  A  crowd  gathered  and  the  conductor  was  struck  by  a 
stone.  The  car  -lopped  and  the  military  guard  dispersed  the  crowd. 
At  Fort  Edward  an  attempt  was  made  to  stop  a  car.  but  the  riot 
act  was  read  and  the  crowd  di-persed.  Mr.  B.  S.  Josselyn,  for- 
merly of  Louisville.  Ky..  had  been  appointed  general  manager  of  the 
mad  and  assumed  his  dnliis  September  15th.  On  the  Kith  he  an- 
nounced that  all  former  employes  win.  applied  personally  for  rein- 
statement would  be  taken  back.  Two  cars  were  run  from  Saratoga 
to  Ballston  and  back  on  that  day  without  incident 

All  motormen  and  conductors  in  the  employ  of  the  Olluinw.i 
(  la.  1  Traction  .\  Light  Co.  quit  work  on  the  morning  of  Sep- 
tembet   t2th  out  of  sympath)   with  the  linemen  of  tin  company,  who 

had  -truck  for  higher  wage-  and  the  recognition  ol  the  union. 
Operations  were  entirely  suspended  mi  the  line  after  a  day  of  riot, 
during  which  trolley  win-  bad  been  'ill  and  car  windows  broken. 
(Ill    the    following    day    tin     blacksmiths    joined    the    sinkers    and    it 

was  feared  that  the  lighting  Bystem  a-  well  as  the  street   railway 
would  i"  .oil' lid      1  In-  companj  offered  to  concede  the  in 

1  n. 1   •     111    wages,   bul    at    latest    reports   still    refused    to   recognize   lb,- 

union,  and  :i  tetttlemeni  ha    not  been  effected. 

\       Mike    was    diil  11.1]    mi    all    the    tramway    lines    111    the    cit)     "I 

Geneva,  Switzerland.    The  cause  was  tin   act 1  the  manager  o( 

1!      clectrii    workshops,  an    American,  who  had  dismissed  42  men 

employ. d    in    the    simp-,    offering    lllelll    positions    a-    COnduCtOI        i" 

0  .III 


1  in    Si.  Louis,  Si.  Charles  .v  \\  1  tern  Railroad  I  0.  wa    recentlj 
mad.    plaintiff  in   three   damage    luita  aggregating  $15,000.       The 
plain tiffi    claim  that    thej    were   unlawfully  assaulted  by  tin-  con 
ductor  on  on.-  .d  iin  company's  car-.     The  three  plaintiffs,  in  com 
pany  with  thirteen  other  persons,  became  involved  in  an  alterca 

lion   wilh   iin-  1  on. In.  lor    which   lead   to  a  general   tight,   anil  tin    ...11 

•   11    ,1     ib.    plaintiffs   wen-   1  ..11  idi  1  ablj    in ui  1 .1.      A 

•  ■  .null  r      nil    h.i     I hied  by  the   iiiaiiar-.  1    I  I    lln     I  lilroad   ■'.inpany 

foi  damage    again  I  the  three  plaintifl 


i.()b 


STREET  R  Ml. WAY   REVIEW. 


XII,  No  g. 


LARGEST    ORDER    FOR    AIR    BRAKES. 


GOSLING    DUPLEX    TRACK    DRILL. 


Among  the  numerou  l  bj   the  Christensen   Engi- 

neering Co.  <liirnin  last  month  wai  an  order  for  39a  ;nr  brake 
equipment    from   the    Massachusetts    I  1    their 

nl  railway  divisions,  I  his  order  will  require  i.t  car-  (or  its 
shipment  and  will  be  sent  from  Milwaukee  i"  these  roads  during  t lie 
month  "I  September.  I  In-  order  1-  highl)  gratifying  to  thi  I 
tensen  Engineering  Co.,  inasmuch  as  11  -how-  a  substantial  appre- 
ciation by  the  railway  company  of  thi  of  the  air  brakes 
in  actual  service.  I  In  first  equipment  put  on  any  railway  line 
ug  in  the  Massachusetts  I  >-  installed 
.•11  a  car  of  the  Tamil, >n  8  Brockton  Street  Railway,  in  May,  1898, 
ami  on  account  of  the  excellent  riven  by  this  and  other 
equipments  installed  at  a  later  date,  thi  .any  has 
received  orders  continuously  since  May,  1898,  from  the  dil 
railway  companies  which  are  now  a  part  of  the  Massachusetts  Elec- 
impanies,  culminating  in  the  last  order  for  392  equipments. 
I  In-  makes  a  total  "f  '«m  air  brake  equipments  which  have  been 
purchased  by  the  roads  controlled  by  the  Massachusetts  Electric 
Companies,  and  represents  every  double  truck  car  in  service  on  their 
lines. 

The  Christensen  Company  has  also  closed  within  the  past  month 
a  contract  with  the  Boston  Suburban  Ky.  for  i«i  equipments  n> 
be  put  on  it-  double  truck  car-  operating  on  the  Commonwealth 
Avenue  Street  Ry.,  Newton  &  Boston  Street  Ky..  Newton  Street 
Ky.  ami  Lexington  &  Boston  Street  Ry.  ["his  contract  was  closed 
after  exhaustive  tests. 

The  Christensen  Engineering  Co.  ha-  just  completed  the  founds 
lion  for  a  250-ft  extension  to  its  present  machine  shop,  which  i-  186 

ft.  in  width,     rhis  extension  when  completed  will  cover  46,5 i 

ft.  of  ground  space.  In  addition  to  the  ground  Boor  41,500  sq.  ft 
mure  Boor  space  will  l>e  provided  by  the  galleries  on  each  side,  and 
111  the  center  of  the  building,  which  is  thre,    stories   in   height. 


I  he   accompanying   illustrati hows   the   power   driven   duplex 

drill  invented  ami  manufactured  by  Henry  J.  Gosling,  15 
I'albol  St.,  Cleveland,  O.  The  •  I r- >  1 1  is  mounted  on  a  light  steel 
framed  car  of   stiff  construct  thai   no  appreciable   vibration 

results   from  the  operation  of  the  motor.     The  machine  emp 
gasoline  mot  h.  p.  capacity,  but  it  may  I  up  to 

considerably    exceed  this  power.     The  machine  drills  two  hi 

..part    tO   Suit   different   lengths  of   t>oiid- 

and  H  1-  flexible  in  all  directions  and  swings  from  one  side  of  the 

truck    to    th  thai    eithd    rail  lulled.      Ii 

justible  vertically  and  may  be  set  t"  clear  all  obsl 

ind  can  be  operated  bj  one 


GOSLING  DUPLEX  TRACK   liRII.I.. 


IMPROVED    TRACK   BROOMS 


We  illustrate  herewith  an  improved  form  of  railway  track  broom 
made  by  II.  Thompson  of  Concord.  X.  II.  This  broom  is  now 
made  with  several  attachments  which  render  it  very  serviceable  for 
street     railway     work.        It     is     both     Strong     ami     durable     and     is 


EfcrT 


sufficiently  light  in  weight  to  be  conveniently  bandied.  One  of  its 
important  attachment-  1-  a  tool  for  cleaning  curves  and  setting 
-witches.  Ibis  tool  is  fastened  to  the  handle  and  contain-  a 
chisel  of  hardened  steel,  which  will  wear  indefinitely.  This  at 
tacbnunt  being  practically  indestructible  is  arranged  to  be  easily 
changed  from  one  handle  to  another  as  tin-  brooms  wear  out.  The 
maker  will  be  pleased  to  furnish  circular-  and  price-  upon  appli 
cation. 


SPEED   ON    CLEVELAND-TOLEDO    LINES. 


A  high  rate  of  attained  on  the  new  line-  of  the 

Lake  Shore  Electric   Railway  Co.   between   Cleveland  and   Toledo. 

Recently  a  trip  was  made  over  these  line-  by  the  officials  of  the 
road,  on  which  occasion  a  speed  of  So  miles  an  hour  was  main- 
tained for  a  stretch  of  ball'  a  mile,  ami  a  -peed  of  70  mile-  an  hour 
Of  three  mil.  h  required  live  hours  to  make  the 
trip,  including  50  mint  the   Public  Square  in  Clevel  "-1  to 

Rocky  River  and  20  minutes'  run  within  the  city  limit-  ol  foledo. 
["he  average  -peed  was  from  33  to  40  miles  an  hour.  The  roadbed 
1-  admirably  constructed,  especially  west  of  Newark,  over  which 
part  of  the  route,  for  a  long  distance,  the  road  is  almost  absolutely 
level. 


Mi;     llunt-ville   Electric   Railroad   Co.,   of    Huntsville,   Ala.,   has 
temporarily  replaced   il  with  a  line  of  backs.      The 

generators  at  the  power  plant  burned  out  and  these,  together  with 
other  repairs,  will  require  from  ten  day-  to  two  wi 


man.  although  il  i-  advantageous  to  have  a  helper  to  keep  the 
soda  water  tank  supplied.  These  machines  were  used  in  bonding 
the  rail-  of  the  Aurora.  Elgin  &  Chicago  Ry.  and  the  electrical 
1  of  the  road  -tale-  that  more  than  200  bond-  per  day  were 
placed  on  an  average  and  on  one  occasion  -'!_•  bond-  were  put  in 
placi  in  ten  hour-'  work.  I  hi-  required  from  40:1  to  425  i-in.  holes 
i"  i»ired  through  the  webs  of  So  lb.  rail-.  I  be  machine  i-  easily 
put  into  position  ami  four  men  can  remove  it  from  the  track- 
when  desired.  In  future  machine-  of  tin-  kind  it  is  proposed  to 
use  horizontal  gasoline  engine-  such  as  are  employed  on  automo- 
biles which  will  be  capable  of  developing  4  h.  p.  and  be  considerably 

lighter   in   weight.     This    form   of   machine   i-   more   compai 

ea-ier  of  acce--  in  ca-e  repair-  are  necessary,  Mr.  Gosling  1-  an 
English  engineer  of  wide  experience,  having  been  connected  with 
various  South  American  railroads,  a-  locomotive  superintendent  and 
ngineer  of  construction.  He  was  also  connected  with  the  Grand 
Trunk  Ky..  the  Montreal  Harbor  Commission  and  previous  to  his 
present  business  was  superintendent  of  the  Acme  Machine  Co. 


EXCURSIONS    VIA    PENNSYLVANIA    LINES. 


G.  A.  R.  Excursions — October  ,\,  4.  5  and  6.  Chicago  to  Wash- 
ington, I).  1'..  and  return,  $15.85.  Good  to  return  until  October 
14.  subject  to  extension  of  bum  until  November  .(.  1903, 

New  York  Excursions    October  .%.  4.  .-  and  0.    Chicago  to  New 
York  and  return:      Fort   Wayne  route.  $25.85;    Pan-Handle 
$23.30.     Return  limit,  October  14.  1902. 

Boston  Excursions — October  -  to  n.  Chicago  to  Boston  and 
return:  Fori  Wayne  route,  all  rail.  $25.00;  Sound  Line-.  $-'4.00. 
Pan  Handle  route,  all  rail.  $23.00;  Sound  Lines,  §22.00.  Return 
limit.  October  13.  subject  to  extension  until  November  12.  1002. 

Vnj  further  information  desired  will  be  furni-hed  by  addressing 
II.  R.  Dering,  Assistant  General  Passenger  Agent.  No.  248  S. 
Clark   St..  Chicago. 


Manistee,  Mich.,  i-  endeavoring  to  force  the  Mini-tee.  Filer  City 
Lake   Railway  Co.   to  lay  new    rail-  on   all   the  paved   street! 
in  the  city.      The  city  engineer  ha-  advised  the  use  of  a  70-lb.  7-in. 
girder  rail  to  take  the  place  of  the    l'-rail  at  present  in  use. 


Sept.  20,  1902.] 


STREET  RAILWAY   REVIEW. 


607 


THE  AMERICAN   OIL   FILTER. 


A  new  filter  recently  placed  upon  the  market  l>y  the  Burt  Manu- 
facturing Co.,  of  Akr.m.  O..  is  shown  in  the  accompanying  illustra- 
tion, and  1  brief  description  of  the  principle-  involved  in  its  opera 
tion  should  be  of  interest  to  all  readers  who  appreciate  the  saving 
effected  by  collecting  waste  lubricating  oil.  and  altering  it  over  and 
over  luttil  it  lias  been  entirely  used  up.  The  Saving  in  this  waj 
amounts  to  from  50  to  00  per  cent,  depending  Upon  how  carefully 
the  oil  i-  collected  after  having  been  used.  This  is  an  economy 
which  is  not  generally  overlooked  in  large  plants,  but  the  "Ameri- 
can*' oil  filter  is  made  in  small  si.'cs  which  are  a  profitable  invest- 
ment in  connection  with  engines  where  even  as  little  as  two  barrels 
of  oil  are  used  per  year. 

This  filter  has  been  especially  designed  by  the  Burt  company   for 
DSC  with  very    heavy    grade-    of    oil.    which    cannol    be    successfully 


1  11 1.  1  i.k. 

rdinary    filter    because    of    the    liability    to 

up     easily.        The     claim     is     made     that     such     oil-      are      readily 
purified  by  tin-  filter,  ami  obviously,  therefore,  it    11111-1    give  perfect 

in  the  filtering  of  common  fad  thai  the  oil 

is  heated,  ami  thereby  thinned  immediately  upon  being 

the  filter,   accounts   for   its  high    speed   of  and    iuperioi 
capacity. 

The  pan  for  receiving  the  waste  oil  j  I   hj    a  hot   water 

chamber,    through    which    p  When    this 

chamber  has  been  filled  with  warm  water,  and  the  lowei   | 

the  filler  ha  filled   with   warm   watei    until    11    flovi      I : 

-:.  foi  opt  ration,  > hi   pi opi  1    team 

•  ■M-ly   made.    'I  he  cleaning 
of  tin  bed  as  folio 

Through   the   filtering    material    in    the   cylinder   tin-   oil    mil 
way  into  tnb(   I!,  and  down  out.,  the  tiller  plate   I),  when    thi    pn 

i    the    oil  red    by    t lie 

linn  film,  be- 
coming thinner  and  lb.  center  to  the  cir- 

to  the  action  of  the  water  and  tl  the  oil 

!<  1  and  {>  i.      I  be  remaining  impuril 

bottom  of  .  hambi  r  I-,  and  an  draim  d 


off    by    -imply    opening    the    valve.     The    pure    oil    is    drawn    from 
faucet  No.  I. 

Attention  i-  called  10  the  little  care  required  by  the  filter. 
Any  kind  of  filtering  material  may  be  used,  or  none  at  all.  and  the 
filtering  material  may  be  removed  without  interrupting  the  oil 
service.  The  method  of  cleaning  the  filter  i-  very  simple,  requiring 
only  that  the  cylinder  at  the  lop  be  unscrewed,  the  filtering  sttb- 
stance  removed,  and  the  sediment  pan  lifted  out  and  emptied  of  the 
dirt  and  grit  which  has  collected  in  it.  In  the  "American"  filter 
the  bulk  of  the  dirt  is  collected  at  the  top  instead  of  the  boil, mi. 
greatly  increasing  the  ease  with  which  the  latter  may  he  cleaned. 

*—+■ 

COMMUTATOR    TRUER. 


I  he  Wheel  Truing  Brake  Shoe  Co..  of  Detroit,  whose  "lining" 
brake  -hoe  ha-  been  introduced  on  both  electric  and  steam  rail- 
road- in  all  pari-  of  the  world,  ha-  brought  out  a  new  device  that 
promises  to  meet  with  as  great  success  in  its  held  as  has  the  brake 
shoe. 

This  little  toul  consists  of  a  handle  upon  the  end  of  which  are  a 
number  of  sockels  or  holders,  into  each  one  of  which  is  fixed  an 
abrasive   block.      Some   of   these   holders   are    fixed    while   others   are 


lil'.VKK  FOB  TRUING  commutators. 
movable,    SO    thai    they    can    be   adjusted    independently    of    the   fixed 

one-. 

By  a  simple  and  ingenious  arrangement  the  l""l  is  made  sell 
adjustable  to  any  sized  cylinder;  the  blocks  conforming  to  a  per- 
fect are  of  the  circle  to  he  operated  upon  and  held  111  the  desired 
position  while  the  tool  i-  in  use.  Insulating  strips  of  hard  rubber 
are  used  wherever  necessary,  and  prevent  short  circuiting,  and 
the   blocks    themselves   are   made   of   non-conducting   material. 

Mi.  company  make-  blocks  of  different  abrasives  and  of  different 
textures  according  to  the  work  to  be  done.  For  certain  work,  as 
foi  iii-iance  turning  down  steel  or  iron  cylinders,  the  abrasive 
blocks  are  replaced  by  blocks  uf  sieel  serrated  like  a  file,  si.  thai 
the  tool  can  be  used  with  a  lathe  l"i"  operating  Upon  various  metals 
as  well  as  upon  the  commutators  in  a  ear  while  the  same  is  run 
ning.  Ii  will  readily  be  sun  that  a  device  which  will  true  up  a 
commutator  while  the  car  is  running,  or.  better  still,  will  prevent  .1 
commutator  from  becoming  untrue,  will  bung  about  a  very  per- 
ceptible -a\iiig  in  cost  of  electric  repairs.  Mr.  J,  M.  Griffin,  presi- 
dent   and    manager    Of    the    Wheel    Truing     Brake    Shoe    Co..    is    the 

on  and  ha-  arranged  with  In-  companj   to  handle  the  device. 

Various  forms  and    1  1     an   made,  adapted  i"i  use  upon  stationary 
dynamo    and  motoi 


-».«• 


LOW    RATES    TO    THE   NORTHWEST. 


mencing  Septembet  1  and  continuing  until  Oct,  31,  1902, 
econd-cla  oni  was  coloni  1  tickets  will  be  sold  by  the  Chicago, 
Milwaukee  \-  Si.  Paul  Ky.  from  Chicago  i"  all  pointi  in  Montana, 
Mil,-,     1  i.ih.    1  alifornia,    Washington,    Oregon,    Briti  h    Columbia 

nil  mi' 1 liati   poinl    al  greatly  reduced  rates.    Choice  uf  routes 

via  Si.  Paul  or  \  ia  1  Imaha, 

1  in    1  Milwaukee  &    Si.    Paul    l<y.   i-  the   route  ol   the 

United      tab     I nmenl    1 1  1    mall   trains  bel  h  ei  n   1  hii  ago,  St. 

Paul   ami    Minncapoli  ,  ami   of   the    P er   Limited,   the   famous 

.1  Id. 
\ll  coupon  ticket   agenl      ell   ticket     via  Chicago,  Milwaukei    8 
St,   Paul   Ky..  01   addre      F,    V   Miller,  General    Pa    engei    Agent. 
■go. 


608 


SI  REE  I    K  \ll.\\  \\    REVIEW. 


[Va    mi.  x..  »- 


BLUE    PRINTS    FROM    ELECTRIC    LIGHT. 


Owing  to  the  difficulty  in  producing  blueprint!  ;it  timet  when  the 
unfavorable  the   Pittsburg  Blueprint  i  '•>..  of 
Pittsburg,  Pa.,  tiaa  intn  machine  which  makes  blueprinting 

rntirel)  independent  ol  dark  "i  rain)  days.     I'he  machine  is  known 
a-  the  cylindrical  pier  ami  a  view  ol  le  is  shown  in 

companyng  illustration,  ["his  standard,  upright  machine  i- 
recommended  a-  the  best  type  for  ill  general  work  and  consists  of 
two  glass  half-cylinders  bent  i"  true  ain >•>  and  bound  together  with 
brass  bands  ;ii  top  and  bottom.  A  strong  canvas  cover  tit-  around 
the  glass  10  hold  the  tracing  paper  in  place  ami  this  method  insures 
excellent  contact  so  that  even  with  folded  or  crumpled  tracings  "" 
mark*  are  shown  "ii  the  blue  prlni.  This  cylinder  rests  upon  a 
base  which  is  mounted  on  wheels  ami  revolves  about  the  axis  of 
the  cylinder. 

The  printing  1-  done  by  means  of  an  are  lamp  of  special  design 
which  1-  suspended  directly  above  the  cylinder  ami  which  has  a  ver 
ueal  movement  which  1-  regulated  by  mean-  of  an  escapement  for 


1 

- 

l 

'si 

1 

* 

I  ■>  LINDRICAX  ELECTRIC  COPIER. 

regulating  tin  speed  of  the  lamp  in  it-  descent  The  tracing  and 
sensitized  paper  being  placed  between  the  gla--  and  canvas  cover. 
the  lamp  passes  axially  through  the  cylinder,  giving  a  uniform  ex- 
posure  to  all  part-  of  the  print.  The  time  of  exposure  for  any  print 
nee  determined,  any  number  of  prints  thereafter  can  lie  made 
ol  absolutely  uniform  tints,  and  the  operation  of  the  machine  is  ex- 
tremely rapid,  taking  only  one  or  two  minute-  for  an  ordinary  ex- 
po-ure. 

It  has  also  been  found  that  the  cost  of  printing  with  this  machine 
i-  considerably  less  than  by  the  old  fashioned  sunlight  exposure. 

I  he  Pittsburg  Bluprinl  Co.,  also  makes  a  tilting  machine  spe- 
cially adapted  tor  making  copies  of  -mall  tracings,  a  large  number 
of  which  are  to  be  placed  in  the  machine  at   each  loading.      The  cyl 

inder  i-  mounted  on  trunions  at  the  center  and  may  be  turned  over 
to  a  horizontal  position  while  being  loaded  with  tracings  and  paper. 
It  1-  then  turned  into  an  upright  position  and  exposed  in  the  man 
ncr  just  described. 

I  he-e   machines   require   considerably   less   floor   -pace   than   any 
other  type  of  blueprinting  machine,  and  the  company  keep-  a  coin 
n  hand  and  can  therefore  guarantee  its 

customers  against   any   serious  delay   when  repairs  are  need,  d. 


NEW    PLANT   FOR  KNELL    AIR   BRAKE    CO. 


The  Knell  Air  Brake  Manufacturing  Co.,  Ltd..  of  Battle  Creek. 
Mich.,  which  was  organized  recently  to  carry  on  the  manufacture 
of  the  Knell  air  brake,  i-  now  iii  full  operation.  The  company's 
new  plain  1-  completely  equipped  with  the  most  wodern  machine 
tool-  and  in  addition  i,.  the  brakes,  the  company  is  prepared  to 
build  all  sorts  of  special  machinery.  The  companj  1-  much  gratified 
at  having  recently  received  a  number  of  duplicate  orders  from  roads 
having  the  Knell  brake  in  service.    Tin  the  company  are: 


President,    Charles    I',     ["nomas;    vice-president,    Mmard    La 

■y.  Joel  C  Hopkins;  treasurer,  K.  I-'.  Hoff master j  manager, 

A.    II.    Met.. 

THE    NEW    WESTINGHOUSE    FOUNDRY  AT 
TRAFFORD    CITY,    PA. 


The  remarkable  growth  of  the  affiliated  Westinghouse  industries 

was  recently  -ignali/ed  by  the  creation  of  a  new  city  ami  the  build- 
ing oi  . mother  Westinghouse  manufacturing  plant.  I  hi-  new 
industrial  center  1-  located  17  mile-  east  of  Pittsburg  on  the  Penn- 
sylvania R.  K.  and  is  to  he  known  a-  Trafford  City.  Extensive 
factory  sites  have  lain  laid  out  here  to  provide  for  the  overflow 
of  the  several  Westinghouse  industries,  a  number  of  winch  have 
already  u-ed  up  all  the  available  building  room  at  their  p 
locations    ami    are    -till    pressed    for    -pace.      The    first    of    the    Wcst- 

inghouse  companies  to  erect  buildings  in  the  new  city  i-  the  West- 
inghouse Foundry  Co..  which  i-  at  present  putting  up  an  extensive 

and  model  foundry  plant  and  pattern  -hop  described  in  this  arti- 
cle. Tin-  addition  i-  necessitated  by  the  rapidly  increasing  busi- 
ness of  the  Westinghouse  Machine  Co..  especially  in  connection  with 
very   large  steam  ami   ga-  engines  and    -team   turbines. 

In  laying  out  Trafford  City  provision  ha-  been  made,  not  only 
for  the  factories  that  are  to  he  erected  there,  hut  al-o  for  lloinc- 
and  all  modem  improvements  and  comfort-  for  the  men  who  are 
lo  work  in  the  factories.  The  latter  will  he  located  on  a  fairly  level 
area  between  the  Pennsylvania  Railroad  and  the  residence  portion 
of  the  city,  which  will  he  reached  from  the  railway  station  by  a 
steel  viaduct  1,100  ft.  long.  The  residence  district  has  been  laid  out 
upon  hillsides  and  a  generally  level  plateau,  high  enough  above  the 
factory  sites  to  render  it  free  from  -moke  and  dirt.  The  town 
consists  of  two  oblong  area-,  one  of  which  i-  about  '  1  mile  by  1-5 
mile,  and  the  other  ' . ..  mile  by  1-7  mile,  the  two  areas  meeting  in 
such  a  way  a-  to  form  a  reversed  letter  "!..'  the  corner  of  which  is 
the  most  northerly  part.  The  town  has  been  laid  off  into  about  800 
building  lots,  each  with  an  average  frontage  of  about  30  ft.  and  a 
depth  of  100  ft.  In  addition  to  1I11-.  space  ha-  been  left  for  -ix 
parks.  The  entire  town  has  been  provided  with  waterworks  and 
-ewer  systems,  the  latter  including  separate  storm  water  and  sani- 
tary sewers.  II11-  work,  a-  well  as  the  paving  of  the  streets,  was 
completed  before  the  town  wa-  opened  to  settlement,  on  June  7. 
1902.  Many  intending  purchasers  of  lots  came  to  the  site  a  day 
before  the  sale  was  to  commence  and  "squatted"  011  the  ground 
which  they  wished  to  possess. 

Besides  the  transportation  facilities  afforded  by  the  Pennsylvania 
K.  R.,  over  which  there  are  46  local  passenger  trains  going  each 
way  daily  and  reaching  Pittsburg  in  from  23  to  35  minutes,  a  street 
railway  line  has  been  built,  connecting  with  the  Pittsburg  Railway 
Co'-,  lme  at  Wilmerding,  2'/.  miles  distant  This  street  railway 
passes  over  a  steel  viaduct  into  Trafford  City  and  forms  a  loop 
through    the   principal    streets. 

The  factory  site,  located  in  a  bend  of  Turtle  Creek,  provides  room 
for  nine  factory  buildings,  each  about  200  ft.  by  800  ft.  A  system  of 
railway  yards  and  tracks  serving  this  area  has  been  laid  out  in  a 
very  thorough  manner,  providing  a  track  alongside  of  each  build- 
ing  and  transversely  through  each  end.  The  storage  tracks,  in  con- 
nection  with  this,  occupy  an  area  of  about  300  ft  by  200  ft.  This 
system  of  track-  i-  connected  with  the  mam  line  oi  the  Pennsylvania 
R.  R.  by  the  Turtle  Creek  Valley  branch  of  the  latter.  It  is  al-o  to 
be  connected  with  the  town-  of  Wilmerding  and  East  Pittsburg, 
where  the  work-  of  the  Westinghouse  Air  Brake  Co..  the  Westing- 
house Electric  &  Manufacturing  Co..  and  the  Westinghouse  Machine 
Co.  are  located,  by  an  interworks  railway  which  will  be  operated  by 
the  Westinghouse  interests. 

The  new  foundry  and  pattern  -hop  of  the  Westinghouse  Foundry 
Co..  which,  as  before  -lated.  are  at  present  being  erected,  are  lo- 
cated at  the  extreme  southern  portion  of  the  factory  site  and  near 
the  -teel  viduct  mentioned  above.  The  pattern  shop  and  storage 
building,  which  has  already  progressed  well  towards  completion,  i- 
a  Steel  ami  brick  structure  (Ki.s  ft.  long  and  80  ft.  wide,  with  a  height 
to  the  eaves  of  the  roof  of  47  ft.  The  pattern  -hop  occupies  160  ft. 
at  one  end  of  this  building.  It  i-  divided  into  two  tloors.  the  second 
floor  being  suspended  from  the  roof  tru--cs  in  order  that  the  first 
story  may  be  entirely  free  from  columns,  thus  providing  ample 
-pace  for  handling  the  largest  patterns.      The  remaining  447  ft.  of  the 


Sept.  ao,   190a,] 


STREET  RAILWAY  REVIEW. 


609 


building  is  to  be  used  for  the  storage  of  patterns  and  has  three 
floors,  the  two  upper  tl.x.r-  being  supported  on  steel  columns  and 
the  entire  space  betng  divided  by  interior  tire  walls  into  three  sep- 
arate compartments.  The  foundations  are  of  concrete  and  the  super- 
structure of  steel  and  brick.  The  foundation  of  the  ground  ib«T 
is  made  up  of  8  in.  of  concrete  into  which  the  floor  sleepers  are 
bedded  and  on  top  of  these  is  a  layer  of  2-in.  maple  flooring.  The 
upper  floors  in  both  the  pattern  shop  and  storage  building  are  sup- 
ported on  steel  beams  and  -teel  girders,  and  are  made  up  of  3-in. 
yellow  pine  flooring  covered  by  one  thickness  of  maple  flooring. 

The  foundry  building  is  Ml  ft.  8  in.  long  and  1S4  ft  3  in.  wide 
Outside  of  the  brick  walls,  which  are  30  ft  high  at  the  eaves  and  So 
ft.  at  the  peak.  As  in  the  case  "l"  tin-  pattern  shop,  the  foundations 
are  built  of  concrete  and  the  superstructure  of  steel  and  brick.  The 
foundry  is  divided  transversely  into  three  bays,  the  center  bay  Ining 
80  ft.  3  in.  wide  between  centers  of  columns,  runways  being  pro- 
vided for  traveling  crane-  of  Bo-ft.  -pan  anil  150  tons'  lifting  capac- 
ity. The  cranes  will  be  electrically  driven.  The  two  side  bays  are 
each  50  ft.  6  in.  wide  from  center  to  center  of  columns  and  are 
provided  with  runways  for  traveling  crane-  of  47  ft  -!'  _•  in.  span  and 
50  tons'  lifting  capacity.  At  one  side  of  the  foundry  building  run- 
ways are  provided  for  yard  traveling  cranes  of  too- ft.  span  and  a 
lifting  capacity  of  75  tons.  I  lie  I  beam  purlins  are  -paced  8  ft. 
center  and  center  and  are  covered  with  3-in.  yellow  pine  roof  sheet- 
ing.    The  roof  is  covered   with   -late. 

At  the  middle  of  one  of  the  -ide  bays,  where  the  cupola-  are 
located,  is  a  charging  floor  about  50  ft.  square,  constructed  entirely 
of  steel.  The  melting  equipment  of  the  foundry  will  consist  of  two 
air  furnaces,  each  having  a  capacity  of  30  tons,  and  three  cupolas 
capable  of  melting  18  ton-  per  hour  each.  This  will  enable  a  cast- 
ing weighing  as  much  as  too  tons  to  be  easily  poured  and  the  casting 
can  afterward-  be  lifted  out  of  the  sand  by  one  of  the  150-1011  trav- 
eling cranes.  The  air  furnaces  will  he  used  for  the  largest  and 
mo-t  important  castings,  owing  to  the  fact  that  they  yield  a  superior 
quality  of  iron,  and  the  cupolas  will  be  used  for  the  ordinary  classes 
of  castings,  and  particularly  -mall  castings. 

The  building-  will  be  equipped  throughout  with  modern  lava- 
tories and  convenience-  for  the  comfort  of  workmen  and  will  be 
in  every  respect  up-to-date.  They  will  be  heated  by  hot  air.  tin 
foundry,  pattern  shop  and  pattern  storage  rooms  to  have  minimum 
temperature  of  50.  60  and  35  F.  respectively,  in  zero  weather.  Arti- 
ficial light  will  be  furnished  by  both  arc  anil  incandescent  lamps. 
In  order  to  insure  plenty  of  light  during  the  day,  the  window-  are 
large,  and  both  the  foundry  building  and  pattern  -bop  are  provided 
with  -kyhght-  of  large  area.  The  plans  for  the  buildings  were  pre- 
pared under  the  supervision  of  the  Westinghouse  Machine  Co.  ["he 
Security  Investment  Co.,  of  Pittsburg.  Pa.,  is  the  financial  agent  and 
general  contractor  for  the  entire  work-,  and  James  Stewart  &•  Co., 
I. on:-  and  Pittsburg,  are  the  managers  of  construction.  CTii 
Real  Estate  Trust  Co.,  of  Pittsburg,  Pa.,  successfully  handled  the 
exten-ive  -ale  of  city   lot-  adjoining  the  new   work-. 


TRADE   NOTES. 


DURING  THE  MONTH  of  August  the  New  York  office  of  the 
in:-  Elevator  Company  closed  contract-  for  63  electric  elevator-. 
THE  DEW1TT  SAND  BOX  1  I  Troy,  N.  Y„  ha-  app. 

C.  J.   Harrington.   1;  Cortlandl   St..  N.   Y.  City,  its  New   YorV 

I  HE  "CLIMAX"  c\i  1  LE  ci    \p  I,    b]    the  Clima 

Stock  Guard  Co.,  Marquette  Bldg.,  Chicago,  ha-  been  approved  by 
the  Michigan  Commissioner  of  Railroad-,  a-  complying  with  the  lav. 
of  that  -tate. 

M,  5  Km-  del  Mathurins,  Paris,  ha-  -ample  copie 
of  the  publii  •r  Hi  Kcnfteld  Publishing  Co.,  and 

in    France   desiring  ribt   can   conveniently   order 

through   him. 
THE  LORAIN  STEEL  CO.  ii  preparing  to  erect  two  new  fur 

nacet  at  a  probable  COM  of  |  1  I,,    plan     f. ,r   ti 

...    Ix-ing   prepared   and   a   new    power   mill    will   also   be   added 
to  run  the  (ami 

I  HE  G0LTZ  i  RING  CO..  I  hicago,  mal  •     a    pecialt] 

of  manufacturing  metal  block  letters  for  elei 

bulletin  ed,     I Id  be  in  the  band     of  every  firm 

installing  eh 


I  UK  MANSFIELD  ENGINE  CO.,  of  Mansfield,  O..  has  just 
been  formed  by  the  consolidation  of  the  Mansfield  Machine  Works 
and  the  Century  Machine  Works.  The  new  company  has  a  capital 
of  $100,000.  and  is  erecting  a  thoroughly  modern  plant  on  the  silc 
of  the  old  Century  plant. 

I  III-.  WHEEL  TRUING  BRAKE  SHOE  Co.  reports  1902  as 
it-  banner  year.  Its  trade  now  extends  all  over  the  world,  and 
it  ha-  recently  made  shipments  to  Australia,  South  America,  Portu- 
gal, India.  Africa.  The  Netherlands,  Ireland.  Scotland,  England 
and  other  foreign  countries.  It-  customers  include  over  400  elec- 
tric roads  and  many  -team  road-. 

Till-:  INDIA  RUBBER  &  GUTTA  PERCHA  INSULATING 
CO.,  of  Vonkers,  N.  Y.,  has  recently  installed  alternating  current 
motor-  to  replace  a  number  of  -mall  isolated  -team  engines  former 
1;  used  tor  driving  the  carpenter  -hop-  and  the  winding  and  braid- 
ing  department      The  motors  used  are  of  the  Westinghouse  type 

and   are   in    sizes    from    I    h.   p.   to    15   b.   p. 

THE  DETROIT  AUTOMATIC  STOKER  CO.,  of  Detroit, 
make-  .1  side-feed  -toker  in  which  hot  air  i-  admitted  in  jet  form 
over  the  coking  coal,  and  proportionable  with  the  volatile  gases 
di-tilled  from  the  fuel.  The  president  of  the  company  i-  T.  II. 
Simpson;  vice-president,  R.  P.  Joy;  manager,  G.  L.  K.  Morrow, 
ami  the  secretary  and  treasurer,  F.  C.  Thompson. 

THE  MICA  INSULATOR  CO..  of  New  York  and  Schenectady, 
announces  that  it  is  making  an  addition  to  it-  plant  which  will 
increase  the  output  50  per  cent  and  enable  it  to  till  till  order-  very 
promptly.  The  company  was  led  to  take  this  step  in  order  to  meet 
the  increasing  demand-  of  the  trade  for  its  well-known  specialties, 
Mieanite  goods,  "Empire"  goods  and  M.  I.  C.  compound. 

"THE  RAILWAY  EQUIPPER"  1-  the  title  of  an  interesting 
monthly  published  by  the  M.  Mil-likiin  Co.,  of  Detroit,  and  intended 
for  circulation  among  railway,  mining,  lumber  and  construction 
companies  as  well  as  contractor-  of  all  kind-.  I  lie  September  issue 
is  now  ready  and  the  paper  will  lie  mailed  free  each  month  for  one 
year  upon  application.  Trade  catalogs  will  be  acknowledged  in 
the    paper. 

AN  [NGENIUS  CARD  device,  for  displaying  the  colors  of 
Dixon-  silica-graphite  paint  in  such  manner  a-  will  permit  of  an 
exact  idea  of  each  color,  is  being  issued  by  the  Joseph  Dixon 
Crucible  Co.,  Jersey  City.  N.  J.  The  color  chart  carries  with  it 
suggestions  a-  to  the  class  of  construction  that   can   be  protected 

with    till-    paint,    al-o    instructions    a-    to    best     methods    of    applying 
protective    paint.      This    chart    can    be    secured    by    request    lo    the 

company. 

J  WHS  W.  COPELAND,  934  Equitable  Bldg.,  Denver.  Col.,  has 

been  appointed  -ale-  agent   for  hi-  -tate  for  the  Seaife  and  We  fu  go 

water   softening   and   purifying   systems   made   by    the   William    11. 
Seaife  &  Son-  Co..  of   Pittsburg.     Mr.  Copeland  was  formerlj    lo 

cated    it   Si.    Paul  and  recently  opened  an  office  111   Denver,  where  he 
acted    a-    manufacturer-'   agent.      lie    i-    well    known    throughout    the 

we-t  in  engineering  circles  and  ha-  given  much  attention  to  water 
purification, 

F.  II.  LOVELL  &  en.,  km,  William  St.,  New  York,  have  re 
cently  engaged  A.  Mall  Berry  a-  general  manager,  who  will  be  glad 
to   furnish   the   trade  anything   iii   the   way   of   railwav    insulations, 

-peeial    molding    insulations    of    all    kind-    for    switch    work    and    for 

motor   controllers,   are   lamp-,   and   where   lne.li    temperatures   have 
to  be  met.     I  In-  firm  1-  pop. tod  to  supply  enclosed   fuses,  a  line 

of  bra--  castings  and   intends  lo  push  il-  trade  in  the  general   line  of 
electric    tupplie   . 

1  ill     I  ID!  Is  I  ^    \l  WD  Mil  RING  ''I.  of  Si.   Louis,   Mo.. 
makei  ol  the  "Famous"  oil  refiner  and  purifier,  1-  mailing  a  folder 
■    plaining  the  method  ol   testing  purified  oil.      ["he  folder  is  ai 
companied  by  a  Mai  tin  pan  in  winch  to  place  some  dirty  waste  oil 

upon    ll .mi   chl    1    ol    an   engine    w  heir    H    1      heated    1 0.1 11    1  ,0   lo 

'    iln-    lie. mug    all    the    gill    and    ..lli.i     in 

puritii     .10    precipitated   and   the  oil   on   top    becomes  clear    and 
bright     I  In-  method  ol  heating  1    thi   principle  adopted  in  the  op 

•  1  ation  oi  Hi,    "i.i n  "  mi  till- 1 

I  lib    1:1  1  1  in  1      ELECTRIC    MA.M'I  aci  URING    CO.,   ol 

innati,   O.,   1 tlj    i    ued    fout    bulletin  .   on   ii      .  ,n 

■I'd  apparatus,     Bulletin   1,00a  di  cribi     the   Bullock  type  of 

'  N"   nioioi       [,003  givi      'l''i  11 .mmI    ,!iiii,  11  ion     ot    ii,,     |:,ii 

1,01a     ho        views  an. 1  .1.   .  1  ii.     the 
Hi  d  .11  ib.    1  iml  on  < o.    Brewery,   1  [oboken, 


610 


STR1  II    RAILWAY  REVIEW. 


[Vol  XII,  No  0. 


and  1,013  llln  I  powei  house  of  th«   P<  trie 

Railv  I  Wilmington,  Del.,  which  contains  five  Bullock  gi 

10  350-kw. 
[•HE  WESTINGHOUSI    ill-   rRIC  8    MANUFACTURING 
has  installed  .1   11"  volt  plant  for  lighting  five  new  building 
the   Unive'rsitj    of   Illinois,  at   Champaign.       I  ■  Iternating 

current  \ull  be  used,  and  each  phase  well  be  treated  as  a  tingle 
phase  circuit  operated  on  the  three  wire  system,  the  neutral  wire 
being  supplied  with  current   from  an  auto  transform'  gen- 

erating  plan)  contains  two  belted  two  1  ■"  and  75 

kw.  .  operated  Bl    . .  to  which  will  shortly  be  added 

an  engine  type  revolving  field  lao-kw.  alternator. 

J.   HOW  \KI>   I.W  \l.l>  1  agent 

for  the  Scaife  and  We  fu-go  water  softening  and  purifying  sys 
terns  for  the  territory  of  Southern  I llin< .1^.  Missouri  and  Texas. 
Mr.  Ewald's  headquarters  will  be  83  Laclede  Bldg.,  St.  Louis,  Mo. 
rhese  systems  for  water  softening  and  pui  1    manufactured 

by  Win.  I'..  Scaife  81  S Co.,  of  Pittsburg,  Pa.      Mr.  Ewald  has 

made  a  special  study  of  water  purification,  and  is  well  qualified  to 
take  care  of  this  line  of  work.  He  has  been  E01  man;  yreai  identi- 
fied with  the  iron  and  steel  industries  in  this  territory,  and  is  well 
known  in  engineering  circles. 

PROBABLY    ["HE  LARGES1   eleval  t  ever  awarded  is 

that  given  the  Otis  Elevator  Co.  by  the  Metropolitan  Life  Insurance 
for  the  additions  to  its  building,  Fourth  Ave.,  23d  and  -'41I1  Si-.. 
New  York  City,     ["he  new   equipment  consists  "f  J.i  high  p 
passenger  elevators,  4  hydraulic  freighi  elevators  and  -'  electric  p 
senger  elevators,  templates  converting  the  13  passenger  ele- 

vators in  the  original  building,  so  as  to  operate  them  .it  the  increased 
plain,   when  complete,  will   consist   of  411  hydraulic 
elevators,  operated  from  one  pumping  station.     Messrs.  X.  LeBrun 
81  Sons  are  the  architects  and  V.  J.  Hedden  &  Sons,  builders. 

THE  UNITED  RAILWAY  &  ELECTRIC  CO.,  of  Baltimore, 
li:i-  awarded  a  contract  to  K.  Saxton,  the  well-known  contractor 
of  Washington,  to  lay  200,000  duel  feet  of  conduit  in  the  outskirts 
of  Baltimore,  and  the  contract  calls  for  a  nine  multiple  duct  to  be 
manufactured  by  the  Standard  vitrified  Conduit  Co.,  of  New  York. 
The  Standard  Underground  Cable  Co.,  of  Pittsburg,  is  to  furnish 
the  cable.  The  Standard  Vitrified  Conduit  Co.  has  also  an  order 
for  300,000  feel  E01  the  Richmond  Telephone  Co.  of  Richmond,  Va., 
large  orders  for  the  Niagara  Falls  Power  Co.,  the  Southern  Bell 
Telephone  Co.,  and  the  Mobile  Light  &  Railway  Co.,  of  Mobile. 

I.  V  I  \Y  &  EG  \X  CO.  and  THE  LANE  AND  BOD1  1  5 
CO.  are  planning  the  erection  of  a  building  near  their  Bond  Hill  fac- 
tories for  the  use  of  their  workmen.  The  building  fs  to  be  in  the 
nature  of  a  boarding  house  and  restaurant,  and  it  is  to  lie  conducted 
so  as  to  take  the  place  of  the  saloons  and  boarding  houses  which 
arc  invariably  found  in  the  neighborhood  of  large  manufacturing  es- 
tablishments. Everything  offered  by  the  saloon  except  liquors  will 
be  offered  here,  but  in  an  attractive  way.  and  at  such  an  economical 
price  a-  to  mal  competition  impossible.      Meals  and  rooms 

will  be  offered  at  a  price  much  less  than  workmen  could  otherwise 
secure. 

C.  J.  HARRINGTON,  15  Cortlandl  St.,  X. -w  York  City,  is  out 
with  a  new  catalog  of  the  electrical  material  handled  by  this  firm. 
The  hook  contains  1.7  pages,  with  complete  index  and  code,  and 
is  fully  illustrated.  This  house  keeps  iii  si,,ck  a  large  assortment 
of  overhead    line    material    and    other    supplies   and    is    in    a    position 

furnish  anything  needed  by  electric  railway,  lighting  and  teli 
phone    companies.      Vmong   other   prominent    concerns    represented 
by    Mr.    Harrington   may   be   mentioned    the    I  led    Railjoint    Welding 
Co.,  the   Xew    (  enturj    '  at    Heati      Co     the  Knell   Air  Brake  1 
the    United    State-    Fendi  id    thi     Scranton    Fire    Brick    X 

1  he  new  catalog  will  be  Sent  on  request  Mr.  Har- 
rington has  purchased  the  entire  planl  where  "Medbury"  insulation 
was  made  and  removed  it  to  his  Newark  factory  where  Medbury 
material  will  be  made  and  sold  under  the  name  "Empire." 

NIK  BUDA  M>l  NDRY  &  MANUFACTURING  CO.,  of  Hai 
vey,  111.,  has  is-ned  n-   ig  "Railway  and  Contractors' 

Supplies,"  which  is  a  1 k  of  150  p  -  bound  in  flexi- 

ble leathei  Among  the  apparatus  and  supplies  which  will 

particularly  interest  -treet  railway  -  we 
note  the  foil. wing:  Dump  car-,  of  from  1 '  ..  yd.  to  5  yd.  capacity- 
rock  dump  car-:  the  "Buda"  pattern  heavy  base  rail  drills;  the 
Paulus  track  drill;    a  complete  line  of  -witch  stands;    rail  benders; 


thi    Bogue  8   Millet    lystem  ■■>   street  and  crossing  guard-.      Inter- 

of   the  catalog   by  addressing  the 

compan)  at   Harvey,  or  at  the  Chicaf  117  Monadnock  Bldg, 

•■  \    NEW    DEPARTURE    IX   CIRCUI1    BREAKERS"   1-  the 

title    of    a    catalog    issued    by    the    Hart  man    Circuit     Breaker    Co..    of 

Mansfield,   '  '  igned  on   new    lines 

and  illy  oil  switches  a-  well  a-  circuit  breakers,  a-  the 

break   in  all  cases  1-  mad)    in  oil.      I  hey  are  made  in   various  t. 
suitable    for    motor-,    switchboards   and    trolley    .  ger    in-tru- 

of  ill.    double  pole  typi  ans  of  two  handles 

-o   that    if  a    short    circuit    exists   on   closing    the    second    handle   the 

•in    will  immediately  Hj   open.     1  he  catalog  contain-  illustra- 
tions and  descriptions  of  all  the  different  types,  together  with  tables 
showing  the  carrying  capacities,  range  of  adjustment  and  price  li-t. 
J.  (,.   BRILL  CO.,   Philadelphia,  ha-  issued  a  new  catalog 
Brill  -now   sweepers,  -now  plows  and  track  scrapers.    11 
machines  are  all  illustrated  and  briefly  described  and  the  standard 

dimens -  are  also  given     In  the  standard  -weeper  short  brooms 

are  used,  independently  adjusted,  which  conform  to  the  curvature 

of  the  pavement  and  are  -el  at  an  angle  SO  that  the  -now  is  thrown 
clear  of  the  track-  instead  of  being  pushed  ahead.  The  plows  are 
made  in  three  styles,  namely,  the  -hear  plow,  the  nose  plow  and 
the  combined  -now  plow,  electric  locomotive  and  construction  car. 
The  track  scraper  i-  designed  for  use  on  either  high  or  low  cars 
and  i-  provided  with  an  attachment  whereby  tin-  blades  are  dropped 
instantly  into  place  bj   a  touch  of  Hi,-  Foot 

1  III-:  GENERAL  RAILWAY  SUPPLY  CO.,  of  Pittsburg,  Pa., 

1-    rapidly   taking   its  place  among   the   leading    -treet    railway    supply 

houses.  Commencing  business  a  few  year-  ago  practically  unknown 
to  the  -treet  railway  trade,  tin-  company  1  d  a  remarkable 

growth,  representing  at  present  many  of  the  leading  manufacturers 
of  railway  supplies,  among  which  arc  the  K.  D.  Xutlall  Co..  the 
Mayer  X-  Englund  Co.,  the  International  Register  Co..  the  Speer  I 
bon  Co..  the  Protected  Rail  Bond  Co.,  the  Frank  Ridlon  Co.,  the 
Sills-Eddy  Mica  Co.,  anil  the  Carton  Daniels  Co.  The  manager. 
Mr.  George  W.  Provost,  who  has  by  hard  ami  persistent  efforts 
brought  about  the  success  of  this  company,  i-  well  known  to  the 
trade,  and  it  is  needless  to  -ay  that  under  hi-  capable  management 
its  future   success  will  he  equally  marked. 

THI-  STUART-HOWLAND  Co..  of  Boston,  has  recently  ap- 
pointed Mr.  Harry  DeSteese  manager  of  its  New  York  branch. 
Mr  DeSteese  has  been  for  u  year-  constantly  engaged  in  various 
branches  of  Street  railway  work,  both  in  tin-  country  and  Europe, 
and  ha-  shown  marked  ability  in  his  hue.  Hi-  earliest  experience 
was  gained  under  Postmaster  General  Payne  at  Milwaukee,  lie 
wa-  manager  of  the  railway  department  of  the  Western  Electric 
Co.  at  Xew  York  from  [806  to  1000  and  left  to  take  charge  of 
establishing  a  supply  business  .11  London.  Eng.  Hi-  many  friends 
throughout  tin-  country  will  he  glad  to  learn  that  he  has  become 
associated  with  thi-  enterprising  house,  and  the  Stuart-I  lowland 
Co.  are  to  he  congratulated  on  having  secured  so  able  and  energetic 
a  representative. 

Till-  KI.I.HH  I  BR01  HERS  ELECTRIC  CO.  has  been  organ- 
ized with  W.  H.  Elliott  president  and  manager,  and  G.  E  Elliott 
secretary  and  treasurer,  the  offices  of  the  company  being  070-972 
Hamilton  St..  Cleveland.  O.  Announcement  is  made  thai  Messrs, 
Elliott  have  severed  all  connection  with  th,  \  an  Dorn-EUiott  Elec- 
tric Co.  and  opened  a  new  factory  which  i-  equipped  with  modem 
appliances  for  doing  an  extensive  repair  and  supply  business.  A 
pecial  effort  will  he  made  to  give  prompt  service  and  quick  dc- 
liveries  a-  well  a-  first  da--  repair  work.  W.  II.  Elliott  will  have 
charge  of  the  trade  in  the  field  and  will  spend  a  considerable  por- 
tion of  hi-  tune  in  trawling,  while  G.  I''..  Elliott  will  have  the  man- 
agement of  the  office  and  plant  Particular  attention  is  directed  to 
the  armature  and  motor  field  coils  lor  the  manufacture  of  which 
-pecial  designed  machinery  has  been   installed. 

Till-;  SYRACUSE  RAILROAD  CONSTRUCTION  Co..  which 
:-  building  a  twenty  five-mile  electric  railroad  between  Auburn  and 
Syracuse,  Xew  recentl]  do  ed  a  contract  with  the  \\ 

i.ighou-e  Electric  X  Manufacturing  Co.  for  two  650-kw.  enginc- 
ivpe  alternators,  delivering  three-phase  current  at  360  volts  ami 
;,ooo  alternations;  also  for  live  400-kw.  rotary  convener-,  togethet 
with  rai-ing  anil  lowering  transformers  for  operating  a  15,000- 
transmission  line  to  two  sub-stations.  A  complete  switch- 
id    i-    included    and    in    fact    everything    for    the    operation    of   a 


0O2.  ] 


STREET   k  \11.WAV   REVIEW 


Ml 


complete  railway  lim  generators  arc  to  be  direct  connected 

to  two  22  and  44  \  48-in.  cross-compound,  horizontal,  corliss  en- 
purchased  from  Westinghouse,  Church,  Kerr  \  Co.,  and 
linilt  by  the  Westinghouse  Machine  Co.  I  hi-  engines  are  to  receivi 
steam  at  150  ll>..  are  to  run  at  100  r.  p.  m.,  and  are  rated  at  1,000 
h    p.  each,  with  a  maximum  rating  of   1,800  h.  p. 

THE  AMERICAN  BRAKE  SHOl  &  FOUNDRY  CO.,  winch 
our  readers  will  remember  was  organized  a  few  months  ago  u 
operate  the  plants  formerly  controlled  by  the  Ramapo  Foundry 
Mahwah,  X.  J.,  tin  Lappin  Braki  Shoe  Co.,  Bloomfield,  X.  J., 
and  Buffalo,  N.  Y.  the  Corning  Braki  Sho(  &  Iron  Works,  Corn- 
mi;.  N.  Y.  th<  S  -  Heights,  Ml.,  tin  Ross  Median 
Foundry  Co.,  Chattanooga,  lenn..  1-  now  in  the  field  a"  a  manu- 
facturer of  brake  -line-  under  all  the  different  patents  controlled 
by  the  companies  mentioned.  The  American  company  will,  in  its 
iroduct,  combine  all  the  merits  of  the  various  brake  shoes  and  elimi- 
nate the  disadvantageous  points  from  tin  design.  Among  the 
names  well  known  in  connection  with  this  company's  shoes  are  the 
Sargent,  "Diamond  S,"  Lappin.  Corning,  Streeter,  H error 
Cardwell.  A  considerable  portion  of  the  output  of  the  company 
i-  m  miscellaneous  steel  and  iron  casti 

METROPOLITAN  INJECTOR  is  the  title  of  the  latest  catalog 
of  the  llaydeti  &  Derby  Manufacturing  Co..  of  New  York  City.  The 
products  of  this  company  are  the  Metropolitan  automatic  injectors. 
the  Metropolitan  1898  injectors  and  the  Metropolitan  double  tube 
injectors,  which  are  used  in  stationary  plants  and  for  marine  and 
portable  boilers.  The  company  also  manufactures  II.  D.  ejector! 
and  other  let  apparatus.  I  he  company  has  lately  moved  into  its 
new  factory,  where  it  has  installed  the  most  improved  machinery. 
It-  :  equipped  with  every  kind  of  instrument  for  car- 

rying on  experiments  and  research,  and  its  testing  facilities  are 
client  and  are  arranged  so  that  11-  products  can  In  tested  thor- 
oughly under  all  condition-  found  in  practice.  The  catalog  ein- 
bodii  ^  deal  of  useful  information  relating  to  injectors  and 
-bowing  the  results  that  can  be  attained  under  the  various 
conditions.  Copies  of  the  catalog  will  b<  forwarded  to  any  one 
interested  in  the  subject 

HIE  GENERAL   ELECTRIC  CO.  ha-   recently  issued  thi 
lowing    publications:     "Electric    Pumping    Machinery.'     a     tod-page 
pamphlet    illustrating    and    describing   modern    types   of    electrically 
driven    pumps.       Bulletin    No.    4287,    on    "Single-Phase    Alternating 
Current   Gener;  cycles."      Bulletin   No.   4-''K>.  on  "Electric 

Railway  Apparatus,"  being  a  reprint  of  the  paper  by  Ernest  .1.  I'm  re. 
read  before  the  American  Institute  of  Electrical  Engineers,  at  Buf- 
falo. Aug  Bulletin  Ni  4291,  on  "Compensated  Revolving 
Fieli                   rs."     Bulletin  N<     4292,  on  "C    1     I  irs."    Bul- 

No.  4293,  on  "Constant  Current    rransformer   Panel-."      I 
]«-iiii  No.  4294  "•  "Lightning  Arresters 

ge   pamphlet    describing    G  lightning   arr. 

with   an   introductii n   "Atmosphi  tricitj    and    Lighti 

Elihu   P.  :   l    ing   I  ' 

Transformers,"  a    14-page  pam|  .'i"l    Prici    1-i-t   No. 

ding   No.  7525  '  '!■'  n    Vri    Laim 

1 1  t  r  1 .     Mi  asuring 
and  "Lightning  Arn  sti 
PAWLING  &   HARNISCHFEGER,   Milwaukee,  Wi 

demand    fi  I  hoists    remain-    very    -an 

and  that   buyer  PI     :-'":' 

••■mmig  to  standard  di  owing 

,v  Mai  bin.   Co.,  Davenport 
hohocken    ' 
1 

1 

quip) 

■ 

' 
All 


one  -•-ton  crane;  Brown  Corliss  Engine  Co.,  Colli--.  Wis.,  one  30- 
ton  crane  with  5-ton  auxiliary  hoist  ;  Gisholt  Machine  Co.,  Madison, 
Wis.,  one  IO-ton  crane;  The  Milwaukee  Electric  Railway  &  Light 
Co..  Milwaukee,  Wis.,  one  5-ton  special  hoist;  The  Standard  Steel 
Work-.  Burnham,  Mifflin  Co..  Pa.,  one  10-ton  crane;  Christensen 
Engineering  Co.,  Milwaukee,  two  IO-ton  crane-;  Hanson  &  Tunelis, 
Chicago,  one  rH-ton  hoist  crane;  Sterritt- Ihomas  Foundry  Co., 
Pittsburg,  one  IO-ton  crane;  The  Elyria  Iron  8  Steel  Co.,  I'lyria.  O. 
one    15-ton    cram 

lHF.  ALLIS-CHALMERS  CO.  reports  for  July  the  following 
partial  list  of  "1890"  frame  Reynolds-Corliss  engine-:  L.  T.  Wil- 
liams x  Son-.  New  York;  G.  A.  Bergland,  Milwaukee,  Wis.; 
John  M.  Stoni  Cotton  Mills.  Starkville,  Ma--.;  Combination  Rub- 
ber &  Belting  Co.,  Bloomfield,  N.  J.;  Lidgerwood  Manufacturing 
Co..  New  York;  Brun-w  ick-Balke-Collendcr  Co..  Chicago;  C.  A. 
McDonald,  Chicago;  (iriffin  Wheel  Co..  Chicago;  International 
Papei  Co.,  New  York  City;  also  the  following  orders  for  girder 
franii  Reynolds-Corliss  engines:  Owosso  Casket  Co.,  Owosso, 
Mich.;  Rock  Plaster  Co.,  New  York  City;  Madero  &  Rinson  Gal- 
lardo,  Lagos,  Mexico;  Springfield  Manufacturing  Co..  Rockville, 
Conn.;  Keye  Brothers,  Argyle,  Minn.;  Barnet  S:  Record  Co.,  Min- 
neapolis. Minn.;  Cashier  Mining  &  Milling  Co..  Breckinridge,  Col. 
The  following  miscellaneous  -ales  were  also  made:  Buffalo  &  Sus- 
quehanna Iron  Co.  Buffalo,  N.  Y.,  four  boilers  of  the  convertible 
cross-compound  steeple  type  blowing  engines;  Studehaker  Brothers 
Manufacturing  Co.,  South  Bend,  Ind.,  independent  air  pump  and 
condenser;  Thomas  Kent  Manufacturing  Co.,  Clifton  Heights,  Pa., 
one  Reynolds  convertible  boiler;  Milwaukee  Electric  Railway  & 
Light  Co.,  Milwaukee,  Wis.,  two  convertible  cross  compound  direct- 
coupled  engines;  Tonawanda  Iron  &  Steel  Co.,  North  Tonawanda, 
N.  Y..  one  vertical  long  crosshead  type  blowing  engine;  American 
Steel  &  Wire  Co.,  Pitt-burg,  Pa.,  six  pairs  of  convertible  cross- 
compound  steeple  type  blowing  engines  and  two  convertible  low 
pressun  long  cm--  head  blowing  engines;  McCorniick  Harvesting 
M.i.hine  Co.,  one  vertical  cross-compound  direct  connected  Rey- 
nolds-Corliss engine;  New  Orleans  Railways,  New  Orleans,  La., 
two  vertical  cross  compound  direct  connected  engine-;  Omaha 
Water  Co..  Omaha,  Neb.,  one  jo.ooo.ooo-gallon  vcrticlc  triple  pump- 
ing engini  .  S.111  Antonio  Water  Co.,  one  50.000,000-gallon  vertical 
triple  pumping  engine;  the  Ptarmigan  Mines,  British  Columbia,  one 
-mgle  Riedler  exprc-  compressor;  Pennsylvania  Railraod  Co.. 
Pa.,  two  Sederholm  boilers, 


SEVEN    HOURS    AND    FIFTEEN    MINUTES 
ST.   LOUIS     FAST  TIME  MADE  BY 
THE  B.   &  O.  S.   W. 


TO 


1  inati  and  St.  Louis  1  -I'M  -,  No.  1.  due  to  le.-ue  Cincin- 
nati via  I!  &  II.  S.  W.  0:00  a.  m..  arriving  St.  Louis  5:45  a.  ML, 
made  a   fa  Si   rim   Saturday,    \ugu-t    n.tli.       The  train  left   Cincinnati 

51  minute-  late,  was  delayed  -■-  minutes  en  route,  and  arrived  St. 

Louis  "ii  schedule  tune.       I  he  run  was  made  in  ;  hours  and  47  min- 
utes;    the    detain.     1       I  ■;•>    mil.    ,    and    the    regular    time    X    hours   45 

minutes. 

I  In      fast   tune   was  bealen   a    few   days   later.       Second    No.    t    left 

1  nnati   10  .10  a.  m.,  made  the  nm  to  Washington,  Cnd.,  a  dis- 

tai 1   170  mile.,  in  210  minutes;    consolidated  with  regular  No. 

1   al   iIm    I. ill' 1    point,  arriving  St.   Louis  5:45  p.   m.,  on  lime,  making 
the  nm   from  I  incinnati  to  Si.   Louis  in  -  boms  and   15  minutes. 
■  made  bel  «  een  thi  •   i  wo  i  itii 


WIRES  CUT   AT  TAMAQUA,   PA. 


thi    Panthi  r  Creel    \  alii  |  mitted  dep 

redation  hi    electrii    railwaj    thai   run     from    famaqua,   Pa„  to 

Summit  Hill.   Vugu  I    17th    foi  the  purj 1  incapacitating  the  line 

and  ti  pected  arrival  ol     11     from    Manila 

J  oi  the  poll     on  thi   line  were  chopped  down  and  the 
win 

«»♦ 

[nterurban   Motoi    '  0.,  which  was  recentl     incorporated  at 

ipoli  .  with  •'  capital  of  $5,000,  ha    commenced  maklnj 

lai    trips   wil  bel    larrett,    Vubui  n    tnd 

Wall 


612 


STREE1    R  VILWAY   REV  [EW. 


[Vol     XII. 


FINANCIAL. 

BROOKLYN   RAPID    IK  VNS 
I  In-  report  "t  ilu-  Brooklyn  Rapid    Transit  Co,  t"i   ihi 
case  in  the  net  eat  ning 
Inn  it  also  shows  .in  increase  in  ihi  nings  of  $688,507.     The 

isc  in  the  net  earnings  1-  due  i"  the  fact  that  the)   havi 
for    improvements,    betterments,    and    equipments,    but 
•  the  compan)    1-  now   provided  with  dividends  for  its  new 
Ikunl  issue  tin-  earnings  will  not  be  diverted  in  this  way.     A  com- 
parative statement   of  operation   for  the  months  "t    \\un-  and  July. 
follows 

Jim 

I'  ><1_\  [ill 

Miles  operated   (single  track) 489.3  488.9              4" 

Cross   receipts                                     .$1,165,387  $1,181,023*$  15,735 

Expenses,    including    taxes 732,152  733.741 

Net   receipts   133-135  4484*2 

Jm 

hk"-'.  1901        Increase. 

Miles  operated   1  single  track) 489.3  488.9            .40 

( ir. »--   receipts    $1,236,400  $1,203,760    $32,639 

Expenses,    including    taxes 708,136  759494 

Net   receipts   528,263  445,366       82.997 

1 1, 1  rease. 
A  comparative  statement  for  the  fiscal  year  ending  June  .toil      9 
.mil  1903,  is  given  as  follows 

Mill.'.  [9OI.  In 

Miles  operated   (single  track) 489.3  488.9    $688,507 

Gross   receipts    $13,789,704  $13,101,197      981,579 

Expenses,    including    taxes 8,952.214      7,970,634     '293,072 

Net    receipts    3,837,490      4,130,563     

1 1,  crease. 

It  i-  stated  that  the  earnings  of  the  system  for  the  month  of 
August  exceeded  by  $75,000  the  large  returns  for  the  corresponding 
month  a  year  ago 

NEW  YORK  ME1  ROPOLITAN. 
The  Metropolitan  Street  Railway  Co.,  of  New  York,  it  is  stated, 
has  paid  all  of  it*  fixed  charges,  with  the  deficit  of  about  $104,000 
after  the  7  ikt  cent  dividends  guaranteed  by  the  Metropolitan 
Securities  Co.  were  paid.  This  is  considered  very  satisfactory  in 
view  of  the  condition  of  the  streets  on  which  some  of  the  leading 
lines  run.  on  account  of  the  excavations  for  the  rapid  transit  subway. 
The  Third  Ave.  line  is  reported  to  have  earned  it-  fixed  charge-  and 
a  small  surplus.  With  the  securities  company  furnishing  the  money 
to  make  the  necessary  betterments  the  earnings  will  hereafter,  it  is 
generally  considered,  more  than  suffice  for  the  7  per  cent  guaran- 
ted  di\  idends. 


NEW  YnRK  R  \IMD  TRANS!  I  . 
'The  total  expenditure  for  the  Rapid  Transit  work,  including  that 
fur  the  month  of  August,  ha-  been  $20,300,000.  or  .;*  per  cent  of 
the  total  appropriation  of  $.$5,000,000.  Thi  figures  for  the  last  rive 
months  showed  an  average  monthly  expenditure  of  $[.200,000.  The 
mail  ha-  now  assumed  a  very  tangible  shape  ami  the  engineers  in 
charge  of  tin-  w,,rk  are  confident  that  the  west  branch  will  lie  cum- 
pleted  within  1(1  months,  anil  the  entire  ea-t  branch  will  he  finished 
at  al«  nit   the  -ante  time. 


MANHATTAN   ELEVATED,  NEW   YORK 
The  Manhattan  Railv  ently  issued  its  report  for  1 

cal    yea  June    30th.     I  he    gross    earnings    tor    thi 

amounted  to  $10,665,911,  an  increase  of  $1,242.23.  The  balance 
available  for  dividends  was  $3.073476,  an  increase  of  $751,120. 
I'he  number  of  passengers  carried  during  the  year  was  215,259,345 
which  i-  the  largc-t  number  carried  during  any  year  -in, 
During  1899  ilu  management  of  the  road  raised  $18,000,00 
the  -ale  of  new  -t,,ck  authorized  to  meet  the  expenses  of  the 
change  in  motive  power.  A  portion  of  thi-  capital  1-  loaned 
on  interest,  which  considerably  augments  the  revenue  of  the 
company.  I  he  following  table  -how-  the  earning-  of  the  com- 
pany (luring  the  la-t  fiscal  year  111  comparison  with  that  of  the  pre- 
vious  yi 


lOOI, 

■               ,1  ningi                                                               .  -  •>  ihi. 

iting    ,  \p.  119                                                   --  ;  18,585  5.353 

Ig                                                            5,147.336  4.163 

'  836, 

income                                                . .     5,773.126  5,000, 

Interest    ami    taxes                                                  99,671  -  ''77 

I  -'..U'-' 

ends,   4  pi                                                             •  [,030, 

over    dividends >, 153455  4- 

215.259,   . 


.-•V 

J35 

.1.15 

4' 


I  ill.   PHILADELPH1  \  I  I  •     PIT1  SB!  RG. 
Philadelphia   Co.   with   it-  affiliated  corporations   ha-   issued 
a  comparative  statement  of  earning-,  expenses  ami  nel   income  for 

the  til, mill-  of  August,    1901    ami    1902,  a-   follows 

I902. 

Gross   earnings   from  operation- $928,898    $1,061,378 

Operating  expenses  ami  taxes 593.641         703.935 

lining-    front   operation 336,357  .(5745.! 

1  Ithei     income     1 7 .  4S/ 1  83,198 

Total   earning-   and  "tlur   income 353,743  440,652 

tcl -    from   income 34-593  76,519 

income   310.150 

Fixed   charge-     266.953        331,989 

.Vet    income    53.096         42.14.! 

Less  proportion  -if  -aim   to 'credit  of  owners  "i 

capital    -tuck   of   affiliated   corporations   other 

than  the  Philadelphia  Co 1*1.17-'  1,386 

Balance    represents    Philadelphia    Co's.    interest 

in  the  total   net   income *  16.070  40.75') 

•Deficit. 

The  Philadelphia  Co.  includes  the  Consolidated  Gas  to.  of  1'itt-- 
burg;  Allegheny  Illuminating  <- '"..  the  Allegheny  County  Light   I 
Charxier-  Valley  Gas  Co.,  Union  Gas  Co..  ,,f  McKeesport,  ami  the 
Equitable  Gas  Co.,  of   Pittsburg,  in  addition  to  it-  electric  railway 
properties  

CINCINNATI,  NEWPORT  &  COVINGTON. 

Cincinnati.   Newport  &  Covington  Railway   Co.   ha-   issued   a 
financial  statement  showing  comparative  figure-  for  July.  1902  and 

1901,  ami   al-,,  for  the  tir-t   seven  month-  of  each  year.  The   state- 
ment  is  as  follows  : 

J ,  ,  v 

1902.  toot. 

Gri  iss    receipt  -     $  77.8X7.00  S  76.620.00 

Operating    expenses    29,875.00  33,458.00 

Rein-     215.00  215.00 

Taxes     3.500.00  3.000.00 

Rent-        1.:  t. 5 11.00 

Tolls     7,763.00  7,846.00 

Total  expenses   : 42.853.00  46 

Xet    earnings    35-034.00  39.599.00 

charges,  intefesl  on  bonds 15. 410.00  15416.00 

Interest  on  temporary  loan- 551.00      

fixed  charges   15,967.00  15416.00 

Net   profit    19,066.00  1- 

Operating    ratio    38.35  43-66 

Same  including  damages,  taxes  ami  rent 4505  49-80 

Same,    including    damage-,    taxes,    rent-    ami 

toll-      55.01  60.06 

SEVEN    Months 

1            receipts 500,037.00  461.258.00 

Operating  expenses    199,706.00  194,550.00 

I  lainage-     10.500.00  IO.50O.OO 

1  axe-    24.500.00  21.000.00 

1 .505.00  1 .5  r  i.oo 

54.510.00  54.311.00 

expenses   2qo.730.oo  281,873.00 

Xet    earning-    209,306.00  170..;*;.'" 

rges,  interest  on  bonds 108,244  o  [07.916.00 

•    011    temporary    loan- -  1 .604.00 

■•           fixed    charge- to8.992.O0  10cj.521.00 

Xet     proril     100.314.00  69.863.OO 

tig     ratio    ;,,.,,;  4J  |7 

Same  including   damage  1    rent...  472a  4'M.i 


n.MI.V    STREET    R  Ml  \\  \Y    RE\  [EW. 


613 


DAILY  STREET  RAILWAY  REVIEW 

PUBLISHED   BY 

WINDSOR  &  KENFIELD  PUBLISHING  CO. 
65-60  Congress  St..  West  Detroit,  Mich. 


SUBSCRIPTION.  PER  YEAR,  S3. 00 


CHICAGO  OFFICE, 
NEW  YORK  OFFICE, 

ON  OFFICE, 
PHILADELPHIA  OFFICE, 
CLEVELAND  OFFICE, 


•45-47  Plymouth  Court 

39Cortlandt  Street 

Atlantic  Avenue 

-    The  Bourse 

302  Electric  Building 


made  foreotrv  as  s.  matter. 


Mil  .  Ml.       Wednesday,  October  8.  1902. 


No.  I 


Special   attentio  ed   to  the   fact    that    .-ill   the   meetings 

will  ..n   Detroit  city  time,  which  is  us  minutes  faster 

than  central  standard  til 

■tuft 

The  :...:il  committee  ann  unces  thai   there  is  a  large  amount 

nail   matter  and  a  few  telegrams    still    uncalled    for  at   the 

manager's  office  In   Exhibition   Hall.     All  exhibitors  and  repre- 

aupply  booses  are  encouraged  to  call  and  enquire 

for  mail. 

■tit  It 
re  "ill  note  thai   the  Aral   page  of  this  issue  is  No. 

The  folio  numbers  for  the  "Daily  Review"  ar nsecutive 

with  ties.-  of  the  regular  monthly  issues  of  the   •street  Railway 
and  ail  f..ur  "Dailies'1  should  be  preserved  for  binding, 
i.  r  to  have  the  year's  plete. 

*■».«? 
Tin-  headquarters  of  the  "Review"  at  the  Convention  Ball  are 

'   at   the  left  of  the  main  entrance,   where  we 
to  welcome  our  friends.     Both  street  railway  men 
and   snpplymen  are  requested   to  have  their  cards  at   the   "Re 
view"  space  In  the,  Armory. 

■tit  It 

the  American   street    Railway   Association  will 

-It   the  question   ,,|'   changing   its   name   to  that    "I 

the  Am.  i  tallway  Association,  as  was  suggested  in 

th..  "Review"  for  Sept.  20,   1902.     As   we  sii.i   in  thai   issue,  ah 

the  banging  the  name  of  the  at — 

with  equal  force  t..  the  name  of  the  "Sti i  Railway 

onounced  ..ur  Intention  ..f  changing  the 
mm  ■  ni   Review"  to  the  "Electric  Railway 

w." 

ore 

a  larger  numb  et  rail 

to  He venl Ion  I 

well  as  the  president  and  general  man 
ending  large  delegations 
it  Hllwankei    Wis.;  Rochester,  v  v.:  Phlla 
ili'iphia,  Buffalo 

*  »  » 
I  ted,    the  ti  Hirers 

i  Ide,   Thursday 
ndance  upon  the  com  enl  Ion     Tbl 
mini  ii    upon    after    the 
that      An 
.n  tomorrow's   "Dally   Review 
■  ■   •   i be  Oadil 

..ii     il     on    ,i 
Tower   II 

I  rom  '  Irlt 

dele 

'       trip  win 

■  ffo  de  through  and  give 

ilanl  in  "|. 
:  Wlicelci    ' 


The  American  Streel  Railway  Association  "ill  meet  at  11 
o'clock,  in  the  assembly  hall,  which  is  on  the  Boor  below  the 
main  exhibit  ball. 

There  will  be  a  meeting  of  supplymen  at  the  convention  hall 
at  11:30  a.  iii  today,  to  hear  the  report  of  F.  s.  Kenlield,  the 
secretary  of  th<  committee  appointed  last  year  at  New  York  to 
c  nsiiier  the  organization  of  a  street  Railway  Manufacturers' 
Association,  Further  information  may  be  had  by  inquiring  at 
the  "Street  Railway  Review"  space  or  at  the  general  informa- 
tion bureau. 

The  Wheel  Truing  Brake  Shoe  Co.,  ol  Detroit,  advises  us  that 
it  has  arranged  for  an  "overflow  theater  party"  for  Thursday. 
For  tear  that  the  capacity  of  the  Detroit  Opera  House  may  not. 
be  sufficient  to  accommodate  till  those  di  tring  to  accept  the 
courtesies  of  the  A.  S.  R.  A.,  the  lower  floor  of  the  Temple 
Theater  has  been  secured  for  the  same  evening,  and  those  failing 
are  tickets  for  the  Detroit  Opera  House  may  get  places  for 

ih.'  Ti  nii'l.    bj   applying  at  the  space  of  the  \VI I  Truing  Brake 

Shoe  Co.  ni  i  lonvention  Hall. 

ANNOl  NOBMENTS   FOR    REVIEW   DAILY. 


The  editors  of  the  Daily  street  Railway  Review  will  he  phased 
ln  receh pies  of  any  special  announcements  or  invitations, 

and    n.iti f   outings,    or   pxcurshns   of   any    kind    not    arranged 

toi    i"    tin    official    program.      A    memorandum    of    any  coming 

evei ■  ice  Of  any  kind  intended  for  the  "Daily"  may  lie  left 

ai  our  headquarters  al  spare  No  28,  Exhibition  Hall,  at  the 
Hotel  Normandie,  or  at  our  printing  headquarters  with  the  R.  L. 
Polk  Printing  Co.,  if".  Congress  Street  West,  Detroit    Mich. 

mm 

Mow    In   REACH    EXHIBITION    1 1  \  I.I. 

The  I lal   exhibit! f  street    railway   material   is  being  held 

this  year  at   the  Light   Guard    An -y.    corner  of   Larned  and 

Brush  streets.  To  reach  the  hall  from  the  Cadillac  Hotel,  take 
a  Michigan  avenue  car  and  transfer  to  Jefferson  avenue,  getting 

off  at  .1,  lleis. hi   avenue  ami   Brush   street.     The  hall   is  out-  block 

i  ..nil  of  this  point,    From  any  of  the  \v [ward  avenue  hotels, 

ill''    i    I '  il  .(■-...  1 1  avenue  ear  and   gel    Off  a1    the  same  place.     The 

hall  i-  aii. mi  eight  minutes  ride  from  the  Cadillac. 
PRESIDENT   HUTOHINS. 


ii  mi    ■    ii.  in.  :-    gratifying  in  learn  thai   President  iiutchlns, 
of  the  Detroit    United   Railway,  had  sufficiently  recovered  from 
i       '  i   the  officers  of  the  association  yester- 
day, and  everyone  regrets  that    Mr.   Hutchlns'  health   will  not 
permit  him  to  take  .>  more  active  pari   in  the  association  meot- 

III Ills. 

SECRETARY    PBNINGTON'fl  GOOD  WORK, 


iii   i"i    .1 i.  ni.  '   I.,  .i  ni   date  the  haul  work  in 

vohed    iii    gelling   ninhr  niion    such    as    the 

i  in  h  ..i  this  task  oatur- 

all]    falls  on   the  Becretarj    "i    thi     \    ocli c,  and    too   much 

credit  can  not  in-  given  Be Pen] for  the  able  way  in 

which   he  has  bandied   I  i         blblti     thi    reglstral i,  and  the 

man  at  i"    ti i oven! Ion, 

Been  I."  i    i'.  m-  on  I ■      >  i  i Ini  e  Saturday, 

up  ii Id    and  .  ini     ni'i  ha  1 1  en  erythlng 

\n  Innovation  this  year  was 
al  ternoon  and 

ei  '   III        jppl  n"i    'I-  i'    .Hi       I.,    obtain 

Ickel      ■  tc     before   the   i  u  i i 

Anyo  boui         coal  ami  sating  hiH 

ii    the   same  time   will    not    douhl 
Hi.,  iinih  ..  aid 


61  i 


DAILY    STREE1     RAILWAY    REVIEW. 


I  Vol    XII,  No.  I. 


A    S.  R    A.  PROGRAM. 

All  meetings,  etc.,  »di  !»•  called  on  Detroil  citj  turn      0 
time  i>  28  minutes  faster  than  standard  time. 

Papers  «m  be  presented  a)  it"-  American  Street  Railway  Aaso 
elation  convention  on  the  i"ii  iwlng  subjei 

"Reglstratl i   Transfers"     Brooklyn   Heights   Railroad  Oo., 

i.v   i     1 1    \|,-.  m  ii  \   and  treasurer. 

"Benefll    Assoi  Metropolitan   Btreel    Rallwaj    Ca,   "i 

\,-«   v.. ik.  bj  Oren  Vi     Ri  ml  general  manager. 

IpHnc  ol    employes  bj   the  m-i  ii  System"    Metropolitan 

Street  Rallwaj  Co.,  ol  Kansas  Olty,  bj   W.  A.  fiatt  ral 

superintendent, 

"Transportation  of  Light  Express  and  Parcel  Delivery"  De 
troll  United  Railway,  by  George  v!  Parker,  general  express 
agent 

'•The  steam  Turbine:  Its  Oommerclal  E.  H.  Sniffen,  "i 

vVestlnghouse,  Church,   Kerr  &  Ca,  New    l'ork. 

"Signals   Cor   Urban   and    [nterurban    Railways"    <  'i.i   Ci 
Rallwaj  i  o.,  Boston,  bj  Q.  W    Palmer,  Jr.,  electrical  engineer. 

"The  Adjustmeni  of  Damage  Claims"  Chicago  City  Railwaj 
,  o    i.v   \i    B   Starring,  assistant  general  eouri 

The  papers  have  n  't  t •« •« - 1 >  assigned  to  the  different  sessions, 
i.ut  other  details  of  the  program  are  ;is  follows: 
WBDNESD  u 

Address  of  welcome  bj  Mayor  W.  C.  Maybury,  of  Detroit. 

Roll  call. 

Invitations  extended  to  join  the  Association 

Address  of  President. 

Report  "i  Bxecutii  e  ' ! mil  ti 

Reporl  of  Secretary  and  Treasurer. 

Appointment  of  committee  on  nomination  of  ofBcers  and  selec- 
tion of  nexl  place  of  i t  i ntr. 

THURSDAY 

\,,  business  Bession  will  be  held  on  Thursday. 

I   KIP  \>i 

Report   of  Committi i  Rules  for  the  Government   of  Bm- 

.i    C    Braokenridge,  general  manager  B  Heights 

R,  R.,  chairman;  B.  C.  Fester,  general  manager  Old  Colon]  Street 
Railway  Co.;  T.  K.  Mitten,  general  manager  International  Rail- 
way; \v.  B.  Harrington,  general  manager  Camden  in.  J.)  A 
Suburban  Railway  Co. 

Reporl   of  Committ n   Standards:     N.   ii.   I i*-i"t .   president 

Ueriden  (Conn.)  Electric  u.  R.,  chairman;  B.  G.  Connette,  vice- 
president  and  general  manager,  Syracuse  (N.  Y.)  Rapid  Transit 
Co.;  C.  F.  Holmes,  Kansas  City;  John  I.  Beggs,  president  and 
general  manager  Milwaukee  Electrical  Railway  .v-  Light  Co.;  B. 
A.  Newman,  general  manager,  Portland  (Me.)  Railroad  Co.;  K.  T. 
L.-iiiin.  general  manager,  Worcester  (Mass.)  Consolidated  Street 
Railway  Co.;  Will  Christy,  vice  president  Northern  Ohio  Traction 
Co.,  Akron,  <  I. 

Electl t  "Hi- 

ENTERTAINMENTS. 

WEDNESDAY. 
An  Informal  reception  will  be  tendered  the  ladies  in  attendance 

i  r 10  a.  in.  i"  I  p.  in.  at  Hotel  Cadilkv 

a  general  reception  will  be  held  at  Hotel  Cadillac  at  s  o'clock  in 
the  evening. 

TH1  IISKAV. 
The  entire  da]  will  be  devoted  t"  tin-  examination  of  exhibits 
mi  i invention  Hall. 
Thursday  evening  there  will  be  a  theater  party  at  the  Detroit 

Opera  II i'  to  see  "'VI  ben  Johnnie  Comes  Marching  Home." 

FRIDAY 

a  trolle]   lidc  will  be  given  for  the  ladies  on   Friday  ruing, 

leaving  Hotel  Cadillac  at  1"  a.  m.  for  Mouul  Clemens,  via  the 
Rapid  Railway  and  Gratiot  Ave.,  returning  via  the  Shore  Line 
to  the  Country  Club,  Grosse  Polnte,  whi  leon    win    be 

served  at  l  o'clock.  The  return  i"  the  city  will  be  made  ai  i 
p.  in. 

The  banquet  will  be  beld  at  Hotel  Cadillac  ni  8  o'clock,  al 
which  ilii-  installation  of  the  ofBcers  elect  "ill  be  held. 


PROGRAM  OF  ACCOUNTANTS'  ASSOCI- 
ATION 


\\  BDNBSD  LY,  OCT    B    1902    10  A    w 
\ii. 1 1  ■  —  ..i   Welcome  by  Hon.  F.    \    I  imptroller  ol  the 

of  Detroit 
Annual  Address  ol  President 
Annual  Report  of  Executive  Committee 
Annual  Report  of  Secretary  and  Treasurer. 

iv    ■    llectlon  and  Reporting  or  Pares  on  Otty  and 
[nterurban    Lines,"   by   Wm    0.   Sampson,   treasurec   Union 

i   ii  Co  "i  Indiana. 

Appointment  of  Convention  Committees  on  Nominations  and  Res 
olutlons. 

Aftern -  o'clock. 

Annual  Reporl  of  C nltl n  Standard  Material  and  Supply 

Accounting. 

Paper:     "The  siati rj   Store  room,"  bj   J.   i:    stunt/.,  auditoi 

South  Jersey  Gas,  Electric  &  Traction  Co..  ('nuideu,  N.  .1. 

\n  SESSION  ON  'I'll I  R8DAY,  01   I    9,  1902. 

FRIDAY,  OCT.  H>.  1902,   10  A.  M 

Chart  of  Street  Railway  Blanks,  suggested  b]  G.  B.  Tripp,  gen 

eral  auditor,  Stone  .*.•  Webster's  Oo.'s,  Boston,  Mass. 
Annual  report  of  Standardization  Committee. 

After n.  _  o'clock. 

Reporl  of  i 'iiininiii hi  Standard  Form  of  Report   tor  Electric 

Railways, 
Report  of  Committee  on  Nominations. 

Blect  i i  <  ifBcers. 

Reporl  of  <  lommlttee  on  Resolutions, 
installation  ol  <  Ifficers. 
Adjournment  *  ■  *?  *t 

ANNOUNCEMENTS 


Badges  of  the  Association  will  he  honored  on  all  city  and  inter- 
urban  lines. 

Information  bureaus  "ill  be  established  al  Hotel  Cadillac  and 
at  Exhibition  Hall 

The  Western  Union  and  Postal  Telegraph  companies  will  es- 
tablish offices  in  the  Exhibition  Hall  and  the  Michigan  Bell  Tele- 
phone C  '.  lias  installed  telephone  Instruments  for  the  use  of  the 
deli  gates  at  the  hall, 

The  American  District  Telegraph  Co.  «  Mi  also  install  Its  service 
at  Exhibition  Hall. 

The  power  houses  and  storage  battery  stations  at  Riopelle  St 
and  Hancock  and  Third  Avis.,  in  Detroit,  and  at  Farmingtou 
Junction,  Birmingham,  Rochester,  Bcorse,  New  Baltimore,  Ypsl- 
lanti,  mi  the  Interurban  lines,  «iii  i pen  for  inspection  "i"  dele- 
gates ai  ii>i'  convention. 

■tit* 

LOCAL  COMMITTEES. 


GENiER  \l.  COMMITTEE. 
Jere  0.  Hutchins.  Ohairman. 


i  leorge  H.  Russell. 
B.   Peters. 
Albert  n.  Stanley. 


Irwin  Fullerton 
John  ii.  Fry. 
Walter  Ross 


John  Kerwbj. 

W.   I>.   Wood. 

Albert  Eastman. 
W.  O.  Russell. 


EXHIBIT  COMMUTE] 
John   ii.  Fry,  Chairman. 

Edward  J.  Bnrdlck. 

Merrill. 
William  Webber. 

.la  lues  Hullen. 


James  Anderson  Fred  C.  P< 

is  Farmer.  F.  W.  Heninger. 

PI  BLICITY   AND  INFORMA TION   OOtMMITTBE. 

Albert  E.  Peters,  Chairman. 

i  >a\  id  Brown.  Thomas  Patterson. 

i  nomas  B.  Lj  nch.  Harry  V.  ratlin. 

c.  B.  King.  W.  F.  Blen. 

Thomas  Beath.  R    W.  F.  Peters. 

W.  i '    ii.. ]. per.  Paul  Dohrman. 


Oct.  8 


D.MIA     STREET    RAILWAY     RE\ 


615 


T.N  IFK  IAINM1.N  C    COMMITTEE). 
Irwin  Fullerton,  Chairman. 
a    r    Edwards.  I",  a.  Blnchman. 

John  Twomey.  Robert  Oakmao. 

Bdward  II.   l     •  George  W.  Parker. 

Win.  U.  Fraxer.  loseph  Bampton. 

Louis  Schneider.  F.  W.  Brooks. 

Ernst  Klussman. 

i.Ai«u:s-  I'uMjiri  1 1:1: 
Albert  M.  Stanley,  Chairman. 

John  L.  i;  Barry  Bullen. 

li   s.  swift.  w.  J.  Dawson. 

Charles  B  Dr.  Hedley  Williamson. 

i  Johnson.  Mrs.  George  n.  Bnssel. 

Mr-.  James  T.  Keena.  Mrs.  Michael  Brennan. 

Arthur  Pack.  Mrs.   A.   p..  ,lu  Pont. 

-Mrs.  \V.  It.  Frazer.  Mrs.  John  II    Fry. 

Mrs.  Tin. mas  Farmer.  Mrs.  Albert  H.  Stanley. 

Mrs.   F.  A.   Hinchman.  Mrs     Irwin   Fullerton. 

Mrs.  J.  D.  Hawks.  Mrs.  G.  B.  Qunderson. 

Mrs   c.  M.  Swift.  Mrs.  W.  J.  Gray. 

Mrs.  s.  F.  Angus.  Mrs.  John  O.  Donnelly. 

Mrs.  r.  W.  Brooks.  Mrs.  a  J.  Rellly. 

Mrs.  C.  n.  King.  Mrs.  Walter  Ross. 

Miss  Sarah  II.  Rose  Mrs.  C.  D.  Joslyn. 

Miss  Fannj   M.  M.  Peters.        Mrs.   Tin. mas  T.  Leete 
RECEPTION  COMMITTEE. 
G -'•■  II.  Russei,  Chairman. 

II.  a.  Bvi  ■...      \     I     Bliss. 

i:    W.   Moore.  Mayor   William    0.    Mayhury. 

I:    A.  Barman,  i      .1     Rellly. 

M.  Swift.  n.  \i.  Doffield 

.1.   1>.   Hawks.  Arthur  Pack. 

J.    B.  c.rliss. 
Bendrie.  I'.  J.  Becker. 

Clarence  Black.  Dr.  Benjamin  P.  B» 

"    B.  Taylor.  C.    D.  Joslyn, 

.1.  T.  Keena.  on  R.  Hanchett,  Jr. 

hael  Brennan.  Thomas  T.  I to.  Jr. 

Fred  smith.  g.  B.  Gunderson. 

John  <\  Donnelly.  W.  B.  Qoinby. 

William  J.  dray.  James  E.  Scrlpps. 

PBBSS  COMMITTEffl 
Walter  i:  bs,  ' Ibalrman. 
P.  i  ng  Men  s. 

■  tnerhorn,  I  (etro 

i     • . 
Henry  P.  Hetberington,  Detroll  Journal. 
Curt  Hoffman,  Abend  Post 
Adolpb  Slederpi 
fi:i.»-  Waltei    Meade. 

TO  «  BOM    I  HI.  HONOR  BELOf 


who   walks   into  tin' 

■    \\  ednesday  morning  there 

thing  that    will   irike   him  as   being  particularly 

itefully   decorated   exhibit   halls 

iia.i  convention*  where  must  >>i   the 

exhibits  were  In  plan-  by  Wednesday  morn  lej  an-  here, 

hut  if  ■   tin-  trouble  t..  ask  the  Oral  exhibitor 

•  if  treatment  in-  has  had  from  the  local  exhibit  com 

liner  In  the  history  oi  Uu 

be  changed,  bul  that  win  in-  tin 

play  i- 
mppl)  men    in    readj   to  receive 

Who  mail)'  It 

'«'  mentto I  Mr  John  ii    Fry.  chair 

i    •    -  ••      .  all  him  the  "a 
■    ■ I  ail  you  b 

dozen  feel  n  ■  .  |      \  on 
told  h  i. ,  ii, •  telegraph, 

1 1 


United  Railway,  and  all  the  influence  of  the  City  of  Detroit, 
were  called  into  action  to  get  what  you  wanted.  Mr.  Fry 
sleep,  doesn't  eat,  and  unfortunately  doesn't  smoke.  The 
only  thing  Mr.  Pry  cannot  do  is  grant  additional  exhibit  span 
this  morning   because  be  thinks  most   ..i    the  exhibitors   would 

to  having  exhibits   more  thi layer  drop.     He  has 

even  accomplished  the  seemingly  impossible  by  adding  several 
huudred  square  feet  to  the  Boor  space  available  by  getting  a 
special  resolution  from  the  Detroit  City  Council  giving  the  com 
mittee  permission  to  cover  one  half  of  the  adjoining  sirens  as 
an  annex  to  the  exhibit  hall. 

Next  comes  Mr.  Edward  J.  Burdick,  assistant  superintendent 

of  ive  power  for  the  Detroit  United  Railway.     Mr.  Burdick 

is  the  electrical  man  who  did  all  the  wiring.  If  you  wanted 
power  of  anj  description  you  asked  Mr.  Burdick.  He  went  out 
touched  a  button,  and  .m  came  the  power.  Mr.  Burdick  arranged 
the  striking  electrical  sign  over  the  front  entrance  to  the  hall, 
ami  ais  ,  the  festoon  of  eoiored  lights  over  the  street. 

And  then  there  is  Mr.  John  Kerwln,  superintendent  of  track 
construction.  Mr.  Kerwin  can  carry  a  60-ft.  ear  from  any  freight 
depot  in  the  cltj  to  the  hall  in  less  time  than  the  messenger  boy 
can  get  there  with  the  bill  of  lading.    Mr.  Kerwin's  scheme  of 

portable  track  laying  solved  the  probl f  unloading  the  heavy 

exhibits. 


UN  H.  I'KY. 

!  'linn  in. in  K  \lnlnl   ( ' mil  l,-r 

Then  there  is  Mr.  Eastman.  Mr.  Eastman  is  the  man  who  Buds 
things,  if  you  have  lost  anything  from  a  street  car  to  your  hair, 
Mr,  Eastman  can  help  you.  when  he  hears  your  troubles  he 
puis  in  forefinger  up  to  his  forehead,  waits  a  minute,  goes  to 
the  telephone,  says  a   ivw    mystic  words  to  his  steam  railroad 

friends  up  at    the  freight   Office,  and   lief,, re   vim  get    hack   I,,  your 

space,   your  boxes  are  all  there  with  a   written  apology  fr the 

railroad  or  express  C pany  lor  having  kept  you   waiting 

\\e  might  go  on  Indefinitely  telling  how  things  are  done  by 
Mr  lain.,  r,  Mr.  Parker,  Mr.  Russell,  Mr,  Lynch,  and  ail  the  rest 
of  the  efficient  stair  from  the  Detroit  United  Railway,  but  ii  is 

late,  ami  we  must  gel  in  press.    Sufficient  II  Is  in  saj   that   we 
never  had  more  , icons  treatment  or  nttent lentle u, 

the    stipph  men    doll    their   caps    lo    Mill 

9  9  9 

Mi-   John  i'    Dolph,  manager  of  the  Insulating   rarnlsb  depart 

inent   of  the  Stan. I, ml    \:iim    I     Worl        of   New    \  oil,   I'ily.   is  husy 

talking  the  l-.....i  qualltlet  ol   "Standard"  rarnlBbes      Mr    Dolph 
•  an  I..-  found  .H  i  hi   I  ladillac  and  at  Convention  Hall. 

S. I    tin-   placards    .noun. I    the    ],,l,l,\    ,.i    the   Cadillac    llolel 

five  i                  ■:•  Information: 
"C    i    Harrington,  ol  New  Fork,  has  headquarters  In  Parlor  f." 
"See  Brill  Convertible  and  Semi  convertible  Can  at  Convent 

Hall 

Bo    Itet   Mi.. I  Co   an   at  Pal  lor  I  " 

i    '  •    Brl adqui ore  In  Parloi  ■!  " 

Switch  .v  Frog  i  lo,  tin      ■  orl  Ins,  id  ..r 

In  ii i  '     dll   li    M 


616 


DAILY    SI  REE  i     R  \1I.W  \Y     REVIEW 


DETROIT,  THE    '  CITY  OF    THE    STRAITS." 


i  thrilling  blstor]      This  ll 

r  the  •  —  iii  Hi.-  United  Stab 

Pblladclpu  on  bad  I »■•" 

later  Itno  fr "de» 

anlng  strait    bad  been 

and  trading  post  of  the  Indiana,    The  Ural  permanent  settlement 
by   white  men   »:i^  effected   in   17m,   when  Cadillac,  a   Ballot, 

a  ol   i  ni"      made  his  way  don  n 

Huron,  through  the  Bt  Olalr  River  and  Lake  St  Olalr,  Into 

the  Detroit   River,  and  (11   la  Ini  landing  at  :i 

spot  very  near  the  present  i  fflce  ■  troll  United  Railway, 

poSHPaslon  ol    all   the  region   for  Ills   majesty,    l<onls   XIV, 

K  hilt  i  Tl ill  fori  which  be  built  occupied  what  is 

now  the  Bite  of  the  City  Hall. 
For  ii   century   following,    the    terrltorj    ab  at     Detroit   waa 

drenched  In  bl I,  hi, linn  massacres  and  wars  alternating  with 

and  deadly  discords  between  the  French  and  the  B 
for  the  possession  of  the  coveted  land,  which  all  could  see  was 
to  become  i !■•-  key  t"  all  the  Great   Lake  region  with  lb 


trade  Detroit  i  "k  the  linn':,  share,    Under 
the  guidance  of  General  i.iss.  the  Brat  civil  governor,  and  a 

long  ll f  gifted  public  splriti  ■ 

nf  which  li  la  ii  ■                  ..  have  In                  over  to  the  more 
peaceful  pursuits  of  trade  and  commerce,  although  the  martial 
spirit  is  still  there  and  ready  to  be  roused  Into  action. 
During  the  war  with  Mea  ril  War  and  more  r ntiy 

i   with  Spain,  Detroit  nnd  Michigan  have  sent  their  full 
quota  of  men  to  light  the  battles  of  the  Union.     La  ■  pern 
memorial  of  this  patriotism  there  stands  In  the  Campus  Martina, 

the  chief  center  ol  the  city,  n  Btrlking  in nenl  to  Michigan's 

soldiers.     This  woi  was  designed  i>    Randolph   R 

ol  Rome.  It  Is  c  instructed  ol  Rhode  Island  granite,  with  statues 
of  golden  bronze  cast  nl  Munich,  Hie  whole  costing  upwards  of 
£70,000.     ll   is  00  ft  in  height,  and  was  unveiled  April  0    1872 

tour  siii,-  it  Lincoln,  Grant  Farragul  and 

Sherman.    On  the  plinths  al  each  corner  of  the  tatues 

7  ft.  lii-h.  representing  the  Infantry,  Cavalry,  Artillery  and  Navy, 
and  higher  up  are  allegorical  figures  of  Union,  Victory,  Emancl- 


E YE  VIEW   LOOKING    I    I'  GKATP  >T  AVENl'K,  In 


and  va  S Ij   was  ownership  In  the  land  dis- 

puted by  the  Iroquois,  the  probable  rightful  claimants,  bul  rov- 
inds  of  Indians  and  v, .  |j,  French,  and  Spanish  voy- 

ageurs  as  well-  whom  BOmeone  lias  called  the  first 

travelers  ol  laid  claim  to  c<  rta ai  I  lie  I  ie 

trolt  and  Joined   In  the  general   melee      Thi  of  the 

bloody  conspiracy  of  the  great  chief,  Pontine,  who  designed  to 

capture  and  burn  the  fort,  the  battle  of  Bl ly  Ridge,  and  an 

attempt    to  fire  the  powder   magazine   al    the  citadel,   are   Im- 
int  Incidents  related  by  history  of  this  strenuous  period. 
te  this  hard  life  the  settlement  grew  and  prospered,     in 
171^1  ii  passed  Into  the  hands  of  the  English  as  a  result  of  the 
British  victory  over  the  Fn  Quebec.     The  city  was  for- 

mally ceded  to  the  I  tilted  States  in  17s:i,  l.ui  the  Americans  did 
n,.t  take  full  ii  ssesslon  until  1796.  After  a  period  of  desultory 
border  warfare,  and  total  destruction  ol  the  city  by 

tire  in  1805,  came  the  war  of  1812,  the  fall  of  Mackinaw  and  the 
surrender  of  Detroit  b  rlisfa  bj    Hull  in   1812.     The  ad 

van if  General  Harrison  ctorj  oi  ini „i  .re  Perry 

In   Put  In  Bay,   on   Lake   Erie,   again   rest,  red   the  city   to  the 

United  Stales,  and  ended  the  long  regime  Of  Biege,  warfare  and 
strife.  During  the  next  few  decades  the  population  increased 
enormously  and  the  i  to  develop  al  a  rate  almot 

precedented.    Fleets  of  Bteamboats  from  the  Bast,  and  from  the 

North  and    West   us   well,   began   to  ply   up  and   down    the  Great 


pation  and  History.    The  whole  is  mounted  bj  a  female  figure, 

II  ll.  in  height  with  sword  and  shield,  representing  the  State 
of  Michigan.  On  granite  pedestals  in  front  of  the  facades  are 
four  bronze  eagles. 

Bvi  n  In  the  number  and  variety  of  the  names  by  which  it  has 
been  Known,  the  city  of  Detroit  has  been  favored  above  most 
eilies.  In  the  old  traditions  Of  the  Algonquin  Indians,  it  was  re- 
ferred to  as  Von  ii  :-ii  -a.  or  Eon-do-ti-o  Great  Village,  it  was 
also  called  \\'a  we  a  inn  ong,  Circuitous  Approach,  on  account  of 
iis  location  at  the  bend  of  the  river.  The  Wyandotte  called  the 
site  of  Detroit  Toghsaghrondle,  or  Tyschsarondla,  modernized 
int  i  Teuchsa  Grondie,  and  also  referring  to  the  course  of  the 
river      The   Huron   Indians  called   the  place    Ka-ron-ta-en,   the 

Of  the  strait. 

When  first  settled  by  Cadillac,  the  location  received  the  name 
of  Fort    l'oiitehartrain.   In  honor  ,.f  Count   Pontchartrain,  then 
Colonial  Minister  of  Marine,    As  the  number  of  inhabi- 
tants Increased,  and  the  village    grew,    it    received  its  present 

name. 

The  eiiys  corporate  names  have  been  as  follows:  By  Act  of 
.i.in.  18,  1802,  ii  was  designated  the  "Town  of  Detroit;"  by  act 
.ii  net  24,  1815,  it  was  called  the  "City  of  Detroit;"  on  April  4. 
1827,  mi  acl  was  passed  providing  thai  the  corporate  name  should 
be  "The  Mayor,  Recorder,  and  Aldermen  of  me  (  it y  of  Detroit;" 
and  on  Feb.  5.  1837.  it  was  enacted  that  the  name  should  be  "City 


1>\ILY    STREET    RAILWAY     REVIEW. 


01 


of  Detroit"  Some  time  after  the  almost  complete  destruction  01 
the  tity  l>v  tiro,  in  l^<r,,  the  present  emblematic  seal  of  the  city 
was  adopted,  the  design  appropriately  bearing  the  mottos, 
"Reeurget  dneribus"— "She  rises  from  the  ashes"  and  "Spera- 
inus  Melton" — "We  hi  pe  for  better  times." 

ift  Ilea  on  the  westerly  and  northerly  bank  ol  the  Detroit 

r.  which  -  l  anada  from  the  United  States,  or,  to  be 

more  specific,  the  Itritish  Province  of  Ontario  from  the  State  of 

Michigan,   County  of  Wayne.     The  river  makes  a  sharp  bend 

within    the   city   limits,   tlius   bringing   that   port!  n   of    Canada 

across  t li«-  river  smith  of  the  city  of  Detroit,    it  would  be  well  to 

graph]  in  mind,  as  ii  is  apt  to  be  confusing  to  the 

stranger  when  ti-ui  for  the  first  time  that  Canada  is  south  of 

_-an. 

The  Detroit  River  In  sin  5  is  undoubtedly  one  ol   the 

most  remarkable  in  the  world.    From  the  northern  end,  where  it 

leaves  Lake  st.  Clair,  to  its  southern  end.  where  it  empties  into 

Lake  Erie,  the  river  is  j?  miles  long,  and  varies  in  width  from 

half  mile  to  three  miles.     The  total  tonnage  of  all  vessels 

t  in  the  sewn  months  of  the  year  during  which 

navigatl  a  Is  open  0  tons,  or  is  uearlj   equal 

to  the  combined  tonnage  of  all  thi  1  learing  annually  at 

London  and  Liverp  ml 

The  depth  of  the  Detr  it  River  varies  from   10  to  80  PL,  and 

i    -  ::i  ft.    The  river  bottom  is  sandy  or  stony,  and  is  free 

from  dai  -  The  stream  is  navigable  for 

-  uf  the  tort  and  forms  one  of  the  satest  harbors  in 

the  world    Through  this  comparatively  sh  rl  water-course  passes 

all   the   water  from  the  three  northern  Great   Lakes.   Superior, 

(iL'.in  ami  Huron,  ami  from  Lake  St.  Clair  and  the  bays  of 

Saginaw   and    Georgian,   or   a    water   surface   ol    82,000 

re  miles,  compi  drainage  from  125,000  square  miles 

of  land.     The   water  is   very   pure,  and  the  current    is   rapid   and 

rally  uniform,  the  direction  being  first  west  and  then  south. 

Then  but,  like  other  portions  of  the 

remarkable  body  of  water  uprising  the  Great  Lakes,  there  is 

ile  fluctuation  in  the  mean  wi  the  extre * 

Ingly  dependent  for  the  most  pan  on  the  direction  and  ye- 
the  wind.                                   .  ind  having  been  known 
er  5  ft  below  mean  level.   In  nddltlon  to  this,  how- 
to  be  through  all  the  n and 

fall  in  the  mean  water  Ii  mo b  almost  to  a  tidal  move 

of  this  fluctuation  has  never  been  satisfactory 
determined,  and  it  Is  nol  even  known  whether  the  periods  ore 
regular  or  •  mis. 

river  forms  pari   ,.1   the  International  boundary  line  be 

•  11  the  United  States  and  Canada;  the  boundary  line  opposite 

Detr<  the  8 1 ream,  and  for  the  mi 

part  1    nadian  shore,  so  thai  the  United  States  con 

■  r  p  rtJon  of  the  water-way,  although  the  stream 

public  highway  bj    Vcl  of  '  la  ted 

er,  Instltuti  d  bj  the  government 

in  "f  mail   mailer  from   all  .1  lei  1  "i 

I  rait-   do    li"l    Stop   at    I  lei 

and  the  government  has  made  arrangements  to  have  a  steamer 
tream  and  deliver  and  receive  mail  mat- 
:  ■    1  ier,  which 

.•1  the  day,  darting 
I ig  craft    Thi    pro. 

1    from   Hie  main   ve 

imer,  and  throws  a  1 in  the 

ong  enough  to 

Ul     line;     Mil.    rOTI     I'    at     is    then     ,  lit     |. 

and  1,   Which, 

•  liirlm.*   'I  ■ 

millions,   and  at   times  Is  fraught 
with  •  •  man  in  tin   r,.u  boat. 

.1  in  the  Detroit 
pertinents  win  ;t  or  tin-  Holland  type     The  "1   1 

onstructed 

nt  thi 


Detroit  is  18  miles  from  Lake  Erie;  207  miles  from  Saginaw 
River;  303  miles  from  Mackinac;  569  miles  from  Milwaukee;  634 
miles  from  Chicago;  346  miles  from  Sault  Ste.  .Marie;  74'J  miles 
from  Duluth;  57  miles  from  Toledo;  in:,  miles  from  Cleveland; 
255  miles  from  Buffalo;  ami  628  miles  from  Montreal. 

Detroit   lies  in  latitude    12     19'  50.28"  north,   1!  si. .11.   Rome  and 

Constantinople  being  in  about  the  same  latitude;  the  longitude  is 
83  -'  17.63"  west  i.r  Greenwich,  England,  and  -V  59'  15.83*  west 
of  Washington,  1'    0 


irtl 


Pi  1ST  OFFICE. 

In  ihis  region  the  Detroit  River  has  been  made  the  dividing 
line  between  eastern  ami  central  standard  time,  ami  all  trains 
arrive  at   and  depart    from   Detroit   on   central  standard   time, 

which   is  the  same  as  Chicago  lime,  er  one  hour  later  than    New 

York  er  Washington  time.     Across  the  river  from   Detroit  the 
lime  changes  to  eastern  standard. 

However.  In  ail  ordinary  matters  in  the  cltj  of  Detroit,  stand 
aid  time  is  frequently  disregarded  ami  local,  or  sun,  time  is 
used.  This  time  is  •_:.•;  minutes  and  59.06  seconds  slower  than 
Washington,  or  eastern,  si  am  lard  lime.  This  ^ives  rise  iii  a  great 
amount  of  confusion,  ami  Btrangera  are  cautioned  when  making 
appointments  or  referring  in  clocks  in  the  city,  in  make  sure 
which  reckoning  is  designated  To  make  matters  worse  there  |s 
considerable   lack  of  uniformity    ng   the  residents  and  slop- 


PA\  ii.i"\  IN   BELLE  ISLE  PARK. 

'  1  <  pel     1    to  He    ei  pi ' 'i  a  standard,    For  In  tance,  the  clock 

"ii    II il.v    hall    gives    local,    "I'   miii    lime,    ami    Hie   clock    on    Ihe 

I'"   I    1  HI"  ■  .1,1,1    fli,.   clocks    ill    Hie    Inli 

1  mo  t  of  the  hotel  1     lard  time,    The  clocl 

five  central  and  In  ol  ben   loco  1  1  Ime,    Tim 

street  railways  are  operated  according  to  local  lime. 


.  1- 


DAILY     -I  RFJ    I     R  \1L\V  \Y     REVIEW. 


IV...     XII 


Much  ol   this  ii  .1  recent  decision  of  the 

Oommon  0 •  ii      Formerlj   nil  clocka  i»  the  cltj   were  * 

which  «as  acknowledged  .-is  authority,    a  few  month! 

■Ann.  in  iv>i bc  ■  jin.'iii.  the  Oommon  Uoun- 

.11  passed  an  ordinance  abolishing  the  local  standard  and 

indard  tlmi  dlnance  was  gen- 

erallj  I led  throughout  the  city,  bnt  Immediate]]  gave 

a  Dumber  ..i  difficulties,  such  m  the  u  i  railwaj  tickets 

bearing  certain  designated  hours  of  the  daj   within  which  they 
.-.mill  be  used,  etc     After  Beveral  lawsuits  bad  arisen.  In  which 

the  c "ta  beld  that  local,  or  sun.  time  was  the  official  (I 

..r  the  city,  the  Common  Council  repealed  the  ordinance  and  re- 
Btored  mi"  time  as  .  fflcla).     But  man]  of  the  citizens  who  bad 

petitioned  for  the  el ge  t' ntral  standard  refused  to  abide 

by  ti»'  later  act  of  th  and  still  adhere  i"  the  central 

standard  for  reckoning      Hence  the  confusion. 

iin  the  opposite  Bide  of  the  river  From  Detroit  are  the  Canadian 
towns  of  Windsor,  Walkervllle  and  Sandwich,  where  are  ter- 
minal- of  the  main  strain  railroad  trunk  lines.  The 
owners  <-f  lake  shipping  have  thus  far  prevented  the  build 


land  side  and  c tction  can  !"•  bad  by  boat  from  several  points. 

Nearer  the  city  are  several  Islands  thai  vie  In  popularity  with 
the  i  tor  the  summer  ex<  d  a  Bean  b  of 

recreation.    Cblel  of  these  hi  Belle  Isle,  reached  by  boat  fr..m  the 

fool  "i  W Iward  Are.  or  by  Jefferson  \\.-  eta  Belle 

[ale  is  north  ol  the  center  ol  the  cl  y,  bul  in-s  within  the  city 
limits  The  Island  comprises  a  beautiful  park,  containing  about 
7<m  acres,     it   has  been  Improved  and  bi  ad  forma  a 

charming  place  for  recreation  and  amusement  Beautiful  lawns. 
walks  and  flower  beds,  facilities  for  boating,  bathing  and  pic- 
nicking, a  One  collection  of  birds  and  animals,  and  opportunities 
for  rest,  refreshment  and  amusement  are  among  the  attractions 
offered.    The  island  is  reached  from  the  Detroit  side  by  a  bridge. 

the  only  bridge  over  tin1  Detroit  River,  and  this  pa .,-r  only 

one  channel  of  the  river.    There  lias  i n  spent   in  Impi 

the  island.  Including  the  cost  of  the  bridge,  nearly  $1310,000. 

Taanmoo  Park  is  another  resort  In  greai  favor  with  pleasure 
seeking  Detroitera  and  their  visitors.  The  pr  perry  is  owned  by 
the  White  Btar  Line,  and  comprises  ''•<>  acres  of  land  in  the  si. 
Clair  River,  about  20  miles  above  Detroit    The  park  is  reached 


CENTRAL    IVENUE  IN  BELLI    ISLE  PARK    ML.TKOH 


bridges  aero  rer  at   Detroit,  and  all  the  steam  roads  en- 

lerlng  i  ins  point  from  the  east  are  therefore  compelled  to  terry 
all  freight  and  passenger  cars  hut  the  stream  on  hiirgcs.     There 

nrc  s hair  dozen  of  these  railway  ferry  routes,  and  there  are 

in  addition  numerous  ferrj  and  Bteamboat  lim's  plying  across  and 
up  and  down  the  river  t"  the   rarious  islands  and   Canadian 

points. 

in  the  matter  of  attractive  pleasure  and  outing  resorts  made 
sflsllj  accessible  by  steamer  linos  np  and  down  the  river  and  by 
the  interurban  electric  lines,  Detrolters  are  espclally  favored,  in 
the  warm  months  the  pleasure  traffic  carried  by  the  pleasnre 
boats  and  bj   the  Interurban  cars  is  enormous. 

a  very  popular  trip  is  up  the  river,  through  the  United  States 
ship  canal  to  the  St.  Olair  Plats,  a  group  of  wooded  and  marshy 
Islands  near  the  entrance  to  Lake  St  Olair.  The  Flats  are  fa- 
mous throughout  the  region  as  the  ii e  of  many  specimens  of 

ithered  and  tinny  tribes,  and  for  the  splendid  club  houses. 

hotels,  cottages  and  pleasure  resorts  that  cover  the  islands  and 

line  the  banks  of  the  many  crystal    water  streams.    The  electric 

the  Detroit  Rapid  Railway  also  approaches  these  nappy 

bunting,  Ashing  and  pleasure  grounds  and  waters  from  the  maln- 


durlng    the   excursion   season   by   the   mammoth   new   steamer. 

Taslmioo."     which     is    gaid     to    I no    Of    the    tin. -si    eXCUTSlOD 

steamers  on  the  lakes.  Across  is  also  had  to  the  park  by  way 
of  the  Rapid  Railway  system  to  Algonac,  and  bj  launch  ferry 
to  Tashmoo  Park,  The  property  is  laid  out  with  line  groves, 
ball  grounds,  race  track,  bathing  beaches,  and  has  all  ihe  at- 
tractive  features  thai  go  to  make  up  a  modern  pleasure  part;. 

a  little  beyond  Park  lies  the  papular  summer  resort 

known  as  "Grande  Polnte."  There  are  many  attractive  and  ex- 
pensive  family  cottages  here,  and  a  well-appointed  hotel,  with 
wide  verandas,  from  which  an  exceptionally  delightful  view  is 
commanded. 

These  two  resorts  are  within  easj  rowing  distance  of  the  besl 
fishing  hanks  of  the  St  Olair  Flats. 

South  of  Detroit  on  the  Detroit  River,  is  the  popular  "Bois 
Blanc"  park,  which  is  owned  and  managed  by  the  Detroit  Belle 

isle  &  Windsor  Ferry  Co.    ii  is  1 1  miles  fr Detroit  at  the  con- 

fluence  of  the  Detroit  River  and  Lake  Brie.  The  company  has 
made  many  improvements  in  this  place,  and  fitted  it  up  with 
every  detail  for  the  amusement  and  pleasure  of  visitors.  It  is 
particularly   used   for  plcnii  There  is  also  a  tine  cafe 


DAILY    STREET    KAll.W  \\ 


EVIE\A 


619 


where  meals  may  be  enjoyed  amid  the  ever-changing  panorama 
of  tii>'  Detroit  River.  "Bote  Blanc"  Park  is  reached  i>y  excursion 
Bteamer  "Colombia,"  which  leaves  rrom  the  foot  of  Woodward 
Ave.  twice  dally  daring  the  summer  season. 

Another  large  Island  In  the  I  ►»>; r> >i t  River  thai  is  much  fre- 
■inonietl  by  excnrsl  nists  is  "Grosse  tele."  12  miles  beloti  the  eltj 
ami  reached  thrice  dally  by  the  steamer  "Wyandotte,"  and  also 


j  ~*f*VWnrvi 


WATKK  WORKS  PARK. 

by  ferry  from  Trenton,  where  connection  is  made  with  the  Tren 
ton  Division  of  the  Detroit  1  *nit«-«t  Ry, 

In  addition  to  these  resorts  on  the  river  and  Great  Lakes,  the 
tnterurban  lines  of  the  Detroil  United  Ry.  Berve  o  Bcore  i  r  more 
of  inland  lakes,  ranging  from  mere  ponds  to  extensive  bodies  "i 
water,  each  one  "f  which  lias  become  a  center  tor  groups  ..i  anm 
hut  homes  thai  are  occupied  by  all  classes  of  Detrolters  seeking 

in    tin'  crowded  city  during  the  summer  u Mis.     These 

bound  in  Bne  specimens  of  the  "finny  tribe,"  and  small 
game  "t  almost  every  description  can  be  found  around  their 
during  the  seasons.  Cass  Lake,  Pine  Lake,  Sylvan  Lake, 
ami  Orchard  Lake  are  ■  few  of  Hiis  group  of  small  Inland  lakes 
reached  by  the  Orchard  Lake  Division  or  the  Detroil  Dnlted  Ry. 
iin  the  Mint  Division  of  the  same  system  is  Lake  Orion,  where 
is  In-ill  every  year  a  popular  and  well-attended  "Bible  Confer 

In  the  matter  of  public  parks  Detroit  is  well  equipped.    There 

are  numerous  squares  and  open  areas,  chief  of  which  are  the 

Campus  Martins  (named  after  the  mllltarj   camp  "i    Rome),  In 

front  ..r  the  City  Hall,  and  Cadillac  Square,  running  east  from 

-  Ball     There  are  nearly  l.mm  ncres  embraced  in  the  park 

which  Includes  Palmer  Park,  Water  Works   Park,  Cass 

Park,  and  ''lark   Park. 

Detri  ■  own  water  works  and  its  own  electric  lighting 

plant  ■"  works  at ii  the  river  front,  in  the  extreme 

ol  tin-  city.     The  grounds  about   the  plant  em 
and  are  given  over  to  fine  floral  displays  and 
gardening,    The  property  la  worth  $5,000,000;  there 
■     ol    water  mains,  and    10,000,000  gallo 
'  'I  lily. 

-I  of  lighting  the  city  is  unique,  and  will  attract  the 
Immediate  attention  of  ttra  le  nrc  lam]  iported 

iv   towers  to  each  square 
.  from  four  to  eight  2,000-c  i>  nri  on  each 

Tin-  towen  vary  in  height   from   lot   to   U0  ft       1  hi 

,i  steel  |iI|m-  and  rod 
!'<-inL'  thoroughly  braced  from  four  directions  by  long  guy 

•  iiu alks     The  towers 

in  bleb  the  man  who 

■  -  himself  to  the  platform  at  tin- 

lop      i  or  Is  count)  i  to  balance  the  weight  of 

1    the  i»tii|i    cleaner   has    meralj   to  apply 


enough  force  to  the  rope  rer< le  friction  and  Blight  excess 

of  weight.  There  are  133  of  these  towers  In  the  city.  They 
were  erected  in  1884  at  a  cost  to  the  city  of  $1,200  for  each 
tower,  although  the  actual  cost  of  building  them  was  about  $100 
for  material  and  $100  for  labor,  per  tower.  The  theory  followed 
in  placing  the  arc  lights  on  high  towers  seemed  to  insure  a  more 
even  aud  uniform  distribution  of  llghl  over  the  entire  city  than 

could  be  secured  by  lights  tinted  on  single  poles  of  the  usual 

height.  The  same  scheme  has  been  tried  in  New  Orleans,  Mo- 
bile,  and  various  other  cities,  bul  'loos  no1  appear  to  have  met 
with  the  same  success  elsewhere  as  it  has  in  Detroit. 

n  i-  noteworthy  thai  Detroit  has  been  remarkably  free  from 
large  fires,  since  the  great  fire  of  1805,  when  most  of  the  city 
was  laid  in  ashes,  The  fire  department  Is  excellent,  there  being 
24  steamers,  5  chemical  engines,  10  book  and  ladder  trucks  and 
a  force  '  f  500  men.  The  water  front  is  protected  by  the  fire-boat 
"Detrolter,"  which  is  manned  by  l-  men  ami  ran  throw  15  effect- 
ive streams  at  U 

The  police  force  is  maintained  In  splendid  condition,  there  be- 
ing a  total  force  of  500  men  and  officers  located  at  in  central 
stations. 

The  city  has  two  telephone  systems,  one  i  perated  by  the  Mich- 
igan Bell  Telepl ■  Co.,  and  one  bj   the  Detroit  Telephone  Co.. 

mid  public  pay  stations  .n-e  placed   In  convenient  places  in  all 

parts  of  the  city,    t'ity  calls  may  be  i le  for  five  cents,  either 

from  central  offices  or  from  aut  matic  nickel  In-the-slol  'phones. 

ihe  schools,  theaters,  churches  and  city  and  public  buildings 

in  Detroil  ci i  be  excelled  by  any  city  of  equal  size.    Detroit 

has  long  enjoyed  the  appellation  of  the  "Convention  City,"  and 
there  are  upwards  of  20  g  oil  hotels,  which,  with  Innumerable 

g I    boarding   houses,   insure  comfortable  accommodations   to 

sull  all  tastes  and  likes  from  the  most  fastidious  down.  The 
Russell  House,  opposite  the  City  Hall,  is  the  oldest  house,  and  is 
first  .lass  in  all  appointments. 

Am  ng  other  things  for  whicli  the  city  is  noted  are  the  follow- 
ing     I'opulati p. 285,70-1,  »iih  suburbs,  300,000;  260  miles 

ol   paved  streets;   161   miles  of  sewers;  66  public  scl is,  '.M  prl- 

rate  scl is  ami  colleges;  190  churches;  ">'j  hanks;  banking  clear 

inu's  per  yenr,  $400,00(1,000;   the  largest   seed   house,   the  largesl 


I'KI  I!'  HI     Ml       Id    M. 

■  liemlcnl  laboratory,  the  largest  var- 
nish  factor]    n,.    large  I   parlor  and   library  table  factory;  and 

i   largest   pickle  and  c Ilmenl   factory  In  the  world; 

more  conventions  than  any  other  city   In  the  country;  largest 

■■.  orld    large  I  palnl  factor]   In 

the  Ui  1 1,     ui  ih.    United  States  for  the 

ad  wheel  works;  Immense  plants 

for  tie  m  ol    'i  and  brass  castings,  machinery 

i mi  pins. 


620 


l>\ll.,     STREE1     RAILWAY    REVIEW 


[Voi    Ml.  No   i 


i-i;i:-iim:\  i   VUEELANh 


VXIi  TWKX'n    ^  I.  IKS   AGO 


Mr.  Herbert  11    Vrecland,  president  and  Daanagor  ot  Uie  Metro 
polltan  sir.,  i   Rnllwaj   Co  linn  earned  the 

distinction  •  ■!  being  known  as  "the  busiest  man  in  Manhattan." 

Mr.  \  iv laini  was  born  In  1858,  in  the  little  town  of  Glen,  in  the 
Mohan  I  large  famllj 

iiri-ii,  whose  rather  was  for  b  quarter  of  b  century  pastor  of  i Im- 
Dutch  Reformed  Church  at  Glen.     Mr.  Vreeland's  buslnesi 
began  at  the  age  of  13,  when  be  obtained  employment  delivering 

:.  .■  in  Newark,  v  J.    in  is?.",  be  entered  the  Berviee  •  I  the  i g 

isiiinii  i;.  l: .  nisi  on  1  ti npan;  Btruction 

trains,  and  later  as  Inspector  ..i   ties  and  roadbed.     In  iyM   be 
was  employed  as  a  freight  brakeman  on  the  Ni  North 

era  it.  R.    Subsequently  he  was  a  conductor  on  b  train  on  nils 
road  and  was  advanced  In  their  order  to  the  positions  of  traiu 


H.  H.  VREELAND. 

master,  assistant  superintendent,  general  superintendent  and 
general  manager.  While  Berving  in  orie  of  those  capacities,  Mr. 
v*reeland  first  made  the  acquaintance  and  won  the  regard  of  Wil- 
liam 0.  Whitney,  who  was  one  of  the  principal  owners  of  the 
New  York  &  Northern  R.  R.  When  Mr,  Whitney  organized  the 
Houston  Street,  West  Street  &  Pavonla  Perry  R.  R.,  Mr.  Vree- 

i.iii.i  was  made  b  aired C  that  company,  and  thus  began  bis 

connection  with  the  street  railways  ot   New  York,     in   L893  be 
ected  president  of  the  Metropolitan  Street   Railway  Co., 
which  was  the  successor  of  the  Houston  Street,  West  Street  & 
Pavonla  K.  R. 

Mr.  Vreeland  has  repeatedly  beld  offices  on  the  board  of  the 
American  Street  Railway  Association  and  other  prominent  trans- 
portation  3 

*tf.*t 

The  Rapid  Transit  Co.  of  Chattanooga  will  put  six  new  passen 

ger  cars  in  service  tor  regular  passenger  traffic.    Th< opnnj 

onverted  a  work  car  Int  and  commodious  "spe- 

cial" ear.  provided  with  upholstered,  revolving  chairs  and  many 
luxurious  appointments.    .\  compartment  ai  one  end  of  the  re 
Li  led  car  will  be  need  as  a  Bmoker. 

ft  ft* 

The  chrisi.ii-.  I,  Ens  o.  will  distribute  at  I 

tlon  a  i klet  contalnl  mes  "i"  the  roads  npon  which  its 

air  brake  apparatus  is  Installed,  together  with  the  Dumber  of 

equipments  on  each  rood.    This  is  in  i or  da  nee  with  the  Chrls- 

tensen  company's  well-established  policy  of  publishing  the  o 

of  patrons,  bo  that  anyone  who  desires  to  consider  the  riis  of 

the   t'hrisi.-iis.ii    alt   brakes    may   know    where   to   see   the  equip 

ineiiis  in  use  under  the  severe  conditions  of  actual  service,  which 
is  the  only  satisfactory  test  for  i hanical  appllanc. 


The  ted    in 

lie  time    the  beginning 
..r  Hi.-  epoch  ..i  electric  transportation.     At  the  time  the  a 
ti.. n  v  <  .1  there  wore  ir.  street  railways  doing  b 

in  the  i  nited  States  and  Canada,  employing  b  total  of  35,000 

•       0    ear-    0V6t    .'•..i  00    n 

track,     The-,   roads  carried  annual!]  about  1,212,000,000  p 

,h..  depended  as  to  the  manner  ..r  local  transportation 
or  mule,  these  beasts  of  burden  not  having 

ai  that  time  I n  rendered  bora  .!•■  combat  by  the  electrli 

The  total  am. Him   of  capital   Invested  In  these  roods 

000,000,  "with  no  security  but   the  faithfulness  ol   the  service 

rend  red  by  the  companies  rganizers  of  the 

itlon   very  Justlj    bese  cond  tly   in 

a.ivan. f  those  .a  the  previous  decade  during  which  the  omni- 
bus bad  ra  tlcally  through  the  streets  of  the  principal 
cities,  and  the  street  ear  bad  been  avoided  by  a  certain  • 
suitable  for  persons  bound  on  vulgar  business,  but   not 

adapted  to  the  require nis  of  polite  society.    At  the  Oral  con 

\  ■•nt  i< hi  meeting if  H rganizers  In  a  speech  befcre  the 

assembly  boasted  that  oik  had  lately  availed  themselves 

of  the  horse  ear  and  that  ii  was  no  longer  an  uncommon  thing 
idles  in  siii,s  and  velvets  and  resplendent  with  gems"  to 
this  means  ..r  transportation  to  and  from  the  theater  and 
concert    hall.    What   would   the  amazement   ot  this  gentleman 
have  been   bod   it   then   been   revealed   t.>  him   that   within  20 
years  street  cars  would  be  In  requisition  tor  funerals,  weddings 
an. i  fetes  of  ail  kinds,  that   In  the  course  of  events,  even  sen- 
ators of  the  United  States  would  be  ejected  for  failure  to  pay 
their  tare,  and  that  the  street  ear.  sans  b  rse,  or  locomotive,  or 
Ire   power,   would  dallj    earn    many   thousands 

mly   about    town,   but    fr. ne  large  city  to  others  In  a 

neighboring  state 
The  lirst  meeting  of  the  association  was  held  In  Boston,  De 

cember  12th,  1882,  in  res] Be  t  i  a  circular  issued  by  Mr.  II.  II. 

of  Louisville,  Ky.,  t..  all  the  presidents  and  superintend- 
ents of  companies  In  the  i  nited  states  and  Canada,  calling  n] 

.very  road  to  semi  a  representative  for  the  purpose  of  forming 
a  fraternity.  The  meeting  was  held  at  Young's  Hotel,  Boston, 
ami  was  colled  to  order  by  Mr.  Littell  at  2:15  p.  m.  with  -  >me 
60  representatives  ..t'  Btreel  railways  in  attendance.  The  enthu- 
siasm with  which  the  business  proceeded  Indicated  the  extent  t., 
which  tl  if  sn.ii  a  fraternity  had  been  generally  felt  and 

helped   to  expedite  the  progress  of  organization.    Hon.   Mood] 

preside H  the  Highland  Street  Railway  Co.,  of  Boston, 

was  elected  chairman  and  made  an  el  iquent  address,  In  which 
essity  of  .■  ncerted  effort  in  the  acquisition  of  knowledge 
concerning  ti peration  and  management  of  street  railway  sys- 
tems, the  benefits  of  business  fraternity,  and  the  present  outlook 
leariy  stated.  There  followed  a  general  discussion  of  the 
situation,  and  the  app  intiuent  nf  committees  for  the  framing  of 
constitution  and  by-laws.  The  matters  principally  dlsi  I 
were  whom  should  be  eligible  for  membership,  and  whether  mem- 
i.eis  should  pay  initiation  dues  and  assessments  per  ratio  of  the 
business  done  by  their  respective  roads,  or  whether  Big  Clause 
and  Little  Clause  should  share  and  share  alike  in  the  expenses 
as  w.ii  as  the  benefits  of  the  association.    The  manner  In  which 

these    matters    were   adjusted    is    surely    as    familiar   to   all    g I 

miiers  of  the  present  day  as  the  articles  of  catechism,  and  it 

is  sal'.-  to  say  that  no  similar  body  was  ever  organized  with 
greater  unanimity  ..f  spirit,  as  none  have  been  organized  t.>  bet- 
ter purpose. 

At   the  meeting  en  the  following  day.   December  13th,  the  or- 
ganization was  completed  bj    the  adopt) t   t stltutlon  ami 

bj  laws,  the  lirst  article  of  the  termer  reading:    "The  na 
the  association  shall  he  the  American  street  Railway  Ai 

nd  its  office  shall  i.e  ai  the  place  where  its  secretary   re 

sides,"    and    the    see. Hid.    "Tl I.jeet     of    the    assoeialioll    shall    lie 

quisltion  of  experimental,  statistical  and  scientific  knowl- 
edge relating  to  the  construction  and  operati  a  Of  street  railways, 
and  the  diffusion  ef  this  knowledge  among  the  members  of  the 

association,  with  a  view  t"  Increasing  the  ac imodatlon  ol 

sengers,  Improving  the  Bervlce  and  reducing  its  cost,— the  estab 
lishiiient  and  maintenance  of  a  spirit  of  fraternity  among  the 


• 


DAILY    STREET    RAILWAY     REVIEW 


021 


members  by  social  interc  urse,  and  the  encouragement  of  cor- 
dis] ami  friendly  relations  between  the  roads  and  their  patrons." 
The  following  officers  were  elected:  President,  n.  11.  Littell,  of 
I..uiisviiK-  tirst  vice-president,  William  11.  Qauard,  ot  Brooklyn, 
N.  v.:  second  vice-president,  Calvin  A.  Richards,  ot  Boston, 
president,  George  B  Kerpi  acinnati,  O., 

rotary  and  treasurer,  Win.  .1.  Richardson,  of  Brooklyn, N.T. 
The  meeting  adjourned,  and  delegates  and  visiting  friends  at- 
tended a  banquet  at  4  p.  m.  at  Young's  Hotel,  tendered  by  the 
■  :'  the  street  railway  companies  of  Boston,    At  the 

conclusion  Of  au  elaborate  repast,   Mr.  Richards,  president  of  the 

Metropolitan  Railroad  Co.,  of  B  sum.  who  acted  as  host,  in  an 
after  dinner  talk,  spoke  in  part  as  follows: 

"The    positiou    of    the    horse    railroad    president    is    not    to    be 

described.    It  is  an  oner  us  position,  calling  for  Indomitable  per- 
several  -•■  it  supplies  the  demands  of  the  public.    The 

public  will  put  up  with  everything  In  steam  ears,  but  the  least 
thing  out  of  the  way  in  horse  ears  will  cause  complaint    This  is 

::ir  freak  of  human  nature.  In  Boston  we  have  great  dif- 
ficulties to  surmount.  Owing  to  the  great  competJ  Ion  In  this 
city  between  street  railway  i ipanies  the  public  has  been  edu- 
cated to  eipecl  everything,  and  I  should  no!  be  surprised  if  we 

I   eventually   t'   hack   our  ears   up   to  the   verj 

of  dwellings.    There  should  be  an  exact  understanding  of  what 

do.    We  should  consider  the  best   way  of  feeding 

and  caring  for  them,  the  besl  pattern  and  manufacture 

-   and  how  to  make  .- luctors  honest.    Above  everything 

.   .  of  this  ass  elation  foster  a  brotherly  regard 

SO  that,  when  we  meet   in  strange  cities  we  shall 
brothers,  and   there  shall   be  no  north,   south.  .:ist    or  west 
with 

The  American  Street  Rallwaj  Association  prospered  and  grew 
to  large  proportions  in  the  10  years  (hat  followed  the  organhsa- 
ti  ii  meeting  at  Boston  in  1882.  The  association  convened  in 
Cleveland  October  19th,  1892,  with  some  250  represent 
of  member  companies  in  attendance,  about  U"»  representatives 
of  non-momiiers.  and  7  representatives  ol  applicants  for  member- 
ship. The  president,  Mr.  John  O.  Holmes,  of  Pittsburg,  Pa., 
called  the  meeting  to  order  at  10:45  a.  m.  and  Introduced  Hon. 
William  ■  ;  Rose,  mayor  of  Cleveland,  t.  the  assembly,  whose 
of  welcome  Is  here  quoted  as  Bhowlng  the  change  that 
lonl  in  I"  years  in  transportation  facilities 
and    the    fact    that    the  trials   of   the   strooi    railway    manager,   as 

experienced  in  Cleveland,  had  not  been  mitigated  bj   reas I 

-:  improvement  in  the  service  rendered.  Mayor  Hose  said 
In    part:      "This   convention,    representing   all     kinds     of     surface 

du horse,  cable  and  electric  cars, 

■  •r  the  most  Important  conventions  'hat  ever  assembled  in 

or    any    other    city.     •     •     '       In    the    New    fork     World    of 

15th  there  i-  :i  communication  written  from  this  city, 

id  a  half  columns  in  length,  from  which  I  will  read  the 
following  extract:       l'i.,-p.,|   Street,   from   one  of   the  finest  rosi- 

the  country,  has  been  transformed  Into  b 
life  is  almost  a   burden      the  electric  can   with   their 

horrible  uproar  .are  t'-.i rinur  up  and  down  .it   all  hours  of  the  day 
nml   night   and  at   intervals  of   less  than   a    minute.     The  charged 

mil  Is  continually  knocking  hots.-  blgh  into  the  air  an.! 

em  sprawling  to  the  ground.     Driven  mad  by  the  electric 

terrified  by  the  electric  motor  the  crazed  animal 

through  ti>.  brewing  tin-  roadway  with  wrecks  ol   car- 

■iih  thrown  riders.'    The  mind  shrinks  back  appalled 

emplatlon  of  such  a  scene     Horses  'ki fed  blgh  in 

i  arch  In  vain  for  a  man,  woman  or  child  who 

one       those  I that       i     knocked  so  high  In  the 

■   have  they  rom  v    Perhaps  b 
i action,  and  they  may  still  he 

thrum-  What    a    picture    I  :i«    portrayed    h.v 

tills  writer,  would  be  for  the  brush  of  a  Raphael,  a  Rubei 

true  that  accidents  often  happen,    I   would,   ho 
bear  ths  ills  we  have  than  to  to  ths  barbarous 

ol  electricity  as  n  motive  power  l« 

only  .a  question  or  lima  « b 
tie  Improvements   will   be  accomplished,    it   is  less  than 

sssfully  put 

^  on   will   find   III  the   forum   fot 


September,  1891,  n  very  aide  article  on  this  subject  from  the 
pen  i  f  Mr.  Frank  .1.  Sprague,  Who  says  there  were  then  in  oper- 
ation and  under  contract  in  the  i  nited  states.  Europe,  Australia 
and  Japan  not  less  than  :'..".d  electric  street  railways,  using  more 
than  4,000  cars  and  7.000  motors,  with  2,600  miles  of  track  and  a 
dally  mileage  Of  nearly  500,000  miles,  and  carrying  nearly  a  liil- 
lion  passengers  annually.  This  was  over  a  year  ago,  and  the 
tabulated   statement  contained   in  the  "Electrical   Industries"   for 

October,  1892,  shows  that  on  the  15th  of  September  last,  just  one 

\car  later,  there  were  in  the  United  States  al  me  469  electric 
roads,  with  5,448  miles  of  track,  using  7.7(H)  motor  cars  and 
3,790  trail  ears.  If  these  statements  are  both  correct,  wonder- 
ful progress  has  been  made  in  the  construction  of  electric  rail- 
ways during  the   past    year." 

President  Holmes  in  his  address  said:  "This  city  offers  a  line 
opportunity  for  the  study  of  practical  street  railroading.  Here 
we  sec  tic  most  advanced  ideas  of  construction,  the  highest  de- 
velopment of  the  electric  system,  ami  a  splendid  new  cable  plant 

as  nearly  perfect  as  capital.  Invention  and  engineering  skill  have 
I  ecu  able  to  make  it.  .and  by  way  of  contrast  and  historical  in- 
terest we  Hnd  a  lew  horse  car  lines  to  remind  us  of  (he  meet 
ings  a  decade  ago  when  we  used  to  grow  excited  over  discus- 
sions of  the  relative  merits  of  the  horse  and  the  mule  as  a  street 
railway  m  iter.  The  street  railway  Interests  of  the  United  States 
are  assuming  wonderful  proporl  ions.  Lvery  day  some  new  com 
pany  is  horn,  and  every  morning  paper  brings  us  rumors  or 
Consolidations,  absorptions  and  syndicate  purchases  until  the 
statistician  lays  aside  his  pencil  bewildered  by  the  mass  Ol 
accumulating  and  shining  figures.  Definite  data  is  out  of  the 
question  .and  I  shall  n  t  attempt  to  tell  you  how  great  we  arc 
even   iii   round   nunibi  rs." 

The  convention  proceeding  In  the  order  of  business,  a  sum 
mar]  of  the  treasurer's  report  was  read,  which  showed  receipts 
of  ¥7,574  ami  disbursements  of  $6,049. 

The  reports  of  the  special  committees  were  then  read,  the  pro 

gram    being  as   follows:      A    history   of   the   Events   Leading   up    to 

the  K'.rinaii t  the  American  street   Railway  Association,  by 

Mr.  1 1.  i'\  Longstreet,  general  manager  of  the  West  find  street 
Railway  Co.,  Denver,  Col.;  a  Model  Electric  Street  Railwaj 
Roadbed  and  Underground  Wiring,  by  Mr.  George  \v.  Baum- 
hotf,  general  manager  of  the  Linden  By.,  St.  Louis,  Mo.;  A 
reriect  Overhead  Electric  Construction,  by  Mr.  Charles  11.  smith, 
superintendent  of  the  Troy  .v-  Lanslngburg  R.  R.,  Troy,  N.  Y.; 

Kraii y  Of  .Machine  Shops  for  Electric  Street  Railways,  by  Mr. 

.1.   ii.   Bickford,  engineer  Na keag  street    ity.,   Salem,   Mass. 

Other  reports  of  committees  covered  forms  for  street  Railway 
Electrical   statistics,    Power   House   Engines,   Relative  Cost   of 

Operatl if    Horse,    Cable    and    Kleclrle    Roads,    and    Standards 

for  Electric  Street  Railways. 

olutlons    were    adopt,.,!    1 1 1 .- 1 1    Hie    association    send    greeting 

I.  the  tramway  agers  .'11111  officers  of  Europe  and   foreign 

countries, ■dlally  inviting  them  to  attend  the  i-iii  annual  meet- 
ing of  the  a    Delation  to  be  held  at   Milwaukee  in  1893,  during 

the.    World's    Columbian    Exposition,    and    a    vole   of   thanks    was 

est. •nded  to  the  short   Electric  Street  Railway  Co.  for  iis  enter 

tainmenl    Of   the  delegates   while   In   Cleveland.     On   the   morning 

following  the  adjournment  of  the  last  session  carriages  were 
provided  by  the  Walker  Manufacturing  Co,  in  sufficient   aunt 

bers   to  transport    all    who   wore   in  attendl e  at    II volition. 

including  delegates,  Supply   men  and    the  ladies   who  had   m 

panted  them,  for  a  drive  about    the  City  and  a    visit   Of   inspect  ion 

to  the  Walker  company's  works.  Subsequently  a  banquet  was 
served  al  the  Hollenden  Hotel,  at  which  the  late  Thomas  11. 
McLean,  first  Sent,   presided   In  lieu  of  the  president, 

Mr  John  O,  Holmes,  wic.  bad  been  called  homt account  of 

a  sudden   bcreavet 1   In  his  1 lly,     Following  the  speech  ol 

Hi.    1  1,    Mr.   \|.  laaii,  these  loasls  were  in  older:    "S ■ 

I'h.i  .     of  the  Legal  Liabilities  of  Street   Railroad  Com] les," 

\ii  An.ii.  ■...  Squire;  "The  'My  of  Cleveland,"  by  Qen,  Bid 
ward  s,  iioo  'An  [deal  street  Railway,  a  Prophesy,"  bj  Mi' 
1;  \  Ru  ;l  Chi  Carrier,  from  the  Standpoint  of  the  Car- 
ried," b]   Mi    James  11    Hoyt;  "The  Benefits  of  street  Railroads 

to  Cities  and   '  bj    Mr.    Richard    Bai "The    1'iess,"   by 

Mr     \\      W.    Armstrong      Mr     I..111    I,    .lohn  ..11    and    Mr.    William 

Richardson   addn     ed   tbi    company,  after   which   the  banquet 

c I  by  all  rising  and  singing  "Auld   Lang  Syne" 


6'J: 


I>\II.\     STREET    RAILWAY    REVIEW. 


[Vol     Ml 


Pit  I    -ILIA  I      M   M'K  \N 


HUO  A  I)  i;  M.I  l>    POLIO     \'l    Bl  II    \l  " 


Mr    ii    C    Mackay,  president  "i  th>'  Btreel   Rallwa]    Account- 

urns'  Association,  has  1 a  an  active  and  Invaluable mberof  the 

organisation  at  elected  i"  tbe  executive  i unlttoe  ai  the 

meeting  In   1808     One  service  of  his  i"  the  association  would 
alone  suffice  to  prominently  distinguish  Mm;  thai  is  the  practical 

ti r  iiis  paper  read  before  the  Chicago  convention  In 

which  \ii    Ma<  kaj  advocated  the  use  of  tbe  car  ii  mr  for  general 

comparisons  in  preferei to  ti"'  car-mile  unit    Mi    Mackay  is  ;i 

native  of  La  Salle,  ill..  «  here  be  was  born  on  October  0,  I860.    At 
the  age  of  18  he  began  bis  rallro  is  a  clerk  in  the  gen 

era!  offices  "i  the  Minneapolis,  Lyndale  .\   Mlnnetonka   El] 
was  made  paymaster  of  tin mpanj  In  1888,     He  was  later  ad 


It.  C.  KACKEY. 

vaneed  !••  better  positions  and  retained  his  connection  with  the 

Minneapolis  lines  nfter  thej  had  i n  absorbed  bj  the  Twin  City 

Rapid  Transit  Co.    Mr.  Mackay  was  made  chief  clerk  and  assist 

.■mi  auditor  after  tli rger,  but  resigned  the  latter  position  In 

is'.i?  to  i me  c  mptroller  and  auditor  of  the  Milwaukee  Blec 

trie  Railwnj  fi  Lighl  Co.  Mr  Mackay's  election  i"  the  presi- 
dene)  of  tin'  Street  Railway  Accountants'  Association  is  perhaps 
no  i' ss  :,  tribute  i"  iiis  ability  as  an  accountant  than  a  fitting 
recognition  of  the  efficient  manner  in  which  be  has  espsnsed  and 
promoted  the  Interests  of  the  fraternity. 

A.   11.   STANLEY. 


Mr   A.  H   Stanley,  general  superintendent  of  the  Detroit  t  nit  id 
Ky..   although   Btlll   youthful   In  years,   has   had  street   railway 

cxperlen qual  to  many  of  the  veterans  in  (he  street  railway 

Industry  He  c  mmenced  work  13  years  ago,  as  a  clerk  in  the 
office  "i  the  Citizens'  Street  ity..  and  Iims  literally  grown  up  with 
the   property.     He  successively   filled   the  office  ol    time-keeper, 

i kkeepi  r,  schedule  mnker,  division  superintendent,  and  under 

Mr.  T I.   Johnson,  and  later  tinder  Mr.  I'n  Pont,  be  held  tin- 

,,ili,-.'  .,i  assistant  superintendent  of  the  Detr  it  Dnlted  By.  tn 
March  of  the  present  year  he  \\as  given  full  charge  of  all  out- 
side work  1  operation,  with  the  title  ol  general  superintendent. 


lt.\   making  a  general  Increase  ol    10  per  cent  in  the  wages  of 
its  entire  force  ol  conductors  and  motormen,  numbering  about 
International  Rallwaj  Co.,  ol   Buffalo,  has  again 
shown  its  faith  in  the  belief  that  the  well  employes, 

and  therefore  the  welfare  <■!  tin-  c  mpany,  can  b<  -i  be  subai 
by  adopting  toward  them  a  broad  and  liberal  policy,    This  is  the 
second  Increase  In  trainmen's  wages  in  Buffalo  since  the  firal  of 
hisi   year.     The  action  "i   the  company   «ns  taken  slmpl] 
recognition  of  the  excellent  service  performed  bj   its  employes, 

and  owing  t"  the  fad  thai  the  t pan]   is  prosperous,  and  is 

therefore  able  t"  carrj  onl  the  desire  and  Intentli i  the  man 

ngement  to  make  the  positions  held  bj  its  men  worthy  of  their 
best  endeavors  and  earnest,  faithful  work. 

in,    following  is  the  letter  announcing  the  Increase  senl   by 
teral  Manager  Mitten  t"  each  oi t  ii mployi 

"Dear  Sir:    The  genera]  excellence  "i  the  service  rendered  by 
our  trainmen  prompts  me  t"  express  dj  appreciation  and  to  take 
this  opportunity  "i   thanking  you  personally  for  the  pun  yon 
1 1, .'ii  in  bringing  about  such  s  gratifying  state  of  affairs. 

"Tour  painstaking  efforts  have  made  the  preseul  Bnccess  p  -• 
Bible,  and  In  recognition  thereol  l  novi  advise  we  »ill  nl  once 
matertall]    incream    the  wages  of  the  trainmen.    The  new  rate 

is  .-is   follO 

"Twenty  cents  per  liour,  platform  time,  for  the  first  year  con- 
tiniiiiits  service. 

"Twenty-one  cents  per  hour,  platform  time,  after  one  year's 
i  .hi  iniioiis  service. 

"Twentj  i«"  cents  per  honr,  platform  time,  after  two  years 
c<  ntinuous  si  rvlee. 

"1  would  also  remind  you  thai  tbe  wages  paid  en  the  various 
lines  controlled  by  this  system,  in  March,  1900,  ranged  from  14 
hi  is  cents  per  hour,  an  average  Increase  of  over  ■"  cents  per 

in. in    having  been  made  since  the  date  of  our  t ting  In  Salnl 

Stephen's  Hall.  Superintendent  C  mis  and  his  assistants  have 
aided  me  in  carrying  onl  the  pr  mlses  made  at  thai  time  and 
.is  ,-i  result  the  rules  have  been  modified  and  revised;  regular 
men  are  not  obliged  to  forfeit  their  runs  .-is  formerly;  runs 
have  i n  s.i  arranged  :is  to  make  the  hours  of  relief  most  pleas- 
ing to  all  the  men;  all  high-s] 'i  cars  have  been  equipped  with 

air  brakes  and  seats  have  I n  provided  for  mot  r n  of  inter- 
urban  lilies. 

"It  is.  therefore,  apparent  thai  we  appreciate  your  loyal  sup 
pint  and  intelligent  work,  and,  in  consequence,  are  endeavoring 

in  so  improve  both  the  wages  and  surrounding  c li'i  ins  as  to 

make  the  positions  worth]  of  your  best  efforts. 

Trusting  that  the  present  happy  state  of  affairs  tuny  continue 
undisturbed  and  that  each  man  will  do  his  utm  st  to  give  this 

company  the  reputatl f  limine  the  most  careful  and  courteous 

trainmen  in  the  world,  I  am, 

_n.'.li     "T.   E.  MITTEN." 

mm 

VAN    IniKN'-IH    I  TON    AND    VAN    DOBN-BLLIOT1 


The  Van  Dora  &  Dntton  Co.  and  the  Van  Dorn-BUiotl  Electric 
Co.,  both  of  Cleveland,  occupy  a  space  together  al  No.  24.  The 
Van  Dorn  &  Dutton  Co.  will  exhibit  gears  and  pinions,  an  arma- 
ture lift  and  a  track  cleaner. 

ill,-  \iin  ii  rii  Elliott  Electric  Co.  shows  a  line  of  re-wound 
armatures,  armature  mils,  field  colls  and  commutators,  which 
are  attracting  a  great  deal  of  favorable  com m. 

The  two  companies  are  represented  by  W.  A.  Dntton,  J.  N. 
Elliott  and  <>.  i:.   Foot*. 

■1*1*1 

a  shower  of  Bparka  Fr  m  ti vcrhead  structure  of  the  Man 

hattan  ity.  \  \  extending  for  25  yards  along  Bayard  street, 
whs  caused  September  loth  by  a  workman's  dropping  a  boll  on 
the  third  rail,  and  resulted  In  a  panic  among  pedestrians. 


Mr.  Win.  W.  1 nl. Is. ,n  is  representing  the  Gould  Storage  Bal 

i.ry  i'n..  nl  Ni-«  York  City.  His  company's  exhibit  win  cjmprisi 
various  forms  and  Blzes  of  battery  plates  and  a  large  single  cell 
which  is  one  of  the  largest  batter;  cells  ever  made. 


Mr.  c.  s.  Ackley,  representing  the  Sterling-Meaker  Co.,  of  Sew 
i     |   city,  Is  at  the  Grlswold.    Assisted  by  Messrs.  E.  B.  McLean 
and  E.  I'    SPlckwlre,  he  will  exhibit  eight  different  forms  ol 
registei  g,  brakes  and  sand  boxes 


OcT.S.1902.]  DAILY    STREET    RAILWAY     REVIEV 

WHHBLING  TRACTION  CO..  THE  "DETROIT"  KK  INSULATING  MAOHINB, 


623 


report,  which  has  r.-.-.-nt i>   been  confirmed,  that  options 
on  a  controlling  Interest  in  the  Wheeling  (W.  Ya.i  Tracttc 
have  bees  given  to  the  president,  Mr.  Conderman,  indicates  that 

■ions  an-  in  progress  for  the  sale  of  tins  property  ami  it 

is  believed  that  eventually  the  road  will  w  incorporated  in  a 

larger  system.     The  Wheeling  Tractli  n  Oo.  completes  the  ex 

tensions   now   under   way   it    will   have  70   miles   of   track   ami 

•    00 

i  thai  'li.-  holders  of  stock  are  now  asking  par 
ami  have  been  offered  '.'T.  while  less  than  a  year  ago  tho  stock 

drug  on  tho  market  at  l".     This  appreciation  is  very  grati- 
fying to  tho  owners  ami  reflects  great  credit  on  the  manager, 

■     B    riyim.  who  has  hail  charge  of  tho  property  since  N 

ber,  190L    This  is  no  now  experience  for  Mr.  Flynn,  however, 

Wheeling  Tra<  the  fourth  railway  property  that 

ho  ha-  polled   out   "'    the  bole  ami  pul   on  a   paying  hasis. 

■taut 

ITI.KK  \  STOWELL  ENGINES  IN   DETROIT. 


Engineers  \ isitimr  Detroit  will  ho  interested  in  aotlng  tin-  Flier 
.■.    -  .         installed  in  Station  "B"  last  fall.     This  i 

which  ilrivos  a  1.300-kw.  Westinghouse  generator,  has  a  number 
of  details  not  fonmi  in  engines  of  similar  typo,  among  which 
may  l»-  noted  tin-  design  of  valve  gear,  the  cylinder,  piston  ami 
-  the  water-Jacketed  main  bearings,  ami  the 
foundation  plates  under  tho  cylinders,  whirl,  extend  beyond  tho 
valve  gearing  ami  dash-pots.  The  frame  is  of  an  unusuallj 
-ii  smh  a-  is  uso.i  in  tin-  hoavio-t  rolling  mill  prac- 
tice ami  tho  bearing  ami  guide  sections  are  comprised  in  a  sin 
gie  casting,  this  arrangement  gives  a  continuous  bearing  on  the 
foundation  up  to  tin-  cylinder. 

The  principal  features  of  tho  design   were  suggested  by   Mr. 

Thomas  Farmer,  superintendent  of  motive  power  of  tho  Detroit 

United  Railway,  ami  represent  tho  result  of  his  extended  experi- 

ih  electric  railway  machinery.     Tin  orders  for  the  engine 

now  operating  ami  for  a  duplicate  now  building  bj  the  Filer  A 

:  Co.,   of   Milwaukee,   Wis.,   were  secured   by   Mr.    Frank 

hanit.  of  the  Chicago  office. 

Tho  Filer  tc  Stowell  Co.  i-  one  of  tho  oldest  concerns  in  Mil 

waukee,  having  been  in  business  since  1850,  but  ii  is  only  during 

tho  Hi'  -    ih.-  company   has  been  devoting  special 

attention  t  •  its  engine  business.    This    company    lias    Installed 

•r  the  largest  engines  over  built  in  this  country.    Among 

da  having  Filer  at  Stowell  engines  in  their 

power  plants  are  the  Chicago  &  Milwaukee;  the  Union  Railroad 

of   IV  i:     l  ;  tin'  Orand   Rapids  Ry.,  "i   Grand   Rapids, 

ami  tin-  i  alon  Street  Ry.,  of  (few  Bedford,  M 

BM1  ',     si  bam    TRAP 


:  i  Dufacturinj;  lie 

in  Detroit    The  Wright  emergency  -team  nap  i- 
i>i  this  irap  Master  Mechanic  Bryen 

.1  thor 

ouch    trial    of    Hi.  i    plac    » 

i«  demanded  It  was  found  to  perform   Iti   nil.  In  an  absolutely 

faultless  manna  ition  of  tie-  imp  in  .>  at  the 

tor  of  the  pi  in.  blooming  mill  englm  rator  having 

in  Inlet  ah-  tie)  with  very  much  Intermittent 

flow  of  steam."     t  unci  to  be  "In  a  class 

to  tight  outlet  valves  are  employed  In 

i  at  the  top  hi  the  trap     i  in.-  ol 

..I  to  the  '  '  under 

■Milium.,  imi  in  event  of  the  og  Into  the 

live  can  'i  rises  in  the 

trrth  It  ami  nooning  the  second  val 

Bclentl)   to  i||k.  i  or  vi  Ids  open  it 

•    if  the  volume  of  water  coming 
Into  tin  ralves. 

Wright   Impro  tlumni  are 


Among  the  man;  important  exhibits  In  Exposition  Ball  will  be 
found  the  "Detroit"  Held  re-insulating  machine  and  tin-  AHen  >' 
Morris, m  Company's  "Composition"  brake  sh  e,  adjoining  Space 
\,,  52  Two  of  these  machines  have  been  In  successful  opera 
lion  for  the  past  three  years  upon  the  Detroit  Dnited  Railway 
and  an  opp  rtunlty  is  thus  afforded  to  see  it  in  actual  use;  it  is 
highly  endorsed  by  numerous  other  roads.  The  company's  brake 
-hoe  is  also  extensively  used.  n.  Rawstron,  secretary  of  the 
Mien  .v.-  Morrison  Brake  shoe  &  Manufacturing  Co.,  and  Donald 
Rawstron,  superintendent,  are  In  charge  of  those  exhibits. 

THE  AUSTIN  SEPARATOR. 

Che  Austin  Separator  Co.,  of  Detroit,  has  a  legi f  Friends 

and  endorsers,  anil  General  Manager  F.  F.  Wornier  will  be  verj 
jrknl  to  see  all  who  call,  in  the  Austin  separator  the  steam  is 
given  a  circular  coins,-  and  .ill  condensation  and  Impurities  that 

may  escape  h rrugations  are  removed  by  the  joint  operation 

of  centrifugal  force  and  gravitj  while  passing  over  the  sepa- 
rating plate,  aii  steam  passing  through  the  separator  has  an 
unbroken  contacl  with  separating  snrraees.  H  is  claimed  that 
this  separator  removes  all  grease,  oil  and  every  other  Impurity. 
The  Aiisiin  company's  now  cast  iron  horizontal  recelver-sepa 
rator  is  receiving  much  attention,  being  designed  f  r  high  pros 
Bare  -civile  ami  « in  to  a  larger  storage  capacity  is  desired  than 
in  the  regular  standard  pattern. 

in  tin-  new  patient  the  steam  on  entering  i-  impinged  against 
corrugated  surfaces  ol  a  baffle  plate,  on  cither  end  of  which  there 
arc  openings,  through  which  the  entrained  water  is  projected,  and 
Is  also  led  by  grooves,  assisted  by  gravity  into  a  receiver  through 
an  ■  pening  below  the  inlet.  Tin-  steam  after  passing  over  the  top 
of  tin-  baffle  is  carried  i"  tin-  outlet  side  where  a  lip  or  projection 
...iips  any  moisture  thai  is  h-  I  in  the  sleain.  which  in  turn  is 
carried  around  the  outlet  opening  ami  drained  through  a  drip  bole 
into  the  receiver.  There  i-  an  Austin  patent  spraying  device 
which  is  found  in  he  .f  greui  value  attached  to  the  Austin  sop 
nrator,  iis  invention  resulting  from  Hie  discovery,  after  careful 
experimental  Btudy,  thai  the  successful  operation  of  an  oil  sop 
nrator  Is  dependent  upon  the  capacity  of  the  steam  for  wetting 
iii.'  Inner  walls  of  tin-  separating  device 

fHI 

MINIAT1  RE    KAII.N  \YS    ARE    POPULAR. 

lie  Miniature  Rallwaj  Co.,  of  301  Broadway,  New  \,»rk.  has 
issued  a  catalog  giving  lull  descriptions  of  iis  various  t.Npes  of 
diminutive  railways  and  pictures  Bhowlng  them  in  operation  in 
different   pans  of  the  world.    These  railways  are  exceedingly 

popular  an. i  in.  large  amusement  enterprise  Is  c plete  without 

- ot   tie-  lllllputla mi-     visitors  to  tin-  n iii  Charleston 

Exposition  will  readllj   attest   that   tin-  outfit   Installed  there  by 
the  Miniature  Ftallwaj  Co,  was  on,-  of  the  best  paying  features 

.hi  i  lie  -i I-.     The  cars  ai ulj   6  ft.  long  and  '_'■!   in.  wide  and 

weigh  125  ii.  ...  1 1      i'ii"  i  in-  locomotive  and  tender  have  o  total 
Hi  i  i  p  ii.  d  in.,  1  weigh  1,200  ih. 

The    Miniature p. in-    -    •  (elusive   s| ially    is   Ihe   niannfac- 

' of  iighi  steam  ioi .  everj  size  ami  style,  adapted 

in  wide  ur  narrow      < I      Thej  can  i"-  us,-d  for  industrial 

purposes  where  ordlnarj   Ioi lotlves  are  unsuitable  ot  too  ex 

pensive    The  Miniature  Rallwaj  Co.  has  Installed  logging  raH- 

roads  that  annually    haul  timber  enough  to  denude  BOO  square 

mile-  ami  are  generall)  in  use  in  the  Southern   Atlantic  ami  Gulf 

the  northern  lake  districts  ami  on  tin-  Pacific  coast.    The 

e      ■■■■•.->  1 1  >  '  |l|.       I 

mm 

Tin: '.    i  BRASS  00   hns  a  very  comprehensive  line 

peclaltles  thai  make  a     Islt  to  Its  office  and  works,  480  A  182 

Detroit,   well  worth  while,     Furtheri ■••.  visltoi 

win  in-  \eri  cordlnllj  welcomed     B i  the  leading  specialties 

inanufm  tun  il  by  II ni     i      t  1 1 blnot Ion"  hand  oil 

pump;  He    i .    ■       Standard      I   lit-feed  ini.ii.- ary 

the    I  d    nidi'    light  teed    hil \'s    glRSS 

hoily  oil  pump  ami    E  Impro       I  l-rass  oil   pump. 


624 


l>\[|.Y    M'kl  I  I     K  \II.\V  \Y     REN  IEW. 


[Vol    XII,  No   i 


l.l.l.i'l  RIC  STOH  \'.l    BAT1  ER1    I  0 


The  Electric  Si  an  In 

ug  exhibit  in  Space  So  .'" the  ground  n ■,  when 

era!  type*  of  the  comp  I  niorlde  Accumu 

lator,"  as  iis.ii  in  street  railway  work,  are  displayed.    There  are 

..in ii  each  ..i  type  it  r.  17-G  and  87-0  In  lead  lined   ■ 

in nk~  and  a  16  P  cell  In  eral  examples  ..r  the 


HO.   1— IS  F  ELEMENT  IX  GLASS  JAK, 

vehicle  tj  pe  of  battery  are  also  shovi  n,  consisting  of  types  M  \  5, 
\|  v  7  Mini  i'\'-'.>.  Two  switchboards  are  exhibited,  showing  the 
standard  Instruments,  Installed  tor  railway  service,  one  of  which 
is  illustrated  in  Fig.  3.  The  c  mpany  is  represented  bj  Charles 
Bllzard,  manager  of  sales  department;  J.  Lester  Woodbrldge,  en 
glneer  sales  department;  B.  Vail  Btebblns,  manager  Cleveland 
sales  office;  n   n.  Klauder,  manager  St.  Louis  Bales  office;  6,  H. 


am. in.  manager  Chicago  sales  office;  u    B.  Daggett,  manager  Ban 
Francisco  sales  office,  and  J.  B,  Lockwo  .1  president  of  the  Mich 
Igan  Electric  Co.,  the  Detrotl  agent  of  the  Electric  Storagi    B 
terj  Co.    The  three  batteries  of  the  Detroit  United  BaJlway  will 

i i  special  Interest  t"  1 1 • attending  the  convention;  the  Brat 

i  hi  the  Blver  Bt  station,  opposite  tin-  power  house,  eon 
paclrj  ..i  2,600  amperes;  tin-  sec 
i. n. I  located  hi  the  Third  Bl    snb-statl  n,  consisting  "f  200  ele- 
ments, with  :i  capadt)  of  2,200  amperes,  and  the  iiiir.i  located  at 


FIG 
Beorse  on  the  Wyandotte  Division,  conalating  of  270  elements, 
with  a  capacity  of  2,800  amperes.  These  batteries,  together  with 
several  other  typical  railway  Installations,  are  described  In  -i 
booklet  which  the  company  Is  distributing  during  the  convention. 
They  were  fully  described  also  In  the  September  "Souvenir" 
is- r  the  "Review." 

»t»t»t 
ii  1 1 :  ii    w.  .muss  mawii.i.i:  CO 


FHi.  t— MMJ  ELEMENT  IX  LEAD-LIMED  WOODEN  TANK. 


The  exhibit  of  tiiis  companj  is  verj  complete,  there  being 
Bhown  a  full  line  cf  overhead  line  material,  comprising  a  number 
..r  newly-designed  devices,  a  working  display  of  electric  car 
heaters,  and  Sachs  "Noark"  fuse  protective  devices.  Particular 
attention  is  railed  to  the  newly-designed  Insulated  and  metallic 
crossings  and  section  Insulators,  which  embody  new  features 
that,  ii  is  claimed,  entirely  eliminate  the  trouble  experienced  with 
other  devices  used  for  similar  pnrp  ses.  The  line  of  subway  fuse 
boxes  is  believed  to  represent  tin-  largest  and  most  complete  Hue 
of  work  ever  built  of  Uiis  description,  and  is  very  Interesting  to- 

gether  with  tt ther  new  features  in  the  fuse  manufacture  that 

o  exhibited.    Those  present  at  th nventlon  are:  J.  W. 

Perry  and  .1.  i:.  Meek,  of  the  New  Ifork  office;  D,  T.  Dickson,  of 
the  Philadelphia  branch;  B.  H.  Finney,  of  the  Chicago  branch; 
Win.  a.  Buddecke,  of  the  St  Louis  bi  i:.  B.  Hatch  and 

Mr.  White  representing  the  Johns-Pratt  Co. 

*t»t*t 

Mr.  O.  D.  Henry,  associated  with  I... rain  Steel  Co.,  is  in  attend- 
ance. 

The  central  chandelier  at  the  Armory  is  lighted  by  Nernst 
lamps. 


- 


DAILY    STREET    RAILWAY      REVIEW, 


025 


"DONT  CI  X   ViTK   DASH!" 


Thfa  is  the  pointed  caption  that  the  Smith  New  York  Oo. 
adopts  to  call  attention  to  its  latest  Improvement  In  electric  car 
dash  headlights.  This  headlight  the  result  of  many  years'  ex- 
perience, has  some  vi tv  desirable  features,  it  is  :i  new  depart- 
ure and  is  constructed  on  scientific  principles,     it   is  made  In 


BRASS 
DOOR" 


PROMT  ELEVATION  SHOWIN  ISKD 

two  sizi's.  Tin'  body  is  nf  heavy  cast  i  t  malleable  Iron,  the  re- 
st iirnii/.i-  metal,  heavily  plated,  and  tin-  door  of 
heavy  cast  brass,  with  heavy  glass  imbedded  in  rubber  and 
held  in  place  by  an  adjustable  cast  brass  ring.  The  Inside  of 
the  door  is  provided  with  n  :-N  in.  square  rubber  gasket  which  is 
Imbedded  in  the  door  and  projects  3-16  in.  above  the  bui 
making  1 1  •*-  lamp  perfectly  weather  and  dust  proof  when  the 
door  is  closed.    The  whole  fixture  is  bolted  on  the  dash,  thus 


view   "1    BIDl     ISD  BA(  K 

obviating   tin-   ni  >l    cutting   a    hole   in    tin-  dash.     This 

pccially  desirable  i"  i    cars.    Two  Mews  of 

the  headlight  are  here  shown  Tin-  Smith  New  fork:  Oo.  was 
established  in  1840  and  is  well  known  tin-  world  over  for  tin' 
•  icelli  ■  neral  offices  are  al  848,  860  and 

I     rk,   .•mil   at    Hit   King    William    si  .    I. ..nil. ni. 

9  r  r 
\    PHILANTHROPIC    ID1 


■  ■    ..mi  ih..  Lane  *>■ 
Rod  ley  Co.,  are  planning  tin-  erection  ••!  a  building  upon  the  lite 
i.r  their   Bond   mil   factories  for  the   benefit   ..i    tin-   woi 
■  mpk>]  tnetbiog  in  tin-  natui 

boarding  bouse  mid   restaurant,   and   Hie  purpo  •■  con 

dint  it  that  u  will  tiiki-  the  place  of  the  » 

i[.  in  the  neighborhood  "f  large  man 
ufactnrlng   establlahmi  i    erytblng   offered    by    the   saloon 

win  be  offered  here,  but  in  a  more  attractive  way,  and  If 
Intention  to  offer  everything    it  ■   price  so  much  Ism  thai   do 
ordinary  »nh«in  in  the  neighborhood  can  compete    The  comps 


ales  ezpeel  to  derive  a  benefit  bj  securing  abundant  labor  of  the 
class  which  patronizes  boarding  houses  by  offering  attractive 
rooms  and  meals  af  a  eosf  much  less  than  the  workmen  could 
others  is.'  secure. 

DORNER  TRUCK  6   FOUNDRY   CO. 


This  company  ims  on  exhibition  one  of  its  latest  improved  high 

sp i  in  tor  trucks,  the  "Reliance"  track  cleaner  which  ueeds 

only  the  name  for  description,  and  Burke's  patent  safety  switch, 
a  new  device,  to  which  the  attention  of  railway  men  is  particu- 
larly directed.  The  features  of  the  Burke  switch  are  that  the 
i  ck  is  designed  to  lock  or  hold  the  switch  inugue  in  whichever 
position  it  maj  be  thrown;  this  allows  double  truck  cars  to  pass 
through  a  switch  without  the  rear  truck  taking  the  wrong  track, 
thereby  throwing  car  crosswise  and  blocking  the  track.  The  lock 
is  made  with  a  Bteel  rod  inside  of  a  steel  coll  spring  and  cast 
steel  racks,  incased  in  a  water-tight  cast-iron  box.    The  claims 

made  are  that  it  is  very  compact,  taking  up  little  room,  easily  put 
In,  always  in   working  order,  needs  nn  repairs  or  attention,  easy 

perate.     MJotormen  throw  the  switch  with  a  switch  rod.  the 

same  as  with  an  ordinary  switch,  and  it  can  also  ho  arranged  to 
operate  automatically,  if  desired.    The  company  has  a  number  In 
satisfactory  operation. 
The  Dorner  truck  exhibited  is  designed  for  high  si i.  and  is 

built  as  near  the  M.   ('.    11.  specifications  as  was  practicable  in  a 

in  tor  truck.    Some  of  the  principal  points  about  the  truck  are: 

The    top    l'ra is    made    of    l.\l    in.   iron   and   is   itinuoUS, 

having  no  splice.      The  ends  of  the  frame  are  hall'  turned  making 

them  vertical,  this  form  being  patented.  The  transom  of  the 
trucks  is  formed  bj  two  14x8  in.  steel  plates  reinforced  bj  '■'■'■^ 
2%x2%  in.  angle  irons  extended  across  Hie  track  and  attached 

lo  ilir  truck  frame  proper  through  Hie  combined  transom  end  and 
swin-  banger  pivot.  This  in  turn  is  secured  to  the  frame  and 
arch  bar  by  means  of  vertical  bolts  passing  through  it.  The  tran- 
som is  further  braced  by  gUSSet  plates  Which  are  riveted  to  the 
Ira and  to  the  reinforcing  angles  "f  the  (ransom.     The   lower 

swing  hanger  pivot   rests  under  and  is  attached  to  the  swing 

plank.  Elliptic  springs  rest  upon  the  I. oil, mi  spring  seal  which 
is  secured  to  the  spring  plank,  and  the  tup  spring  seal  is  attached 

i,,  in.'  iron  truck  bolster.    The  truck  bolster  supports  the  center 

plate  and  Side  bearings,  the  top  spring  seal  forming  a  dialing 
plate  lo  w.ar  against  the  14x8  iii.  plate  which  f.  nils  a  part  Of  Hie 
transom.  The  swing  bolster  and  the  brake  rigging  are  secured 
by  safety   hangers   to  eliminate  the  possibility  of  accident.      The 

spring  base  ..I  ihe  truck  is  Increased  by  hanging  the  equalizer 
bar  underneath  the  box,  thus  enabling  it  to  have  double  helical 

springs  on  each  side,  four  more  than  are  generally  used.  Willi 
a  i;  II.  wheel  l.ase,  lirakes  on  the  outside  of  the  wheels  and  the 
swing  hanger  in  front  ol   the  Wheels,  a   large  amounl   "I'  space  for 

the tors  is  secured,    The  brake  head  and  shoe  are  attached  by 

a  key,  king  ii  a  simple  operation  to  remove  the  worn  shoe. 

Tiie  brake  leverage  can  be  altered  as  desired,  according  to  the 
required     Bj  removing  the  pedestal  tie  bar  bolts  the  truck 

can  i.e  liiie, i  away  from  the  Journal  box,  thug  leasing  the  latter 
with  tie  ei '  '  and  equalizer  springs  in  their  normal  p. .si lion. 

The  journal  boxes  are  of  large  size,  giving  ample  i i  for  oil  and 

pai  i  Ing,   and   will   lake  a    I  ;,    in    j nal.      The   axles  are  .".   in.    in 

dii tor,    'fiie  total  weight  of  the  truck  is  8,700  lbs.    The  com 

panj  i, a    latelj  made  three  large  Bhij uts  of  this  type  of  truck 

ami  bat    everaj  other  orders  under  way  af  its  works  which  have 

recently   been  built  with  si la  I  reference  to  lids  line  of  manu 

facture.  Because  of  lis  substantial  construction,  iis  easy  riding 
ami  ihe  nominal  cost  ..f  repairs  required,  this  truck  is  partlcu 
i . 1 1 1 %    recommended  bj   Hie  makers  for  heavy  Interurban  work, 

ii     \    Dorner,  general  sales  agent,  represents  Hie  .- panj 

It  Hit 
The  Christen  en  force  is  here  20  strong,    The  company's  »"ii 
i . ii.ii  ai  the  armor]  Ii  al  o    trong  and  forcible,    Christen 
sen  beadqt  it  Hotel  ( ladlllac 

It  «t  »t 

ii,.    \  a.,  i  ,e,,ii  street   Railway  Convention"  s!«?n  over  ii n 

trance  to  the   Lrmory  is  a  beaut;      rhi     Ign  on  t.  ■  City  f  lull  N 

i  ■  ,,  i  .    i 


626 


l>.\m  i     RAILWAY    REVIEW 


[Vol.  XII.  No  i 


\     I :  i:  1 1  l    I  \\  I      SIGN 


WII-.KH'W   IS. II  .   rcms 


in.i-inii.ii  .1-  the  old  atlng  Uia  nainee  ••!  routes 

directly  ou  the  or  a  legible 

ndjuBtnble  Blgn  line  be  irj  pari  •  •!  evei 

equipment    To  avoid  confusion,  to  passengers  and  prevent  de 
lay*  through  ii"  ol   conduct   ra  having  to  stop  to  an 

swer  questions  .r  bewildered  passengers  n  car  Blgn  si Id  be 

legible  from  n  dlstauce  of  nl  least  BOO  or  <*»>  ft;  should  be  as 
eiwlh  readable  al  nlghl  as  al  day;  Bbould  be  ol  staudard  <i iiu»-n- 


SK«    URII.I.  sia.v 

sious  Mini  adjustable  to  auj   car  owned  bj    th mpany;  and 

Bhould   i"'  strong  and   aub  :  aough    to    withstand    hard 

nsage. 

The  J.  G.  Brill  Co    Is  putting  on  the  market  a  new  sign  for 
which  much  is  claimed.    This  will  be  sold  under  the  catchy  and 

appropriate  nan t  the  "Brlll-iant."    The  designating  races  of 

the  sign  are  made  of  celluloid  with  letters  in  patented  enamel. 
There  are  no  lights  in  the  Blgn  Itself,  it  is  to  be  placed  on  the 
car  roof  before  the  end  or  side  transoms,  bo  the  light  from  the 
Interior  of  the  car  will  shine  through  the  lettering.  Th 
Is  of  the  turn-over  variety  and  can  be  furnished  with  double, 
triple  or  quadruple  faces.  A  peculiar  qualit]  of  these  celluloid 
transparencies  is  thai  although  the  different   fi a  of  the  sign 


nSDRINGSTREET 


NEW  BU1I.L  CAR  SHMf. 

may  be  close  together,   in  the  double  sign,  for  instance,  there 

being  scarcely  an  Jncb  ol  Inti        i  a  trac ,|i(   back  face 

tin. .imii  the  front  one.     The  celluloid  diffuses  the  Ughl 
s.i  thai   although  the  lettering  on  H utward  face  "ill  stand 

"glow"  uitii  great  distinctness,  the  Individual  characters 
on  the  -"!■   toward  the  light  >i >t  show  the  slightest  trace  on 

tward  face.    The  "Brlll-iant"  sign  is  adaptable  to  \ 
stj  le  of  hold  ngers 

•t  m  « 

The  Wichita  (Kas.)  Railroad  fi   Light  0 i  September  12th 

gave    Hi"    Inmates    and    teachers    of    the    Children's    n 

Wichita,  a  free  excursl  n  over  all  the  lines  of  iis  system.  A 
special  summer  car  was  furnished  for  the  purpose,  and  a  number 
..t'  stops  were  made  at  parks  and  pleasure  resorts  In  order  thai 
the  entertal nt  might  be  c pletc  die  children  and  the  man- 
ager of  the  Home  duly  voted  thanks  i"  the  company. 


The   kuiericuu  Injector  Co.,  with  offices  corner  ol  Oongn 

ooklyn  Ave.,  Detroit,  is  especially  well  equipped  to  supply 

in.-  trade  at  this  ii an. i  an  Inspci  II  m  "i  n-  .■stai.iisiiiii.-nt  will 

be  well  worth  while.  This  company  la  the  sole  owner  ami  maun 
facturer  ..i  the  U.  s.  "Automatic"  and  "WorW"  (doable  tube) 
Injectors     Several  points  of  superiority  arc  claimed  for  the  I 

ani atlc  Injector,  vie.:    it  to  operate,  being  started  bj 

■Implj   turning  on  the  steam;  it  ..  low  steam  pressure 

ami  works  at  high  pressure;  ii  bandies  hotter  water  and  feed! 
hotter  water  Into  the  boiler;  the  capacity  can  be  reduced  t.>  ■ 
greater  extent;  ii  is  automatic,  with  wide  open  suction,  a1  lower 
and  with  throttled  suction  ii  Is  automatic  al  anj  pressure 
sufficient  t.,  enable  the  Injector  to  gel  the  water;  II  «..ii-s  equally 
well  as  a  lifting  Injector  or  as  a  non-lifter;  ii  never  "bw 
through  Jarring.  \  distinctive  feature  .m  the  D.  S.  automatic  In- 
lector  is  the  drip  cock,  which  Has  Bpcclal  advantages.  ■'  drains 
the  Injector  when  not  lu  use,  and  iims  prevents  freesln 
leaving  ii  open  the  Inje.  r  can  be  started  even  though  the  check 
valve  leaks;  bj  opening,  a  Btnrl  can  be  made  with  lower  steam; 
by  leaving  i  pen  when  not  In  use  ii  prevents  the  Buctlon  pipe  from 
getting  hot;  II  enables  one  to  take  hot  water  out  ol  a  hoi 

pi] a  i  ng  lii't  and  it  is  always  band]  for  drawing  hot  water 

when  i  or  Is  working.    The  positive  or  double  tube  In- 

jector is  provided  with  two  Bets  of  tubes  or  Jets,  one  v.-t  adapted 
to  lift  the  water  and  deliver  it  to  the  second  set,  Which  forces 
the  water  Into  the  boiler,  it  is  better  to  use  the  double  tube  In- 
jectors where  the  feed  water  is  •  •!  too  high  a  temperature  to  be 
bandied  by  an  automatic  injector  and  when  a  great  range  of 
-ir.ini  vnrlat  companied  by  the  condition  of  a  long  lift. 

The  American  company  also  makes  a  full  line  •  t  ejectors,  Jet 
pumps,  drive  well  Jet  pumps,  exhaust  injectors,  iir.-  plugs,  grease 
cups,  brass  ..ii  cups  and  all  kinds  of  Jet  work  f.>r  si. -am.  water, 
..iis.  acids  or  chemicals. 

•SHU 

STREET  i:\ll.\v  \\   DEPARTMENT  OF  STTJART-HOWLAND 
OOMP  \XY. 


ii:.     stuarl  n  iwl i    i'...    lias    enjoyed    a    most    remarkable 

growth  in  iis  sir.-.-i  railway  department  and  for  the  last  seven 
months  the  companj  reports  having  sni.i  and  delivered  S08  miles 

..i"  aplete  overhead  and  pole  equipment,  excepting  wire.    This 

is  distributed  over  n  wide  area,  having  gone  into  -"•  states  of 
the  i  nimi.  four  provinces  In  Canada,  and  Ave  foreign  countries. 

These   equipments   have   been   entirely   of   n ompany'a   own 

manufacture,  with  the  exception  of  the  w len  cross-arms  and 

pin-,  which  are  turned  out  in  Immense  quantities  by  a  large  mill 
in  the  South,  the  entire  product  .>r  which  is  contr  lied  by  the 
Stuart  Howland  Co.  in  addition  to  its  own  manufactures,  the 
company  carries  one  of  the  most  complete  lines  of  street  railway, 
telephone  and  lighting  supplies  t..  ue  found  In  the  Dnited  States. 
n  mIs.i  h.ii.is  many  exclusive  ten-it. .rial  agencies  for  valuable 
specialties,  a  recent  acquisition  to  this  list  being  the  Ham  sand 
box  and  Ham  trolley  catcher,  for  the  Bis  New  Rngland  States 
ami  the  1 1. .mini. .ii  of  Canada. 

it  me 

.;  LRRIGl  s    MECHANICAL   BOILER   CLEANER. 


This  invention  will  be  shewn  at  the  convention,  although  it  is 
well  known  and  is  being  used  in  a  large  number  of  the  electric 
railway  and  lighting  plants  as  well  as  by  the  largest  corpora- 

-   in  the  country   In  other  lines  of  business,     ii   is  claimed 

thai  iis  us.-  shews  sneh  a  large  saving  ms  t.>  make  ii  really  Indls- 

pensable  .>n  such  plants,     The  c pany  is  represented  at  the 

convention  by  W.   R.    Mason,    western    manager,    and    P.    A. 
Doughty,  mechanical  superintendent. 

ttsttt 

All  of  the  double-truck  cars  of  the  Detroit   United  Railway, 

troll  A  Wyandotte,  the  Detroit  &  Northwestern,  the  De- 

trnii  &  Pontlac  and  the  Detroit,  Rochester,  Romeo,  Lake  Orion 

fi   Flint  ity    operated  In  and  through  the  city  of  Detroit,  are 

equipped  h  Itli  Magjt  an  storage  air  bi 


Oct.  S 


DAILY    STREET    RAILWAY    REVIEW. 


627 


FLEXIBLE   ONE-PIECE    R  MI.   BOND 


The  importance  of  having  the  ground  return  circuit  as  nearly 
9  poss  Me  is  readily  apparent  to  street  railway  men.  a 
poor  or  defective  rail  return  means  the  same  as  insufflcie 
per  in  the  overhead  system  and  materially  reduces  the  efficiencj 
and  correspondingly  increases  the  eosl  of  operation  of  the  sys- 
tem. 

Among  the  later  types  "i  rail  bonds  on  the  market,  tin-  "All 
Wire"  bond  made  by  the  Ohio  Bi  iss  I  o  of  Mansfield,  O:,  has 
attracted  much  attention  as  embodying  a  now  idea  In  rail  bond 
construction.  The  mechanical  features  Involved  In  making  this 
bond  were  most  carefully  worked  i  ul   before  it   was  placed  on 


HO.  1.    FINISHED  BOND,  TYPE  B    rOBH  S 

the  market,  so  that  it  was  presented   in  a   fullj   developed  and 

ted  form. 
As  Its  Mam.-  indicates,  it  is  made  entirely  from  wire,  includ- 
ing tbe  bund  terminals,  si>  thai  the  highest  conductivity,  thai  of 
pure  sni'i  drawn  copper,  is  maintained  throughout  the  entire 
length  of  the  b  nd.  The  ends  of  the  cable  are  formed  <>r  wire 
and  an-  cold-preesed  Into  shape  ready  tor  welding.  These  ter- 
minals are  afterward  heated  to  the  welding  point,  and  welded 

en  dies  nnder  sufficient   pressure  to  weld  the  strands  of 
wire  composing  t li.-  terminals  Into  a  solid  mass  of  copper. 


no  BAIL  BONDED  WITH  ONE  TYP1    B    FORM   !  BOND 

The  "All  Wire"  bonds,  Borne  forms  "i  which  were  more  fully 

•••■I  i ir  issue  for  March  15,   1902,  arc  made  In  o   great 

..i"  types,    iiiic-  of  the  loop  style  is  shown  In  the  lllustra- 
ded  f oi  n-''  either  under  the  flsh  plate 
.•r  around  it,  or  under  tin  i  he  rail. 

r  «>  •> 

SOLID  \l  l.li   CAR  BEATING   CO. 


Heating  Co.    ol    llbany,  v  v..  is  repre 

mention  by  Francis  C   Green,  general  manager; 

ark  agent;  O.  W.  Man  in.  Chicago  agent;  W 

■  i.  jr..  who  i-  attached  t"  the  Chicago  office,  and  Mr. 

ai  >-ti;irtt<-  of  tbe  operation  of  n xhlbit.    The 

exhibit  comprlsi  ,.t   the  company's  different   typ 

og  to  note  thai  the 

compan)   has,  during  the  nine  I n   In   bn 

equlppi  -  Involving  the  use  "i    190,000  heating 

■  ■       pmenl     fun     ned  in  1882  are  still 

exhibited  are  tbe  following:    The  No    1481, 
'  ,  n  blch  is  similar  to  the*   fun 

ipolltan  Street  Railway 

adard  on  thai  road,    Tbe  1 18W  S 

•  i    Hi. in  the  con  dlnary  cro 

tbe  one  furnished  on  I  elevated  roads 

adard      i  be  i  18W  beater,  which  tbe 

in  "f  tbe  Chicago 

•  i  beater  I-  standard  on  tl 

furnlahed  "'•  equipment! 

1  ml    "ii    Hi.-    \l:,n 


hattan  Ry,  of  New  York  City;  the  contract  for  the  equipment  of 
this  roa.i  called  for  21,600  heaters  of  this  type,  making  1,200 
equipments  Of  IS  heaters  each,  Which  are  very  nearly  completed1 
ii  the  present  time.  The  No.  03  heater,  which  is  the  most  satis- 
factory "i n  the  market  for  <li;i ir  cars,  and  which  is  very  fre- 
quently used  iii  the  express  compartment  of  combination  cars. 

LEE   INJECTORS. 


The  Lee  Injector  Manufacturing  Co.,  of  Detroit,  publishes  the 
following  working  ranges  within  which  the  Lee  ball  valve  auto- 
matic injector  "ill  operate,  start  low,  18  to  20  lb.  steam  pressure 
on  Tft.  lift;  work  high.  150  to  160  lb.  steam  pressure  or  over  on 
I  -ft  lift;  lift    water  20  ft.  on  60  to  1IKt  lh.  steam  pressure:  handle 

hut  water  120  degrees  to  130  degrees  at  65  to  80  lb.  steam  pres- 
sure; ha  in  He  1 1 1. 1   water  110  degrees  to  118  degrees  at    10(1  II  i.  steam 

pressure;  handle  hot  water  95  degrees  to  100  degrees  at  125  i1, 
steam  pressure. 

The  company's  latest  catalog  contains  a  considerable  amount 
of  valuable  information  relative  ti  injectors,  their  construction 
ami  the  principles  upon  which  they  work;  also  a  number  of  tab'es 
and  considerable  data  ol  general  Interesl  I"  steam  engineers 

DETROIT   LUBRICATOR   CO. 


The  Detroil  Lubricator  Co.  has  general  others  ill  the  Hodges 
Building  Detroit,  and  its  factory  is  at  the  corner  of  Lincoln  Ave. 
l  the  Railroad.    Its  officers  will  be  pleased  to  welcome  visitors 

at    any    time   and    explain    to    them    the    reason    why   the   Detroit 

sight-feed  lubricators  have  i universally  recognized  for  more 

than  20  years.     It  has  always  1 n  the  aim  of  this  company  to 

keep  in  the  lead  in  improvements  in  design  and  quality  of  work- 
manship. During  the  past  .m-h-  ii  has  added  a  Dumber  of  spe- 
elaltles  lo  its  line,  which   dow   Includes  sight  feed   lubricators, 

plain    lubricators,    brass    ami    glass    oilers,    brass    and    glass    oil 

pumps,  multiple  oilers,  oiling  devices,  grease  cups,  boiler  oil  in- 
jectors, low  water  Indicators,  throttle  valves,  globe  valves,  steam 

and  hoi   water  valves,  etc.      More  than  half  a   million  Of  the  sight 
feed   lubricators   have   I n  sold.     Their  operation   depends   npnn 

the  action  of  Datura]  laws,  so  unless  some  pari   is  injured  or 

defective,  it  a •  mistake  is  made  iii  attaching  or  operating, 

thej  innsi  work  positively.  The  officers  of  the  Detroit  Lubri- 
cator i'o.  arc:  President,  n.  0.  Bodges;  vice-president  and  man- 
ager, C,  B.  Hodges;  secretary  and  treasurer,  I',  w.  1 1  dges;  assist 
.mi  secretary,    \    p..  Wetmore. 

HAROLD  I'.  BROWN. 

There  is  i ic  regular  attendant   at  tin-  conventions  than 

Harold  P.  Brown,  manager  of  the  Edison-Brown  plastic  rail 
bond,  ami  his  c\hiiiits  arc  always  among  the  mist  Interesting 
unes  in  the  hall.  This  year  Mr,  Brown  is  located  at  Space  No.  s 
where  he  is  operating  a  large  icsiine.  plant  ami  showing  bonds  oi 
different  types  applied  on  rail  joints  and  carrying  current  up  lo 

u.ikmi  amperes,      lie   also   cxhihits    his   bunding   liiols,    the    I'.i.iwn 

band  power  grinder  with  flexible  shaft,  ami  the  Brown  portable 

tract  drill.    The  testing  plant,  which  is  the  most  complete  one  of 

II    kind  in  the  country,  w  ill  Ur  placed  at  t lie  disposal  of  any  rail 

.i     engineer  or  official  who  desires  i  i  test  the  conductivity   ol 

any    type  of  rail  In. nils,  switches,  circuit   breakers,  fuses,  etc      Wr 

Idc    Mi    Brown,  .lame    Hollowood,  superintendent;  J.  Maxwell 

Coote,  electrician;  Wm.  Temple  ami  s.  n,  Dalley  arc  ai  tl on 

i  eni  ion 

Hit  >t 
HOLDING  Tin:  ft;  a  veil  isio. 


The  Itorj    i      told    in   Cal ma    thai    in   the   luw i  on\  an/.a.  a 

few  mil'     i i.i     \<,     i       .inii-  promoter  w ho  began  eon 

order  I"  bold  his  franchise,   laid  ;i r  tnici    

rail  long,  tin    rail     being     upported  on  sin  lies  and  in  order  in 
keep  iin    in. in  being  stolen  burled  the  whole  iracli  some  two  feel 

under   i  he     n   i.i,  .-  .,t    the   

I'  'I  COl      Hi'l     '         I.        tie.   III. ill     .lie     looking     allel      the 

■a  ii"    \iin  pear  \i ifactuiing  Co.,  of  Mew  Sork  city. 


628 


HMI.V    STREET    K  All. WW     REVIEW. 


\ll    Ni 


I    Mil    LINK  \II.N    \\      WOBE 

The  the    Weill  i  Igbt"  fWallworli  and  Weill'  pal 

ents),  bai  i a  immediate  and  remarkable,  t »« «t i ■  in  the  Onlted 

Btatea  and  abroad.  There  are  more  than  17,000  of  them  In  use. 
it  is  real);  n  wonderful  Invention,  the  m  re  bo  because  of  its 
simplicity,  and  lis  adaptation  to  railway  naea  la  marked,  it  Is 
a  portable  light,  obtained  from  oil,  of  from  »><»>  t"  5,000  candle 
power,  and  neither  engine,  boiler,  compressor  nor  fixed  plant  is 
required  i  i  operate  it.  it  is  strong,  safe  and  reliable,  continu- 
ous in  action,  unaffected  bj  weather,  steam  or  smoke,  unci  u  is 
also  cheap. 

The  light  la  produced  by  passing  kerosene  oil  through  a  heated 
burner,  where  it  Is  generated  Into  gas.  Oil  is  forced  Into  :i  tank 
b]  i  pump  until  II  is  two  thirds  full,  compressing  the  air  already 
in  iiir  tank  i"  a  in  mi  25  lbs.  pressure.  The  burner  is  heated  by 
burning  a  little  ell  in  n  dish  at  Its  base,  the  heal  being  concen- 
trated around  the  burner  tubes  bj  a  chimney.    When  the  burner 

is  sufficient!}  heated  a  valve  is  opened  and  ti II  From  the  tank 

eed  by  the  air  Into  the  heated  burner,  where  it  is  con- 
verted Into  gas,  which  Issues  from  a  Jel  mixing  with  sufficient 
air  in  a  cone  where  II   may  be  Ignited.    The  Chimney  is  then 

re ved  and  the  name  passing  through  the  rings  of  the  burner 

maintains  the  heal  and  gives  a  clear  white  llghl  tree  from  smoke 
or  Bpray. 


I'l  IT     MANUPACTUB1NQ  CO 


THE  LIGHT  IX  ACTION 

A  few  strokes  of  the  pump  every  lew  hours  will  renew  the 
pressure  and  oil  oi  air  ma]  be  pumped  into  the  tank  while  the 
light  is  burning.  It  uses  kerosene  oil  from  110°  to  150°  fire  test 
and  throws  no  nnconsumed  oil  spray  about.  The  special  fea- 
tures in  the  lamps  and  burners  are  protected  by  over  60  United 
gn  patents.  The  "Wells  Light"  is  a  valuable  aid 
in  track  laying  and  repair  work  generally,  it  is  als  i  used  for 
lire  expanding  by  many  railroads,  and  it  is  invaluable  for  water 
works.  Bj  its  us.-  lead  Joints  may  lie  quickly  burnt  out,  saving 
:io  per  cent  "i  the  lead,  it  is  claimed.  A  list  of  the  users  of  the 
light  would  Include  many  of  the  leading  railways,  engineers. 
mines  and  contractors  of  the  world.  For  instance,  more  than 
100  are  In  use  on  the  Chicago  drainage  canal.  Mr.  Edward 
Robinson  is  the  sole  proprietor  of  the  "Wells  Light."  The  busi- 
ness Is  conducted  under  thi  I  he  "Wells  Light"  Manufac- 
turing Co.,  it  and   16  Washington  St.,  New  York. 

The  Bldwell  Telephone  Co.,  of  Grand  Rapids,  Mich.,  which  had 
secured  space  and  Intended  to  make  an  extensive  exhibit  of  its 
car  telephone  Bystem,  lias  unfortunately  been  obliged  to  abandon 

this  exhibit  on  a mnt  ol  of  Sir.  Benson  Bldwell. 

*«« 

Mr.  Allien  Eastman,  of  the  Detroit  United  Ry.,  in  addition  to 
his  duties  of  traveling  express  agent,  will  hereafter  represent 
the  company  as  its  traveling  passenger  agent,  his  title  nov 

aveling  express  and  passenger  agent.    Mr.  Eastman  reprc- 
Bents  the  Rapid  Rnilwaj   S  well  as  the  Detroit   I 

Ry. 


The  Duff  Manufacturing  Co.,  ••!  Allegheny,  Pa  .  hoi  on  exhibit 
a  complete  li f  Barrett  lifting  Jinks,  c prising  both  auto- 
matic lowering  Jack!  and  trip  or  track  jacks,   for  Car  use.   work 

in  the  barn,  track  construction  and  repair  work.  These  Jacks 
shown  have  lifting  capacities  ranging  frail  one  to  fifteen  tuns. 
varying  In  sloes  and  dimensions      i  hi  i  ihlblted,  for  the 

first    time,    the   Company's    new    Barrett    motor   armature 

removing  and  replacing  armatures  This  armature  lift  is  con- 
structed throughout  "i  Iron  and  steel  and  the  truck  is  provided 
with  either  Hal  or  Hanged  wheels  as  desired,  arranged  for  ■>  track 
of  24  In.  gauge.    Tin-re  is  a  side  adjustment  of  8  In.,  which  is  a 

feature  very  essential  under  many  Iltions.     The  jack  ased  Is 

our  »eii  known  "Barrett1  automatic  lowering  jack,  having  a 
cradle  top  w  ith  w i  rolls,  but  a  Bat  of  special  top  can  i»-  used  it 

desired         This       lift       is      light.      strong.      durable      and 

iperated  and  it  can  safely  carry  b  lead  of  three  tons.    i> 

to  meei  the  demand  for  a  first  .kiss  armature  lift  at  a 
reasonable  price  and  is  adapted  In  every  way  to  the  purposes  for 
which  it  is  Intended.  The  principal  dimensions  arc:  Width.  28 
In. j  length,  33  in.;  gauge,  -i  In.;  height,  bar  down,  36  In.; 
bar,  -i  In.  The  company  also  exhibits  the  Barrett  automobile 
jack,  which  has  just  been  placed  on  the  market  during  the  past 
year,  and  which  has  been  pron  nneeii  the  best  adapted  Jai 


HAKRKTT  MOTOK  AUMV1TKK.  I.I  K  r 


all  automobile  purposes,  now  on  the  market.  It  is  also  adapted 
to  light  machine  work.  The  Barrett  Jacks  arc  so  well  known 
thai  no  description  of  them  is  needed  here.  The  company  ad- 
vises us  that  these  jacks  have  been  adopted  as  a  standard  by  air 
the  leading  street   railways  and  steam  railroads  in  the  United 

States,  and  thai  it  now  supplies  nearly  every  street  railway  In 
the  eon ul ry  with  Barrett  jacks.  The  merits  claimed  for  Barrett' 
jacks  are  efficiency,  excellent  design,  practicability,  quickness 
and  ease  of  operatl  n,  good  material  and  workmanship.  The  com- 
pany is  represented  at  the  convention  by  T.  A,  McGinley, 
treasurer,  and  George  1'.  Freed,  superintendent. 

ALUS  OHALMERS  00. 


Among  the  engine  galea  of  the  Allls-Chalmers  Go.  for  August 
are  the  following.  Armour  Institute,  Chicago,  one  '■'  and  18  by 
21  In.  1880  cross-compound  Reynolds-Corliss  engine;  Pawling  A 
Hornishfeger,   Milwaukee,  one  18x36  in.   1880  frame  Reynolds 

Corliss  engine;  Intcrurban  Construction  Co.,  Ottumwa,  la.,  one 
18x42  In.    1880  Reynolds-Corliss  engine;   Denver  Tramway  Power 

Oo.,  Denver,  Col.,  one  32  and  08  by  60  In.  1S90  cross-compound 
condensing,  and  one  30  and  64  by  48  In.  1880  cross-compound  c  in 
dousing  Reynolds-Corliss  engine;  Southern  Electric  Light  & 
Power  Co.,  Philadelphia,  one  12  and  86v60  In.  combined  vertical 
and    horizontal    duplex    compound   condensing    Reynolds-Corliss 

engine. 

Mr.  Bertram  Berry  is  at  the  Cadillac  The  Ileywood  Bros.  & 
Wakefield  exhibit  at  the  Armory  will  be  exceptionally  fine. 


DAILY    STREET    R  Ml  .WAY    RE\  [EW. 


629 


I  ■  >M'l  1  I'    lKK.Ml.VW.   FRAMES. 


ON  THE  SPO  r. 


npanring  illustrations  show  an  adjustable  terminal 
frame  for  ending  underground  conduit  in  manholes  which  Berves 
the  work  a  more  finished  and  neater  appearance, 
but  ais  ■  allows  •  better  arrangement  of  cables  as  the  cables  can 
u>  placed  closer  to  the  walls  without  kinking  the  lead  sheath  and 
without  l«-.:  -  _    1  by  sharp  corners.    The  common  practice 


HSISHEP  MANHOLE,  WITH  (JESTS  CONDDTT  TERMINAL 

in  •-inline  iduit  in  manha  en  to  bring  the  ducts  flush 

with  thi  the  wall,  thereby  causing  a  sharp  corner  which 

onntered  when  drawing  li  md  is  liable  to  cut  or 

the  lead  cable  sheath  so  :is  to  injury.    In 

shaping  the  cables  to  the  wails  a  ^r< ■•  ■•!  arrangement  can  not  be 

obtained  without  kinkim:  the  sheath  where  the  ducts  are  flush 

with  the  wall. 

The  adjustable  terminal  frame  is  a  radical  Improvement  over 

i  method  and  being  Bmooth  and  havim:  no  sharp  edges  or 


N  "1-    FRAME 


CORNER  i 


The 


obstruction  to  the  drawing  In  of  eahles. 
!  notable  to  a  run  of  any  number  of  ducts. 

terminal  frame  Is  one  of  the  many  specialties 

now  bi  !  on  the  market  by  G.  M.  (Jest,  the  expert  Bub- 

i  i  ■     ■  innatl.  who  is  treating  con- 

.■  Hon  from  a  scientific  standpoint  and  la  solving  the 

nner. 

SMITH  BEATERS  l\   DEI  ROl  i 


the  proverb,  ".\  prophet   is  not  without 
,  his  own  country,"  i«  clearly  shown  in  the  ease  of  the 
In  th  Beating  Co   and  the  street  railways  In  and  about 
made  by  this  company  are  need  by 
roll   companies,   then-  being  BO  equipments  on   the 
i.  |2  on  the  Detroit  and  Flint  division,  12 
on  tie  Borneo,  n  on  the  Detroit  A  Pontiac, 

12  on  rn.  12  on  the  i  'cin.it  ft  Wynn 

12  on  Ho-  i»«  hro  total  of  120, 

AAA 

mii;   lUPERIOH   OBAPHTTI  Detroit,  recently  re 

ior  lis  ■■«,,;  iphits  paint, 

I 

i  ink'  up  new  inn 
ehlner 
overtime  in  takliiL-  care  of  cum 


Tart  I. 


As  I  Bteppcd  onto  the  car  platform  a  few  evenings  afterwards, 
No  s:i  siood  in  the  far  corner  of  the  vestibule  and,  with  one 
finger  on  his  lips,  motioned  me  with  the  other  hand  to  go  inside. 
I  weul  iii  much  mystified  ami  found  the  only  occupants  to  be  a 
mildly  Intoxicated  Irishman  ami  a  clerical  young  gentleman  in 
Spectacles  intently  engaged  in  reading  a  book.  After  a  while  No. 
89  came  inside,  sat  down  near  the  door  and,  taking  a  lot  of 
tickets  and  transfers  out  of  his  pocket,  laboriously  thumbed 
them  over,  lie  then  counted  his  change,  figured  for  a  few  min- 
utes with  a  well-sucked  pencil  on  the  back  of  his  trip-report  and 
then  slow  h  rang  up  five  fares,  and— after  a  little  more  liguring — 
he  rang  up  four  more.  This  done  he  resumed  his  place  on  the 
platform  and  when,  soon  afterwards,  the  clerical  young  man 
_"i   off  In-  I k, d  me  out. 

"Thought  I  was  crazy,  didn't  you.-''  was  his  greeting.  "Saw 
that  laddie  with  the  specs  that  just  got  off?  Well,  he's  a  spotter. 
New  one.  Boys  just  put  me  up  to  him  an'  I  didn't  catch  on  to 
him  when  he  got  on  the  car  to  night  down  in  the  city  an'  as  I 
bad  a  fair  crowd  on  when  1  started  I  thought  I  might  'a  missed 
riiigiti'  up  some  fares." 

•i   ., 

■Yes.  an'  sure  enough.  I  bad!  Lucky  he  stayed  on  long  enough 
lor  me  to  find  it  out  an'  rect'fy  it  where  he  could  see  it,  wasn't 
it?" 

"Very!  'Conductor  No.  SI)  is  honest  but  careless  about  ringing 
up  fares.'    is  ili.it  the  way  you  think  the  report  will  go  in?" 

•That's   it.  sir.   to  an  allspice.     Guess  you  must  'a  been   in  the 

biz." 

"How  did  the  boys  pick  this  young  man  out  as  a  spotter?" 
■•oh.   that's  dead   easy.      First  of  all  he's  a   new   reg'lar  rider 
an'  them's  always  SUSplcioned.     Then  he  always   looks  direct  at 

111"     register    BOOn'S    In-    e  Hues    ill.       Tllell    111-    ehungeil     to    I  IT     AvOnOO 

line  onc'l  an'  didn'l  ask  for  no  transfer— paid  fare  on  both  lines. 
I  hen  lie  always  reads  the  same  book  an'  turns  over  a  page  most 
every  time  [  comes  in.     Then  he  ptirtends  to  read,  but 

all  the  lime  he's  watehin'  the  conductor.     Oh,  there's  dozens  o' 
on   can   I'll    what    he   is  an'   that  he's   new  at  th'  biz,  an' 
now    he's    located    he    won't    do    any    harm — makes   him    a   llvin', 
hi  mil  ,.'  ih'  wax.  pleases  th'  eonip'ny  an'  amuses 
th'  bo.vs    we   i  nst  him!" 

"Then    \,.  in    spottei 

"Certain!    'i  i  was  runnin'  a  road  this  size  I'd  have  'em  every 

or  I'd  soon  have  to  go  out  ,,-  business.  It's  iliff'ent  In  a 
small  road  where  you  know  yer  men  an'  all  about  'em  an'  even 
there  there's  knockln'  down,  but  here  'n  H ity  you  get  all  kinds 

0'  men  to  run  (he  Inn, I  end  'f  a  i  ul  men  an'  honest  men 

an'  men  as  isn't  either  an'  yon  ters!" 

"i io  they  'i"  ii bj   - I '.'" 

",\w     say,  you're  klddln"     im  ; r;     why  there's  men  con- 

ductln'  on  this  road  tbafd  own  ll  in  a  year  t  it  wasn'i  for  the 

spotter:" 

But  thi  ■   don't  jtop  it?" 
"Course  not    not  entirely,  but  thej  stop  a  lot  of  it    or  the  tear 

does,      Stop    It?      Nolliin'    'II  I, ul    'savin' 

grace'    as  th'  preacbets  coll  it    an'  you  don't  get  much  o'  that 
Included  for  twenty  cents  an  hour  an'  stand  all  the  pas 
an'  Comp'ny  does  to  you!    stop  it?    Why  It's  just  this  way,  you 
see  thi  s-down'  for  their  tobacker,  an'  Bonus 

lor   their  beer  an  i    their  other  small    speinlin'    money 

them's  not  tin-  kind  as  hurts  an'  they'll  average  up  their  stakes. 

spottei     -.       It'  ii''  kind  as  steals,  takes  all  they 

e'n  i.-iv  their  band  reg'lar  biz  of  it    it's  them  as  I'd 
i  or." 

"Then   you   think   He  lockln     'low  n' 

in. i  h!    Which  do  you  do?" 

i" -lily 

"Well,  i  guess  that's  what  ol'  Johnnie  useter  call  'a  distinction 

'illioiit    a    .1,  what     I    mean,    sir 

tome  i  il  If  the)   was  gettln'  fifty  cents  an  hour, 

an'  Imi"  m,  COD  to  how  mileh  they  took  them's  Hi' 
kind     tIK    I  le    ,,-     Hie     ft      I     ,.|      II 


630 


DMI.Y    STREET    RAILWAY    REVIEW. 


IVoi    XII.  No    i 


takes  never  hurt-  tb'  e |»'«)  an'  we  makes  li  op  'u  other  ways." 

".\li.  I  catch  v.. in-  point  "i   view,  but  does  the  c pan)    look 

al  ii  your  » 

ii  there  was  a  grin 

it,  i r- mi  what  I've  ••'■•■ii  an'  bean)     It's  all  ilism 
.hi'  no                         h   them,"  and  there   was  n   contemplative 
silence  for  a  mlnnte.    "Bat,  Lor',  talkln'  abonl  k skin'  down, 

irn'l  any  of  ii  n"«  f  what  there  was  In  to'  old  days,   Don'l 
know  whether  th'  boys  Is  gettln'  boneeter  or  what,  but  in  them 

days  a  man  conld  make  n  stake.    H after  Hill  Hendricks  died 

be  was  my  drtt  kin' happen  rl  tway  ft 

10  I  'inii  .in'  went  i"  Philadelphia  an'  got  a  job  eondnctln' 

Bay!    Bn(  thai  waa  a  cinch!     Seven  ■■'■ni s  single  fare  an' 

four  tickets  for  a  quarter;  nl ;ent'a  for  an  'exchange'  (that's 

:  for  a  tronafer),  bell  punches,  dlffent  colored  trip-slips  to 
punch  for  dlfTeni  fares  an'  a  way  o'  gettln'  around  everj  a 
'em!    An'  thai  wa'n'l  th'  best  of  It;  Instead  o'  cardboard  tickets 

they  had  little  round  red  an'  black  rubber  cl ka  with  th'  name 

"'  the  road  on  'em  an'  a  bole  In  the  middle  bo'b  you  conld  carry 

'em  strung  "ii  o  leather  si Btrlng!    Oh  my,  but  they  were  easy; 

reg'lar  'legal-tender'  In  the  stores  all  around  the  barns  for  n  plug 

..'  tobacker,  or  a  glass  o"  beer,  an'  i  c< In  might 

bandy  at  a  little  game  o'  draw-poker  Ave  cent  ante  an'  a  quar- 
ter limit!  Bui  ii  dldn'1  last— '1  was  too  good  a  thing  an'  such 
fellers  as  I  was  talkln'  aboul  gol  hoggin'  it  an'  Bpollt  it  all! 
Why,  Borne  of  'Hi  bulll  'emselves  bouses  an'  bought  'emselves 
bosses  an'  the  balance  of  ns  m<  wasn't  makin'  more  'n  our  t" 
backer  an'  beer,  L'"i  th'  benefit  o"  their  ii"in's  so  l  come  back  i" 
ur  city,  S"ou  Bee  i  ivaa  too  swift  a  pace  for  a  slow  town  an'  th' 
directors  was  beginnln'  i"  gel  next!    This  Btreet's  your's  sir." 

SCENIC   RAILWAYS. 


Tin'  I'niii'ii  States  Scenic  Railway  Construction  Co.,  90  Oris- 
wold  St,  Detroit,  is  coming  i"  the  front  very  rapidly  as  an  amuse 

Teyor  and  iis  attraction  is  one  of  the  best  monej  makers 

:i  city  upwards  "i  30,000  Inhabitants  could  have.    Street  rallwaj 
managers  bare  come  to  feel  that  li  is  profitable  for  them  to 
mill  maintain  parks,  and  what  to  place  in  the  parks  to  please  the 
as  been  an  Important  question.    The  scenic  rail- 
way possesses  i nliar  adaptability  i"  the  requirements  of  street 

railway  pleasure  resorts.  Changes  can  be  made  in  the  attrac- 
tions of  the  tunnel,  illusion  devices  and  electrical  effects  and  the 
attraction  is  always  new.  it  is  the  aim  of  the  United  States 
company  i"  organize  a  company  in  every  important  city  In  the 
United  states  and  erect  one  of  the  roads  In  all  large  cen! 

ii.. ii     These  roads  are  built  under  the  Welsh  single  track 
i,  which  is  claimed  to  be  ft"-  "nh  Blngle  track  Bystem  In 
practical  use  In  the  country. 

The  officers  of  the  United  States  Scenic  Railway  Construction' 
Co.  ;irr:  President  and  general  manager,  O,  W.  Moore;  vice 
president  -V  A.  Schantz;  a<  I  I  try,  I'  J.  Peddle;  treasurer, 

William  i;.  Rellly. 

Tin mpany  has  built  one  "f  its  scenic  railways  at  a  pleasure 

l>ark  near  the  Belle  Isle  bridge  and  'hi*  now  forms  one  of  the 
chief  attractions  In  Detroit 

Tin:  THOMAS  RAIL  BOND, 


Among   the   rallwaj    terials  exhibited  tor  the  Brst   time 

the  Tii'iinas  rail  bond— which  Is  presented  as  something  new  In 

the  waj  of  "under  the  lish  plate"  l is.    n  ingeniously  utilizes 

the  space  between  the  lish  plates  and  is  designed  to  avoid  en- 
tirely any  pinch  bond  betwi  i     i   bars  and  rail. 

The  Thomas  bond  slats  oi   b  Berles  of  Bat   strips  i.r  soft 

rolled  copper,  Boldered  to  one  another  at  ti mis.  but  having  a 

central  flexible  portion  where  tin-  strips  are  unattached;  the  ends 
form  Bat  feel  which  are  soldered  t<.  the  rails,  while  the  flexible 

part    is  bent   int..  n   loop   which    projects    through    i penlnc 

punched  In  the  rails  at  the  point  of  meeting.  The  flexible  part  of 
the  bond  occupies  that  pari  of  the  space  between  the  joint  plates 
where  the  distance  is  greati  st,  and  no  pari  ol  the  flexible  part  of 

the  bond  extends  to  the  narrow  spi at  the  bead  and  foot  of  the 

rail.    A  soft  copper  strip  Is  placed  under  each  end  of  the  bond 


ami  extends  to  Ibc  bend  and  t">t  ol  the  rail,  giving  a  large  con 
tn't  ana  between  the  bond  and  the  rail.    For  convenience  In  In- 

stalling  the  i I  and  j>  an  additional  element  of  Btrength  In  the 

attachment  of  the  bond  t..  the  rail,  a  small  cap  screw   is  put 
through  the  web  "i  the  rail  and  tapped  Into  the  foot  "f  the  bond; 

tiiis  sei  raw  the  I I  Into  close  contact  with  the  rail,  and 

in  addition  t"  relieve  the  solder  "f  much  of  the  stress  which 

upon  it  in  Since  the  cap  screw  becomes  soldered 

both  to  the  rail  and  bond  In  the  process  of  attaching  the  bond,  11 

is  Impossible  for  it   in  become  loose,     Ti instruction  of  the 

bond  and  iis  application  t"  the  rail  are  shown  In  the  Illustration, 

Th.-  punching  "t  the  neceBsarj  opening  at  the  ends  of  the  mils 
may  be  accomplished  at  the  rail  mills  or  at  the  point  of  use,  but 
the  work  will  preferably  i»-  done  after  the  rails  are  laid  and  the 
track   i-  surfaced   bj    a    hydraulic  punch  of  sum,  ami   power  tn 

punch  i  "ih  rails  at  i time.    The  rails  are  then  drilled  for  the 

cap  screws  and  ground  with  an  emery  wheel,  where  the  bond  is 


THOMAS  KAIL  BOND. 

in  be  attached,  until  the  surface  is  bright  The  bond  is  then 
placed  in  position  and  held  by  the  cap  screws,  ana  the  rail  and 

b i  brought  to  n  soldering  beat  by  gasoline  beater.    When  the 

solder  in  the  feel  of  the  bond  is  thoroughly  melted,  enough  is 
added  with  add  to  ensure  the  complete  filling  of  the  Bpace  under 

the  fool  ■  f  the  bond,  and  the  cap  screws  are  tur 1  up  bard, 

drawing  the  layers  of  the  bond  together  and  polling  the  bond  as 
a  whole  Into  intirual ntacl  with  the  rail.    The  roll  and  bond  are 

tlll'll    allow  oil    to    COOl    sl,,«|y. 

The  advantages  claimed  for  t his  bond  are  that  It  is  very  short 
(but  4%  in.  between  centers  even  for  double  bonding),  that  the 
rails  are  punched  at  the  extreme  ends,  and  that  but  little  inotnl 
is  removed  from  the  rail  web.  shop  i.sts  are  reported  to  show  a 
long  life  both  under  horizontal  bending,  such  as  would  occur  be- 
cause of  the  expansion  and  contraction  of  the  rails,  and  under 
vertical  deflection  such  as  would  result  from  a  loose  joint 

The  Thomas  i l  is  made  by  Edward  <;.  Thomas,  I  State  SI  . 

Boston,  who  is  prepared  to  undertake  the  installation  of  these 
bonds  under  conl 

MkH 
Till:   DEACON   BODE   SOME. 


At  tlio  time  the  Middlesex  road  was  built  in  Boston,  many 
years  ago,  there  was  by  no  moans  a  unanimous  opinion  as  to  the 
Snndaj   cars,  as  Illustrated  in  the  following, 

a   g I  deacon  bad  visitoii   Boston  one  Sunday,  presumably 

making  the  journey  from  his  Charlestown  borne  on  foot  As  he 
was  abonl  to  return  be  caughl  sight  of  a  Middlesex  car.  and  the 
day  being  inclement  be  pocketed  his  moral  scruples  and  en- 
tered It. 

When  comfortably  seated  in  the  car  be  Bald  to  ti nly  other 

tupant  a  prominent  citizen  of  Charlestown:    "What's  this  car 

doing  over  here  on  the  Lord's  day?"     Being   informed  by  the 

citizen  that  it  was  the  Intention  of  the  i ipany  to  run  its  cars 

regularly  on  Sundays  as  on  other  iia.vs.  bul  little  more  was  sai'i 

until  n ur  had  proceeded  Borne  distance,   when  the  deacon, 

who,   no  doubt   had  l n   mentally  debating  the  moral  aspects 

of  such  a  course,  suddenly  exclaimed:  "Well,  I  must  confess  It's 
mighty  comfortable!" 


- 


n  \u  \     STREE1     RAILWAY     REVIEW. 


631 


Till:  AC  fOMOTONEEE. 


Tin'  exhibit  of  die  Garten-Daniels  Co.,  of  Keokuk,  la.,  which  is 
located  in  the  space  of  the  Ludlow  Manufacturing  Co.,  No.  54, 
is  ■  particular);  interesting  one,  this  being  the  first  time  thai 
the  great  majority  of  the  convent!  in  delegates  have  had  an  op- 
portunity to  see  tliv  "Antomot  meer"  in  its  present  form.  Our 
readers  are  doubtless  all  familiar  with  the  object  of  the  auto 
motoneer — a  mechanical  device  placed  In  the  car  controller  tor 
_  .1  predetermined  time  limit  for  the  rate  al  which  the  con- 
troller can  be  advanced  from  one  point  to  another.  The  device 
!y  :is  current  is  being  turned  on,  and  the  current  can  be 
turned  off  just  as  if  the  automotoneer  wire  not  attached. 

In  the  "Review"  for  Aug.  15,  1902,  a  number  of  half-tone  illus- 
trations "f  the  automotoneer  were  published,  bul  the  accompany- 
ing line  drawings  servo  to  better  show  the  mechanism  in  its  re 
lation  to  the  controller. 

The  wheel  marked  A  is  put  "ii  tit introller  shaft  in  place  ol 

the  usual  notched  plate.  It  lias  a  zig-zag  groove  cut  In  its  peri- 
phery with  the  points  in  the  groove  corres] ling  with  the  points 

■  in  the  controller.  A  spawl  which  enters  tliis  groove  is  raised 
every  time  the  controller  is  advanced  one  point;  (this  spawl,  s,  is 
slmwn  projecting  from  the  small  cylinder.)  it  Is  mounted  on  a 
lever,  one  end  of  which  is  pivoted  :it  the  back  of  the  controller 


it  w  ill  Insure  smooth  starting  of  oars  and  so  do  away  with  a  great 
source  of  discomfort,  and  even  danger,  to  passengers;  that  It  win 
toll  the  motorman  .iusi  how  fast  he  should  advance  his  controller, 
relieving  him  of  the  necessity  of  judging;  that  it  will  prevent 
abuse  of  motor  equipments  and  make  armature  and  holds  last 
longer;  that  it  will  reduce  voltage  fluctuations  and  line  losses  bet 
ter  than  more  feed  wire  in  many  cases;  that  in  reversing  for  an 
emergency  si  ,|,,  it  prevents  the  excited  motorman  from  reversing 

tar,  and  so  opening  the  circuit  breaker;  that  it  is  cheaper  and 

better  than  buying  more  generators  and  more  copper  to  carry  the 
load  peaks  due  to  improper  controller  handling. 

The  Garton  Daniels  Co.  is  represented  by  .1.  V.  E.  Titus,  Becre 
tarj  mi  i h pany. 

MeGUIRH  MANUFACTURING  CO. 


The  McGnire  Manufacturing  t'o..  of  Chicago,  has  added  a  new 

u I  working  shop  to  its  plant  this  summer,  which  is  especially 

Intended  for  the  sweeper  business.     The  company  reports  the 

largest  sale  of  sweepers  it  has  had  for  years.     Among  the  reeenl 

orders  is  one  for  five  sweepers  tor  the  Union  Railroad  Co.,  of  Now 
fork  City,  which  differ  from  the  others  in  that  the  side  sills  and 
end  sills,  and  Indeed  the  whole  platform,  is  of  stool  construc- 
tion, making  a  very  substantial  and  attractive  machine.  In  the 
shop  are  several  for  the  Chicago  City  Railway  Co.,  and  for 
i  leveland,  Pittsburg  and  Kansas  City  roads.    There  is  also  In 


3ju 

■ 

grsMr*- 

:  TUT!    il 

'  1W, 


UT'iMOT'iNKKK  IS  POSITION. 

and  the  other  end  >•(  which  Is  attached  t.,  a  piston  working  in  a 
dashpot. 

Mo  • nt  ••(  the  controller  handle  forward,  to  tur current, 

the   dashpol    pi-ton.   driving   the   air   oul    of    the   d 
through  an  automatic  relief  check  valve      c  iinv  the  dashpol  piston 

:  begins  to  Sow  Into  the  dashpot  through  an  adju  I 
able  opening,  allowing  the  pi-ton  to  fall  back  to  its  original  po- 
depending  on  the  amount  of  opening  allowed  for 
to  flow  through.     \-  soon  u  the  dashpol  falls  back  to  it- 

nr-i  position  the  -pawl,  which  is  on  the  m ■  lever,  I 

oth  in  the  /je  tag  groove  and  the  controllei 
..in  be  advanced  another  notch.    The  spawl  being  construi 

rll-known  principle  or  ■  door  catch  wit] edge  b< 

off.  allow-  the  controller  wl i  to  be  revolved  hut  off 

current  without  engaging  any  of  the  teeth.     It  works  in  a  cylln 

i,d  i«  held  oul  ■  aier  the  groove  by  a 

-pring  which  allows  it   to  retract    '.'.hen   the  controller  I* 

it  the  point  ot  the  ipawl  d  es  not  engage.   There 

Null  on   the  dashpOt    I'i    loll   that   could 
II   «ork   hard,  because  tin'  end  ,,t  owed  more  lateral 

■  nt  than  li  iid  require  in  the  -lot  which  II  enter 

on  the  end  of  the  dashpot  piston     Tbi  the  moving 

vhieh  prevents  tampering  by  unauthorized  oei 

The  de    for    the    aUtolnolomei     ;ile     that     II     will     slop 

,,i  methods  of  car  .'e  during  coal  Mn 


DETAIL  VIEWS. 

the  sie.p  a    1,000-gaIlon  sprinkler  mounted  on  double  trucks,  for 

Hampton    \a  .   where  the  railway    c pany   is  to  sprinkle  the 

streets.  (Two  of  these  large  sprinklers  were  shipped  in  Durban, 
Natal,  South  Africa  In  September.)  The  tank  has  a  compressed 
:im  compartment,  which  is  charged  by  an  electric  air  compressor, 
and  lie-  machine  is  guaranteed  to  throw  the  water  50  feet  on 
eai  i'  ale  oi  the  track,  the  compressed  air  forcing  the  last  gallon 
of  water  from  the  lank  to  the  same  distance  as  when  the  tank 
is  full.    The  whole  sprinkler  is  oi'  very  substantial  construction, 

and    is  in  I  ended   to  be   u   I  'I     i      B    I Hve    w  hen   not    in    use  as  a 

sprlnl 
The  MeGulrc  companj   Is  also  verj    busj    In  the  truck   build 

ing  depart nt,  among  the  orders  being  20  tor  Bangkok,  Slam. 

and  I?:,  lor  the  I  nlon  Traction  Co.,  of  Chicago.  One  ot  the 
i  in. hi  Ralln  i  eepcrs  ami  the  pneumatic  sprinkler,  win 
other  samples  or  the  company's  product,  are  on  exhibition  at 

lletin   I 

9  9  9 

The   I'i'ii    Huron   people  think   Bupc hoi    w i,   of  the 

Rapid    Hallway   Is  a    natural    born  Joker   I an.-   he  claims   thai 

i —    ■    i  i   inn!  fault, 

Telepl i  ,        ,||  h..      \  i  v      i        I  I-, 

gates. 


lo  exhibitors  ami  dele 


DAI1  \  i     R  \II.\V\Y     kl-VII 


[Von    Xll.  No   i 


NEcttj 

O    rtU.1 

1 
t 
l 

s 

Z 

Curl.  Line 

2 

1 
no' 

4NNEX 

a 

/ 

LARNED  STREET 
GROUND  PLOOR  PLAN  OF  THE  CONVENTION  BALL. 

LIST  OF  EXHIBITORS  AT  THE  A  S.  R   A.  CONVENTION 


Name.  Space  No. 

Adams  A  Westlake  Co.,  110  Ontario  St,  Chicago,  111 68 

American  Brake  Shoe  .^   Foundrj  Co.,  Mabawa,  N.  J 4B 

American  Oar  Seal  Co.,  is  Guernsey  St.,  Brooklyn,  N.  Y 42 

American  Machinery  Co.,  Grand  Rapids,  Mich 36 

American  Railway  Supplj  Co.,  24  Park  Place,  New  York...    33 

American  Steel  A  Wire  Co.,  Chicago,  in 10 

American  1  I    rrow  Co.,  Lowell,   Mass Lnte-room 

Railway  Supply  Co.,  1523  Manhattan   Bldg.,  Chicago, 

III.  3C 

American  Electric  Switch  Co.,  Pittsburg,  Pa t; 

Allen  &  Morrison  Brake  SI .^  Manufacturing  Co.,  Chics 

111 Smoking  l; 

Armspear  Manufacturing  Co.,  447  Wesl  63d  St.,  New  York, 

v.  v 75 

Bishop  Gutta  Percha  Co.,  420  Basl  25th  St,  New  York,  N.  T.    81 

Baldwin  Locomltlve  Work" Trackage 

Brandeau,  George  i-\.  I  Oak  8t,  TJtica,  N.  Y 58 

Brad]  Brass  Co .  95  Liberty  St,  New  York,  N.  Y 65 

Brill  J.  G.  Co.,  Philadelphia,  Pa 3 

Brill.  J.  G    Co.,  Philadelphia,  Pa Trackage 

Brown,  Harold  P.,  120  Liberty  St.,  New  York 8 

Ohristei  Ineerlng  Co.,  Milwaukee,  Wis 15 

i;  \\\.  28  Williams  si.,  Cambridge,  Mass m 

t   Fender  Cortland  St,  New  York, 

N.  Y 37 

Consolidated  Car  Hea  Ubany,  N.  Y 47 

Continuous  Rail  Joint  Co  of  America,  Newark,  N.  .1 !> 

jo,   ill 43 


Name.  spa. 

Oreaghead  Engineering  Co.,  Cincinnati,  Ohio 11 

Curtain  Supply  Co.,  98  Ohio  St..  Chicago,  ill 61 

Camp  Co.,  ii  i'...  Aultman,  Ohio Smoking  Boom 

Dearborn  Drug  &  Chemical  Works.  Rialto  Bldg.,  Chicago,  III.  6G 

Duff  Manilla. mi  Ing  <  ....  Pittsburg,  Pa 56 

DetroU    Trollej    &    Manufacturing  Co.,    Ltd.,    1306   Majestic 

Bldg.,  Detroit,  Mich 7S 

1 1. .iihi- Truck  &  i  ...  Logansport,  lnd Trackage 

Electric  Storage  Battery  Co.,  Philadelphia,  Pa 25 

Garton  Daniels  Co.,  Keokuk,  la 54 

General  Electric  Co.,  Schenectady,  N.  Y 2 

Globe  Ticket  Co.,  Philadelphia,  Pa t;-j 

Gold  Street  Car  Heating  Co.,  New  York.  \.  Y 4S 

Gould  Storage  Battery  Co.,  25  Wesl  33d  St,  New  York.  n.  Y.  31 

Griffin  Wheel  Co.,  Chicago,  III 18 

Hale  &  Kiiiinrn  Manufacturing  Co.,  Philadelphia,  Pa 70 

Harrington,  C.  J.,  16  Oortlandl  St,  New  York.  \.  Y 6 

Heywood  Bros,  a  Wakefield  Co.,  Wakefield,  Mass \2 

Hunter  Car  Sign  Co 67  Lamed  St. 

International    Register   Co.,    124    Weal    Jackson  Boulevard, 

Chicago,  ill 72 

Jewetl  Car  Co.,  Newark,  <> Trackage 

Johns'ManvlUe  Co.,  H.  w..  100  Williams  si     New  York 41 

Kalamazoo   Railway  Supply   Co 61 

Mel  log  Switchboard  Co.,  Chicago 80 

Kneii  .\ii-  Brake  Co.,  Battle  Creek,  Mich 23 

Kniiim.-in  i  Jar  Co.,  0.  Q.i  Collingwood,  i  (hio Trackage 

Knowles,  0.  S.,  7  Arch  St,  Boston.  Mass 59 


Oct.  8.  190a.] 


DAILY    STREET    RAILWAY    REVIEW. 


033 


.  r.e.                                                                                     Space  No, 

Klnnear  Manufacturing  Co.,  Columbus,  0 0 

I..   Valley  Vitae  Cartwm  Brush  Oo  59 

Lorain                     Lorain,  0 7 

Ludlow  Supply  ' '"•■  < "l'-\i-l:i ml.  i) 54  55 

Lumen  Bearing  Co.,  Buffalo.  V  V li.'! 

Kattby  Lumber  Oo.,  Bay  City,  Mich 52 

d  Air  Brake  Co.,  G.  P.,  Detroit,  Mich 38 

Met lulre  Manufacturing  Co.,  Chicago Trackage 

M. JLaughlln   Cat  Coupler  Co.,    1024    North   Mb   Bt,    Phila- 
delphia, Pa.  76  77 

trie  Co.,  15  Cortland!  St,  New  Stork,  N.  Y :>.\ 

Kerril                  24  Ridge  Ave.,  Philadelphia,  Pa 50 

National  Carbon  1              eland,  0 64 



National  Lock  Waaher  1  to  .  Newark,  N.  J 34 

oh,  i'.  11.  186  Platbusb  An.,  Brooklyn,  N.  S 73 

[aren  Oar  Reglstei  Co.,  New  Haven,  Conn Si 

Northern  Electric  Manufacturing  Co.,  Madison,  Wis 26 

Nuttaii  Co  .  B.  D.,  Ptttabnrg,  Pa 22 

Lamp  Co.,  Ptttabnrg,  Pa 1 

Ohio  B  6,0       

Ohmei                   ter  Co.,  Dayton,  0 71 

fork,  N.  1        69 

•  0  .   Philadelphia,   Pa 11 

mi  Track  Oo.,  :ii-'  Electric  Bldg.,  Cleveland,  O... Trackage 

,  200  S11n11.nl  Bl  .  Boston    Mass   40 

lamaww,  Mich 61 

Sherwln  Willian                    ■  and    0     19 

smith                        P<  ter,  Detroit,  Mich     Ifl 

<  Pi 

B                   aw  fort    N    v   1 

rd  1  ndergTonnd  Oondnll  Oo              64 

:,  Works,  20  Bro  i                   I          '     '■     •  21 

Electric  Manufacturing  Oo.,  PltUfleld,  Mass 28 

Work*,  Kalamazoo    Mich  '■" 

Bterllng-Meakar  Co.,  Newark,  N.J             S4 

■farting  I. ui                            20 

I  1  • 1  O,    1  package 


Name.  Space  No. 

St.  Louis  Register  Co.,  Security  Bldg.,  St.  Louis,  Mo 82 

Street  Railway  Journal,  Now  York,  N.  Y 2!) 

"Street  Railway  Review,"  Chicago,  ill 28 

Scarltt  Car  Seat  Works,  805  North  Main  St.,  St.  Louis,  Mo..  51 

Springfield  Manufacturing  Co.,  Bridgeport,  Conn...t>7  Lamed  St. 

Standard  Pole  fi  Tie  Co.,  The,  11  Broad  St.,  Now  York,  N.  Y.  37 

Standard  Painl  Oo.,  100  Williams  St.,  New  York,  N.  Y 04 

Taylor  Electric  Truck  Co.,  Troy,  N.  Y 4 

Thomas,  Edward  G.,  4  tate  St,  Huston.  Mass 70 

Tramway  &  Railway  Works.   London,  England 20 

Union  Stop  &  Signal  Co.,  Pall  River,  Mass 74 

Onlted  Btates  Steel  Oo.,  1 »-""»  Oliver  St,  Boston,  Mass 17 

Universal  Sanitary  Ouspldor  Co.,  Worcester,  Mass 50 

Van  1 '"in  A  Dutton,  Cleveland,  0 24 

v"an  Dorn-BUlotl  Electric  Oo.,  Cleveland,  0 24 

Weber  Rallwaj   Join!    Manufacturing  Co.,  1646  Old  Colony 

Bldg.,  Chicago,  m 13 

Western   Electrician,  Chicago,  111 27 

Westlnghonse  Electric  &  Manufacturing  Oo,  Pittsburg,  Pa..  1 

Westing] se  Electric  .\   Manufacturing  Oo.,  Pittsburg,  Pa. 

Trackage 

nghouse   \ir  Brake  Co.,  Pittsburg  Pa 1 

Wharton  Jr.  A  Co.,  Wm.,  Philadelphia,  Pa 82 

Wheel  Truing  Brake  Shoe  Co.,  106  Miami  awe.,  Detroit,  Mich.  16 

•tmi 

\ii   Pincknej    .1  Balaguer,  secretary  and  auditor  of   the  Charles 

I lontOlldated    Railway,   (las   &    Kloelrlo   Co..   of  Charleston,   s. 

c,  is  itopplng  at  the  Normandle,  Mr,  Balaguer  reports  Btreef  rail 
way  matters  al  Charleston  and  through  the  south  In  general  in 

excellent dltion.      Many  of  the  southern   roads   now   equal   the 

lines!  of  the   lie  in   roads  in   point   of  equipment   and  operation. 

POSITION  WANTED, 


Viral  class  armature  foreman,  wants  position,     Extensive  ex 
perlence,    Seven  yean  la  charge  of  armature  department  of  one 
targes!  roads  In  the  was!     Well  acquainted  with  all  types 

•  ■I    \\  •   tlnghonse  1  General   Electric  motors.    Call  at   "Street 

Railway  Review"  Booth, 


DULY    STREET    KUI.\V\Y     RE\ 


[Voi    Xli.  No.  i 


M  \'   I'MI  RSON    s\\  I  Ii   II    S    PROG    i  0 


The  UacPherson  Switch  &   Prog  <'••     •■!    Niagara   Falls,   n     ^ 

i-  represented  at   n rcntlon   by  Chlllon   I'    I 

•  i  ..i  the pany.  »  h.i  is  making  his  lieadqnarteri  al  the 

Hotel  Cadillac,    where    he    bai    thlbltion  a  large  working 

model   of   the   patented    MucPhersou    switch    :i tnl    Frog,     which 

will   I xamlned   with  great   lutcresl   liy   the  railway   men   who 

are  nol  alreadj  familiar  « Itli  this  di 

The  object  of  the  UacPherson  switch  and  frog,  which  bo 
manufactured  for  the  American  market  onlj   since  Jannarj    1-1 


UACPHERSON  switch  SET  FOB  sums.. 

i-  to  Bolve  the  problem  of  making  an  absolutely  clear  main  line 
Mini  al  the  same  time  provide  a  safe  and  practical  use  of  a 

and  frog  In  the  track  when  h led.    Tin mpany  states  thai  the 

device  ins  attracted  wide  attention  and  thai  some  five  or  six 
yean  ago  th<  Canadian  Pacific  placed  two  or  three  of  those 
Bwltcbes  and   frogs  In   Its  tracks  al   little  used  outlying  sidings 


switch  BET  FOB  MAIN  LINK.  CLEAR. 

in  order  !••  teat  the  •  1  < - s !<-«•.  placing  them  where  it  thought  the 
least  harm  would  be  done  if  there  was  anything  defective  in  the 
device.  Today  it  has  between  Beven  and  eight  hundred  In  use 
..ii  tin.  main  line,  and  between  Ottawa  and  Montreal,  where  a 
very  high  rate  of  speed  is  attained,  every  switch  and  frog  is  of 
the  UacPherson  pattern. 

it  is  ills. i  used  ..ii  the  Adirondack  division  of  the  New  Yuri. 
Central,  the  Cape  Breton  road  of  Nova  Scotia,  the  Canada  Atlan- 
tic, Portland  &  Rumford  Calls,  the  Southern  Pacific,  Ch 
Milwaukee  ,\  st  Paul,  Pennsylvania,  Grand  Trunk,  Intercolonial, 
.inn.  ii..n  Railway  and  other  roads,  while  Buch  roads  as  the  mi 
entral,  "Big  Pour,"  New  ¥ork,  Ontario  fi  Western,  the 
Rutland  and  other  roads  are  preparing  to  place  the  device  in 
their  tracks  with  a  vlets   to  testing  its  merits. 

in.    main  points  of  advantage  clalt l  for  the  device  are  that 

main  line  trains,  when  not  taking  sidings  or  crossovers,  do  nol 
touch  the  switch  rails  and  frogs  thus  saving  about  90  per  cent 
of  wear  ami  tear  .,u  the  tw.i  in. .si  expensive  ami  must  dangerous 
iH.ints  in  the  track;  also  Baving  the  breaking  of  wheels  and 
ether  accidents  caused  bj  switch  points  and  frogs  to  trains  when 

running  at  a  high  rate  of  speed  on  main  Ii ver  the  present 

switch  i  mi  frog,  as  when  not  in  use  both  the  UacPherson 

ami    frog   are  entirely   clear  of   the   main   line   track.     The  advan- 

■. v  1 1 1 . ■  1 1  follows  from  this  is  obvious. 


The  desideratum   In   modern   railroading    is    to    eliminate    all 
pari        i  he  facing  point  switch  and  the  froj 

in  the  track,  latter  bow  perfect  the  device  Is,  are  and  always 

win  lie  the  danger  point  in  railroading  and  it  such  can  be  elim- 
inated   lr the    main    line    track    when    fast    trains   are   running 

in. i  s. thing  put  in  their  place  which  will  ac 

compllsh  the  purpose  ror  which  they  are  intended,  namely,  for 
use  only  in  passing  t..  a  aiding  or  crossing  over  to  the  parallel 
tra.k.  such  .-i  device,  it  sat.-  ami  practicable,  warrants  tin-  care 

lui  attention  of  ail  men  interested  in  the  operatn r  a  railroad. 

In  this  device  the  main  feature  is  thai  when  the  switch  ami  frog 


UACPHERSON  8WITCB  SI  "I    TOR  sit'lNi; 

are  set    for  the  main   line,   both   main   line  n  timiuus  ut 

the  paS8lng  point  Of  switch  and  frog.  All  parts  of  the  fn.L'  and 
switch  are  well  clear  Of  main   track   rails.      Accidents,   which  are 

sometimes  caused  by  broken  or  foul  switch  rails  or  contact  with 
parts  of  frogs,  cannot  therefore  ...cur  with  UacPherson  Bwltch 
and  frog. 


SWITCH  SET  Fi'K  MAIS  LINE  t'LKAR 
The  parts  of  the  frog  are  simple,  being  composed  Of  two  rails. 

..ne  7%  and  ti ther  it  feet  long,  with  i wo  connecting  rods    i  ■, 

or  -  In.  thick,  ami  the  pipe  lim-  which  throws  both  the  frog  and 
the  switch  with  .me  movement  from  the  switchstand. 


ONE 


LIFE    SAVED. 


Tli.u  buying  Providence  fenders,  as  made  by  [he  Consolidated 
far  Pender  Co.,  of  .New  Xork  city,  is  a  profitable  investment,  is 

attested    bj    the    following    clipping    taken    verbatim    t'r the 

Springfield  (O.)    Sun    of    Sept.    18,   1902     "A    practical    de • 

stratlon  of  the  life-saving  tendency  ..i  the  simple  and  in  no  w  is,- 
COStl)    Btreet    car  lenders  recently   placed  on   local   cars  was  held 

yesterday  at  Limestone  ami  Main  Btreets,  when  Harry  Rosen- 
berg, a  messenger  boy,  was  s;i\.-,i  from  being  crushed  to  death. 
The  boj  is  employed  by  tite  Western  Union  company,  ami  rides 
a  wheel,  ii.-  was  riding  along  Limestone  street,  ami  in  attempt- 
ing to  turn  out  of  the  way  of  a  car  his  wheel  slipped  on  the  rail 
and  he  was  thrown  to  the  ground,  lie  was  picked  up  completely 
by  the  fender,  and  carried  until  it  was  found  thai  with  the  ex- 
ception of  a  few  bruises  he  was  all  right.  Without  the  fender 
he  would  have  undoubtedly  been  killed,  Bis  home  is  lMT  Gal- 
lagher street." 


- 


DAILY    STREET    RAILWAY    REVIEW 


635 


MEETING  OF  THE  EXECUTIVE  COMMITTEES. 


LADIES  REGISTERED  VKSTKKDAY. 


The  executive  committee  of  i In-  American  Street  Railway 
itlon  was  held  al  the  Cadillac  Tuesday  afternoon.  Only 
members  were  absent,  those  in  attendance  being  II.  II. 
■id.  Charles  W.  Wason,  Elwin  C    Foster,   ll.  M.  Sloan,  D. 

B.   Dyer  and  T.    i    Kicholl,  all  of  whom  were  among  il arlj 

arrivals  yesterday.  Secretary  Penington  had  been  in  Detroil 
since  Saturday  giving  the  final  touches  to  the  arrangements  of 
■  •ii.  Mr.  Peningl  >n  presented  his  report  as  secretary 
and  treasurer  and  the  usual  business  of  the  ex  ■cutive  commit- 
tee was   t; 

Thr  executive  commit! f  the  Accountants'    Association  met 

Bterday,  the  members  present  being  President 
Mackay,  C.  I.,  s.  Tingley,  Irwin  Fullerton,  I'.  Dana  Bartlet  and 
Secretary  Brockway.  The  regular  business  preparatory  in  the 
convention  was  transacted. 

It  Kit 
DEM  REGISTERED  3TESTERDAY. 


lata  Rail*  i>    n    Dyer,  president;   A. 

J.  McKnight,  auditor. 

on  A  Northern  Street  Railway  Co.:   B.  C.  Fos'tl 
mana^i-r    P   D.  BarUett    auditor. 

Old  i  '-hi n-     Robert  s.  Boff,  gen- 

eral superintendent;  Geo.  \v.  Palmei  i  engineer. 

Charleston  Consolidated  Rail-  i    Electric  Co.;     P.  J. 

Balamii-r.  auditor. 

Calumet    i  Co.:     H.  M.  Sli  an,  ■ 

mana 

"'hi  a«u  City  Kv        T.  C.  Penington,  treasurer;    C.   N. 
auditor:    Richard    McCulloch,   assistant     general     manager;    M. 
O'Brbn.  master  mechanic;  C.  D,  Lund. 

eland,  Palnesville  <v  Eiastern  R,  R.:     C.  W.  Wa 

ty  Tramwaj   Co     Geo    L.  Rice,  .Ia>.  L.  Adams    i.  B 
nth. 
Grand    Rapids.    Holland    A    Lake    Michigan    Rapid    Ry.:    II     P. 

d   Rapids   Ry.:   fi.  s.  Johi  neral   manager;    B,   S 

Hat;.  tarj  .  .1.  i'.  Hodigan. 

Hamilton    Electric    Light    ,t    Cataract    Power   Co.,    Hamilton. 
K   Green,  general  manager;  T.  B.  Griffith,  superinten- 
dent 
Hartford  Street  Rj        K   S.  Goodrich. 

i    Ry. :      II.  C.  Evans. 

Mont  •  Ry.:     w  0    Ross,  comptroller;  D.  Robert  on 

T.  W.  Casey,  piin-ha 

Dnl  i;    K     i:    i-:    Pt  rai  superintend! 

Interurban  Street  Raii«a>   Co.,  New  York;     H    n    Vreeland, 
president;  ll   a    !:■  i\  Daly;  II.  B.  Vreeland: 

Frank  Wells;  It   W.  Mead. 

ilidated  T 
tar>  Ichell,  auditor. 

United  T  ft    i..  pper,   pun  b 

I     TTibnhart,    fhir-f  H      p      Clark,     ma 

mechanic. 

Pekin  Terminal  Rj     i.    i.    M]  er«    N   0   Di 

Rhode    Island    (  di  DCe     R     I         A     K     Pottt 

itlon;  W,  E.  Elliott 

Railway  Co     If  \     V        T    .1    Nlcboll,  vie. 

'       I     W     1 1   ■ 
ma*- 

Loull  Tr:<  C     I     Mo 

I      W 

Mr.   ;  rig    the    Standard  'I 

one  Inter 

"I  of  Informatl n  Ihe  mibjeel  thai  will  be 

Hon 

■  l-ill 


Mrs.  W.  Bunting. 

Mrs.   .1.   W    I'll' 
Mrs.  .1.  F.  Dixon,  Jr. 
Mrs.   !•'.  X,   Root, 
Mrs.    H.  W    Frost. 
Miss   Maitliy. 
Mrs.  Peter  Conwaj 
Miss  (;.  White. 
Miss  M.  B,  Greene. 
.Mrs.    D.  D.  Haiti. 'tt. 
Mrs.   1!.  S    ' 
Miss  Penington 
Mrs.  C.  W.  Wason. 
Mrs.  J.  B.  Hogarth. 
Mrs.  G.  s.  John 
Mrs.  l'    B.  Black. 
Mrs.  11.   C.    Schwnble. 
Mrs.  G.  A.  Ha r wood. 
Mrs    \i.  ,i,.  r.  y8tes. 
Mrs.  n    i:    Bush 
Mrs.   Willis  m.  Anthony. 
Mrs.  w.  s.  Berrj 
Mrs.  .1.   Hell 


Mrs.  P.  J.  Sylvester. 
Mrs.  .ii  s.  Leideuger. 
Miss  Ludlow. 
Mrs.   X.  C.    Ki'i'ian. 
Mrs.   Edgar  S.   Ni  thercut. 
Mrs.  w.  .1.  Richards. 
\lis,  Geo.  s.   Hastings. 
Mrs    e.  s.  Miller. 
Mrs.  w.   Porter. 
Mrs.  c.  K.  Green. 
Mrs.  T.  B.  Griffith. 
Mrs.  H.  h.  Vreeland. 
Mrs.  H.  A,  Robinson. 

Mis     .1.  F,  Daly. 

Mrs.  H.  E.  Vreeland. 

Mis.   Frank  Wells. 

.Mrs.  H.  P.  Clark. 
Mrs.  A.  k.  Potter. 

Mrs.    F;   B.   Hall. 

Mis,  c.  i    Harrington. 

Miss  McGuire. 

Mrs.  i..  a,  Parshall. 

Mis.  .1.  w.  Fraser, 
•HtH 
Till-:  WABASH  SPECIAL. 
Til.'   Wabash   A    s.   R.   a.  special   from  Chicago,   in  charge  of 
N    C.   tveeran,  was  In  on  time  last  evening  with  80  street  rail- 
way men  on  board,  Including  representatives  from  Los   Angeles, 
Salt   Lake  City,  Omaha,  St.   Louis,   Minneapolis,  ami  other  west- 
ern points.     Among  the  passengers  on  the  si lal   were  c.  <;. 

G Irich,  vice-president  and  general  manager  of  the  Twin  Oitj 

Rapid  Transit  Co.;  W.   B.    Tarkington,    general    superintendent 

ah. i  .v-  Council   Bluffs  Railway  .v,    Bridge  Co.;  Geo,    W.  Knox 

and  wife;  .1.  G.  McMichael  and  wife;  William  Wnlmsly,  general 
umnuger  Souih  Chicago  Street  Ry.,  and  wife;  E.  S.  Nethercut 
and  wife;  I..  E.  Myers,  general  manager  Peoria  &  Pekin  Ter- 
minal Rj  .  of  r la. 

Mr.    E.    ll.    Chapin,    representing    the   Rochester   car   Wheel 

Works.  ..I    Rochester,    V    ST.,   Is  as  usual  distributing  a   neat   little 

souvenir.     This  year  the  favor  takes  the  form   of  fl   hands e 

pockel  match  safe.     Mr.  Chapin  Is  registered  at  the  Cadillac. 

The  Lumen  Bearing  Co.,  of  Buffalo,  \.  v.   has  Issued  a  i kel 

edition  of  tin'  official  program  tor  Hi nvention,    Thr  pamphlet 

gives  the  names  of  the  officers,  executive  committee,  etc.,  ami 
the  papers  i"  i"-  presented  at  the  carious  sessions     n  also  calls 

attention  to  the  _ I  qualities  of  "Lumen"  bronze,  which  is  a 

composition  metal  that  is  said  ii  be  extensively  replacing  phos 
phor  ami  other  high  grade  bronzes  for  use  in  machinery  bearing 
of  all  kinds.    Lumen  has  a  specific  gravity  of  6.93  ami  is  about 

20  pel   ''ni  lighter  in  weight  ll brass.    The  tensile  strength 

■ ipi  trength  anil  electrical  conductivity  of  "Lumen"  are 

greater  than  those  of  brass,  ami  it  has  an  extremely  low  coeffi- 
cient of  friction. 

Major  ii  0  Evanf  agent  for  the  Lorain  Steel  Co.,  is  at  the 
Cadillac.     No  street  rallwaj  c  nvention  would  be  complete  with 

out    tin'   major. 

r  »•  * 

Mr.  w  T  Van  Dora,  of  Chicago,  is  at  the  Brunswick.  Tin' 
Van  Dorn  automatic  couplln  are  standard  on  several  hundred 
electric  railways  in  this  country  and  arc  performing  service 
ranging   from  comparative!]    bIoti    cltj      peed      to  the  heavlesl 

work  on  high  s|i i  Interurban  road     tnd  tbi    eli    tted  roads  of 

Veu    Fork,  ami  ( !hh 

*  ¥  9 

Mi     i  nap,  of  iij..  Pei  Steel  Co.,  has  bead 

quarters  nt  the  Cadillac  ami  also  at  thi    Rn    el      The  Pennsyl 

wiin  on   hand    who 

l.i'    found    i  ill.,  r   al    Ihi-    Iwo    hotels    liunli I    or   at    III.'    •-<  .ill 

i r's  fine  exhibit  ai  Convention  Hall, 


DMI.V    SI  REE  I     R  \II.U  \Y     REN  IEW. 


[Voi    XII.  No   i 


THE    NICHOLS-LINTERN    COMPANY, 
Track  Sanding  System         V 


Saves 


EQUIPMENT 


CURRENT 


ELECTRIC   BLDG., 


TIME     AIR    SAND 
PREVENTS   ACCIDENTS 


CLEVELAND,    OHIO. 


■AAMMMMMMMMMMM 
i  hi:  FBOLLBl  i\  THE  HOLS  I. anil 


a  company  has  been  Conned  ;it  Cleveland  t"  build  trolley  roads 
in  tin-  Orient  Lines  are  now  in  < >] >< -t-.-i t ■  ■  >i ■  through  the  Holy 
Land,  and  it  la  proposed  to  build  others  from  Cairo  to  Mount 
siiui  and  Mecca,  with  branches  extending  to  Damascus,  »>>  thai 
hereafter  the  followers  of  Mahomet  ma;  travel  by  rail  in  making 
i  ii.ii-  annual  pilgrimages  to  the  prophet's  tomb,  a  network  of 
trollej  lines  centering  at  Jerusalem  is  projected.— News  I'ispatch. 


The  trolley  ear  goes  whizzing  on  the  shores  of  Galilee, 

And  the  ass  that  used  to  amble  through  those  districts,  where  is 
he? 

O'er  (lie  sacred  bills  they  hurry,  going  down  to  Jericho, 

Waving  'kerchiefs  from  ti ars  or  playing  euchre  as  they  go; 

From  Jerusalem  to  Joppa,  once  a  long  and  tedious  trip. 
People  travel  now  by  trolley,  reading  novels  as  they  zlpp. 


Through   the   lands   where   Moses  tarried,   where  lie  smote  things 
With  his  rod 

And  received  tor  Israel's  children  sacred  messages  from  God, 

They  will  string  the pper  wire  and  put  down  the  Battened  ties. 

While  the  camel  and  the  donkey  rest  and  wateh  through  sleepy 

eyes, 
And  anon  the  cars  from  i  alro  and  Damascus  and  BZerah 

Will  go  whizzing  down  to  Ml a.  maiming  things  along  the  track. 

where  they  oner  went  down  to  Egypl  out  of  sacred  Palestine 
They  win  bridge  n rooked  ways  and  equip  the  trolley  line; 

I  p  along  the  highway  traveled  by  the  Good  Samaritan 

They  will  keep  tin-  trolley  humming  from  Beersheba  to  Dan; 
And  where  Joseph  once  trudged  slowly  and  with  weary,  aching 
feet 

The  gay  tourisl'll  flit,  lolling  with  his  heels  upon  a  seat. 

They  will  substitute  the  tr  illey  for  the  old-time  caravan. 

With  its  picturesque  attachments,  iust  as  quickly  as  they  can; 


Then  the  ass  and  eke  the  camel  may  lie  down  :  ens 

While  the  yellow  ears  go  rumbling  over  many  a  storied  scene. 

As   they   lake  the  unwashed   Moslem   down   the   Red   Bea'S  sandy 

shores 
To  tin-  prophet's  tomb  and  u'ot  him  home  to  time  to  do  the  chores 

It   there  still  are  bulls  of  liashan  browsing  on  the  hills,  some  day 
They  may  hoist  their  tails  and  bellow  as  the  ears  whiz  out  that 

way. 
Down  along  the  ancient  highways  leading  from  Jerusalem 
The  natives  hear  the  rattle  of  the  cars  and  shy  at  them; 
Oh,  the  trolley  poles  are  standing  whore  the  Jordan  gently  flows. 
And   the   tourist   zipps   through    Hebron,   smoking   stogies   as  he 

goes. 

— S.  B.  Kiser  in  the  Chicago  Record  Herald. 

■I  at  at 

NEWS   OF  THE   STRIKES. 


As  a  result  of  renewed  activity  by  the  striking  employes  of  the 
Hudson  Valley  Electric  Railway  Co.,  at  Glens  Tails.  N.  Y..  last 
Sunday,  the  militia  was  again  called  out.  after  having  been  dis- 
missed on  Thursday.  The  strikers  and  their  sympathizers  vir- 
tually took  possession  of  the  city  of  Olons  Falls  for  four  hours, 
defied  the  police,  seized  street  cars  and  stoned  the  company's 
power  house  and  other  private  property.  The  militia  charged 
the  mob  and  after  wholesale  arrests  had  been  made  some  sem- 
blance of  order  was  restored. 

At  Xew  Orleans  the  first  attempt  of  the  railway  company  yes- 
terday to  move  cars  was  followed  by  violence  and  rioting.  The 
tirst  cars  out.  manned  by  police,  were  stoned  and  finally  totally 
destroyed,  the  small  police  force  on  hand  being  powerless  to 
protect  the  company's  property.  Last  night's  evening  papers 
.announced  that  in  all  probability  the  militia  would  be  called  out 
to  take  charge  of  the  situation. 

««« 

Mr.  Alfred  Johnson,  electrician  for  the  street  railway  company 
of  Quincy,  111.,  is  telling  about  his  new  reliable  trolley  harp 
which  was  described  in  the  last  issue  of  the  "Review." 

**« 

Mr.  0.  K.  King,  of  the  Ohio  Rrass  Co.,  is  at  the  Cadillac.  The 
Ohio   Brass   will   be  represented   at    tin'  convention  by  over  20  of 

its  representatives  from  various  parts  of  the  country. 

The  American  Rrake  Shoe  &  Foundry  Co.  is  represented  by  F. 
W.  Sargent.  J.  S.  Thompson.  W.  W.  Gardner  and  Arthur  Gemun- 
der.  who  arc'  all  at  the  Oriental  Hotel.  The  company's  exhibit 
this  year  is  finer  than  ever. 

Ask  Mr.  W.  T.  Cook  for  one  of  his  souvenirs.  The  souvenir  is 
known  as  a  handy  lady's  purse. 


Oct.  9,  1902.] 


DAILY    STREET    RAILWAY    REVIEW. 


637 


DAILY  STREET  RAILWAY  REVIEW 

PUBLISHED    BY 

WINDSOR  &  KENFIELD  PUBLISHING  CO. 
65-00  Congress  St..  West  Detroit,  Mich. 


SUBSCRIPTION.  PER  YEAR,  S3. 00 


CHICAGO  OFFICE, 
HEW  YORK  OFFICE, 

"X  OFFICE, 
PHILADELPHIA  OFFICE, 
CLEVELAND  OFFICE. 


45-47  Plymouth  Court 

39Cortlandt  Street 

u3  Xo.  620  Atlantic  Avenue 

-    The  Bourse 

302  Electric  Building 


•  atu'ii  made  f.-r  entry  as  ■ecoad-class  matter. 


VOL.  XII.         Thursday,  October  9.  1902. 


No.  2 


All  ■  'ion  meetings  and  entertainments  are  held  on 

•  city  time  which  is  28  minutes  faster  than  central  stand- 
ard time. 

Inquire  at  the  manager's  office  in  Exhibition  Hall  for  mail  and 

numbers  of  the  "Daily  Review"  are  consecutive  with 
gular  monthly  Issue,  ami  all  four  "Dallies"  should  be  pre- 
•  •]  for  hin.:     - 

*«« 
The  "Daily  Review"  is  mailed  regularly  to  all  our  subscribers. 

The  weather  predictions  for  today  are  partly  cloudy  and  cooler 
with  brisk  southwesterly  winds. 

•UtH 

In  concluding  his  annual  address  yesterday  morning  President 
Vreeland  admirably  defined  the  field  which  the  American  Street 
Railway  Association  now  covers,  and  while  taking  a  conserva- 
ttitude  in  regard  to  phmigtng  the  name,  the  facts  he  pre- 
sent-) an-  a  -trout:  argument  for  Buch  action.    The  electric  rail- 
hieh  do  not  operate  in  streets  have  become  very  numer- 
ous within  a  few  years,  ami  the  question  of  adopting  electricity 
Ivtng  much  attention  from  steam  railways  at  the  present 
time.    The  natural  affiliations  of  electric  railways  of  even 

re  with  the-  American  Street  Railwa;  n,  yet  such 

a   company   as   the   New   York.    New   Haven   &   Hartford,   which 

was  one  of  the  pioneers  in  electric  third  rail  work,  is  only  Indl- 

'I   in  the  A     8.   R,   A.   by  an  officer  who  Is  also 

■nt  of  a   street   railway  company,       I  at  ion   should 

thai  it  might  admit  to  membership  all 
companies  that  are  Interested  in  the  field  which  tin 

COVe- 

ft  UK 

HAIL    Hi    Till:    SI  I'I'I.VUKV 

-  ipprymen'a  Day."  an  Institution  thai  ■     -row 

-  plan  of  setting  apart  one  of  tb 
intern  i  for  examining  exhibits,  instead  of  po 

until  ti  Street  railway  men  are  always  anxious  to  see 

what  nd  --   •  log  apart  Tbursds 

mple  opportunli 

silt  a| 

I     --,    which    »  ill    he    given    by 

'■■         !'■  -  d,  to  the  ladles  "(  the  convention,  will  be 

this  afternoon.    0  Hotel  all  ball 

.vi II  be  admitted  to  the  carriages 

-  announces  that  the  registration  yester- 
day »  than  nt  any  other  pr-  petition  with  the 

and   that   by  today  the  total   registration 
'    of    New    Vorl.       0  100   badges    were 

distributed 

9  9  9 

'"'      elllT     »|,,r|ft|      milKHItlll-mri.  I  m     m,,       (Oi^e       \l  |  |  ||      I- II  J(  rll  \  I  II  g 
of    I    on  \  .  til  Ion     Hull. 


A.  S.  R.  A.  PROGRAM. 

THURSDAY. 

No  business  session  will  be  held  on  Thursday. 
FRIDAY. 

"Discipline  of  Employes  by  the  Merit  System"— Metropolitan 
Street  Railway  Co.,  of  Kansas  City,  by  W.  A.  Satterlee,  general 
superintendent. 

"The  steam  Turbine:  Its  Commercial  Aspect" — E.  II.  Sniffen,  of 
Westiughouse,  Church,  Kerr  &  Co.,  New  York. 

"Signals  for  Urban  and  Interurban  Railways" — Old  Colony 
Railway  Co.,  Boston,  by  G.  W.  Palmer,  jr.,  electrical  engineer. 

"The  Adjustment  of  Damage  Claims" — Chicago  City  Railway 
Co.,  by  M.  B.  Starring,  assistaut  general  counsel. 

The  papers  have  nut  been  assigned  to  the  different  sessions, 
but  other  details  of  the  program  are  as  follows: 

Report  of  Committee  on  Rules  Cor  the  Government  of  Em- 
ployes:  .T.  C.  Brackenrldge,  general  manager  Brooklyn  Heights 
It.  R.,  chairman;  E.  C.  Poster,  general  manager  Old  Colony  Street 
Railway  Co.:  T.  E.  Mitten,  general  manager  International  Rail- 
way; \V.  E.  Harrington,  general  manager  Camden  (N.  J.)  & 
Suburban  Railway  Co. 

Report  of  Committee  on  Standards:  X.  H.  Heft,  president 
Meii.len  (Conn.)  Electric  R.  R.,  chairman;  E.  G.  Connette,  vice- 
president  and  general  manager,  Syracuse  (N.  Y.)  Rapid  Transit 
Co.;  C.  B\  Holmes,  Kansas  City;  John  I.  Beggs,  president  and 
general  manager  Milwaukee  Electrical  Railway  &  Light  Co.;  E. 
A,  Newman,  general  manager,  Portland  (Me.)  Railroad  Co.;  R.  T. 
I.attin.  general  manager.  Worcester  (Mass.)  Consolidated  Street 
Railway  Co.;  Will  Christy,  vice-president  Northern  Ohio  Traction 
Co.,  Akron,  O. 

Election  of  officers. 

■»   9  9 

PROGRAM  OF  ACCOUNTANTS'  ASSOCI- 
ATION. 


Mi  SESSION  ON  THURSDAY,  OCT.  9,  1902. 
FRIDAY,  OCT.  10,  1902,  10  A.  M. 
chart  of  Street  Railway  Blanks,  suggested  by  G.  E.  Tripp,  gen- 
eral auditor.  Stone  ,V-   Webster's  Oo.'s,   Boston,  Mass. 
Annual  report  of  Standardization  Committee. 

\ttc  rn. ion,  •_■  o'clock. 
Report  of  Committee  on  Standard  Form  of  Report  for  Electric 

Railways. 

Report  of  C alttee  on  Nominations, 

Election  of  i  rfficers. 

Report  of  i  lommlttee  on  Resolut  ions. 

Installat I'   Officers. 

\'i.i ' mt  n*s*t. 

ENTERTAINMENTS. 


THURSDAY. 

The  entile  day  will  be  devoted  to  the  examination  of  exhibits 

at   <  oiiveiilion  Hall. 

Thin  flit  olng  then-  will  be  a  theater  party  at  the  Detroit 

Opera  House  to  see  "When  Johnnie  Comes  Marching  Borne." 

I    Kill  \  Y. 
\    trolley   riih-  will   he  given   I'm-  Ihe   holies  on    Friday   morning, 

leaving  Hotel  Cadillac  at  in  a.  m  for  Mount  Clemens,  via  the 
Rapid  Railwa]  and  Qratlot  Lve.,  returning  via  the  Shore  Line 
i"  the  Country  Club,  Qrosse  Polnte,  where  luncheon  will  bo 
served  at   i  o'clock,    The  return  to  the  dty  will  be  made  at  4 

p.  m. 

banquet   win  he  bold  at   Hotel  Cadillac  at  8  o'clock,  at 

which  the  Installation  of  u Seers  elect  win  be  held. 

Kit  It 
THE  BLANKS  DIDN'T  COMB. 


Secretary  Brockrway  advises  us  that  the  trunks  containing  the 

exhibit  ..r  blanks  usually  made  at  the  conventions  have  in  some 

onnted  for  been  delayed  In  transit      lie  hopes  they 

will  show  up  before  tin-  conventloi telegraph  tracers 

have  been  ten!  oul  o  te 


UMI.V    STREET    RAILWAY    REVIEW. 


[Vou  XI l.  No  2 


TWENTY-FIRST   ANNUAL    MEETING 

ANEUCAH  STREET  RAILWAY  ASSOCIATION 

Detroit,    Mich.  -Oct.   8— lO,    1902. 


ri  ESD  o    MORNING   SESSION, 

President    Vreeland  called   the  Convention   to  order  Bl    11:13 
1 1. 1    -aitl: 

Ladles  and  Gentlemen:    The  Bret  thing  on  the  program  this 
morning  is  an  address  of  welcome  to  the  delegates  of  this  •< 
vention  to  be  made  by  the  Hon.  Wn    C.   Maybury,  mayor  of 
Detroit    The  delegates  to  the  convention  from  the  city  of  Dc 
troll  require  no  Introduction  to  their  mayor.     Those  from  the 

other  sections  of  the  United  States  who  have  read  .in  at unl 

of  the  events  connected  with  the  Boclal,  financial  and  political 
history  of  this  Bection  and  other  sections  of  the  country,  :ilsi> 

n 1  n..  Introduction  to  the  Hon.  Wm.  C.  Maybury.    Ladles  and 

gentlemen,  I  have  the  honor  to  present  Mayor  Maybury,  of  De 
trolt,  who  has  kindly  consented  to  address  the  convention. 

ADDRESS  OF  WELCOME. 

Mr.  President,  Ladles  and  Gentlemen:  Tour  good  president 
has  said  thai  I  have nsented  to  deliver  a  few  words  of  wel- 
come i"  yon  upon  your  visit  to  i  old  city;  but  T  bog  the 
privilege  of  changing  that  word  consent  by  saying  that  I  have 
craved  the  privilege  of  welcoming  yon  to  t  ii  is.  city.  To  say 
welcome,  to  ladles  and  gentlemen  like  you,  is  not  a  matter  of 
consent,  it  Is  a  privilege;  and  I  have  !i»n  waiting  for  several 
months  for  this  privilege,  and  t  am  glad  that  the  time  has  M 
when  T   can  avail  myself  of  it. 

It  is  not  a  question  of  telling  yon  that  yon  are  welcome,  it  is 
rather  the  privilege  of  thanking  you  because  you  have  coi 
The  favor  is  all  on  your  part,  because  no  convention  can  assem- 
ble for  the  purpose  of  bringing  men  of  your  standing  In  the 
business  world  together  that  is  not  a  favor  to  the  city  of  De- 
troit, but  to  its  people.    Th nventions  that  are  held  In  (his 

city  every  summer,  and  throughout  the  year,  form  a  sort  of 
academl< urse  for  our  people;  and  yon  will  appreciate,  if  you 

will  reflect  for  a  moment,  the  privilege  that  you  give  us  of 
learning  of  thov,.  things,  thereof  we  would  be  In  Ignorance 
were  it  noi  for  your  coming.     Thousands  of  our  people  will  come 

and  learn  from  the  exhibition  of  appliances  In  the  hall  above 

and  on  the  street.     They  will  learn  things  that   they  never  knew 

before,  by  an  object  lesson,  given  to  them  by  your  most  ad- 
mirable- exhibition   of  railway  appllai 8.     Through   the  discus 

sions  of  this  convention   we  sh:ill  learn   more  and  know   more  Of 

the  operations  of  the  great  systems  of  street  railways,  both  city 

and  suburban,  throughout  this  Coil-favored  land.  Therefore, 
when  I  say  to  you  welcome  to  Detroit  to-day.  we  thank  you  be- 
cause you  come:  and  yon  will  appreciate  the  warmth  of  that  wel- 
come. 

Now,  my  dear  friends,  yon  occupy  a  very  close  place  in  the 
relations  which  bear  upon  the  comfort  and  convenience  and  well- 
being  of  our  people.  Conventions  often  assemble  here  the  local 
Interest  In  which  Is  confined  largely  to  those  who  assemble  and 
lis, aiss  things  which  are  important  to  them:  and  the  importance 
to  lis.  the  public,  is  very  Indirect,  and  oftentimes  hardly  to  b" 
appreciated,  but  In  your  case,  the  operation  of  the  street  railways 
of  the  country,  which  Is  the  life  work  of  the  gentlemen  who  are 
assembled  here  this  morning — In  yonr  case  you  come  very  near 
to  the  comfort  and  well-being  of  the  people:  so  we  are  particu- 
larly Interested  In  your  convention,  and  your  discussions  become 
a  part  of  the  history  of  what  we  want  to  know.  Therefore,  for 
that  and  for  other  personal  reasons  which  we  are  glad  to  con- 
sider, yon  arc  doubly  aye.  thrice  doubly  welcome,  to  this  good 
..Id  city  of  Detroit 

We   have   here   a    city   that    Is  so   laid   out    as    to    be   peculiarly 


adapted  to  street  railway  service.     Here  we  have  a  converging 

of  all  lines  from  the  suburbs  int ■  center,  practically,  and 

the  plan  of  the  city  itself:  for  it  was  laid  out  about 
a  centurj  ago  after  the  plan  of  the  city  of  Washington,  in  (act, 
tin'  plan  was  brought  here  ami  as  far  as  it  could  i»-  made  appli- 
cable to  the  new  city  of  Detroit,  you  have  a  reproduction  of  the 

.apital   itself.      If  you   will   take  the  City   hall   as   the  eapitol.   the 

radiating   streets   and   avenues  are  Identically   the  same  us   in 

Washington;  but  the  persons  who  laid  oul  the  city,  the  territorial 

or  and  Judges,  had  little  knowledge  of  what  Detroit  was 

to  be.    Perhaps,  I  ought  not  to  say  that,  as  they  gave  as  :i  ■_• i 

city,   yet,  they   laid  out   the  city   with   the  streets  radiating  for  a 

distance  much  less  than  ■■>  mile  fi i  the  .enter,  ami  from  that 

point  the  plan  is  discontinued.  Now,  i  saj  that  you  come  close 
i,,  the  well  mr  people,  and  in  the  city  of  iietroit  the 

conditions  tire  most  favorable  for  the  prosecution  of  your  par- 
ticular  business       Oltr  avenues   are   wide:   our   people   ride   in   the 

cars,  and  they  want  to  gel  conveniences  in  the  matter 

..f  transportation  that  are  possible,  and  we  have  them. 

\\'e  are  after  the  best  and  do  not  want  anything  less  than  tin' 
lust  \,,t  alone  tii.-n.  but  we  have  no  hills  to  contend  with. 
\  hi,  i'r  111  i he  sii^in  rise  from  the  river,  which  is  scarcely  to 
be  considered,  Detroil  Is  practically  almost  Bat,  just  rising  enough 
towards  the  north  to  _  but  in  every  other  way 


lien,  w   c.  MAYBURY, 
Kajor  "f  Da 

I  thins  tie  conditions  in  Detroit  ore  peculiarly  favorable  to  the 
successful  operation  of  a  Street  railway  I  desire  to  say,  in  spite 
of  the  modest]  of  our  railroad  management  in  Detroit  for  yon 
know  anything  mvagrd  by  Mr  Hutching  would  b-  managed 
modestly  that  we  point  with  pride  to  the  splendid  op. 
of  our  Street  railway,  to  the  cleanliness  of  our  cars,  to  the  gentle- 
manly conduct  of  those  in  ad  everything  that  goes  I  • 
make  the  operation  of  :i  street  railroad  substantially  successful 
and  complete 

My  dear  friends,  the  notable  thought  that  comes  to  us  in  a 
convention  like  this  is  tic-  fact  that  the  world  is  -rowing  so 
catholic  and  s  .  broad.     You  may  say  the  men  upstairs  who  have 

inventions  ami  apparatus  to  display  are  here  for  commercial 
I   grant   you   that  the   inventor  is  worthy  of  a   proper 


Oct.  9,  1902.] 


DAILY    STREET    RAILWAY    REVIEW. 


r>39 


return  tor  his  genius,  as  the  laborer  is  worthy  of  his  hire;  but 

in  tlio  broadest  sense  those  exhibiting  appliances  that  are  meant 

to  make  the  operation  of  the  oars  safer,  more  rapid  and  to  Insure 

ter  comfort  and  cleanliness  in  them  are  Inspired  bj   other 

-.-  men  give  these  things  to  von  and  to  the  world, 

actuated  not  alone  bj  commercial  considerations,   but  in  order 

that   the  cult  which  you  are  connected   with   shall   be  a   great 

For  it  is  a  grand  thing  to  stand  np  in  the  race  01'  men, 

-  some  individuals  do,  like  mountain  peaks  that  arc  themselves 

e  tin-  ranges  about  them;  and  It  is  a  pleasure  for  most  of  us 

-  imethlng  in  this  world,  Borne  organisation  or  j-m. 

elation,  that  we  are  proud  to  say,  lor  example,  "1  belong  to  the 

cult  of  railway  operators,  the  men  Who  supply  the  railway  appli- 

ind  the  railway  systems  in  the  great  cities  of  this  country." 

Sou  an-  proud  to  say  that  you  belong  to  such  an  organisation; 

you  ire  proud  of  it  because  the  connection  with  such  an  organiza 

lion  is  one  which  places  honor  on  any  man:  and  a  measure  of  any 

man's   usefulness   in  this   world,  is  not   what   I an  do   for  hiin- 

I fiir  the  meanest  man  yen  ran  think  of  is  the  man  u  h  . 

has  -  1  that  belongs  to  the  world  ami  yd  he  tries  to  aide 

it.    This  world  of  ours  has  been  rich  ami  poor  a  thousand  times; — 

why.  1 aose  in  the  providence    >f  God,  as  1   believe,  then'  are 

times  when  men  are  singled  out  here  and  there,  in  the  palace 
ami  in  thi  11  the  bumble  walks  of  life,  as  well  as  those 

of  the  learned,  Bome  man  i~  singled  out  who  seems  to  have  a  gift. 
In  medicine  it  may  in-  a  man  who  baa  the  glfl  of  curing  some 
peculiar  disease;  in  mechanics  it  may  be  .1  Tesla  who  discovered 
the  power  of  looking  through  space  or  an  lMis.ni  who  from  day 
to  day  beholds  the  wonderful  propositions  which  appear  before 
Ids  eyes  ami  which  h"  puts  into  practical  use.     Had  these  men 

lived  hundreds  of  years  ago,  they  would  have  had  no  idea  of  the 

srdahip  reposed  In  them  by  the  discoveries  which  they  had 

been  Inspired  to  mnke,  they  would  have  had  no  thought  of  giving 
them  to  the  world,  but  would  h».k  upon  them  only  ,-is  something 

they   c-ould   turn   to   their  own   Individual   advantage.      Years   ago 

almost  every  neighborhood  had  some  old  person  who  had  the 

•    the  mad  stone,   hui  ire,   and   could   cure 

rabies,     if  you  asked  hi m.  •\\iii  you  give  me  that  secret?"  he 

would  answer.  "No.   I  have  it  from   my  father  and  will   transmit 

it  to  my  son."    Possibly  ho  died  and  the  secret  dies  with  him 
Could  Pasteur  do  that  today?    Could  he  wrap  himself  up  in  the 
"t.  and  say,  "li1  ■    the  children  threatened 

with  raldes  and  I  will  cure  them"?  No.  the  world  would  take 
hold  of  him  and  say,  "No.  If  yon  have  this,  give  It  to  the  world 
and  the  world  will  pay  you.  You  will  he  paid  a  thousand  fold 
In  the  honor  that  will  surround  you  inj  reward 

in  money."     It  Is  so  in  every  art  that  is  discovered,      It   is  dl8C0 

1  for  the  world.     If  Edison  Bhould  die  t  ..lay,  there  are  nun 

dredi  who  are  on  the  line  of  h  rles.    if  Tesla  should  die 

to-day,  there  are  thousands  considering  the  things  which  he  dis- 

•  rod.     in  every  branch  of  medicine,  every  art  we  know  of, 

there  i«  no  man  who  wraps  th rot  up  within  himself  and  says 

"I  nm  going  to  keep  it."      No.   lie  mn  ..  the  world  and 

rtewardshlp  which  God  baa  put  upon  It. 

-iiilicant    of   the  age    In    Which    we   live. 

:  tin-  world  win  -.rcr.  but  richer,  because, 

inventions  are  committed  to  the  children  of  men 

their  food   .and   go  on   for  all   time      Th.-   world    will   continue    to 

be  •  >.rii  Me-  children  of  n  dwell  upon  its  but- 

exhibition  or  our  State  Pah"  al   Pontine  re 
mine  thai  struck  me  a-  a  peculiar  Invention 

I  a:  you  an   illustration  of  my  Idea,  when    I 

is  what  he  does  in 

rt  only  for  himself  but  others     I  passed  the  plow 
dep  man.  evidently  a  fanner;  you 

ral    a  pp.  I    he 

toot  hold  the  plow  man.  1  there  exhibiting  a 

i,  tin-  plow  could  be 

tur  .let  of  the  furrow.      1    could    not    but    think   Ol    the 

relief  in  Ho-  1  me  to  the 

of  the  fio  .nd  of  foil  of  pulling 

around  with  tin 
Mining  entangled  in  thi  ig  the  inn. 

thai  steal  out.  here  was  no  Invention  which  did  away  with  all 
iiii-  trouble.    1  thong  man 

who  ■  for  the 


value,  of  everj  flaj  d 1.  who  contrived  by  a  simple  arrange- 
ment of  a  lever  to  enable  a  man  to  easily  turn  a  plow.  I  felt 
that  this  man  had  done  his  share  of  the  world's  work.  1  wish 
that  I  could  do  something  as  plainly  for  the  good  of  the  children 
of  men  as  you  have  done,  was  my  thought,  and  I  felt  that  there 
was  a  man  who  had  accomplished  something  of  real  value,  whose 
useful  invention  would  confer  benefits  upon  mankind  after  his 
name  had  hen  forgotten,  s,.  it  is  in  all  avenues  of  life,  where 
men  are  constantly  striving  to  produce  that  which  will  make  ex- 
istence better  for  us  ail. 

Coming  with  such  thoughts  and  purposes,  why  are  you  not 
welcome  to  Detroit  We  have  not  a  very  abundant  supply  of 
coal,  imt  possibly   alter  the  convention  of  to-morrow  we  may 

have  a  good  deal  more.  Now  do  not  think  of  the  cold;  talk.  I 
believe  many  of  these  things  arc  as  we  think  they  are.  .lust 
Imagine  thai  it  is  warm.  It  is  not  October;  it  is  July;  and  reach 
out,  wrap  yourself  with  a  blanket  of  the  hospitality  of  these  good 

1 pie  of  our  city,  and  you  cannot  be  cold,  coal  or  no  coal.     You 

(..inc.   my   friends,   to  a   peculiar  city;  old.  and  yet  new.     I  said 

to  you  a  few  nn nls  ago  that  the  city  was  laid  out  on  the  plan 

of  the  city  of  Washington  aboul  inn  years  ago;  but  that  was  not 
the  beginning  of  iis  history.    Detroit  was  founded  in  1701,  ami 

;i  year  :i-..  «rc  celebrated  the  200th  anniversary  of  the  founding 
of  the  city.  I'm-  the  lirst  hundred  years  Detroit  was,  allow  me 
1.1  say,  a  French  city,  where  the  French  language  was  spoken 
and  where  all  the  simple  «.i;s  of  the  courteous  people  were 
exercised  in  all  their  refinements  ami  higher  attributes,  indeed, 
in  m\  own  lifetime,  and  I  will  say  for  the  ladies  present  that  1 
am  n. il  as  ..l.l  :is  1  look,  and  that  being  a  bachelor  I  never  lose 
,in\  opportunities  even  in  my  boyhood  I  remember  the  scenes 
along  the  river  were  such  as  would  remind  you  of  the  opening 
lines  ..1  Longfellow's  "Evangeline,"  where  he  describes  beautiful 
Arcadia,  the  ..Id  French  homes,  the  er.i  of  plenty,  with  happiness 
and  buoyancy  and  cheer  everywhere,  anil  the  doors  wide  open, 
or  perhaps  a  latch  string  banging  out,  easily  pulled,  with  a  dls- 
posltion  to  give  comfort  to  the  stranger  and  to  make  hospitality 

al si  a  pari  of  religion.     I  sometimes  think  that  the  blessings 

that  have  ci lown  to  ibis  goodlj  city,  and  its  exemption  from 

pestilence  ami  disease,  is  consequent  upon  the  blessings  bestowed 

upon   the  early   founders;   for  you   will  not  dispute  the  fact  that 

Detroit  is  Hie  gateway  of  the  civilization  ami  chrlBtlanlzatlon  of 

the  great    'thwest.     S had  passed  up  the  Mississippi,  like 

the  followers  of  he  Soto,  ami  some  through  Illinois;  some  were 
missionaries   who  were  led   mainly  by  the  zeal  of  the  cause,  and 

in  other  cuses  tiny  were  adventurers  id  by  the  story  of  springs 

and   rivers  tilled   will,   golden   sands;  but  those  who  came  to   1  >e 
1     were    settlers    and    eaine    with    packs    on    their    backs,    and 

they  brought  »iih  them  Implements  of  industry,  the  farmer,  car 
penter,  cobbler,    ill  came  to    make    a    community    and    landed 

within   a    stone's   throw   of   where  you  are  assembled    this   mom 

ing.    Their  first  act   was  no!  r  savage  onslaught  mi  the 

1 11. 1 1 .:  .            0      al.lied  from  behind  a  tree  to  see  what   the  white 
Indian   discovered   that   '  the   ITrsI 

:,,.(.    of  t]  ttlera    W8S    an    a.  I    of    worship,    with    no    temple 

save  that  « inch  i    a]     13      1 PJ      tve  the  treei 

which  grew  beautifully  on  the  river  shore,  no  witness  save  the 
wild   : al    I Hie   bird,    and    When    Hie    Indian   | red    through 

the  bushes,  what  did  he  s.e    he  saw  a  kindly  Invitation  in  come 
i„  and  kneel  down  in  quiet  thankfulm  -■  to  God  that  he  bad  1  n 
the  lot  of  ihe  settlers  in  such  a  beautiful  place,  and  that  the 
homes  which  they  were  aboul  to  build  Bhould  be  happy  ami  pros 
,„.| ■      For  flftj    years  no  Indian  blood   waa  Bhed,  so  kindly 

.     pie  and   the   Indian      that    thej    bronchi    the  amity   Of 

Bethlehem  with  them.  The  white  settlera  treated  the  Indians 
fnlrlj  ;,,,.i  foi  I  ■  1  on  I  1  m    M   1-  ti  1   1 

will,  and  our  City  v,  I  ■'      "■  I.    bit        "       B      Hi"  I 

\|.    flea,    in, nils,  if  ii  requires  anything   more  to  add  to  the 

warmth  of  ,\ •  welcome  in  Detroit,  you  si  certainly  s.e  11  in 

the  bright  sunlight  of  this  , >nlug.     1  do  not  know  but  

prayers  of  those  who  looked  foryour ling.    The 

n  '■'  i-   have   bi ink  and   heavy,  ami 

!„,,  1  prayers  the]  ha  1  e  broken  awaj  and 
gjvi  1           :         torlou     sunshine  th             il  ■  on   ■■>  111  And  a 

welcome  in  tin-  in i    tre I      ill      1 Iltj   I    marked  In 

0    1 ■    ion   do  not    feel   yon   are  ollmv.  |UR 


640 


DMI.V    STREET    RAILWAY    REVIEW. 


[Vol.  XII,  No.  2. 


someoni  W(  built  onr  cltj  for  the  accommodation  of  tin- 
stranger  and  are  lonesome  when  wo  have  nol  guests  Sou  must 
feel  thai  the  itreeta  were  laid  out  on  the  broad  scale  that  von 
see  them,  for  the  accommodation  of  i in-  friends  who  might  bt 
with  us  1  hope  your  stay  will  be  In  every  way  enjoyable.  The 
laid  "in  in  a  somewhat  Irregular  manner, 
mill  even  those  who  are  natives  and  to  the  manner  born  occa 
slonally,  when  the  nlghi  Is  dark  and  the  lights  somewhat  dim, 
do  not  always  Dnd  their  way  in  the  most  direct  route  to  the  place 
for  which  they  are  bound;  and  If  any  such  fate  should  overcome 
ymi.  ami  it  is  possible  thai  it  may,  permit  as  to  mention  that  yon 
will  nnticv  on  the  street  corners  here  and  thi  men  who  In 

other  cities  would  be  denominated  policemen.  Thy  are  nol  known 
.is  snrii  here.  They  are  guardians  for  the  b tranger  Do  nol  paj 
any  attention  to  the  belt  around  the  waists  of  these  gentlemen. 
They  never  draw  the  little  clubs  which  thej  have  In  those  belts 
They  are  need  to  frighten  the  ch  Idren.  if  this  confusion  as  to 
your  whereabouts  should  0  on  at  snj   time,  step  up  to 

onr  of  these  gentlemen  and  tell  him  that  you  arc  attending  the 
railway  convention,  and  you  will  be  wafted  to  the  haven  yon 
desire, 


The  President:    Sir.  Mayor,  on  behalf  of  11 (Beers  and  mem 

bers  of  the  American  Street  Railway  Association,  I  tender  to  you 

our  hearty  thanks  for  your  very  cordial  address  of  wel ne.    We 

represent  a  body  of  practical,  hard-working  men;  our  Industry 
lias  more  to  do  with  the  comforts  and  conveniences  of  the  daily 
Uvea  of  the  Beventy  millions  of  people  of  the  Dnited  States  than 

is  represented  In  any  other  industry.  We  have  to  .airy  this  great 
mass  of  people  safely  over  the  cities'  streets  to  the  suburban 

arena;  to  the  home  and  school;  and  we  are  st   Important  factors 

in  the  BOCial  and  business  life  of  every  community  in  1 1 1 untxj 

The  Btores,  the  manufacturing  Industries,  in  fact,  all  of  the  daily 
the  city,  is  dependent  upon  the  regular  and  orderly  conduct 

of  our  business;  and  if  our  systems  arc  Interrupted  it  means  in- 
convenience and  loss  to  every  city. 

The  next  order  of  business  Is  the  calling  of  the  roll.  The  regis 
d  at  the  door  will  be  taken  in  place  of  the  roll  call,  and  that 
will  be  passed. 

On  behalf  of  the  executive  committee  and  the  officers  of  the 
Association.  I  desire  to  express  our  thanks  for  the  large  and 
>  ntative  attendance  we  have  this  morning  on  the  opening 
exercises  of  the  convention.  This  is  certainly  a  larger  attendanc  ■ 
at  this  hour  of  our  first  day's  meeting  than  1  have  ever  seen  In 
the  many  conventions  t  have  attended.  It  devolves  upon  the 
president  each  year  to  deliver  what  is  known  as  the  president's 

address.     For  the  first  time  in  addressing  a  body  Of  railroad  1 1 

I  am  going  to  read  that  address.  There  arc  some  points  eon 
with  it  that  are  rather  novel  in  connection  with  the  work 
of  a  street  railway  association.  There  will  undoubtedly  be  selec- 
tions made  from  it  by  the  press,  without  the  context  in  some 
cases,  to  shade  some  of  the  points,  and  I  want  to  be  careful  in 
what  1  say,  as  a  gentleman  who  is  connected  with  the  press  In  a 

large  way.  who  happened  to  read  my  address  the  othi  1  daj  said, 

"If  you  ever  expect  to  run  for  governor  of  the  Stat,  of  New  York 
or  president  Of  the  United  States,  do  not  read  that  address." 


I'UKSIDENT  YItKF.I.ANli'S   A  1  >1  >KFSS. 


It  is  exceedingly  appropriate  that  the  twenty  tirst  annual  meet- 
ing of  the  American  street  Rallwaj  Association  should  be  held  in 
the  beautiful  City  of  Detroit,  for.  while  the  city  Btreet  railways 
of  the  country  have  nol  l 0  idle  during  the  past  year,  the  great- 
est development  In  electric  railway  wink  since  our  last  conven 
tion,  and.  in  fact,   for  several  years  has  been   in  the  direct 

interurbaii  eictric  railways,  and  In  this  class  of  road  Detroit  rail- 
nterprlse  lias  always  1 n  prominently  Identified.    Radiat- 
ing  from   this  city   can   be   found   some  of  the   largest    and    most 

modern  of  Interurban  railways,  and  Detroit  tanks  with  Cleve- 
land, Indianapoii  ,,ii  and  Dayton  as  the  important  cen- 
ters in  this  country  of  the  Interurban  railway  industry.  It  is 
connected  by  high-speed  electric  railways  with  Port  Huron  on 
the  north  and  Toledo  and  Cleveland  on  the  south  and  cast,  while 
the  lines  to  the  west  extend  With  only  n   slight   break  as  far  as 

f  Lake  Michigan,  ami  will  probably  before 

long   lind   entrance   into  Chicago. 
The  interurban  railways  have  long  since  passed  the  stage  when 


thej  could  be  considered  simply  as  suburban  extensions  of  city 

rhej    are  doing  a    through   business,    which    is   constantly 
growing,  and  the  later  and  more  ambitious  examples  Of  roadl  of 

this  CUBS   are   built    with  a    track   1 strnction   inferior   in   m,   re 

spect  p.  Hi,.  i„.st  practii f  the  steam  railroad  companies,   They 

operate  usually  for  the  greatest  part  of  their  distance  over  pri- 
vate rights  of  way.  and  attain  speeds  which  enable  them  to 
Compel  fully  With  their  steam  railroad  rivals  for  nearly 
every  class  of  traffic  except  long-distance  passenger  and  freight 
business.  This  extension  of  the  electric  railway  has  introduced 
new  problems  of  discussion,  Buch  as  tans,  transportat 
freight  etc.,  Into  ti Derating  department,  as  well  as  the  exei 

the    most    adva d    electrical    engineering    methods,    not 

only  in  the  transmission  of  the  power  at  high  voltage  n. .  essarj  to 
operate  the  cars,  but  In  the  ear  equipment  as  welL  Dp  t..  the 
present,  direct  current  has  1 a  used  on  the  trolley  wire  or  third 

rail,  but  if  the  experiments  with  single  phase  tors,  which  It  is 

announced  are  soon  to  be  tried,  prove  successful,  the  possibility 
of  the  direct  application  of  alternating  current  to  railway  work 
will  remove  some  of  the  inconveniences  which  now  exist  In  the 
present  system. 

I  will  not  take  the  time  of  the  convention  to  give  the  statistics 
Showing  the  advances  made  in  street  railroading  during  the  last 
year.  Some  of  them  will  be  brought  out  in  the  papers  to  be  read, 
and  statistics  on  the  subject  are  published  in  the  technical  press 
from  time  to  time.  It  is  interesting  in  passing  to  note,  however, 
that  eleven  years  ago  there  were  about  1800  miles  of  electric  rail 
ways  in  the  country,  while  today  there  are  between  24,000  miles 
and  Jo.lliKl  miles,  and  that  against  an  investment  eleven  years 
ago  in  street  railways  of  about  S7.-,.ihhmnm>.  the  total  capital  In- 
vented to  day  is  in  tin-  neighborhood  of  two  billion  dollars.  These 
figures  show  that  the  time  has  come  when  we  should  no  longer 
apologize  for  our  existence,  but  should  take  a  stand  individually 
ami  as  an  association  for  the  protection  of  our  rights  as 
poration. 

it  is  a  venerable  saying  that  corporations  have  no  souls,  and, 
perhaps,  the  credit  that  litis  attached  to  this  aphorism  accounts 
for  the  evident  belief  of  the  public  that  they  have  no  feelings. 
We  are  here  as  members  and  managers  of  a  class  of  corporations 
which  is  more  intimately  related  than  any  other  to  the  comfort, 
convenience  and  success  of  the  people  who  live  In  cities  and 
towns  Fpoii  the  orderly  operation  of  a  street  railroad  depends 
substantial!]   everything  else  that  goes  on  in  a  thickly 

unity,  it  Is  true  that  what  we  are  operating  is  a  valuable 
privilege  granted  by  the  public,  but  its  value  depends  Chiefi]  upon 
the  sufficiency  with  which  the  public  is  served,  and  the  public 
was  moved  to  grant  it  solely  from  considerations  of  its  own  com 
toil  and  interest.  The  contract  between  the  public  aud  the  street 
railroads,  therefore,  is  a  contract  of  partnership  and  the  interest 
of  the  partners  is  identical.  What  the  public  wants  is  tl 
possible  service,  and  only  by  giving  the  best  possible  service  cm 
we  obtain  the  largest  possible  returns  for  our  money. 

And  yet.  despite  this  close  association  of  interest,  it  is  the  c\ 

perience  of  all  of  us  that  there  is  scarcely  any  limit  to  the  Impost 
tions  which  the  public  will  permit,  and  rather  cheerfully  permit. 
to  be  laid  upon  street  railway  corporations.  Legislatures  and 
boards  of  aldermen  seem  to  regard  street  railroads  as  fair  game 
to  be  bit  as  often  and  as  viciously  as  anybody  chooses,  and  the 
public  newspapers,  so  far  from  taking  into  account  the  service  we 
are  rendering  and  protecting  us  against  the  schemes  of  dema- 
gogues, are  rather  inclined  t  •  regard  injuries  so  Inflicted  with 
amused  indifference,  if  not  with  positive  favor. 

In  every  other  form  in  which  property  manifests  itself,  except 
in  shares  of  corporate  stock,  it  has  well  defined  rights  and  valu 
able  privileges,  line  thousand  dollars  Invested  in  bank  notes  or 
government  bonds,  or  even  in  real  estate  mortgages,  are  sur- 
rounded with  legal  safeguards  to  maintain  their  value,  and  if  the 
hand  of  the  despoiler  for  cue  moment  seems  to  menace  them 
everybody  begins  to  talk  about  the  sacred  rights  of  property 
That  Is  just  as  It  should  be.  But  money  lent  to  the  government  at 
a  comfortable  rate  of  Interest  is  no  more  directly  employed  upon 
the  public  business  than  that  which  is  represented  by  the  stock  of 
a  street  railroad,  and  it  is  no  answer  to  the  claim  that  it  ought 
to  have  fair  treatment,  that  it  ought  not  to  be  the  object  of  special 

prejudice  and  attack  t>  say  that  it  is  particularly  valuable.  lis 
value  Is  strictly  measured  by  the  public  service  it  renders.    The 


Oct.  9,  1902.] 


DAILY     STREET     K  \I1.W  VV     KLCVIEW. 


041 


contract,  of  which  our  charters  and  certificates  of  Incorporation 

are  the  wltnoOBOO,  authorizes  us,  as  (he  universal  law  of  business 
authorizes  every  one,  so  to  employ  OUT  abilities  aud  resources  as 
to  obtaiu  from  them  the  greatest  possible  results  10  ourselves,  and 
if,  iu  recent  years,  street  railroad  shares  ha\e  been  especially 
good  Income  earners,  it  is  because  the  street  railroad  companies 
are  meeting  the  public  ends  for  which  tliey  were  organized,  be 
cause  they  have  studied  aud  facilitated  the  public  interests  and 
,~e  they  have  put  themselves  in  advance  Of  the  devel 
opment  of  the  cities  ami  towns  they  run  through,  because  at  vas. 
•  they  have  introduced  new  methods,  new  machinery, 
swifter,  more  frequent  aud  improved  accommodations,  aud  it  has 
never    been    laid    down    by    the   courts    that   a    contract    could    be 

broken  aud  new  conditions  imposed  be  ause  either  of  the  parties 

to  it  had  done  better  thau  was  anticipated,  aud  Certainly  not  be- 
cause both  had.  And  yet  the  contracts  between  the  public  and 
set  railroad  companies  are  being  continually  Infringed  upon 
by  the  imposition  of  new  taxes  and  new  requirements,  and  it  has 
come  to  be  considered  almost  an  Impertinence  for  a  corporation  s  1 
Injured  to  offer  ever  so  mild  a  protest. 

Iu  the  theory  of  the  law  a  corporation  is  an  individual,  but  ap 
patently  only  lor  the  purpose  of  enabling  it  to  be  got  at.  It  has 
all  the  obligations  Of  individuals,  but  of  their  rights  few.  Ths 
politicians  of  all  parties  talk  themselves  hoarse  with  eloquent 
protestations  of  their  love  of  Individual  liberty  ami  individual 
rights,  and  .-..  well  have  their  laws  Justified  these  pretensions  that 
uo  mau  in  this  country  is  s>  idle,  so  worthless,  so  bereft  by  his 
own  acts  Of  character,  properly  or  p  'sitiou  but  that  if  he  contrives 
to  keep  out  of  [prison  he  has  a  vote  and  the  opportunity  of  making 
his  equal  Influence  felt  in  the  determination  of  public  questions. 
But  a  corporation,  even  such  a  corporation  as  is  organized  to 
serve  the  public  convenience,  may  neither  vote  nor  iu  any  other 
way  participate  in  making  the  laws  by  which  It  must  be  bound. 
The  proposition  before  the  public  on  which  an  election  is  to  be 
held  and  a  policy  denned  for  future  legislation,  may  be  one  which 
vitally  concerns  the  interests,  even  the  life,  of  a  corporation,  but 

if  it  were  to  undertake  to  express   its   views   from  a  public  plat 

form  or  to  Influence  the  votes  even  of  those  persons  »ho  derive 
their  means  of  livelihood  from  ons,   the   rerj    founds 

lions  of  social  order  would  seem  to  be  attacked.  It  must  stand 
by  on  such  1  cessions  in  submissive  slleni  e.  it  must  affect  an 
attitude  of  indifference,  aud  if  it  does  not  actually  proclaim  to  its 

employes  their  title  to  vote  as  they  please  it  becomes  at  on 
t  of  suspicion  and  prejudice. 

1  fought  ami  governments  ion 1  to  vindicate 

neipie  that  there  shall  be  no  taxation  without  repn 
Hon.  but  if  a  corporation  should  ask  in  be  represented  In  a  public 

body  that  had  the  power  of  taxation  and  was  proposing  to 

ii|>on  eorporati'  -  - 1  •  - 1  ■    would   I bserved    with   iu 

ml  amazement     liven  in  th irts  its  standing  is 

prejudiced,  ami  before  a  Jury  BWOrn  to  render  an  Impartial  ver- 
dict upon  ti  and  constant  care  i-.  to  remove  from 
the  minds  of  the  Jurymen  s  frankly  admitted 

not   remarkable  that  in  this  situation   tin-  law    should  dis 

■  iiniii.  corporations.    The  fallun 

tllllt    they    do 

cbmenl  follow-  encroachment  with  ruthless 

1 1  in nl  coin  o  tar  prevailed  a e,  tin-  street 

•  1  companies  In  tin-  adjustment  i.t  their  affairs  with  the 

public  that  In  many  slates  then  in   the 

taxing  laws  agaiii-t  Midi  corporations.     When  by    federal  |i 

Hon  it  was  proposed  to  tax  the  Incomes  ol  Individuals,  although  a 

limit  ;  which  protected  the  poorer  cusses,  public  pro 

.  powerfully  thai  tin-  Supreme  Court  or  the 

fter  holding  that  an  income  tax  was  lawful,  pro 

It  and  to  limi  constitutional  objection 

the    Income    tax    law.      .\inl    vei    an    i mi 

upon  the  earning*  of  corporations  Is  found  upon  the  StatUtl 

of  many  of  our  American  com  moil  wealths,  and  corporations  with 
tate  hi    tnadi  deflnlb  1  onh  n  .  limit  Ing  the 

obligations  on  either  required,   notwithstanding  these 

contra  or  .mil  addltiot  upon  thelt 

.•am.! 

When  mo  .  a   publli  Upon  terms  and 

1  I,1|(||I  ■■!     lie  m  |. 


under  a  general  act,  the  shareholders  have  a  moral,  aud  it  ought 
to  be  a  legal,  right  to  understand  thai  what  they  are  to  pay  and 
to  .in  in  making  their  franchise  effectual  is  nothing  more  thau  or 
different  from  the  conditions  of  which  they  had  notice  and  to 
which  they  agreed.  The  rule  that  there  can  be  no  impairment  of 
the  obligations  of  a  contract  is  to  be  fottud  iu  the  fundamental 
law  of  the  United  States  and  of  every  state,  and  in  controversies 
11  individuals  uo  constitutional  guarantee  is  more  carefully 
protected  by  the  courts.  And  in  a  contract  betweeu  the  state  and 
a  corporation  there  is  no  trouble  about  holding  the  corporation. 
If  it  violates  its  contracts,  or  if  it  does  not  give  the  promised 
service  or  duly  make  the  promised  payments,  the  attorney-gen- 
eral is  authorized  to  institute  proceedings  for  its  dissolution, 
ltut  the  rule  of  performance  docs  not  work  both  ways,  it  ap- 
pears to  bind  only  the  corporation.  The  state  can  pass  new  laws 
Imposing  new   c litions  and  the  corporation  will  have  its  pains 

tor  its  protest, 

I  look  forward  to  the  day  when  the  shareholders  in  street  rail- 
waj  corporations  will  stand  up  for  their  rights  as  shareholders  in 
the  same  sturdy  spirit  which  they  would  at  once  briug  to  the 
defense  "I  their  rights  as  individuals.  The  great  street  railway 
properties  of  this  country,  and  even  the  little  ones,  are  no  longer 
in  the  ha  mis  of  a  tew  rich  men.  They  are  distributed  in  hun- 
dreds of  thousands  of  shares  ranging  iu  par  value  from  five 
dollars  to  a  hundred  dollars  among  a  countless  body  of  the  peo- 
ple. Tin-  heads  of  these  properties  are  uo  longer  iu  any  material 
degree  their  owners.  They  are,  aud  are  coming  more  aud  more 
to  be,  simpl.v  the  salaried  employees  of  a  great  number  of  share- 
holders. They  conduct  the  business  of  these  properties  as  a 
trust,  ami  they  have  nothing  to  do  with  the  stock  market.  Their 
.me  concern  is  to  earn  a  dividend  for  their  shareholders  aud  pay 
it  where  it  belongs.  Every  shareholder  is  as  much  interested  to 
protect  Hie  property  against  unjust  discrimination  iu  the  laws 
ami  10  protect  its  reputation  as  a  business  organization  as  are 
any  of  us  who  are  placed  for  the  time  being  in  charge  of  the 
property.  It  is  no  less  their  duty  than  it  is  ours  to  iusist  that 
,,,,1,11,.  officials  si,;, 11  treat  these  corporations  equitably  and  hon- 
estly. 

It  will  lint    be  denied  that  inasmuch  as  out  opportunity  to  earn 

proi Is   mil    "f  a    public  privilege   we  should  pay  to  the 

public  a  lair  return   lor  what    we  get.     But  what  we  give  iu  the 
v,:,.\    ..I    aervlce  and    What    ii    costs  us  t..  give  il  are  elements  Just 

as  much  entitled  to  consideration  in  the  making  of  the  contract  as 

any   other;  and   when  the  COntrad   Is  once  made  it  ought  to  be  as 

little  subject  to  repudlatl t  el ge  as  any  other  contract.    The 

faithful  discharge  of  our  obligations  requires  a  continually  lu- 

creasing  Investment,  tl aslant  incurring  of  new  risks,    it  is 

m, 1  enough  that  we  Bhall  meet  the  demand  as  it  exists  from  day 

in  day; irj    that    we  should  anticipate  It.     And   it  the 

It     upon  our  Investment  prove  in  the  end  to  be  considerable, 

that    is    the    reward    to    which    Intelligent    foresight,    courage    and 

- 1  management  are  always  entitled.    The  spirit  that  seeks  to 

confiscate  anybody's  legl ate  earnings  is  unfair  ami  reprehen 

ami  hniiesi  minded  n  should  be  strong  to  oppose  it. 

Chi  IS    ' 'I    an    honorable  and    Useful   purpose 

tor  20  veins,  1,111   the  time  may  be  at  hand  when  Ihe  scope  of  ils 

osefulnesf  can  be  materially  increased.    1  have  already  pointed 
out  ihe  Injustice  which   I    &> lorporatlons  by  municipalities 

and     Ihe     need     fill'     public    ellllgllle III.     llol     only     "11     the     e.|llll.\ 

of  their  cause,  bul  also  on  the  service  which  they  an-  rendering 

ihe  public.     'I'ln  re   is  .me  other  point    to  which,  however,   1   would 

bke  in  direct  your  attention,  ami  that  is  ii ictlon  with  the 

broader  field  of  electric  railroading  which  this  countr;   will  cer- 
tainly see  during  tiie  next  decade. 

I  have  aireadj  referred  to  the  ii .use  mileage  of  interurban 

eicein.  i  ha    been  bull!  during  the  last  tew  years. 

Ily   in   the  Middle   West.      Many   of  these  roads  are  hauling 

mill  it  is  a  matt  i  ..i  great  Importi not  onlj  i"  these 

.ii.  in  elves,  bin  I.,  ihe  eiii.-s  iimi  towns  which  they  serve, 
that  He  which  they  should  enjo;  as  regards  the  Inter 

..!    freight    with    the      i.    i: Ir.  ails   should   be  as   flee   a, 

tei mil oad    1 1 ill '■  .    The  iirsi  point 

requisite  to  this  end  I    '"  have  convenient  c lotions  with  the 

neighboring    Steam    railroads,    so    thai     the    freight    cars    can    be 

I.,  iii.  other     'ihe  rich!  of  ihe  electric  companj 


B4i 


l>.\ll.\     STREET    K AII.W  AN      RE\ 


XII,  No.  .• 


to  iii'iiiaiiil  this  b  ded  111  New   Stork  Btati 

in  a  case  «t  i  ■■>  the  Hud 

■  i  H.    B  i8l \    m  ilm    Raliro  w  bleb  the 

i  'mil  I  .■.!.,..     I  ■ 

nnd  rlghtl]   decided  thai   an   Intersection  and  connection  of  the 

i    road  and  tbe  steam  road  sbauld  be  made  In  tbe  iDter 

the  local  This  right  should  be  ol  great  advan 

o  iln'  electric  railroad  company,  but  tbe  full  bencfll  to  the 

ihlppers  «iii  n"i  i"'  derived  until  the  full  prlvl 

Interchange  ol   freight  cars  between  tbe  two  systems  shall  be  as 

universal!}  recognized  as  tbej  now  are  between  Bteam  railroads, 

s.  thai  frel  jlui i  either  the  steam  or  electrli 

in  mam  road  companies  haw- 

shown  an  unwillingness  to  Interchange  freight  with  the  compel 
Ing  electric  roads,  mi  tbe  plea  thai  the  latter  were  nol  responslblu 
in  the  same  degree  broads,  and  by  iiiis  means 

considerable  freight  transportation  has  been  diverted  from  the 
eld  trie  railroad. 

The  points  ju-t  ntloued  lie  broader  problems  which 

are  being  forced  upon  the  electric  railway  Interests  of  the  conn 
try,  through  the  larg  In   Interurban  electric  railway 

companies,  which  naturally  look  to  this  association  as  the  ex 
ponenl  of  their  Interests.    This  is  only   natural   because   while 

d i  operate  upon  the  Btreets,  the  electrical  equip 

inent   problems  connected   therewith,  as  well   as  many   of   the 

other  questions  which  arise  In  connection   with  their  opt 

are  the  Bame  as  those  which  Interest  "street  railway"  managers 

proper.    And  while  it  may  appear  Inadvisable  bo  changi 

nt  the  American  Street   Railway   Association  bo  accord  with  the 

broader  Belt!  of  electric  rallroadin  b  manj  of  Its  members 

are  engaged,  it  should  be  underst l  thai  the  association  is  not 

merely  a  street  railway  organization,  but  Its  scope  covers  the  en- 
tire in-ill  of  electric  railway  transportation.     More  than   i 

may  sithi  desirable  to  welcome  the  participatl f  all  companies 

engaged  In  electric  railway  transportation,  tor  the  reason  that 
there  is  no  organization  In  the  country  which  lias  accomplished 
so  much,  or  at  its  annual  conventions  ana  exhibitions  can  afford 
anywhere  near  the  same  opportunity  for  Instruction  to  those  in 
i,i.  si, , i  in  elei  trie  transportation  In  its  different  phases.  Here 
tofore  ii"  manager  or  engineer  of  a  trunk  line  company  which  Is 
contemplating  or  lias  Installed  a  system  of  electric  traction  could 
join  this  association  except  as  a  representative  of  some  street 
railway  company;  but  bo  view  of  the  Interest  whicb  is  being 
taken  in  electric  railway  equipment  b)  some  ol  the  large  trunk 
line  Interests  and  the  und  which  electric  power 

will  have  for  such  transportation,  especially  for  terminal  and 
Buburban  work,  the  iiu.sii.ni  will  arise  In  tbe  near  future,  If  H 
lias  not  already  done  bo,  whether  the  benefits  whicb  this  as 

ofer  are  at  impanies  which  are  n..t   now 

ble  in  membership. 

1  will  nol  attempt  to  ■  r  to  this  question,  bu1  all 

indicate  thai  II   "ill  be  an  Important  one  during  the  uexl 
few  years,  if  it  Is  nol  so  already. 


Mr.   N.  II.   Heft,  Meriden,  Conn.:     l   move  that  the  thanks  of 

woclatlon   be  tendered   to  our  president  for   his  able  and 

courteous  address,  that  it  be  spread  upon  the  minutes,  and  that 

the  secretary  be  Instructed  to  have  the  address  printed,  and  thai 

each  member  of  the  Associate  n  be  furnished  with  several 

Secretary  Pennington  put  the  motion  which  was  carried. 

President  Vreeland:     Gentlemen,  I   thank  you  for  that  expres 
si. hi.  mi  behalf  of  the    \ —                Chose  ol  you  who  are  con 
with  electric  railroads  In  n astern  section  of  the  coun- 
try have  beard  expression  of  sn.ii  Bentl nts  from  me  a  number 

•  it  li s  and  to  that  i i.    I  fell  thai  it  was  a  duty  1  owed  to  the 

street  railway  Interests  ol   the  t  es  to  take 

this  question  as  1  did  in  the  oast  a  fi  w  months  ago.  The  problem 
wi  have  confront  :  bave  Lnaicated  in  the  address,  is  a  >1 

the  problem  it  was  ten  years  ago;  it  is  not  the  problem  thai  con 
fronted  the  managers  ears  ago.    The  man 

i   railroad  at   thai   time  usually  owned  a  large 
pari  ..i  1  st. .ok  and  dictated  Its  policy  with  his  hand  mi 

his  pocketbo  k.  The  policies  of  the  sir.  .i  railroads  of  to-day  arc 
dictated  by  men  who  are  technically  ami  scientifically  educated 
in  tbe  mot  hods  of  management  ami  control  and  operation  of  these 
larg rporations.     The  character  of  the  service  which 


dcrcd  o.  Uo  public  throughout  the  t  mm  try .  tin-  development  going 
mi  iii  the  bands  ol  men  who  have  nothing  to  do  with  the  financial 
questions  connected  with  the  propertj  is  what  lias  brought  the 
pond  properties  up  to  their  present  state.  The  electric 
railroad  system  has  no  history  back  of  h  The  man  who  works 
pioneer,  whether  ho  is  an  operating  manager,  or 
the  electrical  engineer  or  mechanical  engineer,  lie  has  no  litem 
lure  to  go  o.  from  whicb  to  gather  Informatlot  to  tbe 

..|..  r.n  i..n  nt  ih.si    systems;  all  experience  in nectlon  with  this 

work  must  in-  obtained  by  haul  work,  ami  the  bard  km.,  i 
come  from  tbe  actual  operation  of  these  properties.  That  electric 
tdvanced  to  the  stage  in  the  world's  transports 
Hon  thai  it  represents  to-day,  particularly  in  the  United  stairs 
ami  Canada,  is  an  evidence  of  how  bard  we  have  worked  ami 
how  well  directed  our  efforts  have  been,  ami  how  ably  wo  have 

i ii  supported  by  the  trlcal  ami  mechanical  equipment 

o panles  in  this  country.    The]   bave  spared  do  expense  ami 

no  pains  in  the  developments  which  have  hail  to  do  with  the 

-  of  .mi-  Industry,  and  ii  is  bul  fair  to  them  to  say  in  the 

convention  that  they  bave  had  just  as  much  t..  do  with  placing 

the  electric   railway   in   the   high   pinnacle  of   advancement    ii 

uples  I.,  .lay  as  any  distinctly  operating  or  mechanical  men  in 

tin-  country,    t lentlcmen,  1  thank  yon. 


RE1  ORT  OK   EXEC1  Ti  \  i:  COMMITTEE. 

The  secretar)  read  the  report  of  the  Executive  Committee, 
which  consisted,  as  in  past  years,  of  the  minutes  of  the  - 

meetings  held  during  the  year,  showing  what  has  i n  done  by 

committee,    Our  read  rs  are  already  familiar  with  the  ac- 
tion taken  at  the  meeting  of  the  committee  in  February  last. 

The  special  meeting  of  the  Executive  Committee  yesterday  was 
called  to  order  at   il'::jo.  with  Messrs,  Vreeland,  Wason,  Poster, 
sioan.    Dyer    and    Nlcholl    ami    Secretary-Treasurer    Penington 
nt. 

After  approving  the  minutes  of  the  last  meeting,  the  secretary 
and  treasurer  submitted  bis  report,  whicb  was  accepted. 

Other  business  transacted  at  this  meeting  was  as  follows: 

The  president  appointed  .Missis.  Poster  ami  Nlcholl  a  Com- 
mittee on  Memorials. 

(in  motion  of  Mr.  NichoU  it  was  voted  thai  the  Local  Committee 
be  Bupplied  with  banquet  tickets  in  appreciation  of  the  work  the 
committee  has  done  and  the  courtesies  extended   by  the  com- 

On  moti 1  Mr.  Sloan  it  w  as  v.. toil  that  the  thanks  of  the  colu- 
mn   I..-  extended  to  the  Detroit  Club  for  courtesies  shown  the 

Ittee. 

mi    motion   of   Mr.    Poster  it    was   voted   that    tin-  thanks  of  the 

Executive  C nittee  l xtended  to  the   Local   Commit! 

the  efficient   manner  in   which  they  have  performed  the  work 
incident  to  the  arrangements  tor  tin-  present  c  invention. 

( in  motion  the  report  n  as  accepted, 


KEPORT  nt'  SECRETARY  AND  TREASURER. 
1 1  .  secretary  and  treasurer  thou  read  his  report,  which  showed 
iii.-  pros. >iii  membership  of  the  association  to  be  191,  there  having 
nel   Increase  of  l-  during  the  year,  although  nearly  23 

companies  withdrew  by  reason  of solldation. 

The  treasurer's  report  Bhowed  a  balance  Oct  i.  1901,  ,,i  $10, 

128.03;    receipts,   $8,378.85;   expenses   i t.    l.    1902,   S8.5S9.60; 

.ash  in  bank  Oct.  1.  1902,  $9,948.08. 
i  u i  ion  Ho-  report  was  accepted. 


ii..  t'l'i  s.i  iii  then  read  letters  of  regret  al  their  Inability  to 
attend  the  convention  from  Hon.  II.  C.  Payne,  Milwaukee;  Capt 
Robert  McCullough,  Chicago;  and  Charles  s.  Sergeant,  Boston, 

Mr.  i:    C.  Poster,  ..t   B  ston,  presented  ti"-  report  of  ti a 

minor  on  memorials,  which  was  as  follows 

REPORT  OF  Tilt:  COMMITTEE  ON   MEMORIALS. 
.1    Bannister  Hall, 
i     Bannister  Hall  died  in  the  city  of  Baltimore,  mi  Feb.  4, 

1902,   in  his  06th  year.       lie   was  son-elan    anil  treasurer  of  tbe 

Charleston  Railway,  Gas  *  Electric  Co.  He  was  born  in  Balti- 
more in  1837,  of  Irish  descent  Mr.  Hall  tor  many  years  was  a 
member  of  the  Corn  ami  Plour  Exchange,  of  Baltimore,  and 
later  was  ihe  Maryland  manager  of  tbe  Massachusetts  Mutual 


Ocr.  9,  1902] 


1UI1.Y     STREET     RAILWAY     REVIEW 


643 


Life  Insurance  Co.  lie  subsequently  became  one  of  the  original 
members  of  the  board  of  directors  of  the  Charleston  Railway, 
Electric  Co.,  and  was  elected  to  the  office  of  secretary  and 
treasurer,  which  position  be  held  at  tin-  time  of  his  death.  Mr. 
Hall  was  highly  esteemed  for  his  estimable  qualities  of  char- 
acter, and  is  survived  by  four  children. 

C.  C.  Howell. 
Howell,  general  manager  of  the  Knoxville  Traction  Co., 
died   May  7,   1902,  at   Phoenix,  Ariz.,  where  he  hail  gone  iu  the 

•  :  Improving  his  health,  which  bad  been  In  poor  condition 
Car  some  time.  Mr.  Hall  went  to  the  West  at  an  early  age,  and 
in i«i  the  foundation  of  his  useful  career  and  comfortable  fortune. 
He  went  to  Knoxville  in  1885,  and  was  tin-  main  mover  iu  the 

latiou  of  the  competing  electrical  Interests,  baring 
Bolldated  the  street  railway  ami  electric  lighting  properties.    He 
member  of  the  Knoxville  Chamber  of  Commerce,  vice- 

•  ill  of  the   City  Hospital,  aud  an  ex-member  of  the  State 

ture,  as  well  as  a  director  of  many  financial  enterprises. 
Hi-  left  a  wife  and  two  daughters. 


Dell  11.  Goodrich. 

11.  •; Irich,  secretary  of  the  Omaha  street  Railway  Co., 

I    his  borne  ou   .May    11,    1902.      Mr.   Goodrich    was   horn   at 

Brandon,  Vt.,  May  13,  1848.    His  early  business  experience  was 
gained  in  the  emploj   ..t    Bradstreet's  Mercantile  Agency.     He 

afterwards  went  to  st  Louis  as  a  representative  "l   the  B.  U. 

Hun  Co.,  uud  iu   1876  went  to  Omaha  as  the  manager  of  that 

.    icy.     Later  he  was  superintendent  of  the  citj 

water  company.     In  lss;   \|,    Goodrich  was  one  of  the  organizers 

of  the  ■  ble  LTamwaj  Co.,  and  when  that  company  was 

■  1   with   the  Omaha  Street   Railway  Co.,  he  became 

the  consolidated  company.    Mr.  Goodrich  is  survived 

by  a  widow  and  three  children,  to  whom  in  his  lifetime  be  was 

a  devoted  husband  uud  father. 


Wiuiicld  .Scott  Strati. ,11. 

Strattou,   president   of   the   Colorado   Springs 
Rapid  Transit  Co,  died  September  11.  1002.     Mr.  Stratton  was 

a  man  of  very  large  wealth,  which  he  bad  accumulated  in  tuiuiug 
'.■.in  111  Indiana   111   1848,  and   was  educated 

iu  the  schools  at  Jeffersonvllle,  in  that  Btate.  lie  had  varying 
experiences  in  life  until  1801.  in  thai  year  he  located  a  "claim" 
which  netted  him  sufficient  means  to  develop  tin-  mining  prop- 

mder  his  control,  and  his  vast  wealth,  estimated  at  $20,- 

•  ■>>.•••  ccumnlated   very  rapidly. 


Waller   V.    Croi 

Walter  \  lecretary  of  the  New  Orleans  &.  CarroUton 

Railroad  Co.,  of  New  Orleans,  La.,  wiih  which  company  he  had 

ted  tor  J7  years,  died  Ma.\    Ifl    : 

lent:     The  next  order  of  business  is  tin'  discussion  of 

il  subjects,    le  tore  taking  up  these  papers,  I  wish  to  say, 

for  the  Information  of  those  who  an-  q  ,1   connected  with  the 

who  happened  to  be  here  yesterday,  thai 

li  nt  Hutcblns  of  the  1  >•  troll  '  nlted  Railway,  who  has  done 

everything  In  his  i«iw  .  .1  bj  bis  able  staff,  to  mal  • 

ind  i"  add  1  1  the  comfort  ami  convenience 
i.i-  been  quite  ill  the 

confined  to  s  hospital     Hi  '•.  • out  for  a 

few  11.  this  morning  thai  his  doctoi  bat 

li-  convi  atlon.     1 

told  1,  ,t  in  view  of  the  condition  of  his  health  we 

fully  uud. 

1  unproved 
morning.     Son  must  a  .1  expect  an] 

[r.  Hob  :•      1  on 

■   know   In  ■:    I,,   know    the   reason    why   he   Is   1101 

He  I-  Hi  ■  ■  1 1  r  1.,; , 

ny  bilking,  but  I  km  1   my  sentiments 

inected 
with  •  il  the  Association,      1 

•  1  the  subject  ... 
I  n  importanl 

letters 

1  iiidn  the  i- 

..|  the  opinion  of  the  management  ..1 


the  company  on  this  question.     It  was  considered  by  your  execu- 

ommittee  as  one  ..1   the  important  questions.     It  was  a  very 

hard   matter   to   gel    anyone   to    write   the   paper,   and   it    has   been 

absolutely     Impossible     to     get     anyone     who     would     open     the 

discussli  n    on    it.      Some    gentlemen     who    have    written    to 

me  within  the  last  year  and  asked  an  expression  of  opinion 
tiom  me  ,.n  ti-.is  question  have  flatly  refused  to  write  .ii- 
or  speak   on   this  topic.      I   did   not   know    but    what  this  question 

occupied    the    same    position   as    sot I'    the    larger    questions    I 

indicated  iu  my  address.  Certainly,  nothing  ill  connection  with 
the  practical  pari  of  the  business  is  as  necessary  to  decide  as  the 
method  in  which  the  revenue  of  the  company  shall  be  cared  for. 
If  any  ..I'  our  members   have   views  on   this  subject,   they  should 

be  certainly  willing  to  express  them,  Thai  is  one  subject  1  have 
had  more  experience   with   than  anything  connected   with  the 

practical  operation  of  railroads.  ]  asked  Mr.  C.  D.  Meueely,  of 
the  Brooklyn  Heights  Company,  to  prepare  this  paper,  ami  lie 
has  done  so.  but  il  is  impossible  to  be  present  at  the  con  veld  ion. 
There  is  no  necessity  of  reading  it  as  a  whole,  for  the  reason 
that  we  have  succeeded  this  year  iu  getting  all  of  our  papers 
verj    early,   and   the  secretary   has   distributed    Item   at   an   early 

date,  and  they  should  be  in  the  bands  of  everj  delegate.  The 
purpose  of  having  the  papers  prepared  in  advance  is  to  do  awaj 

with  the  reading  of  the  paper  as  a  whole,  as  the  discussion  is 
fully  as  valuable  as  the  paper.      Mr.  Monody  treats  of  the  subject 

of  transfers  under  two  beads,  first  discussing  the  question,  Does 
non  registration  divest  the  transfer  of  its  .ash  value?  The  second 
subdivision  k  under  the  head  of  iiie  Registration  ol  Transfers 

and  lakes  up  the  practical  questions  con -led  with  thai   subject. 

The  points  are  pretty  fully  covered  iu  the  paper. 

1  bave  ben  requested  bj  a  number  of  gentlemen,  that,  owing 
t..  the  paper  being  short,  they  would  like  to  have  it  read.    Mr. 

Robinson,  who  is  a  good  reader,  will  read  Hie  paper. 

Mr.  II.  A.   Robinson,  of  New  York,  r I  the  paper  as  follows: 


REGISTRATION    OF    TRANSFERS. 


By 


0.  I  >.  Mei ly,  Secretary  ami  Treasurer  Brooklyn 

Heights  it.  1{. 


Regarding  the  registration  of  transfers  there,  is  wide  diversity 
of  opinion  in  the  street  railway  world.  \>  hile  there  is  a  large 
contingent  which  advocates  the  registration  of  transfers,  there  is 
a  numerous  body  which  strenuously  opposes  it,  and  many  who 

have  studied   the  problem   have   been    unable   to   reach  a   delinite 

conclusion  concerning  it. 

\o  mathematical  solul the  problem  has  yet  been  offered, 

nor  will  I  attempt  any,  but  will  here  briefly  outline  for  diseusslon 

'he  chief  argil ills  for  and  against  the  registiali f  transfers 

With  a   vi.u    to  determining,   if  possible.   11,,.   weight   ,,i'  evidence 
from  which  to  draw   a  conclusion. 

Those   who  advocate  ihe  non-registration   .u    transfers  place 

pi  il     ii-.--    upon   Hie  contention   that  this  course  divests  the 

r  oi  iis  cash  value,  ami  focuses  the  attention  of  the  con- 

ollectlon  ami  registration  of  the  real  revenue, 

nam.'!       thi    ea    b   1    i'.-s. 

On  11 ther  band,  the  advocates  of  registration  are  equally  lu- 

be  no  a  .a  the  transfer  does  not  eliminate 

its  cash  value,  except  to  11 stem  of  preventing  trading  between 

conductors,  ami  tin-  consequent  substitution  of  transfers  for  cash 

tales. 

'lees   11,.     1  Hon   .in. -1    the   transfe i  .1  1 

Undoubtedly,  thi  facl  that  the  transfers  of  other  lines  cannot 
!•••  turned  In  a,  .1  cash  value  prevents  the  conductor  rronn  obtain 

lei  dlrectlj  or  through  an  inter diary,  

bag  ami  transferring  line  retting 
transfers  so  obtained  1..  bis  own  dlshonesl  gain.     Meverthe- 

bllO     Hie     lioli    I.  ■:    1     1      I,  |„.     ,,s,.,|     |,y     ,|K, 

L!     ma r.    its    value    bos    not    „    one 

whit  diminished  to  the  traveling  public,  to  whom  the  eon. 

may,  within  limits  determined  by  the  accounting,  either 

rive  a  be  1    mpany's  cars,  which  would  otherwise 

01  ico in;-  method  baa  yet  been 

I  .in transfers  on  0 

large  system  without  ondui 


•  '.44 


DAILY    STREET    RAILWAY    REVIEW. 


\ll,No. 


Moreover,  tin-  uou-i i  .^v  the 

approp  i.j  conductors  thai  many  conductors, 

win.  would  otherwise  be  Indisposed  t..  ink.'  the  risk  ot  open 
stealing,  become  dishonest  Tins  has  been  forcibly  Illustrated  on 
the  Brooklyn  Bapid  Transit  I  em.    In  the  summer  of  1000, 

during  the  months  .1   May,  June  and  July,  c luctora  were  In 

structed  to  discontinue  the  registration  ..1  transfers     On  August 

the  same  year  the  reglstratl 1  transfers  »as  resumed, 

anil,  colnddently  therewith,  a  large  number  of  supposed! 
able  condm  In  the  service,  were  detected  Bteallng  the 

company's  revenue.  The  increase  In  the  number  oi  old  conduc- 
tors,  previously  possessing  excellent  records,  who  were  at  thai 
time  discovered  appropriating  fare  was  so  marked  as  to  lead  to 
ill.-  conclusion  thai  during  ding  three  months  t lie  ease 

and  safety  with  which  th npany's  revenue  was  plundered  bad 

tempted  these  men  t..  steal,  and,  that  upon  the  resumpi 
the   registration   of   transfers,   the   exercise  of  the  habit   then 
1  proved  b  ..  s: r..nir  t..  be  deterred  by  the  added  chances  of 
detection. 

and,  as  to  the  registration  of  transfers. 

It    will   1.. needed,   I  think,  by  all  practical  street  railway 

men  that  the  ideal  method  of  obtaining  revenues,  assuming  one 
uniform  rate  of  fare  and  a  sure  method  of  preventing  transfer 
trading,  would  be  to  register  all  fares  and  transfers  upon  a  sin- 
gle reg 

Under  the  ab  .ve  noted  assumption  the  advantages  of  such  a 

ins.    The  query  natural);  arises,  do  these  advan- 

iuore  than  compensate  for  the  loss  occasioned  by  transfer 

trading?    On  the  Brooklyn  Bapid  Transit  system  we  think  that 

they  do. 

By  taking  transfers  oul  of  the  hands  of  conductors  and  placing 
transfer  agents  at  points  where  ears  from  the  same  depot  inter- 
Bect  an.i  transfer,  thereby  preventing  conductors  from  trading 
directly  with  each  other  and  compelling  the  use  of  an  intermedi- 
ary, we  endeavor  to  keep  this  evil  In  check  and  supplement  It  by 
the  vigilant  watchfulness  of  our  Inspectors  and  secret  service 
operators,  our  Bystem  ol  Btationing  uniformed  register  inspec- 
tors between  all  practical  terminal  points  and  the  first  transfer 

intersection  practicallj   protects  the  revet between  the  outer 

t  and  terminal  points,  and  enables  us  to  concentrate  our 
service  in  the  central  portion  of  the  system  to  locate  rpgis- 
ter  Bhorts  ami  detect  transfer  trading. 

further  limit  the  risk  of  trading  to  the  da]  of  Issue  we 
Introduced  and,  I  believe,  were  the  tirsi  to  use  a  daily  dated 
transfer  ticket,  which  has  since  been  adopted  by  many  Of  the 
principal  systems  In  the  country. 

Doubtless,  a  further  Check  upon  transfer  trading  is  provided  by 
the  turning  in  of  transfers  by  trips  and  the  subsequent  checking 
..I'  line  exchanges  by  the  Accounting  Department. 

Were  it  not,  however,  for  the  lottery  law  and  a  certain  demor- 
alizing  effect   that   distribution   of  property    bj    Chance   has  upon 

immunity  by  inculcating  the  gambling  spirit,  it  would  be 

possible  i"  offer  such  inducements  to  street  railway  patrons  as 

«  mild  aba   In"  I]   check  the  cash  fares  t-eceit  ed  and  the  transfers 

Issued,     such  .1   governing  Inducement  would  be,  to  offer  cash 

prizes  1.1  a  large  am. .unt  monthly,  which  would  yet  form  in  the 

inl]    a   small    fraction   of   the   am. .nut    which    is   now 

d  from  the  company's  revenue  -tors. 

in  addition  to  carrying  a  pad  of  transfers  the  conductor  would 

be  provided  with  a  pad  ..1  numbered  cash  fare  receipts,  each  one 

..1   winch  receipts  would  bear  on  Its  face  an  injunction  to  hold 

until  the  end  of  the  month,  when  the  bearer  might  be  entitled  to 
any  one  of  a  number  of  prizes,  determined  Impartial!]  by  a  draw- 
ing; the  prizes  consisting  Of  a  capital  sum,  together  with  lesser 
d  down  to  a  large  number  of  small  premiums,  which 
would  distribute  the  cash  prizes  as  far  as  possible. 

The  operation  of  this  plan  would  involve  the  Issue  of  a  trans- 
fer onlj    tor  a  cash  tare.     In  practice  it   would  work  as  follows: 

A  passenger,  boi  ar,  would  be  asked  by  the  conductor, 

payment  of  fare.  If  be  Wished  a  transfer.  Upon  receiving 
an  affirmative  reply,  the  conductor  would  issue  a  numbered 
transfer  to  the  passenger  from  his  pad.  and  upon  turning  in  his 
pad  would  have  to  produce  one  cash  fare  for  each  transfer 
ticket  detached  from  his  pad. 


All  1  who  desire  trai  to  get  them,  a» 

they  an  needed   for  a  ride  on  the  transferring  line,  and  conduc- 

ton  would,  theref.  re,  not  be  able  to  again  Issue  detached  trann 

1111  the  other  hand,  if  a  passenger,  upon  paying  his  fare,  stated 
that  he  did  not  wish  a  transfer,  it   wool. I   become  the  conductor's 

dutj  to  detach  •>  cash  fare  receipt  and  band  same  to  the  passen- 
get  For  every  .-ash  ran-  receipt  bo  detached  th.-  conductor 
would  also  be  hi  table  for  one  .ash  fare.    The  Induce- 

n'  tot  a  passenger  t..  take  a  cash  fare  receipt  would  be  cveD 

stronger  than  in  the  cm a  transfer  ticket,  as  it  might  mean 

a  large  sum  of  money  in  case  the  Dumber  Of  the  ticket  drew  11 
prize,  ami  w  hen  a  [tnssrngTT.  Ignorant  of  its  possible  value,  re- 
ins  fare   receipt,    others    would    eagerly    seek    its 

10    1    -ion.      Lanming  'hat   i».iii  transfer  tickets  and  cash  fare 

receipts  Were  taken  by  passengers  tor  all  fares  paid,  the  -tiilis- 
returned  by  the  conductor  would  accurately  Indicate  the  num- 
ber ol  lares  collected  and  would  insure  the  turning  int..  the  treas- 
ury of  all  the  revenue  collected  on  the  cars.  Several  marked 
advantages  would  follow  from  the  adoption  of  tills  plan,  as,  for 
example,    the   reduction    in    the   n  transfers    used,   since 

man]    persons,   who  would  ordinarily  take  a   transfer  for  a  short 

ride  after  a   long  one,    would   prefer   the  ,-hai tiered    by   the 

cash  [arc  receipt  and  decline  the  transfer,  which  carried  with  It 
no  chance  for  a  prize. 

Moreover,  the  number  of  short  riders  would,  probably,  be  In- 
creased to  an  extent  that  would  realize  a  larger  sum  than  the 
aggregate  of  the  prizes  offered,  and  again,  the  trading  of  transfer 
tickets  between  conductors  would  be  rendered  absolutely  imprac- 
Ireasury,  and  lie  would,  therefore,  be  debarred  from  substituting 

mean  a  corres] ling  .ash  fare  to  be  turned  into  the  company's 

treasury,  and  he  would,  therefore,  be  debarred  from  substituting 
transfers  from  other  lines  for  cash  fares. 

While  according  to  the  Opinion  of  counsel,  the  operation  of  this 
plan  would  not  violate  the  Idler  of  the  lottery  law,  inasmuch  as 
no  consideration  is  asked  or  received  for  the  cash  prizes  distrib- 
uted, yet  the  decisions  under  the  federal  lottery  law,  which  abso- 
lutely prohibit  the  circulation  of  notices  of  drawings  through  the 
mails,  in  the  opinion  of  counsel  renders  the  operation  of  the  plan 
inadvisable. 

While,  perhaps,  the  adoption  of  this  plan  might  stimulate  a 
speculative  spirit   in  the  community,  it  is  unfortunate  from  the 

point  of  view  of  street  railway  companies  thai  some  similar 
scheme  for  the  absolute  pri  enue  could  not  be  de- 

vised that  would  not  contravene  state  or  federal  laws. 

So  long  as  street  railways  continue  to  operate  there  will  be 
more  or  less  dishonesty  on  the  part  of  conductors,  which  no 
mechanical  appliances  .an  wholly  prevent;  but  while  the  careful 
choosing  of  material;  fair  and  considerate  treatment  and  the 
encouragement  of  a  spirit  of  honesty  and  integrity  will  always 
!..■  the  ii.s:  safeguards  for  the  protection  of  revenue;  al  the  same 
lime  the  Study  of  improved  methods  of  protecting  the  revenue  by 
mechanical,  or  other  means,  should  not  be  neglected,  for,  though 
perhaps  an  uncomplimentary  commentary  on  human  nature,  it 
is  none  lie-  less  true,  that  many  men  remain  honest  only  because 
of  the  fear  of  detection,  and  to  such  it  Should  be  our  object  to 
minimize  the  opportunity  by  all  means  in  our  power. 


Mr.   Boot,   New  York:      1   partly  agree  with    Mr.   Moheciy   when 

lie  saj  s  that  the  non-registration  of  the  transfer  does  not  eliminate 
entirely  its  cash  value,  but  that  the  non  registration  of  trans- 

1.  is  eliminates  their  cash  value  I.,  such  extent  as  is  possible;  in 
other  words,  there  still  remains  the  possibility  of  the  conductors 
giving  away  tickets  to  other  conductors  or  to  their  friends,  which 

hiy  sun  remains  if  you  register  the  transfers.    Eliminating 

thai  point,  il  seems  I.,  be  the  onlj  thing  to  be  decided  in  the 
question  of  this  registration  or  non-registration  is  the  question 
Whether  the  Cash  value,  which  1  think  all  admit  is  given  a  trans- 
fer by  its  registration— whether  that  balances  the  possibility  of 
the  difficulty  which  the  secret  service  men  had  in  detecting  the 

non-registration  of  transfers     it  has  1 n  our  experience  in  New 

York,  which  is  contrary,  apparently,  to  that  which  Mr.   Meneely 

has  had  In  Brooklyn,  that  the  i-reglstratlon  of  transfers  does 

not  make  the  conductors  Bteal  the  cash  fares— it  has  not  that  ten- 
dency, and  on  the  other  hand  it  does  not  in  any  way  confuse  our 


Oct.  9,  1902.] 


i\i!.\  -     RAILWAY     REVIEW. 


645 


Berriee  men.    This  is  perhaps  peculiarly  so  in  \-»   Xork, 

•nut  of  the  great  uumber  of  short  riders.     With  ns  our 

secret  service  men  pay  absolutely  no  attention  to  whether  the 

nuuilier  of  passengers  on  the  car  corresponds  with  the  number 

_  re  Indicated  on  the  register,  for  the  reason  thai  a  ear 

Starting  at  any  terminal  of  the  road  may  take  on  ten  passengers, 

whom  will  get  off  within  a  half  mile.    This  is  more  so 
New    York,  on  account  Of  the  great   number  Of  short  fillers,  than 
iu  any  other  eity  in  the  country,  probably,  and  for  this  reason 
than  any  other  we  are  very  emphatic  In  our  .■pinion   thai 
^-registration  of  transfers  is  the  best  for  our  system;  but 
Daily  am  of  the  opinion  that  for  any  interurban  or  suburb- 
an road,  where  they  carry  1  or  long  distances,  ami  have 
few   riders,   and  check   to  a   large  extent   the   honesty   of   their 
conductors,  through  a  comparison  of  the  number  of  passengers  in 

-    against    the   number   registered,    and   the    registration 
of  transfers  in  that  ease  may  be  advisable.     But  for  a  CltJ    sen  ice 

like  New-  York  I  am  emphatically  opposed  to  tin-  registration. 

.Mr.  W.  K.  Harrington.  Camden,  N.  .7.:     Wo  had  been  operating 

an  up  to  last  summer  without  registering  our  truns- 

We  had  reason  t,.  believe  there  might  be  Borne  trouble  in 

'ion  with  it.  and  we  started  to  register  the  transfers  last 
summer  and  did  it  for  three  months.  <  Mir  seeret  service  depart- 
meat  Showed  BUCb  a  wholesale  trading  in  transfers  that  we 
Stopped  it.  and  sin.,-  that  time  we  do  not  allow  them  to  register 
the  transfers.  We  are  not  registering  our  transfers,  and  are  of 
opinion  that   we  are  pursuing  the  right  course. 

Mr.  II.  M.  sioau.  Chicago;    it  seems  to  me  if  transfers  ate  to 

■1  at  all.  it  should  be  done  by  a   double  register.     My 
e  of  tie-  Iir>t  to  put  in  tie-  double  register,  and  at 
the  time  we  put  the  doable  registers  in  I   was  anxious  about  the 
outcome.     I  thought  the  conductors  might  register  the  cash  fares 
on  th.-  trai  -  they  colli  1  i'  fare  they 

would  ring  up  th.  si.ie.  and  the  Inspectors  were  given 

particular  Instructions  to  watch  that  point,  which  they  could 

easily  do  on  our  road  at  tie-  transfer  points.     I    found  to  my  as- 
tonishment  that  there  was  very  little  of  it.     It  seems  to  me  that 
the  only  scheme  for  registering  transfers  on  the  sao 
with  the  .-asi,  fares  is  to  Introduce  b  system  as  they 

Paul.    They  have  a  very  elaborate  system  there,  and 
1  believe  a  paper  was  read  on  th.  go,  1  think 

at  Niagara  Palls,  explaining  the  system  in  detail,  and  the  system 
was  described  as  having  th.-  cars  come  to  a  given  point,  and 
when  a  conductor  gets  ..it  the  ear  his  transfers  are  taken  from 

him.  and  when  I  I  given  back  to  him.  and  fol- 
lowing this  up  they  ba  rat.-  system  of  checking  in  their 
office,  and  in  that  way  they  are  ai.io  to  eliminate  all  stealing  of 
:  ers. 
Mr.  K.  G.  Con:.  N.  x-.:  The  conductors  of  the 
Syracuse  Sapid  Transit  By,  Co.  are  required  to  register  ti 

me  that  a  non-registration  of  the  transfer 

..nly   eliminates   the    value  of   the  ticket    to  th.-   conductor. 

the  conductor  from  giving  awaj    transfer 

t..  1 pi.- along  the  roa.i  the  points  where 

they  n  1  at  a  reduced  1  registration  ..1  nans 

them  th.-  same  vain-  a\  tare;  ami 

■    we  have  noi  yet  re 

-plana Hon  of  tl  •  >Uble  register  that 

would  :l  reg 

in.-  11. haniage  in  registering   the  transfers 

that  if  there  il  any   p..  ill n  on   the 

Dt    w  lien    1 

-I  and   when  Ini  a   very 

.   for  them   to  detect    whether   1  lays   his 

■  bib.  nil    to  count 

the  number  of  pt  inductor  ha  sr,  and 

-Hi,  I..   detected  with- 
ry  much  •  proper  elei  leal  belp     1 1  tl 

the  .on-:  iductors  ore 

blind  to  maintain  tl.-  which  till 

and   from  DM  Wg  Check   thi  I  's  Hint 

are  turned  In  wH  Bg  Whether  or  not  Hi.-  time  limit 

in  i»  poached  with  regard  to  tl  ■  of  time,  h.. 

-    In  any  tr 


1  he  sequence  "f  time  in  which  the  tickets  are  issued,  otherwise 
they  can  be  detected  when  the  tickets  are  checked  up. 

Mr.  John  1  Beggs,  Milwaukee:  1  thoroughly  believe  the  neces- 
sity of  giving  to  the  transfer,  and  every  other  evidence  of  a  right 
to  ride  on  the  ears,  all  the  value  that  is  given  to  a  5-eent  nickel 
paid  on  the  ear.  Under  our  system  the  transfers  are  deposited  in 
boxes  at  the  terminals  of  the  lines  every  trip.  The  conductor 
t  keep  them  until  the  end  of  the  day.  but  they  are  placed 
in  envelopes  and  dropped  at  the  terminal  points.  He  likewise 
.lo.-s  not  keep  his  pad  of  transfers,  but  turns  it  over  to  the  man 
who  takes  his  run  when  he  exchanges  ears.  If  transfers  are  to 
be  registered,  1  believe  it  should  be  done  upon  a  double  register, 
that  does  not  necessarily  mean  two  registers  in  a  car,  but  a 
double  dial.  In  our  own  practice  some  four  years  ago  we 
adopt,  d  a  double  register  which  showed  the  number  of  passen 
gers  .allied  on  any  particular  trip  on  one  disk.  We  are  at  the 
present  time,  after  a  use  of  four  years,  arranged  for  an  exchange 
of  registers  which  will  show  the  two  classes  of  fares  gathered  on 
each  trip,  as  well  as  the  two  totalizers,  and  it  is  surprising 
to  what  extent  the  public  do.  s  note  the  character  of  fare  that 
they  have  paid  as  Indicated  on  the  dial,  not  at  all  times,  nor  all 
people,  but  many  people  do,  and  we  believe  it  docs  have  a  re- 
straining effect  upon  the  conductor.  We  have  some  60  transfer 
pi- nits  on  our  system-  oil  points  at  which  transfers  are  given  ami 
to  which  they  are  giv.n.  consequently  I  do  not  believe  it  would 
l"'  possible  lor  an>  inspector  to  detect  whether  a  passenger,  par- 
ticularly at  the  crowded  hours,  had  paid  his  fare  with  a  transfer 
or  whether  he  had  used  one  Of  the  various  types  of  tickets  w '0 
have.  As  Sir.  Root  said,  the  system  in  New  York  is  peculiar  be- 
cause of  the  large  number  Of  short  riding  passengers,  and  the 
small  amount,  1  presume,  of  anything  but  nickel  fares.  Our 
sysiein,  controlling  all  of  (he  interurban  lines,  centering  in  the 
City  of  Milwaukee,  has  ten  or  twelve  possible  commutation  rate 
poinis.   the  tickets  of  which  are  given  on  our  city   lines  to  curry 

the  passenger  out  Into  the  suburbs,  the  tickets  being  sold  to  rep- 
resent the  commutation  rate.  Instead  of  two  straight  fares  of  5 
cents  each,  w  e  maj  lia  \  e  .1  combination  fare  of  7%  cents,  the  pas- 
senger getting  a  transfer  beyond  the  first  fare  point;  eonseipienlly, 

on  one  of  the  disks  which  come  up  on  the  register  there  are  trans. 

for  tickets  and  :;  coni  lares,  that  comes  up  with  a  light-colored 
disk,  and  win  n   the  5-cenl   fan-  there  comes  up  a  red  llag,  and  In 

this   way  tin-  public   is   to  a   certain  extent   a  detective  as  to 

w  lieiler  ihe  ,-   nductor  is  ringing   up  the  class  of  fare  which  has 

been  paid.    We  believe  ii  facilitates  the  checking  oi  a  conductor, 

and  I  would  nol  consider  disregarding  the  value  attached  to  a 
transfer.  To  our  trained  men  it  has  all  Ihe  value  of  ;i  cash  fare 
and  is  treated  as  BUCb.  They  never  know  when  a  particular  line 
may  be  checked  up;  as  ihe  lines  are  cheeked  up  either  in  regular 

order,  or  if  Hi.  re   1^  s suspici  m.  the  transfers  are  brought   in. 

Dgers  bringing  ill  ihe   transfers  at    various  times  during  the 

day.     and     we     maj     lak Ii 'another,    make  a    thorough 

Checking    on   a    day,   or   series   of   days,    each    fjlIOWlng   Ihe   oilier. 

Therefore,   1   am  thoroughly  convinced  in  my  own  practice,  tor 

llnai'J    1 1,  outside  of  roads  like  Now   York  City,  thai  it   is 

arj  I-.  give  to  th.-  transfi  c  the  bi value  thai  attaches  1  1 

a  Cash  far.-  or  a  regular  [ nl   ticket   Bold   by   many  r Is. 

Mr.    W.    I'..    Tarkinglon,    Council    Kind's,    Iowa:      We    have    also 

red  transfers     °7e  cannot  lerstnnd  w  bj  an] should 

rid.-  ami  pres.-ni  something  Cot  his  fare  which  the  conductor  is 
noi  required  to  ring  up.    We  require  everj  passenger  who  crosses 

the  bridge  from    Iowa    int..    Nebraska    over   Hi.     Missouri   River  to 

cent       11  in-  has  paid  .".  cents  on  the  local  line  and  given 

a    transfer,    we   want    Hie  .■ luctor  to   ring  up   that    transfer.      If 

He-  pa  lengei   nai    1  coi utatlon  book  which  entitles  him  to  a 

ride  for  ;.  cents,  we  wanl  the  conductor  to  ring  twice  for  thai  ;. 
ager  cro  ses  Hi.-  bridge,    it  the  passenger  has 

a  ticket  to  a     m   bal  .-..sts  ...  cents,  we  require  the 

'or  to  ring  twice  tor  Ik.    coupon   wh.cli  carries  Ihe  passen 

are  t  boroughly  com  1 1 

that    it    Is    to   0111     lo    have    th.-    conductors    ring    up    for 

if  ticket      all j  accept .    w.-  have  upon  the  mi 

in  pin  in  a  double  register,  ami  our  experience 
■    11   thai   He-  |.  .1       liemseh •■ :  take  an    Interest    in 

noticing   wluil  class  of   fare  Ihe  conductor  rings  up  and   Ihe   bells 

register  ha  1  dlffi  re 'i  be  0  who  do  the  check 

lug  are  enabled   lo   till    by    Hie   lone  of   the  bell    what  class  of   fine 


DMI.V    STREET    RAILWAY    REVIEW. 


[V,.i   XII,  No.  2 


j-,  rmii.-.     i  matter  which  b fleets  the  revenue  of  the  com 

pany,  ami  ire  wanl  to  And  ..in  what  .-  the  besl  way  to  handle  It 
Mi-   Connette:    l  would  Inquire,  if  the  transfer  baa  the  same 
valm  what   advantage  there   is  in   ringing 

them  up  ..n  separate  registers,  ,.r  double  registers;  an. I  even  ii 

the  passengers  .1..  I w  that  a  conductor  makes  a  mistake  and 

rings  a  transfer  'or  a  B  cenl  rare  or  vice  versa,  whal  i-  the  dlffi 

.■n.'i-'.' 

\h  sioan  i  lial  i-  rather  a  difficult  question  >.-  answer,  i  be 
liu.-  ..i  demarkatlon  as  to  whether  it  is  better  to  register  a  trans 
fer  ..I-  n.. i.  is  s..  line  thai  ii  Is  oftentimes  only  a  matter  ••!  opinion; 

i. m  i ■  i > 'lusion,  after  having  pul  the  system  i i  used  it  for 

rour  or  ii \ •  -  years  i-  thai  tin'  transfer  is  registered  verj  accurately, 
an.i  thai  a  conductor  very  Beldom  collects  a  ulckel  and  rings  up 
a  transfer.  I  watch  this  matter  very  closely.  Sometimes  con 
ductors  believe  thai  the  passenger  is  watching  blm  an. I  be  will 
ring  the  correct  tar.,  even  though  be  mlghi  be  tempted  nol  to  .1" 

-...     a   register  is  a   Itor.     if  the  conductor  supposed  thai 

nobody  bul  an  ins itor  was  watching  a  register,  the  peculatli 

from  tin.  company  would  be  very  much  Increased.  There  are 
many  passengers,  as  ail  ..t  as  know,  who  have  an  Interest  In 
the  operating  department,  ami  a  conductor  will  say  thai  s.>  ami 
so  is  ■,  Bpotter.  i  like  to  have  tin'  conductors  believe  thai  such 
persons  are  spotti  rs.  l  look  upon  the  register  as  a  monitor  which 
reminds  the  conductors  that  the  passengers  arc  watching  blm. 

M,-.  \.  ii.  Heft,  Merlden:  I  am  willing  to  admit  this  is  one 
,,i  ii...  subjects  upon  which  I  have  Bpenl  considerable  time  rack 
lug  my  i. tain  as  i..  whether  to  register  or  not  to  register  transfers. 

We  have  tried  the  systt nol  ringing  tin.  transfer  ami  also 

tin-  system  of  ringing  the  transfer,  ana  we  an.  using  now  on 
cur  system  the  "Duplex"  transfer  which  is  printed  in  pads  oi 

hundred,  numbered  consecutively,  ami  these  pads  arc  charged 

i..  a  conductor  when  hi  goes  out  en  his  run.  ami  he  is  required 
to  punch   the  transfer,   tear  off  the   Duplex,  and  return   the  ..ii- 

Inal  in  his  envelope,  and  pass  tic  ether  to  the  passenger,  punch- 
ing in  the  time  limit.  When  Hie  passenger  boards  the  ear  t.. 
which  he  is  1 1  ductor  of  that  car  is  required 

in  punch  the  time  that  he  received  the  transfer,  ami  we  have 
been  unable  to  find  more  than  one  way  by  which  the  conductor 
could  successfully  beat  this  transfer  ticket  ami  that  would  be  at 
a  transfer  polnl  where  lie  hail  an  understanding  with  the  meeting 
conductor,  win.  would  punch  up  about  the  number  ol  transfers 
he  thinks  the  conductor  would  sell  tor  cash  tares  ..n  tin.  other 

:  ,i  risky  plec !  business,  because  the  spotter  on  the 

car  would  detect  it  very  quickly,  ami  with  thai  system  ii  does  mil 
-..em  possible  tor  the  1. 1  -  iductor  to  part  with  the  com- 
pany's transfers  at 'ns  the  cash  rare  into  the  company, 

ami  with  cur  system  of  blanks  it  is  very  ens.v  to  keep  track  of 
the  transfers  and  to  make  a  complete  accounting  of  them  with 
that  system.  We  arc  just  introducing  the  system  on  one  of  our 
other  lines,  ami   we  think   very   well  of   il  so  far.     As  a  Ren 

proposition    1    believe   thai  Let    received    by   a    c.ill.llleti.r   a  -■ 

an  evidence  of  fare  should  be  registered. 
Adjourned  till  2: 16  p.  m. 

■*"*'* 

Tll'.SHAY  AFTERNOON  SESSION. 


Call,  d  tu  ..I'd.  r  at  3:16  p.   m. 

The  President:    I  have  received  a  letter  ami  telegram  within 
the  last  half  hour  which  undoubtedly  yon  win  be  interested  In. 

■The  kind  invitation  ..f  the  a iation  through  you  to  be  presenl 

at  this  I  ieii..it  meeting  is  acknowledged.  I  had  hoped  I  could 
attend,  but  argent  business  prevents.  In  presenting  my  sincere 
regrets,  please  assure  the  members  of  my  esteem  ami  best  wishes 
for  Hie  in. .si  successful  me. •tin:;  iii  tic  Association's  history,     i 

cherish  my  honors  fr >!  Ion  as  one  of  the  most  .!•■ 

Ilghtful  episodes  of  my  life.  With  thanks  ami  hlghesl  regards  foi 
yourself  and  my  former  ast  Fall  in  it    ll   lines." 

"I   regrel    very   much   that    I    will   be  unable  to  attend  th( 
\enti. m  ..a  aci . .nut  of  tim  i  i  being  in 

this  week,  ami  where  i  am  in  daily  attendance,    l  expected  to  b' 

presenl  i  avail  myself  of  the  i  ihis  convention,  which 

iortance  in  conducting  large  enterprises  similar  to 

those  in  which  most  of  us  are  engaged.  Hoping  that  this  conveii 
tion  will  eclipse  all  former  conventions,  I  am,  yours  truly.  .1.  M 
Roach." 


\\e   1 1  Bed   i  .  -  -ti an. .u   ..i    Transfers 

pier  i..  our  a.lj  uri  'st.am  Turbines"  I 

been  laid  over  until  Friday,  at  the  request  of  the  writer  and  ion  ■ 
two  or  three  n  ntleiueu  who  desire  t..  d  bul  could  nol 

possibly   I"'   h.'l''  tods 

iii.-  ii.  \i  regular  paper  is  bj    Mr    i:  ot,  ..t   Nevt   York  City,  on 
"The  street    I : a 1 1 u a \    Mutual   Benefit    Association."     I   will  a 

Ml      BOOt    .illsl  ial     way    to    pi.  ■■!     his    points 

without  reading  the  whole  paper,  ami  then  we  will  take  it  up 

f.»r  discussion. 
.Mr.  Oren  Root,  Jr.      Mi    President,  the  points  are  rather  short 

in. i  j hi  yourselves  -dame  over  the  |  and  gel  the 

My  as  qulcklj   as  I   can  tell  .M.u.     Bul  as  a   prelim 

Inary  statement  to  this  paper,  as  I  Lav.-  stated  here,  through  the 
gatlon  ..i    President   [  or  ii\.-  y< 

this    subject    ami    others    were    tak.n    up;    and    at    that    lime    this 

id   benefit   ass., -iation   was   pul    ii,  '..I   has   been 

worked  out  as  1  bo  ■!  in  this  paper.    About  the  same 

time    or    shortly    after    tin-    A station    was    formed    there    ■ 

another  subject  which  is  very  closely  allied  to  this  i.,  be  taken 
il].,  .11    System,      ll    has   OCCUITed    to    me   that 

ii  might  i E  s, Interest  to  this  convention  to  have  a  brief 

statement  made  of  a  pension  system  which  has  ben  adopted  by 
ii,,  Metropolitan  Street  Railway  iv  of  New  York,  since  this 
Bystem  was  bo  dosciy  correlated  with  the  workings  of  the  Mutual 
Benefit  Association  ami  is  really  supplementary  to  the  work 
which   i    have   briefly  di  i   this  paper.     The  employes 

wh..  are  retired   under  the  Pension    System    which    has   been 

a. I. .pled  ill  .New  York  may  be  divided  int..  In.,  classes.  First,  all 
those  employes  who  are  Til  years  of  age  and   who  have  been  26 

years  in  the  Bervlce  of  il,. mpany.    Second,  all  ties,,  employes 

of  the  age  ..f  06  to  tin  Inclusive  who  have  been  26  years  in  the 
Bervlce  of  the  company.  All  those  employes  who  are  70  years  of 
age  an-  retired  by  the  limit — by  the  age  limit  Itself.  That  is 
opulsory.  Ami  all  tics.-  employes  between  Co  and  0!)  are 
retired  at  the  discretion  of  the  trusices  ,,f  ,hc  Pension  Fund,  If 
iiiri  arc  found  in  the  opinion  of  ti.,  to  i..-  incapacitated 

for  active  work.  The  allowance  as  paid  to  these  retiring  em- 
ployes   is   divided    into    three    classes.      If    service    has    been    ill    the 

company  for  33  years  or  more,  these  retiring  employes  are  paid 
at  the  rate  of  In  per  cent  of  their  annual  average  wage  for  the 
previous  ten  years.  If  service  has  ben  for  30  years,  they  are 
paid  on  per  .'.'in  of  the  annual  average  wage  for  the  previous 
ten  years;  and  if  their  service  has  been  25  years,  they  arc  paid 
25  per  cent  of  their  annual  average  wage  for  the  previous  ten 
years.  This  fund  from  which  each  of  these  allowances  arc 
made  is  appropriated  solely  by  the  company  ami  the  emplo 
contribute  in  no  way  to  it.  Th  ■  objec  in  establishing  this 
Pension  Fund  is  to  step  in  where  the  Mutual  Benefit  Association 
leaves   off   and   to   p reserve    the   welfare   of    the   aged   and   inlirm 

employes  ami  to  recognize  loyal  and  efficient  service.  We  be- 
lieve thai   all  the  employes  v\  and   who   will  hereafter 

enter  the  company,  unless  they  should  be  subjected  to  very 
unusual   periods  of  illness,   that   both   they  and   those   dependent 

upon  them  will  be  taken  care  of  if  they  remain  in  the  service 
of  the  company  from  the  time  they  enter  1  he  service  of  the 
ipany  to  the  time  of  their  death.  We.  ..!  course,  do  not  intend 
that  all  our  employes,  for  instance  men  who  arc  engaged  in  the 
operation  ,,f  the  ears  as  niolorni.-n  and  conductors,  should  con- 
tinue in  such  positions  until  thej  are  65  years  of  age,  at  which 

period  they  arc  eligible  to  retire  under  the  pension,  but  we  .1.. 
believe  that  ,.ii  ll,.-  average,  a  conductor  ..r  motorman,  for  ex- 
ample, can  properly  op.-;  -  up  1...  we  will  say,  53  years 
of  am-.  v.n.1  from  that  lime  to  the  lime  when  he  is  83,  when  lie 
is  eligible  lor  a   pension,  we  expect    to  take  care  of  him   in  such 

positions  as  that  of  transfer  agents,  switchmen,  flagmen,  mee 

gers,   etc.,    which    positions   a    man    in    that    time   of   life   can.    we 

think,  perform  with  iry  efficiency  ami  without  any  hard- 

ship to  the  man  himself.  It  is  scarcely  necessary  for  me  to  say 
that  our  employes  and  their  families  have  deeply  appreciated 
the  establishment  of  this  Pension  System.     You  might  consider 

or  think  at  first  blush  that  the  allowances  paid,  that  is.  -Ml  and  30 
and  25  per  cent  of  the  annual  average  wanes,  which  I  have 
spoken  Of  before,  is  not  a  material  sum;  but  if  you  will  stop 
and   consider  that   for  every    man    who  retires   under   the  40  per 


Oct.  9,  1902.] 


DAILY    STREET    RAILWAY    REVIEW. 


647 


cent  clause  of  the  Pension  System  he  is  practically  having  held 

in  reserve  for  him  the  sum  of  ten  thousand  dollars  from  the 
time  he  retires  under  this  system  to  the  time  of  his  death.  In 
other  words,  if  a  man  has  been  «wning  an  average  of  a  thousand 
dollars  a  year  ami  retires  under  the  40  per  cent  clause  of  the 
-  stem,  lie  will  receive  # •< m >  a  year,  or  4  per  eenl  on 
(10.000;  Which  is  a  half  of  1  per  cent  more  than  the  s.hiii:~ 
hanks  pay  in  New  York  City.     This  brings  aboul  a  situation  thai 

any  employe  who  enl  rvice  of  the  Mt  1  Street 

Railway  iv.  of  New  York,  to-da)   > -: >  1 1  say  to  himself  when  lie 

over  the  Pension  System,  that   if   l  stay  in  the  service 

of  the  company  for  ■_■■".  years,  or  until  1  am  03  years  old,  with  25 

1  can  have  placed  at  my  disposal  from  that  time 

until    the    time   of    m\    death,    $10,000.      Where    is    then-    in    this 

country  any  other  similar  situation  or  where  is  there  a  company 
or  a  business  where  a  man  with  the  same  amount  of  skill  or 
with  the  same  ability  thai  we  require  in  the  street  railway 
work — where  is  there  BUCh  a  situation  that  a  man.  eliminating 
:  situation,  ran.  if  he  enters  the  service  or  anj  eon 
cent  at.  Bay  tin-     -  during  his  entire  life  save  and  have 

the  amount  which  the   Metropolitan  Street    Railway   Co.   to  .lay 
lat   they   will   place  at    their  emphiy.-s'   disposal   after   they 

are  <-'•  years  old.  with  23  years  of  service  behind  it.    We  do  not 

ir  employes  to  .-oiisi.h-r  and  we  do  not  consider  ourselves 

that  we  are  lt. iiiii.-  to  paj  these  men  this  amount  in  any  spirit  of 
charity,  hut  we  feel  ami  «.■  believe  that  they  will  feel,  and  do 
feel,  that  we  aro  merely  paying  t>.  them  something  which  they 
nave  themselves  earned  through  their  years  of  service  and  their 
loyalty  to  tin-  company,  1  have  made  this  statement  outside 
of  ti»-  paper,  because,  a-  1  say.  it  is  so  closely  correlated  with 

•rk  of   the  Assoeiatluti.    and    is    merely    fulfilling    President 

Vreeland's  Idea  which  in-  had  when  la-  originally  promoted  the 
Metropolitan  Benefit  Association— thai  is.  when  this  Association 
formed  through  his  instigation. 


STREET     RAILWAY     Ml  H  Al,     BENEFIT     ASSOCIATION. 


tanl    General  Manager,    Metropolitan 
Street  Railway,  New  York. 


While  th.-  purpose  of  this  paper  is  to  discuss  mutual  benefit 

ient  Insurance  a  as  applicable  to  street  rati- 

I    will    ho   well,    before   treating  of   that  special 

■objei  ■  ■   word  on  tin-  general  topic  of  mutual  benefit 

-in. m    Insurance,    tin-    main    features  of 

which    must    he   embodied    in   any   plan    intended   to   beueilt   the 

re  have  11n.hr  Considl  ration. 

history  ol  mapsamenl  insurance,  when  extended  beyond  a 
tingle  and  continually  recruited  .hiss,  is  not  encouraging,  and  In- 
surance practice  demonstrates  it  to  be,  at  its  best,  more  oxpens- 

1,  than  ordinary  potato  Insurance  by  strong 

compai  er,    when   applied  to 

.  which  in  th.-  very  nature  of  things  must  be 
continually  recruited,  has  shown  phenomenal  n 
when  pin-  has  been  Invested  tor  the  ben- 

'H.-.I   and    not   dissipated    in   executive   salaries. 

1  take  a  s>  ce  railroad  in  a  growing  community  to  be 

can   be,  so 

the  benefl  ed,  profitably  applied,  as  Is 

by  a  case  In  point    tie-  Metropolitan  Street   Bailwa] 

.lion   of   .N.  -.villi    whose    working!    I    am    familiar 

ernlng  which  some  details  may  be  01  interest 

. mi/id    in   tli.-   spring  of   18117   by  the 
company  at  their  01  ind  was  so 

planned  that  any  employe  between  the  sgei  ol  -I  ami  US,  win. 
the  company  three  months,  was  eligi- 
ble for  membership  upon  the  payment  of  an  initiation  fee  ol  one 

dollnr  and  does  of  Si  I  r  month. 

In  return  for  t;  1..      t..  Its 

membi 

1       In  <•;,.<•  of  tickni  .  unlit   of  one  dollar  .-.    da  J    Cor  ;. 

dli  any  one  y< 

•j     in  ca        '  6V  men)  or  $800  to  anj   beneficiary 


::.  The  free  service  of  a  physician  who  devotes  bis  entire  time 
to  the  members  of  the  association. 

4.  The  use  of  reading  rooms  which  are  supplied  with  weekly 
and  monthly  papers  and  magazines,  technical  journals  and  a 
llbrar]   consisting  of  over  2,000  volumes. 

."..  Use  "f  ten  pool  tables,  tor  which  "lie  cent  per  cue  is 
charged. 

11.  Free  monthly  lectures  and  entertainments  during  the 
Vi  inter  months  at  the  association  rooms. 

7.  Eligibility  for  pension  under  the  pension  regulation  of  the 
Metropolitan  Street  Railway  Co. 

Tli.-  association  started  with  "M  members  and  from  that  time 
it  has  steadily  grown  until  to-day  it  has  a  membership  of  over 
I. ol  hi. 

The  association  is  operated  with  absolutely  no  expense  beyond 
the  stipulated  salary  of  a  physician,  as  all  the  officers  of  the 
association  are  officers  of  the  company  and  their  services  to  the 
association  are  given  gratuitously.  The  association  rooms  are 
given  rent  free  by  the  company;  the  library  and  pool  tables  were 
donations  from  individual  stockholders  and  directors. 

This  plan,  which  1  believe  with  slight  modifications,  is  applic- 
able lo  almost  any  railroad  property  of  considerable  size,  has 
worked  out,  in  its  financial  details,  some  surprising  results;  for 
instance,  we  found  that  the  amount  of  the  tax,  fifty  cents  per 
month,  is  a  trifle  more  than  is  necessary  10  pay  sick  benefits  and 
supply  life  insurance  of  $o00,  but  it  is  so  small,  in  each  individ- 
ual case,  as  to  make  an  exact  adjustment  both  inconvenient  and 
imp  BBlble,  and  hence  there  has  grown  up  in  this  association  a 
practice  of  iuvestiug  the  surplus  111  the  securities  of  the  property 
on  which  the  members  are  employed.  Anil  so  we  have  in  this 
association  the  unique  feature  of  each  member  contributing, 
1 tidy,  in  an  Infinitesimal  way  it  is  true,  to  a  proprietary  in- 
terest  in  the  property  he  helps  to  operate. 

Before  going  further  into  the  details  of  the  workings  of  the 
association  and  discussing  the  bcnelieicnl  results  it  has  accom- 
plished for  the  men  ami  owners  of  I  lie  property,  1  must,  in  order 
i"  I"  thoroughly  understood,  say  a  lew  words  about  certain  hu- 
man agencies,  account  of  which  can  not  b<-  taken  in  any  written 
rules  of  practice. 

The  success  of  the  Metropolitan  Street  Railway  Association  Is 

primarily  due,  not  so  much  to  its  sound  econ i.-  features  as  to 

I  in-  personal  relationship  establish. -. i  and  maintained  between  the 

i.s| Bible  head  of  the  railway  c pan}    and   ils  employes. 

All   of   us   who  have  to  do  with   masses  of   men  are  aware  of 

in.-  fad  that  it  is  not  always  easy  to  induce  them  to  do  thai 
thing  which  is  obviously  for  their  betterment,  whereas  expert 

.-in-.-  shows  that  when  their  sympathies  are  slirrcd  and  their  feel- 
ippealed   1..  the]    Can  be  and  have  been  induced  to  the  most 
BUlcidal  courses. 

The  phenomenal  success  ..1   the  Metropolitan  street  Railway 

Association  luiai-ily  to  an   intelligent,  sympathetic  rela- 

II  n  fostered  and  encouraged  between  the  manager  and  bis  men 
niy  realized  thai  they  wen-  under  the  discipline  of  a  man 

who  was  in  thorough  accord  with  them  as  a  .-lass  ami  whose 
had  been  along  the  very  lines  they  themselv«« 
were  traveling. 
Th.    fusing  Influence  of  this  relationship,   which  is  as  active 

.is  al  any  time  since  the  lormali f  the  association,  has 

welded   the   membershp  mi"    1   bodj    the  tre ndous  force  of 

whose  loyalty  has  he.-n  frequent!  -1  In    rltli  il  emergencies 

Impetus  tints  given   lo  this  BSBOCll meal    enough   to 

permanence  bej 1  the  accidental  loss  of  the  Influ 

■  He-  Individual  »ho  is  rcsponslbli    i">   II    pn   Bni  energy. 

I  have  said  iiii.    i ii  m  order  thai   1   ni;i\   11.. 1   I...  mlsunder- 

-1 1  as  imagining  so  um  a  thing  as  thai  the  mere  formulation 

ot  a  beneficent  plan  la  sufficient  1 in    It      access,     in  the 

appllcal ■                   in  iii-.  as  in  everything  else  of  human  de- 
vising, some  vivid  pen I  InflUi  at  .     IBS,  and 

lids  success,  believe  me,  can  not  be  achieved  by  mere  formal  ap- 

on  or  endorsement     if  you  want  to  make  a  concern  of  this 

kind  go  yon  1  give  It  your  1 ■  and  tboughl  and  above  all 

1  .hi  inn- 1  I..-  convln 1  ai  bottom  thai  it  Is  the  right  thing  to  do 

an. 1  thai   It   w  III  ■  BCCI  '  .1 

II  1  migbl  presume    before  proceeding  to  further  discuss  the 


l'AII.Y    SI  REE  I     R  Ml  WW    REVIEW. 


[Vol,  XII.  No.  2. 


result  i                 it  Ions,  to  make  a  suggestion  to  those  contemplat 
log  an  experiment  In  this  dlrectl  n.  it  would  be  to  avoid  patron- 
ising the  men.    tfanj  g 1  things  are  spoiled  by  being  Mvcrmng- 

nlfied,  and  ii  Is  mj  experience  thai  an i  American  and  Amerl 

canised  working  men  there  Is  a  resent nt  of  official  patronage. 

The  quickening  Influence  of  the  Idea  thai  you  and  your  men  are 
engaged  "ii  the  same  i  b  but  In  dllTerent  capacities,  when  once 
Bxed,  is  surprising,  ii  would  i»-  well,  loo,  not  to  ii>s<-  sight  or 
the  i .!■  i  thai  the  benefits  arising  from  helping  your  men  to  take 
care  of  themselves  are  not  all  one-sided. 

thought  brings  me  i"  n  consideration  •  (  1 1 • . -  benefits  nris 
Ing  from  associations. 

rhese  benefits  ma]  be  divided  Into  two  classes:  First,  those 
derived  by  the  employes,  and  second,  those  derived  by  the  am 

plover.  There  i-  nothing  which  appeals re  strongly  to  the  large 

majority   of  i pie,  certainly  to  those  who  have  worked  for  n 

living,  than  those  things  which  yield  a  direct  or  Indirect  finnn- 
cial  return.    No  one  can  fall  to  see  the  great  benefit  which  the 

dlstrlbntt (  from  120,000  to  $30,000  s  year  means  i n 

who  are  working  for  wages,  and  without  reserves  to  draw  upon 
in  cases  of  sickness  or  ■  ther  disaster.    The  services  of  :i  physi 

clan,  the  free  use  of  a  library,  n pportunlty  to  play  i I  or 

billiards  in  a  well  lighted  :mci  well  ventilated  r n  at  n  noml 

1 1 . 1 1  cost,  are  the  Bnanclal  benefits  ms  well  as  pleasures  which  are 
assuredly  appreciated  by  any  body  of  Intelligent  workmen,  bucu 
as  are  employed  by  Btreet  railway  companies,  There  is  a  bene- 
fit not  so  apparent  bui  equally  real  in  the  creation  and  Btrength 
ening  of  a  common  spirit — "esprit  de  corps";  a  realisation  of  com 
mon  Interest  In  a  work  of  many  details  but  of  common  end.  The 
gain  is  the  greater  as  all  employes  are  Included,  from  the  helper 
to  the  manager.  The  perfection  of  army  organization  is  where 
the  soldiers  have  entire  confidence  in  the  leader,  and  the  leader 
absolute  trust  in  the  soldiers.  When  something  of  the  strength 
of  all  goes  Into  the  work  of  each,  tasks  are  more  easily  done; 

there  is  i v  careful  attention  t  ,  details,  a  eommon  interest  tak- 
ing hold  beyond  the  working  hours  gives  heart  to  labor,  when 
the  time  comes.  A  street  railway  touches  the  public  at  num- 
berless points;  the  work  of  its  employes  is  at  each  Of  these 
points:  work  with  something  ■  f  heart  in  it  is  easier  and  better 
than  mere  hand  and  head   work. 

When  one  remembers  thai  in  such  a  scheme  as  I  suggest  there 
is  no  demoralizing  talni  of  official  charity  and  thai  the  men 
an-  gradually  realizing  thai  in  truth  they  are  doing  all  the  help 

work  with  their  own  money,  he  will  realize  (hat  the  moral  uplift 
tar  exeeeds  any  of  the  material  advantages. 

The  benefits  of  the  sei  ond  i  lass  from  these  associations  those 
to  the  employer  or  stockholder  are  not  so  tangible  as  those  re- 
ceived by  the  employe,  but,  nevertheless,  exist  to  a  large  extent 
and  ate  apparent  to  those  "ho  are  in  close  touch  with  the  work 
IngS  of  such  associations  and  their  bearing  upon  the  management 

of  the  ••  nipany's  affairs,     it  maj  !»■  difficult  to  demonstrate  to 

an   outsider,   or   to  put    your   linger  upon    particular  eases    where 

the  use  ,,f  the  library  or  the  assoclatl rooms  or  the  pool  tallies 

accrues  to  the  advantage  ot  the  company,    it  is  unquestionably 

true  in  my  mind,  h  wever.  that  all  of  these  tilings  create  a  Cfir 
tain  sentiment  in  the  mind  of  the  employe  favorable  to  Ins  em 
plovers,    and    which    in    ti s    ol     labor    troubles,    when    the    mis 

guided  ami  unscrupulous  agitator  attempts  to  cause  dissatisfac- 
tion, crystallizes  into  a  feeling  or  loyaltj   toward  the  company 
which  could  not  have  been  gained  in  any  other  way. 
At    the    monthly    meetings   of    the   Metropolitan    Association, 

which  are  held  in  the  association  r us  and  .at  wnicb  men  or 

prominence  and  officers  of  the  company  speak  to  the  men,  the 
employer,  as  represented  by  the  officials  of  the  company,  is 
brought  into  a  personal  relation  with  his  employes,  not  as  em 
ployer  and  employe,  hut  as  man  .and  man,  and  in  this  way 
there  is  established  a  personal  relation  between  them  ami  a  feel 
inc  of  friendliness  which  certainly,  in  a  large  c pany  like  the 

Metropolitan,  is  not  possible  In  any  other  way.  I  believe,  as  il 
lustrated  in  the  late  trouble  in  Ohio  which  a  large  manufactur- 
ing company  had  with  its  men.  that   il    is  possible  to  overdo  this 

kind  of  work.    When  yon  begin  to  wet-nurse  nnd  patronize  work- 

Ingmen,   yon   are  hem   and    making  trouble.     'The   idea 

is  to  teach  them  to  help  themselves. 

As  an  Illustration  of  what  opportunity  for  amusement  means 


to  working  men  on,-  ,,r  the  p,,  i  r ns  located  at  .'.nth  st.  and 

Tth  Ave.,  takes  In  on  tin  a\.  •  n.  per  week.     Several  games 

ot  i I.  tit  a  cent  a  cue,  must  be  played  in  the  course  of  a  week 

t  i  make  receipt! 
There    are.    t  ,    my    mind,     three     dominant     problems     lii    the 

bandlln  t  railway  property,     first,  is  the  relation  of 

the  i agemenl  to  its  employes;  see. .mi.  its  relation  to  the  puis- 
ne and  the  pr.ss;  and  third,  its  relation  to  the  state  and  dtj  ofli 
dais,    or  these,  the  relation  of  the  management  to  its  employes 

Is    of    the    greatest    i  inport  a  nee.      l-'air.    Considerate    treatment    of 

ne  ns  natural  rights,  ti Btabllshmeni  of  friendly  and  harmon- 
ious relations  between  it  and  its  employes,  is  a  railway  com 
pane's  most  valuable  asset.     The  great  - 
railway  world  have  been  made  by  ability  >  'ally  handle 

men. 

However  UnJUSt  it  iinii  !»■  I.i  lie  responsible  head  of  any  street 
railway  properly,  how  often  has  it  been  the  ease  that  the  faith- 
fill  ami  efficient  w  rk  of  years  has  been  practically  forgotten  ami 
nullified  by  differences  winch  have  arisen  with  the  company's 

employes.     Tic  fact  that  a  manager  has  | n  aide  to  operate 

his  road  at  a  less  cosl  than  ever  before  .ami  has  brought  the 
standard  .a  equipment  ami  the  roadbed  ami  the  entire  physical 

condition  of  the  property  to  a  hiirhor  level,  is  .apt  to  he  'over- 
looked by  the  company's  directors  and  stockholders  in  case  seri- 
ous labor  difficulties  arise.    The  stockholders  of  a  property  not 

only  look  to  the  manage nt   for  a  return  upon   their  inv. 

inn  values  "ire  established  they  look  for  their  stability  and 
permanence.     To  assure  the  stability    and    permanence,    moral 

lores    must    he    set    to    w    rk    and    carefully    fostered    until    they 

gradually     he, e    traditional    with    tin-    cone itant     result    Of 

loj  ally   and   efficiency  of  service. 

i  believe  that  the  inter. -si  the  employes  take  in  a  financial 
Investment  of  50  cents  a  month  in  an  association  and  the  en- 
joyment of  ti pportunities  afforded    by    the    libraries,   pod 

to s.  and  entertainments,  etc.  together  with  the  personal  con- 
tact between  the  employes  and  management,  bring  i it  . 

tion  between  them  similar  to  that  which  the  millions  deposited  in 

the  savings  hanks  bring  about  between  citizens  and  their  gov- 
ernment. I  think,  with  rare  exceptions,  that  tier,,  will  he  found 
among  savings  hank  depositors  hut  few  anarchists,  social- 
those  dissatisfied  with  existing  conditions.  The  millions  of  sav- 
ings hank  depositors  are  among  the  strongest  Influences  toward 
the  proper  government  of  the  country,  and  I  believe  chat  tlii' 
financial  and  other  interests  ,,|  employes  iii  a  street  railway  com- 
pany through  their  association  are  equally  strong  influences  for 

good. 

We  are  living  in  an  age  in  which  no  industry  lias  made  more 
rapid  strides  than  the  street  railway.  What  was  considered 
ten  .(ears  ago  a  liberal  policy  on  the  part  of  street  railway  com 
panics  toward  their  employes  would  he  considered  pennrl  us  to- 
day. The  methods  of  ten  years  ago  cannol  1"  used  effectively 
at  the  present  time. 

The  relation  of  capital  and  labor  as  represented  in  street  rail- 
way properties  has  undergone  a  radical  change  in  favor  of  the 
condition  of  labor.    The  betterment  ol  labor  i Iltions  has  been 

iust  and  fair.  and.  in  my  opinion,  any  street  railway  manage- 
ment win  do  well  to  recognize  it  and  meet  it  with  liberality. 
There  is  no  better  way  of  keeping  abreast  of  tins  movement  than 
i  he  en. agemenl  ami  fostering  of  mutual  benefit  associations. 

There  are  many  things  that  are  necessary  to  establish  propel 
relations   between  the  management   of  a  compan]    and   it 

ployes,  hut  1  believe  that  the  most  potent  factor  of  all  is  the 
benefits  received  by  the  employes  through  a  voluntary  associa- 
tion and   the  relations   which   the  social  side  of  such  an  associa- 

tlon  establishes  between  the  management  ami  its  men. 


The   President:    Gentlemen,   the  paper  is  before  you   for  dis- 
mission; on  any    social  points  conuei    ed   with   il.   Mr.   Root  is  very 

familiar  with  the  facts  of  the  management  in  connection  with  the 
Association   and   with  the   Pension   System.      I    know    he   will   he 

verj    glad  to  answer  any  questions  that    maj    air  to  you.      And 

you.  gentlemen,  quite  a   number  of  you,   who  have  written   me 
letters  nbout    this,  can  gel   your  letters  answered   now.     I   will 
si,  \ir  lonnette.  general  manager  of  the  Syracuse  Rapid  Tran- 
sit   I  'o      I,,  open    the  discussion. 


Oct.  9,  1902.] 


DAILY    STREET    RAILWAY    REVIEW. 


649 


Mr.   Connette:     The  Mutual  Benefit   Association  of  the  Syra- 
:.,pkl  Transit  Co.  was  organized   in   1898.     The  adit 

The  monthly  due-  nre  50  cents.    The  Joining  of  the 

itlon  is  entirely  voluntary  on  the  part  of  the  employe.  The 

Hon  lias  paid  out  in  the  last  two  years,  ai  to  their 

financial  statement,   in  sick   claims,  $1,945.50.     In   death   claims 

P>,545.50  paid  out   in  i«"  years.     1  pon 

1st  this  year  the  association  had  to  Its  credit  $952.17, 

which  was  invested  so  that  it  was  setting  an  li 

return.    They  also  have  as  a  special  fund,  as  a  contingent  fund. 

for  the  purchase  of  sueh  tl  1   maj  d  to  make  their 

rooms  more  pleasant  and  agreeable,  $849.48,    which   they   have 
secured  by  holding  entertainments  From  tine'  to  time.    They  have 
equipped  with  pool  tables,  card  tables,  reading  rooms  with 
all  the  weekly  and  daily  periodicals  where  tin-  men  can  rendez- 
ben  they  are  not  on  duty  and  enjoy  themselves. 
lion   is  entirely  controlled   by  the  employes.     The 
board  of  trustee!  1  ot  members  of  various  depart- 

-•em  and  membership  is  not  only  limited  to  the 
employes  but  the  heads  of  tin-  departments  and  the  officers  of  the 
company  are  also  members  of  the  Mutual   Benefit   Association. 
■  ■  a  meeting  once  a  month,  and  we  not  only  have  a  meet- 
ing of  the  employes,  hut  the  heads  of  departments  and  the  of- 

if  th impany  meet  with  tin-  men.     Wo  not  only  discuss 

matters  pertaining  to  tin-  Mutual  Item-lit  Association  but  from 
time  to  time  we  take  up  subjects  of  Interest  to  the  railroad  com- 
pany, such  ts,  tor  instance,  and  wo  have  11 mployes 

participate  in  discussing  those  subjects  and  the  i«si  methods  of 

CldentS  and   things  of  that  soil.     We  bring  0111    what 

is  in  the  minds  of  the  employes  themselves.    Jfou  will  And,  or  at 

and,  that  this  benefit  association  does  not  wholly 

result  in  the  discussion  of  the  sick  and  the  afflicted  and  Hie  be- 

:  families  of  the  employes;    but  it  results  in  a  friendly 

relationship  between  the  employes,  the  subordinate  officers  and 

the  management  of  the  company:    and  bj       that  close 

oship  which  is  brought  about  by  the  intermingling  at  the 

gs  of  this  Association  we  learn  to  1 i  each  other  better. 

We  learn  to  feel  an  interest  in  each  other's  welfare,  in  Hie  man 
lie  property;  and  it  lias  been  impressed  upon  the 
employes  that  tie-  success  of  the  companj  does  not  depend  en- 
tirely upon  the  management,  hut  that  every  employe  Imparts  his 

rprlse.    it  lias  been  s  means  of 

bringing  about  a  co-operative  feeling  between  the  management 

and  we  feel  that  the  Mutual  Benefit  Association,  so 

■  our  company  i-  concerned,  is  a  great  success.    The  fees 

arc  deducted  each   month   by  the  auditor  of   the  company   when 

11  are  paid  oif;  and  the  amount  then  i-  turned  over  to  the 
DD  and  deposited  lo  ii^  credit  by  him. 
All  checks  that  are  payable  for  sick  and  death  benefits  nave  to  be 
approved  by  the  general  manager  of  the  company  before 

•  •an  he  paid  by  the  hank,  so  thai  there  i-  no  possible  way 

for  any  defalcation  or  for  any  il:  1  No  fund-  1 

■-in t ion.    The  board  of  trustees,  which  is  composed  ot  th 

■   allowed  one  ball  day  each  month  on 
mble  in  tin-  association  rooms  to  discuss  matters  in 
connection  with  the  management  01 

1  lily  1 ttings.    Tii one  of  the 

allowed  two  days  each  month  on  pay 
for  tin-  pui  1  i.ook>  and  making  up  Ids 

•  :it-.  etc.     Altogether  we  feci  thai  the 
•  ■f  the  83  rai  use  Rnpld  Transit  '  torn 

Mr.  1 :  ■   .  •  tlon  '  ■•       1   v Id  ) 

tleman  In  case  an  emploj  1 

t  pi dure  il 

ol.ership? 

in  with  the 

on   with   II"  On     and    docs 

irn  r«.r  the  money  be  maj  liave  paid  In. 

thai  gentleman  la  a 

nuelltl) .  ami  the  answer  Is 

'in-  Pennsylvania  1:    1:    Belief  fund     The 

bleb   you    know    1. 1  ..,    linn 

I    1  Ion  and  an 

■war  i  rmc  an 


to  buy  a  traveller's  insurance  policy  for  25  cents  to  protect  you 

24  hours,  and  you  get  that  -4  hours'  protection.  They  have  done 
their  duly  and  you  get  your  returns  for  your  money.  The  Penn- 
sylvania road  has  one  of  the  oldest  associations  and  largest  in 
the  United  States.  The  theory  of  it  is  a  man  pays  .".11  cents 
for  a  month's  protection  in  the  association,  and  all  that  goes  with 
hi-  protection.      If  a  man  leaves  on  the  loth  of  the  month  he  gets 

25  cents  hack  that  he  has  paid.  If  he  leaves  the  20th  lie  gets  a 
proportionate  amount  In  a  word,  the  idea  is  that  a  man  is  not 
paying  for  anything  hut  one  month's  protection  when  he  pays 
under   the   system    under   which   it    is   conducted. 

Mr.    Hoggs:     1    would    like    to    ask    Mr.    Hoot    what    policy    the 
Metropolitan    company    pursues   as   lo    the  care   of   the  fund   that 

hike-  care  of  this  pension  expenditure,  which  naturally  will  grow 
greater  as  time  goes  on  ami  more  men  because  of  length  of  ser 

1  the  company  become  entitled  to  the  benefits  o.  the  pension 
system.  I  would  like  to  ask,  as  a  matter  of  finance,  whether  the 
Metropolitan  company  has  made  an  appropriation  to  its  Tension 
fund,  or  revenue  from  which  will  meel  these  pension  demands 
as    they    accrue.      Or    whether   it    has    made     an     annual     charge 

against  operation.    I  ask  this  because  I  am  myself  interested  al 

the  present  time  in  formulating  the  rules  for  a  similar  pension 
I  und.  I  would  like  furthermore  to  know  what  the  experience  oi 
Mr.  Root  is  with  Hie  Metropolitan  company,  and  likewise  Mr. 
Connette,  as  to  men  laying  off  a  day  or  so  in  order  lo  obtain  sick 
benefits.     I  ask  this  more  particularly  for  the  reason  that  many 

years  ago  1   gave  a  great  deal  of  time  to  a   number  m-licial 

sations  in  the  Slate  of  Pennsylvania,  among  which  was 
the  Odd  fellows  and  Knights  of  Pythias  and  kindred  organiza- 
tions tor  quite  a  number  of  years.  1  held  a  prominent  position 
in  those  organizations,  and  gave  lo  them  a  great  deal  of  time.    T 

believe  they  wi  old  have  1 n  wrecked  ultimately  had  it  not  been 

for  the  principle  adopted  by  us  about  twenty  years  ago,  whereby 

•  1  man  had  to  be  Incapacitated  from  work  a  certain  length  of 
time  before  tlie  weekly  sick  benefits  began  to  accrue  to  him.     I 

was  wondering  whether  in  these  organizations  any  experience  of 

that  kind  had  I n  encountered.     Whether  there  were,  as  there  is 

In  nearly  every  body  of  men.  a  certain  number  who  feel  they  nnisl 

get  square  with  the  organizations  to  which  they  are  paying  funds. 
Whether  or  not  it  has  shown  any  tendency  to  have  men  lay  off  a 

day  or  so  each  month  or  at  periodical  limes,  in  older  to  know- 
thai  they  had  a  certain  amount  which  they  would  receive  any 
how.  1  would  like,  furthermore,  to  ask  what  is  the  rule  when  a 
man   Is  possibly  Injured  in  ihc-  company's  Bervlce.     We,  in  our 

Organ  latlon,    Usually    deal    With    each   Of   those   cases    individually. 

U  Incapacitated  by  Injury  In  the  proper  performance  of  11 1 

pany'8  Service,   we  usually  make  him  an  allowance  Of  his  wages. 

ometimes  and  sometimes  more  than  that,  dependent  u] 

the  circumstance  in  which  the  injurj  occurred.    I  would  lilce  to 

ask  whether  It  Is  1 sldered  bj  these  two  companies  which  are 

running   this   beneficiary  organization    that    the  dollar  per  day 

acquits  the  company   from   any   further  obligation   to  tl m 

ploye? 
Mr.  Boot:    As  to  the  first  question  1  will  say  thai  the  directon 

of  the  Metropolitan  1 an;   have  authorized  the  officials  to  go 

as  far  as  $50,000  to  pay  ab.no  this  pension  allowance.    There  Is 

•''    provls In    the   regulations  11 tselves    which   permits   the 

Board  of  Trustees  al  an]   time,  when  they  consider  a  paj nt 

under   lids   Byste KceSSlVe,    lo    make  a    revision   of   Ihc    ratio  ot 

payments,  s..  thai  they  an-  n  .i  bound  by  anything  they  do  today 

•  a-  a  year  from  now      in  fact,  when  they  consider  ii  to  1 ices 

slve  they  can  revl  1    ihc  rail,,  at  which  the  e loyes  h  h  1  retire 

under  this  Pension  System  an-  paid 

Mr,  Begg        Ifou  have  struck  just  the  point  1  wanted  1..  g<  1  at 
Aren't  you  running  them  somewhat  upon  the  plan  of  a  great  aum 

'"'''  "'    th<        1         in  hi    g    .1.  r, ii,,ns   thai    have   1 n   Formed 

1  tilted  States  In  the  paal  two  years;  that  in  the 

early   slay,  s   Ihey    war-   well   alii-   lo   mc-l    Ihc  a mils   payable, 

1,111  'is  the  iber  0 1 n  1  1    .1-  thej   win  25  yean 

from  now,  these  men  thai  remain  in  your  service  a  considerable 
length  of  time,  tr  then  an  effort  1-  made  to  reduce  the  amount 

thai     loll    hale    ,,;,,,]     I,,    employes    bef,    |e    1  II   I  1     li ,     will     llljl     BOl     I, 

iisfacilon  and  a   fei  line  Of  I   til  I     that   if  they 

bad  been  able  to  retire  a  few  yean  earlier  thej  would  have 
received  i"  i»  t  cant,  whereas  you  maj  be  compelled  to  reduce  tie- 


650 


DAILY    STREET     KAII.W.W     REVIEW. 


[Vol.  XII. 


iiiuounl  tbnl  1 1 1 •  ■  >  »iii  receive  to  20  per  cen(  or  I titer  iIl-up- 

or  something  much  lower  than  their  I  elvel    That  like 

hi  polnl  in  my  miiiii  Mini  you  haw  toadied 

upon  ii  verj   well  in  nd I.  whether  it  would  ool  b  ■ 

well  i"  exact  from  tbem,  lei  the  nmonnl  be  very  small,  but  some 
amount,  1  don'l  care  whether  ii  or  two  cent* 

a  week  doling  the  il thej  have  lieen  In  your  sen to  I 

into  this  permanent  pension  fund,  and  that  be  Invented  and  kepi 
the  revenue  from  which  would  prjvide  and  guarantee  the  pay 

ment  of  these  a unl  your  men  bad  grown 

old  In  your  service.  Thai  luu  been  the  complnlnl  against  many 
organl  itempted   in   this  country   with 

1 1  purposes,  inii  which  were  round  to  be  Impossible  ii 

carry  along.     I,  myself,  belonged  to  :i  number  ol  tb  m  for  n  con 

slderable  length  of  ii 1  raised  tins  si >.  warning  cry  twenty 

odd  yi  'i   the  order  of  the   i  nlted   Workmen   and   th  • 

Itoyal   Arcanum,   where  we   were  compelled   rerj    greatly   t"  in 

the  amount  thai  thej  exacted  from  their  bers.    Thcrj 

sh  ii  la  l    be   rules   standardized    i"   govern   il mployes   and   to 

standardize  these  beneficiaries  of   il inipnnies,  and   which   I 

think   la   for  the  i fn  of  their  employes.     I   throw  out   these 

questions  more  particular!]   for  the  pur] i   arousing  :i  splrll 

<>r  Inquiry  a ii-  those  who  nrc  charged  with  tue  very  serious 

responsibility   wl Derate  these  public  utilities  throughout   the 

i  ountrj . 

Mr.  Root:  l  'l"  ii"i  consider  thai  thai  condition  of  overrunning 
the  allowauce  bj  the  length  of  service  is  :<  i »t  to  arise,  because 
I  believe  if  their  emp'oyes  gel  to  thai  condition  where  the  pay 
in  ins  si  all  be  greater  than  the  amounl  that  we  nave  now  ap 
preprinted  thai  the  benefits  the  c  mps  Ived  through 

their  length  of  service  will  be  proportionately  greater,  and  thai 
impan]    can   In  thai  same  proportion  fairly  pay  them  at 
the  same  rate  as  thej  do  now.      Thai  was  merely  put  in  as  pre 

cautionary,  because  iliis  thing  lias  been  worked  '>nt.    We  are, 

I  tiiink.  the  pioneers  In  the  street  railway  world.  The  Pennsyl 
vanla,  I  believe,  is  the  Bret  one  to  adopt  It.  I  think  it  was  ah  ml 
two  years  since  it  was  established,  and  we  have  gol  to  fall  back 
measure,  so  thai  if  we  do  gel  into  trouble 
ild  it.  imt  we  '1"  nol  anticipate  that  we  will.  Wi>  have 
go!  a  g  od  deal  of  precedent  from  Germany  and  England,  where 
they  have  done  a  great  deal  of  tiiis  pension  work,  and  they  have 
found  there  thai  where  the  superannuated  body  contributed  them 

it  lias  nol  I ii  as  satisfactory  as  where  the  government 

has  taken  the  thing  entirely  in  its  own  charge.    This  is  a  matter, 

however,  which  only  tin an  work  out.    We  have  nol  the  experi 

ence,  but  we  are  g  Ing  into  it  now  and  making  sucb  regulations 
as  we  deem  proper.    When  these  things  arise  ten  or  fifteen  or 

twenty  years  from  now,  as  they  may.  as  Mr.  Begge  suggests,  we 

will  have  to  work  it  oul  on  those  lines  then.    As  far  as  the  asso 

clarion  Itself  is  concer  ed,  aboul  the  men  attempting  to  defraud 

-neiaticiii  through   laying  off  when  they  are  nol   Bick,  our 

regulations  provide  thai  any  employe  may   receive  $00  in  one 

year,  that  is.  at  the  rate  of  a  dollar  a  day.  Imt  his  benefits  do  nol 
begin  until  he  lias  born  siok  for  seven  days,  unless  h,  is  injured 
in  the  service  of  the  company.  If  in  the  service  of  tlio  company, 
it  begins  from  the  day  on  which  he  was  Injured.  There  can  b^ 
very  little  quest!  n  atWUt  B  man  when  ho  is  injured  in  the  service 
of  the  Company,  whether  he  Is  Inlured  or  not.  The  association's 
physician  Is  a  man.  of  course,  who  is  very  reliable,  and  upon 
whose  Judgment  we  place  entire  confidence:  and  there  is  no  one 
who  receives  any  benefits  from  ill  n  unless  he  makes 

a  prompt  application  to  n  .i  is  examined  by  the 

-lion's  physician.  Even  if  a  member  elects  to  have  his 
own  physician,  he  is  not  paid  any  benefits  from  the  association 
until   the  association's   physician   himself   makes   an   examination 

and  reports  to  the  secretary  thai  he  is  entitled  to  this  iicnefit  for 
which  lie  lias  made  a  claim. 

Mr.  Ttoffus:  I  do  not  think  the  seven  flay  clause  appears  In 
your  paper. 

Mr  Root:  T  think  that  Is  an  amendment  which  has  been 
passed  and  perhaps  Is  not  In  the  regulations  as  originally  printed. 

Mr.  Hoggs:  T  think  It  Is  a  very  important  one  to  have  brought 
out.  here.  It  did  not  appear  in  your  paper,  but  It  covers  the 
point  I  am  getting  at.  7  am  very  glad  indeed  that  Ihis  has  been 
brought  out  for  the  benefit  of  anyone  who  Intends  to  establish 
a  system  of  this  kind.     Ton  will  find  men  that  will  lay  off.  but 


Mi  Etool  i  mend  ment,  whi.h  does  nol  appear  in  his  paper,  is 
a   i  it)   Important  one. 

kfr.    B I    shall    lie    veil  i,\    of    the   members   of   this 

convention  desire  our  regulations,  wh  more  into  detail. 

■  1 1. 1   ;  hem  to  them 

Mr    Couuette:  our    Association   la   i seined,  the 

by-Ian  ally   state   thai   the   benefits  do   not   oo lence 

until  a   member  has  been  disabled  for  sev lays.      I'urthcr re. 

inploys   its  own   physician,  and   when  a    member 

is  sick  that  physician  miisi  wail  hi the  member,  and  the 

pay  s  the  doctor  bill. 
Mr.  Barkness,  Council  Bluffs:     The  laws  of  the  state  of  Iowa 
an   verj  strlngenl  In  regard  to  assessment  insurance  companies. 

\ 'ganlzatlon  has  i n  organized  In  towa,  and  Ihe  laws  of 

the  organization  follow  the  points  brought  out   by   Mr.   Beggs 

tie    Modern   W i "  and   tboei  I   companies  which 

have  a  verj  .»iii  and  have  no  reserve  fund  arc  now 

confronted  with  a  possibility  of  a  greal  deal  of  trouble  bj  nol 
having  anything  to  pay  claims  with.  The  new  company  pro 
\  Lies  a  reserve  fund  from  the  beginning,     it   yon  Join  a)  the 

age  of    -•".,  ami  die  al   the  age  of  i'.t.  your  ex] tancy  of  life 

would  I"-  based  "i the  tables  of  the  old  line  insurance i 

panics  and  you  »ould  he  required  to  pay  the  assessments  to  the 
limit  of  your  expectancy,  which  perhaps  might  be  56  years;  so 

that  OUt  of  the  amount  of  money    which  you  wool. I   receive,   if  it 

-i.ixKi,  they  would  dedud  the  amounl  from  ::i  to  65  years. 
the  as-.  [or  .ill  those  years,  and  lay  it  aside  as  a  reserve 

fund  the  accumulation  of  which  it  is  believed  will  take  care  of 
this. 

Ool  licit:  I  would  like  to  ask  a  question  Of  Ml  Root;  if  I 
understand  him  right,   he  said   when  you  organize  your  pension 

fund,    you    Bel    aside    the    sum    of    $50,1 believing    that    to    be 

adequate    to    take    care    of    Hie    pension.      I    would    like    I.. 

that   sum   has   been  set   aside  now  and  is  at    interest;  or   is   it  an 

assessmi  in  against  the  operating  expenses  of  the  corporation  to 

lie   taken    rare   of    at    the   lime   that   you    are   called    upon    to    pay 

these  pension  amounts? 

Mr.  R :    \ir.  President,  I  intended  to  say  that  tin-  board  of 

directors  authorized   the  officials  to  expend   that   much   money,- 
$50,000    in   any   one  year   in    payment   Ol    these   allowances,   and 
that   will   be   considered  as  an   operating  charge  and   will   be 
charged  up  just  as  if  these  men  were  working  in  their  regular 
duties   which   they  had  been  before  they   were  retired  under  the 

on.  ii  does  not  become  a  charge  against  the  operating  ex- 
penses of  the  corporation  until  such  time  as  yon  are  required  to 
make  payment.  We  have  retired  men  already  under  the  pension. 
it  is  mil  retroactive,  bul  It  goes  into  effect  on  July  1st;  and  any 

employe  w  no  was  65  years  old  and  who  has  been  .I'i  years  iu  the 
servhe   is  eligible  for  retirement  and  some   have   been   retired. 

Col,  Heft:  How  can  you  treat  him  as  being  25  years  in  the 
service  when  your  corporation  is  only  some  four  or  live  years 
old  ? 

Mr.  Root:  There  is  a  provision  in  the  pension  articles  which 
says  thai  il  refers  to  any  constituent  company,  either  prior  or 
subsequent  to  the  acquirement  by  the  Metropolitan  street  Hail- 
way  i  !o 

The  President:  Anything  further  on  this  paper,  gentlemen? 
If  there  is  nothing  further  to  be  said  on  this,  we  will  order  this 
discussion   elosed   and   pro. d   to  the   next    paper. 

Mr.  Lang,  oi  Toledo:  I  desire  to  ask  the  attention  of  this 
convention  fm  a  i ni.    i  would  like  to  offer  a  resolution  at 

Ihis  lime,  in  order  that  the  mailer  may  gel  t>>  the  cars  of  as  many 
of  our  members  as  possible,  and  there  seems  to  be  a  wood  repre- 
sentation here,  and  there  may  not  be  later  in  the  session.  I  have 
a  motion  to  make  following  the  reading  of  this  resolution  which 
may  be  of  Interest  to  everyone:  •Whereas.  The  American  Street 
Railway    Association    ill   convention   assembled    has  learned   With 

gratification  of  the  extensive  plans  that  have  been  made  by 
the  i isiana  Purchase  [exposition  for  the  proper  presentation 

ai  Hie  exposition  of  the  American  street  railway  Interests;  He- 
solved,    thai    'Ins    Association   extends   to   the   transportation    and 

electricity  departments  of  this  International  exposition  assur- 
ances ,,i  iis  hearty  interest  in  tlTe  work  they  have  undertaken, 
and  its  hope  that  the  plans  will  lie  brought  to  a  full  realiza- 
tion." 

(Oontioued'oD  pa..-' 


(  K  r.  o.  igoj.  ] 


DAILY    STREET    RAILWAY    REVIEW. 


651 


NEW  SPRING  SHOP  AT  BRILL  PLA.NT. 


The  J.  G.  Brill  Co.  has  lately  added  to  its  extensive  works  In 
Philadelphia  a  spring  Bhop  in  which  has  boon  placed  the  very 
latest  patterns  of  furnaces  and  machines  for  making  high-grade 
coil  ami  Sat  springs  of  every  description.    The  Bpring  shop  was 

instituted  primarily  with  the  Mea  of  making  all  the  springs  used 
In  the  c  instruction  of  Brill  single  and  double  tracks,  but  the  com- 
pany  is  now  in  position  to  supply  springs  not  only  for  its  own 


that  can  be  obtained.  The  entire  force  is  in  charge  of  an  expert 
spring-maker  of  long  experience.  Special  care  is  taken  In  the 
Inspection  and  testing  Of  the  entire  output  of  the  spring  depart- 
ment. To  Insure  absolutely  faultless  work,  samples  from  each 
lot  of  springs  made  arc  first  placed  in  the  testing  machines  and 
destroyed  in  order  to  determine  the  capacity  limit,  and  each 
spring  of  each  lot  is  then  tested  Individually  to  insure  that  it 
comes  u] i  i  -  the  specified  standard.  The  company  buys  all  its 
material  In  the  rough,  and  is  therefore  able  to  oversee  each  indi- 


KXTKKI'Ut  ill    THK  SPRING  SHOP  OF  TIIR  J.  0    BRI1 


lie  in  the  open  market  as  well,  and 
for  all  the  standard  Blzes  and  forma  of  Bprlngs,  and 
il  springs  fur  special  pnrpo 
The  new  spring  aho]  sd  in  a  brick  building  near  the 

sliding  ..f  the  Brill  works.  The  Bhop  equipment  for  carry- 
ing "ii  the  various  pn  shaping  and 
finishing  coil  and  plate  Bprlngs  include  the  following:    Two  lilting 

rnrnai  o  punching  machines,  one  pi h 

and  rub*  machine,  one  back  machine,  two  coil  machines,  tv. 

mdlng   machine,  two  double  shears,   four 
our  fitting  ■   lathe,  one  eye  back,  three 


vidual  process  in  the  work  of  turning  the  rough  stock  into  the 
finished  product. 

All  the  machines  In  it"'  shop  ore  driven  bj  a  50  b.  p.  motor. 
Vdjotnlng  the  spring  simp  is  a  new  forge  shop  built  to  take  care 
of  the  overflow  work  rr  m  the  main  forge  ^ t >< »| .  of  the  company. 

in  this  t have  been  placed  two  2,000-ton  hydraulic  presses. 

, 1,500-ton  steam  hammer,  and  Beveral  furnaces  and  forges. 

This  He"  department  will  i npled  al si  entirely  in  forging 

the  Bide  frames  of  Brill  trui 

These  additli  as  i"  the  plani  are  In  line  with  the  general  pollc] 

of  the  Brill  C panj  to  keep  its  plan!  strict!]   up  to  dale,  and 

to  give  its  cust i     the  advontagi    ol   cvorj    possible  Improve 

nieiit  in  the  various  processes  entering  Into  the  making  "f  in-ill 
e.ns  and  trucks,  In  ibis  sai Ilrectlon  tue  company  is  continu- 
ally expending  in  lab  >r  and  time  in  making  new  ami  Improved 

dies  and  formf  to  enable  II  to  tur il  truck  parts  In  e  max 

i  eeplng  with  the  lilgh  standards  aimed  at.    New  and  heavier  ma 
ehlnerj  has  been  added  in  all  the  department     and  both  the  qual 
iiv  and  quantity   ol   the  output  therebj   kepi  up  to  the  require 
the  buslm 

<  il  i;  is  ti;nsi:n    ENGINEERING    00. 


i 
i-  t,,  .  the  additli  tapering  hammer  for 

taperini  team  hammer.    The  furnaces  are  the 

i  -nits. 
mre  of  this  branch  i  high  class  labor 


The  Obristensen  Engineering  Co.  lias  an  Interesting  exhibit,  In- 

cludlng  a  Cbristensen  strnlgbl  air  brake  Bch  ol-equl] at  and  a 

complete  automatic  equipment  for  a  two-car  multiple  unit  train. 

Both  tbes luipments  are  shown  in  operat In  the  school 

equipment  the  general  arrangement  ol  all  the  apparatus  is  the 
same  as  used  on  a  ear,  bui  tin-  tor-driven  compressor,  engin- 
eer's ralve,  and  other  p        an   all  inted  so  that  they  con  be 

examined   while  In  operation,  and   the  function  ol 
device  can  be  readllj  understood 

The  remarkable  growth  of  this  c  inpnny'    I I    Indicated 

by  tin-  large  list  of  paiions  ni i  m  mi    booklet 

utlng;  iius  also  shows  ears  of  different  type 
upon  which  the  Cbristensen  air  brakes  are  Installed  and 


i;6-J 


DAILY    STREET    R  \II.\Y  AY    R£\  II  \V. 


[Vol.  XII,  No.  2. 


iii 1 1 1  j . : » 1 1  >  >  works   which  Indicate  tha  illus- 
trations •<(  excellent  facilities  for  tha  manufactur it-  product 

I'll.'  company's  Interests  at  tie-  convent! ire  well  eared  for 

i.\  representative*  of  the  talea  and  engli ring  departmenta,  in- 
cluding I'  0.  Randall,  manager  "i  lalea;  .1  H  Denton,  J.  T  Oun> 
nlngham,  J  1  1  ■  nd  1  -1  Nat,  •  •!  the  Mew  York  "in.'.", 
w  \\  Power,  Philadelphia;  B  N  RanaomandC  N  I 
land;  .1.  1:  Bldred,  Jr..  and  a  P.  Tolman,  Chicago;  w  \  ■ 
ten,  Pacific  Slope;  w.  1.  Waters,  CD  Knight,  .1.  O.  Jamea  1:  J 
sun. .11.  W.  J.  Richard*  and  r.  U  Hutchinson,  "f  tin.  home  office, 
Milwaukee. 

or>lt 

a    m:\\    1:1  n  1  WO    HOIST. 


11-  attempta  have  t ••  ■* - 1 1  made  i"  design  an  electric  hoist 
capable  of  handling  heavier  loads  than  come  within  the  range 
..r  band  hoists,  and  not  requiring  the  heavy  ami  expensive  sup- 
porting  Btructurea  Dccessarj  '"  carry  the  urge  amount  of  dead 
weight  of  ordinary  traveling  .rams.  The  Spragne  Electric  Co. 
ha-  lately  placed  on  the  market  a  machine  of  this  elmracter 

which  is  Claimed  will  stand  tin1  use  and  abuse  to  which  all  8UCh 

apparatus  is  subjected,  and  will  effectually  fulfill  the  require- 
ments of  modern  ahi  p  prai 

This  hoist   is  designed   to  transfer  light   work  rapidly  around 
shipyards,   factories,   etc.,   and   when  supplied   with   trolley   ear- 
geared  hand  cross  travel  and  bridge  travel  motor,  to  take 
the  plaee  of  small  traveling  cranes. 
This  hoist  has  many  advantages.     It  has  a  high  efficiency  and 
1  and  light.     It  consists  of  few  parts,  all  of  which  are 
Interchangeable.     It  is  easily  adaptable  to  all  types  of  runways 
and   bridges,  and  the  sizes  range  in  maximum  capacities  from 
LflOO  lbs.  to  10.000  lbs. 


SPRAGUE  ELECTRIC  } 

The  smaller  sizes  can  be  equipped  with  a  trolley  arranged  to 
run  on  a  single  rail,  or  1  beam,  and  if  so  arranged  will  take 
curves  of  a  reasonably  small  radius. 

In  designing  this  apparatus  the  manufacturers  have  carefully 
kept  in  view  the  faet  that  it  would  be  subjected  to  rough  usage. 
All   parts  are  in.  _  •     idity.  and  of  the  highest  grade 

material  and  all  bearinirs  have  been  made  self-oiling,  requiring 
but  trifling  attention  at  long  intervals. 

All  the  different  movements  necessary  for  a  traveling  crane, 
naiuelv  -    lowering,  cross-travel  and  bridge  travel,   are 

controlled  by  a  simple  pulling  of  the  chains  and  cords  connected 
to  the  mechanism,  and  which  can  be  operated  by  the  ordinary 
workman  in  the  machine  shop,  factory  or  other  place  where  the 
hoist  may  be  used.  This  is  a  unique  feature  to  which  especial 
attention  is  called.  No  special  crane  operator  or  cage  is  neces- 
sary. 


The  motor  and  hoisting  n  can  be  hung  from  a  strap 

if  only  a  hoisting  and  lowering  nioti  n  is  desired,  or  they  can  be 

attached  t"  a  troliej  aval,  either 

by  pushing  the  load,  or  bj  !  hand  traverse  motion.    A 

travel  la  al  d,  the  controller  for  which  is  mounted 

in  the  end  Ol  III"  trolley  Carriage,  as  shown  in  cut.  This  con- 
troller 1-  operated  by  cords,  the  bandies  of  which  are  located  near 

the   n  0  "1    i"i  Ited   in  some 

convenient  position  on  n ani       1  hi    bridge-travel  motion  Is 

hi. I   in   practice   It    is  possible    1"  Obtain   a    very  short 
men!   in  cither  direction. 

The    tors    furnished    with    this   equipment   are   the   Sprague 

Etectr  ml  type  motors  entirely  enclosed  ami  the  hoist 

can   i"  1   out   of  doors   \\  i  houl    being  affected  by  the 

weather.    The  resistance  plates  f  r  the  bridge-travel  controller 

are  of  the  enclosed  type,  and  have  a  very  large  overload  capa- 
city. 

I'll"  Spragne  Electric  Co.  makes  and  furnishes  the  complete 
An.  consisting  of  bolsl  wheels  and  chain,  worm  and 
spur  gear,  gear  cases,  hoi-  *  and  attached  cylindrical 

Bwitch,   trolley  carrlat  i   band  operated  cross-travel  of 

trolley  carriage,  and  motor  and  controller  for  bridge-travel  of 
crane.  The  hoist  and  motor  can  also  be  furnished  complete 
Without  trolley  carriage  or  with  trolley  carriage  and  geared  hand 
bul   without  bridge  travel   motor  and  controller. 

The  Spragne  Electric  Co.  does  not  make  cranes,  but  will  equip 
them  complete  with  this  apparatus,  including  wiring.  A  very 
complete  description  of  the  hoist  is  given  in  Bulletin  No.  8209 
which  may  be  obtained  by  addressing  me  Sprague  Electric  Co., 
New  York. 

•tats? 

YVM.    WHAKToN.  .11;    ,V    in      INC. 


The   tastefully-arranged   exhibit   of   Win.   Wharton.   Jr.   &   Co. 
sle.ws  a  number  of  samples  of  si  .  work  for  street  rail- 

ways manufactured  by  this  concern,  particularly  their  "Mangan- 
ese'' steel  hard  center  work,  which  has  pr   veil  BUCh  a  great  8UC- 

thal  it  has  been  in  use  under  the 
heaviest  traffic,    a  worn-out  frog  of  girder  rail  construction  with 

great  attention;  it  was  exhibited 
to  prove  that  the  man-  el  centers  which  the  Wharton  & 

nally  do  out-last  the  adj  ining  rails.     Some  of  their 
samples  of  new  work  exhibited  show  the  details  of  the  construc- 
tion, and  the  peculiar  manner  of  fastening  the  .enters,  which  Is 
ire  that  even  under  the  heaviest  traffi"  the  centers  remain 
y  tight  ami  do  not  I  se.    At  the  s   me  time,  the 

method  of  fastening  is  such  that  the  centers  could  be  renewed 
.should  but  the  Wharton  &  Co.  state  that  in  all 

een  limited  to  only  a  very  few  centers 
which  developed  some  hidden  defect,  and  the  claim  made  that  It 
is  not  necessary  t  .  renew  their  111:1 1  -  iters  on  ac- 

COnnt   of  wear.      This  is   apparently   shown   by   the  worn  sample 
•  rred  to. 
The  Nichols  pn  I  switch  exhibited,  while  it  had  been 

shown  before  in  its  general  features,  embodied  a  number  of  lm- 
In  particular,  being  a  new  method  of  tightening 
up  the  bearing  of  the  tongue  pin.  ami  a  new  simple  fastening  de- 
■i  the  mm:.  p  which  protects  the  heel  of  the 

and  by  which  '  -    y  be  removed  should  it  be- 

-  try  to  take  out  the  int  of  some  acci- 

it.    This  type  of  tongue  switch  has  proved  a  most  marked 

the  tongue  from  throwing 

r  between  trni  -    and  the  heel  of  the 

k   down.      Tin'   standard   tongue   switch   of 

Wharti  shown,  had  already,  to  a  great  extent,  over- 

orotected  heel  switch. 

although   n  -  "11  worth  the  differ- 

•nnt  ..f  the  gre  1  regard  to  these  two 

The  man-  I   construction   for  standard  T-rail   work. 

of  wh  -  included  in  the  exhibit,  represents  a  com- 

paratively  ■  :  ture.   ami  _      ttly   improved   by 

Wharton  &  Co.  witliii  The  special  pieces  In 


1902.] 


DA  I  I.N     STREET    KA1!  \\  W     REVIEW. 


653 


chis  track  construction  are  made  ol  solid  manganese  steel  cast- 
The  abutting  rails  arc  Joined  t"  these  pieces  bj  means  of 
fish  plates  and  wings  extending  from  the  manganese  Bteel  east- 
ing, making  an  exceptionally  solid  j..iut.    Tins  class  of  work  is 
rely  used  where  permanency,  rather  than  savin;.'  of  lirst 
mitt  at 

Although  nn  samples  are  shown,  Wharton  &  Oo.  report  i 

the  manganese  steel  on  steam  railroad  tracks  and  ele- 
-i  phenomenal  results,  the  manganese  steel 
n  the  Pennsylvania  Railroad  having  out-lasted  as  many  as 
ten  ordinary  frogs,  and  being  still  In  use.    They  ais.i  have  re- 
cently furnished  rails  cast  out  of  manganese  steel,  in  curves  Eoi 
ted  road,  which  promise  to  exceed  all  expects 
_  ird  to  their  wearing  qualities.   Photographs  exhibiting 
track  work  manufactured  by  Wharton  ft  Co 
show  that  their  trade  extends  to  all  parts  of  the  world— Doxope, 
South  and  Central  America  and  South  Africa. 

*«* 

CONANT  TESTING    INSTRUMENTS. 


testing  Instruments  exhibited  by  R.  \v.  Conant, 

William  St..  Cambridge,  Mass.,  are  attracting  much  atten 

the  latesl  designs  which  ore  here  shown 

for  the  tir-t  time  at  an  A.  S.  1!.  A.  convention,    'flic  T  pole  bond 

own   in   Fig.    1   as  it   appears  when   being   used.     The 

prin.ii  Instrument  involves  th,.  us,,  of  :i  telephone  re 

ontacl  is  made  at  three  points  on  the  rail,  giving 

equal  length,  one  being  solid  rail  and  the  other 

including  the  joint:  then  a   resistance  box   is  manipulated  until 

ring  i<  heard  in  the  telephone.  Indicating  that  the  resist 

.'    the  two                          track  arc     then  equal.     The  position 
of  tie-  "balancing  switch"  shows  on  a   scale  the  ratio  of   i 
•  ctlon  to  He-  -olid  seci | r  equal 


■■t. 

a  center  pole  with  steel 
\  hlch  are  bolted 
blng  "in  on  the 

two  hardened   Steel   chisels 

I  their  centers,     The  edges 

•  I   In  tin-  d  '  he  length  of  the  rail. 

.  the  rail  length. 

i      The 

of  which  tin-  beams 

■■  ncd  to  the 

•  .  .1   on   the  rail, 

,  enter  chisel  edge  I 

Hie  hollow 
i    is  sprung 

ring  action 

ii  iii.ii 

\n  additional  means  Is 

cutting  effect,   by   pushing  the 

iter  chisel 


edges  io  ciu  through  the  scale  on  the  rail  produced  by  the  rolling 
action  of  the  car  wheels.  Inn  doc-  not  disturb  I  he  contact  of  the 
center  chisel. 

With  the  X  pole  connected  to  the  instrument  and  the  telephone 
in  position,  the  operator  places  the  T  pole  on  the  rail  with  the 
roil  John  al>.. ni  a  foot  from  the  center  chisel.  Tlie  instrument 
is    started    by    its    release   switch   at   the   side   and   the    balancing 

switch  is  placed  on  the  point  numbered  1. 


in     8     CONANT   MOTER  TESTER  IN  U8E. 

A  roaring  sound  in  telephone  indicates  that  balancing  switch 

i-  Io  he  \e,l  I,,  point  of  silence.     When  this  lias  been  done  the 

number  at    which  switch  stands  is  read  off.     This  number  shows 

the  value  of  the  resist! e  of  the  rail  Joint  In  terms  of  the  stand- 
ard length  of  rail  spanned  which  Is  3  ft. 

Fig.  '_'  Illustrates  the  Conant  motor  tester  In  operation  on  a  car. 
i  ipparatus  has  I n  adopted  by  a  number  of  roads.  Includ- 
ing Boston  Elevated  Railway,  and  is  reported  to  be  giving  per 
feet  satisfaction  in  every  res] i. 

*.  m  n 

IT  PATS 

"One  bad  accident  averted  pays  ti si  of  equipping  all  thi 

ears  on  an  entire  Bystem  with  the  Providence  fender,"  is  one  of  the 
very  substantial  reasons  advanced  by  the  Consolidated  Oar 
Fender  Co.,  of  New  York  city,  why  every  electric  car  In  the 
country,  whether  for  citj  or  Interurban  service,  should  have  one 

life  BaVing    devices. 

No  beiier  testimonial  to  the  efficiency  of  this  fender  could  be 
desired  than  the  hundreds  of  newspaper  clippings  thai  arc  being 

id  continually  at  the  New  J*ors  ofi I   the  com] y.  re 

latlng  Incidents  In  which  lives  have  been  saved  by  the  fender, 

in  the  Cities  where  the  I'roviilci fender  is  slandard, 

The  following  I     i    ample  selected  a1  random  from  these  clip 

plugs.     This  one  is  taken   from  the  KImira   IN.   Y.I  Advertiser,  of 

Se,,t.  2,  1902: 
"A  fender  on  a  street  car  and  a  great  preseii f  mind  on  the 

peri  Of  a   motornian  saved  the  Ufa  of  a   boy  at   the  cincr  of  Lake 

and  i  iburch  Btreel  80  o'clock,    a  ,-ar  running  south 

o  hit   the  lad,   when   the  torinan  dropped  the  fender 

and  the  boj  ed  Into  It    Bystanders  were  horror  stricken, 

but  before  anyone  could  gel  to  ulm  the  boy  climbed  out  of  the 
fender  and  ran  like  a  deer  up  Lake  street  and  nobody  could  got 

■ ." 

'     i    HARRINGTON,  13  Oortlnndt  St.,  New  York  City,  dealer 

■   '  9.1      applies,    bus    purchased     the     entire     plant 

■  formerly  made.  The  plant  has 
ben  dismantled  and  removed  to  the  Newark  factory  of  0.  J. 
Harrington,   and    hereafter  the  well-known   "Medbury"   insula 

trie  miiw  . i    material  win  be  sold  under  the  t [at 

rington  ttade  name  ol    Bmpire."    The  firm  iihh  space  No  8  al 


DULY    STREET    K\II.WAV     REVIEW. 


i:\l.lliii   11. ill  iii  I'.ir  it  i 'Hon  vviili  i In-    LS.B     \    

von  t  loo;  h1*o  Parlor   B  nt   the  Hotel  Cadillac,  where  It   « ill  en- 
tertain Ita  friend*     All  are  cordially  Invited  i>>  <  Islt  both  ibw 

9  9  9 

THE  sti:i;i.im;  mi:  VKKH   EXHIB1  i 


Oh    l  ill    6P01       I'ii   'I 


The  exhibit   of   the   Bterlli  i    Co.  at   Bpace   No    M    In 

eludes  samples  of  all  thai  c pony's  products,  ai g  which  are 

the  Sterling  safety  brake,  the  Sterling  Baud  i'"x.  the  Sterling 
fender,  and   fare  registers,     The  brake,  sand  box,  and   fender 

are  all   shown    n -d   »,   thai    visitors   may   sit   the    mode 

,,i  operation  In  service.  01  fare  registers  there  are  some 
six  ,  t  seven  kinds,  and  "i  these  the  new  Sterling  No.  5  will  prob- 
ablj  attracl  the  most  attention,  especially  from  ihanlcal  ex- 
perts who  understand  the  problems  to  be  Bolved  In  register  con- 


THE  STEM-INU   HO.  S  WITH   Ci'VKK  "II 


structlon.  The  No.  •">  is  a  development  and  an  evolution,  and  yet 
embodies  o  nnmber  of  ideas  n  i  heretofore  brought  out  in  fare 
registers,  and  the  manufacturer  is  Batisfled  that  this  is  the  most 
certain,  strongest  and  most  durable  register  ever  built.  All  wear- 
ing parts  are  of  steel;  the  number  of  parts  is  c pararJvely  small, 

thus  promoting  simplicity  and  strength  and  avoiding  complex  and 
delicate  adjustment     The  new  Sterling  "Double"  register  is  on 


"SISe^S^"^ 


THE  STERLING  1  ENDER 


exhibition  ;it  Detr  it  and  visitors  should  i a  the  lookout  for  it 

in  the  Sterling  "parlor."  There  are  also  the  well-known  numeral 
disk  register,  Sterling  No.  l:  the  stanch  old  "clock"  face,  Sterling 
the  Bleaker  94,  which  remains  the  standard  on  Borne  of 
the  largest  roads  In  the  country;  the  convenient  Meaker  portable, 
of  which  thousands  are  In  use,  and  one  or  two  more. 


H few   days  after  words  I   »iu  welkin::  towards  my  borne 

when,  "ii  turning  a  corner,  l  nearlj  ran  In  t"  No.  B8  clad  in  o 
tweed  suit  and  a  straw  bat  and  bavlng  n  marked  air  <>f  freedom 
about  iiim.     He  paused  j>  If  to  speak  t"  me  and  so  i  stopped 

iiml  s.m.I. 

mil-  a  day  "(TV" 

'  Vnlp." 

"Have  von  i|iiit ':" 
"Naup." 

\  acatJon?" 

i  lase  of  'had  to,'  " 
-I. .iy  oirv 
•iin." 

■  \\  bat's  the  matter?" 
"Ton  r'member  that  young  feller  with  th'  spec's  as  I  though! 

Was    ;l    BpOl 

"Te8,     i  ►  i < t  be  report  j  ou?" 

"Him?  Why,  he's  a  d'vln'ty  student  up  at  th'  sem'nary;  tir 
boys  I'm  mi to  him  for  a  Joke  Just  to  cod  me!" 

"Where  did  i  be  i  n  uble  come  In  then?" 

"Why,  von  remember  that  red  headed  Mick,  with  a  little  jag 
on,  as  sni  in  the  front  part  of  th'  car  the  same  night?  Well,  he's 
the  Feller  all  right,  all  right!  Special  from  one  o"  the  big.  d'tective 
offices  out  West,  best  In  the  biz  they  say,  an'  there's  a  whole  lot 
o'  the  boys  lookln'  for  him  wantln'  f  explain  things  to  him! 
Say — be  was  no  i'o  I.  that  fellow  wasn'1     fooled  me  t'  the  t •  ■] >  "' 

my  bent  an'  he  smi  linos  on  soi t  th'  slickest  men  on  the  lines. 

u'"i  •in  dead  to  rights,  no  chance  for  fergettln'  nor  'n  ajleyby— 
no,  sir:  ll.nl  their  time  an'  their  trip,  an'  passengers,  an'  cash, 
an'  transfers,  an'  tickets  an'  everything  down  pat  in  every  single 
case    oh,  he's  a  wonder,  dinged  'f  l  don't  admire  him!" 

"What  "us  his  report  on  you;  < I ■•  I  yon  find  out?" 

"Yes,  th'  old  man  always  tolls  us  the  facts.     <>h.  the  report? 

Say — it  w.-is  ,i  peach,  worn  like  ihis:    'C luctor  No.  89  is  either 

careless  or  cunning.     Pi i  previous  record  an'  from  character 

given  by  other  employes'  (some  o'  th'  other  hoys  been  blabbtn!) 
■i  should  say  the  kilter,  i  rec  mmend  30  days  lay-off  an'  a 
w.i ruin'  that  discharge  will  follow  nexl  adverse  report'  short 
an'  sweet-  like  a  roasted  chestnut  maggot  ain'l  It?  Oh.  he  had 
me  down  fine!" 

"Did  the  superintendent  show  yon  the  report?" 

"Not  he!    He  calls  me  ii x'  morning  an'  says,  'Mat,'  be  says, 

'here's  a  report  on  yon.'  an'  then  he  reads  it  an'  says.  Bays  he, 
'Does  it  go,'  he  says,  'or  do  yon  want  to  enter  an  explanation?1 
\n'  he  looks  iii  me  Borl  o'  gue<  r.  Now  I  know  th'  ol'  man  pretty 
well  ever  since  he  started  in  at  the  biz—an'  be  's  been  through 
ii  all  from  greastn'  track-up,  an'  I  know  from  th'  way  he 
looked  't  me  that  1  was  up  against  it  an'  I  thought  hard 
for  n  minute  an'  made  np  my  mln'  I'd  own  np  an'  take  my 
med'clne.  An'  while  1  wns  thinkin'  he  goes  on  an'  says,  'The 
man  as  made  this  report,'  be  says,  'does  not  look  like  a  young 
minister,  but  be  does  look  like  a  tipsy  Irishman'  them's  just 
his  words— an'  he  looks  at  me  sort  o'  queer  again  an'  1  says,  says 
I.  l  guess  the  report  stands,  sir— an'  shall  I  report  again  in  30 
days?'     An'  In-  si.is,  "Well,  that's  Dp  I"  yon.  Mat.      1 s  the  com- 

p'nj  ^ot  what's  comln'  to  it  after  this?'  says  be,  an'  I  says  'it 
does,'  .in'  be  Bays,  "Report  to  me  at  th'  end  o'  th'  time  an'  I'll 
give  you  your  run  hark  an'  yon  can  ■-••  'nd  get  what's  comln'  to 

yon   now.      An'   I  says.  'Thank  yon.  sir!'  an'  puts  off  to  the  rash 

irr's  office  an'  -oh,  my  stars!  If  there  wasn't  about  fifty  o1  the 
hoys  there  drawin'  their  pay  envelopes— an'  some  o'  them  draw- 
In'  their  last  unos.  too,  an'  wasn't  there  Borne  cussln'l  Say,  If. 
cusses  could  'a  burnt,  thai  spotter'd  been  a  cinder!  Ion  see,  he 
was  a  crack-a-jack  at  the  biz,  he'd  been  an  ol'  railroad  man  an' 
was  a  master-hand  at  dlsgulsln'  an'  he'd  spotted  most  all  <>' 
i in  in  under  a  dlffrenl  rig  Mick,  I  ingo,  Jew .  ci  on,  ol'  man.  young 
gal,  or  woman,  minister,  drunken  man  just  everything  yon  can 
think  of!    rn  !"■  blest  if  tin'  boys  wont  be  scared  to  knock  down 

after  this  it  there's  no  "i n  board  inn  a  three  months'  old 

baby— 1  believe  I'd  suspicion  my  ol'  gran' ther  after  what  they 

tor  me.  Weil,  ii's  learnt  me  a  lesson,  I've  got  a  little  put  away 
'a  a  savings  bank  an'  Borne  Bhares  'n  a  bulldlnlnloan  'sodatlon 

an'  I'm  gohV  I"  huy  my  tobacker  outer  my  own  money  after 
this — Kiiess  it'll  tasie  sweeter,  Good-bye,  sir.  see  yon  next 
month!" 


CKt.  g 


DAILY    STREET    RAILWAY    REVIEW. 


655 


SIXTH   REGULAR  ANNUAL   MEETING 

STREET  RAILWAY  ACCOUHTAHIS*  ASSOCIATION 

Detroit,    MicK.— Oct.   8— lO,    1902. 

WEDNESDAY  HORNING 
dent   H.  C.  Uackay  called  the  meeting  to  order  a<   10;45 
a.  in.,  and  Introduced  Bon.  I'   a    Blades,  Comptroller  of  the  City 
of  Detroit,  who  addressed  the  convention  as  follows: 

ADDRESS  BY  Ml:    BLADES. 

Mr.  President  Permit  me  sir.  at  the  Brsi  moment  of  mj  meet- 
ing you,  in  behalf  of  tin-  city  government  of  this  goodly  city  and 

ili.-  people  thereof,  "f  wl thi   ■    at     uo  better  in  this  world, 

tn  liiil  vim  a   most  cordial  welcome.     In  welc  iming  you  t>>  our 

city,   we  il with  tlie  assurance  thai   nowhere  on   iliis  round 

earth  will  you  Bud  brighter  sunshine  or  bluer  skies,  or  a  more 
beautiful  or  historic  river,  or  a  more  generous,  big  bearted  !"■  iple 
ihan  viui  will  tin. I  right  lure  in  Detroit.  As  in  our  bright  sun- 
shine, we  speak  on  general  lines,  for  1902  Is  an  exceptional  year. 
ami  w.-  .annul  promise  much. 

We  hope  that  while  hen-,  you  will  nol  Tail  in  visii  Belle  Isle 
Park,  beautiful  fur  situation,  an. I  we  think  with. ml  a  peer  in 
the  world.  As  you  are  guests  of  iia-  Detroit  Street  Railway  peo- 
ple, you  «ill  no  doubt  have  opportunities  for  visitim:  points  of 
historic  interest. 


j,-.,ti.T  ..r  i. 

Tin-  only  difficulty  I  to  fenr  i-  that  with  the 

■  ■  He    Detroit  sir.. -i  Itnllwaj  a-  chaperons, 

■I  of  lln  ir  railroad   troi  I.-,   and   troll. 

equipment*,  iimlorineii,  conductors,  and  ofll  Dp  to  Pres 

i  ill  of  lln  in  full  clear  up  lo  the  chin  of  the  beau- 

the  whole  systrm,  thai  thej  may  con 

on  should  soj  lo  any  01 i  them 

by   the  simple  Inquiry:   "Is   Mure  anything  else   in    Detroll    be 

■  •in'-"  ih.-.v   «ill  quickly  it 
i  ma)    lie  reminded  thai   Bowing 
riKhi  in  rroni  ..i  ie  Detroll 

nun. -i.  i   than  any 
other  mer  iii  the  world,  In  clean 

ii    the    land,    while    her 
peopl.  line   and    more    public    spirit    Ihan    i',m 

!-■  round  an)  w  lure  • 


We  should  be  glad  to  call  your  attention  to  our  street  railway 
system,  only  thai  yon  are  the  guests  of  that  corporation,  and  thai 
we  hardly  dare  lu  its  presence  to  tell  you  what  we  do  think  of 
it.  and  the  railroad  service,  for  Tear  of  its  reactive  Influence  on 
the  officers  to  make  them  think  so  much  more  of  themselves  than 
they  now  do,  there  would  be  no  living  with  (hem.  Confidentially, 
however,  to  you,  ii  is  the  best  street  ear  system  ami  the  best 
managed  of  any  in  the  whole  country.  1  note  that  ihis  eonven 
Hon,  like  some  large  railroad  trains,  is  run  in  sections,  and  of 
course  this  is  the  Mrsi  section,  or  aristocratic  section,  or  the  gov- 
erning section,  because  it  is  the  money  section.    Here  are  the 

ii  win.  handle  Hi.-  money,  gather  ii.  counl  ii.  direct  its  credits 

to  the  several  accounts,  and  departments,  and  account  for  it  In 
gross   and   detail.      Here  are   the   men    who   handle   the  sinews   of 

war  In  railroading. 

li  is  said  thai  no  chain  is  stronger  ihan  its  weakersi  link.  If 
this  link  should  give  OUt,  then  the  whole  thing  would  have  to  go, 
and  il  depends  on  you  men,  and  your  ass  eiates,  that  the  money 
earned  by  the  money  invested  and  the  labor  added,  shall   he  lion 

estly  gathered,  honestly  credited,  and  honestly  accounted,  and 
by  others  like  the  second  section  of  this  gathering,  judiciously 

expended,  then  the  whole  railway  family  will  he  happy,  the 
stockholders  in  dividends,  the  officers  and  men  down  to  the 
humblest  employe,  In  fair  and  increasing  salaries,  and  all  win 
in-  well,  imi  failure  here  bodes  disaster  elsewhere.  I  have  no 
Statistics  on    the  subject,   bu1    In  answer  to  some  inquiries.    I    1111 

deist  and  that  the  record  of  this  department  of  street  railway 
work  is  one  of  which  every  one  of  you  can  be  justly  proud. 

Still,  it  is  we  i  to  remember  that  often  it  requires  more  skill 
and  toll,  and  real  hard  work.  io  maintain  and  defend  a  record  or 
a  reputation  ihan  ii  did  to  make  ii.    An  Arabian  legend  or  tale 

that  I  read  in  my  boyl d  days,  has  often  come  to  me  helpfully 

in  mature  years  in  the  Bghl  for  life.  Two  chiefs  and  their  tribes 
had  long  been  at  war,  and  one  had  succeeded  in  mastering  the 
nihil-  to  such  an  extent  that  tin-  unfortunate  chief  called  of  couti 
>.-i  of  the  rerj  in  si  warriors  or  his  tribe,  and  the  question  sub 
mined  bj  the  chief  was.  -'Why  am  l,  wiih  as  good  men.  as  brave 
men    a-    lln-  desert    knows,    always   beaten    by    my   enemy  chief?" 

After  waiting  some  time  for  an  answer.  : hi  and  scarred  vel 

•  i :i ii  arose,  and  Bald  to  He-  chief:    "You,  sir,  have  as  brave  ami 

as  true  mi  ii  as  ran  In-  found  in  the  desert,  hill   your  enemy's  men 

are  better  mounted  than  an-  your  soldiers  The  mare  thai  linn 
chief  i'ides,  her  am. -st  us  have  ruled  the  desert  lor  many,  man] 

years,  ami  until  s. means  an-  det  Ised  r..r  horses  that  will  rank 

his  horses  for  speed  over  the  yielding  sands  of  (his  desert,  there 
is  imi  little  hope  for  you  or  your  tribe."  The  chief  dismissed  his 
sohii.rs  ami  s.-i  himself  down  to  solve  He  problem,  lie  finally 
reached  tin nclu  Ion  that   in   Borne  means,  either  fair  or  foul 

he  would    poi    •  ■        I II    el    In-    rival's   I .  i  >.  . ,  1  1 1 .  ■   man-   llial    he  rode 

in  ovei\    raid,  and  iinalu   decided   upon  iia-  plan  that   ii.-   would 

disguise  i If  a     ■  pool     Id   pilgrim,  ami  lay  himself  down  by 

the  pnth  wh.n   I,,  i  Hoy.  ids  rival  would  pass,  ami  on  in    approach 

would  beg   for  a  drink  of  wal.-r,  and  on  his  rival's  dismounting  lo 

give  him  ii.. ■  would  ir.v   I..  leap  upon  the  back  or  the 

coveted  mare;  and  so  he  did.  as  die  legend   :     • 

Lying  by  the  path,  dl  gul  .-.i  .,     :l  | ■  .,,  i.  pilgrim,  the  rival 

rhlel  ■  i'i»   riding  leisurely  along,  when  his  eye  caught  (he  form 

oi  i ie-  pilgrim     i  in .  i  in     i in    i ... 1 1-< i  the  request,  "For 

'in    love  of  God    ii  i hi    or  i  die."    The  chief,  die i 

Int.-.    in,  bottle  Of   wal.-r.   always   carried    bj    every   Irav 

pier  in  the  di   prl      He  cm.-  the  poor  pilgrim  to  drink,  ami  par 

thill]  mi i  around  to  drlnl    from  the  ti bottle,  and  assuage 

thirst      \t  this  opportune  ment,  the  pilgrim  wlih  a 


666 


l»\II.\     STREE1     RAILWAY    REVIEW. 


sudden  - 1 •  r i ■  i u  was  on  the  bach  ol  the  coveted  mare,  and  riding 

nwoj  with  ■  Joj  lu-  bear uld  hardly  hold,  when  the  v« 

the  chief  called  him,  "Stop  and  listen  for  a  moment"    Qurblng 

mj  Baj .     \  ou  are  welcome 

to  the  mare;  you  have  gained  ber,    bul  re mber,  bow  manj  ■ 

i pilgrim  lying  bj  the  path,  where  men  do  pass,  dylni 

thirst,  who  might  have  been  relieved  but  for  the  storj  ol  your 

treachery,  l  men  will  nol  dare  to  help  then  In  their  d 

and  the]  shall  die.    wiiii  the  mare  carrj  this  mei •>  with  you 

thai  shall  shut  out  all  ik-in  in  the  future."    Heal!  legend 

sa.\s  the  chief  replied,  "i  could  take  your  mare  and 
my  triumph,  bul  I  cannot  keep  ber  and  burden  mj  s..ui  with  the 
memorj  of  nan  dying  for  the  wanl  ol  help  thai  thej  might  have 
had,  bul  from  the  fear  of  others,  who  knowing  of  mj  treachery, 
refused  them  help  and  they  died.  1 1 >■:•<-.  take  your  mar.-,  and  l 
will  still  be  as  free  as  the  air  ol  the  desert" 

I  know  of  no  trust  more  sacred  than  thai  of  handling  ami  hav- 
ing custodj  of  other  people's  money,  and  no  treachery  is  more 
damnable  than  the  betrayal  of  a  trust  thai  destroys  the  confl 
dence  of  man  in  his  fellow  man.    Gentlemen,  I  believe  you  have 

the  p"st  of  ii r  in  the  Btreel  railway  Industries  of  tiiiv  country. 

There  is  no  place  In  the  ec 13  of  those  Industries  re  Im- 
portant, more  vital  to  theli                 than  is  your  place.     1  note 

thai  you  are  mostly  young  men.    1  1 gratulate  you  on  your 

Its  dignity,  and   Its   Importance,  and   1  congratulate  1 1  '■■ 

Btreel  railway  ipanies  of  the  country  that  U  In  you 

ami  your  associates  at  home,  so  competent  and  trustworthy  a 
body  of  men. 

in  no  department  of  human  life  and  Industry  is  the  old  simile 
of  the  human  body  more  forcefully  applicable  than  n>  the  Btreet 
railway  Industries  of  this  country,  tor  to  a  complete  human 
bodj  there  are  several  pans  and  organs,  each  dependent  upon 
the  other  for  a  complete  whole.  The  bead  cannot  say  to  the 
foot  "1  ha.  I  of  you,"  nor  the  band  say  to  the  e 

have  ii"  need  ol  tch  in  its  place  makes  a  human  bodj 

complete,  and  each  doing  its  work  perfectly,  make  existence  a 
Joy,  but  when  one  part  or  organ  becomes  diseased,  and  gets  off 
the  track,  or  In  your  parlance  "off  the  trolley,"  then  there  is 
trouble  all  along  the  line,  and  every  member  suffers,  and  so  it 

is  with  ti nterprises  with  which  you  are  connected.     When 

every  member  and  organ,  fr the  president  down,  are  faith- 
fully doing  their  best,  to  serve  the  public,  and  earn  the  money 

they  charge  and  get,  s -times  as  much  i<>r  poor  Bervlce 

good  Bervice,  it  secures  cheerful  patronage  and  prompt  pay  and 
no  grumbling.  Plentj  of  money  and  no  grumbling  makes  everj 
one  peaceful  and  happy. 

Gentlemen,  1  hope  that  In  Detroit,  In  this  month  of  October, 

iinij.  you  »iii  have  the  best  and  the  must  profitable  1 vention 

you  have  ever  had,  and  when  you  have  completed  your  labors 
incident  to  the  convention,  and  turn  your  eyes  toward  home, 
and  wife  and  children,  as  1  at   tirst.  and  repeat   11   again,  bid 

you  a  heart]   w.i so  then,  1  will  bid  you  "God-speed  and 

:i  Bafe  journey  homo-"  Gentlemen,  I  sincerely  wish  you  Buccess, 
nnd  prosperity,  which  1  believe  you  richly  deserve. 


President  Mackay  expressed  to  .Mr.  Blades  ami  the  people  of 
Detroit  as  represented  by  him,  the  thanks  of  the  Association 
for  iia-  kind  woi  Is  oi  welcome  Just  conveyed  to  the  meeting,  .  nd 
assured  their  hosts  that,  although  the  office  of  accountant  did 
not  carry  with  it  as  a  rule  the  gift  of  oratory,  the  feelings  of  the 
members  are  just   as  sincere  and  grateful  foi  pitallty 

shown,   as   if  they    were  expressed   in    words  ol'  the   Choicest   elo 

quen< 
Tii.'  President  then  read  his  annual  addri 

ADDRESS  i'I'    Till':   PRESIDENT. 


It  is  with  great  pleasure  I  rise  to  welcome  you  In  this  beau- 
tiful   city,    to   the   sixth   annual    convention   of   this   Association, 

and,  in  this  mectlon,  1  desire  to  express  my  gratification  at 

tie-  confidence  you  have  reposed  in  me,  by  the  election  to  the 
position  which  makes  it  both  my  duty  and  my  pleasure  to  pre- 
side over  tin-  deliberations  of  this  representative  body.  1  trust 
the  meeting  will  prove  to  be  as  Instructive  and  Interesting  to  our 
members  as  the  previous  01  been. 


1  baa  established  a  reputatl if  which  we  may 

feel  proud.     In  It  brought  order  out  oi   chaos 

irmulatlng  a   "Standard  <  ';.■  traction  and 

lulrements  of  the  vari 
..us  Interests  represented  from  all  pan  onntry,  and 

tual  practice  w  Ithout 
the  necessity   ol  amendment,  demonstrate 
and  siinly   which  It  received. 

Lssoclatlon  has  adopted  a   "Standard  Dnlt  of  Compari- 
son" which  has  furnished  the  means  of  making  correct  compart* 
1        unit,  the  car-hour,  will  continue  to  be  appreciated 
in  re  and  more  more  general. 

The  work  of  our  Association  has  been  the  means  of  elevating 
indard  of  the,sclencc  ol  Btreel  railway  accounting  until  it 

has    l„  ,|    as    the   corner   Stone   of   si BS       It    has* 

relations  ti Derating  and  the  ac 

Counting  departments  to  their  mutual  ailvauta. 

Willi  the  foresight  which  has  characterised  the  work  of  this 
Association  generally,  it  has  seen  the  neci  ecuring  the 

co-operation  ol  the  National  Association  of  Bailway  Oomm 

number  oi  stales  thi  authority  t<> 

i,e  the  methods  of  ac intlng  to  he  used  by  electric  roads. 

Without  their  c  -operation.  It  will  be  readily  seen  that,  at  least 
in  lie-  lie  results  would  have  been  to  nullify  the  work 

of  our  Association,  ami.  without  going  lot  .  the  details,  or  which 
you  are  aware,   we  secured  by  that   honorable  body,  the  adop- 
Iflcation  of  construction  ami  operating  ex] 

and    forms   of   report,   due  .red it    being  given   to  our   Association. 

ami  acknowledgment  made  by  it  of  the  vaJ 1  our  work.    The 

slates  of  .New    York  and  < '.  client   have  put  this  in  use.  and  all 

electric  roads  in  th  >se  stales  now  report  to  their  respective  com- 
missioners in  accordance  therewith. 

Your  attention  has  heretofore  been  directed  to  the  efforts  that 
have  been  mad.-  to  Becure  ti nactment  of  legislation  that  would 

Iways  in  the  same  ca  -team  roads,  and 

1  particularly  wish  to  emphasize  the  fact  that  t  10  great  import- 
ance cannot  he  attached  to  the  policy  of  continuing  our  very  cor- 
dial relations  with  the  a-  of  railwaj  commissioners. 
This  desirability  increases  in  corresponding  rati,  with  the  adop 
tion  of  our  system  by  each  additional  stale. 

our  Association  has  been  official!]  represented  at  the  last  three 
conventions  of  the  National  Association  of  Railway  Commission 
eis.  as  explained  by  my  predecessor,  -Mr.  w.  r.  Ham,  in  his  an- 
nual address  i,,  this  Association.  We  have  been  honored  bj  be- 
ing elected  as  honorary  members  of  the  Ass  elation  with  privi- 
lege of  dei.ate  on  matters  of  accounting,  ami  accorded  a  repre 
seniatiou  of  three  delegates  at  all  subsequent  conventions,  thus 
placing  our  Association  on  the  same  f  otlng  as  the  iasoi 
of  American  Railway  Accounting  Off 

During  the  past  year,  the  president  of  the  National  Association 
oi  Bailway  Commissioners  further  b red  as  bj  the  appoint- 
ment >  1  our  Mr.  C-.  N.  Duffy  as  a  member  of  the  commit) 1 

"Railroad   Statistics,"  to  report   at   the  Charleston  Convention, 

mry  11.  12  ami   1:;.  1902,     in  view   of  the  foregoing,  your 

president  appointed  as  the  rest  of  our  accorded  representation, 

Mr.   W.   ]■'.   Ham,  of  Washington.   I  >.  I'..  ami   myself. 

1  tur  efforts  were  directed  mainly  toward  securing  through  in- 
dividual  members   the  adoption  of  our  classification   in 
win-re  rep  ris  are  required,  and  towards  cementing  the  many 
friendships  heretofore  formed,   ami    we  arc  confident  thai   the 

own  will,  in  the  near  future,  bring  forth  fruit. 

Ill   accordance   with  a   resolution   passed   at    the   San    Francisco 

Convention  ot  the  National  Association  of  Railway  ('ommission- 

ors.   a   committee  Ol    three   was  appointed    to  prepare  a   standard 

form  of  report   for  electric  roads,  and  to  report  at   the  Charleston 

Convention;  this  committee  to  confer  with  a  committee  of  like 
number  to  he  appointed  by  our  Ass  elation. 

A  meeting  of  this  joint  committee  was  held  ill  New  York,  Jan. 
In,    IQ02,  where  the  matter  received  consideration,  but.  owing  to 

-  .a'  the  chairman  ol   tin-  commissioners'  committee, 

ami  to  the  limited  time  ivention  it  was  decided  that 

oleic  statistical  report  could  not   '"•  got   out   which  would 

relied  Ittee,    and    it    Was    derided    to    So 

to  the  convention,  suggesting  that  the  matter  go  over  for 
another  year. 


Oct.  9,  190.2.] 


DAILY    STREET    RAILWAY     RE\  I 


657 


gret  iiiai  none  of  the  commissioners'  committee  was  pres- 
ent at  the  convention,  no  report  being  submitted,  nor  action  taken 
in  the  matter. 
y.  or        -  9  pleased  to  report,  however,  that  he  ha-  re 

--     .in,-  from  Mr.  B.  V.  Oharbourne,  the  president 
of  that  Association,  of  his  hearty  co-operation  In  this  matter,  and 
of  tho  re-appointment  of  the  sumo  committee,  to  confer  with  a 
mmittee  ir  m  our  Association,  in  order  to  present  a  report! 
at  tu.'ir  next  convention,  to  be  held  In  July,  1806,  further  assur 
tbat  the  report  would  receive  careful  consideration  bj 
ition.    lu  accordance  therewith,  Mesars.  Wm.  P.  Ham, 
KIiiht  M.   White  and  C.   N.  Duffy   were  reappointed  as  the  coin- 
who     will     present     to    this    body    the    reports    Of    their 

labor.    A  meeting  of  this  committee  was  held  at  Atlantic  City, 
\.  J..  May  22,  si  and  -J4.  190B.  where  the  subject  was  given  the 

ireful   serutiny  that   always   marks   the   work  Of  thi 

of  which  this  committee  is  composed,  and  doubtless,  their 
efforts  will  be  acceptable  to  both  Ass  clatlons.  in  this  connec- 
tion, the  committee  report  that  they  had  the  assistance  of  our 

igley,  of  Philadelphia,  and  Mr.  Judson,  the  accountant  of 

.v    York   State   Hoard,    which   is   very   gratifying,   inasmuch 
-  the  mutual  feeling  Of  Interest  In  this  w.  rk. 

in  the  preparation  of  the  program  for  this  convention,  your 

deavored  to  secure  subjects  of  general  Interest, 

believing  that  the  Interest  in  i  ur  meeting  and  the  benefits  derived 

•  ime  will  be  proportionately  greater  than  by  the  discussion 

irherein  only  a  limited  number  of  our  members  are 

Special  matters  can  be  considered  alter  we  have  sat- 
eral  problems, 
lu  view  of  the  financial  difficulties,  receivers  .  that 

el    railway   interests  during  the 

which,  in  my  Judgment,  hat urred  by  reason 

of  erroneous  met!  II  "as  my  firel  intention  to 

:  paper  prepared  and  presented  to  this iventlon  on  "Cor- 

Lcconntlng  Methods  for  Electric  Railways,"  being  a  treatise 
broad,  underlying  principles  of  Accounting,  Including   Oe 
preclation,  Injuries  and  Damagi      -  -   Fund,  etc.,  w 

,,r  Instilling  Into  the  minds  of  those  who  have  thi 

•  ■  direction  of  street  railway  affair-  1 1 1 •  -  vital  i 

dequate  provision  for  depreciation, 

an  expre-  -  nlon  on  1 bis  subject,  a  eh 

letter  was  mailed  to  aboul  one  hundred  of  the  different  street 
this  country,  asking  whether  the  robjecl  would 

■    to    them.      The    replies    were    prael  lea lly    unanimous    ill 

■  I    the    replies    received    slateil    thai,    while    ol 

:u  their  ,  pinion,  going  beyond  the  Jnrisdlc- 

k  iation  to  discuss  matters  of  policy,  and,  as  we 

are  but  antes  being 

d  some  ,  r  n-  uol  even  being  officers  of  n >m- 

-  we  represent,  it  might  be  presumptuous  to  vote  on  such 

intants,   we  are  expected  to 

tarnish  true  accounts  and  true  methods  of  accounting,   which 

ail  the  provlsl  ii-  mentioned,     in  deference  to 

have  refrained  from  bringing  H  before  tl 

rentlon  foi  but   i  cannot  permit  the  opportunity  to 

il  views  up  n  this  subject, 
Ithonl  in  i  ng  the  work  of  our  A 

oted  a  great  deal  of  i  Imi   I  i  mat 
•  mting.  with  scarcely  a  moment's  dla- 

,  of  ,,ne  of  the  very  foundation  -ton, 

on  of  the  manner  by  which  road-  have  been  re- 
i  ,,r  the  failure  to  ap- 

II    Ik    Inn  I  ■  fer    to 

ntiou  by  i  olonei  T.  8.  Wll 
l.vn  Rapid  bereby 

■•I.  lined. 
| 

di  dm  tlon    from    Income, 

i  during; 
Only  formed    by   the   general 

'ii    them    lie 

,il   propci 

, i.  and 


The  fallacy  of  this  line  of  argument  is  to  my  mind  so  apparent 

that   1  ueed  ;    say   that,  if  the  same  policy   were  continued  to 

the  expiration  of  the  franchise,  and  the  company  obliged  to  cease 
operations,  there  would  be  a  depreciation  ranging  from  practical- 
ly nothing  on  the  portions  that  had  just  been  renewed,  to  almost 

total  value  on  the  portions  which  were  to  be  renewed  within  the 
near  future  had  the  company  continued  to  i  pernio. 

■  niy  tiiis.  but  the  method  of  charging  heavj  reconstruction 

Charges  Into  op,  ration  is  destructive  Of  all  comparisons.  This 
provlsl   n    for   depreciation    must    not    lie    considered    as    covering 

ordinary  maintenance  or  repairs  which  must  be  charged  to  oper- 
ating expenses,  bul  applies  when  the  property  can  no  longer  with 
economj  i»-  repaired,  and  must  be  renewed  or  replaced.  As  an 
Illustration,  we  «iii  assume  the  life  of  a  track  to  be  fifteen  years. 
\  company  constructs  five  miles  the  lirsi  year  and  a  correspond- 
ing   mileage   each    succeeding   year   tor   the   next    fourteen   years. 

\uw,  at  ii"  beginning  of  the  sixteenth  year,  with  a  total  track 
mileage  of  76  miles,  u  becomes  oei  essarj  to  replace  the  five  miles 

luiilt  the  first  year  In  order  to  retain  the  original  track.  This 
expense,  amounting  to  one-fifteenth  of  the  total  track  construc- 
tion, has.  no  place  in  a  properly  account,  as  il  is  simply  a  re- 
newal of  Whal  has  Inch  already  charged  In  the  property,  hut 
must    be    included    in    operation    unless   provision   has   been    made 

for  a  Depreciation  Reserve,  as  before  mentioned.  Bear  In  mind 
that,  bj  charging  against  income  monthly  a  .sum  sufficient  to 
cover  this  depreciation,  you  are  distributing  this  expense  over 

the  period  during  which  the  depreciation  is  going  on.    it  is  n< s 

sary  that  provision  be  made,  not  only  for  such  depreciation,  but 
reserve  funds  musl  i reated  to  preserve  the  capital  Intact  from 

loss,  which  nia.v  at  any  moment  he  sustained  through  serious 
accidents,    etc.      There   are    unsettled   suits   and   claims   for   dam 

ages  always  banging  over  every  company  which  has  been  In 
operation   tor  anj    length  of  time,  and  this  contingent   liability 

should  appear  on  the  I kg  and  he  anticipated  by  proper  charges 

against  operation,  thus  creating  an  injuries  and  Damages  Re 
serve  Fund,  and  a  like  provision  should  be  made  to  cover  un- 
insured fire  losses. 
sinking  Funds  should  he  created  to  retire  outstanding  bonds  at 
■  iturlty,  ami  to  guarantee  the  return  of  original  Investment  to 
the  stockholders,  mis  being  particularly  applicable  to  all  Bystems 

operating  under  limited  franchises. 

These  funds  should  not  be  mere  b  ok-keeplng  accounts,  but 
should  consist  of  Interest-bearing  securities  held  in  trust  for  the 

nlar  purpose,   and   liol    assignable  to  anv    other   use. 

To  my  mind,  one  of  the  strongest  arguments  that  can  be  used 
to  refute  the  statements  of  agitators  for  municipal  ownership  is 
public  accounting  and  statt  ments  of  true  costs  and  profits,  which 
would  uave  the  effeel  of  strengthening  our  securities. 

.    it    not    as   an   associali    n,    we  can   and    should    use 

our  iniiu e  in  mis  direction,  and  1  consider  we  would  cot  be 

perform! duty,  were  we,  realizing  the  danger,  in  permit 

without   protest   the  contlnuatl if  err  us  methods  simply 

on  the  theot      I I   Involved  a  question  ol  pollcj  and  that  the 

directors    were    responsible    for   that     The    directors,    without 

doubt,  feel  that  the  head  of  the  ace ting  depart at  will  give 

them  the  benefit  ol  bis  experience  and  show  them  the  ultimate 
■  i  policj  affected  by  accounting  methods. 
iiizaiin  Is  being  conducted  with  the  desire 

ou  the  part  ni  the  dire i   making  o  Battering     bowing  in 

order  i iload  their  securities  at  a  hand  ome  profit    I  be  account 

Ing  officer  offering    o    uggc  tlon  would  have  only  labor  foi 

Ills   pains,    but    I    I pliun-lic   ci y|,    i,     believe   that    these  are 

options;  that   the  great   majorltj   are  laboring  to  secure  fair 
upon  a  permanent  Invostment,  and  arc  desirous  of  bav 
Ing  onl]  correct  ace  untie  used. 

We  an-  reminded  of  tb an]  courtesies  received  by  us  at  the 

I i-  of  the    Imorlcnn  Street   Railway   Association,  and   I  am 

ledge  our  o  i  ■ Ion  ol   I  be  1 1 We  are 

vise  Indebted    to    the    "Street     Railway    Review"  and   the 
"Street  Railway  .1 Tinl"  tor  the  Interest  they  have  always  tal  •  n 

in  our   welfare,  and   gladly   give  Ihcui   credit    for  a    great    deal   Of 

i  in-  mi.  ■  ■  i .i  our  efl  il  I 

Wo    h  ■       ■■       ■  ; Imi      !-,[,,  ,,, 

Ac i  ,         v  h i,  ii  is  prepared  to    lib 

lull  llcll       0  trust    will   bring  onl 

ii    full    and    cuiipl.  ,  ,    ,     ni/,,.    Hi,,    many    eon 


658 


DAILY    SI  REE  I     R  Ml  AY  \Y    REVIEW. 


[Vol,  XII.  No  3 


Ulctlng  Ideal  relative  to  iiii-  verj  Important  brancb  of  our  work. 

I  desire  to  thank  tbe  gentlemen  who  have  so  readllj  responded 
lo  my  request  to  prepare  and  present  to  this  b  dj  the  various 
papers  and  matters  for  their  Information,  and  the  memben  of 
the  various  committees  who  hove  Riven  their  time  and  study,  and 
i  .  our  wortbj  and  efficient  secretary,  to  whom  we  are  Indebted 

fur  tbe  printed  copies  ol   these  articles  having  i n  placed  al 

our  disposal  in  time  for  careful  study  before  this  convention. 
I  trust  this  policj  »iii  hereafter  i"-  readllj  followed,  as  it  permits 
of  much  more  c  mplete  discussion.  The  necessity  of  having  copy 
in  bands  of  tbe  secreturj  not  later  than  August  ISth  la  respect 

fully  urged   upon   mben   contributing    papers  or   reports,   In 

order  that  the  minimum  expense  and  labor  be  Incurred.  In  ac 
cordance  with  the  anthorltj  granted  by  the  last  executive  com- 
mittee, your  president  bas  appr  ved  for  payment  vouchers  cov- 
ering the  traveling  expenses  of  members  of  committees,  there 
being  ao  reason  why  expenses  Incurred  wholly  on  account  mid 
r, ,r  the  Association's  benefit  Bhould  be  borne  bj  the  individuals, 
in  view  of  Hi"  financial  condition  of  our  Association. 

four  attention  is  respectfully  called  to  the  desirability  of  here- 
after Incorporating  in  the  annual  report  of  onr  convention  the 
"Classification  of  Accounts  and  Forms  of  Annual  aud  Monthlj 
Reports."  This  can  be  added  i"  and  kepi  up  with  very  little 
labor  and  expense,  forms  for  same  being  locked  up  and  set  aside' 
by  the  printer  for  the  us,'  of  each  succeeding  report  The  ad- 
vantage of  tiiis  being  that,  by  referring  to  the  last  rep  irt,  it 
will  be  possible  t"  gel  the  complete  and  corrected  classifications, 
etc.,  without  the  necessity  of  reading  through  the  various  reports 
to  ascertain  what  action  was  taken  up  n  any  given  subject.  Any 
amendments  or  changes  would  thus  be  readily  seen  by  a  com- 
parison with  the  previous  report  The  necessity  of  a  standard 
classification   of  construction   and   operating  accounts  covering 

the  lighting  business  is  becoming  apparent  by   reas t  the 

Increasing  number  of  electric  railway  companies  that  are  ab- 
sorbing lighting  systems.  The  act-omits  euvering  the  operation 
and  maintenance  of  a  railway  power  plant  apply  with  equal 
force  to  a  lighting  plant,  and  with  Blight  modifications,  tin' 
General  Expense  accounts  are  likewise  applicable,  thus  leaving 
only  the  cosl  of  dlstributi  u  to  be  provided  for.  These  few 
accounts  could  be  added  to  onr  present  classification. 

Tbe  lack  of  a  "Standard  Classification  of  Lighting  Accounts" 
was  very  forcibly  brought  t>  mind  by  the  receipt  of  a  letter 
from  .Mr.  T.  C.   Martin,  expert   special  agent  of  tin-  Electrical 

Division   for  the   Uth   United   States  Census,   in   which   be  stated 

thai  blanks  of  Inquiry  were  being  prepared  for  statistical  In- 
formation Covering  the  street  railway  industry  Of  the  United 
States,  and  that  these  blanks  were  to  follow  very  closely  the 
classification  of  accounts  as  prescribed  by  bur  Association,  as  far 
:is  the  railway  features  are  concerned,  but,  Inasmuch  as  the 
statistics  of  the  lighting  industry  were  likewise  being  compiled, 
it  was  necessary  to  have  similar  detailed  statements  of  earnings, 

expenses,    etc-.,    for    that    de|  .a  rt  ineiit .      It    is   t  ■    lie   regretted    that 

we  were  not  prepared  to  submit  a  classification  for  their  guid- 
ance, the  Importance  of  which  is  very  manifest. 

During  the  past  year  the  secretary  has  had  printed  and  dis- 
tributed  to  all  members  the  verbatim  report  of  the  organization 
meeting,  thus  completing  the  history  i  t  this  association  from  its 
inception  to  the  present  meeting.  I  think  we  will  all  appreciate 
the  value  of  this  work,  which  has  been  gol  out  with  the  usual 
good  taste  displayed  by  Mr.  Brockwoy. 

it  is  gratifying  to  be  aide  to  report  that  cur  finances  are  in 

yerj    gOOd   Shape,   and    while    We  continue   tO   lose  some   of   our  old 

members  througl us  lldations,  the  interest  In  the  Association's 

welfare  has  brought  In  new  members,  more  than  enough  to  offset 
sses.  Persistent  and  aggressive  solicitation  by  Individual 
members,  as  well  as  icy  the  Association  officials,  is  necessary  to 
maintain  cur  average  Increase  in  membership,  Our  secretary 
■  lit  circulars,  and  otherwise  made  especial  efforts  i,,  read) 
the  street  railways  of  this  country  who  are  not  m-  member- 
ship list,  and  particularly  those  who  are  members  of  tbe  Amer 
lean  Street  Railway  Association. 

We  trust  the  reputatl  n  we  have  established  of  promptly  and 
systematically  threshing  out  the  wheat  from  the  chaff,  throwing 

out    the-   obsolete    methods   and    agreeing    upon    those    which    will 

Increase  the  efficiency  of  our  depart nts.  and.  at  the  same  time 


the  usefulness  of  ihis  Association,  will  be  maintained.  Let  me 
remind  yon  thai  we  such  and  all  owe  to  the  Association  and  to 

tin-  companies  we  represent  pr pt  and  faithful  attendance  at 

nil  meetings, 

o 

Then  followed  the 

REPORT  hi     EXECUTIVE  COMMITTEE. 

The  report  commented  on  the  gain  in  membership  and  rec • 

mended  that  memben  in  arrears  for  dues  for  two  years  bs 
dropped,  :■  1 1, l  that  the  Association  Reports  be  withheld  tram 
other  delinquent  companies. 

The  committee  stated  that  it  had  had  approved  the  publica- 
tion of  a  monthly  bulletin  to  contain  such  current  items  of  in- 
terest   that    will    keep   the   mcml  id-ship    ill    tOUCb    with    the   A 

lion,  and  that  the  books  of  the  treasurer  bad  i n  audited  and 

round    correct. 

Secretary  Brockway  then  read  his  report 

REPORT  OF  THE  SECRETARY.  AND  TREAS1  KKK. 

1    beg    tO  present    the   following   as   tin-   report    of    t  li  i-   office   I  ■  l' 

the  year  just  ended: 

Record  of   Membership. 

i  ii'gantzatlon   Members 26 

1897 1- 

1898 82 

1898 34 

1900 -1 

1901 25 

1902 19 

Total —       168 

Withdrawn. 

1897 1 

1898 ! <i 

1899 - 

1900  (caused  principally  by  consolidations) 29 

1901  "  "  "  11 

1902  "  "  "  7 

Total *8 

122 
The   New  Companies  are: 

People's  Tramway   Co Putnam,   C   mi. 

Muscatine  Electric  Ky Muscatine,  la. 

Providence  &  Danielson  Ry Providence,  It.  1. 

Rich ml  Passenger  ,\-  Tower  Co Richmond,  Va. 

Jacksonville  Street   Kail  way  I'd laeksonvillc.   l'la. 

Railways  *t  Light  Co.  of  America Baltimore,  Md. 

Conipauia  Ltd  de  Tranvi.is  filectricio  de  Mexico.  .City  of  Mexico 

citizens'  Traction  Co oil  city.  Pa. 

Natchez  Electric  Railway,  Light  &  Power  Co. ..  .Natchez,  Miss. 

Cincinnati,  Dayton  &  Toledo  Traction  Co Hamilton,  i  >. 

Austin  Electric  Ry.  Co Austin,  Tex. 

Springfield  &   Eastern  Ky Palmer,  Mass. 

Albany  &  Hudson  Railway  *  Power  Co Albany,  N.  Y. 

Rhode  island  Co Providence,  R.  I. 

Portland  R.  R Portland,  Me. 

Springfield  &  Nenia  Traction  Co Springfield,  o. 

Trans  St.  Mary's  Traction  C Sault  Ste.  Marie.  Mich. 

Jackson  Electric  Railway,  Light  &  Power  Co fackBon,  Miss. 

Newton  Street   Ky Ncwtonvillc.   Mass. 

Resigned: 

Toledo.  Bowling  Green  &  Fremont  Railway  Co Toledo,  O. 

Wilmington  city  Railway  Co Wilmington,   Del. 

United  Traction  Co Pittsburg,   Pa, 

Cltj    Electric  Ky Port   Huron.  Mich. 

Norfolk  Kail  way  &  Light  Co Norfolk.  Va 

Bridgeport  Traction  Co Bridgeport,  Conn. 

Southern   Traction  Co PlttBDUTg,    Pa. 

Financial    Transactions. 

Balance  on  hand.  Oct  1.  1901 $1,583  68 

Received:   Applications s   380  '«> 

Received:  Hues  for  1902 1,740  00 

Dues  for  1901 20  00 

Interest    on    deposits -I    -'- 

2,164  JJ 

Total S3, 717  '.HI 


' 


PAILY    STREET    RAILWAY     REVIEW, 


659 


Disbursed:  Salary,  secretary I  500  ":l 

Oommlttee  traveling  expenses 374  63 

I'riiitinir  two  Reports,  etc T10  95 

Stenographer,  1901.  convention 110  <*< 

Expenses,  1901  convention 89  '■'•' 

Expenses,  secretary's  office 273  07 

Advance  expenses  Detroit  convention 82  50 

laneoos ,;  45 

'J.hh;  '.it 

fash  on  Band: 
(Home  Barings  Hank.  Toledo,  O) 1.087  08 

i  Van  Korden  Trust  «...  New  York) 613  85 

1,640  93 

Total $:.T47  90 

Unpaid  dues  amounting  t"  (300  are  now  outstanding. 
In  addition  to  the  usual  routine  work  of  the  year,  there  lias 
been  published  ami  furnished  to  the  members  the  verbatim  re- 
port of  the  meeting  held  in  Cleveland,  <>..  March  23-24,  l s:i~.  at 
which  this  association  was  •  rganiaed.  As  explained  in  Its  pre- 
face, tliis  was  published  to  supply  the  demand  caused  by  its  not 
having  been  printed  In  a  form  to  correspond  with  the  regular 
annual  rt'i«ort. 

During  the  months  of  August  and  September,  the  work  of  the 
office  lias  been  carried  on  under  greal  disadvantages,  caused  by 
the  removal  of  the  secretary  from  Sew  Orleans  to  New  York. 


•  in  motion  tli>'  report   was  accepted. 

Tin-  first  paper  on  the  program  was  then  read: 

i  oU.Ki-TIoN    ANH    REGISTRATION    OF    FARES   <>N    CITY 
A.M>  SUBURBAN   LINES. 


By  William  C.  Sampson.  Treasurer  of  the  Union  Traction  Com 
pany,  of  Indiana. 


i  nir  company  baa  been  In  search  of  a  satisfactory  system  for 
the  collection  and  registration  of  fares  upon  Interurban  cars 
from  the  time-  we  began  to  operate  lines  requiring  a  variety  ol 
den  inination  of  cash  faros.  \\v  have  passed  through  «  series 
>.f  experiments,  laying  aside  various  methods  as  a  now  one  pre 
sented  Itself  which  seemed  better  than  the  old  plan  then  in  use. 

Tin-  first  plan  in  vogue  was  to  colled   by  sections  requiring 
aaeb  passenger  to  pay  a  5-cent  faro  for  each  section  traveled 
each  fare  being  rum:  up  separately.    This  plan  was  used 
ii|hiii  the  lino  running  from  Anderson  i  ■  Marion,  a  distance  of 
:n  mile*,  and  the  fare  being  required  each  through  pas 

senger  to  pay  his  fare  seven  times:  and  hail  the  same  plan  been 
need  upon  the  kfuncie-Indlanapolis  line  each  through  passenger 
would  bare  bad  to  pay  i::  times.  This  plan  proved  Imprac 
Ucabta  for  our  system  ami  was  soon  discarded. 

The  next  system  pal  Into  practice  was  the  torn  ticket;  one 
portion  going  to  the  passenger  ami  1 1 1 « •  other  io  the  auditor. 
The  form  of  ticket  usisl  was  one  with  all  stations  printed  SCTOSS 

.  >>r  the  ticket  ami  also  diwn  the  lefl  hand  margin,  and 

ring  was  regulated  by  a  tal  square  which  would  lean 

■  .nut  paid  by  the  passenger  n| inch  portion  of  tin-  tlcl  i  I 

in  tin-  angle  of  the  square,    This  system  was  operated  without 

ration.    The  tickets  were  consecutively  numbered  and 
doctors  were  required  to  account  for  nil  tickets  charged  against 
them.    The  principal  difficulty  wttit  t * •  j  —  system  was  the 

'  the  conductors  in  tearing  the  tickets,  and  In  a  greal  many 
-  impossible  to  determine  the  correct  amount  to  credit 

-o    very    flow    of    BUdll    anil 
wan  n  rded. 

The        •  i  Mras  the  collection  of  tin.  fan-  from  each 

.•it  through  to  his  ilesiinatli ml  registering  m    upon  a 

portal  •    ringing  once  for  each  nickel  collected.     This 

w»«  in  iiw  until  Marcb  i»i  or  this  year,  at  which  time 

we  adopted  the  Obmer  car  register,  which  registers  nix  classes 

of  fnre».    wi.iie  this  register  does  •■  nil  the  bill,  it 

roe   Deam  giving   the  desired   result    than   any   othi 

tarn  e  anted,  'his  register  lakes  cat f 

•ix  classes  of  fares,  four  of  which  we  use  i"i  B,  10,   10  ami  20 

rj     'he     liflh.     lot-ether     V.  Ill,     III.-     DSC    of    a     i|i||>|i-\ 


EX  HI  HIT  A. 


Union  Traction  Co. 

of  Indiana. 

Date 1901. 

Train  So Division 

Conductor  No. 


DUPLEX  TICKETS  ISSUED. 

-V"-  off  

'     on 

"     off 

on 

Total  (T"*Z:Z""'J         


PASSES  HONORED. 
Identification  slips.    - 
Limited  employee,      -    ... 
Single  trip,      -    -    -    -    ... 
Advertising,     -    ■    -    - 
Total.       -    -    - 


exhibit  U  in  Iglnal  8)4x6  In.) 


UNION  TRACTION  CO.  OF  IND. 

CONDUCTOR'S  REPORT. 


Hour 


Intl.  Date  too 

.If    Car  No..._ Keg.  No. 


Line 


FARES  RETURNID. 

Cash  from  Passengers        ■     ■       $_ 
'•      "     Baggage       ... 

Total  Cash      ■ 
6  for  98  rents       .... 
Soldiers'  Hone  ■ 

Scholars 

Reg.  Employer's   .... 
Ltd.           "                .... 
Sj>.  c.   Coupon        .... 
■  \  ipon  Pas$ 

A'licrtising 

Transfers 


TR1N3FER3  ISSUED. 

•      ,V.,  tin  tiff 

Tram.  (Vb  "»  .  _  OS 

PORTABLE   REGISTER  STATEMENT. 

n„,  ;.-,,  On  'til  Paumgtn 

On 

Total  RigUtraMon    ■    ■ 

Bodgi  No 

Conductor. 

Ic.Vllli ,  InflBxTH  In.) 


660 


l-AII.Y    STREE1     RAILWAY     REVIEW. 


(II,  No 


LL 
O 

> 

z 

< 

Q. 


Z 

o 
f- 

< 

r- 

z 

o 

z 


o 

CI 


< 
z 
< 


zi 


05 


< 
Q 

u_ 
o 

h 

E 

o 

0. 

UJ 

cr 


i 


z 
a 

o 


N 


ire  receipt,  we  take  care  of  all  cash  Farea  above  - nta; 

and  ii»'  sixth  for  passes     \\  •■  are  able  by  iiiis  system  to  arrive 
al    the  number  "t    pi  the  amount 

ted. 

yo I  iub(  have  all  teen  on  exhibition 

;ii   iiiis  aud   previous  conventions,  and  have  bad   lis  workings 
explained  to  you.    I  trill,  tl  olj  attempl  to  give  you  the 

da   used   by  the   i  n    fraction  0 pany  of   Indiana   In 

tinting  for  the  fare-  collected. 
We  ■  i'i-r.ii ir  Interurban  tines  on  the  Bleam  railroad  tyatem 


< 
v. 


z  i 

.    6 
> 

1  Z 

-  I 
A  < 

-  UJ 

U> 

_) 
/.< 

C  o 


X  o 
u  0. 

Li 

o 

7. 

- 


nnd  give  each  train  n  number,  a  train  being  run  from  one  tar 
mlnal  i"  another,  and  when  the  car  returns  ii  becomes  another 
train,  taking  a  different  number.  In  all  we  operate  166  Inter- 
urban passenger  trains  per  day.    We  have  cashiers  located  al 

terminal,  who  verify  the  count  of  thi nductors'  cash  and 

make  up  n  report  of  the  duplex  cash  fare  receipts  from  each 
Main,  those  tickets  bi  i  in  from  each  train  separately 

by  tin nduct  r  In  small  envelopes  provided  for  thai  purpose. 

The  register  statements  are  also  taken  from  each  train,  but  an 
en  by  the  conductor  or  by  the  cashier,  bui  are  forwarded 
to  the  auditor's  office  by  the  Inspector,  who  removes  them  from 
the  register. 

In  order  i  >  illustrate  the  workings  of  our  Byatem  of  collec- 
tion and  reporting  of  fares,  we  will  take  the  work  of  ilie  con- 
ductor  starting  from  Muncle  at  1:15  a.  m.  This  conductor 
would  operate  train  No.  2  leaving  Muncle  al  1:15  a.  m.,  arriving 
at  Indianapolis  al  6.40  a.  m.;  train  No.  7.  leaving  Indianapolis 
al  7:15  a,  m.,  arriving  al  Muncle  al  9:50  a.  m.;  train  No.  16  leav- 
ing Muncle  ai  10:15  and  arriving  at  Indianapolis  al  12:40  p.  m.; 
and  train  No.  23  leaving  Indianapolis  at  1:16  p.  m.  and  arriving 
at  Mum  le  at  3:50  p.  m.  This  completes  bis  day's  work.  Before 
the  car  is  turned  over  to  the  conductor  al  Muncle  at  1116  a.  m„ 
the  Inspector  takes  an  impression  of  the  register,  Betting  the  dial 
on  the  left-hand  side  at  the  star,  and  Immediately  upon  recelv 
inu'  the  car  the  conductor  also  lakes  an  impression  of  the  register, 
setting  the  dial  at  I.  Thes  •  two  impressions  should  be  tin-  same. 
Upon  arrival  at  Indianapolis  ii ductor  again  takes  an  Im- 
pression, using  No.  l.  and  the  inspector  also  takes  an  impri 
using  the  star.  The  Inspector  then  removes  the  register  state- 
mem,  writes  upon  It  the  train  number,  conductor's  name  and 
Dumber,  ear  number,  arriving  time  and  date,  and  keeps  the 
statement  in  his  possession  until  the  statements  are  obtained 
ill  trains  arriving  at  Indianapolis  on  thai  day.  when  they 
are  forwarded  to  the  audltoi               it    Lnderson.    The  inspector 

at  Muncle  does  the  same,  and  thus  you  Will  see  that  the  local 
offices  division  only  see  one-half  of  the  work 

of  eaeii  conductor,  making  n  Impossible  for  the  cashier  or  con- 
dnctor  to  figure  up  the  amount  registered  for  the  day's  work. 

The  register  statements  representing  the  work  of  this  con- 
ductor  are  marked  Exhibit  A.  The  conductor,  up  m  his  arrival 
at  Indianapolis,  places  In  the  envelope  marked  Exhibit  B  the 
auditor's  stuii  of  all  duplex  cash  fare  receipts  which  have  i n 

issued  en  that  train  run  and  which  are  registered  as  cash  tick- 
ets; also  all  pass  tickets,  which  are  registered  as  tickets.  This 
envelope  be  does  not  deposit  until  be  returns  to  Muncle,  as  this 
is  the  polnl  where  he  will  finally  turn  In  his  cash  collections  for 

his  day's  work.  This  operation  is  repealed  at  the  end  uf  each 
(rain  run.  and  upon  completion  Of  his  day's  work  he  then  turns 
in  his  cash  collections  In  envelope  marked  Exhibit  r>.  This  en- 
velope is  deposited  in  B  safe  al  the  terminal,  and  the  entire  day's 
-  at   thai  terminal  are  rem    red  by  the  meal  cashier  on  the 

following  morning. 


10O->.| 


DAILY    STREET    RAILWAY    REVIEW. 


661 


i'bo  local  cashier  makes  three  reports  tor  the  auditor's  office, 
only  one  of  which  is  complete,  the  other  two  being  completed 
.  weed  iu  the  auditor's  i  Oce.    They  are  as  follows 
1.    Report  ,>f  Duplex  Tickets  and  Passes.    (Harked  Exhibit  B.) 


secutively,  then  arrange  by  denominations  of  fares  and  enter 
Dumber  of  each  denomination  upon  the  blank  marked  E.  carrying 
out  in  the  total  column  the  total  number  of  tickets  from  that 
train  and  calculating  the  total  value  represented  by  the  tickets; 


UNION  TRACTION  COMPANY  OF  INDIANA. 

REPORT  from                                                                                           -  -"ffir*  ofDupIn    Tieht its 
and  Pass's  turnrii   in  In,   Cniuiucttira  from 


Division, 


mo 


1,1  PLES  TICK  KI- 

PASS 

ES. 

^  . 

SS 

80 

35 

4  0 

45 

H 

l.S 

60 

65 

90 

1    I  l! 

V.,lu,'. 

Card. 

Tri,.. 

A,U. 

Eu,p. 

Total. 

EXHIB1  r  E  (ORIGINAL  i      I  19  m 


teport  of  Dally  Earnings  Interurban  Line-     (Marked   Ex- 
F.) 

teport  of  Dally  Earnings  City  Lines.    (Marked  Exhibit  G.) 
•     sed  by  the  auditor  respectively  are  marked  upon 


after  this  operation  is  performed  tor  each  train  this  conductor 

has  operated,  be  then  makes  a  total  of  the  number  and  value 
of  duplex  tickets  for  the  day's  work  of  this  conductor  and 
transfers  these  to  the  proper  column  od  blank   F.    The  same  is 


UNION  TRACTION  CO.  OF  INDIANA. 

"I.,    I  HE   GFSEBAI      Pa  — EXIiKIt    Al.I'M 

The  following  is  the  report  of  differences  in  Conductors'  Reports  for 

Dai/  Mo. 


WO 


I 


EXHIBIT  II  (ORIGIN  u.  s'    I  11X  In  I 

produced   by   an   asterisk;  the  other  columns  arc  done  with  the  pass  tickets. 

niiiM  in  b  ler.    In  making  up  report  No.  I  the  cashier  <m  blank   !•'  n onductors'   names  are  entered  In  the  order 

all    enve],,p,--    containing   duplex    and    pass    tickets  iii  which  tiio.\    have  -Luted  from  the  terminal,  and  the  entire 

turned  In  by  each  conductor  and  In  the  order  of  trains  operated;  cash   receipts  of  each  conductor  counted  and  entered  opposite 

i    vio.v     TKACTION  COMPANY     OF     i  Nl  m.xiv.v. 


nt 

f 

.1/ 

M 

■■-. 

■ 

10 

10 

20 

3ft 

30 

3ft 

40 

46 

(10 

*•■'. 

60 

80 

■><> 

l:. 

TV>u1 

1*ASSKN 

Toial 

Tot*] 

' 

.  tri 

Tn(. 

Vlv 

l:...,. 

i      n   . 

i     MBIT  1.  (OHIO!  i             II  ii, 

.   ■          me  illustrati -  was  used  in  ■    In  the  proper  column.    There  are  also  columns  pro 

r  collection,  he  wouid  arrange  the  en  Idcd  for  cltj    tickets,  bul   these  are  only  occasionally  used  as 

numbered  2,  7,  16  and  23;  flrst  open  envelope  with  two  exceptions  cltj   tickets  are  accepted  on  Inter 

fr,,m  train  •_'.  sees  thnt  numbers  on  the  duplex  tickets  run  con  urban  cars.    In  the  casi        bet ur  cltj   tlcl  ■  I    are  accepted  on 


Union    Tiju-iloii     Co.    of    Inc llniin. 


l».\ll.v     BABMINOa     RBPOItT. 

Anderson,  Ind ., 


190 


■ 


662 


DAIU     STREE1     RAILWAY    REVIEW 


[Vol    \n    No  -• 


1902. 


tMUHvi 


*litlii^      '  I(J    


Hi  M  II 


1 


_ 


II  WOOD 


vi  i  \  I* DM  i    <  II]  Umi 


m\.  HBOBO    I 


1MI.IM  RBA9    I1M>. 

.  1*1  t-f*rt  i, 


1  vmi  BE)  E1PT5. 
Total  Charltn 


n 


EXHIBIT  I    ORIGINAL  ISxtSM  IS 

Interurban  ears,  they  are  registered  as  :i  5-cent  fare.  When  the 
total  receipts  from  Interurban  lines  are  obtained  the  amount  is 
transferred  to  blank  G,  and  added  to  the  receipts  from  city  lines 
which  gives  the  amount  to  be  deposited  in  bank  for  the  day's 
bualnee  This  deposit    Is  made  by  the 

cashier  and  a  duplicate  deposit  ticket  signed  by  an  officer  of  the 
bank  forwarded  witi>   the  reports  to  the  auditor's  office. 
As  before  Btated,  the  register  statements  are  forwarded   bj 
ispectors  direct  i"  the  auditor's  office,  and  while  the  cash 
iiis  are  counting  the  money  and  making  up  as  much  of  the  daily 


reports  as  can  be  done  by  them,  :i  clerk  In  thi  j  office 

Iculatlng   the   ralue   ••(   the  day's   collections   from   those 
Ms.  and  when  tin-  reports  arrive  from  thi 
cashiers,  iiiis  clerk  takes  them  and  enters  the  registered  value 

umi  ri rdfl  the  i i  over  or  Bhort     He  also  ?erl 

culatlons  ol  the  local  cashier  and  certifies  to  the  correctness)  of 

the  deposit    tickets. 

t'NIO.N    TB ACTION    COMPANY    OP    INDIANA 


DAILY    EARNINOH    BBPOHT. 


YOTAt   CITY  IHIU 


i  i  >\ir  \u  \  ii  \  K 


«  awMIIII  Oil  tt  WOYTH 


icmpjrWa,  tn  auJr  ».lft  Cormpoaliag  Oil  zt  Ifll  «•  prai* 

u-ftlfft  i>  tunptrtt  »  Hit  nr.r  J*i  ft  mto  nunlft  in  pieiaui  w.  rn  ortrr  to  <Mato 

mulUTS  t"  amfani  mH    I 


EXHIBIT  K  (ORIGIN  \1.  si,x."i...  IS  I 

When   i in-  reports  are  nil   completed  and  checked,  this  clerk 
makes  a  report  to  the  passenger  department  on  blank  mi 
Exhibit  II  of  the  differences  in  conductors'  reports. 

Tlio  reports  are  then  turned  over  to  another  clerk,  who  makes 

np  tin'  permanent  record  in  a  i k  (s  sample  sheet  of  which  is 

marked  Exhibit  it  .'11111  renders  a  report  i"  the  general  mi 


o 


Union  Traction  Cmpatj 

OF  INDIANA 

Union  Traction  Compmj 

OC  INDIANA 

|H"[<'  •    ,i,l»    t»..» 

Union  T'lcilon.Conipnij 

Or  inoiVna 

X""A  IT 

sari*     911 

S8-  lc       911 

^.Im^ii 

To 

To 

■To>             / 

I    From 
Vll 

Prom                     «■ 

(Worn. 

IIIOUNT    MID 

"""Iff"*/ 

25     30     35     40 

15 

45     4(     ISJ/W   25/ 

n$  jo  35   40  45 

50     55     60     65 

N 

70     65     6*^55     *0 

50     55     60     65     70 

75     80     85     90 

95 

95     90     85     80/75 

75     80     85     90     95 

St     $2     S3     S4 

IS 

$5     $4     S3     %J    $1 

SI     $2     $3     $4     $5 

EXHIBIT  M.  (ORIGIN  U 

.hi  i, lank  marked  Exhibit  ,i  and  to  tin-  directors  on  blank  marked 
Exhibit  K.  The  dally  earnings  from  each  line  are  kept  tabu- 
lated In  books  prepared  for  that  purpose,  so  thai  at  the  end  of 
the  month  BUCh  portions  of  the  totals  as  go  to  make  up  4he 
monthly  report  are  ready  iY,r  use. 

in  addition  to  the  records  mentioned,  an  account  is  kepi  with 
each   Main  blank   marked   Kxhit.it   L.     This   is  made  up  from 


■  . 


DAILY    STREET    RAILWAY    REVIEW. 


663 


the  !■  _  incuts    and    the   reports    ->t    duplex  and   pass 

tickets  as  given  i  n  blank  B,  which  record  al it:  Ins  the  num- 

Bsengers  carried  on  Interurban  lines. 
The  system  explained  up  t<>  this  point  has  been  treuted  -is  it 
pertains  to  tnternrban   lines   with   on  ivnnl   reference  to 

city  lines. 

The  . ■  1 1 y  cars  of  ;his  company  have  also  been  equipped  with 

the  Ohmer  register  and  arranged  for  the  registrations  of  Blx 

-  of  fares,  t  »wit:  5-cent,  ,;  for  25  cents  tickets,  half-fare 

ticket  iployee  and  transfers.    As  in  the  '-is,'  with  in- 

temrban  cars,  an  impression  of  the  register  is  taken  by  the  In- 

.   before  turning  tin-  car  over  to  the  conductor,  who  also 

:is  impression  when  be  takes  ti ar.    The  register  then 

compiles  without  an  additional  Impress!  d  being  taken  until  the 

conductor  In  charge  is  relieved,  al  which  time  he  takes  an  im- 

n,  and  the  conductor  relieving  him  also  takes  an  Impres- 

■     .   a  different  number,  and  bo  on  until  the  car  is  turnea 

■ii.  when  thi'  final  impression  is  taken  by  the  Ins 

nd  the  entire  sheet  with  .-ill  impressions  tor  the  day's 

.  >l  by  the  tnd  forwarded  to 

■  on  city  lines  make  up  their  report 

day   immediately    upon   finishing   their  day's   work   and  ■ 

pany's  office.     The  report  requli 

is  printed  on  the  back  of  the  envelope  In  whii 

sample  of  which  is  marked   I 

only  report   required  from  them,   the  n 

The   method   of  handling   the  receipts   and   reports   from   city 

iter  and  auditor  is  practically  the  .same  as  thai 

of  handling  the  Interurban  business,  and  I   think  will  be  made 

i-  by  an  examination  of  the  blanks  used  for  that  pur- 

I  have  omitted  up  t"  tins  time  any  reference  to  the  collection 
and  reporting  for  such  package  and  baggage  business  as  is 
bandied  on  our  passenger  cars.  This  branch  of  the  business  is 
taken  care  of  by  the  conductor  in  charge  ol  the  car,  except  al 
inch  prominent  points  al  which  the  company  lias  an  agent 

We  nse  for  this  business  a  triplicate  check  printed  upon  an 

ordinary  snipping  tag  (a  sample  of  which  is  shown  in  Exhibit  Mi. 

• -t ion  being  attached  to  the  trunk  or  parcel,  the  duplicate 

given  to  thi  and  the  triplicate  turned  In  t"  the  cashier 

with  the  in  iney.    There  is  no  registration  made  for  these  i  heel 

in  t, ii i ii-.-  them  with  our  passenger  business, 

ssned    by    the    passenger  department  and 

:  to  the  local  superintendent  at  each  Btatlon  by  consecutive 

numbers,  who  again  charges  them  to  the  various  conductors  by 

utlve  number,  and  the  auditing  department  checks  np  the 

all  three  portions  being  returned  through  varl 

In  concluding,  t  wish  to  say  that  the  systems  nsed  bj  our  com 
pany  have  been  developed  to  meet  the  necessities  of  our  local 
conditions,  and  the  results  obtained  are  reasonably  satisfactory. 


An  i  followed  on  I  of  different 

far"  refrlHtcrinK  and  accounting  tnd   Mr.   Pease,  of  the 

Intern  R  Co  explained    the    system    of 

that  company,  which  comprl  ed  upward  ol  200 
transfer  at  both  ends    and  found  thai   it 
■  i.v  where  the  transfer  was  given  as  the  p 
l-'t  left  the  car;  bol  thej   i-~>n  i  return  tickets,  and  when  Un- 
it the  company  did  not  have  the  coupon 
,,f  tin-  local  fare    the  paiweiiger  was  compelled  to  pay  another 

II  tin::  point ;  and   If  tbl 

.••■■I m>h  f.,r  each  "in-  of  the  tl<  engers 

i  the  transfer  might  use  it  for  a  city  fan-  and 
..nt  of  a  local  fare  sometimes. 
In  at  ot  Inquiries 

n  the  problem 

.  i-,-  advanced  bj   the 
-        untlon,  hut  h  Ithout  an)  thing 
i  thorough 
•  i  fur  I « i r« . i  to  the  keeplni 

■  i  line  riditiL-  "ii  interurban  lit 
ii •  in  .!■  ,.-  n mount  of  riding  from  itl  in  to  anj 


other  station.  Mr.  Sampson  and  Mr.  Pease  replied  to  the  ques 
timi  from  the  bearing  of  their  respective  practice  in  that  regard, 
and  the  President  stated  that  his  company  had  had  in  operation 
for  sunn-  time  an  inti  rurban  system  from  which  they  obtained  all 
this  information,  and  be  gave  the  details  of  its  use. 

Another  point  brought  out  for  discussion  by  the  President  was 
as  to  the  time  noted  on  the  trip  sheet,  whether  it  should  be  the 
time  of  arrival  or  the  time  of  departure,  and  whether  the  card 
time  or  the  actual  time,  a  call  for  a  show  of  hands  disclosed 
the  tact  that  16  members  used  the  actual  time;  while  6  used  th  : 
rant  time. 

The  preservation  of  trip  sheets  as  evide in  sniis  brought 

for  damages   was   discussed   - what    fully,   and   the   methods 

employed  for  filing  these  sheets,  in  a  waj  n.  overcome  the  incon 
ence  resulting  from  their  rapid  accumulation. 

The  President  called  upon  Mr.  C.  N.  Duffy,  of  Chicago,  Cor 
inform  irding  their  practice  of  printing  their  own  trans 

Cera. 

Mr.  Duffy  replied  that  they  had  round  this  method  much  more 

economical  than  buying  them  from  the  printer.    Thej   had  I a 

following  the  method  of  printing  their  own  transfers  for  some 
mths.  They  had  a  printing  office  ol  their  own,  with  seven 
employed  in  it;  and  outside  of  ruled  account  hooks,  litho- 
graph work  or  rerj  fine  ruled  work,  they  did  nearlj  all  their  own 
printing.  Tiny  had  a  press  which  cost  something  like  $4,500 
with  a  capacity  of  50,000  transfers  an  hour.    They  slmplj   put  In 

end  of  the  press,  and  the  tickets  came  out, 

cut,  al  the  other  end.     Thej    were  then  tur I  over  to  the  man 

who  iv.  tching  machine  and  stitched   with  wire,  In   bun 

dred  blocks  all  consecutively  numbered  and  numerically  arranged. 
1    i  ■   printi  d  about  ten  million  transfers  a  month. 

The  Presidenl  appointed  the  following  committees: 

x tinting    Committee    Messrs.   v.    v.     Smith,    ol     Chicago 

chairman;  C.  I..  S.  Tingley,  of  Philadelphia,  and  r.  s.  Mitchell,  of 
Pittsburg 

C ii a  Resolutions— H,  i..  Wilson,  of  Boston,  chairman: 

.1.  it.  Hogarth,  of  Denver,  and  A.  L.  Lynn,  of  Utlca,  V  Y 

otion,  the  i  rder  of  business  for  the  afternoon  session  was 

modified  by  placing  the  paper  on  "The  Stationery  Store  Room" 

firs!  and  the  Annual  Report  of  C itte i  Standard  Mai. -rial 

and  Supplj  Accounting  second,  for  greater  convenience  In  the 
consideration  of  the  c  mmlttee  report 

Adjourned  until  2  p.  m, 

■I  it  It 
AFTERNOON   SESSION, 
fienl  ifackaj  called  the  meeting  to  order  at  2:50  p.  m.,  and 
the  lirsi  business  taken  np  was  the  reading  of  the  paper: 
Tin:  STATIONERS  STOREROOM 


Bj  .1.  R,  siniriz.  Auditor  South  jersey  Gas,  Electric  &  Traction 
Oo.,  Camden,  V  .1. 


in  presenting  a  paper  on  "The  Stationery  Storeroom"  I  shall 

firal  endeavor  to    h an  idea  as  to  ii rlgln  of  our  statlon- 

upplies,    which   grevi    to  such    pro] s   that    il   became 

absolut  arj  to  establish  a  suitable  stationery  storer , 

'l'1"' out  ■ anj  consisted  of  two  departments,— a 

OrkS  and   an   .  ■1,-,-lri,-   1  i  —  1 1 1    plai -rating   in   one  eily;   sil 

time,  we  have  taken  In  and  novt   operate,  under  on< m 

pany,  nine  gas  works,  eight  electric  light  plants,  and  a  railway 

wiih  l'i  miles,    in  carrying  out  the  consolidation  of  these  various 

properties,  I  fot b  had  been  run  in  a  verj  conservative 

smilingly,   whatever    business    came,    without 

Cort    and  with  particular!]   do  car their  pari,  a  total 

tem  ot  i |  from  which  bij  reports 

or  detalli   could  be  gathered;  where  our  policy  is  to  get  all  that 

■  a in  I..,   i ,„    ,, i ., i  ,   0  pig  ,ii,,ii  lo  get 

i    they  bad  was  extre Ij  varied,  and 

"  mnnj   different  wnj      otiy,  the  most   handy, 

in,  this  account  It  i i ,.,  B  great  deal  of 

ocb  clerl  ■   had  received  from  the  gen 

1,1    the  prei  Ion     .i        .  ii    „.,i  ,.    ,   p,  |  ,lll(l 

study  of  a  ureat  nun.  blanl     .....I  forms,  which  i 

had  gathered  from  a   few  ol    ...     progressive  friends,  who  bad 
"been  Ihcn    I thest    toi  ether  t  Itli    m  h  original  form    n 


I»\|[.Y    S  I  REE  I     R  Ul.w  \Y     REV  JEW. 


I\..i    Ml.  No 


.•in  experience  bad  prompted  as  t"  use    adding  here  and  there 
u  new  edasa  basil aeration    In  the  preparat 

ilanka,  mj  time  was  ol  leaalt)  limited;  II  generally  hap- 
pened thai    l   would  receive  Ii n  plant  having  i n  pur 

chased  one  day,  and  thai  we  were  to  take  II  o»«c  and  operate  II 
;i„.  next.     i'Imii  i ■  ■  >   troubles  ironld  begin,  endeavoring  to  con 

ih,'  newlj    acquired  old  clerks  that  they  could  do  their 

work  differently,  and  thai  there  were  »•■»   thodi  In  operating 

corporal a  us  well  as  other  thli 

"Things"  l  linve  rnu  up  agnlnsl  In  tl peratlon  of  our  various 

departments  arc  numberless    as  well  as  varied,     harvesting  Ice, 
gelling  electric  fans,  connecting  gas  stoves    with  which  to  roasl 

iii k.  and,  hi  the  same  time,  keep  pence  in  the  household, 

endeavoring   to  Bee  the   man,    who  bad    fallen  oil    a   car  before 
in-  found  bla  doctor  (lawyer)  t"  tell  blm  bow  badly  be  is  hurt, 

issuing  mi  attacl hi  be  nagerle  of  the  laal  circus  for 

currei asm i    in   their  endeavor   to   leave  the  dtj 

banking   hours,     testing   typewriters   who  "Don't   have  to   work, 
i, in  o  ill  If  thej  like  ua 


.i   r  SHURTZ. 

V,,u  can  r lily  see  that  to  carry  out  the  detail  ol  such  n  busl 

Mr,-,  and  for  the  recording  of  it.  we  have  to  have  a  thousand 
Mini  one  different  blanks.  Bui  us  the  tad  is  "to  combine"— and 
we  work  on  the  community  of  interest  plan  1  have  eliminated 
a  great  number  of  forms,  and  substituted  i  thers  giving  as  much 
detail,  and  at  the  sunn-  time  covering  as  many  departments  us 
practicable. 

w  ,-  have  established  n  Btandard  shse  for  a  great  number  of 
blanks,  which  is  a  great  advantage  in  aiing.  it  quite  often  hap- 
pened thai  we  would  have  a  number  of  forms,  measuring  about 
the  Bame  size,  as  for  instance  blanks  between  8  and  9,  and  n 
and  12  in.  These  forms  can  be  readily  changed,  as  follows:— 
first,  by  ascertaining  the  size  sheets  thai  would  cut  to  the  besl 
advantage  from   paper  stock,   finding  ii    very  easy  to  cut   offl  t 

quartet   or  hall  Ii,  or,  if  Is  be,  add  this  amount     l  also 

Found  ii  an  advantage  to  use  as  manj  different  light  colors  in 

paper,  as  possible;  when  der  called   for  the  performance 

of ■  kind  of  work,  1  used  a  paper  \\  Ith  aa  great  a  distinction  in 

color  for  the  order  blank,  reversing  the  work. 
1   have  alaa  found  it  a  great  advantage  in  paying  particular 

attention  to  having  duplicated  orders  of  Btati ry,  cm  the  exact 

..i   the  previous  lot,  us  n  tendencj   of  all  printers  is  t"  add 

- ithlng,  or  make  the  forms  a  little  different  in  size  or  printing. 

On  nccount  of  our  business  being  extended  over  some  50  Bquare 
miles  of  territorj  containing  some  25  different  cities  and  towns, 
you  can  imagine  the  quantity  of  printer's  Ink  we  have  thrown 
hi  ns  from  all  quarters  of  thai  territory;  but,  In  order  to  collect 
accounts.  In  some  Instances,    and   in  other  cases  to  stand   well 

in  ii dltor's  eyes,    we  have  nol  been  able  to  concentrate  our 

purchases,  and  obtain  nt  all  times  g  ."I  work  tor  the  best 
prices,    it  md    others    well 

undersl I     to  distribute  our  work  n  greal  deal.     This  in  time 

can,  .-11111  Bhould  be,  corrected,  the  business  going  Btrlctly  to  the 
lowest  reputable  bidder. 

Our  storeroom  is  fitted  with  shelves  in  in.  deep  around  the 
entire  walls  ol  the  room,  and  about  1 1  In,  apart;  this  allows  ns  to 

store  most  ol  the  blanks  in  a  verj   fashion.    It  Is  very  Batls 

factory  to  have  the  blanks  tied  up  by  the  printers  In  ns  sinnl 


practicable,  and  so  delivered;  this  relieves  ns  >•(  the 
annoyance  of  opening  packages  In  the  storeroom  unnecessarily, 
ns  iii,-  blanks  soil  very  readily,  even  with  the  beat  ol  can.  In 
addition  to  the  shelving*,  we  bad  t"  provide  n  cabinet  of  TOO 
drawers,  running  from  1  in,  to  8  in.  in  depth,  t-.  take  eare  ol 
small  blanks,  pencils,  pens,  erasers,  etc.,  and  have  found  it  a 
convenient  contrlvam 

Once  iii -den  ue  issued   for  the  stock   ol    the  stationery 

storeroom,  and  the  goods  delivered  and  i>1i 1  upon  the  shelve* 

unit  In* the  drawers,  ns  described,  the  Issuing  of  it  is  readily 
controlled.  In  the  dlatrlbutl t  stationery  i"  the  various  depart- 
ments, we  make  the  allotments  cover  a  certain  period,  guided 
by  the  wants  of  each,  bo  that  they  will  run  out,  at  about  the 
Bame  time;  it  is  not  well  to  Issue  large  quantities,  as  it  serves  t" 
make  the  clerks  wasteful  and  careless. 

in  charging  op  tl xpenae  of  i ks,  blanks,  etc.,  we  charge 

nil  stationery,  first,  to  the  Storer i  Ac int.  ler  which  we 

have  separate  columns  tor  each  department,  charging  n.  Man- 
age  ni    the  genera]   books,   reports  covering  nil   depart nta, 

iimi  the  blanks  i nnectlon  with  the  work  nf  the  railway,  t" 

Its  Expense  Accounts;  to  the  Gas  Department,  the  ledgers  which 
extend  over  a  period  of  twelve  months,  and  all  blanks  pertaining 
to  that  Ii if  our  business,  and  s,,  on  through  all  Depart nts. 

We  are  using  i ber  -  f  loose  leaf  tiling  cases,  Blmllar  to  a 

ledger     a  style  manufactured  bj  a  firm  In  Holyoke,  Mast 

find   ii    very  convenient   t,.  use  the  Bame  style  In  a   number  of 

departments,  unci   in  ns  many  different   »:i\>.  one  In  particular 

being  a  file  9x9  In.,  which  permits  using  the  si kind  of  paper 

for  duplicate  and  triplical -ders,  together  with  copies  of  cor- 
respondence, mill,  numerous  other  Items. 


Mr.  Shurtz's  paper  »;i<  discussed  bj  the  President  nnd  Messrs 
Duffy,  Burington,  Hogarth,  Smith  and  Mitchell,  in  a  couip 
.,i  the  methi  as  used  by  them  with  those  referred  t"  In  the  paper, 
nnd  the  ellcltatlon  of  additional  details  tr  in  the  author  of  the 
paper,  who  stated  thai  bis  forms  all  passed  through  one  person''" 
hands,  in-  (the  speaker)  looking  after  thai  personally;  they  Btarted 
in  «iili  :i  lui  anmber  tor  each  fi  rm,  and  that  was  continued  on. 
There   was   no  classification   of   numbers.     As  each   new   blank 
came  along  11  took  the  nexl  number.    When  tin-  form  of  a  inim 
ber  became  obsolete,  thej    took  that  number  up  with  the  next 
blank.    The  object  of  carrying  the  ledger  account  under  separate 
headings,  as  stated  in  the  paper,  was  in  order  to  determine  the 
quantity  of  stock   that  applied   to  a  department.     i"here  was  a 
special  account;  it  was  all  charged  i>>  stationery  store  room,  and 
then  there  were  divisions  in  that;  probabl]  $2,000  charged  up  t  i 

stationery  store  r i  in  the  general  ledger,  and  the  man  that  bad 

charge  of  the  store  room  had  that  subdivided  and  could  tell  ap 
proximate!]   the  sltuat  I  >n 


Mr.  1'.   E.  Smith,  of  Chicago,  for  the  Commitl n  standard 

Material  and  Suppl-j    a anting,  then  read  the  annual  rep  it  of 

that  ■■ mil  tee 

REPORT   OP   THE   OOMiMITTE-E   ON    STANDARD    BLANKS 

AND  ACCOUNTING  FOB  MATERIAL 

AND  SUPPLIES, 


r  i:.  Smith,  Auditor  Chicago  Union  Traction  Co.;  0.  L,  8. 
Tingley,  Secretary  American  Railways  Co.,  Philadelphia; 
Frank  R.  Henry,  Auditor  St.  Louis  Traction  Co.,  Committee. 


\  i  the  Sew  "i  i  rk  meeting  of  tills  \ — •  latlon,  held  October  '.itii 
i.i  mil.  1901,  it  was  voted  thai  the  committee  which  had  i>re- 
sented  a  reporl  on  the  above  subject  I"'  continued  until  this  meet 
iin.'.  when  i ln-\  si I.I  again  reporl  and  together  with  their  re- 
port present  the  forms  Intended  for  use. 

The  committee  c  mmenced  iis  labor  by  having  sent  t"  each  of 

il lembers  n  circular  asking  an  expression  of  opinion  on  the 

several  divisions  of  insi  year's  report,  wiiii  the  idea  of  letting  ti»' 
members  Baj    what  thej   wanted  and  preparing  a  reporl   which 

should  be  accepts         I  ritj      Four  members  were  kind 

e uii  to  favor  ns  with  their  ideas,  and  we,  in  preparing  this 

report,  have  tried  t"  comply  with  their  wishes,  thai  the  system 
Bhould  be  less  complex  than  tl ne  presented  last  year.     From 


Oct.  9,  1902.] 


DAILY    STREET    RAILWAY     REVIEW. 


665 


the  discussion  ;it  the  Now  Y.  rk  convention,  and  from  what  we 
have  learned  since,  we  are  of  the  opinion  that  most  of  th.- 
are  in  operation  systems  with  which  thej  are  pi  1 
satisfied,  and  that  they  would  not  adopt  any  other  system  even 
th  ugh  it  should  have  the  approval  of  our  Association,  bul  that 
some  of  the  smaller  roads  arc  not  so  well  provided,  in  prepar- 
ing this  report,  therefore,  we  have  tried  to  obtain  a  good  account- 
ing with  the  minimum  of  labor.  With  tins  end  in  view  wo 
I  that  practically  all  the  clerical  work,  so  far  as 
pricing    and  charging  out  are  concerned,  he  done  in  the  account- 

•artmeiit.   letting   the  storekeeper  deal    with   quantities   in 
and  out  only. 

ill  divide  the  report  under  the  same  genera]  beads  as  last 
1  iz. : 

A.    i-i  1:.  11  \si: 
i:.     RECEIPT. 

I'isr.l  RSEMENT. 
I  >.     ACCOUNTING 
which   we  will  subdivide  as  follows: 

A. 

PI  ROHASE. 

tor  l'urcli 

The  rirst  requirement  is  a  proper  requisition  for  the  purchase 

of  material  and  supplies  for  stock  or  for  Immediate  use.     it 

should  he  made  in  duplicate,  the  original  for  the  purchasing  de- 

e  10  he  retal 1  by  the  department  mak- 

requlaitlon.    11  should  state  for  what  purpose  the  mater- 
ial is  needed,  that  is.  whether  for  stock  or  for  some  specific  work. 
should  state  the  quantity  on  hand  as  well  as  quan- 


retainlng  Form  6  in  his  own  department.  If  the  order  is  011  the 
company's  shop,  the  original  should  also  be  sent  to  the  account- 
ant who  should  enter  the  number  assigned  same  on  il.  to  enable 
the  shop  department  to  make  its  charges  against  this  number. 
All   labor  and    material    used   by   the  shop  in   filling  these   orders 

should  i>'-  cbarged  to  6 lesignated  account  and  a  report  made 

Of  same  on  form  7,  when  work  is  completed,  to  the  accountant. 
who  should   extend    prices   Of   material   and    make  a   total   of   the 

cost  and  advise  the  purchasing  agent,  at  the  same  time  crediting 

1  he  account  which  had  i n  charged  temporarily  with  the  labor 

and  debiting  stores  Account  or  the  proper  expense  account  if 
made    for   immediate   use.       The   purchasing   agent    should    advise 

oiuilant  of  all  payments  to  be  made  by  the  company  that 
should  be  deducted  from  the  face  of  the  bill  as  well  as  those 
payments  which  add  to  the  cost. 

(3)     Record  of  Hills  Approved  by  Purchasing  Department.    iKorm 
8.) 

department  should  be  required  to  keep  a  record  of  all  bills 
approved  by  it.  It  should  be  in  such  form  that  a  total  of  all  bills 
approved   "ill  be  shown,  and  can  be  made  in  sheets  so  that  one 

sen!  10  iii.-  accountant  and  a  c  py  kept,  or  in  book  form, 
Which  can  be  soul  in  the  accoiinia nt  as  soon  as  the  entries  for  the 
month  are  dosed.    The  accounting  department  should  check  the 

charges  1 aterlal  and  supplies  on  the  voucher  record  by  this 

record. 

B. 
RECEIPT. 
■  1 1     Recording  and  Reporting. 

I'pon  receipt  of  a  Conslg col  of  material  at  stores,  (lie  receiv- 


ORIGINAL.. 


RAILWAY  CO. 


Requisition  for         lSJri 
ttcoal  and  Supplies  l^U. 


Purchasisc  AotNT:   Please  furnish  the  following  for  the 


Department  within 


days. 


<>n  Hand,  or      '  Lot  No. 

Due  on  Previous     ,.        . 
„                               (Juanlily 
Requisition         on  Hand 

Quantity 
required 

DESCRIP1  Ion    1   F  ARTICLES 

For  What  Purpose  Required. 

I'urch. 

Agent's 

1  Irder  No. 

OWIOINAI    TO   BC    PEHFORATCO 

OUPL'OATT    TO   BfHtiN    IN   ROOM 

Appr 


General  Manager 


Head  of  Department 


190 


Date 


10" 


r'iRM    I 


tny   needed  and  a   description  of  the  material  required.     The 
original  should  be  sent  direct  '■■  the  general  manager  or  some 

other   official    with   equal   authority,    who  should    make   such   cor- 
lantity   to  be  ordered,  as  he  desires,   anil   after 

approval,  send  to  the  purchasing  agent    'Form  1.) 
■  dor  from  Purchasing  Department,  and  A 
N'um1  counting  Department.     'See  Form  21 

Thin  should  be  made  In  triplicate,  but  the  nrlt'lnal  only  I*  re- 
produced. The  duplicate  Instead  of  havlnc  the  receipt  attached 
Should  Die  side  In   which  the  accountant    can 

be  lot  numbers.     The  original  for  the  party  or  com; 

■••  ordered,   the  duplicate   for  party  to 
whom  goods  are  to  be  convened,  and  the  triplicate  I"  be  retailed 
purchasing  department     These  orders  should  be  co 

should  bear  the  requisition  number  and  contain 
full  shipping  directions.     The  original  should  a'  hi    COB 

dltlona  of  ;  which  can  i.e  ncob    to  tit   the  specific  re- 

mrpany  and  should  be  ilgned  in  tic  nai 

■  authorta  when  the  pur 

chasing  der  he  should  send  iho  duplicate 

ord    'Form    T'.i     enter    1'  '■  d    for" 

far  as  Numbi  r  ind  1  tescriptlon 

1.1   It,.. 
rd   'he  dupllcat 
-'incut  for  rdered, 


me  i..\    the  duplicate  order  (Form  2). 

an-  received  al    a   branch  Storeroom   where  is  is  not 

'•   have   thCB tile,    the    person    in   charge  should    be 

providd  llltable   blanks   on    which    In   enter  the   materials 

<i  and  report  to  the  storekeeper.    Consignors  should,  so  far 

<i <l    i"   mil.'  a    bill   for  each  order  and   send 

8n me  in  tin'  pun  i  parrmenl  as  booh  as  filled,    if.  bow 

pari  of  II id.  r  remains  unlilled  al  the  end  of  the  month. 

a  bill  should  be  si  nt    1,  1  as  they  lia\e  delivered.  In 

order  that  1 1  ry  have  the  necesss ry  data  to 

plcte  bis  record.    The  aid  make  a  report  each  daj 

'"  iiic  accountant  on  I  the  original  and  retaining 

the  dnp  I       1  "I'  material  reoeh  ed      rjpon  recelpl 

of  the  bills  by  iho  purchasing  department  they  should  1 becked 

order  and  certified  as  [in  11 orrectness  or  prices  and 

Id    then    I nlered    on    his-   1 ord    (Form    8), 

giving  them  the  flrel  open  bin  ber,  which  number  should  then 

tin-    bills    to   thereafter    Identify    them.       They    should 

then  I"-  'cot  I.,  thi  ho  win  cheel   them  by  the  store 

mil  not.'  mi  bill    thai 
o     M'     hoiihi  then  fill  in  the  balance  of 

i  I'm 01  1.  II  particulars,  pul  the  bin  in 

Hue  for   voucher      A    rubber     tamp  containing    Information  as 

■   in  1  hi'  i,n.   depart 

plan 

ail  confidential  p  of  1  he  pur 


see 


I'MI.N     SI  REE  I     KAII.W  \Y    REVIEW 


[Voi    XII.  No  -• 


I 


Q 

OS 

O 
U 
W 

a; 

cc 
S 

Z 

h 
O 


O 

u 

>" 
< 

< 


*8Z 


Ordor    No. 


■ 


Chicago. 


.11"     !'.»     U     ■      - 


Railway  Company 


Purthating  Afiri 


•f*©  MKI  O*  ».C«  tx«0*l  l*.t.i»C  OOT/to 


H  .nk  ,nd  ifu*  10 *•■>-■>  Cu 

Pur(K>nn«  Deportment 
KCCtlM 


,,„./,r,,  /30 

J.*' 


(1  iKM  -•.«. 


_    o 
'     -o 


.£     VI 
T3    3 

-     S 


Form  5. 

Stored  ;it_ 


Description. 

From 

Dates 


.iqo 


Reed  0. 


.190 


-  Lot  No  - 
Maximum- 
Minimum- 

190      _ 


-190 


Q- 


Dates 
Sent 
Out 


Man'fst 
No. 


Quantity 


Dates 
Sent 
Out 

Man'fst 
No. 

Quantity 


Dates 
Sent 
Out 


Man'fst 
No. 


Quantity 


it 


3J 


I  Si 

TJ     = 

a  5 


Form  6. 

Stored  at — 
Description- 
From 


Freight  Charges  as  per  Bill  No. 


Bill  No. 


Charges  for  hauling  and  handling- 
Reed 


Lot  No.- 
Unit  Cost. 
Amt.- 
Amt.- 
Amt.. 
TotaL 


Dates 
Sent 
Out 


Man'fst 
No. 


Quantity 


Dates 
Sent 
Out 


Man'fst 
No. 


Quantity 


Dales 
Sent 
Out 

Man'fst 
No. 

Quantity 


FORM  8. 


•  - 


DAILY    STREET    RAILWAY    REVIEW. 


667 


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II 

chasing  agent  and  accountant  This  plan,  too,  does  away  with 
the  delay  Incidenl  n>  the  sending  of  bills  to  various  departments 
tor  their  approval,  it  will  perhaps  be  held  by  some  that  gen- 
eral  managers  "ill  object  to  approval  of  vouchers  for  those  bills 
if  they  do  not  find  thereon  a  prior  approval  by  the  bond  of  the 
department  ordering  the  same,  but  the  stamp  notation  ou  the 

bill  showing  that  the  goods  have  I o  received,  giving  reference 

to  the  advice  of  same,  we  think  will  obviate  this  difficulty. 

(2)  stork  Ledger. 

We  believe  thai  the  use  of  Forms  5  and  <;  will  entirely  obviate 
the  necessity  of  keeping  a  regular  stock  ledger,     it  is  intended 

th.it  those  cards  shall  be  indexed  after  the  following  plan: 

Lamps.  Incandescent,  Lot  Numbers  26  and  364.  This  would 
Indicate  that  two  consignments  of  incandescent  Lamps  had  been 
received  and  designated  by  Lot  Numbers  '_'<;  and  364,  A  refer- 
enee  to  the  cards  or  sheets  arranged  numerically,  would  show 
the  quantity  still  remaining  on  these  numbers.  As  soon  as  all 
of  Lot  .Number  nil  were  used  up,  this  number  could  be  checked 
which  would  indicate  that  the  only  incandescent  lamps  on  hand 
were  those  under  lot  number  364.  \  reference  to  the  card  at  any 
date  would  show  the  storekeeper,  by  referring  to  his  Form  5, 
and  the  accounting  department  by  referring  to  Form  6,  the  quan- 
tity on  hand. 

(3)  Handling  Of  Second  hand   Material  and   Scrap. 

The  plan  outlined  in  our  report  of  last  year  seemed  to  meet  the 
approval  i  f  the  members  al  New  y/ork  and  is  therefore  repeated 
in  this  report  as  follow  s: 

If  this  class  of  material  is  entered  on  the  stock  books  at  a  value 
When  it  is  stored  for  future  use  or  sale,  it  then  comes  under  the 
care  of  the  storekeeper  and  more  importance  will  attach  to  if 
than  If  ii  were  simply  dealt  with  when  sold.  Another  advantage 
to  be  gained  by  this  plan  is  thai  the  expense  or  other  accounts 

to  be  credited  with  scrap,  will  i eive  the  credit  at  the  same  time 

they  receive  a  charge  for  the  material  which  replaces  the  scrap. 
Any  discrepancy  which  may  occur  between  the  price  obtained  tor 

the  scrap  and  I  he  \alne  placed  u] it,  WOUld  have  to  be  ad- 
justed   proportionately     between    1  lie    accounts    credited.      When 

obsolete  material  Is  scrapped,  stock  material  account  should  be 

credited  With  the  scrap  value  and  the  difference,  charged  to 
proper  expense  account    or  to  a    deprociati  ,n  account,   if  oue  has 

been  provided,  or  to  profit  ami  hiss  direct.     See  paragraph  B, 

under  ••Manifesting,"  for  forms  In  be  used. 

C. 

DISBURSEMENT. 

ill      Distribution  and  Charge  of  Material. 

iaj    Regular  Requisition, 

Regular  requisition  should  cover  the  a Is  of  a  department  for 

a  specified  period,  being  made  but  once  a  month  if  practicable. 

They  should  be  drawn  in  duplicate,  II riginal  to  tie  submitted 

h>  the  general  manager  or  so fher  official  of  equal  authority, 

tor  approval  before  being  filed,  and  the  duplicate  to  be  retained 
bj  the  person  drawing  the  requisition.    They  should  be  numbered 
consecutively.    (See  Forms  Ll,  A  and  B.) 
ibi    Bmergency  Requisition, 

The  emergencj  requisition  is  designed  to  provide  tor  terlal 

for  emergency  nse,  which  could  not  be  anticipated  or  covered  by 
the  regular  requisition,  and  should  be  honored  by  the  storekeeper 
without  the  same  approval  as  Burrounds  the  regular  requisition, 

With   the  undei    ding,   however,   that   a    regular  requisition   will 

be  drawn  later,  covering  such  emergency  requisition  honored. 
They  should  be  drawn  in  duplicate,  the  original  to  go  to  the  store 

i  eeper,  and  the  duplicate  to  be  retal i  by  the  person  drawing 

the  requisition.    The]   should  be  numbered  consecutively, 
(c)    Request  tor  Material  and  Supplies. 

provide  for  the  drawing  of  material  by  employes  of 
tin-  shop,  track,  electrical  or  other  departments,  after  the  request 
bus  been  signed  by  the  foreman  iii  charge  of  the  employe,  and 
the  .  iuld  i.'   delivered  to  the  employe  upon  presentation 

■  I  the  request    The  request  is  I ored  by  the  storekeeper  with 

the  understanding  that  the  head  of  tin.  department  making  same 
will  sign  a  manifest  tor  the  mate  rial    o  delivered,  or  requisition 

tin-  request  later,  II  to  desired  by  the  Storekeeper,  This  form  Is 
pnl    up  In    blocks     i"   drawn   only    In   original,    nol    numbered,   I 

operates  «»  a  sight  draft  on  the  storekeeper. 
(Note:    No  iiimikH  are  provided  tot  the  emergency  requisition 


668 


DAILY     STREE1     RAILWAY    REVIEW. 


[Vol.  XII.  ' 


RAILWAY  CO. 

x 
« 

Storekeeper  at 


.Dep't.     Req.  No 


Date,, 


.190 


This  department  needs  the  following  supplies  within. 


.days  for  use 


On  ha  no  or 
due  on  Req 


Additional 
V>uiDt:ty   Re- 
quited. 


DESCRIPTION 


Charge 

to 
Account 


sroKHKHHPHR  S  MKMURANHA 


No   of  Req    on 
Pur   Agent 


Sent  out  on 
Manifest   No 


Quantity 
Sent 


I  "KM    ,1    \. 


RAILWAY  CO. 


.Dep't.     Req.  No. 


Storekeeper  at. 


Date._ 


IOX3_ 


MEMORANDA  OF  MATERIAL  ORDERED 


For  use  at_ 


On  hand  or 
due  on  Req 
No. 


Additional 

Quantity   Re 

quired 


DESCRIPTION 


Charge 

to 
Account 


Date 
Received 


Storekeeper » 

Ma  ni  feat 

No 


Quantity 
Received 


KiiKM  II   B. 


RAILWAY  CO.  No. 


From 


MANIFEST   FOR  SUPPLIES   ISSUED,, 
Storeroom    To 


-!90_ 


Requisition  Lot 

No  No 


DESCRIPTION 


Charge 


The  above  material  received  in  good  order  except  as  noted,  and  charges  are  approved. 

Date, 190 

FORM  12-A 


In  Chaicr 


RAILWAY  CO. 


No. 


MEMORANDA  OK  MATERIAL  RETURNED  TO  STORES  OR  TRANSFERRED. 

r-  m>M t0 

CuARi.t  _^ 

filate  whether  thU  i«  Naw,  Saco*D-HAND  or  SCRAr  material. 


DESCRIPTION 


CREDIT   ACCOUNT 


Oct.  q.  1902.] 


DAILY    STREET    RAILWAY;     REVIEW 


6fi9 


or  request  ticket,  bat  forma  In  us,-  on  several  roads  will  be  found 
among  the  forms  Hied  with  the  secretary.) 
(2)  Manifesting. 
i:n  a  regular  manifest  (form  12)  should  accompany  each  ship- 
ni.-iit  of  stock  fr  .in  the  storerooms.  This  should  be  In  triplicate, 
the  original  ami  duplicate  going  with  goods,  the  original  to  be 
receipted  and  returned  to  storekeeper,  the  duplicate  to  be  re- 
tained bj  person  receiving  the  goods,  and  the  triplicate  t"  remain 

in  si  rekeeper's  book,    n  has  1 d  suggested  that  the  labor  ami 

expense  of  manifesting  can  be  avoided  by  having  the  requisition 
(Form  Hi  made  with  a  receipt  attached  and  sending  same  back 
with  i:     |  When  receipted  they  would  be  returned  to  the 

storekeeper  who  would  m  turn  send  them  to  the  accountant. 
This  plan  would  obviate  checking  the  manifests,  all  entries  being 

made  fr  im  ti riglnal  requisition  which  has  been  duly  approved, 

-  deration  of  both  plana  by  the  members  is  desired. 
.t,,    a  blank  to  be  used  for  one  or  all  of  the  following  pur- 

Torni  13): 
The  transfer  material  from  one  si  reroom  or  department  to 
another. 
Second-hand  material  transferred  to  storehouse. 
Scrap  material  transferred  to  storehouse. 
Material  transferred  from  Btorage  yards  to  the  place  where  it 
is  to  be  dsi 

This  form  sli  aid  be  in  triplicate.  The  original  to  go  with  the 
goods  ami  be  receipted  and  returned  to  the  sender,  the  duplicate 
to  be  sent  to  accountant,  to  be  given  a  lot  number  and  entered 

on  his  record  and  then  Bent  to  the  department  (If  a  storer 0  to 

which  same  were  sent,  with  the  n ssary  cards. 

v  blank  thai  may  be  called  "suspense."    Being  a  manifest 

■  I  i v.t  the  Issuance  of  materia]  which  cannot  be  Intel 

Ugently  charged  out  when  Issued,  tor  instance,  the  delivery  by 
^reroom  i  f  material  for  line  repairs  which  is  to  be  used  on 
emergeac]  or  tower  wagons.    This  should  be  made  out  by  the 
beads  oi   departments  and  consecutively  numbered  and  be   In 
duplicate,  tlio  original  to  be  retained  by  person  responsible  for 
the  material  Issued  np  in  it.  until  every  article  is  accounted  tor 
on  a  place  provided  on  the  blank,  and  tin-  duplicate  to  be  re- 
tained  by   the  person  sending  out  the  material,     ah   material 
which  has  boon  Issued  upon  this  manifest  which  is  unused  on  the 
■  •.    must  i»'  returned  to  the  storekeeper  for 
tton;  the  storekeeper  will  receipt  fi  r  it  and  re-manifest  it. 
The  person  to  whom  the  material  la  issued  shall  report  upon  this 
blank  the  use  to  which  the  material  was  put,  giving  all  particu- 
•  gardlng  same.      No  sample   form   has  boon   provided,   but 
may  !»•  seen  among  forms  on  Ale. 

REPORTING. 
.v.,  reports,  other  than  the  dally  reports  of  material  reo 
and  sent  out  or  the  receipted  requisition  for  Bame,  will  be  re 

quired    from    the    Storekeepers.      They   should    be    required,    how 

ever,  to  -end  in  the  receipted  manifests  covering  ail  shipments 
tie  the  accountant  to  check  their  work. 
OUNTING. 
ible  lihmks  or  books  will  be  required  on   which   to  enter 

Ho-  daflj  report,  received  from  the  storekeepei     I  distribute 

same  among  the  various  expense  accounts,  out  as  these  forms 

be  of  large  size  and  would  Aefably 

ccounta  each  road  has,  the  committee  has 

not  felt  warranted  In  going  to  the  expense  of  getting  them  out 

ami  having  them  reproduced. 

in  transmitting  this  report  tfa immlttee  desires  to  than! 

members  who  fa  I  them  by  their  suggestions,  and  also 

the  Ubrarj   Bureau,  who  kindly  offered  their  assistance  In  gal 

i  .  it  inch  of  the  forms  .is  their  -.v-ioin  would  apply  to  and 
•lid  .  rin  B,  for  I 

vs..  irn-i   the  member*  win  come  to  the  Detroit  Convention 
•I   to  thoroughly  discuss  this  report   so  thai   some  con 
rlnahin  m  this  meeting, 

...  in  reply 
Mr    l.o  hit  Heir  system  ol   »torc  room  ■ ountlng 

number    system;    they    used    Hie    bill    1 1 1 1 1 1 1 1 

card  i  Mned,  ami  ti.e  tame  form  ol   requisition  mad< 

out  b]  the  head  of  the  department  or  by  the  general 
which  was  required  to  show  the  qnsntit)  on  band,  quant  I 
quired,   and    the   quail  limed   daring   the    month      That 


requisition,  if  made  nut  by  a  department,  weal  to  the  general 
storekeeper,  and  be  noted  thereon  the  quantity  of  material  thai 

he    li.ul    ..n    hand    which    be  could   apply    toward    that    requisition. 

and  in  the  use  of  a  new  form  just  adopted,  the  general  store- 
keeper semis  the  original  requisition,  s..  endorsed  by  him,  to  the 
purchasing  agent.  All  material  except  for  specific  work  went 
direct  to  the  storeroom,  whence  it  was  drawn  on  monthly  requisi- 
tions bj  the  heads  of  departments  and  the  latter  were  not  al- 
lowed to  overdraw  their  monthly  requisitions,  if  ihoy  need  til 
additional  material  they  made  out  special  or  emergency  requisl 

lions,  if  1 1 1 1 ■  \  did  not  draw  out  as  much  as  rcquisiti  tied  for  a 
month,  the  balance  left  went  hack  into  t  In-  stock  and  was  con 
Sidered  a-   new    stock.      In   regard   to  the  requisition   their  system 

did  not  differ  from  the  plan  reported  by  the  committee. 

Mi.  Mitchell  also  described  the  methods  used  by  his  company 
in  this  respect,  which  included  the  requiring  of  duplicate  bills 
for  all   g Is   purchase. I. 

Mr.  Wilson  objected  to  requiring  duplicate  bills,  and  thought 
the  same  result  could  be  accomplished  very  easily  by  requiring 
the  persons  of  whom  goods  were  purchased   to  send  a  statement 

of  all  the  charges  thej   bad  each  month,  ami  then  as  the  bills 

Came  In   they  could    be  checked   up. 

Ifter  some  further  discussion  as  to  practice  In  this  regard, 
Secretary  Brockwaj  read  Section  a.  Purchase,  clause  i,  Requi- 
sition for  Purchase,  from  th..  report  of  the  committee,  and  sug- 
gested an  amendment   in  the  phraseology    thereof  by  changing 

the   word   ■•equal"  lo  "proper"  SO  as  to  read:    "The  original  should 

be  seni  direct  t  i  the  g ral  manager  or  s other  official  with 

proper  authority,"  etc. 

Mr.    BuriUgton,  after  some   further  discussion  of   the  question, 

ved  that    it   i.e  changed  to  read  as  follows:     "The  original 

si M   be  sent   direct    to  the  properly  authorized  official,  who 

Should    make    SUCh    correct  ions."    etc.,    which    was    adopted. 

Secretary   Brockway  then  read  clause  2  of  the  report  under 

the  same  section,  "Order  fi i  purchasing  department,  ami  as- 

signment  of  lot   numbers  by  act ting  department." 

The  President  referred  lo  the  tact  that  the  duplicate,  accord- 
ing t..  the  report,  was  lo  P.-  sent  first  to  the  accounting  depart 

id  and  then  to  the  partj  lo  whom  the  g Is  were  to  be  con- 
signed, and  yet  the  triplicate  which  was  to  remain  m  the  pur- 
chasing agent's  depart m  must  Have  the  terms  ami  Instruc- 
tions, etc..  and  as  lie  (the  President)  undersl l  It,  the  purpose 

of  the  committee  was  to  eliminate  that  from  anyone  except  the 

accounting  department  and  the  purchasing  department!  and,  hav- 
ing the  duplicate  go  P.  Ihc  partj    P.   whom   the  goods  were  to  be 

COnsig I.    lie    wished    to    inquire    bow    il    would    be   arranged    lo 

eliminate  the  prices  and   lei  in 

Mr  Smith  replied  that  thej  liad  Conn  2,  and  they  were  made 
so  that  tin part  that  went  to  the  linn  was  a  little  smaller 

than    the    ..ilea'    two,   and    Hie   other   i«..    had    a    stub    which    was 

perforated,  to  be  Bled.    The]   were  mad t  on  typewriter,  and 

if  it  was  desired  thai  the  Storekeeper  know  nothing  about  the 
prices,  it  would  have  to  be  arranged  to  use  a  short  carbon,  so 
that   on  tin py  that    went   to  him  that    would   not    print;  have  a 

I. oil.'  carbon  between  the  duplicate  ami  the  triplicate. 

Mr,    Smith   added    that    in  discussing  the   report    with   some   per 

Ince  ii    was  written,   ii    was  suggested  that   the  Form  n 

A'hlch   ii lin.e  recoi ended   be  kept    in   the  accounting 

department  "as  entirely  unnecessary;  it  was  a  duplicate  of  the 
one  kept  in  the  stoiv  lo.m.  and  he  (Hie  Speaker)  Waa  rather  in 
.lined  to  think  that  il   was  not   n.o.-.sa  ry.      I'.y  having  the  lot   mini 

■  ..id  made  a  little  Im   ei     -  ne  to  include  the  data  now 

D<  'I    I"    I  ol  in    (J,    the    latter    COUld    he  dispensed    With, 

ii   lent      linl  Be  would  do  m  one  of  a  lire  that 

1  a.   Mr.  Smith  replied,  '  \\  ell. 

WO   WOUld    be  UP  •,.   n mended 

1  .ii.  hut  he  suggested  Hi.    llflcfitlon  a     more  co 

leal  i   preferred 

At    the  suggestion  ol    Mr.   Solum/   the   pre  Ident    a  Iced    how 

of  the  m.  i   i .  i i Qelr   storekeeper 

ui  his  knowledge  at  to  what  should  be  retur I,  ami  three 

.led  that  they  so  i elved  reports, 

Mr     Duff)     moved    III  m    '_'    he    adopted    as    road,    unless 

there  Bbjei  Hon 

Mr    Smith:    'i '  il    the  » hole  thing   I     i  Ighl   In   there 


870 


\>\\].\     STREE1     l(\ll.\V\V    REVIEW. 


[Vol    XII,  No  2 


That  la  the  i"i  number  tbol  yon  kicked  a  boa  I  last  year, 

Tbe  President:    Mr.  Uam,  can't  you  give  us  a polntera  on 

thlsl 

Mr.  Dam  naked  tbe  chairman  (Mr.  Smith)  whether  in  bla 
opinion  iIhs  system  waa  one  which  be  would  recommend  for  all 

storer ns,  large  and  amall,  to  which   Sir,  Smith  replied  In  the 

negative  Mr.  Ham  though)  for  the  smaller  ayatem,  the  plan 
reported  waa  entirely  too  cumberaome,  and  thai  aa  good  results 

could  be  obtal i  for  auch  aystema  In  a  simpler  way.    On  » l •«- 

ayatem  represented  by  blm  (the  speaker)  tbe  Btorekeeper  and 
the  purcbaaing  agenl  were  tbe  aame  and  thej  bad  an  Intimate 
knowledge  of  everything  that  went  on;  be  believed  thai  tbe  more 
these  officers  knew  aa  to  prices,  eti  .  the  better  11  waa  ror  tbe 
company, 

The  president   called  attentii the  fact   that   the  primary 

object  in  attempting  i"  standardize  the  material  and  Bnpplj  Bys 

tern  was  to  weed  oul  all  unn asary  items  and  gel  something 

thai  would  appl]  both  to  large  and  small  compai 

Mr.  Smith  Bald  be  though!  the  ayatem  presented  was  prett] 
almple,  and  that,  If  anything,  there  would  nol  be  enough  to 
it  to  Bull  a  large  road.  Thai  was  why  he  had  aaid  "no"  in  re- 
to  Mr,  Ham's  question,  So  far  as  small  roads  were  con- 
cerned he  though!  this  Bysteni  would  ft!  their  needs. 

Mr.  smith  stated,  iii  replj  to  Mr.  Longyear,  thai  1 1 ■  •  -  number 
of  times  each  article  would  have  to  be  copied  before  the  order 
n  is  placed  with  the  dealer,  would  be  Ave.    This  Mr.  Longyear 

conceded  t..  be  a  i essity  If  the  lol  number  were  adopted,  but 

« iii  go  s.  far?  Why  nol  nave  the  requisition  and  the  order 
number,  and  then  when  the  material  was  delivered  it  was  only 
isarj  to  make  two  copies, 

Asked  by  Mr.  Duffy  to  explain  the  difference  between  the  bin 
card  ami  the  stock  card,  Mr.  Smith  stated  that  as  arranged  In 
the  report,  the  bin  card  was  simply  one  lol  number  and  descrip 
tint,  of  matt-rial,  it  might  be  a  very  small  piece  of  paper  tacked 
right  up  on  the  bin.  That  was  all  there  was  to  that  part  of  it. 
Just  the  top  par,  of  the  card,  without  an]  reference  to  the  going 

,nii    part.      It    was   simply   an    identification   Check,    that    the   Imlts 

in  a  given  bin  were  lol  number  ao-and-so  and  of  such  a  size. 

Mr.  Longyear  thought  that  the  principle  laid  down  in  the  re- 
port  was  an  advance  in  supply  i ounting;  that   it   would   ba 

adopted  in  whole  or  in  part  according  to  the  requirements  of 
■  Hit.  rent  companies. 

(The  President  put  the  question  t  n  Mr.  Duffy's  motion  to  adopl 
Section  '-'.  and  it  was  deti  rmined  In  the  affirmative.) 

Mr.  Bam  atated  that  personally  be  was  heartily  In  accord  with 
the  BUggestlon  of  Mr.  Longyear  that  the  report  was  in  many 
respects  far  ahead  of  any  Bystem  that  tin-re  bad  been,  though  be 
still  believed  it  was  not  the  simplest  that  could  be  devised.  As 
a  general  proposition,  however,  be  was  heartily  in  favor  of  th? 
Bystem  reported,  and  be  moved  that  the  report  of  the  committee 
be  adopted  as  read. 

'ihe  President  then  put  the  question  on  the  adoption  of 
th<  report  In  its  entirety,  with  the  amendments  heretofore  made 
therein,  and  it  was  determined  in  the  affirmative. 

i»ii  motion,  the  program  was  modified  and  the  report  of  Com- 
mittee on  Standard  Form  of  Report  for  Electric  Railways,  called 
for,  and  read  by  Mr.  W.  I'.  Bam,  of  Washington,  D.  0. 

Mr.  Duffy  moved,  owing  to  the  lateness  of  the  hour  for  taking 
up  the  discussion  of  this  important  report,  ami  the  absence  of  Mr. 

Judson,  el'  the  New  Vurk  Board  of  Railroad  Co tissloners,  ami 

Mr.  Stewart,  of  tin-  Census  Department,  wim  by  speeial  invitation 

were  expecting  to  be  present  at  tin-  consideratl f  the  rep  >rt,  its 

further  consideration  be  postponed  until  tin-  next  sessi  ,n. 

The  President   stated  be  considered  the  suggestion  a  very  ap 

propria! ie,  ami.  i lotion,  an  adjouri nl  was  taken  until 

Friday  morning  at  10  o'clock. 

Every in  attendance  at  n onvention  will  be  glad  to  know 

that  Mr.  Hutching  was  sufficiently  recovered  yesterday  to 

some  time  ..ii  th,.  tl •  of  the  exhibition  hall.  He  was  very  en- 
thusiastic in  his  words  of  appreciation  regarding  tin-  tine  display 
eel  railway  apparatus  and  was  much  gratified  at  the 
unusually  large  attendance.  We  all  hope  Mr.  Butchlns  will  be 
himself  again  before  tin nvention  closes. 

Mr.  Albert  Korst,  ol  New  York,  is  hustling  among  the  deli 
in  behalf  of  tie   Union  Mi' a  Co.,  which  he  bo  ably  represents. 


BXOI  RBION  TO   MALTB1    LI  MBEB   "i  \ui>s. 
The  Mnltby  Lumber  Company   aenda  as  tin-  following:     "it's 
only  a  two-hour  Irolley  ami  launch  trip  to  tin-  cedar  pole  yard 

■  a  the  Mnltby  Lumber  Co,    Take  any  ear  on  Fori  St.  lit icepl 

a     w Imere"  or  "Through"  ear.    Car  everj    10  minutes,     Rep 

reseutativea   of    the   company    t    everj    car   ami    tin-   launch 

III  ike-    ...  list,  ml     trips.        No    lillle    lust." 

i:i:ii:i-i  [ON   TO  THE   LAD1BS. 


i  Kin   10  a,  m.  until   I  p.   in.  yesterday  an  informal  reception 

was  held  in  tin-  Cadillac  parlors  for  tin-  rlaltlng  ladies,  ami  this 

proved  ie  I"-  a  most  delightful  function     The  visitors  were  re 

-•I  by  ladles'  committee 

The  rooms   were   most   tastefully    decorated,  ruses  and  palms 

being  in  profusion,  ami  refresh nts  were  served     The  recep 

lien  was  much  appt lated  bj  tin-  visiting  ladies,  as  it  afforded 

an  opportunity  to  become  acquainted  with  each  other  before  the 
excursions. 

»•»(  It 
HART  TIE  PLATE. 


The  Hart  tie  plate,  as  Its  name  Implies,   Is  a  device  deslg I 

to  lie  attached  to  the  tie  for  the  purpose  of  affording  lateral 
strength  to  the  rail  and  prevent  buckling.  The  c pany  In  an- 
nouncing  the   Invention   furnish  the  following  description: 

•The  top  surface  (not  tbe  entire  plate)  is  cambered.  To  pre 
vent  the  accumulation  of  Band  under  the  rail,  thereby  minimizing 
a  saud-CUtting  effect  on  the  plate  on  the  rail:  to  ad  as  a  natural 
shell  for  water,  brine,  :n  id.  or  other  drippings  from  the  ears: 
io  Increase  the  adhesive  qualities  of  th.-  plate  to  th,-  tie  by  min- 
imizing the  wave  iii.it  i ii  the  plate,  and  also  to  prevent   buck- 

liliu-. 

■The  top  surface  of  the  plate  is  corrugated.  These  oblique 
corrugations  beginning  mar  the  median  line  or  tin-  plat  gradu 
ally   widen   and  deepen  as   they  approach   the  outer  edge  of  the 

plate,      This   is  done  to  prevent   the  aeeinnnlation   of   sand  on  any 

pari  of  the  plate's  surface;  to  carry  off  water,  brine,  acid,  or 
other  drippings  from  the  cars;  ami  also  strength  is  added  without 
destroying  the  flbre  or  grain  of  the  metal  or  causing  crystalliza- 
tion of  the  metal  in  process  of  manufacture. 

"The  imder  surface  of  the  plate  is  provided  with  longitudinal 
Banges,  Tin-  flanges  are  designed  to  compress  the  irin-es  of  the 
wood,  thereby  increasing  its  density,  ami  to  firmly  embed  the 
plate  in  the  tie.  The  design  of  the  flanges  and  the  distribution 
of  metal  furnish  greatest  transverse  strength. 

"The  camber  and  corrugations  in  combination  form  a  natural 
means  tor  shedding   foreign   matter.     Brine  and  other  liquids 

drain  from  the  surface  of  the  plate,  and  sand  will  gravitate  and 
in-  carried  off  from  the  corrugations,  thereby  automatically  clear- 
ing tin-  surface  of  the  plate." 

■il.lMAX"  POSTS. 


The  Climax   Fence  Post   Co.,  of  Chicago,  is  represented  by  II. 
E,   Overstreet,   general   manager  of  the pany.  ami  exhibits 

at    space   \o.   33,      The  patented   posts  of  this   .• pany   consist    Ot 

a  Bteel  top.  for  strength,  with  a  clay  base  to  prevent  destruction 

by    eorrosioll. 


The  Alias   Railway  Supply  Co.   is  offering  a   n-warl   of  $100  for 

ihe  return  of  a  box  containing  s1"'  souvenirs  intended  for  distri- 
bution ai  the  convention.    The  box  waa  lost  or  stolen  fro 
company's  space  on  Tuesday  or  Wednesday. 

attest 
Mr.  Gf.  Edgar  Barnes,  certificate  clerk,  announces  that  the  rail 
in."  i  certificates  will  in-  ready  for  delegates  and  visitors  after  '•' 

O'clock    en    Friday. 

It  l(  it 
Mr.    Neil    Paulson,   superintendent   of   ihe  Jewetl    Oar  Co.,  of 
Sewark,  i  >hk>,  is  on  the  Bcene. 

■t*t«t 
Mr.    \i;    p.   Lane,    manager  of  the   railway   department    for 
Parrot  I    Varnish   Co.,  of  Bridgeport,  Conn.,   is   busy   talking  the 
g l  poims  of  Parrott  varnishes.    Mr.  Lane  is  one  of  the  oldest 

varnish  men  in  this  country. 


OiT.  Q.    I»U| 


DAILY     STREET     K  Ml. WAN      REVIEW 


671 


A.  S    R.  A.   PROCEEDINGS. 

..tinned  From  pa^e  85*1  I 

Professor  (iolilslMir.uii.-ii.  of  Purdue  University,  received  the 
managing  directorship  of  the  electrical  department  of  the  Louis- 
iana Exposition  and  be  is  present  to-day  for  the  purpose  of  en- 
larging a  Uttte  upon  the  scope  of  these  resolutions  and  giving  a 
little  better  andersl ling  of  them,  and  1  would  ask  ih<'  conven- 
tion to  extend  to  Prof.  Goldsboruugl)  live  or  ten  minutes'  time 
in  which  to  speak  upon  tliis  resolution.  I  therefore  make  it  a 
motion. 
Motion  carried. 

Professor  Goldsborough:     1  greatly  appreciate  the  honor  you 
i-.'iid  r  upon  in«..  permitting  me  to  tell  you  something  of  what 
are  intend  to  do  for  the  street  railway  interests  at  the  Louisiana 
Porch                 ■  on.    l  come  here  to-day  as  a  representative  of 
;:..    Exposition  and  of  the  Busim-s  Men's  League  of  St,  Louis, 
ti  invite  you  to  meel  in  St  Louis  in  1904,  because  we  arc  pre- 
_  r<>r  yon  there  a  feasl  that  I  believe  every  one  of  you  will 
thoroughly  enjoy.    Tin-  Louisiana  Purchase  Exposition,  as  you 
probably  know,  will  by  the  time  the  gates  open,  have  expended 
fifty  millions  of  dollars  in  preparing  what  we  hope  will  be  the 
ternatlonal  exposition.     I  think  that  our  hopes  in  this 
line  will  be  realised,  for  the  reason  that   the  Federal  Govern- 
ment lias  made  a  in  is;  generous  appropriation  toward  the  work. 
Tins  has            -      mi. Ii'il  by  the  city  of  St  Louis,  by  the  citizens 
-  and  by  the  state  of  Missouri.    So  that  the  Exposition 
company  <:.in<  out  with  $17,000,000  to  devote  i"  the  Exposition. 
The  Tin. mi.-,,  World's  Pair,  which  at  thai  time  was  the  greatest 
.n  the  world  bad  known,  started  out   with  $13,000,000; 
s.,  that  you  si-.-  From  the  financial  standpoint  the  Initial  move- 
■:':  backed.     We  al-  >  have  ample  Bpace  In   which   to 
■  the  picture  of  our  national  growth.    Chicago  used  Jaek- 
~,n   Park  with  its  600  acres  in  presenting  its  picture.     The  St. 
Louis  a--  ••  iaticui  has  Forest  Park,  in  which  there  is  1,200  acres 
or  double  the  amount  of  ground.    Of  the  15  large  exhibit  build 
i  the  ground  the  smallesi  h.is  an  area  of  four  ordinary 
i-ity  blocks,     i  give  you  iliis  measurement  because  we  are  all  In 
the  habit  of  thinking  of  a  city  block  being  300  feet  on  a  side   The 
of  the  buildings  will   have  an  area   of  ten  city   blocks, 
which  i»  the  largest  building  under  one  roof  thai  has  ever  been 
built  or  attempted,    I  am  quite  certain  tnat  when  you  know  we 
ng  a  power  plant  which  will  have  a  capacity  of  over 
30,000  horac  power  you  will  feel   thai   our  lllu -    which 

will    l»-    shown    at    St     Loula    will    probably    equal    those    of    any 

other  exposition.  Buffalo  presented  beyond  ail  doubt  the  nest 
fol  picture  or  Illumination  which  tin-  world  has  ever  seen. 
■  been  very  aptly  termed  by  Hr    Pencil  •.  the  crescendo  in 

Illumination*  There  they  pgpd  about  5,000  horse-power.  But 
it  "f  power  used  at  St  Louis,  we  will 

probably   be  ahli  n1    to  you  a   picture  glorious   Indeed, 

when  viewed  by  ti lectrlcal  engineer;  and  I  think  it   will  he 

one    that    We    will    all    In-    glad    10    feel    we    ■■:■  %  e    some    part    ill    as 

•  l  as  people  Interested  In  electricity. 
When  we  come  to  t  illway  presentation  at  the  expo 

«ition  we  have  a  rery  pleasing  problem.    Naturally,  sine,,  your 

ami  part  mechanical,  a  division  must  be 

Wiiiar  l   Smith,   Chief  of  Transportation, 

(fori  I.,  exploit  ail  the  mechanical  details  of  the 

railway  problem  "u  a  verj  broad  line  in  the  transportation  build 

ling    I"    trnfflc    uialnleli.iiM  •■       ii.   ill 

I    bodli       mechanical  -inn  I 

.'ill  be  pictured     in  ti lectrlcal  department  the 

•  !e  ,,r  the  problem  win  be  pictured      Ml  matters  re- 

on   ami    Hie   distribution   of   electricity    anil 

control  or  ears  ami  train-  in  electrical  nietin.ii-  come  in 

•  ni     in  other  words,   Hie  electrical  engl 
neer  in  tie                    building  will  study  the  street  railway   or 

problem  tr tin-  generator  through  the 

'.-in.  through  tl  ■  mlng  devices,  through 

'in-  line,  through 

in  the  transportation  department  he 

win  study  ail  those  things  thai  pertain  t..  the  building  <>r  the 

track,  ballasting  tructlon  ••<  mines,  of  ear  bodies,  of 

■  .1  ..iiier  mailer-  that  pertain  directly 


in  the  mechanical  study  of  this  great  problem.  Mr.  Smith  and 
myself  have  been  working  for  some  months  past  on  a  matter 
which  1  think  will  give  our  exposition  an  added  Interest  to  you. 
We  want  t.>  have  a  track  some  1,300  it.  in  length,  double  and 
triple  track,  as  conditions  may  permit  us  to  make  it,  on  which 
experiments   can    be    made   of   all    street    railway    traffic    systems. 

Whether  these  be  pneumatic,  steam,  gas  or  electrical  in  power,  or 
electrical  systems,  they  are  all  to  be  exploited.  We  want  to  or- 
ganize the  thing  on  vi'i'j  broa  l  lines,  i  think  you  will  all  agree 
with  in.,  at  that  time  there  will  probably  he  a  large  number  of 

systems  using  alternating  current,  as  well  as  the  systems  we 
i  ".\  have  using  a  direct  current,  ami  1  cannot  imagine  a  picture 
which  will  present  a  greater  Interest  to  you  than  that  of  seeing 
tins'  various  systems  all  exploited  on  the  same  ground  ami  at 
tlie  same  time  by  iiic  engineers  of  the  various  companies  exhlblt- 
Ing  there.  This  in  a  nutshell  gives  you  a  slight  idea  of  the  great 
undertaking  which  we  have  at  si.  Louis.  We  have  advanced  in 
the  St.  Louts  exposition  ten  years  beyond  Chicago  as  gauged  by 
the  inventions  that  have  taken  place  in  thai  time  in  our  national 
growth.  \\  c  realize  that  unless  our  exposition  is  ten  years  in 
advance  of  Chicago,  it  will  be  a  failure.  They  have  gone  int.. 
tne  work  in  that  spirit,  and  I  feel  as  lime  goes  on  and  1  am 
brought  closer  in  contact  with  the  work,  that  they  will  succeed. 
Thank  you. 

The  President:     The  next  paper  is  on    "Electric  Express  and 
Parcel  Delivery,  by  George  W.  Parker,  General  Express  Agent  cf 

the  Detroit  United  Kv. 

ah.  r  the  discussion  on  this  paper!  which  luck  of  s|  ace  prevents 
our  publishing  in  this  issue,  the  chair  appointed  as  tlie  committee  to 

nominate  officers  and  select   a   pla if  meeting  the    following: 

H.  8.  Goff,  N.  II.   Heft.  R.  McCullcch,  C.  G.  Goodrich,  D.  B. 

Dyer.  I 
The  convention  then  adjourned  till  Friday,  at  10  a.  m. 

ft*  at 

SUPPLYMEN'S   ASSOCIATION. 


The   conmiiti i    organization   of   supplyinen    met    yesterda 

morning  ami  ai  ranee  i  to  l,old  a.  general  nicotine,  ,,i  all  exhibitors 
Friday  morning  at  an  hour  to  ho  announced  later. 

In  addition  to  the  official  entertainments  provided  for  to-day, 
there  will  he  various  side  (rips  arranged  by  tic  Crocker-Wheeler 
Co.,  the  General  Electric  Co.,  Berry  Bros.,  and  the  overflow 
tli  aire    party    tl  i-    evening    givin    by    the    Wheel    Truing    Brake 

Shoe   Co. 

*».  *r. », 
The  Union  Mien  Co.,  of  Sew  Y.  rk.  arrived  too  late  to  get  any 

sluice  on  the  romeiiiii.ii  Mil    ii •.  and  has  made  arrangements 

to  -how    Its  various  specimens  of  mica  board,  flexible  mica   rnr- 

nlsfa   doth,   geg tits,    rings,   etc.     Mr.    Albert    Korst,    tlie   eom 

I.  l'i.   .ii ■     i-  in  attendance  ami  promises  to  Interest 

all    callers 

Exhibit  Hall  will  be  open  i  entng  of  the  conventic 

in  :;n  ., .  lock. 

*,  n  *. 

WEBER   It.All.WA,     I01NT   MFC,   CO.,   NBW    viiuk 

I"-  ■■  hi      i  ii.     |  >  .ii      an  pi lands  'i 

i  all  way  j.  Int  for  T  rail,  the  i  landard  i ti  i  girder  rail  and  tin 

compromlsi   or  step  joint.     \t  the  back  ol  the  booth  are  shown 
photo  irapha  ol  track  laid  with  Weber  lolnt    and  also  blue  print 

b    i"    •  "o  " H.  n a  the  lolut     n  '■  i   i'.   thi 

Traction  Co.,  ol  Ubanj    and  the  Lynn  A  Boston  R.  R.  Co.,  ol  Bos 

ion.    'i  I  :  oi  the  \v.  her  lolnt  was  atte  ited  by 

|  Ion  of  the  medals  grants  i  by  the  Btacpo  iltlon  I  nl 

verselli  at  1  BOO     Thi   \\  •  ber  booth  « a    to  - ge  ol   i    M 

■i  New  York,  a'    I  Led  bj    \ir   !■'    \    Poor    W   T    Sim   he  n 

anil    II     C     Hollo 

HUH 

Mi    Clifford  Tan   Hanson,  oi  the  Bethlehem  Steel  Co., 
busy  distributing  ■  souvenlt  pamphlet  In  which  the  special  pm' 
nets  of  in, i  pan  j  nre  succinct!]    el  forth. 


U72 


l»\IIA      STREET     KAIIAVW     REVIEW. 


[Vol,  XII. 


EXHIBITION  HAM.  AT  THE  OPENING  "F  THE  CONVENTION,  OCT<>i;EK  -Hi 


IMPORTANT  ANNOUNCEMENTS. 

rles  of  jolly  trolley  parties  was  Inaugurated  yesterday  by 

the  General  Electric  Co.  representatives,  who  have  secured  the 

private  car  "Detroit"  for  the  purpose,  through  the  courtesj   of 

the  Boland  Line  officials.    The  car  is  equipped  with  the  Type  M 

control  and  the  excursionists  leave  the  Genera]   Electric  i th 

in  the  annex  a1  1 1  a.  m.,  I  p.  m.  an 

*«« 

Mr.  Thomas  Farmer,  superintendent  of  motive  power  of  the 
i  mi. '.i  Railway,  has  called  a  meeting  of  all  master  me- 
chanics present  in  the  city  to  bi  3  p.  m.  this  afternoon 
in  Power  Station  .\.  for  the  purpose  ol  organizing  a  master  me- 
chanics' association. 

«t  *  «t 

The  local  committee  announces  that  exhibitors'  mail  will  be 
kept  in  the  e  chairman  of  the  exhibit  committee,  while 

.i   the  Bureau  of  informs 
limi  hi  the  entrance  t"  the  ball 

•tHU 

The  Exhibit   Committee  announces  that  special  provision  has 

i n  made  tor  the  ladies  at  Exhibition  Hall.    A  large  room  on 

list  i"  the  right  of  the  main  office,  lias  been  set 
aside  for  their  use  and  in  addition  several  boxes  in  the  gallery 

have  been  reserved  tor  the  accomi lation  of  the  ladies  who 

may  care  to  resl  after  "doing"  the  exhibition. 

tlKtt 

The  Information  Bureau  is  in  the  registration  office,  just  inside 
Hie  main  entrance. 


Among  the  visitors  to  n  lation  yesterdaj 

morning  were  Mr.  Judson,  of  the  New  xork  Board  of  Railroad 
Commissioners;  Mr.  T.  C.  Martin,  and  Mr.  Stevenson,  represent 
nsns  Bureau. 

It  st* 

Mr.  .1.   B.   Sullivan,   florist,  of  _'i  i    W lward   Ave,.   Detroit, 

Michigan,  announces  that  some  of  the  delegates  while  ealllng  on 
Tuesday  at  bis  establishment  lefl  a  bunch  of  keys.  The  owner 
can  have  the  keys  by  calling  and  identifying  them. 

HI** 

,A   OROOKER-WHEELER   TROLLEY   TRIP." 

Delegates  and  representatives  at  the  convention  are  invited  to 
join  He-  Crocker-Wheeler  Co.  In  a  trolley  party  ibis  afternoon  to 
the  Rochester  power  bouse,  on  the  Flint  division  of  the  Detroit 
i  Rj  Special  cars  have  been  provided  and  will  leave  from 
Griswold  and  Congress  Sts.  at  two  o'clock  Bharp,  city  nine.  The 
trip  will  doubtless  be  an  Interesting  one,  as  the  road  lies  tbrough 
a  very  pretty  country  and  the  power  bouse  contains  considerable 
apparatus  of  interest  to  street  railway  mi 

one  car  «iu  be  given  n|i  to  the  ladies  who  may  wish  b 
the  party,  and  will  make  a  run  beyond  Rochester  t"  a  very  pretty 
spot,  Lake  Orion,  while  the  gentlemen  have  Btopped  at  the  Roch- 
ester power  plant.     It  is  hoped  that  as  many  of  the  ladies  as  ean 

will  make  the  journey.    The  trip  promises  t>>  be  an  enjoyable  and 

entertaining  on id  the  delegates  and  exhibitors  generally  are 

to  hi    on  Grtewold  St  promptly  at  two  o'clock  so  that 

there  may  be  do  delay  in  getting  away.    The  party  win  probably 

the  em   about   Bve  on  the  return,  In  ample  time  for  the 

theater  parly  in  the  evening. 


Oct.  9.  1002  1 


DAILY    STREET    RAILWAY    REVIEW. 
REGISTRATIONS   ON   TUESDAY   AND   WEDNESDAY. 


673 


y     s     K      \     ME.Mr.KI!>   IX    ATTEN- 
DANCE. 

w .      II 
Ion.   J-   T.    R 
lio  Traction   Co. 

1  hrel. 

1a    .v 

rk,    X.  J.— J     B.   ■ 
HazelrlgK.     Atl  31      Electric 

M      Marshall, 
-lit  .v  Powi 
A1I.1:  B.   Travers,    A. 

M     •,  -  Thos.    K 

A.     J.     Mf 

-hi.  Aucuata   Rj     .y   Electr 

Si.  Zimmerman,  Elgin. 

- 

v:i>,-rt  L.  Rlchey,  Wni. 
H.  '■  m.  C.  Sampson, 

I    Iiul. 
H.    11.   Adams,    W.    II. 
&  Electrii 
Mi.-h- E.    J.    lommoek.    J. 
J.   TI. 
Blngbamtoo.     N.     Y  gen), 

g  hamton  H;. 
Birmingham.    Ala.  -W.    B.    Brockn 
Birmingham  Ry.,  Light  *.-  Power  Co. 
Howard       F.       Grant. 
Elevated 

R> 

A  alt.  r  Trumbull. 
w.    II     Fisher   E 

St   Ry.  Co. 

B.    C.    Fisher,     D 
n  Northern  £ 

\v 
- 
. 

Light  Co. 
l'.n.lK.  1.111.    X.   J .  — 1{.    F.    Hires.    Brldge- 
on  Co. 
1      i:   F.  S.  ix  lb,  ■■    p.  Wll- 
9,n,  i;    !■:    -  irrell, 

11.   Hurray,   Fri 
II    n  '    Weir,  J.  F.  Bothny. 

J.    Millar.    P.    Murphy,    H     M.    Di 
T.   W.   Wilson.  J.   M.  Bostwlck,   K.   F 
km.-    T.   K.   Mitten,   Int 
Co. 
Butte.     Mont.-    I      I:     Wharton.     B 

N     J. — W,    K.    Harrington 

urner 

!  . 

I  me  I 

- 

T     C     Pennington.    C     N 
Dull  inch.       M. 

[And.    Ch 

Smith,     Chicago 
ractlon  Co. 

■tin.     Frank 
Hadiey,    Northwestern    Electric    Ry. 

«...     111.— T.     E.     Smith.     Chi 

A'.lmBly.     South 

.ham. 

; 

Mi 

I 

W. 

I      1.     1     01 

1      H 


Moines,  Iowa— H.   H.  Polk.    A    I.. 

sh      i'.     D.    Cunningham,    J.    E. 

Welsch,  W.  J.  Basket.  Thos.  Martin. 

I  ■,  -    Melius  CltJ    Rj  .    CO. 

Detroit,     Mull.     11.    A.     F.verett.    J.      C. 

Ilutehiiis.      Arthur      Paek,      Geo      II 

.  1  ton,     v    B.    Pi 

ten     A.    II.    Stanley.    Thus.    Fanner. 

Jno.  11.   Fry,  Geo    w     Parker,  Albert 

iiii.ui.    >■-.   .1     Burdlok.   Jno.    Ker 

win      Harrj     Bullen,     Walter    Ross, 

jas     Hampton.    II.    V     Catlln,    W.    B 

1  Robl    Oakman, 

v,  B    -     H   ochett, 

11.  p.  Strong,  vi     1. 
iger,  Jas.   van,  Jno.   Buabee,   \s 

II  Beach,   T.    w.    Gorman,    Grand 
Rapids,  Holland  &  Lake  Mich.  Rapid 

Rapids     Mich     J.     D.     Hawks, 

Wallace    Franklin.    Carl    M.    Vail.    J. 

E    w.  bster,   W.   w.  Onuroblll,   11.  J. 

11.   11.   Kerr.  Grand   Rapids, 

1  i:\    Co 

Detroit     Mieh.-F.   w.    Brooks,    W.   O. 

Wood.     II.    S.    Swift,    11.    1'      Marshall. 

K.i  System. 

DulUth,      Minn.— 11.      Warren.      DulUUl- 

Superior  Traction  Co. 
DeKalb,  ill. -Jno.  w.  Giidden    DeKalb 

See. 1  more    Electr1 
Klmira,    N.    v.— II.    M.    Beardsley,    El- 

mira    Water,    Light   &    It     R     '     ' 

in     ,i..hn  M.   Bramlett, 

C.  B.  F.asty.  Fast  St.  Louts  £  Subur- 
ban Ry.  O 
1:1    Paso,     Texas  -T.     F.iK.ir,    1:1    Pa 

1 
Fond    .i  1    Lai  .     W  Is     T.     F.     Grovi  r, 

Ralph  Colman,   Fond  du   Lac  si     Rj 

,v    Light 

-    a.     1  irouelhet,     II. 

Griffin,  Galveston  CltJ    Ry.  Co. 
Gloucester,   N.  J.— Jas.   K.   Schultx,   M 

C.    1  1  'amden,   Gloucesti  1    .v 

W Ibury  Ky.  Co. 

Grand    Rapids.    Ml   h     G.    S.    Johnson, 

B,     S.     llanc'hett.    J.    C.     Mailt-.ui.     W. 

w.   Armohie,    p.   C.   Thompson,   Gd. 
Rapids   Ry.   Co. 

Ilton,  u.— C.  B.  Palmer,  John  s. 
Hunl  on,  Cli  Dai  ton  &  Toledo 
Traction  1    - 

■  intai  lo    C,   k.i  Ireen,  T.  B. 
Griffith,    D,   X.    Miller,    Hamilton   Kl. 

St.   &    Cal 'owi  1    Co.,    Ltd. 

Jno.    11.    Oaklej      1 
l»      \V\iuau,     Houghton    Couivty    St. 
Ry 

1  ■       11:    Mi  user,   Har- 
burg  Traction  ■  !o. 
Hartford,  i'onn- E.  S.  Goodrich.  Hart- 

si.    Ry.  Co. 
Hoboken,  N.  J     Tims    w.  McAndrews, 
Jersej   City,  Hoboken  .v    Paterson  St. 
Ky.  Co. 

ton,  Tex.— H.   I..    Payne,   Houston 

Huntington,     w.     Va.— Jno.     Graham. 
Jas.  Zagan,  J.  W.  Magoon,  S.   \i 
1  lamden  Inl  Co. 

1  OlIS,     lie!        P      A.I  Illi.lH,     Albi  " 

B.    H  1        ■■  i! 

McMath,     1  i  oils    St.    Ry.    Co  , 

Geo.  Townsend,   Win.   M.   Moran,   w. 

1  tpoll  1 1 1  1 1 1 & 

Frankfort   Traction   Co. 

.  en  v.  x.  .1     .1.  m.  Vi.iMis,  North 

Jersey    Bl       1 

John  II     C,     Evi 

loiiet,   111      v  8.   Kibble,  It.   B.   Mi 
Ohli  ago  .v-  J0II1  I   E    R      <'o. 

laek-i.nvll!.  .        I'la        Win         II.       Tinker, 

Jacksonville    Kl.-,  1     1 '.. 
Kalamaxoo,   Mich.    It    L.   Rand,   D     \ 
dlrhlgan    '1 1 

1  Chas.    1-:     E 

Kansas    I  '11  v.    I.,  av.-nvMirl  h 

i:    ■ ;    Arnold,  K. 

Lexli  D.    E.    Hunt,    Lexlng- 

i..i 
Little    Uoek,    An 
i ;  Rock    Tract    A 

Load  i;     i    Can     I 

It.     II      \\  ■    I i        l: 

LOBd  I 

\      i      Powi  U,    D     C 

a    i.    '••■ 

M.      A         Hell         \l 

Co 
Mcrrli  E     P    Bhas      Is       i 

III  ti  Amesbui  v  Bl 

Milwaukee,    Wis     John    I 

w      <>l. In      F,    O.    Blm  i      .\l 

ii     M     Rau     M 

I. 
Mlniwu|inll*.      M  Irleh. 

Twin  iiiv  Rapid  Ti 
Mobile    Ala     J    II.   Wilson    B    M    Col 

I         III    »     II      I! 

■ 


Robertson.  T  w.  Casey,  Montreal 
St.  Ry.   Co.  „     .  , 

Menominee.  Mich.  Edward  Daniels, 
Men  ot.  SI     Rj     .v    Powei 

Co 

New  Bedford,  Mass  E.  E.  roller.  Un- 
ion St.   Ky.  CO. 

.New  York— M.  \\  Conway,  W.  G 
Mack,  Coney  Island  ft  Brooklyn  K. 
K  Co.;  Thos,  Miller.  T.  A.  Delaney, 
a  «'  Tullv.  11.  ii.  Vreeland,  H.  A. 
Robinson,  linn.  J,  F  Daly,  H.  E. 
Vreeland,  Frank  Wells,  R.  W.  Meade, 

w    Boardman   Reed,  I  iren    R Jr 

[nterurban  St.  Ry.  Co  ,  F  P.  Maize, 
.  i :  Fitch,  New  JTork  &  Qui  en's  Co. 
Rv.  Co.;  r.  O.  MalUoux,  W.  C.  Gats 
hall.  New  York  .y-  Fort  Chester  R. 
R.   Co. 

North  Adams,  Mass.  W.  T.  Navy. 
Hooaac    Valley    St.    Ki      Co 

ini  city    I'a.-J.  ii.  Forbush,  Cltlsens' 

Traction   Co. 
im. -Ola.  X.  Y.-  w.  K.  Auhbold,  Oneida 

Ry.   Co 
Oshkosh,    Wis.— B.    E,    Downe,    1     \\ 

Hlnebaugh,  Winnebago  Traction  Co. 
Peoria,  in.    L.  B.  Myi  re,  N.  C.  Draper, 

Peoria  s   Pekln  Term.   Ry.  Co. 
Pltl   burgh,   Pa.— W.    B.   Carson,   C    S, 

Mitchell,  conn.  Traction  Co. 
Pittsburgh,   Pa    C,   w    Lepper,   F.  uli- 

lenhant,    11.    P.    Clark,    United    Trac 

Co. 
Plymouth,    Mass.     L.     R      Xasli.    C.    I1 

iivman,    Brockl !     Plymouth    St. 

Ry.  Co. 

Pomeroy,  Ohio— Jno.  P.lalr  Maehfer.  W. 
H.     Mael.l.l.     W.     M.     Walinsley.     I  Una 

River   F-lee.    Ky.   &    P.   Co. 
Port   Cluster.    X.    .1.     G.    S.    Hlft.    X.    V. 

,y-    Stanford    Rj     Co 
Portland,    Mo.    W.     R      « ]      E     A. 

Newman,   Chas.    F.    LIbbj .   <  has.   A. 

Prescott    Portland   R.    it-   Co 
i-:,..  Idence,  R,  I.    Albert  B.  Porter,  w. 

B.    Elliott     Rhode    Island   Co 
i  inmev.  ill.— H.  E,  Chubbuck,  A,  - 

son,  W.  A.   Blxbj .  Qulncy   Horse  Rj 

&   Carrying    i 
i; ister,   x.   Y.-F.  .1.   Nlcl J.   w  - 

links,  C.  T    '  lhapin,   a,  Green,  J.   n. 

Stedman,    Rochester   Ry.   Co. 
Rockford,     ill.— K.     X.    Baylls,    F.    N. 

dl       T      M.     Fills.     F.     W.     Me  A  lex, 

I ,,  o  W  Knox,  R  m  Heskett,  John 
H  Cnnliii.  G  \  Poor,  Rockford  Ry.. 
L.   &   P.   Co. 

Rockland,  Me.— Geo.  B.  Macomber,  S 
m  Bard,  Thos.  J.  Lynch,  Tims.  Haw 
kin.  W.  J.  Joins,  Rockland,  Thomas- 
ton  &  Camden  St   Ry.  Co. 

Saginaw,  Mich  P.  P.  Crafts,  T.  B. 
Redmond,  Sat;,   v  ii     i 

Salt  Fake,  uiah  W.  P  Read,  W.  S 
Patterson.    I  Son     Rj     S    Powi  r   Co. 

San  Antonio,  Tox  u  Houston,  H,  L. 
Dougherty,  Paul  Dot\.  San  Antonio 
Trac.   Co. 

San  Juan.  Porto  Rico— 11.  S.  Calutte, 
S.    G.    Avoi.ll.     E,    L,    West.     C.    D 

1  .nine,    San    Juan    Light    £     Power  CO. 

Schenectady,  N.  Y.— J.  Welch,  John  3 
Magllem,  Schenectady   fi.  Co. 

r       Frank     Sllllmaa,     Jr., 
s.  ranton  Ry,  Co, 

Seattle,    Wash,    g.   w.   Dloklnson,    w 

1  I        111 I.     Jr..     Si   allle      Flee.     I  'n 

siuux  City,  la.— B.  L,  Kirk.  Bloux  CltJ 

Trail     i  lo 
South   la  ml.    in. i      H     m      \   hmfi  HI.  .1 
M.   Smith,   iiul    Ry.  Co. 

Springfield,  I  il I Mllli  a,  Q    R. 

Mitchell,  Bpi 

i  . ,  .  i  h    Mich     «     Wm  in  Bean,  ii 
,  i  ■   ■  : ,,      ii    rbor  &  81     Jo 

Sepll     Flee.     Ry,     A      I'nW 

si.  i.noi  i,  Me  i ;  .i  Smith,  SI  Louis 
,y-  Suburban   Rj    '  10, 

,     i la,  Mn.    '  •    a     \i,ii i      Qrli 

■     i .     atom        ■ rant,    si. 

i i  Ti  "i  11    '  o 

Syracuse,  N.  v,  E,  \\  Foi  matte,  s\ 
i  m  ,i  -    Rap    Trans,  Co 

,,  Ga.— 0        igle,  L.  A.  Boil 

nrs.  Bava  ti.'  i  i   Elec    i  !o. 

I  la      II       n       ii i  * 

Toledo,   '  «hlo     \     ii   i  -    i'     Bi  II 

■toln     i      0     Reed     I     >      Collin 
J,    p.,  i  hi.  ii     i  1 

i,,  i  i,i 

right,  Toledo  Rj    i    Llghl   I  lo 

i.i.       v     \i     Patten,   T ks 

en 

ii   Cowan,   \    W 
B.  H.  Kntl         roronto  F      Co 

■,     .•      i.     Ulan     i'  "'i    i- 
i      i .-.  I-,  Val    Ri    i  lo 
Vanlci      in      Fred    i  -       Uli  n       \  i  thui 
Parti  Id i  - 
itv     i 

Wa     h  I  I      H   ■  t  lis..    W, 

Hon  i.  1  i 


DAILY    M  Ivl  I •  I     R  \II.W  \>     REN  ll-.W 


[Vol.  XII.  No  -■ 


Inn    v\     \ 

W 

\      Bhll  i<y,    W.    1 

K 

T.     I... llli.      «  m 

Si      l:»  . 

Wlcl  i  \    Moi 

:v      \     Llghl    i'.. 

demon     w 
Smith,     M     i:     M  '■ 

I. .n' 


pUNTANTS'    \SS.  ICIATION 
Augusta    R>     .v 

A       .1        M      In 

Ami  ■ 

klyn     Height!     R      I:    Co     W    .1 
nor. 
Birmingham  Rj     81    ft  Power  ''•.     W 

I :     ■ 
I:,  uti  n   Eli  voted   Rj      II     I 

R        D    Dana 
tli  ir. 

Co      W.  G 

John  Bhrhardt 
■  .ion    Traction    Co.    m      i: 

II     E. 
Smith. 
Charleston  Cons,  Ry..  i 
p    J.   Balagner, 
ah  is  Rj     Co      P    V     Rtirlngton. 
■,,  City  K>      C    N    D 
Cincinnati  St.  I 

citizens'    Elect.    Co.,     Eureka    s 

Ark.    M    1 1.  Jordan, 
Cincinnati.  Dayton  ft  Toledo  Tracl    Ci  „ 
Ham  .  i '.    John  .:    h 

:  i  act.     Co.,     Pltti  b 
Pa     C    s    m  tchell. 

.  ton. 
r     City     Tramwaj     .  !o    -B      H 
raatl. 

i  i    oj  iter,    St.    ft    Rj     Co.    H,    M. 

i  Buffalo,  N.  1 

-,i    Pease. 
Kansas  Cll  i   .v   Li  •>-.  i  nworth  Ry.  i  o 

Chas.   O.   Evarts. 
Lynchburg  Trai  I  r    Powi  u 

Milwaukee  Elect.   Ry.  ft  St.  Co.-  H.  C. 

Mackey. 
Montreal  St.  Ry     w    i !    Re 

.      ,  i  i  .i  hi 

Northwestern    Elec.    Ry.,   Chicago    w 
V.   Griffin.    Frank   Hedley. 

:  .        Bl 

Co.    W      B.    Tarklngton,     Frank    L. 
iwn. 

,,i  Co      w     R    Elliott,    V   E. 
Po  ' 
Rockl  '  a  Ry.  Co.— T    W. 

McArsey. 

Rj 
R    Slum. 
Springfield    ft    X.  a     R 

B.  Inskeep. 

ou  s  Transit  Co.    II    J.  Taylor. 

[I  1  Kill 

Pi  ml    B 

Stn  et  Ry.  B  I  ! 

jj     s 

Tri-cn  i 

C.  E.  I 

Ind     Win.    E. 

Mohawk    Valley    Ry.-  A.    s. 

.Ir. 
Washington  Ry.  ft  Elect,    w    p.  Ham 
Ry.— I  lod 
Morgan. 


MI^'KI.I.ANK'  il'S 
Avery,    A.    Amer.     Union     Elec.    Co., 
New   York. 

Wbei  1  Truelng  Brake 

i     M..  J,   M    Atkinson  Co  . 

rson,     A      S       A, 1. tills    Westlak- 

Aii, I.  rson.  Arthur 

irr, .  i : 

Aper.  I'm.-  Ma- 

rion.   III. 

Abbott     ii     ii  .    st r. .  t    Railway 

mil,  i 

Milwaukee,  Wis. 

in,     E.     Pen  y.     Detro 

Mich. 
Alrien,  Chas.  A..  Penn 

ton. 

],  W    ii  .  '  >hto  ■ 

■  (Wo. 
lv.     II      E  .     An 
klyn. 


New    Vork. 

!  lolloi 
ft 

Atlrln,  'I     '■ 

...   in. 

lira,    ■  nit. 

i  ton  Jr.   ft 
Inc.,   Phlladi  Iphla    Po 

i'      II  .    Loos    &    Dllwi 

.,.    N.    Z 
Allen,    B.  C.  D.,  K       \     A    .y    j     Ry.. 

Ypalliintl,    Mich. 
\n  ihl  i  .   .1 

.v   t  •.,     n,  w   \  ork,   N.    v 
Antic  I  • 'ash 

N    n    Haven,  t  !onn. 
Arnold.    Ward   s     Stanley    Elec.    Mfg. 

Allen,    M..   Continuous    Rail   Jolnl    Co., 

■  hlcago,   in. 

A      M  .     i  leneral     El 

i '..  .   Schenectady,   N.    V. 
Armstrong    J     II  .  The  Am     Id 

Co  .  Grand   R  ip 
Armstrong,  Win    a     Jr..   Philadelphia, 

Ayres,    H.  C. 

troil 
Allen,    !■:.    P..    Cli  veland     Ci  lar     Co.. 
fli  n 

.1  '  '..nil.. 

New   Haven  Cas 
Blllhelmer,    F     B      K . 
i  :olum  . 

irual. 
New    V .  >  r  k . 
Blewett,     Scotl      11  .  Cai     .v 

Pdy.   Co  .  Bl     Louis. 
Bergi  nthal,   V.   W  .  Si  . 
Chi 

George  £ 
Co.,   Chicago. 

ste,      C.      A        Streel      Ra 
.i  >urnal    New   York. 
I'.um  I  i  Railway 

journ  ii.   New   fork. 

Burke,    E.,  I  I 

i ;  I        matin  .  kjuip. 

Clevi       d     O. 
ichlr,  N,  J.,  Univ.  Sanitary  CubpI- 

doi    Co.,    W   ii 

P.  ii  .  .'.  C.  Wormer  Machln  n 
,   I  letroit. 
Bi  i-kni.ui.    B.   C.   Stani 

.1.    a  .    E  ec.     [nstallatlo  i    Co., 
tgo 
Putnam      A..    Crock  r-Wh.  .  1  '• 
Co.,  New   v..!  k, 

u     C,   Am.  Steel  ft  Wl  e  i  !o 

it..  N     V.  Christ'  Mi 

wa  ik.  ■  .    Wis. 

.    \\im      Magann    Ur    Bi  b  ke   Co  . 
1 1.    roll 
Bo         i    I !     . '   in  ral   Elect.  Co.,  Sell 

N.  Y. 
Bradfleld     11     s      Am 

F,l  .!,,. 

Brown,   Harold   P.,   New    fork. 
Bang    ' '.    K  .  « :■  n,   Elec.   • '"  .   Si  i. 
N.   v. 

naylva 

Co 

:    .   h     Fred    w  .    Bassetl  -Pi 

■  land. 
Bradeu,    N.   S.,    vl  .    ,  ,:    $ 

Mfg.  Co.    i  I.  O 

nthal.    II.   s  ,    Detroit   Tro 
mi.     ■    .      i  : .  i      i     tro 

.1     T  .     Lutom  mi.     i  leattag   Co., 
Ulch. 
L.    P.,    Continuous    Rail   Joint 
Newark    N.  J 

lai  K.     w  in      v ,     State     El 
Inspector      Fit  e      Ins     Co.fs     I  letrolt, 

M    .   i 

i.  R.  S.,  West  ]  i 

■ 

'in  soujiiSuu  ■    .Minis    |..,ii|ii.-i,u    mi -... 

Ur  Brake  <         B 
eek.    Mich 

] '..     Natl ii     Tlcki  i     Co 

.. 
Brown,   Benson   E.,   Acme  White   Li  id 
&    Coloi    ' 

g,  c.  A..  Wi  Co., 

Pa. 
Bn  tier,   Millard,   Knell  Car  Brake  C  i. 
Creek.    Mich. 
P.   N  .  Gi  n'l    Bloc,   Co  .  Chlca- 
ill 

si    Louis. 

F    T.,    Hall    S    Kin. mi. 
<•....  Chicago,   in. 
Bushnell,    w,    c.    Kalamazoo   Supply 
Co..   Kalamazoo,   Mich. 

n    \.  s  .  \\  Co 

Cli  -. 
Burr.     B      W  .     '••'inln 

Newark,  NT.  J. 
Breldenbach,    Wm.    P.,     i  Ihmi  r     I 
is  yton,  O. 


Beach,   it    M 
P     a 

Ml, 

I.    ill. 

Blbblna,  J    I;     The  WesUnghous*  Pub- 
lishing   li'i'i  .    K 
Bannister,  A    ^\      Bui 

Trunk   Line   K.   It 
Bowman,    Wm  .    1     a     RoabUni 

Co.,   ,  :li  \.  land    1 1 
Balrd,    Chai      C,    H     Bi    I  lamp     Co . 
Akron,  u. 

\     \     Laki    i  lln  -   Eli    ti 
Michigan  City, 

u      ':     !■■  .     i mi.,    i » tit  .    . ' 

■  Hun  Bngli 

i •    i- ,  ■;.  neral  ki.  .     .'■. .  Chi 
.    III. 
i.i      \     u        •;.  ii. ml     Else 

i     i;,     Columbia     Machine 
win,    Bn  ..klyn.   N     v 

W.  1C,  sir.  el  lUHvNa,  Journal 
tlelphla,    I'n 

Ilea,  N    V 
Bols,   Julian    D.,    Amsterdam   Si 

.  '■•  .   Amsterdam,   N,    v. 
Brown,  K   s,.  Bo  Id  Westing- 

house    Eli  ctrlc 
Brown,    Chas,    Hunter,    in     «'.ir   situ 

CO.,    C inn.itl.    I). 

Bliaard,   Cbas.,    Elec    Storage   Batter) 
Phlladolphhi 
.  ;■ ...    Everett,     Has        U.   fl 

Bernard,  B   s.  Standard  \u rlti.- J  Con- 
New  York. 
P.    If.,    Lorain,    I  •      The    Lorain 
Co. 
Barnes,   Geo.   A.,   Chicago,    HI.,   SI 
Ry.   Review 

F,    Ii  .   Mansfield,  O..  The  Ohio 
'    • 

'.    Wm.     P.,      The      Ohmer 
i    ■    Ci       i  ■    ■  ton,  i ' 
r.     M..     Westlnghouse     Electric 
Mf;,-.   Co.,    Pittsburg,   Pa. 

In,   A    .1  ,   New   York.   N    v..  The 
Standard  Traction   Brake  Co. 

i     w..    sir.et     Railway     R. 
. 
In,   C     M  .   Ti  nnis  Co..   Cincinnati 

linrK.  M.  A,.  Tie    Ohio  ■    Chl- 

..  III. 
I.   i:  .  Triutnph  Electric  Co..  De- 
trolt,   Ml.  h. 

.    H    N.,   The  Globe    i 
Philadelphia,  Penn. 
Burj  i  in-  Heywood  Bros.  & 

Wak.  II.  1.1    .'...    New    York.    N.     Y. 

ag  englni  er,  The 

,  i  ,-,, 

Barr,  Jas,   C.  Weber  Rv.  Joint  Mnfg. 

N.    Y. 
Banon.    K     D..    St.    Railway    Review. 
Boston.    Mass 

i.e.     W..    i  ilii,,     Brass    i  \i       Mans- 

Brady.    Daniel    M..    Bra.lv    Brass    Co., 

New  Y't.rk 
Beach.    R.    H..    General    Electric    Co.. 
New  Y..rk. 

ril.    U    D.    Thi     National  t'onduit 
i'ii..    I'hilailelphin     Pa, 
Brown,  w.   H..        .    i 

go.   in. 
Bi.  Idenbach.    Wm.     P.,    .  ihner 

Reg.  I  n.  ii. 

Berry.   W.   S..    American   Elec.   Switch 

Co..  Pittsburg,    i 
Bailey     Geo     C       I      V    R.. .1. Mints    - 

Co.,  Chicago, 
Burt,  L    w.    Pittsburg   Ri  din  itlon  Co 
Pittsburg    Pa. 

Ii  -k...    William    A..    II.    W.    Johns- 
Wanville   Co. 

i      nk   G„    Bullock   Elec    Mfn. 
1 1. 
Boyd,    P.    i'.    New    Haven    .'ash    Reg 
New    I  la  v.n.   .  "..nti. 
i.    ii.    !•:  .    N.    II.    Cash    Reg.   Co., 
New  Haven,  Conn. 
Brill.  J.   Ellwood    .1.  G.   Brill 

i  ianlel    W.,  Bi  ■    Co  . 

New  Y.irk     N.   y. 
Barnard    J    B     Standard  VII 

dnit  Co.,   New   S 
Barthel,  I  illver  E.    Barthel  ,y-   Barthel, 
..    r.'ii.    Mich. 

A     Hall,    Lovi  ii    ft     Co.,    New 

\<nk   citv. 

i.  A.,  Am,  rlcan   Elec    i  lo.,  I  '.-- 
iron     Mich. 
Cravath.  James   It..  St.  Railway  Jour- 
.  Ihlcago. 

1'haiiil.erliii      E.    11.    Standard    Po 

New  Y..rk 
Collsch.    J.    i 
Buffalo. 

iksheur,    J.    it.     Elec.    Ry.    Equip. 
I  !o„  Cincinnati. 
.  !o  k.  y.  Marston,  J.  A,  Roeblings 

Co  .   New   Y..rk 
I'lasse.     T.     P.,     Ohio     Brass     Co.,     TO- 

.  Ml! 

iver,  a.   B.,  .1.    \.   Roeblings 
Co..  Chlcac... 
Con  '  i    ■       Co      Schen- 

'  lv.    N.    Y 
Crockett,     P.     B       Star    Brass    Works. 

Kalamazoo,  Mich. 


OcT.   I 


DAILY 


TREET    RAILWAY     REVIEW 


675 


Curtis,    >'.    G.,    General    Electric 

Philadelphia.  _ 

•  Mirk     P     1      Newhall    *   Co.,   I '•  I 
Sard  'iractlon  Bi 
Pittsburg.  .        , 

chur     Walter,    American    By.    Supply 
New  York  City. 

-  neu- 

n   y« 

■•.•'.  R.  W  .  Cambrldg.    M..s> 

liter    I  "-. 

„ 

■ 
phfa. 
curn-  Northern    O 

rles    U,    Under-feed    Stoker 
Co'  of  America,   Chicago. 
CoU-rt.   Frank.  Cfaristenaen   Engr.  Co.. 

Chica- 

111. 
Chapman.   .   Continuous   Rail    Point 

Cummins,     w'm  .     Standard     Traction 

Brake  Co.    Cincinnati.  Ohio. 
Char..  Am.    Steel    Elec 

•  'hio. 
Cheney.    H.    X  .    West    BJec    A    U 
■  irsh.    Pa. 

Lob  An- 

Co  . 
ly.    N.    v. 
Cuntz.    M.   c.   Penn.   S  Phlla 

Charier.   Wm.    Jr 

Mich. 

idy,    N".    Y. 

■J.    J.,    Pcnn      -  I1  • 

ton.    \ 

-  - 

'..  n    Y..rk.    X.    Y. 
N.    H      An      -  Elcc. 

...    111. 

H..     'I'll. 
W..rks     K"  Chester,    N.    Y. 
oraln  SI     Rj     Co  .   Lo- 

i  I    irold    B.    Bi 

New   York 

.'.'     a..   The    Mayer    Euglund 

Y..rk. 

■  ■  i.      i  '  . 

Mich. 

-  i     Bra        \'. 

.     r.    c 'Hilton    P.,    M 

ilia,    N,    v 
-        ier  Co 
K.i  if  Ich. 

\V.    Frank.    Th-    Falk    Co.,    M II- 
\VI.«. 

' 

I 

N<  w    York. 
A.   Christ. 

Co..     MilWil 

trnlt.    Ml   h. 
Calls 

'  do,   N.    Y. 
•  .    J.    II..    Sterling    Weak!  • 

'k.    N.    Y. 
ioOuIre  Mf- 

III. 
ilngham.   J.   T..   chrlnt.ns.ii    Eng. 
i  ork.   N.    Y 

Worka,   Chicago,    III. 
.  .     Frank     II        H 

III. 

K'-rr 
.    Ill 

lining 


,  s    ,-    \\  „  Boston   Wovi    i   i  !■  s  ■  .v 

Chicago,   III. 

Batten 

Co., 
Dutton,  W    a..  v. mi  lorn  .v  i  mttu    Co 
Cleveland,  1 1 

H. m  Tie  i 

s    T  .   Stanley    Elec.  Co.,   Pitts- 

ti.l.l.    Mass. 

Dooliltle     n.    K„   Watertown,   N,    y 
Dalley.  8.   H  .   Harold   P.   Brown,   New 

York 
Donaldson,  w  .  \v..  Gould  Storage  Bal 

New    v..vk 
DeGresi  B.,  Cro  :kcr  w  hi  i   ei 

New  York, 
lMHii.  Id,   S.    R  .   Brakt    Sh  •■   Mfg    Co 

.     i:  .    Brake  Shoe    Mf|     Co 

\.      ii.      Chas        [Jnder-Fi 

sink,  i    ■' torn  i    " 

,    I  i  ''I  I    ■" 

New    York   Cits 

.      b.  Cam      u      1 1  I  Storag. 

Batterj    Co.,    Detroit 

nbery,     Geo.     B.,       m  i    I  ngl 

Eli  c.  .y-    Mfg    I  o-,   Plttsbui  -     Pa. 

Edl  oi '   iting    Co., 

Deti  oil     Midi. 

C,  G.  T.  Moi  -  in    Ml   Brake 
i  letrolt,   Mich 
II     I'.,    v- 

p       ,.    •        Pa 
w  .    J.,    General    Eli  cti  Ic     I  o  . 
Scheni  ctady,  X    Y. 

i.     i:       Devers     &     Wlsn 
Mummat  Hie,   0 

,n,     E.     II  .     Standard     Trai 
.    ,  •,,  ,    ]'n  i 

I  >usen,    M  .    si, in. i. mi    1'rai  i  Ion 
Pa, 

Drals,   H.   P. 

rolnt  Co 

..    ,  .in    .i.   \\\.   Westln    ho         Elei 
■      ,    Pa 
W    .1  .  Gen.   Elei     Co 
ly,    N.    Y. 

.i      \  ,   ,i      \     Dawson  &  Co., 
'.  i       . .  ,  i     P    i.i. 
I  i      S    .1  .  D.,   v      \    A.  A  .1    Ry.,  Vrs. 
I, inn 

,      :      wm     ' '..    The    National     Lock 
w  i   her  Co.,   Newark,   N.  3. 
, .  Qeorgi     3..  Streel    Rj     Jo 

... 
I  .,„i,i.    u  in     i '  .    The    National 
ier  Co.,     lewark,  N.  J. 

Harry,  Stuarl   Ho«     nd  Co 
\, ■■,..    "i  ni  k,   N.    v. 

-     ii      \      Tn      : 

i  port,  Ind 

ph   F.,  .ii'..  Thi 
Eng  Co..  New  York,  N.  J 

i     Vurnlsh 
Works.   N.    i 
:iixon    .ins.  |iii    i* .    Ch  Engi- 

Ing   Co  .   N.   v.   I'n 
i ..  ake     R     B.,    Westlnghou        i  I 
■  ■.,     New  York.   N    v 

1...   .1.   A.    Roi  b 
|       ion.   N.  .1. 
,  H.  P     '■''  e  Electric  A 

Mftt.  *  'o  .   Pittsburg,    i  'I 

.  Thos.,  \\  ii, 

Mr.    '  burg    Pa 

k.  r.   II    i'..  Giles  S    Allison.  New 
Y,,ik.  N.    v. 

i      i       i  ■, ,,,  i  ,  i        ,i     i.      Co 

New   York. 

Pei        [arqii  i.\    i:  . 

•llch. 
i      ;.      i    i  .     Brill  Co     Phil  -> 
phut, 

Duslnbern  

i  .,  .  Plttsbui 
i ...  i      1 1     \ . .   ■ 

Mli  h 

-,.  Charles   I  i  Traction 

Co.,  New   York- 
Kill. ,u.  .1.   X  .    Vanli.iri,   &    ElllOtl    BlO 

I ,   O. 
Evans,    D.    I  .    U  Co.,    Chl- 

.vli, -William 

i  , 

[I     '.■,       ii  .     eiuoi       Bro        Elec, 

,,i    1 1 

Fill.-    ■ '     I     '  Iambi  i  .    Mi    I  Co..  I 
ill 

Erki  it      '     II       I  i  lull  Ac 

New  Vol  k 

....    Co 

IiiKH. 

I  r      I . 
I'n 

' 
I M 


Eldred,  Jno.  E.,  Christensen  Engineer- 
i  •■>.    Mllwauki '     ^  Is. 

Embick,  John  B..  Wendell  .*  Mac- 
Duffle,    New    York.    N.    Y. 

Eldred,  Jno.  E  Jr.,  Christensen  Eng 
Co      Milwaukee,    Wis. 

Eyre,  W.,  Buckeye  Electric  Co., 
Clevi  land,   1 1. 

<  I.    I-"..    I  Mli, ami    Mi.. i    Co  .   ' Mevc- 
I.    ii. 

Freeman,    C.    K.    Armspear   Mfg.   Co., 

i  Chicago. 
Fountain,    i  .    Jr.,    Ann  r.    Union    Elec. 

i  n      New    York   . 
Folsom,     !■:     C,     Wabash-Logansport 

Traction  Co.,   Logansport,   [nd, 
Finley,    Thos.    A,    M  .    Duff    Mfg.    Co., 

Pittsburg,    Pa. 
Foster,    James,    A  ,     A  lama-Wastleke 

Co  .    Philadelphia,   Pa. 
I'M. 'mini;.      \.     E.,      Nernsl       '.: mo    CO. 

Pittsburg,   Pa. 
Fuller,   v.   I.     Cleveland  a  Si  uth.   Ry. 

Co  .  ''i' ■■  eland,  0. 
Funsten,    F.    H.,    Phelps   Co.,    Detroit. 

Mich. 
Fitzgerald,   Roe  Stevens  Mfg.  Co.,  De- 
troit,   Mirh. 
Funk.  Henry,  Peter  Smith  Heater  Co- 
Detroit,  Mich 
i  ',,ni,    Howey,    The    Heywo  id    Bros.   & 

\\  akcfleld  Co.,   Wakefleldi    M 
i   i.i  ielle,     i.    .1  .     Sherwln    Williams 

Co.,  I  tleveland,  1 1, 
French,  C.    i:  .  Toll  do  &   Wi  stern  Ry 

Co.,  Toledo,  ' '. 
Fleming,     A.     •'...     Nernst     Lamp    Co., 

Pittsburg,   Pa 
Franklin,       Wallace,       Westinghouse- 

Church-Keer  ' '"  .   I  letroit,   Mlcb, 
Field,   H.   S.,    Field  i   Hlnchman,   De- 
troit, Mich. 
Frost,    Harry    W.,    Berry    Bros.,    Ltd.. 

Detroit,    Mich. 
Fry,    Emmet    \v  .    Lorain     Steel    Co.. 

i  Ihicago,   III. 
Falk  '  uii.   II.,  'I'll.    Falk   Co  ,    «lilwa\i 

kee,  wis. 
Fi  .  i  r,   .]     w..    Ele  •-   Storage  Battery 

Co.,    Philadelphia,    Pa 
Fairchild,    C     1 1      Ji       East,  i  n    Editor 

SI     Rj     Review,   Nevi    York  City. 
Finney,   S.    H..   Manvllle  Co.,   i  Ihlcago, 

111. 
Fi  .iii.iiii,  c.  P.,  Toledo  &  Wi  stern  Ry. 

Co.,  To ' '. 

Ffrem  h,    i  ifoai  Ii  s.    Electrical    Rj  *  lew 

Chicago,    in 
Floyd,    Welter   .)..    Nernsl    Lamp   Co., 
Pittsburg,    Pa 

Free. rge   F  .   The   i  luff   Mfg,   Co.. 

Pittsburg,    I'a 
Flugel,    i  H to    I...      1  loarbo  n      I  irug    & 

I  'h.  mica  1    Works.    I  letroll ,    Mich 
1 : lie  .     \  iii-.ii,     \\  esl  Lnghouee    Elec- 
tric Mfg.  Co.,   Pittsburgh,   Pa. 
iini'i...    w.    II..    Ohrlstenson    Eng.    Co., 

New  Y<>rk. 
i  loldsborough,    w     E.,    1  lept.   of    Eli 
ni.  Ity.  World's  Pali .  St.   Louis,  Mo, 
i ; ii.. n    Geo.   W.,   Free   I 'ress,   I  letrolt. 
Getratly,    Burt,    'I  be    Ohio    Brass    '  '<■ 

Pittsburg     Pa 
Gold,    Ed.    !•:..    Gol  I    Car    Heating    & 
Lighting  I'..  .  New   York.  x.   v. 
:..     i  ■    i ',..    Weetlngihouse    Eli  i 
i '      Co.,  Pit  tsbuirg,   Pa, 
- :..',.  1 1 1 . .-    .1     I  '.i  i  ki  r,   Trail   &    Lamibert, 

CWcago.   III. 
i  iniiiih  ,   i .    .'.,  The  Globe  Ticket  Co  . 

rhll.nl      .i.     I'n 

in  land,    r     M      Th.    i  iino   Brass  I  !o., 
Now    Ynik,    X.    Y. 
i .  i .  .  i,     Fn  .i.i  iik    V  .   Standard    Ti  i 
in 1 1    i  ii  :i  i. .    in.   Now    York   City, 
ioddard,    si n  ,    Electi  leal    Re 

lew,     Ni    '.'.      -i  nlk.    X.     Y 

Gi  i       w.    II  .   'in.'  ii   .  n. I.    R.  .  .1   &    Co., 

I    Mill.  I   ll.l   |l.  .US  I  II. I. 

Gallagh   r,   .1     M„   The   May.or  .^ 

Inn. I    I'..  ,     '    In.    .■..,     III. 

.i'n  ...   Edward  s  .  Who  Ii  r  '  'ondenser 

A    Eng     ...     .    ii.  .... 
:..i.i.  ., .  Paul  J.,    \ i   i ' ■ .  .'I,    mi   i  treaker 
i  ..     Phil  di  I, .in  i 
Griffin.    .1.    M  ,    wi..-.  1     lii,         Braki 

Mm.      CO.,     I  ••  Ii 

■    ii       .1        R„  •     .        II.  c.      ,V 

Mfk'.    CO  .      Ml  nil...    Oa 

till  Ml,   ,ll:ir      1 

'  ',.        .1 

Or  I  mill      i.'u  i.     !■:..    .1     Q,     ni  in    Co  . 
Philadelphia. 

- 1 1     in.:.      ' i A 

|.'.i\     . '..     .  'iiiimii.il ■■.   1 1. 

.      i  ,    .1     C,    Morgan     Vlr-Brako  t  !o  , 

n    ni 

Artlhur,     \  m     Brake    SI 

i'  -I       i . in l 

'    .   i.i.n.i    'i     p     ■. ., .    llnghiMisi    Elec    A 

n.        III 

•  Ii  in.'       '  ■■  "      i  "      i         i ;,  i .'I.. 

Co.,   Ni  a    York. 

..    ii.ii    ;-.    ateel  Co     Everett, 

■  i     '  ii.i  r. sating 

Co      mi ,     N     Y 

■ .      ni     i     [■      Federal  Bupplj   I  lo  .  'Mil 


DAILY    SI  i,'l  I  I     R  \ii.\y  u     re\  nu 


[Vol    \!l    ' 


■  ■rut. 

■  'Ill 

II      U    ,    Win     II 

Bui 

I'll      I  ;■   ,1     i 

Iner.     «       u  .  Braki 

. 

■  toodrich,  ■  (has 

S    Powei   I 

mi \     \.    Ft.    Waym 

i-iir  Truck 
\.\\     York. 

m  '1.1    P.     I 
york  City. 
1111,15  nographer 

.h.-h. 

Rl  I 

Co., 

11,11     '      ''■    ■     Hell    Rail  loinl    Welding 

■  '.'  .    Milwaukee,    Wis 
Hotehkl  -    E     u  tie.  I  Turning  .v.    Brake 

Mi...-    CO  .     I',  in 

'"•""I      W      S  .    Jr  .     Consolldt I 

''•'"  III. 

Hatch.    Edward   B.,  N<  New 

Y..rk 

Hull.    I'll:, i  ,       ,,      Uv      ,.,, 

ago.     111. 

Humphrey,  CD 

.11.  O. 

Hendet Jami        H 

\. w   York 
Huaej     J     II  .    .;,  ,,..,., i    yA,.,.    ,-,,      D 
Mi.ll. 

Hegannbourg    K 

Heating  Co.,  Toledo,  I  >hlo 
":\"  St.,  t„ .„.,.„ 

i  ..kii.im   Mnfg    Co.,  Clevi 

Haines .  W.  1...  Couse  Car  Pendi  i   i  o 

N ,  ■ » 

- 

Mew  v.. ik    x    v 
Hamlin,  J.  s     i      -    s  ,      ,  ,,     Bveretl 
Uaas. 

"!"'r':",  ,■'    ,'■■■     '  i  lull 

a  I  abli    '  ,i  .   New    York 
Hall  R 

111. 
Howard,    Q  .,,.nI1    ,..,, 

\\..rk 
Harrlnjstoii     C.   J.,   repi  ,  •     ., 

t.  I,    New  Sort 
Hough,  Ben   ic.  Stanley  Electric  Ufa 

'  "  .    New    \  .irk. 
Hoyt     i.     i:  .     Buffalo     Ble,  crl       Co 

Clevi  •  i 

Holmes,   B.    P.,   New   Y..rk  City  Claim 

Bureau,    New   York     N     Y 
Hunter.    I..    .!..    Hunter    ill.    Car   Sign 

iress.) 
Hunt.    Ed.    .1  ,    \.    ,:    g    ,-      u  ,,, 

•iii  !i.    Elecl     Co      De- 
troit Mien. 
1I..I1K.-.S    Peroy,     Plttsburi     Reduction 

if  ass 
Haskell.  Geo.  M  .  .7.  .;.   Brill  Co.,  New 

I  liven.   Conn. 
Humphrey.  C.  P...    WesUnghouse  Elec 
,v    Mfg.    ■  ....    Cinclm  . 

r£p'™..,Yrn       ''iU!,bl"-B     Reduction 
Pittsburg.  Pa 

Hayes.  J.   M.,   New  Haven  Cash  RoK 

1  ■>..    New   Haven.  Conn. 
HenUngs.  li.  H.  J.  ,;.  Brill  Co     Phlla- 

.1.  Iphla.    Pa, 

Hartwell,   Arthur,   WesUnghouse  Elec- 

B.    Co.,    Plttsburi 
Hutchinson,    P.    I...    Chrlsteneen    Ens: 
Co     Milwaukee   Wis 
Capt.    ■;     A..   ( 
cago, 

■'.    H,    I.  .   Lorain   Steel    Co     Lo- 

1 1 

&  Ci 

The   Ohio   Rrass  Co 

John   I. .     Poughkeepsle    Rv 
N    1 
Hawley.   Cornell   s.   Consolidated   Car 

Nl  B    York. 

M'.ul  Bngr. 

Mew   ■>  .,rk   i 

I    if    A 

Heall  hlcago    ill 

Hamilton,  G.    W     Baldwin  Locomotive 

w  orks,  Phlladi  : 
High.  John   M  .   New   Y..rk   N    Y 
Hough,  ■■ .    |.  .  ■;.  ,-,,     Au. 

-     D.,    WesUnghouse     Air 

Harris,  s..  American  Union  Elec.  Co 

New     v., rk 
Harris     C     M.    Pittsburg      R 

1  "  .  i  1.  Ireland,  O. 
Haski  II,   ii.   m  .   j.   a.    iirill   Co     New 

Haven.   Conn. 


"■  '"">; u  a.     Go  iii   B 

I.  r\     Co       I  '.  ti- 
ll"! ■• 

Hrltl  nil. 

HI,  i 

Has   ox,    A.    J 

Main  Hi  ,t.  1 1. 
Holllngsworth,  ■ 

!''•  ■  ■  .i    ■!  ..rk. 

Hartwlg,   J.    \\  .   Crocki  i   v. 

Hart.  ,i    w.,  Union  Stop  a  Signal  Co., 
River,   Ms 

Hammond,    B.    n.   An,     i 

I'll! 

Honk  .   ,\ir   Braki 

Battli    Creek,   Mich 
Hovi  r,   P     \i  ,     i  hi    • 

Mansfield,    I 
Hutu.-.  \\    I.,  ■■■ii  ulldated  I '  ,r  i 

New    Y  •  ■!  k 
Hollon  .v.    ii     .  ■  ,    Rallwai    Jo  nl    M(k. 

Co..  i  :h  .  igo.  in. 
Henrj     ■  i    i>  .   Lorain 

town.   Pa 
II. n,r., I,., i,     Rogi  l     I  i.  ti   i||      . 
Hartwi  II,     Arthur,      u  ■  il       Eli  « 

Mfg.  Co..   Pittsburg.  Pa 
Harpell,     i  IBs      whi  el     ■•..  , 

'  'Ii'   igo.    111. 

ox,    w.    K,.   Cleveland    ■■ 
Hltchlngs,    P     W  .     \n.  ,i    a    Morrison 

Brake  She.-  A   Mfg.  Co..  Chicago 
Hart,   II.   II  .  ii.iri  Tie  Plate    Cnii 
Harrison,   I  ■ . 
Hanson,   C     P.,    Bi  tblehem    s  eel    Co  . 

s...    Bethli 
Hamilton,   C.    Vv\,   The   F     R 

do,  . '. 
Haines,     Fred     W.,    Triumph     El, 

Co.,   i  tetrolt,    Mich. 
Irwin     .\i  .    Pittsburg    SI  Co.,     St 

Louis,    Mo 
Irwin,    ''.     i:  .    .1     G.    Miller    Railway 

St.    Louis.  Mo, 
John  .;    Reliable  Trollej  h  u 

'  .    |  .    1 1 ! 

Johnston.    A,    U..    Clarence    r-r,,..k-    a 

'',,..  i  'olumbus.  O. 

B    t  ,  Sargenl  a  Lundy  Engr's., 

I  Inicago. 
Johnson,   Claude,  Creagbead  Enginee  - 

lag  '  a!.  O. 

Johnson,    u.    W.     Johnson     Wrecking 

Prog  I  o     i  !Ii  \  eland.  ■  Ihlo 

\        .1..       I-"..  I 
, 

1  ■  ■  '      '  '    Kng'r.   Co., 

Milwaukee,   Wis. 
I  Arthur    B.,    National    Lead    Co 

1  "  in  ninatl.   O. 
.1,. has, ,n.   Chss.    P.,   Chaa.    P.   John 

Buffalo,    N.   Y. 
Junklns,     mi  u  ,  stlnghouse 

Church  K.rr  a  Co., 

niii.    ■:.•>..    w.     Springfield 

■  '"  !     ■  ..in, 

ii.    Louis,    Am.    Car     s.-.it      co 

klyn. 

Jones.    Arthur    K..    National    I.e.,, I    .',, 

Cincinnati,  O. 
Johnson,    n.     W.,    Johnson      Wrecking 

Prog  Co  ,  Cleveland,  O. 
Jenkins,   B,   B..  Toronto,  Ont. 
i        B,  B.  J.,  Chicago. 
Judson,    A.    I...    n.    y      State    R     R 

Commissi, »n,  Albany    N    Y 

in,    A.    I...    N.    Y.'  Slate    Hoard    Ry. 

<  lommlsslon. 
Ki  in      X.    li  ,    Atlas    Ry.    S  ipplj     - ' 

i  'hi. 
Knaupp.    E,   .1  .    Powell   Turner   Trunk 
New    York. 

K  i  aushaar,  C.   P.,  Kr I  amp  ,v- 

i.'o..   St.    Louis. 
K  lias.    Aiiiinii!'.    T     The    ...    a   C    Co 

■  !hicago 
Knowleeo,  .Ino.  F..  Selma  SI    A  T    Ki 

'  I0       Si  I"' .i      Ala. 

idi  r,  R,  II..  Elect.  Storage  Battery 

31     i  . 

Keyes,    P.   A..   Am.   Steel  &    Win 

New  York. 
Kerr,    H.    ii      w 

Kerr  Co  .  Chicago,  111. 
Kelly,    W.    i:  ,     Western      Electi 

Chicago,   in. 
Knlcker k.r.    C     BL,   Gi  Iffln    Wheel 

""  r.    W     R.,   2nd.   The  I  ',,1     \1,  I, 
Wks    .*;•    Mall     Iron   Co..     Brooklyn, 

Kummel.    G.    P.,      Am       Si.  -  I    ,\     I'.l   c 

Co.,  Chicago,   in 

Street    Railway    Journal 

Detroit,    Mich. 

atrlck,       B,      P ,      dcRoj      Claj 

Works.   Chicago,   III. 
King,    Chas,    P.,     Valee     Supply     I    ■ 

Philadelphia,   Tn. 
Kemp,     ii.    s .    Standard    El  i  I 

folk,    Va. 
Kenfleld,    Pred.,    Street    Railway    it.- 

view,   Chicago. 
Korst,    Albert,    Union    Mica   Co.     New 

Y'ork. 
Kent,    Jas.,    Washington     a     Canons- 
burg  Railway  Co  .   Washington 
Ktusmati.    p.    B.,    Kinsman 

Supply   Co..    New    York. 
Knhii.  Frank.  United  Electric  Heating 


i ii     Mich 

King,    CI 

Iphla     r., 
Kimble    H     I.,    Thi 

til 
King,    Alvln   .-'     Sterling    VarnUh  Co.. 

Plttsburi 
Kuhi  i    ilt)  d  i.i  ,  in.    ii 

Detroit,    Mi,  h. 
i.i     ii     ,i      stri 

vl.  iv.   New    Ynik     N     Y 

Kemp    II    ■'.  N    H    C    Reg    Co 
Haven,  Conn. 

K '>     !•'     B„    New     Haven 

Reg.  Co.,   N.w   Haven,   Conn 

K.rr,,.,.   n    c,   Wabash   R    R.    Chica- 
go,  III. 

Kimball,    Herman    T.,    si, 

i  •  ind  Cabli   Co  .  Ni  »   Y",k 

Knight   C.  s .  Jr     Am    si.,  i    Electric 

Kemp,    li     s.    Reverslbli      Blec    Car- 

i '.. .   in.  hmond 
Kingston,   Wm    W.,   The   Lorain   Steel 

Kl.lns,  hrnl.lt.    H      P     A  .     I 

|  ....  Johnstown,   r.,. 
Knight    Chas.     n.    Christensen    Kuk. 

Co..  Milwaukee,  Wis. 
Kiel     s     w.,    WesUnghouse     B  i 

Mfg.  Co  .  Pittsburg    Pa 
Klrkland,     Jas      I..     Am,  r.     Circular 

Loom    i'....    N.  w    York.    N     Y 
Mm;.   ■'.   P.,    Brady   Brass  Co.,    i 

Cltj  .  Ni  ■■■- 
King,    C     K      The    Ohio     Braaa     Co 

Mausliel.l,    . 

Rj  rchoff,   Wm.   r.     Bt   Louis   It. 

St  i>.uis.   Mo 
Lam  be,    \ 
•    ..    T,>,  ,,  to,  Ont 

man,   n..   Electric  Storage   Battery 
Detroit 

Lindsay,    B.    ■'.    Baldwin    1 motive 

Works.  PI 
Llttleneld.     \     s,    Lorain     Steel     •'.. 
i  ihlcago. 

fworthy,     !•:.    S.,    Adams    W. 
'     ■ 

"    M.,  Wi  atlngh 
.v.-  Mtri    Co.,  Plttsburi 
L]  ons.  Jam,  a   w,.  Allls-ChaUni  i 

<  'hieago. 
Lindsay,     Wm     w.    Charleston     Vs. 

o  .  Detroit 
l.iv.s.>.    .1     R      ,;.  ni  t.,1    Electric   i'o  . 

Detroit,  Mich 
'-aun  i  ...  «...     M.     Mitshkiu 

i  tetrolt. 
Loyejoy,    P.      H,.    Strong;.    Carlisl.      A 

1 1  i mil i  .',,..  Clevels 

l.nit.rri.      Wm..    The      Nlcho 

■     Cleveland,  <  I 
!••   nl.r.     A.     I...     Ft.     Wayne      K I, 

WorkB,  Fort  Wayne,  Ind. 
LUtleHeld,    A      C.,    i.oraln    Steel     Co 
III. 
sater,    i:     H  .    Reversible  Bit 
I '  ii   Sign  -  "ii     i;i.  hmond 

Nat    P.,    Parrott   Varnish   Co., 
Philadelphia.  Penn. 
Llttlejohn,    C.    P.,    New    Haven     Cash 

Ri  g.  Co     New   Haven    Conn. 
Lancaster.  Robert  A..  N.  II.  Cash  Reg 

|  !o     New    Haven,  Conn. 
Leach,    P.    S..    American    Brake.    Shoe 
&   Foundry  Co..   Detroit     Mirh 

I'"*" 1.  Jos.    K  ,   Nor    Electric   Mtc 

Detroit,    m 
l.|  wis.       Wilbur.       WesUnghouse 

klyn,   N.   Y. 
LalchitiKer.    John    ][      American    Elec. 
Detroit  Mich, 
loy,   J.    K..   General   Electric  Co., 
Si  henectady,   N.   Y. 

.',  The  Northern  Ohio  Traction 
Co. 
Little,    F.    A..    T  md   Frog  & 

■    v  .1.111.1.      I   I 

Lincoln.  P.  U..   WesUnghouse  Elec.  & 

Alfg.  Co..   Pittsburg.  Pa. 
Lllllbrldge,   Ray     D.,   Stanley     SI.  -tri.' 

Mfg.  i-',...  X,  w  fork,  x    \- 
I.awtle.    Avah    K..    The    1'ittshurs    Re- 

tlon  Co..  phi 
Lanford,    G.    II      PI  m     A      Washburn 
New    Y..rk. 
iiKer.     Peter.     leu  t,,„     MfK      Co 
in,  ■ '. 
Leldenger.   Joseph,    Dayton    Mfg    ■'., 

Dayton.  O. 
Ludlow.    J.    n.,    Ludlow    Supply    Co 

Cleveland.  •  I 
Lewis.    W.     H-.    Curtain      Supply      Co.. 

Chicago,  in. 
Merrick,    Mr..    WesUnghouse    Blec     .v 

Mfg.   i'.i,   Bethlehem.    Po 

;housi    Blec    .v 

Mfg.  Co.,  Detroit.  Mich. 
Medbury,  C.     P      w .  si    Char  h    Keer 

Co..  Detroit,  Mich. 
Miller,  .1    s      ri,.    p.  S    Co     SI    Louis. 

Mo. 
Mannery.    W      II  .    St.    R,     R     Journal. 

1  ,,rk.    N.    Y. 
Main,    Chan..    Morgan    Air   Brake   Co. 

Detroit.  Mich. 
Morgan.  G.  T..  Morgan  Air  Brake  Co.. 

Toronto.  Ont 
Moore.  R,  K..  Gen.  Elec.  Co.,  Philadel- 
phia,   I':, 

Moloney,   1     P.,   Gen     Blec.   Co     New 

York. 


Oct.  v 


DAILY    STREET    RAILWAY     REVIEW. 


677 


Morrison,  Jas..  Magann  Air  Brake  Co., 

Detroit.   Mich. 
McQulston,    J     C,    Weatlnghouaa 

Pitts 
Miller.  D.  W..  Miller  Sanding  MmcWn* 

Hamilton.   Out. 
Merrill.    P.   E..    D..   Y  .    A.    A.  A  J.   Ry.. 

..ali.    Mich 
Maltby.   A..   Maltby   Lumber  Co.,   Bay 
Mich.  ,  . 

ty.   Mich. 
Markham.    F.    L..  -     Hastings 

•  1.  O. 
Miller.   C     >-■    0    -     -  Ever.  tt. 

F  .     Morden     Prog     ft 
g    Works.  Chicago.    "11. 
rml  k     N     O..    The    Ohio    Brass 
Toronto.  Ont. 

.,,  k.  C,  Electrical  World  &  En- 
gineer.  New  V   rk.  N.   Y. 

Frank     P..   Chase     Shnw- 
mu-  ton.  Mass. 

Magann.    P..    Magann    Air    Brake 

',ich- 
Mitshkun.     M.     M.    Mitshkun    Co..    I '■ 

aid.   .1     M      i     R    McCardell   ft 
v    J. 
Mnn.. i.   S.  C,   Munoi  Boiler  *W..   New 

i.   Ray   H 

Chicago. 
McMiehael.    J.     G..     Atlas    H>       Supply 
Chicago. 

-  Elmer    P  .    Amer.    Union    Elec. 
M'.rris    Ele      Co..    N«w    Y..rk. 

Merritt    Prod  L.  Standard  Pole  .\ 

Co..    New    York. 
Merrill.  J.  J..  Cahall  Co..  Ch 
Metsger.      Wm       E..     Wheel     TTuelng 

rolt. 
Mi  I.-  Sterling-Meakor    . '•• 

York 
ny.  J.  J.  General  Elee.  Co..  New 

II,   F.    A.   Fowler  &   Robert    Mfg. 

V.  w    York. 
*ln.     J.      H..     Lorain     St.  -1     i  •,.  . 
n.   O. 
McVlcker.    W.    B..    Dearborn    Drug    ft 

n    Works,   New  York. 
Markham.    F.    I-..    Geo.    S.    Hastings    ft 
Cleveland.   O. 
W.    R  .  Mechan.   Boiler  Cleaner 
ago. 
■  nald.   M..   Ohmer  Fare   Beg.   Co., 
■land.   O. 

-  Walter   P.,    National    Load   Co,. 
Chicago. 

nald.    W.    P      Detroit    Trolley    & 
Mfg     CO..    Ltd..    Detroit. 

'.loch.    o.    N..    Bellamy   Vesl 
Mfg  land.  O 

Mirtln.    F.    L...    Kellogg   Bwlthboard    t 

Chicago. 
Mlllo  International  Trolley 

controller  Co.,   Buffalo 
Mrtxelaar.  A.  H..  Knell  Air  Br.ik 

Battle    Creek     Mich 

Mll'er.  C.  8..  TJ    s    Steal  Co  ,  r. 

McCormaok.     E      D..     Canadian 
Co..   Toronto.    Ont 

I  .hll      C        >*■  Idler-Mln.  r 

Co       Detroit 

K      National    Carbot 

'    n. 

■  drew   1      Hii'-lwln   L--> 
PI, 

:-.-bron     A     n       V. 
<--  Mlefc 

r.     Wm     P       Morn'  •■    Varnish    c 

on<-o     Til 
'      F      M    ■ 
T 

T     P.la'r    !■  -I  r.  It 

Tit 

r    c    tv     r 
tnr  Co     Chir.iro    Til 

N     IT      Dallell    ft 

1  »■ 

irlenl 

\fle„ 

.newt own    ft 

■ 

■ 

The     Ohio     | 
111 

k    ''.. 

1 1. 

AM' 


tavern,  Frank.  The  Bosslter,  VI 
,\   Co.,   Nem   V..rk.   N.   Y. 
\lil!.r.   Frank.   C.   J.    Harrington,   New 

York. 
McCltary.     E..     McOJeary    .*     Colquitt 

Detroit,    Mich. 
Moran,    Win.    M..    Townsend,    Reed    A 

Indianapolis,  [nd. 
Marks.   Albert  c...    National   Lead  Co.. 
Detroit,  Mich. 

C,   Roi  heater  Car-Wheel 
Works.  Taunton 
Mead,    Q      A.,     The    o'nlo    Brass 

Mansfield    0 
Miller,      i      H..     Continuous    Kailjolnt 

i  Mo. 

More.    it.    !■:..    General    Electric   Co.. 
:  idelphta. 

i.   Frederick  H     Harris 
,  -  trolt.   Mil  ii 

n,  C  ,  Wallace  Supply  Co.. 
111. 
Mead 

Ire,    W,    A.    McGuire    Mfg.    Co.. 
Chicago,  in. 
Meech,    C    B..    Milwaukee    ft    Norman 

id  Rapids.   M 
Miller.   J.  C,   Pennsyh  Co., 

St  Lo-iis.   Mo 
McQueen,   W.   J.    Gould    Elee,   Heater. 

Now   York. 

P         \\  .  stmghouse 
Mfg.    Co  Mich. 

M-Kintoeh.    Walter    C,  Mfg 

Co..   Chicago.   111. 
Marytnont  David  J..  Detroit  Trolley  ft 

Mfg.  Co..   Detre.it.  Mich. 
Maycock.  Jos..  Pratt  &•  Lambert,  New 

Y..rk    Cltv. 
Meoten.   Wesley.   Wallace   Supply   Co., 

New   York    Citv. 
Madlll.    Tho«..    The    Sherwin-Wtlllame 

Co..  Chicago.  111. 
Meek.  J.   F..  Manvtllo  Co..   New  York. 
Daniel      w        Frederick      Ft. 

Mason.    Socialist     In    Steam    Purifl- 
i..it      Mich. 
Nutter,   Alonzo  E„   C    s    Curtain  Co., 

Newark,    N.   .1 
Nlcol.  C.  E.,  Arm  g.  i  'a  .  New 

York. 
Newell,    Frank    C.     Weal  Air 

Brake  Co..   Plttshurg.    Pa 
Newhall,    R.    G..    Newhall    ft   Co.,   De- 

ln.it 

Newell    F.  C,  Westlnghouse  Air  Brake 

Co.,    Pittsburg.   Pa. 
Nnl     i  ■     S      Gen     Eli 

Ill 
Nulllln.    S.    W      Gen     Klo  ■.    Co.    N     Y 
Noves,  Ernes!  H,    Pittsburg  Reduction 

Co  .    Chicago.    Ill 

Nnldhall.  J    if.  The  Ball  8   u 1  Co. 

rolt,   Mich. 
Mftvh  i        on.      Northhouse     Flee. 

Co      Detroit,    M 
Newtinry,    W     >'..    Westlnghi 

*  Mfg.  Co.,  Wflmlng'oti    i  li  i 
Nit.-.    .1    .!..    Btromberg     Carlson    Tel 

Mnfg.   Co.,   Chicago.    Ill 
Newton     T »    M       American    E!cc     Co 

Newonih.    I*     H.,    Newcomb    Uniform 

Cai 

Ion,     W      II        Paige      Iron     Works 

Chicago.    Til. 
Nef.    J.    J..    Chrlstensen     Englni 

Co.   New  York. 
Nellls.    George    A.    Sawyer   Man 

CO.,    Pittsburg     Pa. 

Nelbercnt.     F.i.-ar     C.,    Chicago,     III.. 

Pnlge  Iron  Works. 
Ooviey,    WIIHam    B      Woi 

Fdv  Mann. 

stock 
r  !    ''..     Chicago 
M     Jr..  Bu 

ltl«      Knell     Air       I 
Mac     Mbh. 
Ornl'h      Wm       Morgan    Air    P.rnl 
Detroit     Mich. 
■  i    .1    it     B 
■.    York.    N.    Y. 
r,   I   w.    Tie-   vm    Machlm  i 
olds,    Mien 

.nd     Ohio 
rne     I,.     A  Mfe 

>iiirg.    Pa. 
ihn  F.    Ohr.  glster 

Poll. 
W|. 

"m  .       St      TtalU 

Ham. 
Pi  rk!.  -     !■"     1!  .   Toll  do  A    '.' 

Chicago.    Ill 


Edward    B.,    Amer.    Trackbar- 
row,    Lowell.    M 
Packer,    K.,    Amer.    Union    Elec.    Co, 
New    York 

x,  ii  S  .   Knell   Air  Brake  Co  . 
Battle  Creek,  Mich. 

son,   K    H  .   Bassi  tt-Presley  Co  . 

Cleveland,    t  >. 

Patton,    W.   B.,   Gi  Co     Sche- 

nectady, N.   ^ . 

r.  Co.,   Now 

York, 
1  .11  .mil.    .less,     D..    .1.    I  '.    Pe   l.iuli.    I  ' 
troit. 

Paine     F.    B     n.    Westlnghouse   Elec. 

,v    Mfg.   Co  .  New   York  CH>. 
Price.   • .    ,i  .    Detroit,    Ponti  ic,   Lapeer 

,<    Northi  rn    By.   Co.,    I  letroit,   Mich. 
Poppenhusen,    P.    A.,   Gi 

Ing   Co.,  i  'in,  i-o.   in. 
Para. lis.   E.  J.,  The  W.  G.  Nagel  Elee- 

ii  ic  Co.,   Toledo,   i  I 

A     E.,   Craighead   Engineering 

Co.,  t  Incinnal  i.  I l. 
Parmi  lei     Geo     ii      Thi     Lorain   Stei  ' 

Co      Johnstown,    Pa. 
Power       wm.     \\'.,      Chrlstensen    En- 

Co„    Philad.  Iphia     I 
Patch,   N.   K.  B.,  Linn,  n    Beai  Ing   I 

Buffalo     N.    Y. 
Potee,     \.    N.,    i  ihmer    Pare    Begister 

.  -,,     Dayton    0 
Perry,  .las.  u\,  H.   w.  Johns-ManvlUe 

\,  u     Y  ,.|  k .    N.    y. 
ps,     1 .      1 '         Edison     Illuminating 
Co.,    I  i.troit.    Mich. 
Porter.   M.,    The  Ohio   Brass  Co.,   Chi- 

i,   III. 
Parker,    W.   S„   Det.,    Pontia 
ft  N.   K.  B.,  Detroit,  Mich. 
Pope,    W.    C,   The   Globe  Ticket     Co.. 

! 

I.   A..  The  Bosslter,  Mad  lovern 
ft    CO.,    St.    Louis.    Mo. 
Powell,   .  shas.    W„    Powell   1 1  ui  k   Co  . 

rroy,    N.    Y. 
Potts,    Walter   C,    li     Hanshaw,    De- 
troit.   Mich 

ist.  i  leo    \\       R     i  >.    N, hi. ill  Co.. 
Pittsburg,    Pa. 
Pat-shall.    L.    A.,    Ball   .<•  Wood   Co.,   of 

N'.w    Y.u-k     Detroit,    Mich. 
I'l-hli'.       B.     P.,     Potts    Trolley     VI 

n.  troll     Mich. 
Porterfleld,    C.    D„    Alias    By.    Supply 

I'....   Chicago. 
Perry,    David    ii  .    Kuhlman   Car   Co., 
[and, 

i'     B.    II..    Westlnghouse   Elee. 
en  .  New  York  City. 

i     I'     B.,    National  Lead  Co..   De- 
troit. 

James,     Partridge    carbon 
WkS.,    Sandusky,    O. 

isso,   W.   M.,  Westlnghouse  Com- 
rg,   Pa. 
Ips,  w.  E.,  The  Phelps  Co.,  i  n  troll 
Mich. 
Pi  ndleton,   D,   n..   West.   Elec.  &   Mfg. 

Pa. 
Priest.  E.  P..  Genl.  Elec   Co.,  Schenec- 
tady. N.   Y. 

ons,  i:    P.,    i  he  P.  S   i  !o     Chi 
111. 
Perry.  Frank   i...   Western   Electrician. 

Chicago,   111. 
r  irk,  r,   W.  G..   Westlngtio 

Mfg.    Co  .    Huffnln.    N.    A'. 

ds,   William,   The   Phelps  i  ro      I  ii 
trolt, 

hi       M  \ 

New  York  i 

■      i      i 

:      I 

Paulson,   H     Ji  wi  1 1   '    Newark, 

i  ..l       Sim. 

rich. 
Pulver,     i:      w  .    Wi  E 

Mfg  i        N,   A" 

Pral  i  Cari 

i .     i .  .    \\  Elec. 

! 

-      i  n     Hugh.    P.-ter  Smllh   ft  Co.,   Chl- 
0     111 

ui.i     Editor  Bl  n  i  i    Railway 

i  ,  F.lec 

ker,   ' '    W      w'estiiu-ii 

.>.•    Mfg    i'.. .   ChlcagD,    III 
Blond     !•'     W 
i  .i  ill. 
Rool  r   Co 

III 

■Ui         .'  \\  Pitt  Slee|        CO, 

Bteelton 

r  ,  ■  i;      i         \,i. 

Hi  -      Elec.  i 

I  : .  i      I .  i  I    I .  ,  ■      A 

i  ■  I  - 

III. 

i  Co., 

Ohio 


John  <■     u  m    n 

I    I..-   TMIIK      ( 
t  Id 

Rawitrop    ii  , 

Deti 
Randall,   i 
New    I 

Ransom,  ii.  ..i  i    u     .  hrlsi 



I  ii  trolt,  Mich. 
Kalamal  ...  \i 
B«)    ■ 

H     R  .   Detroit   i 
trolt.   Mich 

Detri 
Ruth,    F.   .1  ,    F.  .1     Ruth   « 

.  III. 

!• 
trolt, 

R«">e  Lernatloual 

I ...   in 
Randolph,    i  IncGovern  ,<■ 

Boston,    Mi 
Rousseau,    A,   .1  .   Stromberj 

Tel.    Mik.    Co.,    Chi  ago,    ill. 
Reubens.  Chss.   W.,    B 
J.rs.  y   Cit>. 

sti  r,    C.    W.,    Westlngho 

■  I    I  ■.  .    , 

L  J     I  hrlsl    ....  n  Ei  glj 

Rockwell,    w     r 
*  Baldwlnsvlll  N    v 

Reitzell    William,   Rurus,   Pullman    Au- 
tomatic  Ventilate 

I,  J.  A.,   Tl 

Snow,   P.   c.   Globe   Ticket   Co.     Phil- 
adelphia. 

Smith,  J.  c     AUeghenj    Brake  &  Shoe 
Allegheny,   Pa, 

Stanley,  G.  j.,  Nernsl  i^mii  Co. 
hurff.  Pa. 

*•  H,    Jewetl  CarCO.,  Newark. 
Skinner.  C.   K     v  t 

Mnfg     .  ..  .    Pittsburg,    Pa 

ns,   \v.    P.,    i 
PI)    '  ".   Kalamazoo,    Mich 

SMnef«    c    "p  ;w^»'*hoUge   |.;,.,,   g 

«    l  W        (  ..     .\.»    Fork  city. 

inA.RoebllnVsS 

SV^v.'i!„X,!-  '' ""-Wheeler  Co 

ScScalfo.BiUR'    McGu,re   Mn<*    ''" 

111:, 11. ■     Kv 

Smett.m.    Vfm,    T..    Tb      Weber    Rail 
Hm°!h     «•    ?iDf«  '"ill 

s'v",  :.:;;■•;„  'v,, 

-Mn.fi 
iW  ,:;   •'     Ner"<"  Lamp  Co..  Pitts- 

sr:v: ' 

Stewarl 

B,.,?     'r 

Bros      Detroit, 

Druu   & 
Chen  ;     '  r"B   * 

St 


DAILY    STREE1     RAILWAY    REV 

s      V 

II      Bl       R 

S',!V  rnlsh   Co.. 

i    . 

"■   G     I-    Hagaun,    I. 

.      Detroit, 

Hart  Switches,  Chi- 

!'   •»     •'•'■•   I-   s   Co..  Boston, 

aneo.  switch 

Louis  Car  Co..   St. 

Btrocl  Railway 

gland  ""lwa> 
skinner,    c.    !•:      \v.  . ,     ■  ... 

west.    i.i. .  a    utg 

Ml, 
Svil|!:VKv    S'    ';""      Elec-    ''"      Louis- 

'•■  »•»">«-  B, 

lerfteraas 

I        lUngs   Sous 

S'^:.;  y.   Luther  Btleslnger. 

■..    The   Globe    Ticket   Co 
lis,   Penn.  - 

Shepherd,    W,   j 

ii  i.v.-r.    c„, 
•':•,"  H-.      Bullock     Electric 

Mfg    .  ..     Detroit    Mich. 

Idl8r-1 '-  ■ ■  Co.. 

Berr,     Bros.    ,.„,..    D.. 

"u&  A""rlrttn  E,ec-    "" 

rangston^N     'Wk";"n     Truok     ' 
"co?] 

',;  ,:    Mlel  < 

Sm£  Howland 

Mfg.  Co..  CM- 

".'r'','i',"S'"L   "     B  '    '':,lis"".   111.  Co  .   !>.■- 

TYorK'  "     A"'"    '  New 

Rj 

0 

il     Sanltarv 
i  uspldor  Co.,    Worcester     M 

"'■    I-    Ind 

eringNews, 

Narcissi,  fnlv.  Sanitan   Cu« 
Pldor  Co    Worcester,   Mass."3 

::,"'■  8ta 

IcrM,,whaauU-WtahrtetenMn    ' 
^Detroit    Auton 


II-  w 

[Vol   XII,  No  -• 

v   O..    Detrol.    ,      „      ,,. 

1     Ml.         u, 

^omas,    A.,    Strang   s„r|„ 

j^lbart.  Harold  P.  Brown.  M«. 

Thorn  i«      j;      I        -..,        .. 

Ta^r^-tev'^0?"  ■ k 

S  ,-;-.    III..    Car     sign 

"homaa,    E     \i       |.;,P,     ,, 

-,-,!;:,  £  SIS"  6 

n.    w     E     «•     r    t      .     . 

>v;'';:-'- : 

-*  ' ' 

^S-^J^e.- • 

3tok.r 

1       C      \v         «•     . 
Elec    d    \i,..    ,■  ,     ,:,  „  V68''"**' 

x;,.i;!,'^:; "  *-  "•  •--.  v,,., 

VKiVrCrio   ^  W<r?lSFhoUse'  Cnu"». 
Vosburgh      *\     c      •■I       ^. 

Jderground 

V    v      '  '■"■   Bar- 

"s^7;„£    F-   3t»ltog-Meaker  Co.. 

Wllo8v°  --'-••     "'"ord 

WrSft  i.So. 

■I!;   W'    "      ' »*    Wlsman. 

C    M.    Mich,     ,,,,, 

-     »..    ITrank    km,,,,,   Co.. 

Pa. 
Lmeffcan      m.,,,, 

wDhil! 

"  oltman,    E.,    Alberl    t    i     n      .    j 

S?ewT*rk:  A,"'"r- 

U.'h!"Vi';.  Vl."-   Weetern    Electrician 

St  itv.  Journal,  New 

— 
U,y;,';.  '••'-    Prat,       „ 

WUHon^ugh   m..   Raitway  Age,   Chi- 
^JS  Christen 

Mfg. 

chtcais:   ■ 


Oct.  o.     • 


DAILY    STREET    RAILWAY 


l'\  II  \\ 


679 


.     H  ,  Crock)  r-\\  he,  iter  <•'.. 
S:    Louis. 
Wright.     Louis    G.,     Niooolas-lJntern 

.  Cleveland 
Wood.  N.  I».  Frank  R 

ton. 
Williams.   Kdw.   M.   aherwln-WlHlams 
,  Cleveland 

\v.    II..    Biec    K>     Switch 
Detroit 
Warvidk.  B.  W     I  tarn  r      Bli  e.  Co     \ 
lanta.  Go. 

W.  11  .  West    B 
•  aire,   Pa. 
•ton.  \v.   Rodman.   Wm.   Wixuton 
jr.   ^.  .  Philadelphia,   Pa. 

Wlsner.    A.   C  ,    Knell    Air-Urak. 

Battle  Creek,  i 
Whitcomb.   T.    II..    Qtiffln    Wheel    Co., 

rhicago,    III. 
Whipple,    A.    I*.   Curtain    Supplj 

Cbleago,  in. 
w.atherbv.  \V.  B.,  Bufrougto's  adding 
Ine,   St     Louis,    Mo. 
dbury,    W.    II..    Blec     Rj     Bwltoh 
Detroit,   Won. 
M.    M.    General    Electa* 
ly.   NT.    V. 
Wheeler.  Jno.  T..  P.  J.  Ruth  Co.,  Chi- 
cago. 111. 
Wheelden.     W.   B  .  Chrlstei 

So.,  Boston.  Mass. 
Welches,    R.    I...    National    I 

New  York. 
Warren.  A..  Weetlnghouse  Companies, 

London.  Eng. 
Wilcox.  C  H.   Th,   Arbuckli 

Told 
wuiani.    E     r:  .   The   Standard 

Co..  Chicago.  III. 
Woleiben.  Mr..  Mich.    I  D 

Mich. 
Wrleht.    C     H..   The     Am.     M  ichlnery 

Co.,  Grand  Rapids,   Mich. 
Walker.    Henry   I...    Henry   I.    Walkei 

Co..  Detroit  Mich. 
Wilcox.   Francis   W., 

imp  Works,   Harrison. 
N- 
Williams     Lowell.    Pullman    Ant    V  n- 
tllator  Co..   Philadelphia.    Pa. 
Griffin    Wl 


Chi- 
N'oril  Ry., 


%    J    S., 
cago.   111. 
Vounl.    J.    W 
Newark     N.   I. 

V      it       American     v  Itrlfli  a 
.    w    Y..rk     X     ■. 
Yates,  M    I '    P.,  Ne«    H 

•    New  11  live.,,  i  !ona 
Jahner.  Jos..  Detroit  Journal,   Detroit, 

Mich. 
Mrs.  C  K   Gi 
lira  T   B  ilrimth. 
Mrs    D,  N.  Mllbr 
Mrs.  F.  B.  M 
Mrs.  The-.  W    McAndwi 
Mr-    I'    A    Hinds. 
Mrs.  J.  N.  Youns. 

- 
Mrs    R    L    i 

Mr-    I    B.  Milk. 

I.  Arnold. 
\ir-  C   i:   A 
Mr*   B.  it  Carrlng 
Mrs   I!   '•   Hack 
Mrs    I 

■ 
Mrs.  Thos.  V 
Mrs    11    II    Vreeland. 

Mrs.  II.  E.  Vreeland. 
Mrs.  Frank  v. 

Mrs    If.  A.   I»owns. 
Mrs    I  I 


Ml 


■    M.  n 


II.JI 


Mrs  T 

Mrs  M 

Mrs  <•    K     I 

Mrs  M 


Mr<   T 

Miss  I.- 

M,.    T    W    - 


Mrs.  .1.  C.  Robinson. 

Mrs.  John  L.  Ilinl, 
Miss  M.  Cuddy. 
Miss  T.  Cuddy. 

Miss  Laura  Lilllbi 
Mrs.  A.  L.  Judsor*. 
Mrs  Baxtt  r. 
ixren. 
Mrs.  Cnas.  Lahr. 
\hs   \\    S,  Bern . 
Mrs.  .1     I 

Mrs.  P.  J.  Sj  Ivester. 
Mrs.  w    M   Anthony. 
Mrs.  ii.  K.  Beaoh. 
Mrs.  Ii.  C.  Kenan. 
Mis   EdgarS   Hetl 
Mrs.  T.  B.  Hall. 
Mrs.  c.  J.  Harrington. 
Mrs    »    A    McGi 
Mrs.  M    Sti  .■ 
Mrs.  1.  A.  P  irshall 
Blanche  Funk. 
Mrs.  J.  W    1 
Mrs.  ii.  W.  Johnson. 
Mi >  .i    Lester  Woodbrldge 
Miss  io   Roue 

The   MiSS.S    I 

Mrs   ii   C.  Ayres. 

Mrs.  B.  Lockv 

Mrs.  p,  H.  Newc  >mb, 

Miss  Nov    o 

Mrs.  Frank  i '..  Bolles. 

Miss  Bolles. 

Mrs.  A.  J.  Richards, 

;     .  eager. 
Mrs.  Kurt. 
Mrs.  1 1 

Mrs.  .1.  \\      "i  ount. 
Mrs.  WaH.r  McKIl 
Mrs.  W.  i".  Rlchai 

I  .lien. 
Mrs   Furman. 
Mrs   Medburj 
Mrs.  Mary  Medb 
is  Wesley  Waten, 

Mrs.  and  M  s      Idi 
Mrs.  R.  H.  Bl 

Miss  Lampss. 
Miss  Phelln. 
Mis  -  Lorln  i 

Mrs.  .1     11.11, 

M  !SS    I  il'eU   ! 

Mrs.  II.  P,  < 

Mrs.  A.  B.  I  'nit  i  i 

Mis  II.  A.  NlcbOll. 

Mrs.  i ;.  W,   K 

Mrs.  Mas I"  i 

M  is  I : 

Miss  llawkin 

Mrs   .].  .1    Magili  m 

Mrs.  .1     II.  M 

C    Mlllen. 
Mrs.  G.  R   Mitchell. 

Miss  Krey. 
Mrs.  Julia  K    Bl 
Mrs   A.  B.  Lang. 

A.  L,  Linn,  Jr. 

Mis  Pertell. 



Mrs.  J     10    II 

h 
Mrs    T!  eo.  P.  B 
Mrs.  Marshall. 

Mi      Wlllard  Bri 

Mrs.  Kills. 
Mrs.  Clark. 
Mrs.  A : 

Mrs.  ii   w.  Ransom. 

Mrs    •  | 

: 
Miss  I 

Mrs,  P 

Mrs,  I 'lias.    P.    King. 

Mrs.  M.  ,|i, 

Mrs 

Mrs.  Whiteside. 

i  win. 
Mis*  Mini  i 
Mrs.  i.   i.Minr,  ii 

trldgc 

i       'null 

II  p   Funk, 

Mrs    T    II     Boui 

rk 
Mrs    I 

Miss  pai    ■ 

Mrs    II    f    i 

Mm 

Mli 


Mrs    W    ROSS. 
Mrs.  Jos.  Bampton, 
Mrs.  Cu  tin, 

\l  ,      III   .  I 
Mi s.  King. 
Mrs,  i  i.iKni.iii 
Miss  Bmma  I  leise, 
M iss  id. i  J   Tompkins 
Mrs.  io.  .1.  Burdlck, 
Mrs.  Jno.  Kerwln. 
1 1  race  io.  Fra  iiklin. 
Ida  to.  Caldwell. 
Mrs.  K    w     Brooks. 
Mrs.  II.  s.  Swift. 

Mrs.  A.  C.   Marshall. 
Mrs.  .1.  M    lie;, ml.. ii 
Mrs.  C.   B,  East} 
Mrs.  S.  G,  l.iidlain. 
Mrs.  P.  Sklllman 

VIra    B.  S    II; hen.    jr 

Mrs  G.  s  Johi  s  in. 
Mrs.  J.  C.  Madigan. 

Mrs.   D.  S.   M.ilTall 
Mrs.  \\     i  ;    ii,  [  i„ |,. 
Mrs.  P.  P.  Burington 
Mrs.  w.  B.  Tarkington 

Mrs    I'll. is.    W.  Was,,,, 

Mrs.  .1.  Jordan 

Mrs.  S.  L,  X.I 

Mrs,  io  .i    w  ehe:ey 
Mrs    .1    B    II,.  mi  ill 
Mrs.  II     H.  Polk 
Mrs.  Ma  s' 
Mrs.  .1,10.   Welsh. 
.Mrs.  Mori  on 
Mrs.  ii    a.  Everett 
■Mrs.  An  In,,   paci, 
Mrs,  Geo.  ii    Russell 
Mrs.  s.  Fullerton. 
Mrs.  A,  II   Stanley. 
-Mrs.  Thos.  Farmer 

Miss   F     M     M.    Peters 
Mrs.  .1.  II.   Pry, 
Miss  Farmer. 
Miss  Elisabeth  Parmei 
Miss  Sarah  n    Russell 
Mrs,  i  iunderson 
■Mrs,  i  'in  ii,. 
Mrs.  G.  G.  Crane 

Mrs   ' :    B   Cade 
Miss  M    io.  Greene 
Mrs.  p.  m.  Zimmerman 

Mrs    A.  Zlchle. 
Mis   w,  c.  Sampson 
Mrs.  wm  Bloss, 
•Mrs.   10    I  Mm |, 

'.'        i   .1   Thome 
Mrs.  D   n    Bartell 

Hi      i:    S.  i  lofl 
Mrs   ,i    .Miii. i, i 
.Mrs    Leach 

Miss  n    \i    r,  |  , 
Miss  Jane  u  hi 

Mrs.  w    io.  Harrin 
ii    Rl,    ,  it. I 
Miss  Pennington. 

Mrs.  P    10    Si 

Mi      (J  aim   i,,. 

Miss  WalmSb} 

Mrs.  Brhardt 

G.  L  Radollffe 
■Mrs.  c. ..  \  stanlej 
Miss  Stella   Purcell 

*       '-    G    ci  .mil  ,  , 

1        io    p    Morrl 
^r*.  Horn   Tm  i  ,  i 

Mrs.    A.    10     X 

i     '     r    m  ,,,„.,„ 

Mrs    .1     i  ;     Mi  Mil   ,,  i 

Mrs.    L..I.I      l: 

Miss   A     Paige 
Mrs.    p    p    Crocketl 

i       I       i  irrell 
Me      I  i    . .     i  ■  , 

Hi      G ' ir 

M  I  Will  Oil 

Mrs.    I        |      Ha] ,  i, 

Ml  I. \       I 

Rli  Ices. 

I  I'M"    kelt 

Mrs     II  lei  Iton 

Mi  \       I         ii.   .,,.. 

mi       u     i      nil    i.  in 
Mrs.    I  'I,  l  I,,   i 

'"  I'  ii  i, h. mi 

■■ii       i  !,,,,,■■  n  orl  hv 

ii,   , 
Rawstron,   D.     Mien  S    Mori  i  or  Bral 
Shoo  Mii;    Co         iloagi 

1        C     \     

Jo 

I-'    W    Wilcox 

Nell  s    phi  In 

mi      and   mi       MiishUiin 

Ml         i  '      I,      SI, 

HI        |    Ii     I'      l  ii 

i      Bell  

i    ,,,  . 

ii.il 
Mlsi  i    u  ,, 

Mrs.  J   M    Atkinson, 

Mrs.  D    Pi       m  n 

i       I,     Mill, ,v 

W    B    McVl 

Mrs.  II    1. 

Mrs.  McOrath, 

Mrs    \    r,  1 1      Mien. 


[Vol    XII,  No  2 


ill  i :  \    V 


SI'lJ    I  Al 


\   b ii\    i ii'n   .,]   Buppl]    men  arrived  In  town  yesterday 

morning  on  the  Detroit  special  which  lef(  New  Ymk  al  4  p,  in. 
Tuesday  over  the  Nen  Fork  Central,  coming  from  Gtica  via  the 
Ulchigan  Central, 

n  was  expected  that  n  large  Boston  contingent  wonld  meet  the 
special  at  Albany,  among  them  Beveral  New  England  street  rail 
waj  men  of  promlnei Including  General  Manager  K.  A.  New- 
man, "(  Portland,  Me.,  and  General  Manager  R.  T.  i.affin,  of  the 
-nr  (Mass.)  Consolidated  Street  Railway  Co.  So  sure  was 
Colonel  N.   ii.   Heft,  president  of  the  Merlden  (Conn.)  Electric 

R.  i:..  tii;ii  the  "Downeasters"  wonld  com I   with  the  special 

that  he  had  reserved  two  staterooms  on  the  special  for  their 
accommodation,  ii  Beems  that  the  Boston  train  reached  Albany 
the  special  and  continued  on  its  way  to  Detroit.  The  on- 
called  for  berths  In  the  Btaterooms  were  given  over  to  supply  men 
«  bo  asked  for  them. 

Beside  Col,  Hefl  "ti  the  special,  other  street  railway  men  were 
Ms  son,  Dr.  <:.  Stanley  Heft,  of  Tort  Chester,  N.  Y.:  Roy  Cope- 
land  Cram,  of  the  Connecticut  Railway  &  Light  Co..  Bridgeport. 
Conn.;  Charles  'J.  Fitch,  superintendent  of  New  York  &  Queens 
County  Railway  Co.,  Long  Island  City,  N.  Y.:  P.  P.  Maize,  mas- 
ter mechanic  of  the  N.  Y.  &  Q.  C.  Railway  Co.:  J.  C.  Welch,  clec- 
'ii.nl  engineer  of  the  Schenectady  Railway  Co..  and  J.  R.  Slmrtz. 
auditor  of  the  South  Terse]  Gas,  Electric  &  Traction  Co..  Cam- 
den, N.  J. 

The  special  was  a  finely  eqnipped  combination  of  four  Pull- 
man coaches,  a  diner  and  a  boffel  smoker.    Attached  to  it  for 
part  of  the  run  was  the  private  car  of  District  Superintendent 
Smith,  nf  the  New  York  Central,  who  hail  a  party  of  friends  on 
board.    The  wants  of  the  passengers  were  carefully  conserved 
by  Passenger  Agent  J.  Frank  Myers,  of  New  York,  who  was  in 
charge  to  Utlca,  where  Passenger  Agent  0.  A.  Cascadin,  of  Ruf 
took  charge  for  the  Michigan  Central. 
*,*„*. 
CURTAIN  SUPPLY  CO. 


The  Curtain  Bupply  Co.  has  a  very  effective  and  complete  ex- 
hibit of  all  kinds  of  ear  eurtains.   eurtain    fixtures,   and   curtain 

lis.  As  the  originators  of  curtain  fixtures.  It  has  kept 
pace  with  the  progress  in  ear  construction  and  equipment  and 
Is  offering  to  the  trad.'  curtains  and  eurtain  fixtures  that  have 
been    tested   and   tried   for  years   In   all   parts   of   this  Country  as 

-ix .-ii  ns  abroad,  and  have  proven  to  be  perfectly  satisfactory. 

The  policy  of  this  concern  Is  to  stand  hnok  of  all  goods  that  It 
manni  owning   the  basic  and   fundamental   patents  on 

eurtain   fixtures.  It   is  also  able  to  afford  complete  and  absolute 
protection    to  its   many  customers  and   friend-. 

The  exhibit  is  tastefully  arranged  and  is  the  headquarters  roi 
many  of  the  delegates  Mr.  W.  TT.  Forsyth,  general  manager, 
nnd  Mr  A  C.  Whipple,  general  sales  agent,  are  representing  the 
iny.  The  company  recently  opened  an  eastern  office  at  2181 
Park  Row  building.  New  York  City,  and  Is  thus  better  able  than 
ever  to  care  for  Its  trade. 


CHICAGO,  ILLINOIS. 


THE  CLIMAX  STOCK'GUARD 

H.  S.  OVERSTREET,  Manager, 

7I4  Marquette  Building, 

Manufactured  from  Shale  Clay.  Burned  Hard.  Vitrified  and  (Hazed.      Block! 
34  In.  long,  ss  Inches  wide.  4',  In.  high.     Material  In  ridges  1)4  in.  thick. 
40  Blocks  to  each  guard.  S  ft.  x  8  ft.       Weight    l.MOpounds. 
A    FEW  REASONS  WHY  IT  IS  SUPERIOR  TO  ALL  OTHERS. 

It*  own  weight  Is  all  that  is  necessary  to  keep  it  in  position  with  a  two-Inch 
wooden  cleat  around  the  guard.  It  can  neither  burn,  rust  or  decay,  and  is  practi- 
cally indestructible.  It  is  cheaper  than  either  wood  or  Iron.  and.  in  fact,  has  no 
competitor  in  pri,-<\ 

It,  unlike  other  guards,  does  not  require  to  be  taken  up  at  1,-jist  t  \vi,.-e  a  year, 
that  the  weeds  growing  through  it  may  be  cut;  do  weeds  grow  through  this  guard. 
The  expense  of  installation  is  practically  nothing,  as  it  Deeds  no  special  prepara- 
tion to  place  it  in  the  track;  no  excavation,  and  no  chaDgea  in  the  track  beyond 
the  possible  replacing  of  seven  <T>  ties,  requiring  the  use  only  of  ordinary  MOtJoo 
labor.    It  can  readily  be  adapted  to  any  gauge  and  to  any  lenght  of  guard  desired. 

Id  case  a  wrecked  car  or  train  passes  over  it.  or  break  beam  strikes  it.  it  sus- 
tains less  .lamage  than  any  other  guard  manufactured.  Should  any  of  the  blocks 
be  broken,  they  can  readily  be  removed  and  new  ones  put  In,  leaving  the  balance 
of  the  gu.-ird  intact.  A  guar  I  ..f  any  other  form,  under  such  circumstances,  would 
be  totally  destroyed  or  so  much  damaged  as  to  prevent  its  being  reconstructed. 
It  is  impossible  for  train  men  or  others  crossing  the  guard  to  be  injured  by  falling 
on  this  guard  or  caught  in  it.  In  repairing  or  changing  the  track.  It  can  be  taken 
up  ao-l  replaced  without  the  slightest  damage  and  at  practically  no  cost. 


The  following  It  a  list  of  Sales  for  Four  Months,  ending  Aigust  i, 

Chicago.  Milwaukee  &  St.  Paul  R.  R SSO 

Aurora.  Elgin  &  Chicago  Ry  Co  780 

Chicago  ,fc  Milwaukee  Electric  R'y  Co 4S 

Atchison.  Topeka.*  Santa  Fe  R'y  Co if, 

Indinnapolis  &  Plaiofleld  Electric  R'y  Co to 

Cincinnati,  Dayton  &  Toledo  Traction  Co 15 

C.  C  C   ,v  St    L    R   R  Co   (Big  Fourl 110 


190a: 

Guards 


Roekford.  Juesvffle  .v  Beloit  Traction  Co.. 

Coal  Belt  Klectric  R    R.  Co   1  Marion,  III.  1 . . . 
Chicago*  Eastern  III.  R.  R  Co. 

MarcelhistN.  Y  )  Electric  R.  R.  Co.  

Olean  (M.  T  I  St  reel  R'y  Co 

Cleveland.  Elyria  S  Western  R.  R.  Co. 


8 
6 
34 
30 
90 
40 
The  Barberton  &  Akron  Belt  R.  R   Co 84 


Chicago.  So.  Shore  Ry. 


SO 


Western  Ohio  Traction  Co 

Ctica  &  Mohawk  Valley  R'y  (S. -t 


1418 
All  needed  for  110  miles  track. 
HfJ  Guards. 


NOT  BAD  FOR  A  NEW  THING -IS  IT  ? 
LET  US  ENTER  YOUR  NAME  IN  THE  LIST. 

RECEPTION    AT   HOTEL  c.uuu.Ai'. 
The  reception  last  evening  tendered  by  the  local  eommiitee 

lo   the  delegates  anil   visitors    was   more   then    usually    enjoyable. 

Several  hundred  attendants  and  ladles  assembled  in  the  spacious 
parlors  of  the  Cadillac  and  enjoyed  the  music,  dancing  and  re- 
freshments,   provided    by    the    committee    as    an    aid    in    getting 

everybody  acquainted     Once  ■>•  we  take  pleasure  in  ncknowl- 

..1   Ing  the  hospitality  of  our  local  host- 

POSITION  WANTED. 


First  class  armature  foreman,  wants  position.  Extensive  ex- 
perience, Seven  y.  ars  in  charge  of  armature  department  of  one 
of  in  ■  largest  roads  in  the  west.  Well  acquainted  with  all  types 
of  Wostinghousc  and  General  Electric  motors.  Call  at  "Street 
Railway   Review"   Booth. 


IUU.Y     STREET     RAILWAY     RKY1FAV. 


681 


DAILY  STREET  RAILWAY  REVIEW 

PUBLISHED    BY 

WINDSOR  &  KENFIELD  PUBLISHING  CO. 
65-60  Congress  St.,  West  Detroit,  Mich. 

SUBSCRIPTION.  PER  YEAR.  S3. 00 

CHICAGO  OFFICE,  ....  45-47  Plymouth  Court 
HEW  YORK  OFFICE,  ....  39  Cortlandt  Street 
BOSTON  OFFICE,         -       -       -       63  No.  620  Atlantic  Avenue 

PHILADELPHIA  OFFICE, The  Bourse 

CLEVELAND  OFFICE,        -       -       -        302  Electric  Building 


A.  S.  R.  A.  PROGRAM. 


Application  m.-uU*  for  entry  as  ■ecoad-clasa  matter. 


VOL  XII. 


Friday.  October  10.  1902. 


No.  3 


MEETING  OF  MASTER   MECHANICS. 


In  pursuance  of  the  suggestion  made  by  Mr.  Thomas  Fanner, 
superintendent  of  motive  power  for  the  Detroit  United  Ry.,  a 
meeting  was  called  yesterday  for  the  purpose  of  organic! 
association  of  electric  railway  mechanical  and  elect riral  nun. 
This  meeting,  which  was  held  at  Power  Station  A  of  the  United 
Hallway,  was  well  attended,  and  after  thoroughly  i  anvasslng  the 
benefits  to  be  derived  from  such  an  association  a  temporary 
organization  was  effected,  and  a  call  issued  for  a  meeting  to  be 
held  to-day  at  l  o'clock  at  the  office  of  the  Detroit  United  Rail- 
'  8  Woodward  avenue,  for  the  purpose  of  perfecting  a  per- 
manent organization.  At  yesterday's  meeting  the  following  gen- 
tlemen were  elected  temporary'  officers:  Mr.  1 
chairman,  with  power  to  appoint  a  secretary.     Bxecutivi 

W.  Olds,  superintendent  of  rolling  stork.   Milwaukee 
Electric  Light  ft  Power  Co.,  Milwaukee,  Wis  ;  \\  i   super- 

intendent of  motive  power  and  machinery,  Consolidated   Street 
Ry.  Co.,  Worcester.  Mass.;  G.  W.  Palmer,  Jr.,  electric  englni 

lony  Street   Ry.,   Fall   River.  Mass.;    C.  A.    Brown,   M.   M., 
Railway  &  Light  Co.,  Toledo,  Ohio,  W.  0,   Mainly,  M.  M., 
lis  Transit  Co.,  St.  Louis.  Mo 
In  additloi  mentioned  the  following  gentlemen  were 

present      II   II  Adams,  superintendeu  United  Railways 

Mil .:  R.  11.  Coleman,  superintendent  of 
transportation.  Pond  <hi  Lac  Street  Ry.  *.-  I  >m.l  da  Lac, 

resident  and  manager  Fond  du  Lac  Street 
Ry.  *  I.  E.  Welch,  master  mech- 

anic Des  Moines  City  Railway,  Iowa;   W    S.  Patter- 

son, master  mechanic  Salt  Lake  City  Railway  &  Power  Co.,  Salt 
Lake  City,  Utah;  j.  W.  Ollddi  n,  Dekalb  Sycamore 

'•  kalb,  111.;  J.  M.  fount,  ma  inlc  North 

Newark.  N  Pfingst,  31  Stat      treel 

Mass.;  II.  E.  Bradford,  Zani  I   Coffin,  ma  ter  meet 

anir    M.    M  I  I.    W. 

tonroi      I     ■•  .ionroe, 

■  rdaj    win,   the  exception 
■  nttng  of  the  •  "  -  decided  t"  lea 

cope  of  the  association.  in  alms  and 
n  of  tin-  meeting  to  day. 
for  the  pro  Mechanical  and    Electrical 

•I.   and    will 

approval.    Other  po 

1 1,11  It y    Of    holding    the    annual    CODVeO 

I  Railway 
Association,  tin-  wori.  t.,  be  attempted  !■•■  on    dues, 

*  *  r 

lerlntcndenl  of  tht   Detroit  I 

Itallwa 

<i'l   Hint 

t  should        ■  ith  'id'  d.  and 

A    on  all 
I    tie    effortl   of  bin  i  i    convention   an 

Igfl  He- 

:  , . 

the  United  B  to  kasp  up 

•  I  by  ii'-troit  an  I,  ,. 


"Discipline  of  Employes  by  the  Merit  System" — Metropolitan 

Street  Railway  Co.,  of  Kansas  City,  by  W.  A.  Satterlee,  general 

superintendent. 
•  The  Steam  Turbine:  Its  Commercial  Aspect"— E.  H.  Sniffen,  of 

Westlnghonse,  Church,  Ken-  &  Co.,  New  York. 

"Signals   for   Urban   and   Interurbau   Railways" — Old   Colony 

Railway  Co..  Boston,  by  tl.  W.  Palmer,  jr.,  electrical  engineer. 
"The  Adjustment  of  Damage  Claims" — Chicago  City  Railway 

Co.,  by  M.  B.  Starring,  assistant  general  counsel. 

Report  of  Committee  on  Rules  for  the  Government  of  Em- 
Report  of  Committee  on  Standards.  C 
Election  of  officers. 

■titie 

ACCOUNTANTS'    ASSOCIATION. 


Chart  of  Street   Railway  Blanks,  suggested  by  G.  E.  Tripp,  gen- 
eral auditor,  stone  fi  Webster's  Co.'s,  Boston,  Mass. 
Annual  report  of  Standardization  Committee. 

Afternoon,  2  o'clock. 
Report  of  Committee  on  Nominations. 
Election  of  Officers. 
Report  of  Committee  on  Resolutions. 
Installation  of  Officers. 

**s* 

ENTERTAINMENTS. 


A  trolley  ride  will  be  given  for  the  ladies  this  morning 
leaving  Hotel  Cadillac  at  10  a.  m.  for  Mount  Clemens,  via  the 
Rapid  Railway  and  Gratiot  Ave.,  returning  via  the  Shore  Line 
to  the  Country  Club,  Cross,.  Pointe,  where  luncheon  will  be 
served  at  I  o'clock.  The  return  to  the  city  will  be  made  at  4 
p.  m. 

Thi  banquet  will  be  held  at  Hotel  Cadillac  at  8  o'clock,  at 
which  the  Installation  or  the  officers  elect  will  be  held. 

*** 

.MICHIGAN    STATE    ASSOCIATION. 


Oi t   the  si   gratifying  announcements  that   it  has  been 

our  privilege  to  make  is  the  call  for  a  meeting  to  organize  an 

electric  railway  association   for  the  state  of   Michigan.     Those 

ted  are   requested   to   meet    In   the  billiard   room   of  the 

Light  Guard  a r >    (Convention  Building)  at  L':.'in  p.  m,  (city 

i  i  1 1 1 . ■ ,   to  day  . 

ft** 
MAIL   AND   TELEGRAMS    I   NOALLED    FOR. 


Mail  ami  telegrams  for  the  following  are  uncalled  for 
ofllc '  the  chairman  of  the  Exhibit  Committee: 

Telegrams:  Prank  Slltiman,  Jr.,  \v.  a.  Shirley,  0.  T. 
CO  Muii.  n  i  i,  rt.  Elliott,  G.  W,  Hamilton,  W.  R. 
G.  w  Chance  n.  M.  Pease,  W  E  Jnques,  Henrj  L  I 
"ii  Haw  ley,  Prank  Schneider. 

Mall:     m.    s    Waller.   Qeorge    R     Mitchell,    Prank    s. 
i  ko      it.    u  n,     \    siiom     i:    bbs,    Ralph    H, 

II.  i  bei  i    \\  am  ii.  Ql  ..     \\      R ds 

ft  ft  ft 

ANNOl  nci:mi;\t  for   EXHIBITORS. 


at  the 

M.ainos. 
Gallon, 
loherly. 

Given, 
Beach, 


The  Local  Exhibit  Committee  wish.. exhibitors  that 

ive  themselves  con  Iderable  a yance  by  notifying 

Mr.  Alb  a  ■•!  the  Exhibit  i  lommlttee,  Just 

when  the  sbipi i-  will  be  read]  and  their  nature.    Those  who 

win  have  carload  shipment    I kc  on  Saturday  or  the  early 

■   next   weei.  are  parti I;    requested  to  give  advance 

'"   Mr    I.,  in i  in     ,,  thii    pr  per  arrange nts  may   be 

perfected. 

ftftft 
Brockwaj   ot   the   Accountants'  Association   well  <ic 

■   '     tin    » in  i    ii'.mi  |,      ad   upon  his 

-I    • id     By  printing  the  papei     and 

'.ai tinj,    the  membi  > 

tctli  'Hi   the  n  hole  of  the    e    lot 

I"    the    dl  to    (U    i BE     more 

■  I ih.   program, 


682 


DAILY     STREE'I     K\II.WAV     REVIEW. 


TWENTY-FIRST   ANNUAL    MEETING 

AMERICAN  STRtET  RAILWAY  ASSOCIATION 

Detroit,    MicH.     Oct.   8— lO,    1902. 


ml  iiiui-.i  from  j    .  • 
ELECTRIC    EXPRESS     \\l>    PACK  USE    DELIVER! 


W.  Parker,  General  Express  Agent,  Detroit  United  Ry. 

establishment  •■<■    lie  electric  service  is  a  i Interur 

ban  1'iuiis.  lo  which  lines  nre  being  rapidly  extended  In  nil 
tlons  within  a   i • .- n i i i i -~  of  from  76  i"  ii«>  miles,  nnd  in  a   great 
main  cases  reaching  towns  and  villages  which  bave  never  here 

loforc  enjoyed  a  railroad  con ition,  or  :it  the  best,  in  a  roundti 

boul  way,  entailing  great  delaj  and  almost  prohibitive  expense 
Electric  Bervlce  has  also  made  d  leighbors  "i  communl- 

ween  which,  before  iis  establishment,  even  wagon  com 
munlcatlon  «as  nol  satisfactory  or  feasible,  so  thai  the  electric 
service  may  justlj   be  regarded  k  the  chief  factor  in  suburban 
jress,  though  aol  yel  a  decade  old. 


w.  PARKEIt. 


To  the  lay  mind,  the  express  and  parcel  business  ol  the  electric 
line  or  system  would  appear  to  l>"  an  additional  and  pr  Stable 

use  "i    the  franchise,   involving   no  additli 1  expense  beyond 

suitable  rolling  stock,  and  the  necessary  train  crew;  bul  my  ex- 
perience hns  been  thai  the  operating  expense  tends  to  b 
greater  than  thai  of  the  iuss.-h.  ..  for  the  latter  calls 

for  no  local  station  ■  r  agents,  the  company  assuming  no  respon 
slblllty  before  the  passenger  has  been  sighted  and  after  be 
alights,   while  ii   does  become  an   Insurer  of  freight   or  express 

from  Hi"  n m  of  the  giving  of  a  receipt  until  it   Ims  taken 

one,  iims  necessitating  a  salaried  agenl  and  suitable  depot 
merj .  etc. 

in  addition  to  the  foregoing  handicap  t  i  a  profitable  operation 
of  the  express  service,  1  Bnd  myself  confronted,  in  Detroit 
ordinance  which  prohibits  the  use  of  trailers,  and  worse  still, 
which    levies  one   dollar    per   car   per    round    trip, 

regardless  whether  tl or  Is  empty  or  loaded.    This  tax  is  a  ratl- 

'  parturc  from  the  z<<  ii  old  days,  when  the  town  or  Its 

public-spirited  citizens  gladly  raised  a  bonus  t"  encourage  a  rail 

and  then  considered  themselves  highly  favored. 

The  management  of  a  system  should  show  a  proper  app 
Hoe  of  Hi"  i  -I  Hi"  express  deportment,  and  its  bi 

"ii  ili ntinued  and  Increasing  of  the  system,  in  the 

t >n i  1<1  i nir  up  "i"  an  Interurban  patronage,  ror  it  seems  a  necessarj 
conclusion  I  ut-of-town  dwellers  will  avail  themselves 

nf  tin-  mall-order  and  telephone  facilities  of  t  1  ■  •  -  large  city  stores 


u  "i  tin-  iveulenl  ami  speed]  deliv- 

er)  t"  their  doors,  and  the  habit  •  nee  formed  •>!  sending  their 
shipments  or  orders  >  la  the  atually 

result  in  more  frequent  i ii|.--  mi  passenger  cars  for  personal  and 
wider  selections  of  their  requirements. 

Bul  11  -i  not  be  asst '1  thai  all  branches  of  tin 

even  all  towns  and  vil  i  branch,  warrant  tin-  establish 

i i  of  an  electric  express  service     The  population,  situation, 

products  and  future  of  each  individual  pit and  the  competition 

of  pxlsliug  steam  nuy;  also  tl Id-cstabllshed  express 

" panies,  must   ii"  carefully   weighed,  or  that   terrible 

hum  be  faced  al  the  end  of  tin-  year. 

To  secure  and  bold  tii"  favor  ol   1 1 1 « -  public  I  have  i l  it 

1st  npon  and  maintnin  high-class  Bervlce,  which 
means  all  Hi"  liitl"  details  of  careful  handling,  prompt  transit 
and  courteous  treatment     This  naturally  "nils  for  1 1 > . -  co    pera- 

tlon  of  ili"  entire  management,  esi lally  in  ili"  operating  depart- 

hiiI  iir-  personal  attention  of  1 1 1  *  -  general  express  agent, 
nud  liis  assistant,  at  all  limns,  in  all  kinds  of  weather,  and  tin- 
tiblllt]   i"  avert  disaster  when  leasl  i  Bul   he  must  nol 

at  any  time  neglect  Ii  which  all  pertaining  t" 

ili.-  handling  "t  express  should  be  referred,  and  from  which  all 
instructl  us  as   i"  rates,  "lainis.   complaints,  etc.,  should 

iest   results  can  be  only  obtal 1  by  tli"  employment  of  a 

traveling   express   agent,    whose   special   <in:i"s   simuiii   ii"    the 
soliciting  of  business  and  securl  mting  orders  froit 

signees  on   shippers,    which   routing  orders   are   instructions   to 
shippers  1"  forward  al  ecti  n  with  the  electric 

The  traveliug  exprcs  should  have  an  open  ear  for  all 

lints,  diplomacy,  and  a  knack  of  handling  ] pie  bo 

always   retain   their  friendship.     In   addition   i"  the  above,   the 
traveling  expri  ss  agent    should  have  the  oversight   of  thi 
agents  al  the  various  pouts,  who  are  usually  subject  to  frequent 
lapses  by  reason  of  Inexperience.    H"  should,  moreover,  li"  capa- 
ble of  acting  as  trainmaster  in  the  proper  distribution  of  rolling 

especially  in  case  liis  road  or  unfi  rt 

imat"  as  to  be  In  ill"  vicinity  of  the  sugar-beel  business,  or  In 
close  proximil  | 

Where  the  system  Includes  leased  or  other  lines,  in  addition  t" 
Its  own,  a  central  freight  or  express  depot  at  agent  are 

absolutely  necessary  as  a   measure  of  economj   and  the 

the  business     Al  Detroit,  the  m  st  important  thing 
to  contend  with  has  been  tli"  expense  of  handling,  which  prior 

tn  tli"  consolidation  of  tl lectrtc  lines  was  cared  i<>r  through 

three   separate  d  e,   "\im-ss   from   tli"   Rapid 

Railway  system  was  handled  through  one  •  1 « -i ■•  •  t ;  thai  from  the 
Detr  ii  &  Pontiac,  Detroit  &  Wyandotte,  Detroit  &  Northwest- 
ern ami  Hi"  Detroit,  Rochester,  Romeo  .v  Lake  Orion  roads 
through  another  depot,  and  thai  express  for  the  Detroit,  5Tpsl 
liinti.  Ann  Arbor  &  Jackson  Railway  through  yel  another.  This 
entailed  an  expense  for  each  il"|u.i  of  an  agent  or  staff,  which 

till  only  ri ntlj  lias  been  changed  and  the  stations  consolidated 

lu  one  large  Joint  depot,  now  located  on  the  corner  of  Fifth  and 

ss  gts  ,  in  close  proximity  t"  depots  of  steam  and  naviga- 
tion companies,  thus  also  decreasing  cartage  expense  where  inter 
"iian-  isary. 

building  is  46  by  196  ft.    On  one  side  Is  the  team  tri 
driveway,  where  frelghl  i-  ind  delivered.    The  lllustra- 

tl  n^  give  a  fair  idea  of  the  traffic  handled     On  0 as!  Bide  "i 

the  Bhed  there  are  double  tracks  with  aci modatJons  tor  four 

cars ai'h  track,  with  ample  r for  awitchlng     The  Interior 


• 


DAILY    STREET    RAILWAY    REVIEW. 


683 


ol  ill--  ear  of  all  posts,  iluis  giving  ample  floor  space 

-ry  foi  prompt  receiving,  sorting  and  loading  the  express 
ami   fi    _  alsi   i"Ul   storage  for  the  protection  of 

Is  during  the  summer  months. 

The  _i •  •  i 1 1 1  -•■m  who  would  have  charg 

this  kind  niii*t  •■  lie  an  experienced  railroad  man.  also 

an    ■( miiani    of    ii"   nii-an   ability,   as   the   duties   c  ivered   are 

fold,  from  the  haudllng  of  a  truck  on  a  pinch,  in  the  dep  i. 
•  atiou  accounts,   which  latter  job  be- 
•:i'-aiiil  ai  Una's  from  various  reasons,  such  as  change 
in    rail's,    errors   "i    agi  checking   ami    handl 

It  in.                                           -  of  freight  "i-  express  si.  mid  an 
•  confined?    In  this  pan  of  tin-  country,  the  elec. 
■  ••  may  !..■  said  i..  have  its  origin  in  the  trans- 
milk,   which   was  originally   handled   in   the  small 
compartment  on  passenger  cars,  reserved  for  baggage,  bill  which 
-in  to  such  proporti  me  as  to  tax  daily  u apacity 


.V". 
^  IF  FILLED  forward  to 


~   IF  EMPTY  return  to 

L 

2 


.<  I  16 


Jfo.  3446 


Shipper  must  fill  out  this  ticket 
In  full  before  forwarding  can 


=  .  =  I 
Northville    10 


MILK 


I  ..rill    I. IS. 


Cm  Nu_ 


Init. 


1 


n. 


In  tin-  handling  of  milk  our  experience  lias  been  thai  the  best 
mil  by  tiie  issuing  of  milk  tickets,  which  arc  cor 

i-ly    lill'iilii'l'd.    and    laki-n    into   account    through    till 

mble  our  ordinary  Rhlppiri 
In  the  middle,  the  lower  portl  n  being  de 
irrying  the  cans  whi  and  the 

-  "ii  return  trip, 
mple,  you   "ill   notii 

•  ■ii  and  t"  whom  consigned;  this  Infi  r- 
of  ticket,  eliminates   the  possi- 
iii-ii  either  filler]  or  empty, 
much  per 

res     WAY  Bl  Foru  arded  from 

Condm  toi  I  mi 

i_-  sliip  mi  -ills 

illj  thai  il  •  i:  can.     »ftor 

portion  at 

ml    ■  I    lii-    trip    with    i  ■ 

"H  lng  r ul ;  el  numbers, 

Ii"    in    turn    ill' 

I 

np   with   the 

in,  the 
'!,••  full  can,   which   p 
■  iiini.ii  for  refilling,  other 
II  until  a  i 

other 

i    upon, 

heir   milk    In   by 

tl mptlea 

hi  until  II 

•    i"  In- 


criminated  against,  the  fates  charged  being  governed  by  railroad 
tariffs  for  similar  i-lass  of  freight  are  in  sum'  cases  Insufficient, 
and  therefore  unsatisfactory   from  the  revenue  standpoint 

It  maj  he  Interesting  i"  know  how  the  express  is  bandied  on 
the  system  in  this  vicinity,  s.i  the  following  is  a  brief  outline. 
Kor  use  in  this  service  a  full  s.'t  of  blanks  lias  been  designed  and 
prepared  with  care.  The  shipper  tills  In  the  receipt,  showing  the 
date,  from  whom  received,  in  whom  consigned,  destination  and 
a  complete  list  of  articles  making  up  the  shipment.  This  receipt 
is  made  in  duplii  rbon  copj   being  taken.    The  Detroit 

I  nited  Railway  r  ope  tj   "subjeel  t"  the  conditions 

"ii  the  back  lure"!'."  which  are  in  the  form  usually  adopted  by 
ii  carriers. 

When  express  i-.  received  at  the  depot,  ii  is  checked  in  mi  this 
shipping  hill,  or  thai  part  of  the  form  marked  "Duplicate."  It 
the  shipment  agrees  with  tin-  shipping  bill,  tin-  original  is  re- 
ceipted  by  the  checker  signing  agent's  name  with  the  checker's 
initials.  'Phis  receipt  is  retained  by  Hie  shipper,  and  the  duplicate 
is  kept  by  the  company  and  the  shipment  rechecked  into  ear. 
thus  giving  Hie  compauj  a  double  i  beck  on  each  shipment.  Any 
exceptions  as  to  shipment  being  In  had  order,  etc.,  are  noted  on 
these  shipping  bills,  thus  enabling  the  company  in  ease  of  claim 

t"  kn.i\\    tin-  exncl   condition   Ma-  ■- Is  were  in   when  received* 

and  forvi  arded. 

Alter  g  mis  have  been  received  ami  loaded  Into  express  ears. 
they  are  then  billed  "in  Oil  a  way-hill,  this  form  being  printed  in 
three  sizes  quarter  sheet,  hair  sheel  ami  lull  sheet  the  latter 
being  L2V&X1G  Inches  The  way-bill  is  the  same  as  express  ami 
railroad  waj  bills,  forwarding  point,  destination,  dale  of  ship- 
id   svaj  bill  number  showing  in  proper  places,     The  waj 

hill  numbers  are  arrived  ai  by  c tencing  with  number  one  the 

iii    .mil  numbering  them  consecutively  until  the 

nd  ol   ih"  month.    This  waj  bill  uumber  is  used  as  reference  In 
all  correspondence  relating  to  anj  particular  matin-  c  tiling  up  In 
ii.\  shipment  covered  by  this  particular  waj  bill.    'The 

facts  sin  >i in-  «  ai  bill  are  designated  by  the  headings  of  the 

various  columns,  which  includes  consignor,  consig \  number  of 

packages,   description,   weight,   rati  ;es,  advances,   i nl 

pi-i  paid  ami  total  to  collect. 

The  rate  is  taken  from  th npany's  regular  express   tariff, 

which  i  the  rules  ol'  the  official  classification 


S>cttoit  United  aftail'ioat/. 

To 
Via 


Pin.   No. 


100 


W.   fi.  No. 


Il  I 


< 


id 




Pre 
[laid 


I  otal  to 
Coll.  i  i 


U  IV    I, III. 

handled  an  in  cording  to 

1      eight  ol  Ii      For  example 

nhlpnii  i  n  niiiir ■  anj  arlli  Ic    liable  to  dam 

ch  higher  Lmu    irtli  Ii 

-    I'. i-  I  ■  d   in     n.-li  a   im i    .i  ■  I.,  in  i  |  pace   in  Ihe 

Ii  u  III   weigh  more  than  the  arl  leli      Si 
nod, 

then  copied   in  a 
•    •       extra  copli 

Udltor  dally,    win  i.  elghl       rales   and 

:  ......  , 

Iil| ait    tit  .1'    in the  receiving 

its  billed  ti  on  from  the 

tnj     i    i Hi 

■ .-  oh "d  fi  I  I  in  ii-  being 

hort,  ih"  n  inal 

report  "i   ii"    i. a    pedal  form,  Ulllng  in  the  Information 


684 


DAILY    STREE1      KUI.WAY     REVIEW. 


XII.  No.  3- 


called  for  in  ii»-  rarlooi  blank  I  bis  form  1h  mude  out 

in  duplicate,  the  original  being  sent  to  the  forwarding  agenl  fur 
his  report,  on  thai  portion  of  this  form  dealgnated  "Forwarding 
agenl  anawer  following  qni  nablea  the  forwarding 

agenl  to  advise  the  r >lving  agenl  to  of  error  in 

billing,  ami  what  conrae  to  pursue  In  caae  of  overs  and  short* 
This  form  is  9x&W  in,  and  It  abown  reduced  In  Pig.  L 

The  duplicate  of  thla  form  is  Bent  to  the  general  eipreai  and 
paaaenger  agents'  office,  where  it  is  recorded  In  what  is  known 
i.'  Orer,  Bhort  and  Damaged  Register."  These  records 
remain  open  until  the  matter  baa  been  dually  settled,  therebj 
is  it  Impossible  for  either  the  forwarding  or  receiving  agenl 
to  aiiou-  the  matter  to  drag  along  without  receiving  the  prompt 
attention  due  such  matters. 

The  way  MM  is  then  entered  by  reciting  agent  in  his  "Bxpress 
of  tills  booh  are  16ttx22  In.,  ami  the 
column  headings  are  shown  in  Fig.  2. 

keeping  of  this  hook  correctly  Is  the  key  to  what  Is  known 
as  n  Station  Balance,  as  the  various  amounts  shown  under  the 
headings  of  "Weight,  Pre-Pald,  Express,  advance  Charges,  Total 
of  Way  Hill."  etc.,  must  agree  with  the  corresponding  columns  of 
Abstract  nf  Way -Rills  Received."  This  form  is.  as  its  name 
designates,  an  abstract  or  summary  of  the  totals  of  all  way-bills 

received,  and  Is  made  up  for  periods  ending  7th.  14th,  21st  and 
last  of  each  month,  and  a  like  abstract  of  "Way-Bills  Forwarded" 
Is  made  up  on  n  similar  form. 


Form  184 


EXPRESS    ORDER 

SWeo*V  Mnikd  Slai&oay. 


190 


Received    from 

B)    DI  rROl  1    UNITED   K  All  w  \1 

ind  condition  of  contents  ol  ,  known), 

marked,  consigned  and  destined  as  indicated  below,  whicl  rees  to 

carrj  lol  stination,  a  on  its  road,  otherwise  to  deliver  to  another  carrier  on 

the  route  t<-  said  destii 


Marks,  Consignees 
and  Destination 


DESCRIPTION  OF  ARTICLES 


WEIGHT 
Subject  to  Correction 


Agent. 


EXPRESS    RECEIPT 

3>choit  United  Slaifwau. 


J  90 


i  Ii  RAILWAY,  will  r ive  and  >pert)  marked. 

onsigned  and  dt-stined  as  indicated  helow  to  the  said  destination,  il  on  its  road,  other 
(Other  carrier  on  the  route  I 


Marks.  Consignees 
and  Destination 

DESCRIPTION  OF  ARTICLES 

WEIGHT 
Subject  to  Correction 

Consignor. 


Shipping  Reci  ipt. 


The  abstracts  of  way-bills  forwarded  is  compiled  Horn  the  Us 
sue  book  copies  and  shows  Date,  Way-Bin  No.,  Weight,  Freight, 
Advance,  Prepaid. 

After  the  particulars  have  been  entered  In  the  Express  Re 
'  book  an  "Expense  Bill,"  shown  reduced  in  Eig.  3  (original 
size  9x6  In.),  is  made  out,  a  carbon  copy  being  taken.  When  the 
shipment  Is  delivered,  the  consignee's  receipt  is  taken  on  the 
duplicate  and  the  agent  receipts  for  charges  on  the  original.  Col- 
lections are  made  on  delivery  unless  the  consignee  has  a  regu- 
larly authorized  ledger  account. 

When  money  has  been  collected  by  the  receiving  agent,  he 
makes  an  entry  of  It  in  his  cash  book.     Agents  make  daily  remit- 


■noes  oi   in y  collected,   holding  In  the  cash  drawer  only  a 

Small  amount  r.  r  change. 

At  dealgnated  times  a  balance  sheet,  form  No.  toe,  is  made  out 
by  the  a  particulars  or  the  debits  ami  credits  are  shown 

opposite   the   various   numbers   on   Ibis   sheet,   and   are   arrived    at 

from    the    totals    of    the   different    forms    and    I ks    already     de 

■„  .] 


-IV  I':  oil  ^I'nil'co"  o*lo  it  lucm. 


RAPID     RAILWAY 


190 


Until  Further  Advised  Please 
Ship  All  My  Orders  Via 

ELECTRIC  EXPRESS 


E  OBDEB  SIGNED  BY.  i 
(Original  t  i 

Form  No,  IOC  is  a  double  sheet  13%xS%  in.  when  folded  once. 

The  b  et  is  on  the  Brat  page.     The  second  and  third 

-bow  statements  of  express  on  hand  forwarded  and  re- 

arranged  under  the  beads  in  Figs.  4  and  5.    On  the  fourth 

page  is  a  statement  of  the  remittances  for  the  month. 

This  system  for  the  express  servlc electric  lines  radiating 

from  Detroit  was  adopted  with  a  view  to  handling  express  and 
all  accounts  relating  thereto  in  a  simple,  practical  and  system- 
atic manner  as  possible. 

Baggage  is  no  longer  carried  in  and  out  of  Detroit  on  regular 
passenger  cars,  but  follows  on  the  next  express  car  at  a  uniform 
rate  of  25  cents  per  piece  not  exceeding  150  lbs.  Where  the 
actual  weight  exceeds  the  latter-mentioned  minimum,  the  first- 
class  rate  named  in  the  express  tariff  is  applied  from  and  to  the 
point  to  which  baggage  is  going  at  actual  weight.  This  arrange- 
ment was  necessary  on  account  of  the  additional  expense  in- 
volved in  the  handling  of  baggage  and  the  low  passenger  rates 
in  effect  which  would  not  allow  of  a  free  checking  system. 

It  Is  still  aD  open  question  whether  compartment  cars  could 
not  handle  both  baggage  and  passengers  during  certain  light 
hours  of  the  day,  thus  giving  baggage  early  preference  and  more 
suitable  care. 

Under  our  present  arrangement  of  checking  baggage,  a  passen- 
ger can  have  bis  baggage  checked  from  any  point  on  our  system 
at  which  we  have  agents,  which  arrangement,  if  the  pas- 
is  coming  to  Detroit.  Includes  delivery  to  nil  hotels,  steamboat 
landings,  railroad  depots  and  residences,  is  working  out  admir- 
ably In  connection  with  the  Detroit  Omnibus  Line.  It  might  be 
added  that  this  company  (D.  O.  l>.  Co.)  has  representatives  to 
meet  all  trains  and  boats  so  thai  the  passenger  coming  to  Detroit 
can  by  turning  over  bis  checks  to  one  of  these  representatives 
be  relieved  of  all  responsibility  in  connection  with  his  baggage  lu 
case  he  desires  to  avail  himself  of  the  frequent  electric  service. 

There  is  a  future  In  the  parcel  feature  of  the  business,  if  prop- 
erly conducted,  which  problem  we  have  not  \  et  1 n  able  to  solve 

to  ,,ur  satisfaction,  owing  In  a  measure  to  the  peculiar  condition 
existing  at  this  point,  ruder  our  present  arrangement  we  are 
accepting  parcels  weighing  from  one  to  fifty  pounds  for  a  mini- 
mum charge  of  16  cents  going  to  points  wlthtng  a  radius  of  forty 
miles,  and  a  charge  of  'S*  .cuts  when  going  to  points  beyond 
forty  miles.  This  Charge,  it  must  be  understood,  is  for  the  elec- 
u-ic  express  service  only,  with  a  slight  additional  charge  for  cart» 
age  in  ease  the  consignee  wishes  package  delivered. 


[The  other  blanks  ri  iay  be  found  in  the  article  by  Mr. 

Parker  in  the  "Review  "  For  Jan.  16,  1902  page 


Oct.  10.  1902.] 


LU11.Y    STREET    RAILWAY     KiiVIEW. 


685 


DISOl  - 


The  President:  In  considering  the  subjects  for  this  meeting 
your  Executive  Committee  now  over  the  question  very  thor- 
oughly and  took  up  some  matters  that  had  been  presents  1  to 
them  bj  stions  some  01  the  members  would 

■  have  brought  up.  being  Important  new  questions  in  con- 
D  with  interurban  electric  operation,  and  this  is  one  Ol  thi- 
ns. Our  Detroit  friends  consented  t"  take  this  matter  up 
from  their  standpoint,  they  probably  having  had  the  largest  ex- 
press and  freight  service  in  connection  with  Interurban  operation. 
They  have  given  us  a  very  valuable  paper  and  I  should  like  to 
hear  II  or  any  questions  asked  that  may  enlighten  the 

meeting  with  regard  to  this  class  of  service. 

1  would  inquire  of  the  author  of  the  paper  if  the  original  fran- 
mplated  the  hauling  of  freight  through  the  streets  of 
Detroit,  and  If  not,  what  conditions  did  the  city  impose  when  it 
granted  this  right. 

Mr.  Parker:  The  original  franchise,  I  believe,  did  not  allow  the 
Detroit  I'nited  Railway  to  cany  freight  through  the  streets  ol  the 
city,  hut  an  ordinance  was  passed  granting  thai  privilege.  The 
original  franchise  did  not  specify  anything,  if  1  remembe 
rectly,  about  carrying  freight,  but  the  electric  express  and  freight 
system  was  started,  and  while  it  was  not  satisfactory  at  the  be- 
ginning owing  to  various  conditions,  the  dtj  councel  passed  an 
ordinance  prohibiting  us  from  loading  or  unloading  on  the  streets, 
compelling  us  to  put  up  a  depot  of  our  own.  and  still  furthi 
ing  us  Jl.O'i  per  car  per  round  trip,  whether  the  car  was  loaded  or 
empty. 

Mr.  C.  W.  Wason.  Cleveland:  I  would  ask  the  gentleman,  from 
the  moneys  received,  whether  the  business  increases  month  by 
month? 

Mr.  Parker:      It  is  only  a  year  ago  this  month,  as  I  remembi  1 
when'  res  started.    The  business  shows    omi 

increase. 

Mr.  Oonnetti  ;     There  Is  another  question  whir 
to  my  min  1  which,  perhaps,  would  be  Imp  irtinent,  but  the  gentle- 
man can  use  his  discretion  whether  or  not  he  answers  It.     I  wish 
to  know  if  he  keens  his  accounts  bo  that  hi 

tion  of  the  income  from  the  operation  of  thi  express 

service  it  costs  to  operate  it? 

Mr.  matter  of  policy,  1   prefer  do!   to  answer 

Ion. 

I  would  ask  Mr.  Parker  if  he  has  noticed  any  ma- 
1  the  business  of  the  passenger  service  due  to 
nd  light  express  mat 

Mr.   Parker:    J"es,  there  i-:  it  always  has  n   tendency  to  In 

•    the   husll 

I'ou  think  it  gives  you  a  marked  advantage  in 
earryii  thai   yon   gain   In  your 

Mr  -ir. 

ive  the  president  and  general  manager  of 
pany  in  New  York  ''it;,  in  the  annexed  d 
.  i  be  would  be    here,    with    some    statistics    which 
•■r  many  questions  regarding  this  subject,  but 

made    ii    impossible    for    him    to 

Under  the  conditions  of  operation  that   we  have  there 
Ing  to  do  with  the  expri  The 

ontract  with  the  street   rallwaj   com 

and  the  business  Is  only  limited 

\  hlch  the  expi  ■  ble  to 

■  at    lime      In    Other    word-.    H    has    all    the 
'I    It    than    II    has 

the  facllltli 

"|m.ii  1  1, in     which 

0 

1      I  he     Whole 

in   of   tin  il„.   in 

1  ompnny, 
one<  rned.     1  hers  Iuim 
tlon  oi  this 

D     III     lt»     .  of     Hie     . 


company,  thai   Is  not  so  easy  for  me  to  answer. 

The  secretary  read  the  following  letter  from  Mr.  Farmer: 
"Will  you  kindly  announce  that  there  will  be  a  meeting  of  all 
master  mechanics  at  the  Detroit  United  Power  Station  A  at 
::  p.  in.  Thursday.  This  meeting  is  called  for  the  purpose  of  or- 
ganizing an  association  of   master  mechanics  of  the  different 

street  railway  companies." 

Mr.  I'.eggs:  .May  1  say  a  word  iu  connection  with  the  an- 
ment  which  has  just  been  made'.'  1  presume  this  invita- 
tion includes  the  superintendents  of  maintenance  Of  way  and  all 
others  connected  with  the  mechanical  department  as  well  as 
master  mechanics.  1  desire  to  impress  upon  the  presidents  and 
general  managers  who  may  be  present,  the  importance  of  their 
urging  on  their  mechanical  stall'  an  attendance  as  requested  by 
Mr.  Fanner.  1  think  there  are  some  here  who  recollect  thai  at 
til  ii-i  two  meetings  1  have  suggested  the  very  thing  which 
Is    contemplated    In    this   communication,   a   matter    which    is   of 

P" to  our  industries,  and  that  is  an  organization 

hi  the  master  mechanics  of  the  various  companies.  We  all  know 
how  Important  It  lias  been  iu  steam  railroad  practice.  We  have 
had  an  illustration  ourselves  of  what  has  been  accomplished  by 
the  Accountants'  association,  those  in  charge  of  that  branch  of 
our  business.  I  believe  that  even  greater  good  will  accrue  to 
Mm  Beveral  companies  by  the  organization  and  the  annual  getting 
together  of  those  charged  with  the  design,  with  the  construction, 
ana  with  the  maintenance  of  the  mechanical  elements  entering 
into  our  business.  1  heartily  hope  that  this  matter  will  be  urged 
and  that  hereafter  we  may  have  an  organization  as  enthusiastic 
and   as   effective   as   has    been    the    Accountants'    Association.      It 

would  be  the  best  standardizing  committee  that  we  could  have, 
.Mr.  President  and  gentlemen. 

The  President,  Following  out  the  lines  of  Mr.  Beggs's  sugges- 
tion   I    wain    lo  say    something  about  what  is  being  done  iu  steam 

railroad  work  In  connection  with  associations  of  this  character, 

1   am  and  have   been   for   four  years  president    of   the  New    York 

Railroad  Club,  which  lakes  in  all  of  the  transportation,  mechani- 
cal and  operating  men  ol  the  whole  eastern  section  of  the  coun- 
try, the  middle  states,  and  in  fact,  portions  of  the  entire  country. 
Thai  club  has  a  membership  of  over  1,200.  The  average  attend- 
ance of  each  monthly  meeting  last  year  was  over  200  and  went 
08  high  in  some  Instances  as  460,  men  coming  from  Chicago,  St. 
I.ouis,    Boston,   and    numerous  points  in  the  east    to  attend  these 

meetings  tor  the  purpose  of  getting  what  good  there  was  in  them. 
The  discussions  Which  we  have  had  during  the  past  year  have 
had  an  Important  Influence  In  connection  with  transportation 
ami  mechanical  problems.  And  the  importance  of  these  meet 
lugs  to  the  members  In  their  work  has  been  emphasized  thai 
1  I  1  in. 'cling  of  the  association  when  the  president 
doesn't  have  to  stop  the  discussion  so  as  to  give  the  members 
an  opportunity   for  lunch  and  so  thai  thej   may   catch  the  late 

Hains  for  their  homes. 

As  far  as  j association  work  is  concerned,  1  have  already 

said  ii     1   certainly   have  done  so  In  connection   with   the  New 

York    State     \     OClation     and   it   would   certainly    be   Hue  ol    till 

association  thai  the  3 g  men  who  are  connected  with  the  varl 

ous  street  railways  In  the  country  ••: 1  overestimate  the  value 

of  this  association  to  them  in  their  work  and  bringing  themselve 

it inence.    1  have  seen  In  the  New  xork  Railroad  Club  n 

number  of  men  win.  have  secured  prominent  posltlocs  through 
a  papei  read  on  the  flooi  ol  that  club.  The  paper  was  read  be 
tore  the  men  win.  represented  a  great   railr 1  system,     Any 

young   man    who  oni      ll    thl    B   lings,    which 

1    abilily    to  analyze  and  good  Judgment,   is 

bin    e  1   i"  tore  ever]  man  who  is  connected  with  prom 

1   the  United  States,     1  take  ibis 

opp  rtu                 "    hi.  hi  oi  the   \  isoclation  this  year,  to  call  the 
pedal  Hum"   to  your  attention,  In  the  bo] f  ci ting  an  Inter 

11   the  mind  men   ill  I  hi     |ui  I  Iculai   H  oi'k- 

The  la. i  of  no    gelling  up  on  Ibis  floor  and  rending  a  paper,  Ot 

\h    r..  ggs  reading  ■>  paper,  or  Mr.  Dickinson  reading  a  paper, 

men    who  iiion-    in    tin-    railroad    world.    Is 

liar  value  lo  them,  exccpl  as  il  may  help  you;  bill 

in    the    cost   "I    any    young    man    Connected    in   nny    In: h   of   the 

'i    hi    opportunity,   and    brings    him    prominently 


I)  Ml  K-  Ml  WAY    REVIEW. 


in  inj  '  place 

i  many  in. 

.ml  tin'  I 

iIiphp  men  i"    them    before    the 

i 

R  illwnj 

ition,  or  I  '  lub,  or  Uic    \  d 

Street   Roll'  itlon,  or  Btrccl   Ball 

Ion      you  nin i.  earnestly   in   your  ••»  a  city. 

nnil  feel  thai  you  arc  there  and  attracting  bi 

Hon,  bul  Ihi  Rood  dee 

,,n  in  it.     ti  is  only  bj   bringing  yourself  prominently  before  a 

that  Uic  young  men  may  hope  to  gain  a  repii 

tatlon  among  the  vnt  al  leaai  In 

the  in:1 

i  apt  mnch  time,  but  In  work  of  thl 

I  either  go  Into  ii  i  i  'I"  somethln  1  am 

glad  i"  Bay  thai  the  -  that   we  have  held  here  have 

.  rj   much  above  the  avei 

elation,   both   in   attendance  :tn>l   in   Interest     I    hope  thai   this 

i ion  will  ;:••  forward  and  ocenpj  the  place  in  the  electrical 

railway  world  to  which  it  should  attain.    If  it  does  noi  go  ahead 

and  take  Its  proper  place  l   for  one  .1 i   want   i"  stay   in  It 

i  have  no)  the  i  i  much  pressed  to  give  mj   time 

to  an  Institution  unless  it  is  being  pushed  up  liill  by  its  mi 

\'i  lonrued. 

v  i»  »» 

k\i:u.   All;    BRAKE 


one,  Includim 
fill.    (IRANI     tCAl 


near  thi 
..i   the  main  il< n>r.     Its  exhibit   tliis  year  comprises  a  car  truck 

c pletely  equipped  with  the  axle  driven  air  brake  system  and 

is  iii  full  operation.    The  companj  lias  this  year  i 

elaborate   exhibits   and    Is   sin. win-   the   various   styles   of  axle 
driven  compi  dapted  for  all  styli  s  of  trucks.    The  eli 

styl npressor  is  on  exhibition  this  year  for  the  first  time  and 

has  already  proved  a   grenl   success.     The  elevated  style  com- 
pressoi  'I  for  maximum  traction  trucks  and 

has  i n  used  for  nearlj  two  I  oney  Island  &  I 

niiisi,  r  mechanic  of  thai  road  hlghrj 
the  merits  of  the  Knell  system.     The  company  will  ilis- 
rributo  ..ii  Thursday   and  Friday  Bowers  as  souvenirs.    This  has 

be  custo f  the  company  for  the  i>ast  few  years  and  lias 

always  been  appreciated  by  the  members  of  the  Association,  and 
particularly  bj  tin'  ladles  in  attendance.  The  company  is  rep 
resented  by  Mr.  a.  ii.  Met!  aeral  manager;  Joel  C.  Hop- 
kins, secretary;  A.  C.  Wlsner  and  others.  The  company  nope  to 
see  all  Btreet  railway  members  at  its  I th,  where  II  is  distrib- 
uting its  new  catalogu  n  air  bral 
tern. 

ATLAS   K  Ml. WAY    sri'n.\ 


the  Alias  rail 
being  r  bj   Mr.   l.  G.  McMlchael,  B.  It.  Kent  ani 

Mi.  McMii  bai  1  is  wi  Ith  the  pro 

of  a  Bne  convi  ntion,  and  is  espi  ■•■  itli  the  wo 

qualities 

i.l    th.     Alia  joint    ha 

dard  by  over  50  .•!  the  leading  steam  and  electric  rallroa 

Vmerica,  and   Is  ensively  abroad.     i'i  lade  bj 

ticularly  adapted   to  Btreet   railroad   work 

and  surfai  Ing  ...  cars,  thi  i  placi 

be  applie  I  on  thi 

Atlas  surfacer  takes  the 

it  nil  ami  I  roducts 

from  $16  t..  (20.    The  ■  ompan 
Imer  and 
ordinal  ..1.1  work  on  firm  and 

solid,  without  burning  the  old  paint  off.    They  till  all 

as  been  dan 

will    I'.vpi 

"ii  of  primer  ami  three  gallons  ol  surfacer;    oi 


The  Crane  exhibit   iln- 

s.iuipli  |    piping  wiiii  flanges  formed  i  i  the 

new   i  mly  developed  by   this  company   l>y  means  of 

which  the  pi]  .1  Into  the  flange,  taking  the  place  ..f  the 

older  method  iample  that 

i-  exhibited  lias  been  put  under  test  of  1,100  lbs.  without  n  - 

pli I  ..n  i  .a  .a  pipe  i"  i'  termlnc  If  a 

I... iii, i  be  .'  •■  no  leak  developed, 

other  feature  i section  with  the  valves  is  the  new 

id   ..i    placing   the  by-pass   valve.     Formerly   th.-s.-   i.\  pass 
were  pul  on  w  Now  the  valve  le  self-con 

talned  and  can  t oslly  replaced,  making  a  mnch  simpler  device. 

ompany's    new    catalo  ssued,    Illustrates   all    these 

i'i  atures  and  can  be  bad  b  for  same. 

..     \    llnnl,  ..i   the  1 le  office,  Is  looking  after  the  In- 

tcrcsts   of   the   compan         I       acr   members   .>f   the  association 

will  re mbcr  Cnpl    Hurd  as  having  been  with  the  Bee I  !'.  s. 

Vol.   Engineers  during    he  Spanish  American  war. 

CHR18TENSEN   ENGINEERING   CO. 


The  christi-ns.il  Engli ring  Co.,  Mllwaul has  a  very  biter 

estlng  exhibit,  including  a  Btralght  air-brake  school  equipment, 
and  an  automatic  air  brake  multiple  unit   equipment  bo 

were  In  operation.  Ais..  n  Cbristensen  portable  motor 
driven  air  compressor  in  i  peratlon  by  means  ol  o  book  connection 
i..  a  trolley  w  Ire. 

Th. npnny  aN.,  ,  xliil,it-  gome  ..i   its  new  electrical  machl 

neryt  including  a  250-k.  w.  3-phase  2200  voll  alternator;  a  SO  b.  p 
"ii  i  v..lt  open  Btyle  motor,  and  a  l  b.  p.  500-voIl  enclosed  Btyle 
in  tor. 

The  company  distributed  very   attract  iklets  on  its  air- 

brake  equipments  and  electrical  machinery. 

The  Christensen  Engineering  Co.'s  Interests  were  cared  for  by 
the  following  representatives:    r   C.  Randall,  manager  sales  de- 
nt, s--  >   S"i  rk;  .t.  T.  Cunningham,  eastern  sales  agen 

York:  .1.  .1.  Neff,  .-liL'ii r,  Nevi    York;  .1.  1'.  I>i.\..n.  Jr.,  secretary 

sales  department,  S'ew  fork;  .1.  n    D  nton,  chief  engineer  sale* 

depart nt,  New  York;  W.  \v.  Power,  Pennsylvania  sales  agenl 

Philadelphia;  Win.  Qobel,  Pennsylvania  engineer,  Philadelphia; 
ii.  \.  Kans  in.  sales  agent  Cleveland;  .T.  J.  Bill  and;  J. 

E.  Eldred,  Jr.,  sales  agent,  Chicago;  C.  P.  Tolman,  assistant  chief 
engineer  sales  department,  Chicago;  N.  A.  Christensen,  consulting 
r,  Milwaukee;  Ohas.  D.  Knight,  mechanical  engineer,  Mil- 
waukee; \V.  1..  Waters,  e  engineer,  Milwaukee;  J,  ('. 
James,  Milwaukei  ;  \v.  J.  Richards,  Milwaukee.  l\  l..  Hutchinson. 
a.lv.  rtislng  managi  r,  Milw nuki 

H»t  it 
AMBRIC  \X  STEEJL  ft  Wl 


that  of  the  American  Steel 
&  Wire  Co.,  with  its  display  ol  trolley  wire,  conduits,  cables, 
fencinj    fi  hi  and  rail  bonds,     The  company  is  repre- 

sented i"-   C.  S.  Knight,  Jr.,  !•'.  A.  Keyes,  T    \    Sheppard,  G 
Chandler,  H.  T.  Pratt,  W.  H.  VanSicklen  and  \v,  r    Bogue.    The 
brightest  fi  ature  of  the  exhibit,  and,  In  !'a<-t,  the  brightest  feature 
nt'  the  entire  exhibition    i  tile  st^n  over  the  en- 

ill      i)\.-i  ii    lamps  were  taken  to 

-  nami   In  full.  ius  small  bs 

are  artistically  displayed  on  bull  the  back  of  the 

rh.   company's  souvenir  this  very  neat 

little  pocketbook. 

statu 
One  i  jovial  attendants  at  the  convention  is  M.  w. 

Conway,  of  Brooklyn,  x.  v..  who  looks  after  the  Interests  of  the 
- .  fori  Switch  ft  *  Crossing  Co.,  of  Hoboken,  N.  .1.,  the  Catsklll 
R.  K..  ami  several  other  business  enterprises  with  Which  lie  is 
>v  Identified.  He  came  to  town  on  the  "Detroit  Bpecial" 
that  arrive  I  morning. 


IO,    1Q02-] 


I>\II.Y    STREET    K  \II.W  \\     RE\  1 1-  \\ . 


687 


THE  "HIu    BR  LSS  CO     EXHIBIT. 


With  customary  ■-  Brass  '  o    presents 

Ibit  which  is  a  radical  departure  from  any  here 

mpted  by  the  company,  and  which  is.  hi  tact,  one  of 

the  u.  Mini  attractive  exhibits  al  the  convention.     The 

exhibi  S  No.  .".'.i  on  the  main  aisle  of  (he  build- 

tisles.     in  lieu  of  a  railing,  the  space 

a  number  of  third  rail  insulators  which  support 

■■!    rail.      These   rails   are   bonded    with 

various  .ell-known  "All  Wire"  rail  bond  made  by 

mpany,  and  well  illustrate  the  application  of  the  bond.     A 
■  I  varied  line  of  overhead  line  material  is  shown. 
b  ''nihiL-  dei  Ices,  and  various 

manufactured  by  the  company. 

attractively   displayed   on   live   stands   of    unique 

which  permit  of  a  ready  Inspection  of  the  different  ar- 

impany  might  be  mentioned 

a  variety  of  diffi  Sexlble  pole  brackets,  Including 

ell-known  "Richmond"  and  "Detroit"  types,  a  "Monarch" 

r.  and  an  ■  \  great  profusion 

of  "All  Wire"  rail  bon  yed,  in  all  the  various  types  and 

pany.    The  i    mpany  lias  arranged  to  dis- 

trihut-  .-men  visitors,  a  number  Of 

attractive  and  as 

i  one  end  of  i  id  enclosed  with 

•  ■  exhibit  are:    v.  B.  Black,  president; 

<'.  K.  Klnj  i      •.    \   iiaiu I,  general  agent;  6.  \.  Mead, 

r;  a    B.  Edes,  II.  0.  Schwable  and  C  N.  Man- 

and  the  following  representatives  ol 

I.   Wiikr  O.;  N,  m.  i larland, 

office;   Burt    Gellatly,    manager   Pittsburg 

I   .1    w   Porter  and  B.  R.  Stason,  of  the  Chicago 

office;  Otto  W.  Dthoff,  manager  St  Louis  office;  .1.  0.  Warren,  jr., 

ami  K.  i>    McCormack,  oadl  in 

d,  of  Toronto,  the  Canadian  represen- 

tativi  mi. any. 

•»  •*.*>. 
POLES  AND  TIES 


j aid  on  tin-  i  taken  in  t lie  pole 

and  lumber  yards  ..r  the  Haltby  Lumber  Co.,  of  Hay  City,  Mich 
situated  m  on  the  River  Rouge,  and 

from  i  1 1- .  .iii  the  Wesl 


■phono 

from   many 

■'•  I    Hint 


portion  come  iii  bj  rail.  At  one  time  last  winter  (here  were  75 
ears  on  tracks  at  the  yards  waiting  to  be  unloaded.  The  photo- 
graph of  tin'  steamer  "Emerald"  was  taken  on  her  arrival  from 
her  sixth  trip.  She  has  mad.,  two  nips  since  then,  and  the 
steamer  "Seattle,"  not  shown,  has  made  one. 

Next   adjoining  this  yard  are  the  yards  of  the  Western    1  niOB 

[telegraph  Co.,  in  which  are  stored  at  all  times  from  7.1,000  to 
85,000  telegraph  p  les.  The  two  yards  together  probably  const! 
tute  bj  far  the  largest  stock  of  poles  anywhere  in  the  United 
Stati  s. 

*** 

HEADQUARTERS   FOB   lin.ll  GRADE  VARNISHES. 


The  illustration  herewith  shows  the  handsome  and  dignified 
building  recentlj  erected  by  Missis.  Berry  Brothers,  Limited,  the 
varnish  manufacturers  of  Detroit,  to  be  used  by  them  as  an  office. 
The  term  office  seems  Inadequate  In  the  present  ease,  however. 
as  the  various  departments  and  large  clerical  staff  handling  not 
only  the  Detroit  business,  but  that  of  the  many  branches  located 
in  the  principal  cities  of  the  United  States  entitle  the  structure 
to  be  called  the  administration  building  of  the  Arm  which  it  is  in 
reality. 


I     III    i 

1     I   1  I !  W 

5^^»*.      J^~~>r*** " 

OFFICE  OF  BEERY  BE0THEB8,  LTD. 

The  building  is  a  tyi 1  the  modern  l<Tench  Renaissance,  and 

iii  Its  details,  both  exterior  and  Interior,  have  been  d Inated  hy 

1  Im -  Idea.  The  wall  Held  is  of  dark  red  pressed  brick  laid  up  In 
English  cross  bond,  the  main  cornice,  main  entrance  and  exterior 
trimmings  generally  being  of  graj  terra  cotta.  The  roof  is  of 
red  terra  cotta  tile.  The  Interior  trim  is  of  antique  finished 
•  ■I  oak,  the  finely  developed  'main  of  the  wood  bear- 
ing eloquent  tribute  to  Berrj  Brothers'  celebrated  bard  oil  finish 
The  e<  upported  by  massive  columns  of  Florentine  marble 

with  bronze  capital    and  Verde  antique  1 b!e  bases.     The  col 

ninns  carry  ornamental  stucco  cornices  of  handsome  tinted  design 

with  which  the  entlr lin     I     | tied     The  main  office  Boors 

nrc  oi   quarter  sawed   wbiti I-   laid   In  herrlngbi pattern  in 

u  in    long,  ond,   as  finished   with    Berrj    Brothers'   liquid 
granite,  present  a  very  handsome appearam 

finel      ip] 1  mi  ate  offices,  ol   «  blch  there 

are  divided   bj    wide  1  It    up  of  veneers  with 

1 Ided  cornicet    the    pact     bctv    en  then   and  the  celling  being 

filled  with  poii-iod  p|at<   glass  Bet  In  antique  brass.     The  private 

0  antique  oak   atels  and  fire-places  ol    Verde 

d  bronze. 
Vn  extensive  system  of  tin  proof  vaults  Is  fitted  up  with  the 

latt   1  'i     ti  el      Iters,  etc.,  and  11 •>•  build 

ed   b     hot  «  nii'i  with  both  direct  and  Indin  ■  I  r  idlit 
tion  w  Ith  the  fan  sj  stem  for  vent  Hal  Ion 
'i  he  dimension!  ..1  the  building  are  9     116  fl  effects 

nod  at,  the  building  being  a  t»  1 1  aen  ol  the  restful 

ond  coi  liltectw  e,  and  exciting  ad mi 

for  the  dignified  Iti   lines  and  proporl lot 


HAII.V     STREE'I      RAILWAY     KKVII  \\ 


SIXTH    REGULAR   ANNUAL    MEETING 

STREET  RAILWAY  AaOUNTANTS'  ASSOCIATION 


Detroit,    MicH.-Oct.   8— lO,    1902. 


niiiiui-.l  fr..|n  pags  070.) 

REPORT  OF    nil.  COMMITTEE   OM     \    STANDARD   FORM 
I  <Jf  REPI  iRT  i  i  i:i<     8  \  l  l.w  \\S. 


w.  1'.  Bam,  Comptroller  Washington  Railway  and  ElectrioCo. ; 
i;  m  Win..  Oaahier  Hartford  Streel  Railway  C  I  N  Duffy, 
Secretary  Chicago Oit]  Ry.j  Committee. 

««* 
REPORT   FOB    DLBG  i  i; I .     i;  wi.ways. 


i..  correctly  understand  the  objects  sought  t"  be  accomplished 
bj   this  committee,  ii  is  necessar]   to  review  briefly  the  i 

leading  to  ntment    As  stated  in  the  constitution 

hi'  tins  Association,  one  ol  iis  objects  is  in  promote  the  adoption 
uf  ;i  uniform  system  of  account  Brst  meeting  held  in 

Cleveland,  Ohio,  March,  1887,  a  committee  was  appointed  lo  sub- 
mit a  report  on  a  standard  system  of  street  railway  accounting. 
With  tiir  wink  uf  that  committee,  known  as  the  Standardization 
Committee,  you  air  all  familiar,  ami  it  is  only  aecessary  to  saj 
that  the  classifications  reported  bj  them  were  adopted  by  this 
itiim  as  standard  and  are  now  in  general  use  throughout 
the  country. 

We  should,  bowever,  speak  more  particularly  of  tin'  relations 
existing  between  this  Association  and  tin'  National  Association 
■  •i  Railroad  C tnissloners.    The  Standardization  Committee  hail 

tun    ..1 

First  T'l  devise  a  standard  system  of  street  railway  account- 
ing, covering  tin  ion  of  construction  ami  equipment  ac- 
counts, classification  of  operating  expense  accounts  anil  forms  of 
othly  ami  annual  reports;  and 

Second.  To  promote  in  every  way  possible  the  adoption  and 
use  of  the  above  classifications  .-mil  forms. 

From  tin-  Brst  they  realized  the  desirability  "i  working  in  bar 
ninny  with  snrh  public  officials  as  exercise  supervision  over  the 

i   railways,  with  a  view  In  having  the  claf 

tious  of  this  Association  approved  by  them  ami  used  in  tin-  - 

uf   Street    railVl    '  '  s. 

Learning  that  the  National  Convention  u(  Railroad  Commis- 
sioners hail  appointed  a  committee  in  prepan  i  lystem 
of  street  railwaj   accounts,  the  Standardization  Committee  put 

iiseir  iii  touch  with  them  ami  after  several  conferei s,  the  sys 

tern  prepared  by  the  Standardization  Committee  ami  adopted  by 
isoclntiou  was  approved  ami  recommended  fur  use  by  the 

National  Convention  nt  Railroad  0 tsstoners  hold  at  D 

August,  1889 
fou  will  understand  that   this  approval  l>j   the  National  Con- 
vention of  Railroad  Commissioners  did  qoI  necessarily  mean  its 

adoption  and  use  In  any  individual  State.    Io  ace pllsh  this  re 

suit  required  action   by   the  several   state   Boards  of   Railway 

Commissioners.    Dp  to  the  present,  tl ly  states  that  prescribe 

our  system  are  New  Sork  "'"'  Connecticut,  su  that  much  remains 

lone  by  this  Association  and  its  Standardization  Committee 

to  briiif;  into  line  the  other  states  thai  exer<  se  supervision  over 

ralivi ay  companies. 

Our  position,  however,  was  lmieh  strengthened  bj  the  action  of 

the  Denver  Convention  and  we  were  Invited  to  semi  represent 

Railroad   0 IllSSioners  held   in   Mil- 
waukee in  May.  1900,  ami  again  tu  their  convention  held  in  Ban 

Franslcso  in  June,  1901.    At  the  i  ittet  convention,  a  t atltutlon 

i. .|. t.d  in  which  ii  was  provided  that  thi  Railway 

Accountants'  Association  should  be  made  an  honorary  member  of 
their  Association  and  should  be  represented  al  each  convention  br 
three  delegates,  thereby  giving  us  formal  and  permanent  recog- 
nition. 


At  the  Sun  Francis invention,  the  following  resolution  wus 

adopted:    "That  a  special  committee  ol  three  be  appointed  by  the 

Choll  lu  prepare  a  form  lor  repot  trie  railroads  and  that 

said  commltl  b  rised  tu  act  in  i Deration  with  a 

lar  committee  tu  he  appointed  by  tin-  P  i  Rail 

way  Accountants'  Association  of  America,  and  to  invite  the  as 
slstance  ol  an]  other  person  possessing  expert  knowledgi 

subject  and  that  they  make  report  of  the  result  of  their  pn 
I  the  next  annual  convention  Of  this  liudy." 

in  a. dance  with  the  above  resolution  a  committee  « 

pointed  Hon,  Lavant   M.  Read    ot   Vermont;  Hon 

w.  Bishop,  uf  Massachusetts;  ami  Hon.  Ashley  w.  Cole, 
of  New  York.  The  President  ol  this  Association  was  in; 
of  the  appointment  ot  the  above  committee  and  was  asked  to  ap 
point  a  committee  to  confer  with  them  in  the  preparation  of  u 
report  Our  committee  met  a  majority  of  the  committee  of  the 
m  a  ui  Railroad  Commissioners  in  .New  York  in  January, 

L9U2,  Inn  owing  to  the  severe  illness  of  Judge  Read,  the  chairman 
uf  their  committee,  and  the  short  time  intervening  before  the 
next  convention  tu  be  held  in  Charlestoi  9  i  a  February,  their 
committee  decided  tu  allow  the  matter  tu  go  user  for  another 

year. 

Since  the  Charleston  convention,  thi  I  of  the  National 

Association  of  Railroad  Commissioners,  Hon.  Benjamin  F.  Chad- 
bourne,  of  Maine,  communicated  with  the  i 
elation,  suggesting  that  our  committee  submit  a  report  to  our  As- 
sociation at  the  present  convention,  and  that  this  report  be  the 
subject  of  conference  between  their  committee  and  our  commit. 
tee,  the  result  of  such  conference  t'l  be  reported  to  their  next 
convention  to  be  held  in  Portland,  Maine.  July, 

From  the  foregoing,  you  win  correctly  understand  why  this 
committee  was  appointed  ami  what  it  bopes  t"  accomplish.    As 

it  has  been  the  aim  uf  the  Standardizali  in  Committee  tu  secure 
the  adoption  uf  a  standard  system,  so  it  is  the  aim  of  this  com- 
mittee tu  assist  the  National  Association  of  Railroad  Commis- 
sioners in  their  •  0  ure  uniformity  in  the  form  uf  reports 
by  street  railway  companies  to  state  boards  or  other  l""t..  -  exei 
i  Islng  supervision  over  their  accounts.  It  is  needless  to  say  that 
such  a  result  will  be  uf  the  greatest  benefit  Tu  the  public,  it  will 
be  iim  .  niiniii.iti f  •  nr  efforts  in  the  direction  of  standardisa- 
tion ui  accounts, 

The  Standardisation  Committee  confined  itself  to  a  classifica- 
tion  nt  construction  ami   equi] ot    accounts,  classification  of 

operating   expense  accounts,    and    forms   i. f    monthly   and   annual 

'.■.purls. 

This  committee  has  gone  somewhat  further  by  preparing  a 
itive  Balance  Sheet,  with  accompanying  schedules;  a 
form  for  description  uf  mad  ami  equipment;  a  form  fur  d 
traffic  ami  miscellaneous  statistics;  and  a  form  tut-  historical  ami 
general  information.  We  have  eliminated  certain  features  uf  the 
usual  report  required  by  railway  commissioners,  which  have  been 
outgrown  in  the  development  uf  the  business.  We  believe  the 
report  submitted  contains  all  essential  information  and  «ives  tu 
the  public  a  complete  ami  intelligible  report  in  a  simple  ami 
c ise  form. 

This  ciimi!  inge  iii  tin-  classification  uf  con 

struction  ami  equipment  accounts. 

in  thi  itiun  of  operating  expense  accounts,  we  BUggesI 

the  following  minor  changes 

Account  Nn.  18:    'I'.,  read  "Wages  uf  Miscellaneous  Car  Service 
Eniplu  1  uf  "Wages  uf  tulicr  Oar  Service  Employes." 

Account   N'u    22a:     "Hired  Equipment"    The  insertion  of  this 


Oct.  10.  ioxu.] 


DAILY    STREET    RAILWAY    REVIEW. 


669 


account  to  cover  rout:\l  of  can,  electric  equipment  of  ears,  and 
other  equipment 

To  read  "Stores  Expenses"  Instead  of  "Store 

■  :    To  read  "Miscellaneous  Legal  Expense! 
1  of     Other  Legal  Expens.  - 
In  the  form  of  income  account,  if  more  im 

ice. 

a   Operation   are  separated   Into  two  dl 
as: 

I  Earnings,  to  include  all  earnings  derived  from  the 
Operation  Of  cars,  and 

UaneottS    Earnings,   to   include   all   earnings   re- 
sulting from  the  operation  of  the  property  not  included  in  car 

income  from  Advertising,  Kent  of  Land  and  Buildings,  and 

Bent  and   Terminals,   previously    included    under   "In 

come   from   Uther  S  lurces,"   are   now   treated   a  laneous 

A    new    account    "Income    from    Kent     Of     Equipment"    is    also 
treated  as  "Miscellaneous  Earnings. " 

■  ■I  Power,  previously  classified  a-  "Miscellaneous  Income 
from   Other   Sources,'     is   now    treated   as   "Miscellaneous    tarn 

I  nuer    tue    lormer    classiUcaliou,    the    am.utit    shown    as 
leume  irom  other  Sources'    was  the  net  ainouui 
alter  Uie  cost  oi   the  production  of  the  power  sold  had  been  de- 
ducted,     in   Uie  present  report,   the  gross   amount   received  Irom 

le  ul  power  la  show .  eilaneous  earnings  ami  the 

COat  ol   the  production  ol   tins  power  is  included  in  operatij 
iH-usea. 

\»  im  regard  io  "Bent  of  Land  and  Buildings'  exception  is  made 

■  uie  irom  Kent  ol  Ileal  Estate  puicuased  or  conducted  as 
uu  ouutiue  investment,  and  with  regard  to  "Item  of  tracks  ami 
Ternui  puon  is  made  ol   Income  from   Leased  Lines  ol 

Ternuu  .  •  ration  of  which  has  been  temporarily  or  perma- 

nently altiunuli.il  by  the  Ic 
Your  commutes  ha\e  not  made  the  changes  in  transferring  the 
.uls  irom   'Income  from  Other  Sources'   io  "1 

about   a    careful    consideration    oi    the   ad- 
•advantages  oi  so  doing.     They  realize  the  unde 
sirabiii.y  ol   making  changes  In  the  forms  adopted  by  ihis  As.-.. 
-;.ui.iard  and  would  not  recommend  changes  w  con 
:.-  they  a.. i  tuny  convinced  that  the  former  arrange- 
ment .i  and  Improper  from  a  co  ag  and 
•  use  standpoint. 

rty  as 

fiom  advertising   In  rents   from 

.   land,   buildings    and    equipment,  and    income 

nun.--  froi  freight, 

irnlngs  is  "money  or  other  pensatlon  t. 

rvlce  is 
io  use  the  space  In  our  cars  for 

;.,  operate  their  .  to  use 

our  laud,  bo  rs  ..r  other  equipment,  to  utilize  our  , 

.  other  i". 

earnings,  nothing  llSSfd  as  earning  re  dif- 

:  from  the  operation  oi  i bi 
..It,  and  have  for  tha  Dade  I»"  divisions  of  earn 

ii.i   Ulsceils 
is  should  b  rnings 

:  ...  I.     tei  111 

naturally  Included  in  operating 

nded,  I  it  shown. 

also  true  «  here  in  addl- 

..(  ii..-  po  .ii  not 

on  the 

I.  .mi 

eluding 

i  ill    .,r    pi 
dooed  I  or  I »  apparent,  a*  Wl  irningl 


from  operation  and  that  which  is  not  operated  can  certainly  yield 
no  earnings  from  operation. 

The  title  ".Miscellaneous  Income"  has  been  Substituted  lor  "In 
come  from  other  Sources  " 

The  title  "Income  from  Securities  Owned"  has  been  substituted 
tor  "Interesl  ami  Dividends  on  Securities  Owned." 

The  title  "Gross  Income  i.--  Operating  Expenses"  has  been 
substituted  tor  the  title  "dr.-s-  Income." 

Here  a  word  of  explanation  so. mis  desirable.  Your  committee 
feel  that  the  title  "Gross  Income"  as  used  in  OUT  previous  report 
and  new  in  general  use  in  street  railway  and  steam  railway 
accounting   is    radically    wrong.     Turn,    if  you    will,   to   Webster's 

Dictionary  and  you  will  find  the  word  "gross"  defined,  "Un- 
diminished bj  deduction,  entire:"  yet  in  common  use  as  applied 
i"  -treet  and  steam  railwaj  accounting,  un.ss  in. ■..me  means 
Earnings  from  Operation  ami  other  Sources  with  Operat- 
ing   Expenses   Deducted."    This  is  a    manifestly  improper  use 

of  the  word  "gross,"  and  we  have  therefore  in  our  present  rep  ii'l 
used  the  term  "Gross  Inc. me  less  operating  Expenses."  as  being 

the  correct  title  in  place  ei  "Gross  income." 

Taxes  we  haw    shown   in   lour  separate  divisions: 

1.  On  real  ami  personal  property. 

2.  i  iii  capital  stock. 
::.    on  earnings. 

4.    Miscellai us. 

The  title  "Kent  ..I'  Leased  Lines  and  Terminals"  has  been  sub 

stituted  fi  i'  "Rentals  of  Leased  Lines." 

As  the  tirst  deduction  from  net  Income  we  have  placed  "Re- 
serves ami  special  Charges"  which  takes  the  place  of  "Additions 

and  Betterments"  and  "Sinking  Funds"  in  the  old  form. 

Ai  <hc  fool  "i'  the   income  Statement  we  have  placed  a  state- 

Ol    I' .mhI    Loss  adjustments  during  the  year,  which  are 

to  include  all  items  affecting  Profit  and  Loss  which  have  not 
passed  through  the  in. ..me  Account.  iii  this  way  a  complete 
exhibit  is  made  tor  i  tie  year. 

We  ask  \..ur  careful  consideration  and  open  criticism  of  the 
forms  that  follow. 

*«« 
FORM  OF  REPORT  loi;  ELECTRIC  RAILWAYS. 

Illile: 

1.  Income  \.-. hi  foi  the  year,  with  accompanying  Schedules. 

a.  i  Iross  earnings  from  <  iperatlon. 

b.  Operating  expenses. 

c.  Detailed    Statement    of   rentals  of    Leased    Lines   ami 

Terminals. 

2.  C paratlve  General    Balance  si i,   with  accompanying 

Schedules. 

d.  Construction   and    Equipment, 

e.  Construction  and  equipment,  Leased  Lines, 
t.    Capital  Stock  and  Bonded   Debt. 

i  *    crlpt  Ion  ..i  Road  and  Equipment 
i     Mileage,  traffic  and  miscellaneous  statistics. 
5.     I  li-i i  .'  n'i  general  Information. 

i:i  m  IRKS 

GBOSS  EARNINGS  PROM  OPERATION     Dh oto 

First      i   M   i  arnlngs,  to  Include  all  earnings  derived  fi i  the 

■  I  IS. 

Sec i      Miscellaneous    Earnings,   to  Include  all   earning     n 

!'-'  from  ii peratlon  of  the  property,  not  Included 

.i  i 

OAB     EARNINGS:     Divided     Into     earnings     from     passengers 
iw  in  ther  cash  or  I                 irtered  cars,  freight,  mall, 
press  and  other  ear  .  arnlngs. 
'  Ulustratl t   a   proper  charge  to  the  last   m .i  ai 

nt,  might  be  iiient .1  the  fixed  compensation  received  for 

the  transportation  of  letter  i  orders  Ii Iform. 

MIBCKLLANEOl  9  i   IRNINGB: 

A,|>  •  ..in  is  the  business  of  sell 

ting  advertising  .space  in  its  ears  Instead  ol  leasing  thl 

to  others,  the  am it   shown  as  -ii me  from 

advertising"  i    the  net   Income  from  n 

'     ■  In,  line;   the    business. 


r.'.'u 


i>\ii.,      -IK  I  I-  I      R  \II.W  W     RE\  IMA 


■ 


ml  Build  ■    thai 

,,i.  .1  I,,  be,  11  ~«-« I  for  the  operation  of  th  ■ 
property,  and  should  show  iln  -<  iss  rent  without  dedw 
,11  nnj  expcn 

Inc  f to,  purchased  or  c luctcil 

mi  outside  Investment,  in  which  t n i i^ 1 1 1  properly  !><•  In 
ided  office  buildings  used  In  part  for  railway  purpo 
should  be  Included  In  m  ous  Income,"  after  deduct 

in^  all  taxes,  Insurance,  water  rents  or  rates,  coal  of  re 

d  wiiii  sii.h  real  estate. 
Rout  ,.:   Tracks  and  I  lud  i  all  compen 

received  for  the  use  "i    tracks,  terminals  and  bridges,  the 

operation  •  •!   which  has  uol  bi ibandoned  bj    die  lessor 

mi  i  ensatlon  may  be  determined 

li  may  be  n  fixed  sum  per  annum  or  a  fluctuating  rental 
•  a  upon  the  Dumber  of  car  miles  run,  passengers  car 
rled,  •  tc. 

The  word  "terminals"  Is  uol  mi  anl  to  reft  r  to  dep 
bouses  or  other  buildings  at  the  termini  ••(  the  road. 

In, <•  from  leased  lines  or  terminals,  n peratlon  of 

which  lin-  !"■  n  temporarily  or  permanently  abandoned  bj 
the  lessor,  Bhould  be  Included  In  "Miscellaneous  Income." 
i;,  ni  of  Equipment:    To  Include  all  renl  received  for  cars  and 
other  equipment,  ""  whatever  basis  Bucb  renl  ma]  be  de 
termlned. 

sale  ,,t  Power:    To  Include  .-ill  receipts  fr be  Bale  "i  power, 

whether  for  beating,  Ugh  o  Ive  purposes. 

If  the  companj  i lucts  a  lightii  g  as  well  us  a  railway 

business,  this  ace  unl  Bhould  not  include  receipts  from  th 

lighting  business,   bui   the  Net   Inc  resulting  fr the 

lighting  business  should  be  Included  In  "Miscellaneous  la- 
prim  iple  applies   to  any  other  outside 

business  conducted  bj   tl om] y.  i t •  •  :luding  operati t 

parks,  park  resorts  and  similar  property. 
Other   Miscellaneous    Earnings:    To   include   all   other   mlscel 
Inneous  earnings  nol  specified  above. 

MISCELLANEOUS  INCOME: 
Interest  <>n  DepoBlts:    To  include  Interest  on  current  or  specln 

I  unils  lep 

Income  from   Securities    Owned:    To    include    Income 

Btocks,  i"'uds  or  other  securities  owned. 
Rent  "i  Leased  Lines  and  Terminals:    To  Include  income  from 
leased  lines  or  terminals,  the  operation  of  which  lias  been 
in  \\  aba  odoned  by  the  lessor. 
Miscellaneous  Income:    To  include  all  miscellaneous  in 

Mni  specified  abo 
Income  from  rent  "t  real  estate  purchased  or  condi 
us  an  outside  investment,  in  which  maj    properlj    be  ln- 
clud  buildings  used  In  part  for  railway  purposes 

Bhould  appear  in  "Miscellai us  Income"  and  the  amount 

shown  Bhould  !"•  the  net  .-11111111111  received  after  deducting 
ail  taxes,  insurance,  water  rents  or  rates,  cost  of  repairs 
ami  other  exp  rises  connected  with  sn.-h  real  estate. 

Income   from   tl of   parks,   park   resorts  01 

Blmilar  1  ropertj  Bhould  appear  in  "Miscellaneous  Income" 
and  the  amount  shown  Bhould  be  the  net  amount  received 

fter  deducting  all  expenses  connected   with   sucb  opi 
in. 11. 

11  the  companj  conducts  a  lighting  as  well  as  a  railway 
busin  ss  i!:,.  11, >i  income  resulting  from  the  lighting  busl 
neas  should  appear  under  "Miscellaneous  Income."  The 
same  applies  p>  anj   other  outside  business  conducted  bj 

tin inpany. 

DED1  1  THINS  FROM  INCOME: 
Taxes:  1  1  taxes  on  real  estate  and  personal  prop 
city,  track  taxes,  franchise  ia\.s.  taxes  upon  capital  stock, 
taxes  upon  gross  earnings,  car  licenses  and  other  vehicle 
however,  taxes  on  property  such  as 
real  estate  purchasi  >1  or  conduct)  ii  as  an  outside  Investment 
the  >•  from  which   is  credited  to  "Miscellai us 

Renl  "t  Leased  Lint  lude  renl  of  leased 

lines  nr  terminals  the  operation  of  which  has  been  tempo 
rarity  or  permanently  abandoned  by  the  less**-. 


INCOME    \<  ■<  "INI    1  <>i:   ^  1.  w:   ENDING 

Earnings  from  Operation  (per  schedule  "A")  $. 

operating  1  (pel  schedule  "B") «. 

.in  1  Operation 
Mist  1:1.1.  INEOU8  1  St  DM! 
Interest  on  DepoalU 

1 "ii  Securities  Owned f 

Kent  ,,1  Leased  Lines  and  Terminals  -  

m  Iscellaneoua  Income '  |  


Gross   lie,, mi    Less  Operating  Expenses. 
1  Kins   FROM    INCOM1 

Ta  Ms 

<ui  real   ami   Personal   Prop- 
ertj I 

On  Capital  st..ck ? 

1  in  Ea  rnlnga .* 

Miscellan s*    * 

Interest  on  Funded  1  lebt   

Interest  on  Real  Estate  Mortgages... 

Interest   on   Floating   Debt %. 

Renl    "t    Leased    Lines   and    Terminals    (per 

Schedule  «'i 

Other  Deductions  fr Income* 


- 


VET   INCOME 

DEDUCTIONS  FROM   NET  INCOME: 

Reserves  and  Special  Charges' * 


1  ni  Idends '  '„  on  { 

Preferred  Btock % 

1  dividends     — '  I  on  % 

Common  stock |  % $. 

SURPLUS  OR  DEFICIT  FOR  VI'.. \i; 

si  RPLUS  nil  DEFICIT  AT  BEGINNING  OP  1  I.  \i: 
PROFIT  OR  LOSS  ADJUSTMENTS  DURING  x"EAR:* 

1  iredlts: 


lichits: 


SURPLUS  OR  DEFICIT  AT  CLOSE  OF  YEAR. 
Specifj  in-  same 


SCHEDULE   "  \ 
Gross    Earnings   from   Operation, 
far  Earnings: 
Passengers -S 

Chart  creel   Cars ¥ 

Freight % 

Mail    ¥ 

Express f 

1  it  her  car   Earnings s 

llaneous  Earnings: 

Advertising ¥ 

Rent  "i  1. a  in  1  ami  Buildings f 

Re 1  Tracks  and  Terminals S 

Kent   of   Equi] nt S 

sal.   of  Power t 

Other  Miscellai is  Earnings* s 

* 

* 

Total *. 

Sni       ring  si 


SCHEDULE  "B." 
OPERATING   EXPENSES. 
MAINTENANCE     v7aj   ami  Structures: 

1.  Maintenance  of  Track  and  Roadway. . .  .$ 

2.  Maintenance  of  Electric  Line $ 

.::.     Maintenance  of  Buildings  and  Fixtures.? $. 


■ 


mil.N     STREET    RAILWAY     REVIEW. 


691 


MAIN 
4 


I  i:a\ 
1". 
11. 
12. 
IS. 
14. 

15. 

TR  w 

lft 

IT. 
lv 
19. 

2t 


- 
- 

.- 
31. 

38. 


rEXASCB— Equipment: 

Maintenance  of  Steam  Planl $ 

Maintenance  of  Electric  Plant.. . .  -     

Maintenance  of  Cars  

Maintenam  trie   Equlpmem 

* 

Maintenance    ol     Miscellaneous     Equip- 

neous  Shop  Expenses $  I 

SPORTATIO     <  »t  fitii ion  of  Power  l 

Power  Planl  ? 

I'ml  for  Power f 

Water  for  Powi  r  s 

Lubricants  and  Waste  tor  Power  P  nnl   > 
-  ipplies  and  Expensi  - 

:   Plant  I 

Hired  Power  S $■ 

si-i  >t:  PATION  -4  iperaOon  ol  Cars: 
Superintendent  of  Transportation 

of  i ' luctoi  •  f       

of  Motormen $ 

ffagi  Ice  lit ii- 

- 



<':ir  Service  Supplies ? 

neous  Car  s  r\  ice  Expenses.  ...$  

Hired  Equipment  ¥ 

Cleaning  and  Sanding  Track •? 

R  ll  of  SnOW  anil   Iiiv  - s $. 

RAL 

-  .    lnr.ll    I  uli. ITS S 

Salaries  of  Clerks %. . 

Printing  and  Stationery - 

Be  m~  <  ifflce  Expenses * 

? 

Stable  Expenses  > 

Advertising  and  Attractions f 

leral   Expenses f 

Damages   ? 

-     in     Connection     with 
I 



I  and  Buildings,  ,. .         ... .S     

ad  Terminals I 

lnsurai  >  I $. 

t 


SCHEDULE      C 


r        .a 


ASSETS. 
■  l  equipment,   per  Schedule   1 > 
ii. i  equipment,  leased  lines,  per  Schedule 
Other   permanent    investments  as   rollows: 

Stocks  and  bonds  of  other  companies 
Current  assets,  ns  folio 

Cash. 

l'.ills  receivable. 

Accounts   reeeh  able. 

Material  and  supplies. 

Prep  nuts. 

Miscellaneous  (specifying  same). 

Sinking  and  otner  special  funds. 

I  lefielt,  per  schedule. 

i  l  i,BILITIES. 

Capital  stink,  preferred,  per  Schedule  F. 

Capital  stock,  comn per  Schedule  F. 

Funded  debt,  per  Schedule  V. 

Real  estate  n gages 

i Jurrenl  liabilities  as  follow s: 

Loans  and  imii's  payable. 
nulls  payable. 

Matured   Interest   on  funded  debt,   unpaid. 

Miscellaneous  matured  Interest,  unpaid. 

Rentals  due  and  unpaid. 

I  livldends  unpa    i 

Miscellaneous  (specifying  sa I. 

Accrued  liabilities  as  follow  s: 

Taxes  accrued  and  not  j  i  t  due. 

Interest   on   i led  debt   accrued  and  not  yet   due. 

Miscellaneous  interest  accrued  and  uot   yet  due. 

Rentals  ai  erued  and  not  yet  due, 

Miscellaneous  (specifj  in-  si i). 

Reserves. 

Surplus,  per  schedule. 


dule  ii.  "Com  truct  lot d   Equipment,"  shows  the  Total 

Cosl   i"  June  30,   1901    Charges  during  year,   Deductions  during 
year  and  Total  Cosl   to  Juni    SO,   1902,  tor  each  of  the  following 

a.     Organization. 

B.     i  .n-  in  'i  i  ng  and    uperlntendence. 
U.    Rigl  i  "    way. 

H.    Track  and  road    a; id  Ion. 

E.     Elect iii-  line  c rue 

1 1  estate  used  in  opi  rat  lou  of  road. 

Buildings  and  fixtures  used  In  operation  of  road. 

i  n\  ei  i  in,  in  peal  estate, 
plant  equipment. 

Shop  tools  and  machinery. 

I 

Electric  i  qui] t  hi'  .j 

-M.     M  isi-i  II  ,| 'in. 

N.     1 1 1 1 ,    '    i  a  n  d  d  I  f i . 

'  i      \i  Beellt   inns. 


l' 


ll. 

i. 
.1. 

K 
I.. 


T..I.I 


I  III.   ■  OMf'AR  VI  I                         II  M.    i:\l-  VNCI      -III   IT 
nun  i I  In 


Schedule   i.      Con      u and    Equipment,    Leased    Lines," 

1  i,  1901,  t  'ii.'i   '  .    di ,  year,   Deduct a 

i • 10    I •• ii".  paid  bj   i        oi 

C pany  d  i  so,  1902,  tor  the  bi 

.  ii  in  Schedule  ii 


Schedule   I                the  Capital  Stock  and    Funded   Debt,   the 
column  heading     foi                           i  ota]  pat    t  alue  authorized 
Xumh                     I    ued     Par  value  per  share,    Total  par  value 
ring  year  (both  Bate  and    \ i  ■ 


COMPARATIVE  GENERAL  BALANCE  Slll'.l.l 
(Showing  Condition  [une  30,  1902.) 


Jam 

Item      I     i 


10   1902 

i  ■      .      Increase.!  De<  rease 


Y,  ,n  ending 
|um  30   1002 


I IE   I 


DAILY    STREE1     RAILWAY    REVIEW. 


KII,  No.  3. 


Tbe  items  under  tin?,  are  Preferred  and  Common,  with  ■  mm- 
1  otal  Dumbi  1  atal  Dumber  ol 

stockholders  In   tins  Bute,  and    Imoont   of  itock  held   in  this 
State. 

the  funded  debt  the  column  headings  ore:    Date  ol  Issue. 
Term  of  yean.    Date  ol  maturity     Amount  authorised.    Amount 
outstanding.    Interest  (rate,  when  payable,  accrued  during  year). 
a  summer]  shows  the  Btock  .1  mi i  deb)  per  mile  of  track. 


DESCRIPTION   "I     ROAD  ANiD   BQI  IPMBN  r. 

form  is  divided  Into  TH  kOK  1  CABS,  ETC. 

Under  "Track"  i  in-  column  beadinga  ore:     Owned.     1 
Operati  1  undei    I  Rights,    Total  Operated. 

The  Item  rrack"  are      Length  ol   road  (first  main 

track).     Length  "i   Becond   main  track.     Total  length  of  main 
trade.     Length  <>i  sniings  and  turnouts. 

1  oder  "Cars,  etc.,"   the  column    beads    are:      With    Electric 
Equipment     Without    Electric  Equipment    Total  Number. 

The  items  ai<-:    iii.-.. 1  Passenger  Cars,    Open  Passenger  Cars. 
Combination  Closed  and  Open  Passenger  Oars,    Total  Passenger 

freight  I  Ian     \i  11.  1  :n\    Express  Cars,    Bug 
Combination  Cars.    Work  Cars.    Snow  Plows.    Sweepers.    Mis- 
cellaneous.   Total 


MILEAGE,  TRAFFIC  AND  MISCELLANEOI  s  STATISTICS. 
Pasbeuger  far  mileage. 
Freight,  mail  ami  express  car  mlleoi 
1  Otal  car  mileage. 
Passenger  ear  hours, 

Freight,  mail  ami  express  ear  hours. 
Total  ear  In. ins 

fried. 
Transfer  p  issengers  carried, 
Total  passi  ogers  carried. 
Average  fare,  revenue  passengers. 
Average  tare,  ail  passengers  (including  transfer  passengers). 

Car  earnings  per  ear-mile. 

Miscellaneous  earnings  per  car-mile. 
Gross  earnings  per  ear-mile. 
Car  earnings  per  ear  hour. 
Miscellaneous  earnings  per  car-hour. 
1. ins-  earnings  per  car-nour. 
Operating  expens<  -  per  car-mile. 
Operating  expenses  and  taxes  per  car-mile. 
Operating  expenses  per  car-hour. 
Operating  expenses  and  tai.es  per  car-hour. 
Operauiig  expenses  per  cent  of  gross  earnings. 
Operating  cxi  enses  and  taxis  per  cent  "i  gross  earning 
Average  nnmiier  ol  i  inciuuing  omuais,  during  year. 

Aggregate  amount  01  salaries  anil  wages  paid. 


SI   \IM\K\    m     ACCIDENTS  DURING   SEAR. 
(The  number  of  killed,  Injured,  ami  total  classined  as  passeu 


GENERAL   INFORMATION. 
Historical    sketch   ol    organization,    construction,   leasing   ami 
consolidation  of  lines  now  operated. 
1  orporate  name.-  and  address  "i  company, 
Names  ami  audresses  ol  officers  ami  directors. 
Date  ■•!  close  of  fiscal  year. 
Date  ol  stockholders' annua]  meeting. 
**« 
KINNEAR   STBBL  ROLLING    l> :s. 


Kinnear  Manufacturing  Co.,  of  Columbus,  0.,  displayed 
samples  "i  iis  rolling  1. s  for  ear  hous,--.  of  which  the  com- 
pany's circulars  saj        1  are  fireproof,  durable,  easy  to  oper- 

aie  ami  minimise  tiie  cost  for  maintenance  ami  repairs." 

ire  equipped  win.  special  trolley  arrangements  which 
uninterrupted  current  t..  each  track  in  the  car  in. use.  no  matter 

what   the  posit: f  H.e  entrance  door  may  i.e.    The  Kinnear 

rolling  door  has  1  een  adopted  by  the  Boston  Elevated  Railway 

Co..  of  Boston,  ami   Is  used  by  many  of  the  leading  loads  of  the 

country. 


LOR  mn  STEEL  00 

The  ■    ha-  1 n  badly  disappointed  in  m 

u   containing  tin-  various  parts  of  the 

display  having  i n  delayed  i'.»  a  bad  wreck.    The  company  is 

lowever,  at  its  space  in  Convention  Hall  ami  all 

I  will  be  more  than  welcome  at   tin-  booth  and  at  tin-  com 
pany's  parlors  in  tin-  Cadillac     The  foUowing  stall   of  repi. 
-  on    hand:      I'.    M.    Boyd,    Lorain;   A.   S.    Lit  r  l.-li.-j.l.   ( 

D.  J.   Evans,  Chicago;  MaJ.   Henry  Charles  Evans,   New   fork; 
W.  w.  Kingston,  Atlai  dolph  Olits,  Lorain;  s.  p,  s.  Kills, 

1  ■iii-inirg;  E.  B,  Bntwlsle,  Johnstown. 

stsrr 

LARGE  CONTRACT   TOR   HEATERS. 


General  Agent  Cornell  S.  Hawley,  of  the  Consolidated  Car  Heat- 

"I  heaters  to  the 

Manhattan  elevated  rallwa.  largest  contract 

ctric  in. it.  riven  in  the  world.    Mr.  Hawley  also 

1  alls  espei  ial  attention  to  a  chair  ear  heater  largely  used  [or  high 

speed  Interurban  cars,  and  which  is  exhibited  here.    This 

may  also  be  seen  in  Detroit    in  Detroit,   Yi.silanil.  Ann  Arbor  and 
Jackson  Railway  cars. 

mt*t 

A  NEW  SECTION   INSULATOR 


The  Albert  &  J.  M.  Anderson  Manufacturing  Co.,  of  Boston. 
Mass.,  has  space  with  the  Morris  Electric  Co.  in  the  balcony, 
where  Mr.  Ernst  Woltmann  calls  attention  to  the  new  Anderson 
Section  Insulator.  This  device,  it  is  pointed  out,  has  a  dozen 
good  points  and  is  calculated  to  save  the  trolley  wire,  the  line- 
man's time  ami  contributes  to  the  general  permanence,  safety 
and  economy  01  the  Hue.  it  is  made  in  malleable  iron,  gah 
or  strong  bronze  metal,  as  desired.  It  is  adapted  to  either  round 
or  grooved  trolley  wire,  and  the  terminals  which  In. 1.1  tin-  trolley 
wire  at  either  end  of  the  device  may  be  detached  from  the  body 
and   renewed   without  removing   the  Uody  from  the  line. 

*** 
STANDARD    UNDBRGROl  ND   CABLES. 


In  a  corner  of  the  balcony  in  the  exhibit  hall,  adjoining  the 
exhibit  of  the  Standard  Paint  Co.,  is  a  display  by  the  Standard 
Underground    Cable   Co.     The  exhibit   Includes  samples   showing 

various   styles  oi   underground   cables  espedallj    designed   for 

street   railway   work,  also  lieu    copper  roil  anil    wile   mills.     The 

company  advises  its  friends  in  keep  December  in  mind,  i- 

its  new   copper  rod  and   wire  mills  and   weather-proof   wire  and 
cable  factories  are  to  be  in  full  operation  about   the  20th.     The 

new  factories  are  claimed  to  be  the  tiuest  and  most  modern  in 
ountry.    The  company  is  represented  here  by  11.  r.  Kim- 
ball, of  .New  York;  J.  B.  Wiley,  of  Chicago,  ami  A.  A.  Anderson 
and  F.  s.  Viele,  of  Pittsburg, 

K*t»t 
In  connection   with  the  exhibit   1.1    Heywood   tiros,   ,\    \\ake- 
iiei.1  Co.  the  Union  Switch  <fc  signal  Co.,  of  Easton,  Pa.,  is  show- 
ing a  set  ..1'  its  electric  staff  Instruments  for  blocking  high  speed 
electric  railways,    yir.   r.  ii    Patenall  represents  the  company, 

attest 

The   Griffin    Wheel   Co.,   of   Chicago,    is   so    well   and    favorably 

known  that    it  is  only  necessary   In  slate  that    it   has  a   space  cou- 

venientl]  locati  1  t"  the  main  entrani  1  xhlbit  hall  to  In- 
sure a  constant  stream  of  callers  at  its  1 th.     This  eompany 

business   In  '77  and   imw    has  Six   large  plants  turning  out 

its  products,     its  representatives  at  the  convention  are  W.  s. 
llarpwcll  ami  c.  K.  Knickerbocker,  of  Chicago,  ami  .1.  s.  Young, 

Of    I'.i 

assist 
Mr.  0  S.  Hawley,  general  agenl  for  the  Consolidated  Oar  Heal 
tnpany,  of  New  York,  .-an  be  found  at  his  space  in  Exhibi- 
tion Hall  every  day  and  will  be  glad  to  talk  heaters  to  anyone  in- 
•  ii. 

atatat 

Mr.  Geo.   M.  Hoadley,  of  the  Bemis  Car  Truck  Co.,  and  who 

was    for    ten    years    manager   of    the    Bemis    Car    Box    Co.,    is    In 
attend! e  at    the  convention. 


Oct.  io, 


DAILY    STREET    RAILWAY    REVIEW. 


693 


HEYWOOD   BROTHERS  &   WAKEFIEl 


rilTSBVRU   TRANSFER   TICKET   MACHINE. 


The  Heywood  Brothers  &  Wakefield  Co.,  which  claims  to  be 

the  largest  chair  manufacturer  in  the  world,  and  which  has  four 

manufacturing  plants  and   eight    warehouses   in   various 

-  a  full  :im>  of  their  railroad  specialties  consisting 

of  oar  s,.:its.  spring  seating,  rattan  webbing,  snow  broom  rattan, 

mats.   ■  Wheeler  No     12   is  Shown    in   rattan,   with  barks 

by  which  means  :>  in.  is  gained  in  the  aisle  space  of  a  rat- 
al   the   hips,    where    the   aisle    room    Is  [Hired:    this    seal 

9s  --rah  handle  on  the  back  for  tin  convenient ( 

Standing.     There   is   also   shown   a    handsome  sample 

in  plash,  with  high  back  and  head  rest,  ami  a  spring 

ishlon,   making  a  most  comfortable  seal   tor  a   long  ride; 

I  base,  which  is  a  convenience  when  cleaning 

r,  and  a  movable  fool  rest,  allowing  room  under  the  seal 

for  grip*  and  packages.     Other  exhibits  Include  a  sample  of  the 
revolving  chairs,  such  :is  used  in  Brooklyn;  samples  of 

spriiiL-  seating,   which   th pnny   furnishes   in   rattan,   carpet, 

plush    or    artilieial    leather;    samples    of    rattan    webbing,    sn.iw 
m  rattan  ami  cocoa  mats  for  elevated  ems. 
The  i  ted  bj   Mr.  Fred  Benry,  whose  head 

Quarters  are  at  Wakefield,  Mass..  and  Mr.  Bertram  Berry,  who 
ton  St..  New   York. 
*t*t*t 
GOl  la.  STOB  USE  i:a  iii:i;v 


The  Gonld  Storage   I  of  Nev.    York,  has  an  exhibit 

:tt  sp.i  where  are  shown  samples  of  [dates  of  all  sixes 

from  small  :'.x:;  in.  to  larg ntral  station  type  ad  lend 

line  tanks  are  shown  with  special  gl  luce  i  pap 

eld  by  "spraying."     Attractive  features  "i 

dull  are  photographs  of  railway  installations  and  l Btera 

Bulletin  v.,  -j  mi  the  Gonld  company  describing  plants  equipped 
',:•]  i     i:    M.  I',  boosters  was  printed  especially  for  the 
tlon.     The  company's  representatives  are  W.   M.   Donald 
charge;  E.   i..   Draffen,  manager  Chicago 
Albert   B.  Herrlck,  electrical  engineer. 
*«* 
\l  TOM  LTIC  BLOCS  BIONAL. 


men  at  the  convention  is  Mr.  W.  s.  Berry, 

gh  Switch  ,\  Signal  '  o 

(plain  the  working  of  the  Berrj  auto 

Be.     it   is  a  semaphore 

-I  upon  Incandescent  lamps  for  Blgnal 

rt  a  red  t.  fylng  danger,  and  a  green  targ 

ly.     A  group  of  Incandescent  lamps  is  so  arranged 
hi  be  thrown  oft  during  the  daj  and  on  during  the 
i.eil   that   as   many  train*   or  cars   going   in   the 
•  ni  of  i  ie-  road  may  desli 
run  into  a  gauntlet  or  blocl  id  the  larg 

until    the   Inst    train  He-    I.Im.I,; 

•  from  an  u  in-  breaks  or  .i  magnet  i 

-mil  will  al  to  danger  by  grs 

When  no  <nr  I-  in  the  block  or  gauntlet,  the  semaphon 

it  ion  by  i  ilgnali  can 

larp  cun ea  occur  between 

tiirnon  extra   pre.  .  tli.it  ,i 

oat  the  danger  signal 
igatn    warned      The    signal    op 

.  r  or  not  and  i-  entirely  out  of 

There  nre  no  n  other  obstruction  tot 

pole  to  strike  to  operati    ilgnal     Mr,  Berry 

t  I    the  exhibit  of   Mr     B      I     Sun n 

mm 

A    I  l:.M  B    BARROW 


i  ill  ii| 

.i  Dm  i-  delegatt  - 

and  i  il  cards  and  engraved  lett 

enrrylr  iridence   during    the  convention.     The 

■    ■  oi   the    \ 


The  Pittsburg  Blue  Print  Paper  A  Manufacturing  Co.,  1505 
Park  Building,  Pittsburg,  has  on  exhibition  a  transfer  ticket  ma- 
chine which  is  attracting  much  attention.  The  machine  has  been 
designed  primarily  to  prevent  fraudulent  tickets  being  issued  by 
dishonest  or  ignorant  employes,  and  Is  described  and  the  opera- 
tion explained  by  the  maker  as  follows: 

The  machine  consists  of  the  printing  block  A„  Ink  pud  B,  im- 
pression platen  c  and  ease  D. 

The  case  contains  alarm  bell,  automatic  counter,  automatic 
feed   rolls   and    paper  roll.     The  upper  end  of   the  ease  is  hinged 

and  inaj   be  ope i  at  any  time  by  the  operator  to  put  iu  a  fresh 

roll  of  paper.  The  counter  and  bell  are  operated  at  the  insia.it 
oi   printing  bj   suitable  earns  and  trip  levers. 

The  printing  plate   is  shown  at    A.     The  visible  or  face  side  of 

the  plate  is  made  up  of  actual  proof  prints  from  the  type  side  and 
consequently  corresponds  to  it  exactly.  The  time  setting  mechan- 
ism is  worked  through  ratchet  and  pawl,  which  prevents  the 
motion  of  the  hour  and  minute  hand  being  reversed  at  any  time. 

\  locking  pin  is  adjusted  to  lock  the  whole  time  mechanism  al 

12,  midnight,  or  any  other  predetermined  hour.  The  ends  of  the 
date  indicator  screws  are  covered  by  a  plate  which  is  locked  in 

place  before  the  car  leaves  the  barn  each  morning. 


TRANSFER  TICKET  U  u'llisi: 

in  operation,  the  day.  month  and  dab'  Indicators  are  set  ami 
the  lime  mechanism  released  before  the  car  starts  on  iis  first  trip 

each  <\:iy.     Tl Inct    r  sels  the  •■from"  ami  "Io"  Indicators  and 

the  hour  and  minute  hands  forward  to  correci  time,  and 

i     ill.'  direction   hand.     He  then  turns  the  crank  on  the 

right    hand  side  of   machine   through  one-half   revolution,  thus 

bringing  tin'  printing   block  dow i"  Impression  pad,  printing 

his  ticket,  ringing  the  alarm  bell  and  ting  the  ticket.    By 

completing  u rank  revolution  he  brings  the  printing  plate  back 

to  its  (mill the  inking  pad  and  feeds  out  enough  paper  for 

the  next  transfer  ticket 

Mi.    principal   ad1  ige     claimed   tor  the  apparatus  are   iu 

Impl mi  a  i  talntj  oi  operation,  Its  economy  I I 

an.\    transfers  us  are  actUBllj    used  a I  be  printed,  and 

ihe  fact  that  i'  gives  the  company  absolute  control  over  the  trans 

fer  i 

l,i.    \  \l.l.i;\    \  l  l  \\:   l :  l :  I  sills 


Mil i     ■ id  bj  his  Inability  to  procure  exhibl 

Clarki    "ii  he  ie  \  a  llej  Vltae  <  larbon 

Brush  Co    i" '  ■    ered  nnd  at  the  lasi   I    ecured  a  deslr 

"  aiion  in  the  right  balcony,  where  I    dl  played  tog I  ad 

VlllllllL''      '     '      ii    be       I  Or     "   I"'  li     I  I |  oi  ii  \     I  |     noted.       The    l,e 

Valley  brushes  have  been    ubjeeted  to     imi    prettj     evere  test 

i  to  bare  given  satisfaction  wherever  i.    Mr 

i  ha  I   ii'  i '    bad  Inti  n  1 1  mg  ei 

i     n  i.i  mi  Hi.-  Tat  rj 


I»\in      5TREE1     KAII.WW     REVIEW. 


town,  \\  li 1 1 .    |»ln 

bIj   worn  mi, ■  ball  Inch.     Vnothi 
Steel  C3o.  mi  Johnston  n.  P  '  1,000  ml 

worn   bul   T  10  of  an   lucl  ilwards   Hi  o,   Iki- 

adopted   Vltai  mil  Mr.  <  lark'- 

Ihnl   one  large  rnllv  list   placed  a 

large  order,  after  lm>  iib  ic  led  Hie  brushes  for  the  i 
all   lis  machines,     'ill,-  .  unipti  li  order 

trom  large  rallwaj  and  electrical  concerns  all  over  the  countrj 

souvenir  Mr   i  llnrkc  -  small  carbon  brush 

GENER  \t.    I.I.I  i   CHK     i  \nir.i  r 


Tbc  Ueneral  Electric  Co.'a  exh  ited   In  (be  corner  of 

Hi.'   Annex   and  c  ccup  space      The   pi 

feature  is  an  Installation  of  tbc  Type  "M"  Ci  ntrol  now   in  us 

tbe  Manbattan   Elevated  Rnilwnj    in   New  [Tils  ex 

lilbll  is  mounted  mi  .i  frame  wblch  pernill  iinlnatlon  of 

Hi.-   parts   during   it -^  operation   mid    shows   tbe   rise   In   voltage 
which,  of  course,   corresponds   to   tbe  Increase  in  ^|..<il 
motors.    To  indicate  this  rise  in  voltage  a  number  of  Incandes 
■  .-iii  lamps  rouped  in  tbe  form  of  tbc  company's  mono 

•-■nun.  which  rtarl  al  a  dull  red  and  gradual^   tip  to  full 

candle   power.     0  nernl    Electric   n]>pnriitus    for    • 

railway  service  exhibited  consists  ..i  n  line  of  rnilwaj   motors  o 

various  siz.-s.  Including  tbe  125  b.  p.  GE  66  tor  wbicb  lias  been 

adoptedb]  the  Manhattan  Railway  Co     \  Brill  27-E  truck  1b  shown 
wiili  two  GE-57  motors  mounted  upon  ii  and  equipped  with  the 

ii  Electric  new   type  of  Bhoe  for  use  on  tbe  pr cted  third 

rail  system.     Tl  -   here  exhibited   for  the  first   time. 

There  are  also  exhibited   General    Electric  air  compress. 
standard  types  with  automatic  governors;  In  cperatlon 

. -1.1111."  ted  to   i  Btandard  reseri 

a  Type  li  electrically  co  ill  break  switch  with 

pacity  of  300  amperes  al   12,000  \..its  makes  a  vers   inter 
operating  exhibit;  the  switch  being  substantially  installed  as  in 

actual  service.     Direct  and  alternating  current  rotary  i 

panels  of  standard  typ  o  shown.    Among  the  small  sup- 

bere  exhibited   may   be   mentioned  a   6,000  ampere  carbon 
break  circuit  breaker  for  railway  use,  beside  sma  of  the 

same  type.     An  attractive  display  stand  for  rail  bonds,  in. -an 
descent  tamp  sockets  and  a  ill  devices  is  ais..  shown. 

Tbe  entire  exhibit  is  arranged  for  convenience  of  examination 
by  visitors,  and  the  ottractive  recepl 
tbe  exhibit  makes  a  pleasant  resting  place  tor  the  delegates. 

A  feature  of  considerable  Interest   which  Forms  n  part  - 
exhibit   is  o   inn     Interurban   car  lenl   by  tbe  Jackson   &   Sni. 

urban  Traction  Co.  and  ns,..l  by  the  company  in  de strating  the 

system  for  operating  such  equipped  with  the 

Type  m   control  ami   four  GE-66   motors,     li   is  located  on   the 

Detroit    i  nited   Railwuj    tracks  at  a   point    near  in.-  Convent 

Hall  ami  may   be  ns.-.i   i.\    the  delegates  and  their   friends   fo 
iround  the  city  "i   l  ii 

KELLOGG  SWITOHBOARD  EXHIBIT 


li  is  the  avowed   ii f  the  Kellogg  Switchboard  &  Supply  Co. 

in  produce  the  finest  telephone  apparatus  in  the  world  ami.  judg- 
ing by  Ha-  vnrietj  an. I  finish  ol   the  instruments  shown  by  ii   in 

1 'I'  s".  In  the  balcony,  a  I  mg  step  in  the  right  direction  has 

been  taken,     a  full  iii t  common  battery  am!  magneto  tele 

I'll. .nes  is  s.-t  up,  together  with  a  common  battery  switchboard 
with  which  iln-  telephones  an-  connected.  This  ,  iminon  or  cen 
it-ai  battery  dispi  us,  the 

entire  exchange   being    worked    from   .-.    battert  central 

The  battery  may  in-  prlmnrj   or  Beeondnry. 

These  boards  have  Hi.-  advantage  of  am 

the  line  signal  used  may  i"-  a  s II  incandescent  lamp  placed  in 

proximity  t.>  the  line  jack,  or  it  may  be  a  mechanical  target 
type.     Kellogg  telephones  have  been  designed  and  bnilt  with  the 

il!  equipped 
with  the  new   Kellogg   transmitters  and  receivei 

in  the  Kellogg  telephone  is  platinum.     The  Kellogg 
factory  In  Chica;  •  ami  best  equipped  of  any  inde- 

pendent telephone  manufacturing  concern. 


i  i;    li    Man-  .ii.  ..I  tbe  .-iil-i 

•  i  r    i.    n i . 1 1  tiii.  ..I  in.-  advertising  depart 

in.  nl        III.  -  ■    \ ^ 

display,   .hi.    of  tin-   means  emp  _■   to  phi-  every 

caller  a  chance  t..  tali,  through  himself.    Connected  with  one  of 

a   baud  battery  ..unit   such  as  physicians  use 

.ni.l  ..li  ihnl  to  bold 

indies   ami   speak    into  tin-   transmitter      The   louder   the 

r  r  r 
SOMETHING  NEW   IN  CI  STAINS. 


•  i   stat.-s  Curtain   Co  ol    the  exhibitors  thai 

i  space  too  late  for  announcement.     lis  quarters  may  be 

i I   in   conjunction    with   the  Sterllng-Meaker  exhibit   "ii  the 

main  Boor,     ii   shows  curtains  thai  will  absolutely  keep  .mi  sun. 
win. i  ami  i  i  onstructlon  is  simple  and  the  curtains  are 

vers  easj  to  keep  In  n  lists  ..i  a  metal  strip 

fastened  to  the  edge  of  tbe  curtain,  traveling  in  a  metal  run  in  the 
groove  "t   tbc  p  si   wblch  holds  the  edges.    There  is  als..  shown 

i «  device  by  which  b)  pressing  a  button  on  tin-  inside  of  the 

car  tbe  curtain  is  released  and  raised  by  the  spring.    This  ,-,,in 

puny   also  makes  the  pinch-bar  fixture,   but   the  curtain   rec 

i  i-  He    new   balance  curtain,  as  the  Bret  nai i  is  called. 

Mr.  Alonzo  E,  Nutter  represents  thee pany  here. 

»  r  * 
THE     1'  &  B."  DISPLAY 


The  Standard  Paint  Co.  exhibits  in  the  balcony,  displaying  the 

famed  r.  .v   B    paints  and  Insulating  c pounds,  P.  &   B    tape, 

Ituberoid  roofing  and  P.  *.-  B.  insulating  papers  and  motor  cloth. 

A  feature  of  the  booth  Is  the  .1 ration  of  the  rear  wall,  which 

i-   hung  in  purple.   In   tbe  center  of  which  appears  In  ^'ilt  the 

P.  &  B.  rooster  trade  mark  of  th. mpany.    Messrs.  J.  0,  Shain- 

ivestern  manager,  and  B.  O.  Beekmon  and  E.  R.  Willard. 
ail  of  Chicago,  dispense  hospitality  and  souvenirs  in  the  shape  ol 

a  dainty  Russia   leather  combination  card  .-as.-  ami  engage at 

book. 

A   LARGE   PAINT  CONCERN. 


The  Sherwln  Williams  Paint  Co.  has  spacious  headquarters  in 
I,, .ah  |i),  where  Its  representatives  an-  kepi  busy  setting  forth 
its  claims,  among  which  is  that  it  is  bj  far  the  largest  point  ami 
mcern  in  the  world.  This  company  has  rour  large 
plants,  in  Cleveland,  Chicago,  Montreal  ami  Newark,  and  ware- 
houses and  offices  in  seven  other  cities,  it  makes,  treats  ami 
refines  all  its  linseed  ..il;  manufactures  dry  colors;  makes  var 

i  driers;  makes  its  tin  cans;  operates  Itf 

l-..\   factory;  has  its  own  printing  plain:  runs  its  own  inachin  ■ 
n-  making  the  mills  ami  machinery  of  its  exclusive  de- 
sign, ami  owns  a   s.-rew    steamer  for  carrying  flax  s.-ed  and  lum- 

i  n  th.-  i  ireal  L 
Th.-  Sherwin-Williams  company  specializes  in  every  depart- 
ment and  gives  Individual  attention  to  every  order,  The  exhibit 
is  in  charge  of  s.  M.  Williams,  manager  of  the  Btreel  railway 
department,  assisted  by  Thomas  M.-.iiii.  manager  of  the  railroad 
I  w.-st.  ami  F.  A.  ESImqnlst,  whose  headquarters  are  a: 
si.-.  Claire  Botel,  Dett 

■t**e 

SCARRITT  CAR  SEAT  CO. 


The  Searritt  Car  Seat  Co.,  of  si.  i.  mi-,  exhibits  in  the  smok 

in-    r three  swing  back   ami  two  walkover    car  s.-ais.  np 

h  Istered   in  cane,   plush   ami   Imitation   leather.     The  walkover 
a  new  type,  which  has  not  l n  put  out  to  any  extent 

Tl ther  seals    an-  well  known  ami  used  by  many  r.-iilwa  > 

Mr.  R.  R,  Tonhy.  assistant  superintendent,  lias  charge 
of  iii.-  exkib  I  superintendent,  Mr.  George  B.  Howard,  in 
tended  to  be  here  today,  but  late  yesterda;  Bent  word  that  busl 
ii. -s-  engagements  would  prevent  in-  coming. 


DAILY    STREET    RAILWAY    REVIEW. 


695 


PORTER   ELECTRIC  W.  OPERATOR 


The  Porter  "Electrical  Operator"  for  operating  track  Bwltches 

is  Hi.-  l:ii.-st  Invention  in  this  line.     Mr.  Porter  has  been  making 

switch  operat  rs  for  Beven  years   and   has  carefully 

studied  the  difficulties  to  be  Burmonnted,  and  has  at   last  pro- 

..n  operator  which  he  Is  saiisii,-.i  overcomes  all  the  objec 

afore  i'.. uinl  iii  this  class  .  f  Bwitch  operators.     First. 

-   placed   the  working  and  electric   mechanism   all  ah  »ve 

ground  and  lias  So  simpllfled  the  mechanism   that  anyone  can 

f  i  Derating,  and  any  motor  car  which  can 

nin  on  tin:  track  can  i  Derate  one  Bwitch  or  ten  or  more  Bwltches 

le  movement. 


rRICAL  s\\  ITCH  OP1  BATOR. 

ted  that  th  le  onlj  one  which  can  sup 

ply  an  unlimited  amount  of  current  to  the  motor  car  while  lbs 

break  In  the  trolley  wire,  and  that  when 

ter  rocker  switch  both  operate: 

iti-ii  win  work  winter  ami  rammer  without  care  or  clean 

u  Co.  baa  Its  offices  al  154  160  Jeffer 

:  • 

999 

MORRIS  KM.'   i  KIC  i  0 


thlbition  ball,  the  lir-t  glance  at  the  cor 
the  right  denoting  the 

Hi.    Morris  Electric  Co.,  ol   Xi»   Fork,  oi I 

in   the  country.     Recently   the 
lorated  to  take  over  .i 
other  companies,  among  them  the  Morris  Electi 
untain  Ms  lotor  .v  Specialty 

he  Falcon  Electric  i lo.,  and 
ill  of  them  in"  niaiiii 

irlral  appliances,  but   i "i   conflicting   biter 

the  predominant  member  of  th!  • 
exhibit  here  Includi 

formerly  manufactured  bj  the  Morrl 

■  erhead  line  ma 
icrUI,  ,  a  full  line  of  nwltcbboari 

ud  Bwltches  for  light 
i  general  111 I  condnll  wiring 

■    Hum  four  tin" 

tinning  wiih  o 
talon   to  to 
Illuminated  nlgn  for  the  Mason  Mono 
iKn  n iili  I  showing  ai 

•  .it  the  rail  bond 


business  is  In  splendid  shape,  and  that  thej  nov  have  a  capacity 
of  18,000  per  week.  Mr.  Morris  also  calls  attention  to  the  Buffalo 
car  scat  for  motormen  and  conductors,  the  Invention  of  Charles 
Coons,   superintendent  of  the   Buffalo   Rallwaj    Co.     it  has  an 

adjustable  sto  >1  and  i  be  either  leather  or  wood.    He  gives  ids 

Friends  o  i  '  rj  useful  bout  enir  this  year,  consisting  of  an  "Indian" 
ink  stand  made  of  pottery.  Assisting  Mr.  Morris  at  the  exhibil 
are  Messrs.  John  Fountain,  Jr.,  IS.  Packer,  A.  Avery  and  E. 
VVoltmann. 

Tin:  STERLING    LI  BRICATOR  CO.,   ROCHESTER,   N     £". 

The  Sterling  rJubrlcator  Co.,  manufacturer  of  force-feed  lubri- 
cators, has  a  working  exhibit  of  its  lubricators  in  various  sizes 
near  the  main  entrance  to  the  hall.  The  compan;  believes  that 
the  force  teed  method  of  lubrication  for  engine  valves  and  cylin- 
ders or  other  machinery  by  means  of  properlj  constructed 
automatic  pumps  is  the  very  besl  to  be  had,  as  lubrication  is 
provided  when  needed  and  ceases  when  the  machine  is  at  rest. 

I  in-   Sterling   lubricators   are   made  of    selected    material,     arc   of 
superior   design    and    workmanship   and    have   several    valuable 
new  features.     The  driving  wheel  is  on   the  back  of  the  [norl- 
and the  shaft   is  enclosed  and  passes  completely  through 

the  "il   reservoir.     The  driving  lever  1  <«-i t ilt  "ii   the   back  dues   nut 

pass  to  and  fro  iii  front  of  the  pumps,  thus  permitting  tree  ami 
easy  access  to  them  ami  the  rocker  at  any  time  and  while  lunri 
cater  is  in  operation.  The  lubricator  has  a  hand  attachment 
which  permits  operation  of  the  lubricator  while  the  machine  is 
at  rest.  The  rocker  on  the  lubricator  is  one  of  Its  most  valuable 
and  desirable  features  permitting  a  large  range  ot  discharge  per 
stroke  of  the  pumps,  as  any  pump  may  he  quickly  ami  Independ- 
ent!} adjusted  from  zero,  or  no  stroke,  to  full  stroke  or  any  In- 
termediate point.    The  c piny  is  represented  by  Mr.  J.  sherry. 

■t  **» 
GOLD  CAR   HEATING   >V    LIGHTING    CO, 

The  well  known  and  always  popular  Gold  healers  are  shown 
in  operation  just  at  the  main  entrance  of  the  hall.  The  new 
feature  this  year  is  o  bank  ol  18  heaters  suitable  for  elevated 
or  interurban  street  railway  cars.  These  heaters  are  arranged 
to  provide  gradation  of  heat  ami  are  controlled  by  o  new  and 
novel  3-point  regulating  switch.  This  switch  is  capable  ol 
handling  with  safety  and  cortnintj  ut  leasi  75  amperes  at  650 
volts.     A   number  "i     ither  styles  of  electric  heaters  suite. i    tor 

Itted  with  longitudinal  seats  are  shown,  also  other  heaters 
adapted  for  use  on  the  outside  of  riser  hoards  or  In  baggage  ears 

■  xhlbited.  The  Gold  companj  calls  attention  to  its  system 
of  hot  water  circulation  for  use  in  street  ears.  Tins  latter  sys 
tem  is  now  being  applied  to  several  hundred  ears  throughout  the 
country,  am  i  e  II  is  possible  to  heat  a  ear  rapidly,  onl 

t'oriniy.  at  an  expense  of  not  over  10  cents  per  day.     The  Gold 

companj  ha  trad  covering  electric  heaters 

Bufficlenl  to  equip  all  of  the  ears  in  Louisville  and  iis  suburbs. 
Edward  B   Gold,  president,  John  B).  Ward  and  Frank  Cahlll  ai 
representing  the  com; 

I  MPROA  ED   BR  \  K  E  SHOES. 


The  American  Brake  Shoe  A   Koundrj   Co    i      howlns  Improved 

11    b      I         i loot! 01'    the    main   en 

ol  exhibit   hail,    ti i .  i ii i . . i  under  the 

'Dint id  S      Lnppin,  Corning,  Strecter  and  other  patents,  cov 

erlng  the  approved  types  for  all I   rail     >      ervlce     The 

eompns  ,i  ni   Mahwah,  N    J.,  Bl ifleld,  N 

J.,  Corning,  V  v..  Buffalo,  V  v,  Detroit    I  hit  i  o    111     ago 

Heights,  Cincinnati,  <r.  si.  Paul,  Minn.,  Denver,  Col.,  and  Oha1 
tanooga,  Tenn. 
Mr   r    w  chlel dai  ge  of  the  exhibit, 

■I    bj     S.    .1,    Thompson      ,  Dg| p,      Sa'osi Ill 

ire   \  it  inn-  i  leti Ii  r  ol  I  k>l bu  ,  O.,  w    \\    t  Ini  il 

ma  ,,t   \,  u   jforl    nid  ii    B    Bradfleld  of  Buffalo    N    S 

linonfl  the  eni  yesterday  morning  were  Mr   Putnam 

\    Bates,  a-  sea,,,  if  the  Crocl  or  B  heelt  i  <  lo    and  Mr 

W     i     Hulllvan,    who   represents   the  same  companj    In   Clove. 

laud    1 I 


396  DAILY  I     RAILWAY    REVIEW.  [Vol.  xii,  No.  3 

\ii:\    ENJOYABLE    HtOLLBl    RIDE  UtMSPBAB    LAMPS. 


.,hl.  ,  1, j  courtesy  ••(  the  Bolond  line,  was 

enabled  to  treat  I 

rter in  in  one  ol   thi    Boland  Interarbaii  can,  which  is 

equipped  b}  the  G  Co      n"'  '""  ":,s  1",mI ""' 

Northwestern  tracks  at  fai  as  Farmlngton  Junction  and  return 

artj  »:i-  in  charge  ol  P   B   Gale,  of  Bchenei  tadj    and  1     II 
Muni,,  fork,  both  representing  the  General  1 

Mr  Qale  speaks  verj  blghlj  of  the  track  construction  in  D 
which,  together  with  the  General  Electric  equipment,  made  some 
time  possible. 

mtn 

BALL  BEARING  TROLLE1  BAS 


i>i '  the  in.. si  Interesting  exhibits  la  thai  ol  a  ban-bearing 

trollej  base,  shown  bj   Preslden!  W.  B.  McDonald,  ol 

Trollej    *v-   Manufactni        -  ["he  mosl   noticeable  feature  of 

this  appll e  Is  the  tree  and  easy  movement  of  the  base,  due  tu 

hi.  steel  balls,  running  in  two  races,  used  in  ii-  

Hon,    ti,,.  base  1-  mai                1   ami  Is  guaranteed  I  1  keep  the 
trollej  "ii  tin.  win-,  save  the  overhead  construction  and  * 
,ni  the  trollej  wheel,  and  to  prevent  the  wear  of  tin'  pole.     Mr 
McDonald  claims  thai  the  life  of  tin'  trolley  pole  will  be  length- 
ened about  one-third  bj  using  this  device,  in  consequem I  doing 

away  with  binding  on  the  trolloy  wheel.    Aside  from  saving  ex- 
pense in  repairs,  conductors  will  in-  enabled  1..  run  on  schedule 

which  they  cannot  do  now,  Bays  Mi-   McDonald,  

of  tin-  trolley  dying  off  the  wire  ail  the  ii 

UNIVERSAL  SANITARY  CUSPIDOR. 


in  order  to  supply  the  growing  dem  md  and  to  provide  an  abso 
lutelj  sanitary  cuspidor  for  Btreel  railwaj  office  and  general 
purposes,  the  Universal  Sanitary  Cuspidor  Co.  of  Worcester, 
Mass.,  is  putting  "ii  the  market  an  Ingenious  device  which  it  Is 
believed  will  come  to  very  extensive  use  tor  street  cars  and  all 

public  places  whore  expectorating  on  the  flour  is  a  nuisance.    The 

company  is  showing  samples  of  the  cuspidors  In  the  smoking 
room,  and  to  Bhow  its  faith  In  the  cuspidor  has  placarded  the 
walls  with  the  unusual  gign,  "Spitting  Allowed  Here."  The  cus- 
pidor is  a  receptacle  made  of  gun  metal  designed  to  be  set  Into 

the  11 •  with  the  lop  or  the  cuspidor  Bush  with  the  door  s< 

lis  contents  can  never  he  overturned.  By  an  Ingenious  arrange- 
ment ot  piping  and  an  automatic  valve  the  cuspidor  is  Hushed 
with  clean  water  either  continuously,  as  would  he  desirable  in 
railroad  stations  and  offices,  or  it  can  he  arranged  10  be  Bushed 

at  any  interval  of  time  desired.  For  street  railway  work  the 
idea  is  to  flush  out  the  cuspidors  at  each  terminal.  The  exhibit 
is  in  charge  of  Mr.  N.  R,  Thibert,  assisted  by  N.  .1.  Beaudin.  The 
company  announces  thai  since  the  convention  opened,  the  De- 
1  nlted  Railway  has  ordered  E 1  the  cuspidors. 

'*  *  <• 
NICHOLS  LIN  11  RN    SANDER. 


The  Nlchols-Llntern  1'".  ot  Cleveland,  Ohio,  represented  by 
Louis  <'■  Wrighl  president,  and  William  1. intern,  general  man- 
ager, had  iis  well  known  nark  sanding  system  in  opera! 
Bpace  IT.  with  an  auxiliary  exhibit  at  the  Ludlow  Supply  Co.'s 
space.  A  striking  feature  ol  the  Nlchols-Llntern  Bystem  is  thai 
it  is  applicable  to  anj  and  all  conditions.  On  city  cars  without 
air  equipment  tin-  us,,  of  a  Nichols  Lintern  fool  compressor  gives 
all  the  advantages  of  pneumatic  force,  enabling  the  placing  of 
Sanders  at  any  point  on  car.  without  any  mechanical  complies 
iions  and  with  absolute  certainty  of  its  operating  at  all  times 

It   has   been   found   t"  be  a    wonderful  power  saver  when   put    on 

so  as  to  sand  one  rail  near  the  from  truck  and  the  other  rail 

near  rear  truck.     For  I  I  service  this  company  man 

ufactures  hoppers  ami  special  traps  1,.  accommodate  anj 

Hons  existing  .hi  trnck  or  car  body.     Mr.  Wrighl   says  that   sand 

cars,  or  tii,-  sanding  of  curves  bj    manual  labor,  is  expensive, 

iy  when  this  system  is  used,  I'll.. 
company  is  making  a  specialty  of  equipping  snow  plows,  and  in 
view  of  the  necessity  of  the  highesl  efficiency  at  all  times  on 

short  Bervice  apparatus  the  apparatus  is  valuable. 


bowing  much  interesl  in  the  exhibit  of  the  Arm- 
Manufacturing  Co.,  one  of  the  features  ..r  which  is  a  new 
trolley  car  tail  lamp  valuable  for  Interurban 

The  double  steel  guard,  solid  top  lantern  show  n,  ala  •  cornea  in  for 
iidaii.m.     Tin.   frame   is   practically    unbreakable,   a    fact 
which  will  I..-  appreciated  bj  those  who  paj  for  lanterns  foi  the 
employes  to  bang  about 

star* 
\   1  SBFUX  DISPATCHES  SYSTEM. 


The   Ft, ion  stop  \   Signal  Co.,  of   Fall   Blver,    Mass.,  i>    W. 

Hart,  general  manager,   is  displaying  its  union  system  of  dis- 

slgnals  for  electrically  operated  railways.     Briefly,  this 

^ysicin  telephone  line  and  Bignal  wire  extending 

the  length  of  the  road,  with  teleph st.it i  .ns  in  Buitable  boxes, 

when,  rasi  1    !„•  Pad   by   any   employe,   and   he   bi 
led  with  the  dispatcher's  office. 

Thes,.  telephones  on  single-track  mads  are  generally  placed  at 

turnouts   or  sidings,   whll 1   double-track    systems   they   are 

ai   convenient   Intervals.     In  conjunction   with  thi 
are  placed  the  "Dispatch.  boxes,  designed  to  set 

a  signal  from  the  dispatcher's  office  t ■ .  call  the  attention  of  the 

1:111  P.  II,.'  fad    thai  is  I.,  be  given  his  car  and 

that  the  .011. In.  tor  is   wanted   at  the  telephone.     As  can   I" 

if  such  a  sj stem  are  numerous, 

*t»t»t 

"LONG  LDTE  CARBON  I'.Ui  BH." 


General  Manager  J.  S.  Speer.  of  the  Bpeer  Carbon  Co., 
Mary's.  Pa.,  has  succeeded  in  arranging  samples  of  his  com- 
pany's product  most  attractively.  The  exhibit  includes  the 
"Long  Life"  carbon  brush,  which  is  something  new  in  tin-  brush 
lino  lli.it  is  given  a  special  treatment  during  the  pr ss  of  manu- 
facture t..  close  the  pores  of  the  carbon,  the  Idea  being  to  impart 
to  the  brush  a  dense  and  uniform  texture  and  an  absolute  lubri- 
cation which  will  insure  that  the  brush  will  not  cut  the  commu- 
tator, it  is  claimed.  The  regular  grade  motor  brushes  made  by 
impany  arc  made  specially  for  railway  motor  work,  and  its 
high-grade  brushes  are  adapted  for  all  classes  of  generator  work 
and  for  high-speed  machines  where  a  very  low  resistance  is  re- 
quired to  carry  the  current  without  excessive  heating. 

HHH 
AMERICAN    OAR    SKAT    CO. 


The  American  Car  Scat  Co.,  Of  Brooklyn.  N.  Y  .  has  a  very  com- 
prehensive exhibit  under  the  supervision  of  Superintendent  Louis 
Jansen,  aided  by  Hiram  F.  Aokerly.     This  company  manufactures 

pu-ii. 001  car  seals  iii  rattan,  plush,  leather,  etc.  The  construe 
lion  is  simple,  containing  few  parts,  and  the  material  is  chosen 
for  durability,  as  well  as  efficacy  in  other  directions.    The  steel 

entering  int..  the  construction  of  the  cushion  fra and  springs 

..iiifaeiurcd  for  the  American  company,    Thebacs 

..f  this  pushover  s.ni   i-  practically  locked  won  mi   additional 

.ism  and  cannot    be  forced  over  by   being  leaned  against. 

The  seal  ais..  affords  full  seating  capacity  and  is  fitted  with  a 

palent  "hold  on  handle"  attachment,  allh  ugh.  when  desired,  the 
corner  grab  handle  is  furnished.     Particular  attention  is  called  to 

the  longitudinal  rattan  Bpring  sealing,  which  is  in  great  demand. 
For  a  souvenir  the  company  presents  an  oxydized  sterling  match 

id  filled   with   wax   tapers. 

it  test 

LARGE  JEWETT  C  w: 


The  Jewett  Oar  Co.,  of  Newark,  0.,  yesterday  morning  put  in 

plai n  the  street  trackage  near  the  Armory  the  66  It.  inter- 
urban ear  built   by  it   for  Ihe  Columbus,  Delaware  &   .Marion  Ry.. 

which  was  fully  described  in  the  "Street  Railway  Review"  for 

Sept.    20,    1902,    page    568.       ThlS    ear.    Which    is.    we    believe,    the 

largest  electric  ear  yet  built,  presents  an  extremely  handsome 
appearance  and  is  attracting  much  attention  from  Ihe  interurban 
railway  men  at  the  convention.  Mr.  A  II  Sisson.  general  man- 
ager  of  the  Jewett  company,  was  one  of  the  early  arrivals. 


io.  igoj] 


DAILY    STREET    RAILWAY    REX  II  \\ 


697 


PEKKU  \M  HliMI  SPEED  TRUCK. 


interurban  car  built   for  the  Columbus,    Delaware 

\  Marion  lty  .  and  exhibited  i>y  the  Jewerl  Car  Co.,  Is  mounted 

Uuirn  high  spc«l  51.  C    B.  N'o   32  electric  trucks  made  by 

kli.iui   Manufacturing  Co.     This   truck   is  shown   In  the 

• 

of  bridge  truss  construction,  with  a  strong 

•     md  are  spring  supported  up  n  equalizing  bars 

and  also  upon  tli<-  Journal  boxes  to  prevent   teetering      To  pre 

vi-nt  0  ■'.  iln-  top  frames,  the  spring  bas the  truck 

,    i   by   locating  helical  springs  each   siil.-  of  and   sup 
(by    saddles)    from     the    journal    boxes       Hie     pi 

gned   to  carry  a  sufficient   pari   of  the  load   to 

prevent  the  tilting  of  the  top  frames,   the  greater  part   of  the 

j    carried    by    the   equalizing   bar   springs.     The    Bide 

-  of  th>-  top  frame  is  all  one  piece  "'  forgl 

Tin-  ire  bulb  angles   10  in.  deep,  which  extend   Hill 


bars,  lanterns  and  all  the  tools  and  appliances  thai   would 

service    tn   emergencies   or   in   the   work   of    transporting 

supplies.  The  ear  Is  mounted  en  du  Pout  double  trucks  equip- 
ped with  tour  Westinghouse  motors.  The  car  was  more  fully 
described  and  Illustrated  In  the  "Review"  last  year. 

»«•  r 
MICA    EXHIBITS. 


Eugene  Munsell  &  Oo.  and  the  Mica  Insulator  Oo.,  are  repre 

sei 1  at   the  c  uvention  by   Charles   E,  Coleman,   manager  for 

Loth  concerns  al  Chicago,  Mr.  Coleman  had  a  very  prominenl 
1  cation  In  the  center  ol  the  hall.  The  "Micanite'  and  "Empire" 
insulating  materials  arc  exhibited  in  their  various  forms,  and  the 
company's  circular  matter  is  being  distributed;  this  Included  :i 
vera  iK.it  blotter,  which  was  pui  In  the  writing  rooms  of  the 
various  hotels.  The  company  reports  a  heavy  demand  for  all 
us  mica  and  micanite  specialties,  and  has  just  completed  an 
addition  to  its  already    extensive  works  at   Schenectady,   which 


l'Ki'KHAM    Utiilt   M'KHi  Mi' 


■o  which  tliej  are  rigidly  secured 

the  transoms  to  the  Bide  frames 

nml    1  rigid    ami    square.      The    bolsters    an-    all 

supported  by  full  ti-ii >i»l«-  elliptic 
m1  to  tin'  transom  ami  extending  over  the 
being  liftiil  out.     'I  i  iln   is  •_' 

in.  In  ■  are  large  In  diameter,  ma- 

il  the  king  pin   which   prevents 

•  f   till-   lull 

loumal  l".  Mi.-  M    0.   B    standard  pattern  with 

•  '-  in.  In  diameter  and   the 
'    machine   Btted 
with  the  boxes  ami  top  fraii 
all  bolt  Each  truck 

.   without  itir  1  ek  weigh  B.780  lb. 

■ 

rrr 

Ml:    1   \  1 :  \ f  1 . 1 :  -  >t  PPM    C  \i: 


1 1 
•  1   uttlltj    1 

ntendenl    ol    tlve    pov  • 

1  built  in  ti '  mo 

■ 

[■log  porno  drop  berths 

hen  not   in  use.     The 

■ 


will  give  it  an  Increased  capacltj   of  6,000  Bq.  ft. 
enabling  it  to  execute  all  orders  Bpeedlly. 

PETER  SMITH   HEATERS 


of  Boor  spai 


The   Peter  Smith  Beating  Co.,  of   Detroit,  has  samples  of  Its 

well  known  liol  water  licatei     e  peciallj  adapted  for  Internrban 

cars.     No.    1    beater  shown   is  a   railway  coach   beater   tor  tho 

largest  cars   made      S'o.  2  is  made  for  suburban  and   Interurban 

No  3  heater  is  for  city  oars,  being  considerably  smaller  than 

1] titers,     \n  of  these  sizes  are  designed  to  go  In  the  vestibule, 

where  they  will  take  no  paying  room,  or  thej   may  be  placed  In 

iln-  car  it  desired. 

The  Peter  Smith   beaters  are  standard  on  all  the  Interurban 

Detroll    1  tilted  Railway,  the  Toledo  .*.-   Monroe,  and 

tl  hundred  othi  c  roads.    One  feature  ol  the  exblbll  Is  a  large 

oil  painting  oi  a  Smith  beater  shown  In  a  triii  fn in  tod 

by  li  at  lights. 

Mr    Peter  Smith,  president  and  manager,  I    d 1   11"'  1 rs 

impnnj 

HUH 
Mr    .1     \    Dawson,  of  .1.    \    Dawson  a.    Co.,   Montreal,   P    Q 

d  ti invention  hall  yesterday,    Mr.  Dawson  is ■  ol  th 

lai'gesl  dealers  In  street  railway  ami  electrical  supplte    In  Canada, 

mtn 

Th.'  National  Conduit  ft  Cable  Co.,  oi   Now  xork,  hai  txhlbit 

ear,  but  its  Interests  are  being  ei  al  th oven 

lion    bj    Mr     W     B     I  '  I'" 

mt*t 

Man J    r    Hell  ol  th    Hi  U  H  tlljolnl  Welding  Co.,  of  Mil 

no      i'     b      1 ■ 

.Mr    1 1'  popul  1        thai       i-.ii      1  fellow 


698 


P\m     STREET    KUI.WW    REVIEW 


\ll.  No  3. 


AIR  ELECT  RO   1  ROLLB1   COM  1:01. 

..r  the  ii"  "-   workl  In   n chlbll 

lull  la  the  "Air  El Trnllej   Control,"  mam  by  the 

I-,,,.,,,.  ..1   Cleveland,  0.     Thla  de 

bown  by  1                                           deslg I.  aa  the  pa- 
tentee atatea,  for  tlic  proti                overhead  itractlon.     Bj 

Ita  n-'\  the  Inatanl   1  wl 1  leavea  the  wire  It   opens 

the  iir.  uii  in  a  pair  of  ■  ■!•■•  tro  n  man's  veetl 

i,,,i,.  wiii,i,  .                                        ted  in  the  line  running  from 
allow  Ing  ■  Under 

:ii  the  base  of  tli  ile,  throwing  the  pole  to  an  horizontal 
position.  The  pole  will  remain  in  II  on  nntll  released 
bj    the   in  itorman   or  conductor,   the   npplii being   operated 

either  end  ol   the  enr      When  the  nlr  la  released  the  pole 

Is  allowed  :  pully  or  Dot,  as  desired.     When  the   wl I 

makes  contact  n  Itli  11  <    «  Ire  II  auton  the  valve. 


AIR  ELECTRO  TROLLEY  CONTROL. 

The  device  being  under  the  control  of  the  motorman  al  all 
times,  all  be  has  to  do,  In  case  of  n  fallen  wire  or  other  obstruc 
tii.n.  is  to  open  a  Bwitcb  on  the  valve  box  and  throw  the  pole 
down  i"  n  horizontal  position. 

in  awitcbing  around  the  car  barn,  where  the  trollej  pDle  has 
1.1  be  bandied  the  same  as  others,  the  motorman  raises  :i  lever 
mi  the  valve  box  and  cuta  oul  the  automatic  attachment,  so 
the  pole  can  be  handled  freely.     Bj  >1   a   swivel  Joint 

the  trolley  rotates  as  freely  as  any  In  use  without   injury  or 
Inconvenience  to  anj  I 

The  Pneumatic  Railway  Equipment  Co.  Is  represented  here 
by  Robert  C.  Beebe,  the  vice-president,  and  George  it.  Tomb, 
mechanical  engineer.     Mr  rented  the  control  and   Mr. 

Beebe  helped  to  perfect  It. 

FRANK  Kim.' IN  CO  .  BOSTON. 


The  Frank  Ridlon  Co..  of  Bosti  owing  Its  standard  ap- 

pliances ami  calling  especial  atti  ntion  to  Its  w,  Id  babbitting  de- 
tor    babbitting    bearings    of    various    Kin. Is.      This   method 
requires  molt  Instead  of  molding  and  then  turning  ou  . 

j  savins  valuable'  linn  .  ii  molds  and  Bniahes  the  bearings 
ready  for  the  shaft  in  one  operation  ami  it  is  claimed  that  it  fin- 
ishes them  so  they  will  run  smoother  and  wear  longer  than  when 
bored  on  a  lathe. 
The  Ridlon  track  ilrill  ami  its  track  sanding  device  are  alro 
the  exhibit  For  the  iiiiii  i1  is  claimed  that  it  will 
drill  7s  in.  holes  in  heavy  rails  for  bonding,  daj  after  day,  with- 
out breaking  down.  The  drill  is  provided  with  an  automatic  fric- 
tion feed.  The  track-sanding  device  is  known  as  the  Kllbourn. 
It  uses  any  kind  of  sand  With  equal  facility  and  deposits  the 
sand   in  small  scoopfuls  in   front  of  t  ten   as   it   is 

d.    Many   railway  superintend*  nta  endorse   the  Kllbourn. 


In  conjunction  with  the  exhibit   is  that  ol   the  Wilson  Trolley 

dent  C    N    Wood  ani    1  N    L.  Wood 

superintend  tin    Ridlon  exhibit  and  take  great   pleasure  In  ells- 

1.  little  pui.i 

1   "for  booming   the   busiii  ank   Ridlon   Co., 

at  Kit 
KALAMAZOO  1  BOLLEX   DE\  I0B8. 


Manager  r.  B   Cro  kett,  .if  the  star  Brass  Works  ..1   Kalama 

/,,.,.  \ii.ii..  is  Kept  busy  Impressing  upon  passers  by  the 

the  Kalamaz  "  trollej  » 1 la  and  harps.    The  Kalamazoo  wl I, 

according  to  the  new  1B02  catalogue,  if  pure  lak pp  r 

treated  bj  a  »\ ial  pr as  which  gives  II  the  quality  of  aoftnea 

c 1. in.. 1  with  tt  r arkabte  dee  ghneaa,     Hie  result  la 

n   ivheel  wbl  ttraordlnary  durability   and  yet  causes  do 

Injury  or  wear  upon  n verbead  wire    No  scrap  brass  nor  alio] 

la  used  in  it-  make  m Ij    pure  Ingot  metal. 

The  Kahin  ley  harp  springs  are  bo  protected  that  they 

canii.it  in-  broken,    As  the  friction  of  the  wl is  b  r otirely 

by  hea\y  washers  or  lugs,  there  is  no  wear  upon  the  springs. 

Mr.  Crockett  points  with  pride  to  the  record  of  Borne  of  hU 
11, .ilex   wheels,  one  of  which,  now  in  service,  has  traveled  nearly 

35,000  miles.     The   wheels  ar laptalile  for  high   sped  roa.ls  or 

city  lines.    Mr.  Crockett's  s..n.  L.  M.  Crockett,  assists  in  enter 

laiiiinu'  callers  at   their  booth. 

Bt«ttt 
NATIONAL  TICKET  CO 


The  National  Ticket  <'....  of  Cleveland,  <>..  la  represented  bj 
er  A.  -i    Reynolds  and  Secretary  0.  P.  Bates.    Th  - 

pany  has  been  in  existenc dy  three  years,  but  is  already  well 

and  favorably  known  as  manufacturer  of  railroad  tickets  and 
transfers,  it  publishes  monthly,  also  b  cli  er  little  magazine 
for  the  general  office,  entitled,  "The  Electric  Railway  Inter- 
change." lis  convention  number  is  being  distributed  at  its  booth 
in  the  balcony. 

«** 
STANDARD  VARNISH  WORK8. 

The  Standard  Varnish  Works,  of  New  fork,  I Ion  and  Chl- 

ls  represented  by  Mr.  John  C.  Dolpb,  who  has  space  just 
Off  the  main  aisle.    Mr.   Dolph   is  showing  the  samples  of  vari  IUS 

types  of  General  Electric  and  Westinghonse  formi  il  armature  coils 
coated  with  Insulating  varnishes  and  compounds  manufactured 

bj    the  ■■ pany,     Both  baking  and  air  drying  compounds  are 

shown.  As  pointed  out  in  recent  Issues  of  the  "Street  Railway 
Review,"  the  general  opinion  among  master  mechanics  seems  to 
be  away  from  the  oHJ  practice  of  using  linseed  oil  requiring 
from   one  to  three  days'   baking  al   high   temperature,  and    is 

crystalizing  in  favor  of  what  are  Known  as  soft  gum  c pounds 

requiring  but  little  drying  ..1  tl Us  and  no  drying  whatever  of 

the  completed  armature.  This  .-lass  of  varnish,  it  is  found,  re- 
sists the  effects  of  heal  and  vibration.  The  Standard  Varnishes 
arc  sold  under  the  name  of  "Voltalac"  and  "Baking  Voltalac." 
The    souvenir    Of    the    company    this    year    is    a    very    acceptable 

aluminum  match  safe. 

•ti?* 
SUPERIOR  GRAPHITE]  PAINT. 


The  Detroit  Graphite  Manufacturing  Co.,  of  Detroit,  makea  a 

protective  paint  that  has  had  a  very  large  sale  for  use  on  bridges 
and  viaduct  It  has  proven  to  be  entirely  acceptable  for  this  pur- 
pose as  proved  by  constantly  Increasing  orders  and  its  adoption 
by  many  of  the  leading  railroads  of  the  country.     Not  only  is  it 

B] hied  for  new  structures,  bnl  it  is  also  being  used  to  a  very 

great  extent  in  repainting  1  id  bridges  where  corrosion  has  already 
taken  place     I  onsumers  have  testified  that  with  proper  precau- 
tions  the   "Superior"   graphite  paint  arrests  such   corrosion   and 
1  oent  protects  e  coating. 

The  Ohio  Brass  Oo.  is  distributing  a  ping  pong  bat    This  is  a 

"bat"    for  the  ladies   and   not   for  the  men. 


Oct.  io.  1002.] 


DAILY    STREET    RAILWAY    REVIEW. 


(','.)!) 


DEARBORN  DRUC  &  CHEMICAL  CO. 


NATIONAL  LEAD  CO. 


a  Btreet  railway  convention  would  be  a  dismal  (allure  if  Hi" 
Dearborn  Drug  &  Chemical  Co.,  of  Chicago,  Bhould  forget  to  ex- 
hibit, tor  the  representatives  of  this  represei  tatlve  concern  know- 
well  how  to  combine  business  and  pleasure  and  not  only  furnish 

a  g 1  display,  but  also  souvenirs  to  appeal  to  all  lastes.     This 

year,  as  usual,  the  Dearborn  booth  is  crowded  all  day,  and  the 
amount  of  jollity  that  emanates  therefrom  woul  lit  to  a 

pink  tea.  Seriously,  however,  the  exhibit  bj  this  company  is 
well  worth  noting.  It  includes  barrels  of  its  teed  water  treat- 
ment for  boilers  and  samples  of  high-class  lubricating  oils  and 

-OS. 

The  Dearborn  company  is  employed  to  test,  feed  waters  in 
•  many  of  the  street  railway  power  plants  in  the 
Country,  as  well  as  many  railroad.  Bteamb  at  and  other  steam 
engineering  plants.  The  company's  plant  in  Chicago  is  one  of 
the  largest  and  most  complete  in  the  world.  Tin  company  has 
offices  in  nine  cities  oulside  of  Chicago.  One  of  the  most  popular 
souvenirs  given  out  is  a  bottle  of  perfumery  for  the  ladies,  the 
product  of  the  Dearborn  laboratories.  Representing  the  com- 
pany are  Vi<  e-President  R.  F.  Carr,  Eastern  Manager  W,  B  Mc 
Yickar  and  Messrs.  C.  W.  Spear  and  Otto  Flui 

MCGWIRE  MANUFACTURING  CO. 


This  company  la  Bhowing  a  rotary  snow  sweeper  with  stool 
underframe.    The  sweeper  is  a  "double  ender"  with  full 
width  >n  both  ends,     it   is  one  of  12  ordered   for  the 

Union  By.  of  New  Tort  city.  The  Interior  equlpmenl  is  the 
usual,  furnished  with  McGulre  plows  and  sweepers,  a  Colum- 
bian  i"  shown   in   connection    with   He-   sweeper.     The 

ier  nplete,  without  motors,  weighs  2.000  lbs. 

The  company  also  shows  .1    double   truck   Street    sprinkler  built 

f..r  the  Newport  News  .v  Old  Point  Railway  Co.,  Hampton,  Va. 

It  comprises  steel  tans  8  ft.  6  in.  In  diameter,  and  is  n.  1;  in. 

long,  provided  with  an  air  reservoir,  .'MxTS  in.,  and  an  electric 
air  c  impressor  which  Btores  air  in  tin'  reservoir  com- 
1  1..  80  lbs.    Tin-  sprinkler  n  mounted  on  McGulre,  39A, 

double  truck  equipment   and   is   complete   with    all    1 essary 

anil   appliances   for   sprinkling   Streets    Of    100   ft.    or    more. 
in    width. 

The  _  ■      illl.l    are    W.    J.    I  !OOke,    \  iee     .1 

dent,  and  B.  1'.  Stewart,  ~alos  manager. 

The  exhibit  also  Includes  a  McGulre  steel  truck  ami  a  sliding 
cushion  fender. 

*>.  ••  «• 

CONSOLIDATED  CAR   HEATING   CO. 


prominent  feature  of  the  Consolidated  exhlbll  is  a  chair 

ear  heater  designed    for  use  on   high   s| d    iiiterurl.au   roads.      II 

ened  to  the  truss  plank  and  extends  nearly   the  lull  length 
of  the  car.    n  has  recently  been  adt  pted  by  the  Auroi      ! 
Chicago  •  .V  .[..liit.  Canton  &   Akron.   Detroit,   Ypsilanti. 

Ann  Ari.or  .  Lackawanna  ,v   Wyoming  Valley,  and  Is 

shown  at  the  convention  on  car  exhibited   by  the  Jewett   Oar 

i'...      I  ,   chair  ears  running   between    Albany   and 

Th.-e  mpanj  Is  also  exhibiting  on.   ol  'in 
ledal  finish,  designed  tor  private  car  for  thi   Oonnectl 
llway  ,x  i.ighi 

*«* 
BOLIDATBD  OAB  PENDBB  00. 


owing  prominent!]   two  of  the  latest   fen 
.rough!  out  by  this  company,     i  Model 

JIM I     Model    "D"     lor    high        peed     I II I  .   1  II I  I..I  ll    ears. 

The  f.  bached  to  a  stationary  platform  which 

I   -.villi  the  Milieu  car  Step  lifter.     At   mil    side  of  the 

the  Campbell  snow  broom,     \n  of  these 

•  .r  tin-  "lie.,  lew,"     'i  he  si 
Mbit  l«  In  charge  ,,f  George  ll.   Holllngswortb.     Tin-  company 
pocket  writing  tnbli 
unable  to  be  present   am 

more   familiar  figure 
•  rations  than  Col    \\ 


The  National  Lead  Co.  Is  showing  samples  of  its  "Phoenix" 
and  heavy  pressure  metals  for  bearings.  On  a  table  are  shown 
specimens  of  armature  bearings  lined  with  l'hoenix  babbitt.     One 

of  the  bearings  shown  has  been  in  continuous  service  on  a  De- 
troit United  Railway  car  since  Aug.  2-.'.  1901,  and  will  be  put 
back  in  serviie  again  as  soon  as  this  convention  is  over.  Us 
exhibits  comprise  samples  of  armature  bearings,  motor  axle 
bearings  and  car  .journal  bearings,  all  of  which  have  made  phe- 
nomenal records.  These  samples  were  taken  out  of  active  Serv- 
ice and   brought    to  the  hall   for  exhibition  purposes  and   will  go 

back  into  service  as  soon  as  the  convention  closes.  The  National 
Lead  Co.  is  represented  by  I-'.  B.  Pierson,  of  Detroit;  Waller  ll. 
Baker,  of  si.   Louis;  Mr.  Arthur  E.  .Tones,  of  Cincinnati;  R.  L. 

W'eillias,  ol    New  York;  Waller  P.  Marks,  of  Chicago,  and   Albert 

c.   Marks,   Detroit.     The  company's  souvenir  is  a   neal   pocket 

knife  bearing  the  company's   name. 

C.  J.  HARRINGTON'S  EXHIBIT. 


C.  J.  Harrington,  the  well-known  New  York  dealer  in  railway 
supplies,  exhibits  in  the  annex,  where  he  has  the  assistance  of 
Mr.  Frank  Miller,  nis  New  England  representative; .  Mr.  P.  It. 
Goldey,  representing  the  Ann  Circuit.  Breaker  Co.,  and  Mr.  J.  P. 
Hell,  manager  of  the  Hell  Rail  Joint  Welding  Co..  of  Milwaukee. 
Mr.  Harrington's  display  is  very  complete  and  includes  overhead 
material,  gears  and  pinions,  pipe  brackets,  lightning  arresters, 
third  rail  arresters,  commutators,  fuse  strips  and  wire,  incan- 
descent lamps,  vitrified  conduits,  mica  and  numerous  other 
devices. 

The  delegates  seemed  especially  interested  in  the  Heil  cast-weld 
rail  joint.  It  is  claimed  for  this  joint  that  it  is  cheaper  to  pre- 
pare and  repair  the  track  for  welding  the  joints,  that  the  joint  is 
perfectly  fused  ami  perfectly  welded,  that  it  furnishes  the  best 
electrical  conductivity,  that  il  is  the  neatest  and  strongest  joint, 
and  that  the  joints,  when  welded,  make  a  perfect  track. 

LUDLOW  SUPPLY  CO. 


This  company's  space  is  located  in  the  right  hand  gallery  ami 
the  list  of  companies  whose  specialties  if  handles  is  a  long  one. 
Special  attention  is  directed,  however,  to  the  "Automotoneer"  of 
the  Garton-Daniels  Co.,  the  pneumatic  jacks  of  the  Garry  Iron  & 

Steel  Co.,  the  Q track  drills,  and  the  Johnson  trolley  retrlevi  i 

The  complete  list  of  companies  it  represents  is  as  follows:   Mom 
Electric  Co.;   The  Chisholm  &  Moore  Mfg.  Co.;   Garten-Daniel 
Co.;   Duff  Mfg.  Co.;    Nichols-lantern  Co.:   TT.  Con-  ,v-   Co.;    Prank 
Ridlon  Co.;  Garrj    iron  S   Steel  Co.;  Horner  Truck  &   Foundry 

Co.  The  Ludlow  BOUVenlr  this  year  took  the  form  of  a  small  cm 
ing  Co.;  R.  Bliss  Manufacturing  Co.;  Lumen  Bearing  Co.;  Crouse- 
iiinds  Blectrlc  I  o  and  Detroit  Trolley  &  Manufacturing  Co  Ltd 
Among  those  making  their  headquarters  al  Ihis  space  an-  Mr 
W.  IO.  Ludlow,  president;  Mr.  J.  B.  Ludlow,  secretary;  Mr.  A.  J. 
i,,!,,,  on,  of  the  Federal  Manufacturing  Co. ;  Mr.  J.   v.  B,  Tltu     ol 

n  i i    Co    and  Mr.  E.  C.  Powers  of  Qarry  Iron  &  Steel 

Co      the  Ludlow  souvenir  this  year  look  the  form  of  a  small  en- 
voi,,,  pener  bearing  on  the  handle  the  familiar  trade  mark  of 

the  Ludlow  Supplj  I  lo 

BtttK 

CONTINUOUS  BAIL  JOINTS. 


The  Contlnuou    Bail  J I  C I rlca  Bhows  a  full  line  of 

tor    both    girder   and    T   sections   of    rails,    together    with    II 

special  display  showing  b ling  for  street  rallwaj  UBes,    General 

Manager  L,  P.  Bralne,  of  Newark,  Y  J.,  superintends  the  exhibit, 
: other  repre  entativei  present  an-  B.  M.  Barr,  of  New  xork; 

S     IV    McGougb  and  .1.   II.   Alhn.  of  Chicago;   W.   A.   Chapi of 

I-     i     Dalton,   "I    Troy,   and   J,   Q.   Miller  and   I '.    E.    Irwin, 

of  St.  Louis. 

\i,    ,i    s    Hamlin,  manage!  ol  sales  for  the  United  States  Steel 

i  w .   i  Everett,  Mass.,  which  makes  the  NesJ  duplex  brake 

is  .-it  the  convention,    Mr,  Hamlin  was  for rly  master  i ihanl 

,.l    the    I   moil  Traction   Co.,    A  ml.  r:.on,    Iml. 


700 


DAILY    STREET    RAILWAY    REVIEW.  tVoi    XII,  No.  3 

sl  pplymBS  B   DAI  TBS  HUM. I.  I.MIIl.ll 


1, ,,,,  the   whole  "i    r<  rterdaj    tor  an 

inspect  Ion  of  11 iblblts  nnd   ii    was  onlj   essary   to  walk 

through  the  Exhibit Ball,  r !■« -  Annex,  the  (treeta  adjacent  <•• 

rlora  where  exhibit*  were  ahown  to 
-  lived  "i'  i"  ii"'  program. 
Hit* 
THEATRE  PARTIES  last  EVENING. 


There  w<  1  "K-  '""'  •"  ""'  ' ' 

Opera  House,  under  the  espionage  "t  the  local  committee,  ami  the 
other  al  Temph    1  veu  by  Prealdenl  .1.  M,  Griffin,  oi  the 

Wheel  Truing  Bi  ■   "*■  "  l**ge  attendance  <>i 

iiii  their  ladles,  Is  each  instance,  and 
Dtertainmenta  provided  were  prononnced  most  enjoyable. 
»tH»t 
,  ROKER  W  lli.i  .1  1:1:   11:01. 1. 1A   THIP. 


The   trollej    parts    given    bj    the  Oroker-Wl lei   Oo    to   the 

Rochester   power   plan!    on   tbe    Flint    division   of   the    Detroit 

United  Railway  wns  a  mosl  enjoyable  affair.    A  large  Dumber  ol 

were  In  attendance  and  the  ••run"  was  made  In  record 

time  i"  the  power  planl  which  was  Ins] ted,  after  which  every 

regaled  themselves  with  refreshments  which  were  served  in 
abundance,  Mr.  Putnam  A.  Bates,  assistant  secretary  of  tin- 
company,  was  master  of  ceremonies  and  made  11  pleasant  for  all 
in  attendance. 

»5»S»i 
Mr   C,  P.  Wilson,  general  manager  and  chief  engineer  oi   the 
Camps  Bay  Tramway  Co.,  Cape  Town.  South   Africa,  arrived 
.   on  Wednesday;   he  is  now  in  this  country  on  a  leave  ot 
absence  tor  a  tew  months,  and  is  making  his  headquarters  in 
Milwaukee.     Mr.  Wilson  lias  hern  in  Cape  Town  since  January. 
1901,  and  reports  that  he  is  greatly  enjoying  the  opportunity  the 
convention  gives  him  to  meet   his  street   railway  friends.     Mr. 
Wilson  is  one  of  the  modern  street  railway  men.  young  in  years, 
but  old  In  experience.     Soon  alter  his  graduation  from  Cornell. 
about  eleven  years  ago,  he  was  superintendent  of  the  33d  and 
Market   st.   lines  of  the   Philadelphia   Traction   Co.;    later   chief 
engineer  at  Sioux  City,  la.,  and  afterwards  chief  engineer  of  the 
Milwaukee  Electric  Railway   &    Light    Co..  which   position  he  iv- 
ied to  go  to  Cape  Town 

Among  the  representatives  of  the  Chrlstensen  Engineering  Co. 
present  at  the  convention  are  James  J,  Riley  and  w.  11.  Goble, 

both   of  New    York. 

*«* 

Mr.   Alexander  V.   B 1.   vice-presldenl   of  the  United  States 

\v 1  Preserving  Co.,  29  Broadway,  N.  Y..  is  here  to  Introduce 

the  n leu  block  pavemenl  made  by  his  firm.    On  August  5th 

the  1: ad  Commissioners  of  Connecticut  rendered  a  decision 

giving  the  Hartford  Streei  Railwaj  Co.  permission  to  lay  wooden 
1,1  ck  between  its  tracks  on  Main  St. 

*«* 
The  Sterling  Heaker  Co.  is  represented  at  the  convention  by 
president,  C.  S.  Ackley,  K.  r    Wickwlre  and   E    B    McLean 

Sir.  r.  R.  spear,  of  the  Spear  >v  Miller  Co.,  brake  shoe  manu- 
facturers, of  Chicago,  is  here  renewing  old  acquaintances  and 

making  new    01 

tt*t*t 

Mr.   A,   B.   Dalby,  formerly  president  of  tbe  Hipwood-Barrett 

iar  l  .-ii.l.  i  Co.,  an,!  now  manager  ol  the  Btreet  railway  depart 
lent  ol    the  General   supply   Co.,   New   York,   is  an  interested 

visitor   at    tl (invention.     The   General    supply    Co,    has   just 

ued  a  depot   for  Btreet   railwaj    supplies,     it   handles  brake 
shoos,  malleable  iron  castings,  overhead  material  and  track  and 

shop    ti 

The  National  Lock  Washer  Co.,  of  Newark.  N.  .1.,  exhibits  the 
well  known  National  Sash  Lock  and  thi    National  Curtain  Fixture, 
among  other  products  of  its  factory.     Their  exhibit  is  in  charge  ot 
tary  W   C    Dodd,  assisted  by  Mr.  R.  L.  Thomas. 


The  Brill  exhibit  Ii  In  the  annex  just  oil  the  main  aisle,  and 

n  and  bracks  displayed  are  attracting  their  full  share  ol 

attention.    The  company  has  a  large  representation  both  at  Its 

exhibit   splice  anil  at    its   parion   111   tbe  Cadillac. 

w  E8TING si:    EXHIBIT 


The    Westlngbouse    Electric    \-    Manufacturli  -  -    baa 

always   been    Its   custom,    make-   an   elaborate  display,    ils  app 
atus  being  classified  into  six  exhibits.     No    i  i>  »  1,500-kw.  rotary 

• verier  of  the  same  design  as   those  ordered   bj    the   Rapid 

Transit  Bubwaj  Construction  Co  of  New  York;  OB  of  these 
machines  have  been  built  or  are  on  i  rder  since  tbe  Hrsl  one  was 

put  "in  about  a  year  ago.     No.  -'  is  an  exhibit  ol   a  c plete 

multiple  control  apparatus  for  two  cars  with  two  No  131  con 
trollers  and  (our  No.  50  C  motors,  all  arranged  on  tracks  for 
operation. 

Exhibit  No.  •':  Is  devoted  to  railway  motors  and  Includes  a 
No.  50-C,  which  is  the  type  used  by  the  Union  Traction  Co   ol 

Indiana;  a   No.  Til.  BUCfa  as   is  in  use  on  the   Rapid    Railway   > 
(■'in   of   Detr  it.   in   two-motor  equipments,   and   bv    the  Toledo, 
Fremont  &  Norwalk  In  four-motor  equipments;  and  a  No.  81,  a 
type  of  which  i.timi  are  used  by  the  Brooklyn  Height  R.  R. 

Exhibit  No,  4  is  the  Type  N  transformer,  which  lias  been  de- 
signed to  obtain  good  efficiency  and  regulation  with  all  kinds 
of  bads  and  high  insulation.  Exhibit  No.  .",  comprises  three- 
phase  Type  C  induction  motora. 

Exhibit  No.  6  is  given  to  detail  apparatus  Including  cell-type 
dlverters  as  used  for  starting  resistance  In  street  ears;  canopj 
switches  for  street  railway  equipments;  automatic  car  circuit- 
breakers;  automatic  circuit-breakers  for  direct  ami  alternating 

current,  with  laminated  copper  brush,  swinging  alius  and  cart 

shunts  at  the  top;  iron  fuse-  blocks  for  street  cars;  direct  -current 

Illuminated  dial  voltmeter  and  ammeter;  and  low-equivalent 
lightning  arresters. 

The  company  is  represented  by  F.  H.  Taylor,  L.  A.  Osborne, 
Arthur  Hartwell.  W.  H.  Whiteside,  c.  BJ.  Skinner.  A.  Whitley, 
and  J.  M.  Duncan,  of  Pittsburg:  T.  P.  Gaylord,  C.  W.  Regeeter, 
and  Irvin  Dryer,  of  Chicago,  and  C.  B.  Humphrey.  R.  K.  Drake, 
C.  W.  Underwood,  W.  E.  Parker,  Geo.  B.  Dusinberre,  F.  B.  H. 
Paine,  J.  R.  Gordon,  R.  S.  Brown.  N.  S.  Braden,  D.  D.  Pendleton. 
B.  T.  Brady,  H.  B.  Shute,  N.  W.  Storer,  S.  W.  Kier,  H.  P.  Davis. 
P.  N.  Lincoln,  C.  Renshaw,  H.  N.  Cheny.  C.  F.  Medbury,  W.  B. 
Wriaks.  M  Baxter,  J.  L.  Crouse,  from  other  of  the  company's 
offlci 

i    \nii. I. \c  BOTBL. 


Nearly   all    the  parlors  on   the   second    II ■  of   the   Cadillac   are 

being  used  as  reception  rooms  by  manufacturers.  Among  those 
entertaining  are:    John  Stephenson  Co.,  Parlor  A,  in  charge  of 

E.  .1.  Lawless,  general  sales  agent,  assisted  by  Thomas  Carey.  ..I' 

the  Most nice,  and  ,).  a.  iianiia.  of  Cleveland;  O,  J.  Harring- 
ton, ParlOI  E,  in  charge  of  Mr.  Harrington,  assisted  by  Frank 
Miller.  New  England  representative,  Samuel  Halgh,  Philadelphia 
office;  lvckhain  Truck  c,,..  Parlor  I'.  E.  Peckham,  president  ot' 
impanv,  assisted  bj  -i  A.  Hanna  and  I".  a.  Richards,  of 
Cleveland.  In  Parlor  K  the  Chrlstensen  Engineering  Co.  is  well 
represented  by  N.  a.  Chrlstensen,  F.  C.  Randall,  manager  of 
sales,  .i.  t.  Cunningham,  J.  F.  Dickson,  F.  L.  Hutchinson,  u.  T. 
Tell,   .1.    H.    Denton,    Harry    Ransome,    w.   .1.    Richards,   C    D, 

Knight.  K.  Bldred,  C.  James.  Win.  Powers,  W.  Waters.  W.  II. 
Gold,  J.  J.  N«t.  c  p.  Tollman.  Tbe  J.  G.  Brill  Co.  at  Parlor  .1 
is  in  charge  of  Wm.  II.  He-tilings.  Jr.,  who  is  -issisted  by  D.  B. 
Dean,  Samuel  Onrwen  and  G.  m.  Haskell. 

*t*t»t 
LUMEN  BRONZE. 


The  exhibit  of  the  Lumen  Bearing  Oo.  is  just  at  tbe  head  of 
the  stalls  leading  Into  the  gallery,  and  comprises  bearings  of 
various  sizes  and  styles  tilled  with  the  Lumen  bearing  metal, 
which  has  been  described  in  the  "Daily  Review." 


Oct.  io.  1902.]  DAILY    STREET    RAILWAY    REVIEW. 

PLASTIC    KAIL   BOND.  THE  CHASE-SHAWMUT  FLEXIBLE  BOND. 


701 


Harold  r.  Brown  has  prominent  spa..-  at  the  end  of  the  main 
aisle.  Hi-  has  arranged  a  unique  nnd  very  striking  exhibit,  con- 
sisting of  apparatus  for  performing  various  tests  on  rail  bonds. 

The  chief  feature  is  one  Joint  of  75-lb.  Trail  with  two  \..  hoikni 
s..ii«i  copper  bonds  in  which  the  dm  p  »i  1  ft.  of  rail  with  1,000 
amperes  is  reported  to  be  greater  than  the  drop  of  1  ft.  of  rail 
with  tho  bonds;  as  also  wis  tiio  caso  when  the  current  was 
raised  t..  3,000  amperes.  The  :i,000  amperes  passing  through 
Hi.  mil  produced  such  strong  magnetic  Held  that  a  coj  per 
bond  carrying  the  current  past  the  joint  was  attracted  from  a 
distance  of  4  >»■  op  to  the  web  of  the  wire  bj  magnetic  attrac- 
tion, an  action  that  was  doubted  by  practically  every  electrical 
engineer  who  called  at  the  exhibit  until  lie  saw  it  actually  done. 
In  conjunction  with  the  exhibit  was  shown  a  new  motorman's 
mirror,  designed  to  afford  a  means  by  which  the  inotornian  can 
see  the  entire  right   side  of   the  ear  and    watch    passengers    get- 

ting  off  or  on  without  doing  more  than  slightly  turning  his  head. 
The  minor  projects  about  six  Inches  beyond  the  side  of  the  car 

hut  it  is  supported  OB  a  novel  double  swing  spring  hinge  which 
permits  the  mirror  to  give  in  either  direction  if  it  is  struck  by 
obstacle,  without  damage  to  itself.  The  action 
permits  the  mirror  to  at  once  resume  its  normal  position  after 
the  obstruction  has  been  passed.  The  mirror  itself  is  mounted 
in  a  backing  of  cork  which  effectually  prevents  breaking  or 
damage. 

•t»tU 
WHEEL  TBI  INC    BB  \ki:  SHOE. 


The  Wheel  Truing  Brake  Shoe  Co.,  of  Detroit,  exhibits  two 
specialties, — its  truing  brake  shoe  and  ils  commutator  truer.     In 

the  brake  shoe  President  J.  SI.  liritfin  declares  that  the  flat  w  1 I 

problem  has  been  solved.  That  is,  be  does  Dot  mean  to  say  thai 
a  means  has  been  discovered  of  preventing  Hat  wheels,  but  that 
his  company's  shoe  makes  ii  possible  to  true  them  up  quickly 
and  cheaply  without  taking  Hie  car  or  engine  out  of  service. 

oinmutator  truer  not  only  cleans  tl animator,  but  at 

me  time  trues  it  up  by  removing  any  ineipialities  which 
may  have  formed  upon  it-  surface.  This  is  done  with  an  abrasive 
upon    the  same    principle    used    by    Ibis    concern    in    truing   a    Hal 

wheel.     Tin-  device  is   -ate.   is  automatically  adjusted   to  any 

diameter.  It  has  a  three  point  bearing  and  cuts  truly.  It  is  insu- 
lated and  the  abrasive  is  not ndUCtive.     .Mr.  liritlin  calls  alien 

tion  to  an  advertising  folder  thai  tells  by  means  of  Illustrations 

■  on   between   a   general    manager   and    Ins    master 
mechanic  of  the  value  of  tl unpaiiv's  products. 

*** 

BALDWIN  TRUCKS. 


At  tin-  head  of  tin-  street   exhibits  i>   tin-  exhibit   of  the  Bald- 
win Locomotive  Works,  consisting  of  two  trucks,  one  a  motor 

truck  built  for  Westingbouse,  Church.  Kerr  &  Co..  for  the  Lacka- 
wanna A:  Wyoming  Valley  Hallway  Co.,  and  the  other  a  trailer 
truck  for  the  same  people.    The  headquarters  of  the  Baldwin 

Works  are  at  tin-  Wcstinghouso  exhibit  in  Convention 
ftftft 
1  ill.   \  \\   DOBN  COl  PLBR, 


The   W.  T.    Van    Don   Co.   exhibit   of  lie-  aillomalic  couplers  thai 
bear  Mr.  Van  Dorn'l  name  is  in  Hie  building  ai   171    Laine.l  street, 

near  Uu  onventlon  hall.    The  Van  Dora  coupler 

idard  on  many  of  tie  of  He-  country,    It  Is 

net  patterns  of  different  sizes,  it  Is  machln 

■  ml    tin-    links   are    milled    with    a    milling    machine,    which 

•lately  exact.    The  Metropolitan  West  side 

I  Elevated  and  Hie  Lake  street 

md  the  Boston  Elevated  are  among  large 

il    Mr,    Van   I  lorn.     The  exhibit   I-   in  charge  of  Mr.   W. 

1  Dorn,   who  smilingly  greeti   visitors  and  present!  each 
■vith  an  aluminum  clear  1 

fc  ft  ft 
Mr  Paul  i  ,  qii  Breaki 

of  Philadelphia. 


The  Chase-Shawmut  flexible  roil  bond  is  again  attracting  much 
attention  as  one  of  the  latest  types  of  soldered  bonds.  The  advan- 
tages claimed  lor  this  bond  arc  that  it  is  easy  to  apply,  that  a 
high  conductivity  is  guaranteed  by  the  soldered  contact,  that  the 
cost  of  installation  is  small,  and  when  once  in  place  it  is  very 
difficult  to  dislodge,  ami  that  it  is  always  open  to  inspection. 

The  Chase-Shawmut  Co.,  which  is  a  Boston  house,   is   repre 
sented  here  by  Frank  D.  Masterson,  its  bond  representative     Mi 
Masterson  wishes  it  known  that  his  company  will  be  pleased  to 
send  to  all  who  request  it   a  copy  of  "Electrical   Mala,'   a   useful 
little  handbook  published   by  the  company. 

*** 
CHRISTENSEN   All:   COMPRESSORS 


Mr.  N.  A.  Cliristonsi  11,  of  Milwaukee,  is  showing  in  the  annex 
a  Cliristensen  motor  driven  air  compressor  for  use  in  shops, 
power    houses,    etc.,    for    furnishing   1 lprcssed    air    for   cleaning 

purposes,  for  pneumatic  tools,  etc.     His  simps  are  turning  out 

these  self  Contained   compressors    in    sizes    up   to    17.",    Ii     p.      The 

motor  for  driving  the  compressor  is  provided  with  automatic  cut 
in  and  cut  out  control,  which  is  positive  in  action,  and  throws 
the  load  onto  the  motor  direct  without  resistance  contr  1, 

*Cft 
KALAMAZOO  RAILWAY  SUPPLY  CO.,  KALAMAZOO,  MICH. 


This  company's  display  is  in  the  balcony.  The  Kalamazoo 
Railway  Supply  Co.  sells  hand  cars,  inspection  cars,  trolley  line 
cars,  push  cars,  rail  cars,  track  velocipedes,  Kalamazoo  trolley 
wheels  and  harps,  cattle  guards,  friction  jacks,  jack  screws,  car 
replacers,  railroad  tanks,  ami  a  hundred  other  electric  and  steam 
railroad  specialties. 

ftftft 
THE  LAST  HORSE  0AB   IN   DETROIT. 


Detroit  was  the  fourth  city  in  the  United  Slates  Io  have  horse 
railways,  and  was  one  of  the  lirsi  lo  abolish  them  In  favor  of 
electric  traction. 

The  last  horse  car,  No.  30,  operated  in  Detroit  was  run  on  the 

Woodward    line    from    the    foot    of    W Iwnrd    ave.    Io    the    City 

Hall  on  Nov.  9th,  1805,  at  :;:iin  o'clock  p.  m.  At  this  point  the 
horses  were  unhitched  and  sold  to  the  highest  bidder,  the  pro- 


ceeds io  go  toward  ibe  Detroit  Journal  Explosion  Sufferers'  ( I. 

The  team   brought   J20 The  ear   was   then  attached  to  a 

motor  and    Muled    OP    Woodward    avenue    lo    Ibe   end    of    Ibe    line. 

By  the  lime  II   reached  there,  about   all  there  was  left   of  tl ar 

was  Hie   trucks,   the   body   having   been   I;  i Led    to  pieces   by    Hie 

Crowds  as  souvenirs. 

ftftft 

Mr  1;    i)    Na   Ii     "  ana  «  ol  thi   Savannah  ic.a  1  |.;i,,  1,  le  Co., 
1    Mm    ei   iim    di  I-  -.I-    iron,  ii,,-    Miiih.     Mr.  Nagle  recel1  1  1 

cordial    welcome   from   all   In.,  obi    friend      111    Hi.     mull I    west. 

Mr,  Nagle  is  1 tnpanled  bj   1.    v  Pov tant  treasurer 

»»» 

Tie   EJccleston  Lumbi     1  1  e  1  ■>    pi  1  laity  of 

lies,  poles  and  en  [to   ta<  llll  li  n  h  1  aat  orders,  no 

■ |'l  I'.      'I'l I      I  nun         linl.      Ill      He 

New  York  CltJ  I  "no  Ho    mills. 


:u2 


DAILY    STREE1     RAILWAY    REVIEW. 
PANTASOl  JOHNSON'S   TBOLLB1    BBTBACTOB 


The  i  Id  » tm  h  "Pant 

1  i    attention  ol  di 

hilut    ol    1  in    the    balcony.        As    i 

known,   this   materia]  emblea   morocco   leather,  and 

rked  its  waj  Inl 

i  no,  i,>  rot,  i  rack  or 

iii,   ,  ompany. 
«t*t*t 
JOHNSON  CAB  BBPLAOHB, 


This  device  is  manufactured  by  the  Johnson  Wrecking  Prog 
Co.,  of  Cleveland,  (>.,  tor  the  purpose  of  providing  a  meal 
replacing  can,  trucks,  locomotives  or  an]  other  class  of  rolling 
sin,  k  that  is  liable  to  derailment.  The  devices  comprise  two 
castings,  one  for  each  rail,  so  arched  as  to  lead  the  wheels 
of  a  derailed  car  from  the  paving  or  road  bed  onto  the  rails. 
Mr.  t).  w.  J.  exhibiting  the  replacer.    The  castings  will 

work  on  any  size  or  shape  Of  ra  1 1 

rntse 

PECKHAM    THICKS. 


This  exhibit  occupies  considerable  space  just  outside  the  main 
entrance  to  the  hall.  Ii  is  made  up  entirely  of  trucks,  the  various 
types  being  as  follows: 

iin  No.  32  II,  C.  B.  truck,  one  of  20  now  being  built  for 
the  Columbus,  Delaware  4.-  .Marion  Ry.,  and  is  also  the  type  used 
by  the  Indianapolis,  Lebanon  &  Frankfort  Traction  Co.  and  the 
Toledo  &  Indiana  Ry.  This  truck  is  M.  C.  B.  standard  throughout 
with  triple  eliptic  bolster  springs  and  fitted  with  steel  tired 
wheels.  It  is  prepared  for  four  75  h.  p.  motors  per  car.  This 
truck  weighs  about  9,000  lbs. 

Peckham  "Extra  Strong"  14  B-3  short  wheel  base  truck.  This 
is  one  of  100  now  building  for  the  Cincinnati  Traction  Co.,  this 
being  the  third  order  for  similar  trucks.:  It  is  constructed  foi 
four  Westinghouse  68  motors  per  car  and  has  triple  spring 
suspension  with  wheel  base  4  ft.  6  in.  The  weight  of  each  truck 
without  the  motors  is  5,540  lbs.  Four  hundred  of  these  14  B-3 
"Extra  Strong"  trucks  have  been  furnished  to  the  Massachusetts 
Electric  Cos.  of  Boston.  The  company  had  intended  to  exhibit 
a  new  truck  built  for  tne  Aurora,  Elgin  &  Chicago  Electric  Ry. 
Co.,  but  unfortunately  the  truck  was  delayed  in  transit  and  has 
not  yet  arrived.  The  Peckham  staff  of  selling  representatives  and 
agents  was  out  in  force. 

It  UK 
l'KN.V.  STEEL  CO.'S  EXHIBIT. 


Pennsylvania  Steel  Co.  has  a  commodious  booth  where  it 
displays  models  o  j  safety  switch  stand,  the  "Anvil 

djustable  angle  bar  re-enforced  split  switch,  "Challenge" 

split  switch  and  other  devices.  There  are  also  shown  some  In 
teresUng  bine  prims  of  special  work  layouts  ami  pictures  ol 
bridges,  particularly  the  Goktick  viaduct  of  Burmali,  India.  In 
addition  to  giving  ca  lers  a  new  catal  U  street  railway 

work,  Hi, mpanj  presents  each  with  a  Bteel  tape  souvenir.    The 

booth  is  attractively  arranged  and  furnished  with  office  equip- 

nt    B.  E.  Belknapp  In  charge,  and  other  repre 

sentatives  in  attendance  arc  \v.  0.  Cuntz,  ol  Philadelphia;  J.  O. 
Miller  and  A.  1'.  Ii  win.  of  St.  Louis;  Clifford  J.  Bills  and  11.  K. 
Parsoi  i  uarles  S.  Clark,  of  Boston,  and  C.  1'.  Alden, 

«*« 

THE  CBEAGHBAD   PRODI  OTS. 


The  Qreaghead  Engineering  Co.,  of  Cincinnati,  is  represented 
by  its  sales  manager,  Mr.  A.  B.  Payne,  who  takes  pleasure  In  de 
tailing  the  excelli  ul  points  of  the  company's  exhibit,    a  full  line 
of  overhead  material  is  shown.  Including  the  Oreaghead  mean 
I  lamp  and  the  Bourbon  strain  insulator.    To  enumen 
railway  companies  using  reaghead    m 

would  tak.  eaghead  company  also  handles 

an  Car  s.at   rjo.'a  products.     Mr.  Payne  gives  each 
caller  a  handy  pocket  rule. 


The  Federal   .Manilla  [ting  on  the 

known  as  the  "Johnson    TroUej    Eli  tractor,' 
which,  as  its  nan  i  to  afford  protection  to  the 

overhead  construction  when  the  trolley  i>oic  leaves  the  wire. 
The  mai  bine  i  onslsti  of  a  rotatahls  casing  mounted  In  name  ami 
containing  irOvlded  with  an  automatic  adj 

locking  device,  a  retractor  arm  or  proper  length  receiving  the 
power  oi  n,  through  the  medium  ol  the  arm  and  yoke. 

As    the    retractor    Springs    can    be    wound    up    by    the    ratchet    to 

agree  with  the  trolley  pole  tension,  the  vicious  action  of  unnecei 

'ii    power   In   the 'start  Is  obviated   in  case  the  harp  should   be 
pressed  against   the  wire 

The  action  is  briefly  this:     When  the  car  Is  running  and  the 
trolley  on  the  wire,  the  tension  reel  accomodate  latlona 

In  the  heights  of  line,  but  when  the  trolley  jumps  from  thi 
sudden  upward  movement  of  three  or  four  inches  locks  the  reel 
and  raises  the  latch.  The  arm  then  swings  down  like  the  action 
ol  a  human  arm  and  carries  the  trolley  with  it.  the  reel  remain 
ing  securely  locked  while  in  that  position,  but  is  released 
the  arm  is  raised  to  upright  position  to  replace  the  trolley  on  the 
wire.  The  device  is  in  use  on  cars  of  the  Western  Ohio  Railroad, 
the  Toledo  &  Western,  and  the  Cleveland.  Klyria  &  Western. 

half  a  khjBOubne  walkover  seats. 


This  year's  exhibit  by  the  Hal,    ,v    I  Co.,  of  Philadel- 

phia, manufacturers  of  car  seats,  is  much  more  elaborate  than 
usual,  there  being  a  great i  of  "Walkover"   seats  dis- 

played.    The  steel   construction   of  these   seats  has   ben   highly 
commended  by  many  railway  officials.     The  company  showed  sev- 
eral new  features,  among  which  is  a  bronze  back  band,  Ii 
oi  the  old-style  wooden  i  a<  k  baud  so  long  used.    Mr.  H.  T.  Bige- 
low,  of  Chicago,  extends  a  cordial  w<  icomi    to  callers. 

**« 
A  BURGLAR-PROOF   VEST. 


The  Bellamy  "Vestlette"  tor  street  radway  conductors  is  ex- 
hibited in  the  balcony  by  Mr.  <).  N.  Me '.'lintock,  assistant  man- 
ager of  the  Bellamy  Vestlette  Manufacturing  Co.,  of  Cleveland, 
t).     The  "Vestletl  ide  ol   strong,  durable  material,  with 

cloth  finish  of  same  color  as  the  uniform  and  of  a  quality  suitable 
lor  any  gentleman's  wearing  apparel.  It  has  nine  commodious 
and  convenient  pockets  lor  money,  tickets,  reports,  pencils, 
punch,  transfers,  watch,  etc.     Owing  b  lliar  constn 

it  is  impossible  for  a  pickpocket  to  get  his  work  in  undetected. 
\  Ither  can  change  be  lost  in  running  to  switches  or  jumping  on 
or  off  cars. 

■I  It  It 
THE  "CLIMAX"  STOCK  GUARD. 


Mr.  H.  S.  Overstreet,  manager  of  the  Climax  Stock  Guard  Co., 
Marquette  Bldg.,  Chicago,  who  is  at  the  convention,  gives  the 
following  reasons  why  interurban  roads  should  use  tne  "Climax" 
guard: 

Its  own  weight  is  all  that  is  necessary  to  keep  it  in  position 
with  a  Jin.  wooden  cleat  arou.nl  the  guard.  It  can  neither  burn, 
rust  or  decay,  and  is  practically  Indestructible.  It  is  cheaper 
than  either  wood  or  iron,  and,  in  tact,  has  no  competitor  In  price. 
It  does  not  require  to  be  taken  up  at  bast  twice  a  year,  that 
the  weeds  growing   through    it    may    bo    cut;     no    Wi 

[h  this  guard.  The  expense  of  installation  is  practically 
g,  as  it  needs  no  special  preparation  to  place  it  In  the 
track;  no  excavation  and  no  changes  in  the  track  beyond  the 
possible  replacing  of  seven  ties,  requiring  the  use  only  of  ordinary 
section  labor.  It  can  readily  be  adapted  to  any  gage  and  to  any 
length  of  guard  desired. 

In  case  a  wrecked  car  or  train  passes  over  it,  or  break  beam 
strikes  it,  it  sustains  less  damage  than  any  other  guard  manufac- 
tured. Should  any  of  the  blocks  be  broken,  the]  Ally  bo 
removed  and  now  ones  put  in,  leaving  the  balance  of  the  guard 
Intac  t.  It  is  impossible  for  train  men  or  others  crossing  the. 
guard  to  be  injured  by  falling  on  this  guard  or  caught  in  it.  In 
repairing  or  changing  the  track,  it  can  be  taken  up  and  replaced 
without  the  slightest  damage  and  at  practically  no  cost. 


Oct    io,  1902.] 


DAILY    STREET    RAILWAY    REVIEW. 


703 


OAKLEY  STEEL  TERMINAL  RAIL  BOND. 


The  Worcester  Steel  Foundry  Co..  of  Worcester.  Mass.,  is  show- 
ing at  the  Chase-Shawmut  booth  the  Oakley  steel  terminal  rail 
bond  fused  joint,  which  embodies  what  is  believed  to  be  a  new- 
idea  in  electric  railway  bonding.  The  terminals  arc  made  of  s 
special  steel  alloy  very  low  in  carbon  and  cast  on  the  copper  cable 
or  ribbon,  making  a  fused  joint.  When  the  terminal  is  expanded 
in  the  rail  it  makes  a  joint  of  high  conductivity 

The  steel  terminal  bond  possesses  many  advantages  but  here- 
tofore the  difficulty  in  the  way  of  properly  fusing  steel  and  copper 
has  hindered  development  along  that  line.    The  inventors  of  the 
>md  claim   to  have   discovered   a  way   to   form   a  perfect 
amalgam  of  the  two  metals. 

The  following  letter  has  been  received  from  H.  B.  Smith,  pro- 
fessor of  electrical  engineering  at  Worcester  Polytechnic  Insti- 
tute, Worcester.  Mass.,  concerning  this  bond: 

•  •  •  "The  two  samples  on  which  the  most  conclusive  measure- 
ments were  made  consisted  of  cast  steel  terminals  on  a  stranded 
copper  cable  of  49  strands  of  No.  16  B.  &  S.  wire.  The  resistance 
of  the  two  cast  joints  and  steel  terminals  gave  approximately 
.000038  ohm.  in  one  instance,  and  .000021  ohm,  in  the  second 
instance.  By  measurement,  and  in  terms  of  the  stranded  cable 
itself,  the  resistance  of  the  two  joints  and  terminals  was  approx- 
imately equal  to  the  resistance  of  7.3  in.  and  4.1  in.  of  .able 
respectively.    Th(  rare  by  the  'fall  of  potential' 

method  and  with  as  high  as  100  amperes  applied  to  the  bond. 
Close  Inspection  and  tests  indicated  that  these  samples  had  an 
excellent  fused  joint  of  high  conductivity." 

««« 
A   NEW  STEPHENSON  CAR. 


The  up-to-date  Interurban  ear  exhibited  by  the  John  Stephen- 
son Co.,  on  1. aiiied  street,  is  attracting  a  great  deal  of  attention. 

It  Is  as the  Monde,  Hartford  &  Fori  Wayne 

peed.    11  is  a  combina 
timi  passenger  and  baggage  car,  the  baggage  compartment  being 
equipped  with  folding  seats  in  order  thai  it  may  be  thrown  inl  > 
a  smoking  compartment.    The  cat  is  piped  for  the  Peter  Smith 

,.f  hot    water  heating;  there  la  a  toilet  at  one  end;  at   the 
.ire  racks    for  parrels;   the   Hour  is   double: 

there  are  Stephenson  Bpring  bumpers  a1   the  ends,  and   in  all 
-  much  like  a  steam  railroad  coach.     Between  the 

■1  the  center  of  tin-  car  removable  card  tallies  are  placed. 

Tin-  interior  finish   is  of   mahogany,   very   plain,   l.ut    DOl    the   less 

pleasing  to  the  eye.    The  bi  il  the  Hale  &  Kilbourne  rat 

tan  walkover  pattern  and  the  register  is  a  Ohmer  make,    The 
trueks  are  the  Stephenson  No   8,  bulli  exp  high  speed. 

The  Stanwood  ear  step  la  used.    The  <    the  ear  over  all 

i*  55  ft.,  the  ear  body  being  1"  feet,  ami  the  vestiimied  platforms 
."•  ft.  each.    The  .;ir  was  built  under  the  specifications  and  Inspec 

Hon  of  E.  P.  Bob  rta  .\  Co  .  Cleveland.  <>.    it  is  in  charg Mr. 

•i    A    Haiina.  the  Stephenson  t'o.'s  -  ol  al  1  leveland. 

SQUIRES'  AUTOMATIC   PEED  WATER  controller. 


The  Standard  Steam  Specialty  Co.,  oi  New  York,  announces 
that  after  a  thorough  li  aken  thi  a 

Squires  automatic  feed   wat<  r  control!  Phi    device  has  been 

on  the  mark  1  -one-  years,  and  is  recommended  highly  by  ail  of 

a  lull  opening  ol  the 
n  a  true  ••■ 
■nrgtet'  tailonary.    it    is   simple   In 

U  til  D,  and  3h  I  ol   this  will   cost  i  ir  n 

pairs  a:  .1  on!  ol  1  atlon  ol  the 

controller  bi  economy  In  coal  con 

sumption  is  obta  to  the 

vary!"  n  the  boili  r  jnm  the  aim, nut. 

"'  »•*  e  at  am,  and  do 

U  v. ,  1,  .1  in  making  it  am 
■Imply  t<»  bl  1,    !■■  11    Lovejoy  rep 

tdelphla,  di  ini, no  d  dr<  atari  and  p 

illieH. 


MOTORMAN'S   SEAT. 

il"'  on  1  rman's  seal  which  has  been  adopted  by  the  interna- 
tional Railway  Co.,  ol  Buffalo,  N.  Y..  and  which  was  described 
iii  the  "Review"  for  July,  1902,  is  to  be  round  among  the  ex- 
hibits of  the  Mori  Is  Electric  Co.,  of  New   i'ork. 

Managers  n  ho  have  tnotormen  making  long  runs  on  Interurban 
roads  and  have  lost   men  because  of  sure  Cee1   would  do  well  to 

see    Ibis    seat. 

men 

WHEEL  GRINDING    MACHINES. 


At  171  Easi  Lai  11..I  -[net.  adjacent  to  the  exposition  building, 
may  be  seen  one  of  the  Springfield  Manufacturing  Co.'s  car 
wheel  grinders  in  operation,  under  the  supervision  of  General 
Manager  George  W.  Jackman,  of  Bridgeport,  Conn.,  where  the 
plant  is  loeat,  d.  The  No.  3  steam  and  electric  ear  wheel  grinder 
made  by  this  company  is  designed  to  grind  wheels  either  on  or 
off  from  axles,  and  is  arranged  to  grind  two  wheels  at  one  time. 
The  emery  wheels  or  rims  are  held  by  a  patent  chuck,  which 
allows  a  very  high  speed  ami  with  perfect  safety.  By  the  Intro- 
duction of  these  chucks  the  centrifugal  strain  is  overcome  and 
the  danger  of  broken  emery  wheels  redui  ed  to  the  minimum,  it 
is  claimed  tor  this  machine  that  by  having  tail  stock  and  wheel 
heads  fastened  to  one  bed  wheels  may  be  ground  perfectly  round, 
and  when  so  ground  will  give  a  greater  mileage  and  not  become 
skidded  nearly  as  quickly  as  when  ground  on  their  own  bearings. 
The  No.  1  grinder  is  equipped  with  ISxl'i-iii.  emery  wheels,  and 
where  a  comparatively  small  number  ol  wheels  are  to  be  ground 
a  No.  i  wheel,  which  is  practicallj  the  same  as  No.  1,  is  recom- 
mended.   Mr.   Jackman    has   the   assistance   al    the   exhibit    of 

■  lames  Harvey,  also  m    l!i  idgeport. 

HUH 

THE  OHMER  REGISTER  SYSTEM. 


The  Ohmer  Fare  Register  Co.,  of  Dayton,  O.,  has  a  very  com- 
plete exhibit  in  the  left  hand  balcony,  where  the  workings  of  its 
improved  dial  system  is  frequently  expounded  daily.    This  system 

is  adapted  lor  all  roads  collecting  two  or  more  del [nations  of 

fares,  and  has  been  fully  described  in  the  "Review."  In  addition 
to  the  register,  dials  are  placed  on  the  front  and  rear  platforms 

'■  n  tbe  ear  have  a  smoking  compartment,  on  each  side  of  the 

partition.  By  this  means  each  passenger  can  see  all  the  fares 
registered.  The  classification  of  fares  collected  along  the  line  are 
■11  angi.-d  ' .i.h  dial. 

There  is  also  a  trip  number  dial  on  one  side  of  the  register, 

Which    runs   from    I    to  :;i,  and   on  the  Other  side  is  a  dial   that 

the  month  and  the  daj  ol  the  month.    Each  conductor  has 

an   identification    or   badge    key   to   correspond    with    his    badge 

number. 

'■'  order  to  unlock  the  machine  it.  is  necessary  that  the  con- 
ductor  Insert  this  badge  kej  Into  the  register  and  then  Inse 

M"i 1       below    the   Other  and    take  an    impression    of   the 

register  by  turning  the  key  once,  which  unlocks  the  machine  ami 
the  register  is  ready  for  service. 

The  coi tor  be  Brsl  trip  out,  will  turn  the  trip  dial  to  1 

■  '"'!    take   the    Brsl    Ira  a    under  the   bead   of  "1."     That 

'  he  >n\   ;i  pi  Inted  statement  showing  the 

reading  Of  each  classiHcatlon  of  fare,  also  tl ml    and  jay,  the 

trip  number  and  11 adui  toi     badg nber, 

With  the  Ohmer  machine  the  conductor  has  no  knowledge  oi 
how  in  1  ollected  during  the  day.    When  be  Bn 

Ishes  his  day's  work  be  tal  si   bi:  own  change  out  of  11 ash  and 

turns  the  balance  ov<  r  to  ti ompan:      Bi   has  no  knowledi 

how    said    cash,    I iiajier    will    balance    with     the    ;  li ■■<  I 

printed  In  thi  ma<  bine     'i  lie  totalize!  on  to the  register  gives 

the  conductor  the  actual  number  of  tares  collected  and  thi 

prlnti 1 the  company  1  be  1  lai  1  Ifli  atlons    Gen 

eral  Ma  ler  1    lonvi  of  Ion  and  Is  1 

i 

The  Hell  Ralljolnl  v  [llwaukee,  Wis.,  distributed 

I"    all    Its    vl    I  ■ill     .il   ,,    the     Knell     \i 


704 


DAILY    M  REET    K  \  1 1  \\  VY     REVIEW. 


• 


i  in:    PASSING   OP   I   IDiLL  iC 


Two  hundred   ri  ""  •'"> 

ui i  bj  a  French  mllltarj  post,  Fort  Pontchartraln, 

nnder  ti imand  o  a  gentleman  of  prodigious 

va]or  M,„i  o  rortune  who  battled  In  the  wild 

the  bubble  repuUtl nd   wag  ruined   In  t    a 

rovt  ■•!  rough  log  cabins,  the  i a  of  vo 

raced  the  river,  and  In  the  midst  of  these  Cadillac  bad  built 
Minis. 'lr  a  manor  where  be  affected  as  much  of  pomp  and  courtly 
fashion  possible  In  Buch  environment     His  bouse  was 

i    by  the  "gallerle"  above  the  door 
and   the  maypole  which  fronted  It,  by  tin-  sliver  plate  which 

adorned  his  table,  and  chief  of  all,  by  the  preset '  Madame 

Cadillac,   a   beautiful  and  admirable  lady,   who  was  thi 
» bite  woman   to  take   np  I iH'   Indians  and 

French  Boldlers  al  Fori  Pontchartraln.  On  holidays  the  Beigneui 
and   bis  ladj    en1  the  hospitality  of  '  ladillac   bi 

equal  degree  to  the  Beverltj  of  bis  discipline,  and  on    bi 

atone  ..  mes  were  enacted  on  the  banks  "i  the  Detroit 

ourtyard  of  the  manor  was  filled  with  soldiers,  royageurs 

and  Indiana,  In  picturesque  attire,  and  echoed  to  the  racket  of 

trumpets  and  drums,  and  to  the  song  of  the  French  adventurers: 

and  Dleu,  sauve  le  Etol, 

Grand  Dleu,  venge  le  Bol, 

Vivo  le  Itol, 
Que  toujours  glorieux 
Loul  eux 

Voje  ses  ennemls, 
Toujours  s  uni  is. 

Vive  i«'  Roll" 

The  fleurs  de  lis  of  France  Buttered  from  the  maypole,  around 

which  tlie  soldiers  danced  while  Cadillac  and  bis  wife,  and  such 

other  persons  of  quality  as  had  followed  the  Seigneur  to  Fort 

Pontchartraln,  witnessed  the  festivities  from  the  "gallerle"  of 

The  Seigneur's  wine  was  free  to  all,  and  all  partook 

of  It.  After  the  maypole  dance  there  were  games  and  sporta, 
becoming  more  boisterous,  toward  the  dose,  by  reason  of  the 
Seigneur's  generous  dole  of  wine.  When  the  long  merry-making 
had  come  to  an  end  all  paid  homage  to  Seigneur  and  Madame, 
ami  departed,  singing  the  praises  of  both,  and  petitioning  the 
Virgin  to  defend  them  Horn  "le  petit  lioinme  rouge," — a  goblin 
of  malevolent  propensities,  much  t'eared  by  the  superstitious  as 
possessing  the  power  to  wreck  the  fortunes  of  all  whose  path  he 
crossed. 

Adjoining  the  manor  was  a  long  rose  garden,  in  the  cultivation 
of  which  Cadillac  delighted.  It  extended  from  the  river  to  the 
i  Bite  of  the  Chamber  of  Commerce  In  Detroit,  and  here 
all  varieties  of  roses  bloomed  In  profusion.  Paths  wound  among 
the  hushes  under  the  shade  of  greal  trees,  and  lawns 
gently  to  the  river.  When  the  Seigneur  was  oppressed  with  the 
uncouthness  of  ins  frontier  home,  and  longed  Cor  the  luxuries 
and  refinements  of  the  life  he  had  led  at  the  court  of  Louis,  it 
was  his  custom  to  stroll  tin-  mgh  I  he  rose  garden  arm  In  arm  with 
his  wife,  for  hero  were  beauties  which  Versailles  could  not  sur- 
pass.   It  is  related  that  at  the  closi  of  the  maypole 

festivals  the  Seigneur  and  Cadillac  were  thus  Strolling 

jh  the  garden,  when  a  dwarf,  habited  In  red.  crossed  their 
path,  and  impudently  addressed  them.  The  Seigneur,  being  a 
man  of  quick  temper  and  unaccustomed  to  forbear  In  punishing 
offenders,  struck  al  the  dwarf  with  his  cone.    The  latter  cursed 

him    roundly,    whereupon    Cadillac   thrust    OUl    his    hand    to   grab 

him,  but  Instead  of  encountering  le  petit  homme  rouge,  his  hand 
graspi  a  bush  near  by.     The  dwarf  bad  mys- 

teriously disappeared,  and  the  search  of  the  manor  servants 
through  the  garden  and  along  the  river  banks,  a  search  which 
lasted  until  morning,  failed  to  discover  him.  The  decline  of  the 
Seigneur's  fortunes  began  from  that  day.  and  he  and  his  wife, 
In  all  the  subsequent  times  of  financial  disaster  and  banishment, 
never  doubted  that  their  ruin  had  been  directly  brought  about 
by  "the  little  man   iu  rod." 

The  story  of  ladillac  from  the  beginning  reads  more  like  an 
old  romance  than  a  bit  of  history.  This  man  had  a  long  and 
fanciful   name.  ally  falls  to  the  portion  Of 

explorers  and  adventurers.    In  full  It  was  Antolne  de  la  Mothe 


Lord  ot  Donaquec,  and  from  the  pi  bis 

deeds    He  -",,    to    believe   that    the    bearer    of    the 

name  faithfully  tried   to  live  up  to  It.     Cadillac   was  a   oatlvi 

any,  and.  it  is  probable,  the  counterpart  ol  i  on] 

Oadeta  who  api  ind  so  amusing  In  Cyrano  de 

i  he  bold  cadets  oi  Qaacony, 
Brawling  and  swaggering  boastfully, 

With  llamlng  feather  that  gaily  pranks, 
Haling   the  holes   in   their   hats 
•   eve  and  spindle  shanks. 

Fierce  moustache  and  wolfish  tooth. 
Bold  cadi  ony, 

a  ling  and  swaggering  boastfully." 
This    is    what    Cadillac    may   nave   been,    before  he   learned    the 

uncles  oi   the  court  of  Louis  XIV.,  for  we  are  told  that  he 

entered    the   service   of    the    king    much   scarred  and    hardened    In 

the  practice  of  self-defense,  and  It  is  certainly  true  of  him  that 
he  indulged  an  Inordlnul  tor  grandeur,  as  appeared  al 

hen   it,  where  the  pomp  of  the  seignory,  figuratively  speaking. 

"hid    the    holes    in    his    hat,    for :h,"    lor   Cadillac,    though 

Bessed  Of  vast  estates,  was  Invariably  in  straits  for  read]  money, 
uter  being  captain  of  the  French  marine  service,  Cadillac 
..line  to  Acadia  mow  Nova  Scotia)  iu  the  latter  part  of  the  17th 
century.  In  all  his  seafaring  expeditions  lie  had  had  for  a 
worthy  partner,  Francois  Guyon,  also  in  the  service  of  the  king. 
Quyon  was  the  elder  man,  and  lie  had.  living  in  Quebec,  a 
daughter  of  great  repute  for  her  beauty,  wit  and  M  of 

disposition.  Cadillac,  on  hearing  these  desirable  qualities 
praised  by  Guyon,  determined  that  she  was  the  wife  that  the 
fates  were  saving  up  for  him.  and  he  immediately  set  out  for 
Quebec  with  the  intention  of  proving  the  correctness  of  his  sup- 
position. This  he  >,,  -fill  in  .1  ling,  as  is  evidenced  among 
the  archives  of  the  cathedral  at  Quebec,  where  the  man 
register  of  Antolne  de  la  Uothe  Cadillac  and  Therese  Guyon  ate 

still  shown  to  visitors.  At  the  time  of  his  marriage,  Cadillac  held 
both  military  and  marine  commissions  from  the  king,  was  a  lieu- 
tenant in  the  famous  Oarignan  regiment,  a  Beigneur  of  Acadia 
and  Lord  of  Donaquec.  A  year  later  he  was  commissioned  to 
lead  an  expedition  against  the  Bnglish,  piloting  the  fleet  of 
Sleur  de  la  Caflnlere  to  the  bay  of  New  York.  The  expedition 
resulted  disastrously,  and  Cadillac  was  summoned  by  the  king 
to  France.  During  his  absence  of  more  than  a  year,  Therese, 
his  wife,  who  was  then  but  IS  years  old.  managed  his  .states 
and  interests  in  the  wilderness  of  Canada.  Port  Royal,  in  which 
place  she  lived,  was  attacked  and  burned  by  the  British,  and 
Madame  Cadillac  narrowly  escaped  death  in  the  conflagration 
which  destroyed  her  home.  With  the  enemies  of  the  French  in 
pursuit  she  set  out  on  a  perilous  Journey  for  Q  ■!  reached 

her  destination  half  dead  from  exhaustion  and  hunger.  After 
many  months'  detention  caused  by  his  business  and  by  the  In- 
trigues of  his  enemies,  the  Seigneur  rejoined  his  wife  and 
cheered  her  with  agreeable  nrus.  He  had  regained  the  ta\or  ..|" 
LoulS,  and  had  won  the  esteem  of  the  great  Comte  Frontenac, 
through  whose  Influence  he  had  been  made  a  Knight  of  St. 
LoulS,  and  expected  to  be  made  the  commander  of  Miehilimack- 
inae.  In  the  following  year  Cadillac  obtained  grants  of  Mount 
Desert  Island  and  a  large  tract  of  land  on  the  cast  of  Maine. 
He  organised  a  pair  1  of  boats  t'..r  the  St.  Lawrence,  and  in 
Ognitton  for  this  service  to  tin'  crown  his  appointment  to  the 
post  of  Miehilimackinac  was  ratified.  Cadillac  commanded  there 
until  1697,   when   he  returned   to   France  and  petitioned   the  king 

for  the  establishment  of  Fort  Pontchartraln  on  the  Hen-  it  River. 

In  ITnl  Fort  Pontchartraln  was  built  and  the  Seigneur  and 
Madame  were  installed  in  their  manor  with  its  gallerle,  its  rose 
garden  and  its  maypole.  It  is  said  that  on  her  arrival  at  De- 
troit, the  Indians,  who  had  never  seen  a  white  woman,  pr. 
around  her  to  kiss  her  hands,  saying.  "Now  we  know  that  the 
French  mean  to  be  friends  with  us,  since  they  have  brought  a 
white  woman  to  live  in  our  country." 

The  day  after  the  alleged  encounter  with  le  petit  homme  rouge 
Cadillac  "as  appointed  Governor  of  Louisiana.  That  was  ill 
the  year  1712.  During  his  five  years'  incumbency  of  this  high 
..nice  he  became  involved  in  many  unfortunate  affairs,  no  en- 
deavored to  work  the  silver  mines  in  that  part  of  ttie  French 
dominions   which   is  now  Missouri,  and  lost  his  own  and  others' 


Oct.  io,  1902.] 


DAILY    STREET    RAILWAY    REVIEW. 


r<)5 


fortunes  iii  the  venture.  Squally  disastrous  was  his  attempt  to 
open  trade  with  Mexico.  He  was.  however,  successful  in  estab- 
lishing forts  among  the  Alibamous  and  Nachib  dies,  but  by  his 
unwise  conduct  incurred  the  hatred  of  the  Indians  and  precipi- 
tated wars  with  them.  For  these  reasons  alter  the  death  of 
Louis  XIV..  Cadillac  was  in  disfavor  at  court,  lie  was  com- 
manded by  the  new  king  to  return  to  Paris,  and  obeyed  the  com- 
mand. Madame  Cadillac  accompanying  him.  The  enemies  of  the 
Seigneur  succeeded  in  securing  his  Imprisonment  on  a  false 
_  that  had  nothiug  to  do  with  his  misadventures  in  Amer- 
ica, and  Subsequently  his  banishment  Madame  Cadillac,  who 
1  stanchly  braved  the  tenors  of  the  wilderness  by  her 
husband's  side,  remained  loyal  to  him  in  exile,  continually  solicit- 
ing the  king  for  his  pardon  and  reinstatement  as  governor  of 
the  American  provinces,  she  grew  old  in  this  vain  service,  and 
lor  death  s  on  followed  that  of  her  husband  in  the  year  1719. 

But  the  malevolence  of  le  petit  bomme  rouge,  though  the  fail- 
ure of  the  fortunes  of  Cadillac  be  attributed  to  it,  did  not  suffice 
to  make  his  illustrious  name  forgotten,  or  to  diminish  the  hom- 
age which  is  paid  to  the  devotion  and  nobility  of  Madame  Cad- 
illac. 

MB.  JOHNSON  HELD  Till:  WATCH. 


street  railway  man  in  the  Russell   House   lobbj    yesterday 

t..|d  a  good  one  on  Tom  L.  Johnson,  that  is  too  good  to  be  lost  to 

ty.     It  will  be  remembered  that  Mr.  Johnson  was  at  one 

time  considerably  Identified  with  the  electric  railway  situation 

in  Detroit. 

.  story  goes,  Mr.  Johnson  was  delayed  down  town  one 
night  at  a  meeting'  of  the  hoard  of  directors,  and  took  the  12 
I  car  for  his  beautiful  residence  in  the  suburbs  of  Detroit. 
The  walk  from  the  car  line  to  his  house  was  rather  a  lonely 
one,  and  on  this  particular  night,  as  he  alighted  from  a  car  and 
.'  sped  on  its  way.  leaving  him  in  the  obscurity  of  a  single  elec- 
tric light.  Mr.  Johnson  n  iticed  two  rather  dilapidated  looking 
gentlemen  lurking  in  the  shadow  of  a  huge  oak  tree.     Now,  Mr. 

.  enjoys  the  reputation  of  rather  enjoying  a    u 1  discus 

■fam,  and  lii-sidcs.  the  car  had  gone,  and  there  was  no  place  to  run. 
So  buttoning  up  his  coat,  and  taking  a  firmer  grasp  on  his  gold- 
boaded  walking  stick.  Mr.  Johnson  started  up  the  street,  past  the 
two  men.  determined  on  the  slightest  show  of  hostility  on  their 

part  to  give  ■,  g 1  account  of  himself.     Much  to  his  surprise  he 

found   the  two  men   quietly  smoking,   and  evidently   merely  en- 

_  the  tine  evening.    As  lie  passed,  I  them  asked  for  a 

match   in   a   perfectly   gentlemanly    t Mr.    Johnson    handed 

him  one,  and    went   on   his   way.   harshly   criticising  himself  for 
.   so  suspicious.  t   . 

II.-   bad    not    gone    bUl    a    block,    when   placing   his   hand   at    his 
oat  pocket    he   found    that    his    handsome   gold    timepleeo 
Thereupon  be  began  to  criticise  himself  for  be- 
ing so  easy,  but  be  could  not  help  but   respect   the  quickness 
with  which  the  light-lingered  gentleman  had  removed  the'  watch 

without   attracting   tie-  slightest  attention.      The   more   Mr.   John 

son  thought  of  the  matter,  the  angrier  he  became,  and  Just  be 
Eon  reaching  the  bouse,  finallj  decided  t<.  go  hack,  and  if  pos- 
sible,   Olid    the    tWO    thieves    a  lid    l"i'  .     Ihelu    to    give    up    til.        111 

i-hiii  tune-piece,    To  decide  was  to  ait.  and  taking  another  hold 

on  the  cam-  he  started  to  retrace  his  Stent  at  a  lively  pace. 
Some.-.  ie  found  tin-  two  in  the  same  posH 

at  tin-  tree,  and  they,  probably  noticing  his  foreboding  attitude, 

1  run  for  a  near  by  alley.  Now  assured  that  one  of 
11  had  taken  Ml  watch.  Mr.  Johnson  raised  his  cane  and 
;    Tor   the   tWO  culprits  at    a    lively   pace.     Turning   into   the 

be    unexpectedly   stumbled  over  the  two  men.  who  were 

crouching  in  a  dart  corner.    Seizing  1 of  them  by  tin-  throat, 

I..-  demanded  in  strong  terms  the  delivery  of  his  watch.  The 
robbers  win-  now  probably  thoroughly  cowed,  for  one  oi  them 

throat  out  into  the  darkness  something  thai  Mr  Jol 0  fell  was 

his  watch.  Satisfied  with  the  recover)  of  his  property,  Mr.  John- 
inn  once  mi. n-  started  for  home,  with  -.  rery  satisfactory  unite 
on  hi* 

bing  bin  mansion  la-  was  met  by  his  wife,  who  bad  be 

come    if  ledlngly    anxious    at    his    long   delay.      "Ohl     I  "in,"   lbs 


cried.  "1  have  been  so  worried,  and  thought  that  something 
dreadful  had  happened  to  you." 

Inder  the  circumstances,  Mr.  Johnson  could  afford  to  be  digni- 
fied, and  assuming  an  injured  expression  asked  his  wife  if  she 
did  not  think  he  was  old  enough  to  take  care  of  himself.  How 
ever,  once  upstairs  he  could  not  resist  the  temptation  to  tell  of 
his  little  encounter.  As  he  gut  to  the  place  in  the  talc  where  he 
forced  the  robbers  to  give  up  his  watch,  the  look  of  acute  anxiety 
ou  his  wife's  countenance  changed  to  one  of  dismal  dismay.  Be- 
fore the  talc  was  ended.  Mrs.  Johnson  had  collapsed  into  a  chair, 
and  was  weeping  hysterically.  By  this  lime  Mr.  Johnson  was 
also  worried  and  unbended  sufficiently  to  inquire  the  cause  of 
this  unusual  outbreak.  "1 1  Tom,  Tom,  what  will  they  do  with 
you'.-"  was  all  his  wife  could  sob  between  her  two  hands  in 
which  her  face  was  buried.  "Ho  Willi  me."  replied  Tom,  "why, 
they  won't  do  anything;  they  are  only  too  glad  to  gel  off  SO 
easily." 

"But,  O  Tom.  you  hit  your  watch  under  the  pillow  this  morn- 
ing, and  now  they  will  arrest  you  for  highway  robbery." 

This  put  a  new  light  on  the  matter,  and  drawing  out  what  he 
supposed  was  his  recovered  property,  he  found  the  watcli  was  a 
very  handsome  one,  but  very  different  from  his  own.  At  this 
Mr.  Johnson  also  became  anxious. 

Next  morning  a  small  advertisement  appeared  in  the  papers 
as  follows:  "if  the  two  gentlemen  who  wen-  relieved  of  a  watch 

on  Blank  street  last  evening  will  address  the  undersigned,  they 
can  have  their  property  back,  and  m.  questions  asked  or  ans- 
wered.    Address  P.  I  >.  Q.,  1'.  11.  Box  24." 

This  advertisement  evidently  did  not  reach  the  eyes  of  the 
proper  parties,  and  now  Mr.  Johnson  is  the  possessor  of  two  valu- 
able watches,  one  of  which  he  never  wears,  however.  It  rests 
undisturbed  upon  the  top  shell   of  the  attic  closet, 

Mr.  William  H.  Sheldon,  Jr.,  secretary  and  treasurer  of  the 
Miller-Sheldon  Electric  Co.,  Detroit,  has  been  making  many  new 
friends  this  week. 

SS*SH 

Mr.  Arthur  S.  Partridge,  a  St.  Louis  railway  supply  man,  is 
enjoying  the  convention  and  exhibits  thoroughly. 

Mr.  P,  J.  Coakley,  western  representative  of  the  Samson  Cord- 
age Works,  of  Boston,  came  on  from  Chicago  to  see  what's  doing 
at   the  convention. 

Stromherg  Carlson  telephones  are  shown  at  171  I.arned  street 
annex. 

Mr.  Albert  F.  Schroeder,  of  Cleveland,  18  looking  after  the 
Interests  of  the  Globe'  Michigan  &  Stamping  Co.,  which  makes 
tin-  King  trolley  stand  and  pole,  the  "Improved"  trolley-harp,  and 
Globe  headlights. 

st  st  It 

The  C.  C.  Wormer  Machinery  Co.,  of  Detroit,  general  dealer 
whose  iactory  floor  space  Is  about  300,000  sq.  ft.,  is  represented 
at  the  convention  by  Mr.  I*.  II.  Itriggs,  who  is  to  he  found  al 
booth  No.  59  in  the  balcony. 

Mi.  William  Sutton,  who  was  presidcni  of  tin-  American  Oar 
c,  1 1 ,1  many  years,  was  in  evidence  at  the  hall  yesterday,  Mr, 
suit. .n  is  now  associated  with  the  st.  [xmls  Oat  Co.,  where  he 
win  be  pleased  to  meet    ill  old  Friends,  win.  are  legion, 

tlKIt 

.1.   P.   Hell,  manager  of  the  Hell   Itailjoint   Welding  Oo.,   "I    MM 

attended  the  convention  ami  reports  business  tor  bis 

company   as   being   llrst-class.     Among  the   recent    orders  aro  a 

complete  welding  outfit   tor  Toronto,  Canada,  ah"       act   for 

:i  iii.  girder  work  for  the  Pittsburg  Railway  Co.,  tin-  work  to  com 

iin -in -e    Novclnli.  1     I  5th. 

BtHH 

Burroughs  adding  machine,  manufactured  by  the    Lmet 

tithmometer   Oo.,    ..1    st    1 Is,    Is   exhibited  bj    w.   K 

Weatherby,  who  has  the  space  originally  assigned  to  the  Bishop 

lilllla   I'erchll    Co 


706 


HAII.N     S  IK  II-  I      k.  Ml.  WAV     REVIEW. 


[Vol    XII,  No.  3 


JONES   UNDEH  I         i'  -  POKED 


The  in,  1.1-  F I  Btol  ated  at  the 

convent! >j    Mi     \    H.  Charles  DoJIey,  ,,i  Chicago,  who  calls 

attention  to  the  good  qualities  ,,f  the  "Jones  andei  feed  itoker," 

u  proclaimed  In  a  special  catalog  designed  for  this  aslon, 

and  showing  vi.-w-  of  the  Oneida  street  power  bouse  of  tic- 
Milwaukee  Electric  Rallwoj  .n  Light  Oo  In  this  plan!  are 
Installed    IS  Jones  Btokers   beneath  :"..•" »>  b,   p.   of   Edge   Moor 

water  tube  boilers.     In  addition  82  chines  (0,400  b,  p.)  are 

being   Installed   In  the  Bame  c pany's   new   Commerce  Btreet 

plant,  now  building.     Upon  completion  of  this  planl  there  will 

i s  stokers  (10,0  0  b.  p.)  In  the  plants  of  this  npanj 

Delegates  and  associates  wb ay  be  Interested  in  the  Bubjecl 

chanlcal  Btoklng  are  Invited  to  \isii  boi f  the  Detroil 

Installations  of  the  Dnder-Feed  Oo.    They  may  i»-  found  In  the 
,:    Berrj    Bros.,   Ltd.,   Detroil   Soap  Co.,   Ireland  S    Mai 
thews  Manufacturing  Co.,  Detroil  Cltj  Gas  Oo.,  the  Onion  Trusl 

Idlng    liMiiini I  building  and  Stevens  building. 

the  river  there  are  10  Jones  stokers  in   Hiram   Walker  St  Sons' 
it  ami   two  in   the   Parke,    Davis  >n    Co.   plant   both   In 
Walkervllle,  Ont    in  Winds  c  the  machines  are  Installed  in  tin- 
Internal!]  Bred  plain  of  the  Canada  Sail  Co.,  Ltd. 

\   i  NIFORM  OAP  DISPLAY. 

r.  ii.  n,  w nil.  the  Brooklyn  manufacturer  of  uniform  caps, 

is  uii  hand  as  usual  with  a  line  display  of  his  products,  together 
wiiii  a  verj  nice  bill  pocketbook  thai  he  gives  to  all  old  friends 
who  call  npon  hint  at  iiis  booth  in  the  balcony.    Mr.  Newcomb 

supplied  the  Brooklyn  Rapid  Transit  «',,.  with  8, caps   lasl 

year  and  Bays  thai  orders  are  coming  In  from  railroad  and  steam 
i, oat  companies  all  ov<  t  the  country. 

stmt  , 

MAGANN   AIR   BRAKE  I  0. 


The  Magi Air  Brake  Oo.,  of  Detroit  ls  making  an  elaborate 

working  tcsi  of  the  entire  equipment  as  c  nstructed  by  tiiis 
company  for  the  use  of  modern  Interurban  roads.  The  exhibit 
Includes  s  car  equipmenl  consisting  of  a  Magann  Btraight  air 
storage   equipment,   the   jam   cylinder   working   against  heavy 

Bprlngs  so  thai  actual  Bervl tonditlons  are  reproduced,     Air 

tor  tins  equipmenl   is  supplied  by  a  motor  driven  compressor 
having  capacity  of  l-i  cu.  ft  of  free  air  per  minute.    The  com 
pressor  stores  air  al   •"•<»>  lb.   pressure   In   large  steel   cylinder 

tanks,  the  main  Btoragl    tank  being  36  in.  in  diameter  and    15  ft 
long  ami  the  surge  tank  being  18  in.  in  diameter  ami  7  ft.  1c 
'I  his  is  the  equipment  the  company  recommends  for  placing  at  a 

, venlenl   point  on  the  road  so  thai  ears  can  be  charged  with 

air  to  L'i\o  the  best  results,     it  requires  about  one-half  minute 

to  Charge  a  ear  from  these  tanks,  supplying  the  ear  with  enough 

air  for  :'.< h >  stops  without  recharging.  The  Magann  air  brake 
is  now  need  on  four  of  the  Interurban  lines  running  Into  De 

ti-,, it,   ais,,  ,in   the    Kansas   Olti    &    la-a \ ,-n worth.   Cleveland   & 

Eastern,    and    many    others.       Among     in,      iveent    orders    is    one 

for  tO  equipments  which  have  i n  placed  on  the  new  ears  of 

the  Schenectady   Ry.  Co.,  operating  between   Schei tady   and 

Aii,:m.\  I  Troy. 

a  feature  of  the  exhibit  which  calls  attention  to  Itself  is  the 
whistle  attached  to  the  air  brake  mechanism,  fed  from  the  air 
tanks,  which  cm  be  operated  efficiently  at  the  low  pressure  of 
10  lb.  This  can  be  installed  with  the  device  or  detached,  as  the 
buyer  prefers.  The  company  is  represented  at  0  nvention  Hail 
by  E.  C.  Rutherford,  W.  B.  Omlck,  V.  V.  Harrison,  and  ('.  L. 
Mam. 

*»t«t 

The  O,  P    Magann   Air  Brake  Co.'S  special  car  took  a   parly  oui 

to  Royal  Oak  yesterday.  The  car  was  aim  ng  the  number  equip- 
ped wilh  the  Magann  air  brake,  which  was  thoroughly  demon- 
strated to  the  pleasure  ami  satisfaction  of  the  visiting  street  car 
men  aboard.     Among   the   guests   wen    \.   n.   licit,   electrical 

engineer  Of  the  New  York,  New  Haven  &  Hartford,  and  E.  II. 
Keating,  general   manager  of  the    Toronto  Street  Railway. 

*t*t»S 

The  pocket  hook  given  away  by  the  American  Steel  >V   Wire  C  '. 
I  ul  as  well  US  ornamental. 


Mr.  G  I  in  Boston,  dealing 

in  electric  railway  matei  n  attendance   ami  al 

sented  the  Nernst  Lamp  (  ,,    ,,i  P 

Mr  George  E.  Pratl  i  to  hit  duties  as  assistant  gen 

era!  sales  manager  and  contra/  il  tor  Nllea  Cai  fi   U 

Co.,  Nliea,  <>.,  will  acl  In  the  future  as  p  igeal  [or  'his 

company. 

*** 

Mr.  George  C,  Bai  ey,  secretary  and  treasurer  ol  the  John  a. 
I:,,,!, ling  Son-  Co.,  Oh'cago,  ill.,  was  in  attendance,  meeting  hi- 
many  friends. 

Mr.  Blecckar  S.  Barnard,  vlce-presidenl  and  Eecretary  of  thy 
Standard  Vitrified  Conduit  Co.,  New    v,,ri,  Olty,  was  in  attend 

alio,-. 

stain 

Mr.    I  ail    M.    Vail,    secretary    and    treasurer    ,,1     Wesiinglioiis  ■. 

Church,  Ken-  A  Co.,  New  Sork  City,  was  in  attendance,  and 
whii  i  inspected  several  plains  that  have  been  put  in 

by  his  company. 

•tat* 

Mr.  J.  B,  i  rank-haw,  electrical  engineer  for  the  Electric  Ball- 
way  Equipmenl  Co.,  of  Cincinnati,  Ohio,  was  in  attendani 

*t*»t 

Mayer  &  Englund  Co.  and  Protected  Rail  Bom  Phila- 

delphia, were  represented  by  C.  J.  Mayer.  J.  W.  Gallagher,  Wm. 
A.  Armstrong,  and  W.  A  Oockl'ey. 

A  souvenir  that  appeals  to  visitors  is  a   small  celluloid  dil 

covered  by  mica,  In  which  repose  five  diminutive  and  Innoci 
looking  hi  is  of  hone,    n  is  i  he  girt  of  i  he  iihincr  Fare  Register  C 

•tat* 
The    Powell    &    Tuner   Truck    Co..   Troy.    N.    V..    is  distributing 
an  appropriately   inscrihed  cat   lapel  huiton  as  a  souvenir, 

Katst 

The  stuaiti  low  land  i  o.s  souvenir  tiiis  year  is  a  miniature 

bronze  trolley  wheel  dependant  from  a  coat  button,  or  badge, 
which  i-  Inscrihed  "Stuart-IIowland  <',..,  Bo-Ion  ami  New  York." 
and  in  the  cent,  r.  'Detroit,  T.Htg." 

It  at  at 

The  Internationa]  Register  Co.  is  represented  by  President  a. 
ii.   W Iward,  Secretary    and  Treasurer    W.    n.    Brown,    and 

Messrs.  F.  It.  Ha .,1  E.  T.  Rungc. 

It  It  St 
In  the  balcony  on  the  right  is  a  modest  but  none  the  less  inter- 
,  -ting  exhibit  of  a  in,  del  of  the  patent  railroad  crossing  made  by 
i;,-  rge  W.  Will,  I, rands  &  Brother.  52  Jefferson  avenue,  Detroit. 
The  action  of  this  new  crossing  is  automatic,  ic-p  aiding  to  the 
movent  ni  i  t  the  car.  and  no  mailer  in  which  direction  the  car 
is  going  a  continuous  rail  is  presented. 

The  exhibit  of  Mr.  0.  S.  Knowles,  ol  Boston,  failed  to  arrive, 
so  he  surrendered  his  space  to  the  Bellamy  Vestlette  .Manufactur- 
ing Co.  and  the  0.  C.   Wormer  .Machinery  (',,. 

Dilutee,  Son  &  Co.,  of  Philadelphia,  would  like  to  open  corre- 
spondence with  those  who  desire  to  huy  franchises  and  rights  of 
way  of  electric  railways,  also  existing  paying  roads.  The  com- 
pany has  a  number  of  first-class  propositions  which  it  would  like 
to  put  before  first-class  parties  who  would  be  interested  either  in 
huying  or  financing. 

Mr.  W.  J.  O'Connor,  general  storekeeper  of  the  Brooklyn  Rapid 
Transit    System,   attended   all    the   accountants'    meetings. 

It  *l  It 
Mr.   Lehman   B.   Hoit.  district   manager  for  the  Bullock  Elec- 
tric Manufacturing  Co.,  at  Cincinnati,  aided  in  attributing  the 
company's  souvenir  medal. 

KKK 
G.  S.  Allison,  of  New  York,  dealer  in  second  hand  material,  was 
represented.     Mr.  Allison  has  some  bargains  in  railway  goods. 


Oct.  io,  1902.] 


DAILY    STREET    RAILWAY     REVIEW. 


707 


ON  TK.YMWAY   EXPOSITIONS. 


it  is  evident  from  the  following  published  in  the  Electrical 
-  of  London  (with  apologies  to  Mr.  Dooley),  after  the  Inter- 
national Tramways  and  Light  Railways  Exhibition  held  in  Lon- 
don  last  July,  that  the  social  features  were  no;  entire!] 

"If  there's  wan  thing   l   bate,"  said   Mr    1 ij    to   Mr.   Ihn- 

"it's  exposishuns;  they're  all  th'  same,  fr'm  canned  pork 

Wur'rld  Fairs  to  Baby  Shows  in  West  56  street     1'liuiy  iv  D BiC, 

g  od  an'   bad;  l>-ts  iv  drink,   mostly  indiff'ivnt ;  any   amount   iv 

gs  i..  gee  »i«l  no  connecshun  to  th'  exposishun;  an'  lastly. 

stowed  away  in  th'  annexe,  Bomethin'  to  give  th'  BhOW  a   name. 

l'hwat    1   say    is   this:   exposishuns    is   inn    in    th'    interest    iv   the 

cigar,  brass-band,  an'  liquor  thrades,  takin'  th'  bread  away  t'r'm 

folk  loike  mesilf  an' " 

"l>iwli-:i  bit  it  is  I  understhand  ye,"  sai.i  Mr.  Henness: 

posishuns  is  f'r  th'  goi  d  iv  thrade " 

"Thrade  be  damned  an'  you  too,"  cried  Mr.  Dooley,  "fr  ex- 

.'  opinions  whin  ye  don't  understhand.     Exposishuns  is 

got  up  be  Other  nayshuns  f'r  to  sell  their  rubbish,  an"  to  find  out 

phwat  is  doin'  In  this  oounthry.    Whin  they've  had  a  tree  demon- 

strashun.  they  go  home  an'  copy  tir  goods  thimsllves,  bad  luck 

to   thiin.     Have   ye   been   to  th'   Thramway    Exposhishun?      No. 

Thin   I  have.     Phwat   d'ye   knaw   about   it'     As   much   as  I   do. 

Thin  ye've  been  there. — Casey's  been  there, — Mike's  been  there; 

.ill  been  there  some  time  or  other.    It's  been  a  Bower  -how. 

a  dime  wax  w..rk  Show,  a  fo  id  show,  a  Charity  bazaar,  an  A/.tee 

Circus.     They're  all  alike." 

"How  did  ye  git  there?"  asked  Mr.  Benness] 

"I  wint  to  London  f'r  to  Bee  th'  Ooronashun."  said  Mr.  Dooley. 

"an"  just  as  i  was  i  o  .kin"  th'  rayturn  Journey — here,  lill  up 

your  glass,  take  off  that  hat  an'  stand  up,  ye  spalpeen;  here's  to 

Edward,  God  bliss  him.  an'  confound  his  politics!" 

two   cronies   drank    witli   enthusiasm.      "As    I    was   saym' 

whin  ye  Intherropted,"  Mr.  Dooley  went  on.  "I  was  bookin'  th' 

rayturn  billet,  whin  I  picked  up  a  yaller  ticket  f'r  free  admishun 

to  th'  Tramway  Bxposishun.    They  was  Iyiif  about  in  thousands] 

so  I  Bthopped  annother  week " 

ither  week?"  asked  Mr.  Hennessy,  in  surprise. 
"Annother  week,"  repeated  Mr.  Dooley,  "an'  if  it  had  been  you, 

>'d  '\.-  Stayed  annother  month,  with  th'  cigars  an'  whiskeys  that 

■  ;ii'  banded  around.     Whin  I  got   to  th'  gates   I   showed   me 

yaller  ticket  an'  th'   n  i     .led   his  lint    Io  people 

with,  white  tickets,  too  iv  people  with  blue  tickets,  an' 

who  paid  a  Bhillln'  he  laughed  at." 
"They  must  hav..-  been  fools."  said  Mr.  Hennessy. 
"Thrue  f'r  ye.  bo  they  were."  replied   Mr.   Dooley.     "Whin  I 
got   Into   th'    Hall,    th'   on'y    thing    I    could    see    was    acres    iv    red 
long  Ir'm  th'  roof  with  White  let*  ».    Those  were  th'  names 
Iv  th'  fur'rums  exhibltin';  th'  smaller  th'  show  th'  bigger  ih 

Afther  tne  ■  accusthomed  to  th'  dazzlin  display,  i  saw 

a  few  people  inovin'  about.       They  was  mostly  small  bhoye  with 

yaller   bosoms    an'    black    elsewhere,    f'r    all    th'    wur-ruld    like 

r-canarlan  bur-mds,  Benin'  newspapers  which  were  bein' 

published   iv'ry  month,  Iv'ry  week,  Iv'ry  day,   iv'ry  hour  an'  iv'ry 

minute  iv  th'  Exposhishun  be  th'  promoters.    Th  Be  they  couldn't 

sell  was  given  away,  an'  Ih'  circulashun  was  tremendous.     There 

was  lots  Iv  tHlygraph  bhoyi  an'  mlsslnger  bhoys,  an'  th'  ri-i  iv 

'ill  men  with  red  r  raw  bats.    Each 

wan  1   :  month,  an'  they  all  looked  very  hoi.     They 

■  ■re  of  ih.  ,ii.  excepting  th'  aews- 

•iuiii   any  other  kind,   bill    I    saw   a   few    lades.      Th'   ladies 

n'  th'  magnetic  br-rakea  iv  a  kyar:  they  looked 

ppy  an'  unconcerned,  ridin'  In  a  kyar  with  -o  in any  con- 

orman  Io  iked  so  proud,  1 1 

Mire  he  mo  old  1 1 1 i in  dozens  iv  magnetic  brakes,    They 

in   th'   thramway   line    paints,    svritin'   desks, 

-i  ini  in". 
n'.  an'  many  other  things  equally  Intereshtin',     I  p  iii  th' 
gallery  a  brass  band  was  playln'  Dutcb  m- 

lookln'   ai'ic   I..  i<Jy   light,      (in   th' 

nr  Hall  was  full  iv  Dutchmen  an'  i: 

Tur-ruks,  In'  i>Hh  Iv  ribbon 

»n'  medals,  all  talkin'  to  nranal   with  their  hand-  an'  feet  an' 
■boulders    an'   Bweartn1   an'   cnssln'   tur-rbly;    leastwayi     a   It 


seemed    to    me.    although   someone  said   they    has    liavln'    a    quiet 
talk,  tryin'  to  make  each  other  undcrsthaiiil.     They  was  Ih'  furrin 
tes  Who  had  i  i. me  f'r  to  do  th'  copyin'.  an'  they  look  miles 
iv  notes;  an'  it  was  turrl.lc  to  sec  phwat  they  could  eat. 

"Most  iv  tli'  slliands  was  kept  be  obligiif  young  men.  though 
some  iv  thiin  had  young  women,  Th'  sthands  Kept  be  th'  young 
-\. .in.  ii  had  big  crowds  arouund  outside  pawn'  f'r  whiskey,  inn 

those  kept  be  Ih'  young  men  had  th'  crowds  inside,  gettin' 
whiskey  an'  cigars  live.  It  was  th'  best  exposishun  I've  seen, 
Iliimissy.  1  wint  up  to  an  obligiu'  young  man  behind  th'  sthand 
an'  looked  intcivstht  d.  'Can  I  do  anythin'  f'r  you'.''  he  says. 
'Tes,'    1    -ays,   T    want   this   invinshun  explained.' 

''lligld  y'aic,'  he  says,  -it  is  me  own  Invinshun,  an'  th'  on'y 
wan  that's  any  good.'  he  sa\s.  'It  is  -..  simple,'  he  says,  'an' 
no  kyar  should  be  with  ait  it.  Thin  there's  this  here.'  he  says, 
which  i-  in  use  on  ivry  line  in  th'  e.mnthry,'  he  says,  'an'  here's 
annother  f'r  th'  trolley,  an'  here's  a  speshul  switch,  all  me  own 
invinshun  an'  liawthin'  else  any  good,'  he  says.  'Thrue  f'r 
you,'  l  Bays,  'these  arc  just  phwat  I've  been  wantiu'  f'r  th' 
electric  thramway  in  me  back  yard;  give  me  all  tir  pa-apers 
ye've  got,'  1  says,  'an'  I'll  Bind  you  th'  order  whin  I  git  back.' 
He  hands  a  bundle  i\  pa  apcrs  Into  me  bag.  an'  thin  he  says, 
'ionic  round  this  way.'  he  says,  'an'  have  a  dhi'ink.'  'I'm 
c  mill','  I  says,  an'  he  leads  th'  way  to  a  little  box  behind  th' 
sthand,  full  iv  other  fellows  who'd  been  promisin'  orders.  T 
think  ye'll  like  this  cigar,'  he  says,  'an'  here's  to  your  health. 
These  are  me  (rinds  iv  th'  Society  iv  Corporashun  Engineers,' 

he  says,  an'  we  all  shook  hands.  We  were  that  comfortable  wo 
didn't  like  f'r  to  part  fr'in  such  an  obligin'  young  man;  but  they 
Was   oiler   intercslliin'    sthainls    lo    visit  an'    many    inviiishuns  to 

see,  an'  so  I  wint  round  with  some  iv  th'  Corporashun   Ingii rs. 

W  .'  Found  all  Ih'  young  men  so  obligin'.  an'  we  promised  lots  iv 
.  r.Iers.  an'  had  a  rare  good  lime  iv  it.  There  was  on'y  wall 
rill  in  ih'  loot,  as  llogau  says.  As  1  was  eomin'  out.  I  see  an' 
old  chap  welkin'  a  sort  iv  lever  like  I've  gOl  in  Ih'  bar  here. 
Iliimissy.  Thinkin'  as  w'd  had  a  lot  iv  dhriuks  free,  it  would 
lie  fair  lo  sthand  treat,  I  says  to  him,  'I'm  payin'  f'r  th'  com- 
paiiny,'   1   says,  'so  lo  k  sharp  an'   ladle  old.'   1   says,  an'   1 1 1 .  \    all 

laughed.     '1 -  man,'  he  says,  'ye've  made  a  mistake;  this  is 

nn  ever-dry  seal,'  he  says.  'Well,'  I  says,  'we  ginrally  feel 
dhry  in  th'  throat,  but  if  ye've  a  likin'  to  go  into  that  tank  iv 
J -     — 'an'  I  was  f'rpultin'  liini  in  there  an'  thin,  but  th'  polis 

came;  an'  th'  next   i  raymlmbered  was,  was  wakin'  up  in  bed 

Willi    a    headache.     It    was   a    intoivsthin'   exposishun,    Ilinnissy, 

an'  th'  electric  thramways  should  benefit." 

"Bui    phwat   about    those  orders  ye  promised?"  asked   Mr.   Hen 

in  Bsy. 

"Wait    lill  th'   Bill    is  passed,"  said  Mr.  Itoolcy. 

•t  «•  »• 

in  the  smoking  room  will  be  found  the  comprehensive  exhibit 

of  vitrified  clay  init,  i. ..ih  single  an. I  multiple  duct,  of  the 

ii  r.  i  amp  Co  Mr.  Charles  C.  Baird,  of  New  York,  Is  in  charge 
of  the  exhibit  and   Vice-President   H.   n.  Camp  is  ex] ted  to 

arrive  lo  day. 

ttKK 

\ \ontioii  of  the  a.  s.  B.  a.  would  be  Inc plete  without 

a  representation  by  the  Globe  Ticket  Co.    This  year  its  booth  Is 

■  I  over  bj   P.  0.  Snow,  the  g tral  eastern  representative, 

ami  n.  0.  Griffiths,  general  western  representative,     Vice-Presl 
<i.  hi  \\    r    Pope  ".iii  !"'  here  to-day,  also.    The  Interests  of  the 
duplicate  tran  fer     "d   rebate  department   are  looked   after  by 

II.   N.   Brown,  the  genial  general  manager.     The  Globe  is  pre   I  ail 

ing  friends  wiih  a  useful  cigar  perforator 

The  American  circular  i m  Co.  is  represented  at  the  eon 

ventlon  by  Wi   tern  Managei    n ■■  G.  Grler,  who  also  exblblti 

the  Mui  electric  battery.     Mr,  Grler  has  ,i    ectl if  the 

Standard  Paint  Co.'    bool  b  In  the  balcon  | 

•»  p  * 

Mr     \riiiur    iii  des    manager   of    the    Westlngbouse 

Electric  t   Manufacturing!  tl  Wednesday,  and"  mel  with 

from   hi     man     friend      especially   thosi    In 

ih,.  v, ,  io  noi     ■  ■    him  a    ol ten  n     i hey  did  before  he 

■  ■in  the  head  i,i  i  he  \\  est  ingl I  Ihlcago  office 


708 


l»\m     STREET    RAILWAY    REVIEW. 


I  ROM    THE    M. I     i    SITED    IIY.    U  ll.kl.'i 


The  Detroit  United  H  publishing  a  weekly  folder  for 

some  time  thai  b  rumen!  <>r  bringing  about  ;i  verj 

rrlemll]    relation   between   the  public  and   the  c pan]       Che 

folder  c  ml  to  schedules,   new   ear   routee, 

transfers,  etc.,  and  la  Intended  adncatJon  :in<t 

Instruction  to  the  company's  natrons,  on  all  subjects  related  to 
the  companj  'a  buslni 

Here  is  :i  little  Item  from  (  the  recent  weeklies,  thai  may 

be  suggestive  to  companies  n  bo  are  Interested  In  Blmllar  enter- 

■  \\  e  are  a  variegated  lol  nol  In  the  matter  of  complexion, 
i. in  of  temperament.  No  two  of  us  are  Identical  by  nature  and 
i. ur  environments  tend  to  Increase  the  disparity.  No  two  "i  as 
think  the  sunn-  waj  and  no  two  of  oa  nave  the  same  things  to 
think  abont  An  Inflnlture  of  human  interests  is  pulling  us  this 
ml  that  Sometimes  we  are  bumped  together,  but  Pate 
Usentangles  us  and  we  go  oscillating  on  until  tbi 
thread  ol  each  snaps  In  Its  vibration.  The  youth  on  your  right 
baa  Just  had  bis  salary  raised  and  be  is  put  Is  i  besl  and 

nmlllng  :,i    n„.  sheer  Joy   Hint    lie  li nils   in   living.     The   man  on 
your  lefl  is  nol  smiling.     He  is  older.     Be  is  paler.    There  are 
lines  in  his  face  which  are  drawn  and  peaked,    in  the  seat  ahead 
13   be  looking  Into  the  taci  b  or  ruin,  or  grief,  ur 

the  callow  end  of  a  futile  Btruggie.     1  both  In  your  sent. 

The  sun  shines  on  both.  Both  feel  the  same  summer  breeze. 
Both  hear  the  same  laughter  about   them.     But  there  is  the  gulf 

between  them.    They  are  swinging  on  different  threads, 

•'The  Infinitude  of  swinging  threads  is  what  we  have  to  deal 
with,  for  we  are  servants  of  the  people.  \\'e  serve  ail  temper 
amenta,  all  moods,  all  conditions  for  you  tiud  them  all  on  the 
Btreei  cars.    Exuberant  youth  rides  with  us  to  the  ball  games. 

tn  the  parks  and  excursions,  and  to  work,  and  pays  his  fare  With 

o   laugh.    Age  rides  with  us — grief  rides  with  ns — foreboding, 

suspense.      These,    too,    pay    their    tare,    hut    usually   they   do  not 

laugh. 

"It's  our  task  to  find  a  path  through  this  snarl  of  eomedy  and 

tragedy,     The  conductor  must  humor  the  mood,  without  knowing 

nuating  cause.    The  conductor  must  propitiate  hot-headed 

youths,    needlessly   excited     old     ladies,     adventurous    juveniles. 

gr thy  maturity,  pugnacious  Inebriacy,  and  all  the  rest  of  those 

swinging  threads.  He  must  be  an  altruist.  :i  counselor,  a  cashier 
and  above  till  a  diplomat  He  must  enforce  the  rules  for  ex- 
uberant youth  and  disconsolate  old  age.  The  conductor  is  him- 
self human.     He,  too,  swings  "ii  a  thread. 

"We  try  to  reconcile  these  extremes;  to  Bhd  a  safe  middle 
ground.  Be  charitable  with  us  for,  at  best,  we  all  are  swing- 
ing threads." 

»»i»5 

HAZBN  s.  ri\i;i:i:i: 


Of  till  of  1  limit's  many  famous  sons,  none  have  attracted  more 
wlde-apread  attention  and  prominence  than  did  the  late  Hon. 
iitizen  s.  Plngree.  Taking  it  till  in  all,  he  was  one  of  the  most 
Interesting  and  picturesque  characters  ever  produced  In  this 
country,  and  Inasmuch  as  be  Interested  himself,  in  more  ways 
He.  in  various  matters  pertaining  to  street  railway  opera- 
tion. :i  brief  sketch  of  his  career  is  not  out  of  place  at  this  time, 
and  may  prove  interesting. 

Mr.  Plngree  was  horn  Aug.  30th,  1843,  in  Denmark,  Me.,  of  the 
proverbial  bumble  New  England  parentage,  in  i8."i;  he  took  his 
tiist   position  as  mill-hand   In  a   cotton  mill  at  Saco,  Me.     Four 

years  later  be  was  working  tit  a  si factory  at   Hopklnton, 

Mass  in  1862,  be  enlisted  iii  the  Flrsl  Massachusetts  Kegiment 
of  heavy  artillery.  He  was  captured  in  1864,  and  sent  to  Lynch- 
burg, Va..  and  then  to  Anders, mviiie:  was  subsequently  ex- 
changed, and  rejoining  his  regiment  served  to  the  end  of  the  war. 
After  peace  had  been  declared,  he  «  enl  t"  I  letrolt  and  became  an 
er.  Bj  tin-  display  or  remarkable  energy  ami 
aition  of  cohliler  to  that  of 
manufacturer,  and  in  the  course  of  years  became  the  head  of  the 
PIngrei  lories,   which   now    enjoy   a    worldwide   reputa- 

tion. 

Without  previous  political  training,  in  fact  without  previous 
ii  activity,  other  than  the  interest  taken  by  the  average 


oiii/.eu  iii  the  h  cal  politli  Mr    Pint 

Octobt  lelected    bj    tin-   Republican   party   as   the 

nominee  for  mayoi  .  reform  had  be- 

co the  popular  cry.  and  Mr    Plngree  wa-  BClected  al st   with 

•  en  regard  to  party  afflllatloni  to  till  the  popular  demand  for  a 
conservative  business  administration  in  the  cltj  of  Detroit 

Mi  Plngree  was  elected  mayor  bj  an  overwhelming  majority, 
and  assumed  the  duties  ol  mayor  of  Detroit  on  Jan  i- 
His  public  career  began  on  thai  date  and  lasted  until  his  death. 
He  served  as  mayor  ..i  Detroit  through  tour  terms,  ami  was  then 
I  governor  or  Michigan,  in  which  capacity  be  served  two 
terms, 

front  the  Oral  year  of  his  political  life  to  his  death,  in  Juno, 
1901,  iiazen  s.  Plngree  was  an  enigma  and  a  surprise  to  friends 

and  foes  alike.    Elected  mayor  as  the  chol f  the  conservative 

business  ele nts  of  the  city,  he  al  once  commenced  a  wild  era- 
sed  i  capital  and  vested  Interests,  (lis  hurrlcj ideas  of  mu- 
nicipal reform  made  necessary  the  coining  of  a  now  word.    "Pin- 

i  '   may    l.e  s:u,l   to  mean  a   change     natter  from    what 

to  what,  so  long  ge  is  made  in  existing iditlons.  Just 

here  it  must  lie  inserted  that  in  all  tin-  time  Mr.  Ping  Pe  was 
occupying  his  conspicuous  position  in  the  public  mind,  no  one 
was  able  to  bring  a  verified  charge  of  dishonest] .  t  raud  oi 

against  him,  ami  even  those  to  whose  interests  he  was  most  an- 
tagonistic tire  willing  to  admit   that   he  thought  he  was   right. 
The   see I    year  of   .Mr.    I  layor   brought   to 

light    most   of  his  cruptionary   Ideas  lor  securing   tree  everything 

erybody,  lie  declared  tin-  city  was  paying  too  much  for 
its  public  light,  and  advocated  a  municipal  lighting  plant  lie 
annons  irnpany  must  reduce  the  price  of  gas  or  get 

out    ot    business,      lie   wanted   to  pave  all   the  streets  and   put  all 

telegraph  and  telephone  wires  underground.  Bui  the  one  all- 
absorblng  object  of  his  life  was  to  secure  mnnicipal  op. 

and  .;  cent  fares  on  the  city  street  railways.  For  this  he  worked 
during  till  the  latter  years  of  his  lite.  In  his  efforts  In  this 
direction  perhaps  he  conferred  :i  benefit  on  the  country-at-large 

for   lie  proved   by  BCtnal   experiment    that  in  the  average  city  of 

the  United  States  3  cent  fares  are  impracticable  and  impossible 
from  the  standpoint  both  of  the  municipality  and  of  the  street 
railway  companies.    The  history  of  this  3-cent  fare  agitation  will 

be  found  in  the  -'Street  Railway  Review"  for  Sept.  20,  1902, 
page  507. 

An  ither  of  Mr.  Plngree's  Ideas  brought  blm  the  appellation  of 
"Potato  Plngree."  This  scheme  was  one  for  utilizing  idle  land 
in  the  outskirts  of  the  city  for  cultivation  by  the  poor  in  raising 
food  for  themselves.  Donations  "I  land  were  made  by  liberal 
citizens,   and   about   438  acres    wen.   accepted,   plowed,    harrowed 

and  staked  off  into  lots  of  from  one-quarter  t ic-half  an  acre 

by  a  committee  appointed  by  the  mayor,    Nearly  1,000  dependent 

families   were  assigned  to  these  lots,  and  seed  potato,  beans  and 

other   seeds    were    furnished    by    'I itiiiittee.     Each    family 

planted  its  own  seeds  and  attended   the  cr  ps,  and   the  crops  so 

raised  were  kept  by  the  Individual  family  for  consumption  dur- 
ing the  winter.  Several  of  these  potato  fields  may  still  be  seen 
111  the  outskirts  of  the  city. 

Mr.  Plngree  died  in  London.  Eng.,  June  IS,  1901,  after  an  ex- 
tended   trip  through    South    Africa. 

kt«tkt 

The    medallion    souvenir   given    away    by    the    Bullock    Electric 

Manufacturing  Co.,  of  Cincinnati,  was  in  great  demand,  and  the 
supply  was  exhausted  in  fore  yesterday  evening,  Mr.  Prank  G. 
Boiles,  representing  the  company,  was  kept  busy  distributing  the 

medals  or  else  telling  anxious  itnpiirers  that  he  haoii  t  any  more. 

•tat* 
Mr.  A.  A.  Hilton,  manager  of  the  Fort   Wayne  Foundry  £   Ma 
chine  Co.,  is  in  attendance.    Mr.  Hilton  litis  a  very  extensive  ac- 
quaintance among  railway  men,  having  been  liu  six  years  general 
sales  agent  of  the  St.  Louis  Car  Wheel  Co  ti«  with  the 

Fori  Wayne  companj 

**« 

Anion-  the  early  arrivals  is  Alfred  Johnson,  electrician  for 
the  street  Railway  Co.,  of  Qulncy,  III.,  who  Is  also  well  known 
as  the  inventor  Of  the  "BeliaMe"  trolley  harp,  a  simple,  cheap, 
y.t  durable  contrivance,  which  has  proven  especially  serviceable 
on  large  mo 


Oct.   io.   i 


DAILY    STREET    RAILWAY     REVIEW. 


709 


THE  EXHIMITION  HALL  ON  SUl'PLYMEN'8  DAY. 


THE    Kl  III.MAN  CAR   CO 


Appreciating  the  facl  thai  presidents  and  general  managers  of 

lubnrban   roads  would   need  the  same  accomodations  a  - 

of  big  railroads  in  tin-  matter  of  their  own  private 

ompany  l'.  d  and  built  a  private  car  which 

own  "ii  iii«'  street  approaching  convention  hall,    in  finish, 

in  design,   and   in   general   equipment,   ii   would  t»-  dlfficull    to 

bow  tiiN  i.-ir  could  !  -i  npon  In  anj  way. 

Tin-  car  Is  IT'-.,  ft.  tong  over  all  and  8  it   6  In.  over  Bills.    This 

the  center  of  the  trucks  2  in.  awaj  From  the  devil 

de  In  order  to  allow  it  t<>  be  operated  In  cities    where  the] 

rtrip.    in  the  center  of  the  car  Is  a  private 

bed  room  and  bath  with  a  three-quarter  i  bed,  wasp 

stand,  bath  tub  ami  water  closet.    The  Interior  rmisii  Is  of  Mexl 

•■.■in  mahogany,  every  piece  of  wood  '■  oi  gi  tin  and 

quality.    The  '•••nine  Is  of  the  Pullman  circular  type  with  glide  i 

mouldings,  'i"-k  lights  of  cathedral  glass  and  windows  of  ground 

French  ptate    The  front  part  of  the  car  is  divided  into  a  motor 

rvatton  room.    The  seating  orrongemenl 

an  !!■•  bi  with  leather  and  plush  cushion! 

carpel  i«  tin-  besl  Wilton  carpel  and  ted  to  match  the 

Inf.    The   curts  of   silk.    Ths    car    i- 

mounted  <.n  Peckham  trucks  and  equipped  with  en  air 

•    i  General  Electric  75-borse  power  motors 

Mm-  r,-ir  has  -•!  i.niTi-t  .-it  the  rear  end 

with  leaded  glas  r>.r  cooling  purposes,    On 

.11    getting  1       I. nil.  I    .1- 


siiuw  in  the  car  al  present,  bill  will  probably  i»-  placed  to-day. 
The  lighting  arrangements  comprise  30  lamps  arranged  in  clus- 
ters at  convenlenl  Intervals. 

St  test 

B.  D.  M   l  l'.\ l.l.  in.,  iih'  PITTSBURG,  PA, 


This  company's  well  Known  line  of  gears  ami  pinions  forms 
one  "i  iim  main  features  of  iis  exhibll  which  is  located  Jusl  off 
I1"-  main  aisle.  The  samples  of  gears  ami  pinions  Include  typce 
•  a  newer  and  heavier  forms  brought  mil  bj  the  Nuttall  company 
i  the  conditions  of  modern  high  speed  electric  railroading 
\i  ii"'  back  of  the  span-  was  Bbowo  a  ;,  n.  gear,  i  ft.  across  the 

i: demonstrating  the  abllltj  of  the  compnnj  to  turn  oul  work 

ranging  from  the  smallest  to  the  largesl  siz.-s.  The  Nuttall  trol 
ley  wheels  were  exhibited  in  rarlous  sizrs  for  different  grades  ... 
service.    Tin-  well  known  trollej   stand  was  also  displayed  ami 

attracted  a  great  deal  of  attention      Is  a  souvenir  n ompany 

is  distributing  a  technical  work  mi  gears  ami  their  manufacture 

The  companj  I    re] ated   In  addition  to  its  regularly  appointed 

by  Mil      \    i    i-  i.    •..  orgc  w     Provo  I     Li  thur  B.  Pari 

i  ld|  i     Hi-   Mi  i  .hi   .a  i  in    Prank  Etidlon  <  to  .  the  Mayer  t 

id  i    i. mi  of  •  p.  elal  n  pre  ental 
■tun 

The  Bherwin  Williams  '  Io    fui  nlshi      thi    painl  i  in  ed  tl t 

onl  Hi.  reaods< i  Kuhlman  car  exhibited 

Mr.  T.  B.  Mm-  i  i  in    internal  lonal  By,  Co., 

returned  norm  afte on  at   i  o'clock, 


71" 


DAILY    STREET    RAILWAY    REVIEW. 
REGISTRATIONS  THURSDAY,  OCT.  9,  1902. 


DEI 

dw  111, 

\     1      1 

\v 

BrulK.    I 

\V. 

\i    Smith    F    n 

\    I ' 

lumbu 

Blufl  1  '  ■  1 

0 

Gowllng, 
Trl-CH 

Western  Ti 
Danville,    ill.-  K    .1     Went 

jman, 
nburg 

lltlngton,   \\  r,   II. 

Welln 

Warwick, 
Co. 

ipolls  SI     R 

C      M.    Slilpm-in. 
North  Jersey  St,   Ry.  Co. 

Kalamazoi 
Myers,  1, .  1  ■ 
Hon  Co. 

Knoxvllle,     Tenn.— C.      11,      Harvey, 
Knoxville  Trac    ■  '•■ 
Kenosha,    Wis.— W.    L     Arnold,    Ke- 

Lancasti  1 

Isvllle.    Ky.-T    J.    Mi- 
ii.-l   O.    Boyle,    .1  sville 

New  Brunswick,   X    T     Andrew  Ru- 

Thos.  F.   Walsh.  James  Butli  r,   1 1 

w.    McGregor,    Mlddl  mnerset 

"1   Co. 

Ottawa.  Ont.— T.   Ahearn,  Warren  Y. 

r    Ottawa  Electric  Ry.  Co. 
Oakland,      Cal.— J.    G.    Brown.    I 

IV    I »,    B 
...   Co. 
Ingfleld.       111.— T.       II.       Mlnary. 

si     Louis,    Mo     W      0       Hun  I;  ,    St. 

■!  Co. 
Toronto.  Ont.-  M    Power.   P.  Suther- 
land    1;.    II     Sweetlove,    W.    II.    Moore. 
W.  H.  Nix.  R.  K.   Brown,  Toronto  Rv. 
Co. 
Term     Haul"    Ind.— C.     D.     Wvman. 
Haute   Klcctrlc  Co. 


MISCELLANEOUS. 

Li.mis.    It.    B.,   W.   Q     Nagel    Eli 
Toledo.  O. 

- 
1,   III. 
I      ■  lolumbUB  Motor  Truck, 

Minis.    OhlO, 

nann,    William 

N     .1 
Balon.   Andrew,    i  m   Co.. 

Elisabeth,   X,  .1. 
Blckwell,    W  in     & 

Chicago   Ry  1  '■• .   Chicago,   III. 

.  i'  .   I.    ,v    \    si     l:v.  Co., 
matl    0 
Becker.  G.   F.,   II.   W.   Johns-Murwllle 

Milwaukee,   wis. 
Burch,  Ed  -- 
Minneapolis,   Minn. 

klolli  Mo- 

iwn,  Mollne,  til. 

X      Y. 
N.    Y 

Berry,  Xic-holas,  Automatic  I 

V    V. 


p.    A 

0,    111. 

1 
11     II  ,   Thi    II     1:    '  'amp 

A'kH  . 

■     1 1    si 

1 ' 

r  . 
11     Newcomb, 
fork 

•:o.,  Phil  i- 

!: 
N.  « 

I  ' 

■  II.   Mich. 

John,    E,    I.    Co.,    Detroit, 

Fab.  r.     Ed  I  Co., 

Sen*  if  ctad)  .    New  York. 
Field,    E     1;  ,    Wi     en     Blei     Co      D« 

n,   w.   1;  .  W.   R.  1i.11  toi 

lach,  ]  '     Elgin   & 

Chli  By.   1  1     111. 

Co.,  New- 
ark, 1  ■ 

.   \v,   i>,   1  lolumble    Lamp   Co., 
st     1.1.  ;i..    Mo. 

1   1  F..  Penna.  E!. 
Railway  SuppU   Co.,  Pittsburg,  Pa. 
Heller,   W.   A.,   Wabash,   Ind. 
Hopkii        Vva     Li      tni      1  topkins  Co., 
,     lumbu      0. 

i        Wendell   ft    Mc- 
Rle,    New    York  City. 
Halt!  Co., 

ker-Wheeli  r  Co., 
Howell,     'l'.     P.,     Kuhlman 
Clevi  land,  O. 

-.  11.  'i'.  1:..  l.  c  elms,   a  < io 

Ian  ■       li  ■    1 1 

Si     Ry,   Co.,    Erli  ,    I 

1        her,  1  11  -      9      R  Ohio  Ry. 

''"  .    Lima.    O. 

X.    J..    C.     B.    *     W.     Ry.     r.,. 
1.  O. 
Harper,    1;     11..    Westeru     Elec.    Co.. 
li  Iphla,  Pa. 
'■i.    1".    K  Equipment 

Chicago,  in. 

11      Stanle;     Electric   Mfg 
Co      Chli       0     11 
1  1'il.v    John    \\   ,    Si      I  .. 

I 
Kerns,  1  •.  J.,  Toronto  SI    Ry  .  Toronto. 

1  mi. 
Kls,  s.   Rltter,   Win.  Eska  Co.,   P.ennl- 
Ben, 

,11.  W.,   Ki  ik  -  in-    '  '-•     Potts- 
tow  11.   Pa. 
Lewi:  I  I  Co 

Cleveland,  1 1. 

1    '    i',.   Fdrj 
Clevi  Is   ■:.  0 

L,  N.  1     C.  .«v    11.  1: 
R.  1  .  ork  City. 

McGlll.  .1     11  ,   Standard   Ry    Mat 

0  in 
McCllntock,  ii.  X..  The  Bellamy  \ 
bul  O. 

1         v  Jr.,   American  Steel 
ft  M         1  i        . 

v    1 1,    ' v.    \.  1: 

Miu-.   C iclnnatl    '  ■ 

hlsle,    John,    Johnson    Frog    Co.. 

,    W.    I"...    Hooven,   '  'v. 

.    mill, ,n  r-.riiss  Engine, 
New   I 

Mu.  II 

111. 
M.iv 

portntion  Co.,   Philadelphia,   Pa, 


Mich. 

P \.  1. 

Mich. 

Co.,  PitbJ- 

I'.  II.  D.  \V  run  Co      Lima. 

Phillips,    W.,     Wini, I: 

11     1:      '  ' 

III 
1,    1:     I'      General     El 
.      \     \ 
■ 
ter    M 

delph 

e,    1:     11  . 

III. 

,Vheel 
Wk«  x.  Y 

■     11    '■  .   '  >hmi  - 
1   ,  ,1    ,1 
Robli 

n  Ington,  in. 

F.  a  .  John    - 
and   I'lrkham  I  -  ihlo. 

r:  I.      Hunter  Sign  Co.,  cin- 

•  Innatl,  o. 

r-ls.    P.altl- 
Md. 

A.    1"..     GHobe     Headlights, 
1    O. 

lias..     Mir1  De- 

Mlch. 
h     \    1 1      N.  T.  C .  ft  H    1 :    1 : 
New  York 

r.   A  .  Sin  Mien, 

I. 'Iphla,  Pa. 

•  n  *  Dutton 
Cleveland,  •  1 
s  illlvan,    W,   .1  ,   Crocker-W 
Cleveland,  O. 

ft  M.  '■,   1 
•     Chicago,  111. 
.1.    M..    Mlddletown    Goshen    T. 
Iletown,  x.  Y. 
Sir,  I,.  n     Patting 

it.   Mich. 
He.     H.     F.,     Wadark   Wire 
New  York. 
Swink.   Win..   Hunter  Sign     A     1 
Co. 

UK.  Henry.  VanDorn-E 

.  veland,  I ». 
■  :  land.   .i.    i '..   American   Steel   ,\ 
Wire  i'i>,,   Pitt  - 

i'       V.,     VanDorn-Elliotl 
Cleveland,  i » 
I 

dick,  F.  li..  The  Toledo  ,v   West- 
ern  Ry.   Co..   Toledo.  O. 
Win    i  inley   Elec.   Mfg. 

Chicago,   111. 
Wall  i         ,  i.-hlne 

port,  Conn. 
w.iii-.   Chas.  -i.   Fostoria    Inc.    Lamp 

i'i...    i 
Williams,   w.  .1..  Chahall  Water 
Boiler  Co..  Chicago,  ill. 


Mr?. 
\i  rs. 

Mrs. 
Mrs. 
Mis 
Mrs. 
Mrs. 
Mrs. 
Mrs. 

Mrs. 

Miss 

Ml  - 


LADIES. 
P.  A    E 
.1.  M.  Jouns. 
E.  m,  Shlpman. 

T.  J.  Mi 
Andrew  Rudel. 

F.   Walsh. 

tier. 
D.  W.  McGi 

J.  Q.  Br.  w  n 

W.  All 

A.  II    Smith. 

LA   Met tonnock. 

i:   i:    i';.  i.i 

W.  .1.  li 

T.  H.  Patcnall. 

ill. 
Camp. 
D.  w.  Pell. 

Williams. 
Thorp. 


Tin'  Way. lark  win-  Co.,  "!  New  Ym-u  city,  is  represented  by 
Mi-.  II.  I'.  SanviMe,  Philadelphia  agent  Tin-  Wayclark  company 
sella  tr  feed  wire  of  all  descriptions.    .Mr.  Sanville  also 

represents  tin-  Simonds  Manufacturing  < '" .  -i   Pittsburg,  maker 
of  the  well  known  Simonds  gears  ami  plnl  ros. 


ii r  tin-  mosl  familiar  faces  at  the  a.  s.  r.  a.  conventions 

is  that  .if  Mr,  I-'..  Packer,  traveling  salesman  for  the  Morris 
Electric  Co.  Willi  two  exceptions  Mr.  Packer  has  attended  ail 
the  A.  s.  it.  a.  conventions.  He  iniss,.(i  Kansas  city  and  Mon 
treat,  much  in  his  regret. 


Oct.  io,  1902.] 


DAILY    STREET    RAILWAY    REVIEW. 


711 


The  Cleveland  Frog  and  Crossing  Co, 

MANUFACTURERS    OF 

IMPROVED  HARD  STEEL  CENTRE 


SPECIAL  WORK 


FOR    ELECTRIC    RAILWAY  SERVICE  OF    EVERY  DESCRIPTION. 
ALL  SECTIONS  OF  GROOVE.  GIRDER,    GUARD  AND  T  RAIL  CARRIED  IN  STOCK. 


e:r    rocking    s\a/i 

«:ii'  -1  and  Hosl  Durable  Snitch  for  Branrh -offs  and  Uerails  at  Railroad  Crossings. 


H 


Steam  and  Electric  Railway  Easer  Rail  Crossings  and  Track  Supplies  in  General. 


.Main  Office  and  Works, 

Bessemer  Ave.  and  Erie  R.  R. 

Engineer's   Office, 

614  Cuyahoga  Building. 


PLANS  AND   ESTIMATES   FURNISHED 
ON    APPLICATION. 


GL- EI  VEIL  AND 

OHIO,    KJ.    S.    A. 


G.  C.  LUCAS, 

General  Manager 

A.  P.  RUGGLES, 

Engineer 


A   WINTER'S  TALE). 


My  greeting  from  No.  89,  when  I  boarded  liis  ear  a  couple  of 

months  inter.  w;is  ;i  hearty  .in.-.   At  first  1  hardly  n ionized  him; 

a  new  uniform,  clean  shirt,  neat  tie  and  well  blacked  si *  were 

pretty  nearly  .is  good  :i  disguise  as  thai  of  liis  Friend  the  Bpotter. 
r  carefully  ami  something  in  the  sheepish  way 
in-  avoided  mj  -  me  an  Inspiration. 

"Yoa've  1 n  getting  married!" 

■  II    tollim.'    VI. II." 

;i  pure  guess  " 
"WelL  you're  a  wizard!    rep,  it's  a  fact,    I  thought  1  might  's 
well  inn!..-  nae  ■.'  tli.it  v'lMiinn  „•  mine  so  I  got  spliced,  rented  n 
■  1  it  an'— there  you  • 
"Well,  I  congratulate  you     Who  is  tin-  lady?" 

"That's  her." 

red  Into  tin-  <;i r  .-it  tin-  only  "her"  in  sil-Iii  and  saw  a  alee 
11k'  woman  of  about  85. 
"Pretty  neat  woman  for  a  mocker  like  me?"    And  there  wai  a 
MtlsAed  smirk  on  No.  vis  countenance 

>  r  than  yon  deserve,  1  guess!"  was  ni.v  uncomplimentary 
remark,  but  the  smirk  only  deepened  into  a  grin. 
■tih.  i  .1..'  know:    m«-  an'  BUI  Hendricks  meter 
'That  reminds  me,"  I  Interrupted,  "what  was  thai  yarn  aboul 
Bill's  "loath  that  you  were  going  to  spin  for  me?" 

mtly. 
"That's  no  yarn.  sir.     It's  the  gospel   truth:" 

"Well,    •  ,t." 

•   to-night,  sir;  It's  too  1. .in.'  a   tale  an'  this  i-   my   last   trip 

in  mi'  .  make  Hi'  my  report      Bnl  toil  yon  what  we'll 

it,  ain't  got  no  women  I" 
for  yon?    Thought  s.,:    Well,  go  witii  Hi'  woman  round  to  the 

oly   a   block   :m:ij      an'    I'll   eome   '•  n    an' 

bring  a  can  o"  beer  an'  the  woman'II 

I'll  tell  an'  what  followed." 

-your  wife?" 

■  in.  i  been  telttn1  bar  about  yon, 


an'  mo  an'  her  always  lias  a  bite  an'  a   sup  after   I  no  home. 

«' in  an'   I'll  inlerjnee  you." 

After  a  big,  solid  "lass  of  beer  and  a  well-mustarded  "earn 
wich"  was  in  easy  reach  of  each  of  ns.  I  offered  No.  89  a  cigar. 

"Is  this  any  kin  In  th'  first  i you  g'in  me — urns'  a  year  ago!" 

"No  relation!" 

"Then  I'll  light  her  np  an'  tell  you  about  Bill,    "f  was  that  cold 
winter,— lemme  see,  must  'a   been  nig] to  twentj  five   rears 

■'-"    I    terget  just  the  year     anyway,  't   was  most  awful  COld.    lie 
:nr   Bill  hail  Hi'  owl  ear  (hat  night  an'  il   look  in  the  whole  length 

o'  th'  line,  over  live  miles  from  the  Btand  to  tir  barn,    it  was  |ust 
perlshln'  cold,  a  keen  wmi  an'  little  scales  o'  snow  in  it  thai  cat 

like  a  knife  when  they  hit  your  face.     I  was  bundled  np  'n  every 
thin'    I  could   lay  my  bands  on  an'  even  then   I   couldn't   stand   it 

•  mi  the  platform  so  i  co Inside.    Bill,  he'd  pulled  down  his  cap 

an'  pulled  np  his  collar  'till  there  warn't  nothing1  of  him  -I 

i. hi  his  eyes  an-  he, i  wrapped  his  legs  around  with  the  blankets 

Off'n  the  hosses  anil  sol  np  on  his  BtOOl   With   his   La,  I     again'  the 
front    door  an'    be   started   Ihal    team    for  all    't    was    worth.      We 

didn't  have  a  passenger  th'  whole  trip  an'  arst  off  i  opened  the 

door  a  crack  Oncet  or  twice  an'  ask,, I   Hill  T  I  shouldn't  spell  him 

a  bl    drivln'  .-in'  ail  i  got  was  'Get  t'eii  outer  here  an'  -inn  that 

door,'   so    I   didn't   pay   no   more  attention    io   him   I, in    jn>    jogged 

back'arda  an'  foi  i     i   the  naj   in  the  aisle  air  nan red 

myself  with  my  arms  to  keep  from   I'reezin'     it    was  in   s'   fearful 

,  oldT 
"Didn't  yon  bave  a  stove  in  the  car?" 

but    II    went   out   ,,n   OUT  down   trip     never   would    hiirn   'n 

6    an'  I  had  no  kindlii,  ,|   an'   Hill  wouldn't   wall  al 

ind    lor    to   get    any,    said    'I    'd    he    hotter   Io   get    to    lh' 

barn  'tore  the  b      i     froze,     Well,  as  i  was  savin',  we  Jogged 

along  that   way  an'  never  Stopped  'till   we  got   to  the  ham  an'   the 

night    hostler  heard   the  hells  an'  SWUng   the  doors  open   an'   Hill 

he  never  stopped  to  let  me  off  nor  nothln,'  but  lust  sailed  right 

In  nn'  I  win  so  stiff  with  COld  that  when  I  went  Io  Jump  Oil    I 
int.,  f  1 1 '  ofllCS  to  sign  np  an'  linn  in  my  punch,   I  f, .  I J  ,.,||  'f  a   heap 

When  i  picked  myself  np  i  beard  the  bottler  boiler,  'Where  'n 


'12 


DAIU     SI  REE  l     R  \II.Y\  W    KIA  1 1-  \\ 


Ml.  No  3 


THE    NICHOLS-LINTERN 
Track  Sanding  System 


COMPANY, 


Saves 


EQUIPMENT 


CURRENT 


ELECTRIC  BLDG., 


TIME     AIR    SAND 
PREVENTS  ACCIDENTS 


CLEVELAND,    OHIO. 


■i   ■ 


.MMMMM 


blazes  yer  iai.hr  thai  car,  Bill?"  luit  I  didn't  pa;  mart]  attention 
in  it,  inn  jus'  scrambled  for  iir  office  an'  the  Ire,    wen.  I  badnl 

more'n  sol  unwrapped  when  th'  hustler tea  tearln'  In,  bl 

like  chalk,  an'  liis  eyes  like  saucers  an1  be  yells  out  "For  God's 

sab ie  oul  here,  som'n's  th'  matter  with  Bill'.' 

"Weil,  ti»'  watchman  tumbled  out  an'  i  followed  's  fast  'a  i 
could  hobble  an'  there  was  mil's  car  clean  at  th'  end  o'  tin'  track 

an'   the  linssrs  turned  nil'  again'  the  side  o'  tin-  barn     dodgin'    it 

same's  they  was  oseter  dodgin1  a  track  in  the  street  when  it  back- 
ed ni'  "ii  'em,  Th  i  Btrange,  'cause  Bill  "as  a  good  driver 
an'  careful  of  ins  teams  gen'rally,  so  the  watchman  sings  oul 
"What  'n  Ha1  dickens  's  the  matter  with  you.  Hill,  tryin'  to  jam 
them  bosses?  Don't  your  brakes  work?  There  wa'n't  no  answer 
from  BUI  an'  the  watchman  says,  'Are  you  'sleep-'  An'  we  goes 
up  to  blm  an'  the  watchman  gives  his  arm  a  pull  an'  BUI  an'  the 

Stool  us  over  just  U  a-fallin'  an'  then  we  was  seared. 

I  forgot  all  aboul  my  bein'  cold  tin'  me  an'  the  watchman  grabs 
him  an'  starts  to  haul  him  into  th'  olHee  an'  somethin'  pulls  him 
back  an'  there  was  the  lines  fast  in  his  hand  an'  it  stiffern'  iron; 
we  just  had  to  cut  them  apart  a  tore  we  c'd  move  him  an'  the 
whip  in  his  t'other  hand  was  the  same  way  an'  we  carried  him 
Into  th'  office  an'  it  a'wavin'  in  ins  hand.  Well,  we  fetched  a 
l.ut  'I  wa'nl  no  good,  poor  Bill  was  deader  'n  Hector — 
whoever  he  was!  They  had  'n  Inquest  next  day  au'  the  doctor 
said  't  was  a  weak  heart  'su'inlooccd  by  th'  intense  friggiditty  o' 
tli'  atmispherre'-  yes.  he  did,  them's  his  very  words!  An'  he 
said  he  must  'a  been  dead  most  an  hour  when  we  found  him,  he 
must  'a  died  si.  hi  after  1   last  spoke  to  him. 

"Well,  yon  may  jus'  believe  that  broke  me  all  up,  me  an'  him 
had  been  on  the  same  ear  fur  clos'l  onto  three  years  an'  always 
got  on  well,  for  Bill  was  rough  spoken  but  straight  's  a  string. 
The  thing  preyed  on  me  for  a  good  spell,  I  snrtcr  blamed  myself 
for  my  not  makin'  him  come  in  an'  lettin'  me  spell  him  a-drivln' 

t  wouldn't   'a  dune  any  g 1   I    know,  but  you  know  how  you 

feel  ;ib  .ut  ,i  .lead  person— suiter  s  if  vim  might  'a'  helped  It  'f 
you'd  'a'  tried?" 

I  nodded. 

"Well,  that's  tile  truth  BDOUl  his  death  tin'  you  might  say  as 
there  wasn't  anvthin'  wonderful  aboul  that  but  it's  what  hap- 
pened after  that  that  I  was  guin'  to  tell  you— you'll  understand  It 
better  now  't  you  know  about  his  dyin'.  I.emmo  till  up  that  glass 
again,  sir,  it's  dry  work  lis'enin'.  an'  I'll  tell  you  what  come  after. 

«** 
HTJNTEB  C  \U  SIGN. 


Mr.  Lytle  J.   Iln the   Sign  ami   fender  man     was   iust   about 

as    busy    as    be    might    to    be    in    the    annex    taking    orders    and 

describing  the  Hunter  devices.    Mr.  Welling,  superintendent,  had 

charge  Of  t!ie  display   When  Mr.   Hunter  was  not   there.     The  ne" 
vestibule    sign    recently    put    on    the    market    by    Mr.    Ilnnt.i     at 
•  1  considerable  attention. 

»t»t»t 

Everybody  knows  and  everybody  was  glad  to  greet  Seott  H. 
Blewett,  general  agent  of  the  American  far  ,\-  Foundry  Co.,  of 
St.  Louis,  who  showed  up  smilingly  in  'he  exhibit  hall  yesterday 
afternoon. 


THE  CLIMAX  STOCK  GUARD 

H.  E.  OVERSTREET,    Cen.  Manager, 

714  Marquette  Building,  CHICAGO,  ILLINOIS. 


Manufactured  from 
Shale  Clay,  Burned 
Hard.  Vitrified  and 
Glazed.  Block.  24 
In.  long:,  8S  Inches 
wide,  4','  In.  high. 
.Material    tn     ridges 

iH  In.  thick. 


40  Blocks  to  each 
guard,  8  ft.  x  8  feet. 
Weight  1,800  pounds. 


The  following  Is  a  list  of  Sales  for  Four  Months, 
ending  Anjcust  1,  1003: 

Chicago.  Milwaukee  &  St.  Paul  R.  R 250  Guards 

Aurora,  Elgin  &  Chicago  R'y  Co    780  " 

Chicago  &  Milwaukee  Electric  R'y  Co 45  " 

Atchison.  Topeka  &  Santa  Fe  R'y  Co 28  " 

Indianapolis  &  Plainflrld  Klectnc  R'y  Co...  40  " 

Cincinnati,  Dayton  &  Toledo  Traction  Co..  15  " 

C.  C  C.  &St.  L.  R.  R.Co  fBigFnun 110  " 

Rockfonl.  .lanesville  &  Beloit  Traction  Co.  8  ** 

Coal  Belt  Electric  R.  R  Co.  (Marlon,  III.)  o 

Chicago  &  Eastern  111.  R.  R    Co S4  " 

Mimellus  (N.  Y).  Electric  It.  R.  Co 30 

Clean  (N  V  )  Street  R'y  Co 80 

Cleveland.  Etyrla  &  Western  R.  R.  Co.  .  ..  40 

The  Barberton  &  Akron  Belt  R.  R.  Co 84  " 

Chicago,  So.  Shore  Ry 50  " 


1418 


Western  Ohio  Traction  Co All  needed  for  110  miles  track. 

Utica  &  Mohawk  Valley  R'y  (Sept.  5> 250  Guards. 

NOT  BAD  FOR  A  NEW  THING -IS  IT? 
LET  US  ENTER  YOUR  NAME  IN  THE  LIST. 


TRENTON  TROLLEY  WAGON. 


J.  R.  Met'ardell  A:  Co..  of  Trcntim.  N.  .)..  have  a  novelty  in  the 
form  of  a  Trenton  automobile  tower  wagon.  The  w 
is  the  standard  Trenton  type  bul  the  mechanism  and  running 
gear  have  lately  been  perfected  by  tin-  Motor  Truck  &  Vehicle 
Co.,  of  Columbus,  0  Tin-  motive  power  is  furnished  by  a  gas 
engine  of  approved  type  driving  the  axle  through  chain  and 
sprocket  wheel. 

It  was  announced  yesterday  that  the  Bishop  Cutta  I'.i.ha  Co.. 
of  New  Vurk.  which  bad  Secured  booth  Is.  had  decided  not  to 
exhibit,  much  to  the  regret  of  many  friends  of  President  Reed. 
The  space  has  been  assigned  to  the  Burroughs  Adding  Ma- 
chine Co. 


DAILY    STREET    RAILWAY    REVIEW. 


713 


DAILY  STREET  RAILWAY  REVIEW 

PUBLISHED    BY 

WINDSOR  &  KENFIELD  PUBLISHING  CO. 
65-69  Congress  St.,  West  Detroit,  Mich. 


A.  S    R.  A.   OFFICERS. 


SUBSCRIPTION.  PER  YEAR,  £3.00 


CHICAGO  • 
NEW  YORK  OFFICE, 
BOSTON  OFFICE, 
PHILADELPHIA  OFFICE, 
CLEVELAND  OFFICE, 


45-47  Plymouth  Court 

39  Cortlandt  Si 

Atlantic  Avenue 

-        -        -    The  Bourse 

302  Electric  Building 


made  1-«r  entry  as  second-class  mailer. 


VOL.  XII.         Saturday,  October  II,  1902. 


No.  4 


THE   "DAILY   RF.VIEWY' 


Although  we  are  very  modest  we  cannot  refrain  from  pointing 
with    pride    to    the    four    issues    of    the      Daily    Street    Railway 
■.  "   published   in   Detroit.     In   the   four  days   we  have  pub- 
132  pages  of  reading  matter,  giving  a  complete  account  of 
•  i  conventions  and   exhibits.     Doubtless  only   men    in   the 
the  labor  involved  In  a  monthly 
journal  moving  its  publication  office  so  far  from  aome  and  pub- 
lishing a  paper  that  comes  out  every  day  instead  Of  once  a  month. 
The  success  of  the  "1 1  •  ■«■"  has  only  been  made  possible 

ork  of  our  printer,  the  R.  L.  Polk  Printing  Co., 
of  Detroit,  and  the  cordial  cooperation  of  the  secretaries  of  the 
two  associations,  Messrs.  Penington  and  Brockway,  and  the  official 
sobers,  Messrs.  T.  E.  C'rossman  and  A.  B.  Weaver. 
The  prompt  publication  of  the  list  of  attendants   was  greatly 
facilitated    by    the   courtesy    of   the    Detroit    united    Railway    in 
rig  a  number  of  its  employes  to  assist  us. 

THK  FUTURE  OK  THE  A.  s    It     \ 


This  year  the  committee  appointed  to  Bell  place 

of  the  \    s    R    \    foi  ision. 

1  he  •  ad  the 

\hibit  hall  has  become  so  Imperative  that  there 
are    but    few    cities    In    the    country    which    ar"   suitable    n 

It  is  also  true  that  the  burden  of  ei  n(  imposed 

upon  tli"  street   railways  of  tin  on   city   is  greater  than 

■  j  assume. 

on   the   fingers  of  one  band   tie-   cities  of  the 

ml  exhibit   hall  aei'ommoda- 

,i.|   be  urn  ■  railways  of 

.■  burden  o  ament.    The 

association  will  probably  b  ally  chac  ns  and 

in  the  future  pay  its  own  entertainment 

privilege  devolve   upon   tie  n.  as  Is  done   by   tin 

rallr"!  'ions. 

The    organization    Ol  n    tins 

i  may  result 
In  an  .  8,   It     V  and   n 

ing  body  only 
will   bear   f 

of   way 
lt.iil.va> 

id   Accounting  Officers,  and  the 

Bmaller 

ir    will    "i'  in    lis 

by   the 

id    Hie 

.11  that 

ii  u»ey 

will  a. 


Hutcbins,    President    Detroit    United    Kail- 
wax,  Detroit. 

Fii-si  Vici  President— W.  Caryl  Ely,  President  International 
Railway  Co.,  Bu 

W.   Kelsey   Schoefl     Presidi 
nati  Traction  C  o.,  Cincinnati. 

Third  Vi.  P.  S.  A  kwright,  Pn  sldenl  Georgia  Rail- 

way ,v-   i  ;   hi  Co.,  Atlanta. 

utive  Committee  -The  President,  thi    Vice-Presidents  ami 
n.    n.   Vreeland,   President    Metropolitou   Street    Railwaj    Co., 
New  York. 

1 ■    tei   i  lldated  Street 

Railway  Co  ,  Worcester. 

Andrew  Radel,  Vice-President  Middlesex  &  Summerset  Trac 
lion  i  port. 

Walter  P.  Read,  Vice-President  Consolidated  Railway  £  Power 

Willard    .1.    HIeJ  Twin    City    Rapid    Transit 

Co.,   Minneapolis. 

itary   ami   Treasurer — T.   C.    Pennington,   Treasurer   Chi- 
cago Citj   Railway.  Chicago. 

ACCOUNTANTS'   OFFICERS. 


President     Henry   i.  Da\  i  I  lectrlc  Hail- 

way  Co.,  Cleveland,  O. 
First  Vice-President— Irwin  Fullertou,  General  Auditor  Detroit 

I  Railway.  Del  I 

Second  Vice-President     l>   liana  Bartlett,  Genera]  Auditor  Bos- 
ton  £  Northern  Rail  re  i  ton,  Mass. 

Third    Vice-President    J.    B.    Hogarth,    Auditor    Denver    City 
Tramwaj   Co     B  aver,  Colo. 

etary  ami  Trei St      B     I :way,    Consulting     \< 

nt.  Birmingham  Railway    Light  &  Power  l  !o 
Executive  Committee— The  officers  and 
H.  C.  Mackay,  Comptroller  the  Milwaukee  Electric  Railway  & 
i  !o  .  Milwaukee,  Wis. 

0     M     i  i an    i  i       in       i    i  i  action   Co.,   Lancfcs 

ter,  Pa. 

Earner  \i    Wl r  Hartl Streel   Railway  Co     Harl 

ford,  i 
The  to  ''it  blank    to  be  -  upplled  i  ■  >  the  commit 

tee   pending  thi   determlnat >l  tb  I  ng 

«*« 
MAIL   W  UNCALLED  FDR. 


The  follow  Ing  i  at  th 



W.  li ids,  E    D.  Hebbi .  J.  l\  Doane,  Wm,    \. 

Snow  and  C.  W.  Powell 
Teli  '.ink  Slllimon,  w.  A,  Shirley,  G.  w  .  Hamilton, 

rty,  C.  i).  Mallloux,  11.  M    Pi 

and  C.  T    1 

*«* 
NOTICE  TO  EXHIBITORS. 


The  exhibit  committee  announ  the  Michigan  Cai 

mii  all   ship 

i    exhibit    purposes   up   to   and    Including 

October  15th,    This  ii  il on  and  exhibitors  will 

appreciate  the  effort     "i   the  committee  In  caring   toi    thi 

i»  •»  r 

. .   eta 

'■!  i      tilling   and 

Nci  in.  mi.,  i  nt  the  tor  the 

■    predict 

int..  io  ba  d  atten 

hi  for  the  ■  ail  and  will  stop  by 

■     ..    i .i  in  ii  lection 
\. .  ountanl 


714 


HAII.Y    STREET    RAILWAY     REVIEW. 


[Vol    Ml 


.1    C    HUTCHIN8 


II    J    DAVIB8 


m,    ,i    r    tint,  i  ol  Hi.    Detroit    i  niii  .1  it. 

Hi.-  Rapid  EUllwi  mi  born  In  Carrol]  Parish,  La 

k:    is.,::      \     ,  on  Iru  I  i  ivil  engtni  ar  ba  bad  y  - 

experience  In  the  earl)   daj     el   railroad  bnlldlng  In  HI 
Texas  ami  through  the  southwest,  and  was  afterward!  In  news 
paper  work  for  a  ahoii  tlmi    in  Wai  i   Texas     He  weal  to  De 
imit  In  1894,  and  was  made  vli  arer  ol  the 

Detroit  Citltena'  Street  Railway  Co.,  and  later  was  elected  to  the 
tame  offlcee  In  the  Detroit  Railway  Co.    On  the  organisation  of 

r  i .mi   United  Hy.  Mi.  Hutchini 
ami  general  manager;  he  waa  elected  president  Jan,  21,  1902. 

Since  Identifying  Unwell   with    the    Detroit    United    Ry.    Mr 
Hntchlna  Mas  taken  an   at  I  In   Its  welfare,  and 

many  of  the  details  ol  operation  In  all  departments  bavi 


.i.  o.  "i  roHiNs, 
President  s   s.  R.  A. 

instituted  as  the  direct  results  ol  his  suggestions,  He  ha 
particularly  interested  in  the  welfare  of  the  company's  employes. 
the  present  system  of  reward  by  merit  and  demerit  marks  being 
one  of  his  latest  plans  for  Improving  conditions  of  the  men.  In 
selecting  his  heads  of  departments  and  operating  men,  he  has  be- 
lieved in  finding  the  best  men  possible,  giving  them  free  rein, 
and  then  holding  them  responsible  for  the  organization  and  re- 
sults under  their  respective  departments. 

Mr.  Hutchins  has  been  the  official  head  of  the  company 
through  the  several  mergers  of  the  last  few  years,  and  in  par- 
ticular has  been  insttumental  In  bringing  about  the  acqn 
of  outlying  suburban  and  Interurban  lines.  He  has  had  supreme 
faith  In  the  future  of  the  United  bj  item,  and  recognizing  the 
advantage  of  having  all  the  roads  about  Detroit  under  one  man- 
agement, he  has  worked  steadily  to  tha'  i  l,  1.  and  the  result  is 
the  present  efficient  and  well-managed  Detroit  United  Ry.  prop- 
erty. 

•t«t«t 
MASTER    MECHANICS'    ASSOCIATION. 


At  an  adjourned  meeting  of  the  masti  i   mechanics,  held  at  12 
Woodward  Avenue  yeatl  rday,  it  was  decided  to  increase  the  com- 
ibership  with  a  view  of  effecting  the  permanent  or- 
ganization.   The   meeting   adjourned   to   meet  at  Cleveland   on 
Jan.  12,  1903. 


Mr  ii  .i.  Daviea,  the  new  president  of  the  Accountants'  Asso- 
clatlon,  is  secretary  ol  the  Cleveland  Electric  Rallwaj  Co  Hi 
was  one  of  the  charter  members  of  tins  organisation  and  also 

MM  of   its  hardest    workers  during   II  ir  of   its   life.      It 

win  tx-  remembered  thai  at  the  time  of  the  Kansas  city  con> 
\inlion  Mr.  Daviea  withdrew  from  active  street  railway  work 
and  was  then  elected  an  honorary  member  ol  the  association. 
Mr.  Daviea'  many  trlenos  and  especially  his  brother  accounting 
officers,  will  welcome  him  back  to  lembershlp. 

•tat* 

THE  BANQUET. 


The  2i8t  annual  banquet  was  held  al  the  Hotel  Cadillac,  plates 
being  laid  for  400  guests.     The  toast  list  was  as  follows: 

■The  Growth  of  Detroit  as  I  Have  Known  It,"  Hon.  Wm.  C. 
Maybury,  Detroit. 

"The  F-30  Motor,"  Gen,  Bhigene  Griffin,  Hew  York 

"How  the  People  Would  Hun  a  Street  Railway,"  Michael  Bran- 
nan,  Detroit. 

"The  Future  Blectric  Railway,"  W.  Caryl  Bly,  Buffalo. 

"The  Trolley:      Its  Future  State."  James  T.  Keena,  Detroit. 

mttt 

A   01  RIOl  3   MISHAP. 


Mr.  Warren  Bicknell,  genera]  manager  of  the  Aurora,  Elgin  a 
Chicago  Electric  Railway,  is  in  attendance  al  the  convention,  and 

is  telling  a  story  ,,t"  an  exceedingly  curious  accident  which  in- 
curred recently  on  his  road     He  narrates: 

■a  gentleman  waiting  to  take  a  car  at  a  platform  stop  In  th  • 
country  upon  a  rainy  night  last  week,  was  standing  on  the  plat- 
form with  his  umbrella  raised,  when  a  car  passed  L-oiiiL-  at  th  ■ 
rate  of  65  to  70  miles  an  hour.  The  suction  from  the  passing  car 
Blled  iiis  umbrella,  carried  the  man  off  the  platform,  hurled  him 
against  a   fence  and  broke  bis  arm." 

Mr.  Bicknell  is  trying  to  decide  whether  the  company  is  liable 
or  n  t  for  the  injuries  sustained  by  this  man.    Perhaps  some  ol 

the  legal  minds  in  attendance  can  answer  this  query. 

■Utte 

,\  noteworthy  feature  of  the  Detroit  convention  has  been  nol 

only  that  the  registration  Is  larger  than  any  other  previous  con- 
veniiiui  with  the  exception  of  the  New  Sort  meeting,  but  that 
almost  the  entire  attendance  was  registered  on  the  first  day.  This 
proves  that  delegates  and  Bupplymen  have  found  the  three  days 
Of  the  convention   none  too  many  in  which   to  transact  business. 

and  are  therefore  arranging  to  be  on  hand  al  the  opening  hour. 
At  former  conventions  it  has  usually  been  the  ease  that  nearly 
half  of  the  total  registration  was  made  on  the  second  day.  V7e 
believe  that  at  least  four  days  should  be  given  to  the  convention 
in  the  future. 

ajatu 

One  of  the  neat  souvenirs  at  the  convention  is  a  silver  match 
box  distributed  by  the  Crocker-Wheeler  Co.,  the  body  of  the 
receptacle  being  covered  by  celluloid  upon  which  is  printed  the 
donor's  trade  mark  in  colors. 

■1  St  It 

Never    in    the    history    of    the    association    has    there    I n    so 

large  a   number  of  ladies  registered   and   In   attendance.     This 

probably  accounts  entirely  for  the  success  of  Hie  etJng. 

statu 

Mr.  W.  H.  Cray,  of  Townsend.  Reed  &  Co..  with  headquarters 
at  Indianapolis,  arrived  in  Detroit  Wednesday  morning  and  has 
seen  the  convention  to  the  finish.  Everybody  remembers  Hill v 
wheu  he  was  one  of  the  Pcckhaiu  Track  men,  and  his  new  posi- 
tion of  "magnate"  has  not  changed  him. 

■lltsi 

A  feature  of  the  convention  was  the  force  of  "White  Wing" 
street  cleaners  furnished  by  Public  Works  Commissioner  More- 
land  to  keep  the  Convention  Hall  and  surroundings  tidy  and 
free  from  the  usual  accumulation  of  litter  and  refuse.  Their 
spotless  uniforms,  business-like  demeanor  and  effective  work 
are  evidently  the  results  of  careful  training  and  discipline. 


Oct.  ii.  1902.] 


DAILY    STREET    RAILWAY     REVIEW 


715 


TWENTY-FIRST  ANNUAL   MEETING 

AMERICAN  STREET  RAILWAY  ASSOCIATION 

Detroit,    Mich.— Oct.   8— IO,    1902. 


l'ltlKAY   HORNING    SKSSlov 


dent  Vreeland  called  the  meeting  to  order  at   10:40  a.  m. 

ami  announced  that  tin'  first  business  tiiis  morning  will  be  the 
report  of  the  Committee  on  Standard  Rules  for  the  Government 
Railway  Employes. 
Mr.  Harrington,  Camden;    Mr.  Brackenridge,  the  chairman  of 

-  not  bere,  and  ii  seems  to  be  the  sense  «f  thti 
committee  that  the  rules  which  have  been  submitted  exprsse  only 
the  preliminary  work  of  the  committee  on  this  subject,  and  we 
would   therefore  request   that  either  the  committee  be  continued. 

if  it  is  your  pleasure,  or  that  a  new  committee  be  appointed. 

dent   Vreeland:     Your  President   has  had  sol ouference 

with  the  members  of  the  Committo n  Rules,    it  seems  advisable 

that  the  work  of  this  committee  should  be  done  in  a  very  thorough 
way,  before  any  set  of  rules  is  adopted.     The  matter  of  framing 
rules,  as  you  gentlemen  know,  took  a  great  deal 
of  attention  for  many  years  in  connection  with  the  work  of  other 
tions.     The    New    York    State    Street    Railway    Association 
committee  now  working  on  this  subject,  and  this  commit- 
lently  made  a  preliminary  report  at  the  meeting  of  that 
lion    held   last    month.     It    has    been    suggested    I  hat   inas- 
much a-  Mr.  Brackenridge,  of  the  I'.rooklyn  Rapid  Transit   Co., 
has  given  up  the  operating  department,  that  there  be  a  Bubstitu 

tion    in   his   plaee,   and   that    another  gentleman    be   added    to   th  • 

committee  so  that  the  committee  can  go  forward  with  the  work 
during  the  next  year.  It  is  advisable,  in  the  mind  of  the  cbair. 
that  the  same  members  of  the  committee,  with  additional  appoint- 
ments, should  go  ahead  with  the  work  this  following  year  so 
that  they  will  not  tote  the  value  of  the  work  which  they  have 
already  done.     It  has  been  suggested  that   Mr.  Iv  (1.  Connette,  of 

Syracuse,  be  appointed  in  place  of  Mr.  Brackenridge,  which  will 

make  two  members  of  tie-  committee,  Mr.  .Mitten,  of  Itiiffalo,  and 

Mr.  Connette,  of  Syracuse,  working  on  this  proposition,  each 
being  members  of  the  Committee  on  Standard  Rules  appointed  by 
tie-  New  York  state  Association,  which  will  undoubtedly  faclll 

late  the   work  of  forming  a  standard  set   of  rules;  ami   the  chair 

will  appoint  as  the  Commit! n  Standard  Bales  for  the  emni 

Mr    r.  B.  Mitten,  oi  Buffalo;  Mr.  D,  C    Poster,  of  Lynn; 
Mr.  \v.  E.  Harrington,  of  Camden,  and  Mr,  K.  G.  Connette,  of 
Mr  Connette  to  be  the  chairman  of  the  committee. 

Mr.  John   I.   Beggs:      I  would   make  a  suggestion    in   connection 

with   the  work  of  this  committee      l   do  it    without   any  dispar- 

agemi  -  on  the  committee,  hut  in  the  hope  oi  hastening, 

Ible,  the  presentation  of  a  report  up  on  may 

he  taken   by  this  Association.     There  are  a  Dumber  oi   roads 

lent    the    United  ■-    Which    is    the    road    with 

whhh  I  am  asso.  three 

years,  a'  least,  in  the  publication  of  rules  to  govern  their  eni- 

ould  have  given  the 

■  oi  rules  that  might  give-  greatei  uniformity  to 
indltions  under  which  our  employe,  throughout  tie-  conn 

try  work.     I  for  one   will   feel   cmpelled   to  take  thin  report  as  a 

DOTt    ot    the   committee   -l    'he    New    York    State 

which   I   think    Is   much   belter,  and    I    -a\    it    without 

dispan  commltte  win  find  In  sec- 

•    rules  as  submitted  a    •  i  .,i  condll 

I  do  not  know  w.  I  OOfonn  to  which, 

would.  In  my  Ju>L  I  bli    to  oner- 

'   railway  In  any  metropolitan  City.     Tliene  rub-H  In 

ly  be  very  well   for  an   Interurban   line,  hut   are  abso- 

■  of  application   in  a  •■  rable 

I    furthermore  think   that   there  should   be repri 


tive  of  this  committee  from  a  large  city,  like  Chicago  or  St. 
Louis.  We  know  that  in  different  sections  o£  the  country  there 
are  different  conditions  confronting  the  operators  of  street  rail- 
ways, and  this  committee  as  organized  is  largely  confined  to  the 
east.  I  am  perfectly  satisfied  with  the  committee  as  it  is  now 
constituted,  but  I  think  there  should  be  some  one  from  a  great 
city  like  Chicago  or  one  of  the  western  cities,  to  give  expression 
to  their  views  in  the  formation  of  these  rules.  I  have  read  the 
rules  very  carefully.  The  rules  Sections  52  to  55  inclusive,  re- 
quire a  car  to  come  tp  a  full  stop  every  time  it  passes  another 
ear;  to  come  to  a  full  stop  before  it  crosses  any  other  street 
railway  intersection,  etc.  In  a  large  city  that  would  be  absurd. 
It  is  absolutely  impractical  to  carry  out,  and  I  cannot  understand 
who  would  be  responsible  for  four  rules  such  as  these.  I  simply 
throw  this  out.  as  a  suggestion  of  a  criticism  which  might  be 
made  upon  the  work  of  this  committee;  and  I  would  like  to  sug- 
gest, without  tlie  necessity  of  making  a  motion,  that  the  commit- 
tee be  increased  by  at  least  one  other  member,  who  should  come 
from,  say,  the  city  oi  Chicago.  This  would  more  nearly  repre- 
sent the  practice  throughout  the  west. 

The  President:  The  chair  will  very  gladly  do  what  Mr.  Beggs 
suggested.  It  has  been  the  experience  of  your  chairman  in  deal- 
ing with  the  subject  for  many  years,  and  on  other  subjects  han- 
dled by  committees,  that  it  has  been  wiser  in  appointing  a  com- 
mittee, to  appoint  the  members  of  the  committee  from  some  sec- 
tion oi  the  country  where  the  members  can  get  together  and 
hold  a  meeting.  Questions  connected  with  other  cities,  as 
a  rule,  can  generally  be  covered  in  a  satisfactory  manner  by 
correspondence;  hut  inasmuch  as  the  appointment  of  an  addi- 
tional member  will  not  make  any  difference  to  the  committee, 
the  (hair  will  follow  the  suggestion  made  by  Mr.  Beggs  and 
appoint  Mr.  Robert  McCulh.ueh,  of  Chicago,  as  an  additional 
member  of  the  e mitti-e 

On  motion  the  report  of  the  Committee  on  Standard  Rules  as 
presented  at  this  meeting  was  accepted. 

[The  report  of  the  Committi n  Standard  Rules  is  so  volnml 

nous    that    want    of   space   prevents   our   publishing   them    in    this 

Issue.    i-M.] 

lie  President:  In  order  to  dispose  of  the  reports  of  the  com- 
mittees, as  some  ol  the  members  of  the  committees  find  it  neces- 
sary   to    leave    the    eily    rather    early    b.day.    we    will    have    the 

repor!  of  tie-  Oommitl a  Standards,  of  which  Mr.  N.  II.  Heft, 

of  Meriden,  Conn,,  is  chairman. 
Mr   iieti  then  presented  the  report  of  the  committee  and  said: 
I  think  I  slated  correctly  thai  it  is  the  unanimous  opinion  of 

the  committee  that  this  Association  could  adopt  at  this  eting 

the  standards  recommended  by  tin-  committee,  as  they  are  in 

line  and  In  mo  I  -  I  ■  an  ex.-iet  duplicate  of  the  M.  0.  IV  stand 
aids  for  rails,  axles,  journals,  brasses,  wheels,  journal  boxes, 
brake  heads,  brake  si s,  etc. 

\-  lie  illustrations  accompanying  this  report  are  not  available  the 

printing  of  the  text  ,,l  the  report,  has  been  deferred.-  Ed,  | 

The  President:    Gentlemen,  you  have  beard  the  report  of  tho 

on   Standards.     This  amlttee  was  appointed   for 

this  Important  work  with  the  full  confidence  of  the  Association  in 

the  value  oi1  tie mendatlons.    Tie-re  is  do  member  who 

o  do  with  tin-  larger  questions  connected  with  the  present 
electric  systemi  ol  operation  city,  Interurban  and  suburban. 
heavy  city  work  as  well  a  rl  oul  Ids  of  the  city  limits,  but 
appreciates  tie-  fael  thai  the  standardising  proposition  is  an  lin 
portanl  on,  ,,t  the  present  time,  in  the  light  or  the  experience  of 
the  las)  half  century  of  steam  railroad  operation,  it  is  hardly 
worth  the  while  of  the  members  of  ibis  Association  lo  go  ahead 

Spending    money    In    as    many    different    directions    as    then'    are 


716 


h\in     .-  I  R  \ll.\\  \\     REVIEW. 


band,  doI  approaching,  and  we  will  flud  ourselves  with  manj 
Intprui  which    will    hu 

I  ■  I ;  1 1 1  \     ■  ihillin.. 

i  i i   tin 

Uilttee    Ihnl  the    iccoin 

in.  ii  us  tin-  chairman 

stated    thai    Hu-   standards   selected    hj    the   uilttee   arc   the 

established  Blnudards  of  the  United  si;i i.'^  through  the  M 
rales,  ii  i-  bardlj   worth  while  to  take  up  imn-ii  time  in  the  tils 
n  hi  the  report.     However,  the  reporl  vou  nnd  the 

chair n  »ill  bo  glad  to  answer  any  questions.     We  would  like 

in  have  anj  mber  «  do  so  al  -, 

as  uu  h:i\ nslderable  work  to  gel  through  with  what  we  have 

n.  day  li\  an  earlj  hour  this  afternoon.  ir  there  Is  no  gentleman 
who  desires  to  discuss  the  report,  a  motion  is  In  order  that  the 
report    !"•  received  and   the   recommendations   in-  accepted,   and 

thai  the  full  report  on  standard  m nded  bj   the  com 

mittee   be  printed   In  t li<-  proceedings  of  the   Association 
chair  »iii  be  glad  i"  have  thai  motion  made. 

uu  motion  the  report  was  a ipted  and  ordered  printed,  and 

the  « unlttee  discharged,  and  n (fleers  for  the  ensuing  yea 

authorized  t"  appoint  a  new  conunittei 

The  choir  appointed  W,  Worth  Bean,  of  St.  Joseph,  Mich.,  and 
O.  W.  Dickinson,  of  Si  •'"  resolutions. 


Mr.  Bniffln  then  presented  his  paper  on  "The  Steam  Turbine; 
amerclal   Aspect,"  which  will  be  found  on  pag< 


Mr.  Beggs:     l  have  read  the  paper  un  steam  turbines  with  a 
great  deal  of  care,   b  two  years  ago  1   post- 

ill  progress  In  tbi   construction  ol  a  power  house  In 
we  exp<  Be  amount  ol  money  on  units  similar 

tu  those  Installed  by  the  Manhattan  Railwaj  Co.  in  New  York. 
and  now  being  built  in  our  oity  tor  the  Subway  company  in  New 
York,  because  the  man  111  turbines  was  then  being  seri- 

ously agitated;  and  l  did  not  wish,  to  proceed  with  the  work  at 
thai  time  and  have  some  on.   say  fivi  ba1  it  was  a 

mistake  to  spend  illlions  of  dollars  on  a  po 

with   reciprocating  engines    when    it    was   about    to 
strated  thai  the  steam  turbine  was  destined  to  displace  the  recip- 
rocatin  Consequently  I  have  read  ihis  paper  with  a 

great  deal  ol  inn  rest,  and  have  gained  from  it  some  useful  in- 
formation. I  l  upon 
as  fully  as  man..  I  thai  is  tl  <  est  Of  the  gen- 
erator by  Itself  ii  be  connected  to  the  steam  turbine;  in  othei 
you  have  left  out  apparently  the  differentiating  cost  as  to 
the  tut                 i   ami  thi                                 onnected  to  it.    1 

would  like  to  know  whether  your  estimates  of  COSt  in  the  paper, 
when  you  say  that  the  turbine  costs  less,  means  that  the  gri 
or  that  the  redui  the  gen 

erator  rather  than  to  the  turbin 

Mr.  Sniffln:     That  question  is  ant  so  material  when  you  con- 
sider that  these  i  ompi 

turbine  units  a-  outfits,    n  makes  no  difference 

what  tin-  steam  or  electrii  Individually,   so  far  as 

we  have  ih mparison  Ol    the  COSl    Of  the  complete   unit.     In  a 

:    way     il    in,,  |i  ill      ml    of    1  1"'    HUM     IS 

lower  in  eosi  ut  manufacture  than  the  large  revolving  generator 

.-.  iih   a   reciprocating  engine,     while  the   Bteam   end 

Itself  i  comparatively  Inexpensive,  yel  the  price  of  the 

iprocating  unit, 

Including  its  generator,  is  the  comparison  I  made  in  mj 
Ii   is  not   the  inn  i  ie  Westinghouse  Company  to  fu 

am  turbim  furnish  the  generator  win 

nlete  unit. 
Mr.   Beggs:     This  is  really  a   manufacturers'  paper,  ami   Mr 
Sniffln   has  proceeded    with   the  conclusions  urged   in  thai 
as  a  maximum  cost  upon  lines  which  it  will  hardly  be  possible 

followed   by  the  for  these  units. 

There     :  United    States    at    the 

1    time   which  a;  am  turbine   in  cornice 

tlon   "  hut   I   do  not  think   I  of   us  who 

are  spending  millions  of  money  in  the  construction  of  power 
plants,  are  going  to   l  ad    upon   two  electrical 

mannt.  or   the   construction   of  the   steam  tur- 

bine,   which    is   a    median!  and    entirely    independent 


ol  ih.    i 

in  the  world  is  located  in  I  Milwaukee, 

ih.     \lli: -  I'hiiliiieis  I'o.  and    1    do   DOl  i    mn    moment 

I    that  it  would  propose  to  nave  us 
even   the   W<  si  Inghousa  or  '  ■ 
iciei  nil    i '., .  ami   it    i  Imentlng  on  a  i 

turbim  tnportant  that  we  know  what  the  dit- 

how     the    vary  ing    cli-nni 

reached    in   considering   tin  ructlng   a   power 

plant,  including  that  ol   the  generator.     < of  the  Important 

which  is  entirely  ignored  in  tin-  paper  i  la  the 

ol  the  greatl]  i  • 
to  the  steam  turbine  because  ol  the  h  al  which  it  must 

niiy  run.    I  believe  the  i  d  al  which  it 

sidereii  you  can  make  a  large  turbine  operati  illy  is 

about  "50  r.  p.  m.     Is  that  .  hi  n 
Mr.  Sniffln:     Yes. 

Mr.  lieggs:     Those  gent  him  n  who  know   the  difficulty  we  have 
iin.al  manufacturers  to  build  a  generator 
of  sufficiently  low  speed  to  opera  torlly  with  the  larger 

of  corliss  engines   that   are   now   being   buitt,   know  how 
much   they   have  had   to   pay   because  ol    the  slew    Bpeed.      In   this 
ot    the    development    of  our    power   house,    it    became   Im- 
portant  whether  in-  not   we  could  i  ut  down  the  revolutions  of  our 

.  7  revolutions,  front  76  t<>  68  revolutions,  which  the 
builders  of  the  engines  said  would  measurably  Improve  them 
from  the  operative  standpoint;  yet  that  reduction  of  7  revolu- 
tions per  minute  added  greatly  to  the  cost  of  the  generator  to 
be  attached  to  that  engine.  It  likewise  added  to  its  weight  and 
made  it  almost  impractical  to  construct  the  units  to  run  at  68 
instead  of  7."i  revolutions  per  minute 

i   thoroughly    understand  the  gi  ibility  for  the  two  or 
thr.e    large    electrical    concerns    ol    compelling    the    pu 
of    the    entire    unit;     but    win  i  are    only    about    two 
electrical   manufacturers   to-day    that    we   might  feel   safe  in — 
there   may    be   a   third    in    the   future,   and    very    likely   a   fourth, 
who  can  build  a  5,000-kw.  generator  which  we  would  be  ji 
in   making  a  contract   tor  -there  are  almost  a  score  of  concerns 
in   this  country  that  can  build  a  turbine  to  run  at  7,"»u  r.  p.  m. 
•  of  the  greatly  reduced  size  and  weight  of  the  parts  to 
be  used.     That  is  one  point  I  think  that  would  have  been  very 
valuable   indeed   to  those  of  us  who  are  interested  in  this  new 
form  of  utilizing  power  that  may  come  to  displace  the  recipro- 
cating engines,  and   it  would  have  been   very  interesting  for  us 
to   have   had   some   information   on   that  subject.      If   Mr.   Sniffln 
has  any  data  on  that  point,  I  would  like  to  have  him  give  them 
to  us,  because  when  I  go  into  the  market  to  buy  a  steam  turbine 
I   want  to  buy  it  as  a   piece  of  mechanical  apparatus  and  not  a 
lectrical  apparatus.     It  becomes  a  very  different  propo- 
sition  whether  you   buy   it   in   two   parts  from  two  concerns,  or 
buy   it   from   one   concern,    if   you   have   absorbed   the   saving  in 
the   generator   that    would   be   realized,   and   turned   it   in   as  an 
Ive   profit  on   the  turbine  there  is  no  advantage;    we  are 
looking  at  the  commercial   side  of  the  subject,  as  well  as  the 
side  of  it. 
Mr.   Heft:     I   would   ask   Mr.   Sniffln   what   history   the  steam 
turbine   manufacturer  has   behind    him,   and    what  he  proposes 
in  the  pun                                 i  a  guarantee  as  to  the  cost 
aintenance  If  we  buy  this  steam  turbine? 
Mr.  Sniffln:     In  my  paper  I  believe  thai  I  thing  about 
i  ni  ihe  maintenance  thai  -was  found  in  a  station  in  Eng- 
land,   where    something   like    a   dozen    turbines    have    ben    used. 
It    is  true  the  steam  turbine  has  behind  it  not  as  many  years  ,,f 

liistorj   as  the  reciprocating  engine,    ii  has.  however,  sufficient 

history   behind   it    to  show    that   there   is   no   reason   why   e 
turbine,    properly   built,   shoul  1    not    be   less   in   maintenani 

reciprocating  engine,  which  must  in-  so  by  virtue  of  its 
I  do  not  know  what   could  be  said  about  a  L-uaran- 

repairs;  you  could  hardly  ■-•  i  a  airs  on  a 

reciprocating  engine  or   any    piece   ol    moving   machinery.      That 

feature  Is  gaged  not  only  by  its  excellence  of  design  and  con- 
structii  ihe  way  in  which   it   is  handled.     I  think  I  can 

mswer  that  question  by  sayinu  that  the  Westinghousi 
pany   in   manufacturing  a   turbine   is  willing   to  make  for  it  the 
same  guarantee   as  to  maintenance   which   it   will  make  for  any 
i •! her  pi.-ie  of  machinery  which  it  produces.     It  will  assume  to 
in-  responsible  I'm-  it^  Bufficiencj  ol  design  ami  construction  and 


Oct.  i  : 


DAILY    STREET    RAILWAY    REVIEW. 


717 


will  agree  to  make  good  any  defects  in  it  within  any  reasonable 
time  after  its  installation.     What  more  can  you  ask? 

Mr.  Heft:     It  depends  entirely  on  how  the  contract  was  drawn. 

.Mr.  Sniffin:     Precisely;   but  that  in  is  about  all  you 

ian  ask  of  any  manufacturer  in  regard  to  his  machinery.  1 
might  say  further  that  there  is  DO  hesitation  on  the  pari  Of  the 
manufacturer  of  the  turbini  in  making  guarantees  "i  economy, 
that  are  leal  more   valuable  as   guarantees   than  war- 

rant, tiiimv  male  on  reciproctin  We  all  know 

that  it  is  common  to  ask  ami  obtain  guarantees  on  reciprocating 
engines,  hut  they  are  almost  a  dead  letter.    The  value  of  the 
is  practically  never  demonstrated  as  tar  as  tin-  en- 
gine! cerned;   the  engines  are  constructed,  partly  assi  no 
I  in  the  shop,  wheels  never  put  on,  and  it  is  a  physical  im- 
sibilit]    to   ,.-si   large  engines  at    ihe  works.     The 
shipped  and  put  into  service,  and  it  is  onlj  once  if  a  great  while 
that    we   find    efforts   to  make   tests  on   these   engines   and    when 
•  lo  there  are  always  many  questions  introduced  affecting  the 
actual   results  we  set   in   BUCh   tests.     Now.   In   the  case  of  the 
a  guaranti  e  is  not  only   made,   bul   it   is  demon- 
strated,   it  you  purchase  I    ilowatl   t  irbini    on  the  guar 
antt -                                             a  i  ditions  invoh  ed  so 
many  degrees  of  superh                     man]    ini  hes  ol   vacuum,  and 
so  much   steam   pressure,  it   is   a                       Lhat    turbine   will  be 
ted  for  efficiency  under  those  conditions.     \t   the  particular 
,..-  1  know  most  about,  there  are  faeilities  for  making  such 
tests,   la-:;.-  boiler   plant,   superheating,   condensing  apparatus. 
ami  it  will  be  found  quit,    advisabli    an  l   possible,  and  will  be 
the   regular  practice,  to  put    these  turbines   under  service   eon 
dltloi               i  think,  therefore,  that  the  a   lurance  had  in  thai 

is  much  greater  thar   we  have  •  reciprocal 

and  I  think  it  is  a  areat  advantage  in  th.   engine  build- 
ring  to  the  quest! f  subdividing  tin-  cost  of  the  steam 

turbine.  I  can  only  say  that  tin-  turbo-generator  unit  Itself  is  to 
he  developed  a-  a  complete  entity.  Von  cannot  have  a  good 
turbine  and  a  ■.'.....1  generator,  and  put  them  together  ami  con 
elude  they  are  going  to  make  a  good  unit,  unless  they  have  been 

developed  with  relation  to  eacfi  other.    As  has  i a  said,  there 

not  many  concerns   in  the  turbine  business  at   the  present 

time.      There  will  be  doubtless  many  i ■>•.      There  are  a  go  'i 

many  generator  builders,  and  doubtless   many  <>i    them  are  .-\ 
ting  to  find  occasion  to  build  generators  for  Bteam  turbine  u 

Let    tb. -In    go    ahead -tb.'  inoiner        ll    :in,\     C lunation 

•■  builder  and  generator  builder  can  build  a  good  Bteam  end 
ami  ctrical  .-nd.  and  put  them  together  and  make  them 

rim.  that  is  ail  we  far  the  Westinghouse  companj  has 

put    money   and   time   into   it.   and   .an    give   you   a    unit    with   the 

■    of  operating  ability,  economical  performance,  ami   I 

think  reliability  ..f  service    all  that   can   be  li  "I   

and  at  a  Brat  .-..si  ami  under  contract  conditions 
that  will  I..-  easily  understood. 

Mr.    II. -It:      I    think    Mr.    Snillin    should    I amended    lor    lo 

frankness,  but  I  think  it  would  have  been  a  great  satisfaction  to 
th>-  members  if  be  bad  brought  some  data  here  with  some  bis 

tory  behind  it.  s.,  that  w ii.i  look  upon  tin'  question  from  lb.' 

commercial  side  and  nol  from  tb.-  englm  I  have  been 

trjrli  ome  data  a-  to  steam  turbines  for  .a  year.    I  ha 

tb.-  plant   thai    w  a  -  erected  there,     i 
p.  Hartford  three  times,  and  every  time  I  have  i. 
there  tb.-  planl  was  not  running,    it  was  shul  down  been 

thing.  They   told   me  that    there   had   been 

which  were  m  ed  tie-  < leneral 

■  ..pi.-  to  direct  me  where  I  could  tee  o  planl  In  opera 

that  they  bad  one  at  Schenectady  thai  they 

ntlng  with,  and  thai  they  were  taking  man]  •  rder< 

il   u  iii  not  go  «  ol.  mi .     I  have  got  to 

know  what  yon  are  going  to  do  before  l  will  bu]  one.     I  will  be 

very  glad   to  Ih-  furnished   with  any   hl-tory  or  data   bearing  ii|on 

the  question  of  Bteam  tut  th  a  view  of  pie 

i  do  nol  care  whether  Milwaukee  builds  the  englm     and 
build  the  gi  b  bole  on  condition 

be    lit.'    and    .  II  .il 

II   do 


Mr.  Beggs:    \ir.  snitbns  paper  carries  with  it  a  contradiction 

li.  a  pari  Of  bis  statement,  due  of  Ihe  Claims  made  for  the 
Steam  turbine  is  the  greater  reliability  in  its  regulation,  its  abil- 
ity to  accommodate  itself  to  varying  loads.  1  believe  that  gen- 
eral statement  appears  in  your  paper,  Mr.  Sniffin? 

Mr.   Sniffin  r      i 

Air.  Beggs:  h  it  does  not.  it  is  at  any  rate  the  claim  that  is 
made  for  tlie  steam  turbine,  and  1  take  it  this  discussion  is  lor 
the  purpose  of  directing  the  steam  turbine  to  the  attention  of 
those  who  may  be  interested  in  either  increasing  their  Steam 
plants  or  in  starting  new  ones  on  certain  lines  of  thought  ami 
Information  which  they  are  able  to  receive.  I  have  had  ex- 
haustive  Investigation  made  of  the  steam  turbine  made  for  two 
years  past,  We  have  held  up  the  construction  of  a  power  plant 
in  which  there  is  to  be  expended  three  or  four  million  of  dollars. 
I  have  had  my  chief  engineer  travel  all  through  the  East,  visit 
the  works  of  th.'  Westinghouse  company  for  two  or  three  days, 
and  likewise  the  works  of  the  General  Electric  Co.  at  Schenec- 
tady. There  is  a  steam  turbine  running  in  Michigan,  and  it  is 
said  thai  the  installation  of  a  number  of  them  in  various  places 
is  contemplated  However,  as  to  what  the  steam  turbine  will 
do  when  it  comes  to  large  units  is  as  much  a  matter  of  con- 
jecture  on   the   part   of  the  manufacturers  of  to-day  as  on  the 

pari    oi    i  ii,    eliring   buying  steam   turbines.     We 

do  know  what  a  reciprocating  engine  will  do,  because  they  have 
been  built  and  are  in  practical  operation,  and  have  been  devel- 
oped to  their  present  perfection  bj  the  gradual  process  of  many 
years'  practice  and  experience,  Therefore,  if  the  steam  turbine 
is  going  to  simplify  the  matter  of  regulation,  and  make  it 
possible  to  run  generators  in  parallel  with  a  greater  degree  of 
success  and  a  reduction  of  all  the  contingencies  likely  to  arise 
which  cause  trouble,  ii  seems  a  much  simpler  matter  to  build 
a  generator  to  operate  with  that  piece  of  apparatus,  than  it  is  to 
build  a  generator  to  operate  with  a  reciprocating  engine,  the 
governing  of  which  is  such  a  delicate  matter.  Therefore,  I  take 
it  that  instead  of  there  being  one  or  two  concerns  in  this  country 
which  will  build  steam  turbines  there  will  he  a  score  of  them. 
This  is  a  very  important  mailer  to  us;  it  is  especially  important 
when  we  come  to  consider  that  the  price  ,,|  a  a, 0IH.I  kilowatt  gen- 
erator alone  runs  anywhere  between  $65,000  and  $75,000,  It 
becomes  an  important  question  whether  a  piece  of  steam  appar- 
atus is  being  developed  which  will  cut  the  cost  down  to  $15,000 
or  $20,000 — of  course,  these  figures  are  only  approximate.  It 
com:  however,  that  we  shall  require  competition  in  the  produc 
tion  of  tbe  steam  turbine  before  we  get  the  ideal  condition.  I 
have  a  fine  buggy,  bul  If  there  is  only  one  concern  in  the  country 
who  can  sell  me  a  good  horse,  it  puts  me  in  a  rather  unsatis- 
I'a.l"!  :  ii  Thai  is  thi  i tion  we  want  lo  avoid.  1  under- 
stand there  is  a  5,000-kllowati  turbo-generator  now  being  built 
tor  e  company  in  the  city  of  Chicago.  I  am  awaiting  the  in- 
stallation ol  thai  apparatus  wilb  interest  and  curiosity,  to  see 
the  tests  on   that    steam    turbine  unit.      There   is   no  history   back 

of  ti :i    in  large  units.    The]   have  some  history  as  to  small 

units.      1    believe    the    . > 1 1 1  >    data    «e    ba\e    regarding    the    steam 
with   unils  of  a  thousand   kilowatts.      I   think   the  Asso- 

clation  is  Indebted  to  Mr.  Sniffin  tor  what  he  has  given  us  in 
in  paper  notwithstanding  the  fad  thai  the  Information  is  some 
what  limited 

i'     ibii:      i    want    in    :n    to  the  member    thai    i   am   not 

■ .1     to    I in"".    en  i hi   other  hand  1 

am  a  belli them;    bul    I   also  h,  h,  i,    ihnl    if  all  the  mautl- 

laei i 1,1  attempt  to  sell  these  turbines;  Is  other  words, 

:.     [,,,,!,,,,    ■    ploli   the  machine,  they  should  do  b 

mil  give  u:.  aome  data  as  to  what   the  cost 

earn  a    and    the    ill.-   of    thl     n"       would    be    a:;   nnn 

pared     to     Ihe     ,  i  one:,     alone,     lo 

hi    i  .  ..ii.  i  i i.i-  j  on  Bomethlng  with  a 
ord  and  a  history;  bul  you  have  no   .    tory  behind  the  Bteam 

i hi  i  hi  i     ii      .  i     i        team  I urblne  plants  in  opera! Ion 

and    w  ill.  hi,   as   far  a:.    I    can    learn.   It 

to  '    i  '  nd   the  i  urblne  baa  nol 

up  to  the  expectal Ion  ol  i he  di    Ignei     and  builders.     Sfel 

I      believe     lor     the     opefalillg     Ol  US     Ille.V      Will     e  veil  I  Utll  ly 

be.Otlle      .1  |       |, .lie.    g      ;,       1 1 1 0  1 1  1 1  I  .  I  e  |  l|  |'l    |' 

'"ii"  ,     should     come     here     Willi     Collie     data, 


718 


DAILY    STREET     K'MI.WW     REVIEW. 


[Vol    XII, 


some   In-' 

under  what  buying  the  iw  ! 

Mr  Bean:  li  i  bad  Ihi  nionej  l  do  not  know  whether  I  would 
i.ii.v  a  steam  turbine,  bul  I  think  the  gentleman  la  In  the  iame 
position  ms  Hi,.   Mi,,  i  I,  was  bel 

we  adopted  electricity,    Hon  did  we  know  how  this  was  golni 

work?    Bul  the  turbine  engine,  like  n Icctrlc  tore  and  gen 

eratora,  is  a  new   thing,  and  «,■  Bhould  n  ,i  b  ■  pul  our 

ley  in  us  ».•  were  obliged  to  before.    Thai  is  the  way  «  ■ 

developed    il thcr   Induatry.     Lei    us  do   thai    now    with   the 

tnrblne. 

Cni.  H.ii  Thai  is  iii  rerj  well  II  yon  have  the  money,  bul 
I  ha\c  had  ii  verj  little  experience  developing  the  Btreel  railway 
motor  up  i"  iis  present  Btandard.  if  1  had  not  been  In  ii  posl 
i..  contract  with  the  electric  companies  In  such  o  waj  as  to  bind 
them  t"  exploit  these  machines  at  their  own  expense,  they  would 
bave  bankrupted  the  New  Haven  road.  When  l  buy  a  machine 
to-day  i  want  i"  know  something  about  It  l  want  u  as  i 
as  ii  ,an  be  made,  and  i  want  the  fellovi  ide  II  to  pa] 

the  experiment 

\ii-    Bean:    The   New    Haven   road   has  been   playing 
addle,  and  I  am  very  glad  to  bave  Mr.  Hefl  bring  out  this  prop 

osltlon.    Thej   have  always  i n  playing  the  Becond  Addle,  and 

the  small  Fellows  have  had  t  i  go  Uito  their  pockets.    1  am  willing 

i, i  say,  myself  a ig  the  number,  thai  there  is  a  damned  g I 

many  dupes  In  this  Association. 

Mr.    \V .vinaii:     I    CO! t   Bpeak    from  at   of   view 

as  cleverly  as  Mr.  Begga  or  CoL  Heft,  who  have  spoken  upon 
this  Bubject,  but  we  have  made  on  the  part  of  our  companj  bo 
Investigation  into  this  matter  of  steam  turbines,   both  for  the 
larger  units  and  the  Bmaller  ones.     We  have  been  treated  with 
the  nt most  courtesy  by  the  Westingbouse  people  and  the  General 

i  lectric  i pie.    1  think  the]  have  been  good  enough  to  give  us 

the  most  of  the  information  that  they  themselves  possess,  it 
nas  been  acknowledged,  I  believe,  bj   most  of  thi  men 

who  are  experimenting  in  this  field,  that  it  is  yet  somewhat  i,i 
the  nature  of  an  experiment     l  think,  therefore,  perhaps  it  is 

rather  premature  for  as     ■  di i  the  exact   tacts  and  rvsact 

statements  as  yet    We  should  rather  applaud  the  experimental 
work  which  they  have  taken  up  In  this  direction.    We  should  te 
very  grateful  to  them  tor  having  •lone  as  much  as  they  have 

While  we  may  non '  us  be  willing  yet  to  make  any  verj 

tensive  investments   in   this   new   power,   or  rather   method  of 
developing  it.  we  should  aid  In  every  possible  way  we  can 
progress  of  these  Investigations.    I  am  aware  that  the  Delburne 

.,:,-  have  alread]  built  sun,-  earn  turbines  which  be 

been  shifted  to  the  Delaware  4i  Lackawanna  road,  and  I  am 
watching  with  inter  its,  or  rather  the  expi  bicli 

the  engineers  of  that  road  will  bave  with  ichines.    I  feel 

very  certain  that  we  are  upon  the  eve  of  some  very  important 
developments  in  thi  a  turbines.     1  simply  wan 

say   that   for   myself   1   feel    very    thankful    for  this   paper,   and    1 

am  witling  to  wait  until  these  gentlemen  are  read]  to  give  us  a 
little  l 

The   President:    it   is  the  purpose  of  the  chair  to  give    U 
Bniffen  an  opportunity  to  reply  briefly  to  anything  that  is  Bug 

•j,  sied.    it  would  be  better  If  any  of  the  mbers  have  anything 

to  advance  to  say  it  now  and  lei   Mr.  SniflWs  reply  cl  se  the 

•  lis, Mission.      I    will    be    verj    glad    to    hear    from    aiiyo n    this 

Important  subject,  that  is,  any  new  points  to  be  brought  out. 

Mr.  s.  A.  Palmer,  Pall  River:    i  would  like  to  ask  the  i 

man  whether,  or  not  the  cost  ol  the  c leasing  plant  for  use  of 

the  turbines  is  greater  01  oot  tl it  is  with  engines? 

Mr.  Catta:  1  just  want  to  ask  Mr.  Snitfen  If  the  central  con 
densing  plant  ,!  connection  with  a  turbo-generator 

instead  of  independent  condensers  for  each  unit.  For  instance, 
in  a  small  siz,-.  up  to  760  kilowatts,  or  in  a  planl  of  two  or  three 
or  less  units  would  an  Independent  condenser  be  necessary  for 
each  unit  that  is  installed? 

Mr.  C.  0.  Mallloux,  New  York:  I  eun  answer  the  question  of 
the  gentleman  who  just  spoke  from  my  own  information.  I 
am  now  about  installing  a  plant  containing  two  units  which  is 
sought  to  be  operated  by  the  same  condensing  plant.  I  see  no 
reason  why  myself  it  would  not  be  possible  to  operate  any 
number    of    units    with    the    same    condensing   plant,    though    It 


■ligations 
than  the  cost   with  an 
ordln 

i   that  thi  ally 

and  ger  dlametei      That,   how.  >    many 

other  advantage  og  the  ability  to  use  superheated  steam 

of  almost  any  temperatui  il  detriment  to  the 

engine.     1   bave  had  oo  n   which 

I  have  serion  using  superheated 

■ii.  and  found  much  to  my  sorrow  thai  there  were  many 
Of  the  engine:  g   limit  to  the 

temperature   thai    can    be   allowed    In   a   high    pressure   steam, 

owing    to    the    difficulty    when    you    reach    a    temperature   of   500 

Fahrenheit  the  st. '11111  will  reach  very  near  a  point  at  which 
lubrication  becomes  almost  impossible.     With  a  steam  turbll 

in,  limit  io  the  temperature  of  super 
heating  thai  yim  may  attain,  its  only  limit  being  the  melting 
point    of   the   material   of  which    tin-  engine   is   made.      I   see  no 

ii    why  you  Could  not   run  a  Bteam  turbine  at  a  point   whi 
it    would  he  cherry  heat,  and   glow    in   th,-  dark,  ii    there  was  any 
advantage  in  it.    Of  course,  we  all  knov  a  great  advan- 

m  superheating  steam.  I  believe  that  the  steam  turbine  In 
that  respect  is  hound  to  i,e  a  very  important  element  in  a  new 
way  of  using  steam   in  steam  engines,     I   ha.  I   it  care- 

fully   lor   the   last   five  or  six  years.     I   first   net   it   abroad   and 

surprised  to  see  the  extent  to  which  it  was  used,  although 
it  was  in  smaller  units.  Until  two  years  ago.  I  think,  no  units 
had  been  attempted  which  were  of  greater  capacity  than  350 
kilowatts  1  units  which  I  have  order,  kilowatts 

each.  My  own  observations  lead  me  to  believe  that  the  larger 
turbines  will  he  a  much  simpler  machine,  a  more  practical 
machine,  as  well  as  a  more  economical  machine.  I  have  been 
presented  by  the  turbine  people  with  a  brilliant  prospectus 
looking  forward,  in  which  we  will  bave  economies  of  something 
like   10%  or  11   lb.  per  indicated  horse  power,  or  the  equivalent 

■  of.  Now.  gentlemen,  I  think  you  will  all  concede  that  such 
brilliant  promises  are  worthy  of  investigation,  even  if  we  have 
to  make  a  large  discount  on  them,  but  still  then  we  will  be 
doing  very  much  better  than  it  is  possible  to  be  done  with  the 
very  best  reciprocating  engines.  The  reciprocating  engine  is 
in  a  high  state  of  perfection.  It  is  not  a  machine  to  be  despised, 
but    I   believe  at  the  same  time  that  the  turbine  is  the  coming 

bine.  I  am  not  prepared  to  say  that  I  believe  that  it  has 
arrived,  but  I  believe  in  a  very  few  years,  perhaps  in  a  year. 
it    will    be    pi  conscientiously    that    it   has 

arrived  and  is  going  to  stay.  I  have  reached  that  conviction 
partly  by  discussing  the  matter  with  makers  of  reciprocating 
engines,  who  have  all  confessed  to  me  that  they  are  looking  to 
the  turbine  with  the  greatest  attention.  Many  of  them  stated 
that  they  believed  themselves  thai  it  is  the  coming  machine,  and 
the]  told  me  With  some  satisfaction  that  they  hoped  to  be  able 
to  go  into  the  business  themselves,  if  there  were  no  great  funda- 
mental facts  likely  to  interfere.     Some  of  them  assert  that  they 

ning    for   them    to   enter   the   field. 
Hence  we  as  engineers  and  as  users  of  steam  engines  and  as 

panics   also    who  instill  1    plants   need   not   fear   that 

there  will  he  lack  of  competition  that  will  be  sufficiently  keen 
1,,  k<  ep  Hi"  pi  Ices  down.  m  turbines 

lay  is  not   so  in1  . mi,  al  as  it  is  electrical.     The  fact 

is  that  the  steam  turbine  cannot  be  successfully  used  with  direct 
cum  'ation.     The   defects   of   the    machine   are   so   great 

that  in 'the  case  of  large  units  where  it  is  attempted  to  put  the 
armature  on  the  turbine  shaft  direct  instead  of  putting  it  on  the 
baft,  the  hope  of  making  it  successful  appears  to  have 
been  abandoned  on  the  direct  current  machine.  The  turbine 
is  admitted  by  its  best  friends  today  to  require  alternating  gen- 
erators. A  further  detail  of  the  delects  is  the  fact  that  these 
machines  make  considerable  noise.  That  appears  to  be  more  of 
an  electrical  defect  than  a  mechanical  one.  it  is  largely  related, 
probably,  to  the  design  of  the  dynamo,  Hat  poles  and  the  cords, 
numerous  slots,  etc.  This  problem  is  receiving  attention,  and 
it  is  hoped  that  in  another  year  or  two  it  will  be  fully  eradi- 
cated. You  must  remember  that  the  first  machines  which  were 
made,    the   first   dynamo   generators,   or   the   first    dynamos   used 


Oct.  i 


DAILY    STREET    RAILWAY     REVIEW. 


719 


were  imperfect,  and  they  also  hail,  in  addition  to  their  imperfec- 
tions, the  fault  of  making  a  great  deal  of  noise.  That  fault 
has  been  greatly  remedied  until  to-day  we  are  not  complaining 
on  that  score.  I  believe  the  turbine  will  doubtless  be  developed 
in  the  same  manner.  I  do  not  think  that  there  need  he  any 
apprehension  on  the  part  of  regulation.  I  have  myself  watched 
carefully,  both  hero  and  abroad,  and  find  that  the  direct  regula- 
tion of  the  machine  will  compare  at  least  favorably  with  any 
of  the  existing  reciprocating  steam  engines,  and  it  is  my  opinion 
that  on  the  score  of  economy  we  should  use  it  today. 

Mr.  Sniffin:      The  last  qi  ins  to  have  been   answered 

in  regard  to  the  character  oi  the  condensing  apparatus.  I  would 
only  add  that  we  like  to  xhaust  pipe  large,  an 

up  in  such  a  waj  i  i    nvay  from  ti 

■.lily,  and  so  long  as  the  pipe  is  tight  and  the  vacuum  main- 
tained, I  don't  Bee  that  it  makes  any  difference  which  method 
16  employed.     I  think   that  the  questions   that  have   1' 
and  the  a  i  them  will  leave  in  the  minds  ol   the  Associa- 

tion  generally,   a   feeling   that    the   turbine    is    still    some-thin  ■ 
an  experiment.     I  think   <  ore  that.     t'ol.  Heft  remai 

about  hie 

found  ti  .  .in.-  to  some  changes  they 

making.     1   treat  of  that   in   my   paper  and   1   very   frankly 

we  had  at  Hartford,  That  turbine  now  has  been 
running  since  the  early  days  of  its  installation  for  some  months 
whenever   tie  ;h    to    please   the    build 

and  I  think  it  l  think  if  Col.  Heft  \\<  re 

HI  bine,  ami  who   ! 
for  it  and  ha.  ■  months,  he  could  probabl]         i 

.    that   that   turbine   was  sold   a 

.me  it  ha.  carried,  with 
300   kw.     I   think    you   have  all 
i      i    Elobb  on  a  turbine  carrying 
about  1,9  unnlng  with  150  lb.  steam  pressure  am: 

hour.    That  I  believe  would  be 
■    well  within  the  line 

irblne  at  Will"  rton  of  100  kw.  which  has  run 
arj   and  which  lias  run   ton  hours  a 
<arrying  its  full  load.  g.  iowi  r  and 

Tie-    Westingbouse    Air    Brake   Co.   has    1 ■   400   kw. 

machines  that  have  been  rum  I   three  years.    1 

plant   is  running  today  and   II  all    the  work  of  th( 

cally 
in 
and  they  are  runnii  that  is.  threi    el 

i"  history.    Hi.  ; 
ckly.    it  !  tated  thai  we  did  not  know 

llowatl   turbine  will  i 

le  i  am 
-    not    a    5,000    kilowatt    generator    driven 

by     piston     dig iii     this     country     until     one    in     New    York 

in  t>.  . .     with  t;  w,  machine  at 

Hartford;  win  i  wilberton,  with  the  four  at  the  v. 

wort  Hi.'' 
work  that  and  the  b  il   will  now  be 

I    think    that    (he    I 

an  experiment      .'•  ■  building  1,000-kw.  turbines.    For 

the  Rapid  Transit  Subway  in   New   York,   we  are  makii 

•I  for  lighting  i                       There  are 

four  6,000  kilowatt    turl  i    built    tor  He-   Metropolitan 
Diet  r 

mllding  t  oi   tie-  Metropolitan  Railroi 

of  London.    'I  ;■  of  Klmberly,  South  Africa,  ordered 

!   Hoy   will   both   be  shipped   within 

•   as  i-ii 
II  conduct 

d    and    I 

Will  We      Will      have     the     |i  i.      a 

■  I   to  BUpi  i 

•       A  ill     liol      | 

,  llowatl   macblB 


turbines  in  operation  ami  visited  the  works  and  seen  how  they 
were  put  together  and  formed  their  own  conclusions  oil  which 
to  art.     1  think  that  answers  the  two  questions. 

Col.  Heft:  1  would  like  to  suggest  that  at  the  coming  meeting 
next  year,  that  the  other  hall'  of  this  large  electric  trust  be 
invited  to  read  a  paper  on  turbine  engines,  because  I  believe 
there  is  some  difference  in  the  construction  of  the  two,  there 
being,  however,  no  difference  in  the  price.  It  would  certainly 
be  Interesting  for  the  gentlemen  here  to  see  the  ingenuity  that 
they  would  display  in  showing  up  to  us  the  best,  machine. 

Mr.  Beggs:  I  think  .Mr.  Heft's  suggestion  is  a  suggestion 
that  the  Incoming  officers  might  give  some  time  to.    I  would  like 

Id   t"  that,   that   the  manufacturers  of  reciprocating  engines 

in  this  country  likewise  he  given  an  opportunity  to  have  their 
side  of  the  case  presented  here,  in  order  that  we  may  have 
some  of  the  views  of  the  engineers  of  standing  and  reputation 
in  this  country,  who  do  not  think  to-day  that  the  steam  turbine 
is  going  to  successfully  compete  with  the  reciprocating  engine. 

The  President:     The  suggestion  of  Col.  Heft  and  Mr.  Beggs 
suggestions  that  necessarily  must  be  made  to  the  Executive 

amitt >i  the  Association  in  considering  topics  for  next  year. 

discussion  so  far  as  the  turbine  is  concerned,  is  closed,  by 
Mr.  Sniffln's  remarks,  and  the  Association  is  very  much  obliged 
for  his  kindness  in  preparing  this  paper. 

thanks  was  tendered  to  Mr.  Sniffin  for  his  very  able 
paper. 


The  next  paper  was  "The  Idjustme f  D age01aims,"by  Mr. 

Starring,    which    is  printed  on  page  732. 


Mi-.  Beggs:    There  is  not  a  single  line-in  Mr.  Star-ring's  paper 

w'th  which   I  ean  lake  issue.     TI   is  nu  admirably  prepared  paper. 

1    ',v  art or  two  points  in  Mr.  Standing's  paper  that  I  par 

lieiihirty  desire  i"  lay  stress  upon,  and  thai  is.  the  maintenance 

Of  an  absolutely  rigid  policj  :is  tO  dealing  will,  all  classes  Of 
claims  regardless  of  who  may  be  affected  or  what  Influences  may 
be  brought  to  bear  t..  compel  or  induce  the  company  to  make 

ire   liberal  settlements       II    is  not  an   unusual   thing  to  have  In- 
fluential  directors   of  the  company,    Influential    politicians,   ami 
times  directors  Influenced  by  politicians  attempting  to  pre- 
vail upon  the  agent  to  adjust  boi lal ■  to  allow-  something 

'"  •'   r:'s''  "I'  80 injury  for  which  there  is  no  legal    liability.     ^ 

may  say.  as  far  as  that   Is  concerned,  if  the  entire  board  of  direc 

tors,  if  all  of  the  officers  and  all  the  politicians  of  the  city  in 

"llir|1  '  Iwen    itei   Into  a  petition  to  make  some 

adjustment  more  favorable  man  the  conditions  would  warrant,  t 
would  not  permit  it  to  be  done.  But  when  thai  policy  Is  known 
througl the  city,  it  ha     - i    to  do  with  deterring  the  petti 

glng   lawyers    from    Instituting    -nils   against    the  company.      I 

might  say  that   in  the  history  of  the  e, any  I  represent,  my 

eiders  are   that    In    every   case,    where  there  is   a    fair  belief  that 

the  company  is  liable,  to  make  a  settlement,  if  11  cai done  on 

nny  fair  basis    and  to  make  ,i   .,        ,  la  pM8ib|ei     ,\s  an 

Indli  that,  during  ih,.  year  1890  we  had  eleven  cas<?s 

d  in  court,  or  which  we  obtained  a  verdiel  in  nine  of  them. 

'""    Ol    Mm    tWO  thai   wen)  against  us  was  afterwards  reversed  b, 

""'  nighei int.     Last  year  we  H,,n  nine  mil  of  ten  eases,   which 

was  all  we  bail  I.,  go  I,,  the  courts.     Thai   Is  Ihe  besl   way  ol'  pie 

venting  pettifogging  lawyers  from  sandbagging  companies. 

'    '' '"'    this    paper  ol'    Mr.    Slarring's    to    the   careful    perusal 

nol  only  of  those  that  ma.\  be  Immediately  connected  with  tb« 
,,|:""  o1  the  -.anon    departments,  bui  «  Itb  everj  officer 

•""'  particularly  every  e  i  Beer  of  the  c iany,  as  there 

'"■  """'i-  principle    tan  lived  here,    <• t  the  great  diffl 

MJltJe     to  contend    with   in   dealing  with   accident   eases,   is  to 

ICtly    what    the    tacts    are.      This    is   someli a   rendered 

'"  ditiienii  because  of  the  Inclination  of  the  employe  a ay 

be  -•  tor  it  to  attempt  to  shield  himself  even  under  a 

mcnl      The  practice  of  mpany  is  to  re 

"i  from  beib  ih,.  nu: conductor 

In  every  ca  e     \\v  prepare  every  •  i  itter  how  trivial 

■   ""in.    ami    we  obtain   as    many    SWOI  • 

bl    in  u  tii  able,  from 

lb  •      One  of  the  moal  serious  cases 

■     "        0        '  ttle     tOr     tWO     years,      we     we,-e     led     i,,l., 


l>\m     STREE1     RAILWAY    REVIEW. 


[Vol    XI! 


unwittingly  becaua 1 1  .«■  perjury  of  the  a innn  on  thi 

i,   „.,.  •   nrbere  the  cor  was  claimed  to  hove  m 

sudden  si;iri.  1 1 1< -  w  tmnn  was  thrown  from  the  stein  nnd  serlousl) 
Injured.    She  was  ■  womnn  ..i  middle  ml-.-     We  proceeded  •  ■  i ■■  ■  * > 

the  presumption  that  she  bad  fallen  from  the  steps     •  o 

si  reputable  fli  -  i "'  city  was  hi 

When  we  began  t..  get  Into  chit  were  confr I  with 

the  fad  that  there  were  three  young  Indies  who  were  (retting  oil 

Btopplng  point,   which   was  the  young  Indies'  colli 
thai  <iiy.  inn  who  were  In  Europe  then    i •  «•  t .  nevertheless 

oni  were  there,  to  the  fad  thai  there  bad  been  n  niomen 
tary  Jerk  of  the  car  thai  threw  this  womni  eh  had  no 

i N  uotlced  bj  anj  otber  passenger  >•  vc  bod,  bul 

n  Uose  ''v  Idencc  nnd  the  statement  both  of  tin nductor  nnd  th  • 

in. ii 01-111:1 11   were  dlrectlj    contrar]    to   thai       11   developed 

minis,  mi. 1  the  motor 1  ad  nol  >\  Itb  was  n 

case  of  perjury,  thai  be  had  stooped  down  i"  take  bis  pin,  or 

s thing  of  thai  kind   out  nnd  In  raising  up  his  shoulder  for  11 

second  struck  bis  controller  handle,  which  gave  1  udden 

.  i.i.i 1  n  si  cond,  bul  sufficient  to  throw  iiii  i 

womnn.     A^  Boon  as  thai  came  to  my  knowledge,  1  ordered  n 

en1  made.    We  non  broughl  up  thai  man  fi St  Louis, 

where  he  was  employed  as  a  motorman,  and  he  demnnded  $10.); 
for  $100  he  would  go  on  the  Btand  and  dence  to  the  sam  : 

effed  as  he  had  put  In  his  affidavit  After  Borne  time  • 
talned  u  letter  from  him  virtually  agreeing  to  nccepl  this 
Then  1  gave  orders  thai  we  would  nol  trj   the  case  a1  all.     1 

wanted  t"  gel  iii n  record,  and  we  settli  >i  thai  ease  for  a  larg  ■ 

amount  of  money,    n  could  have  been  settled  for  $100.    I"  tad 
an  offer  was  made  a  short  time  after  the  injury  to  settle  for  thai 

amount.    We  paid  (3,800,  of  which  $1,5 r  $1,800  had  alreadj 

been  pnid  oni  in  doctor's  Mils,  nurse  hire,  and  :iii  thai  kind  of 
thing.    There  was  a  ease  where  our  own  employes  misled  us. 
A  number  of  us  mal  mistaki    III  mlj    for  1  vi- 

tor  the  company.     We  always  look  for  evii  en  the 

worsl   tlmt  ran  be  sail]  by  the  a  iarl      In  on 

may  be  In  possession  of  all  th"  Information  thai  will  enable  us 

rmine  whi  th  hi      contest  thai  Mj   policy,  in 

Hie  treatment  of  accident  claims,  is  thai  it  we  could  Bettle  a 
claim  for  ?m  which  would  requlri  $100  to  defend  it.  we  would 
far  rather  spend  $100  than  to  give  to  any  pettifogging  lawyer  the 
.<ln  which  he  is  very  willing  1"  lake  ami  sell  out  his  client.  I  \" 
plause  1  I  will  nut  permit  the  purchasi  ol  any  pettifogging  law- 
yer. That  policy  has  been  persistently  pursued  for  two 
with  very  beneficial  results.  This  is  a  chai 
extent  from  what  had  been  previously  pursued.  There  are  com 
panies,  unfortunately,  which  I  think  short  thai    will,  if 

they  call,  pay  one  Of  these  lawyers  $25  or  BO  I"  avoid  litlgatio  1. 

ay  it  may  cost  $100  or  mere  ii    I  I  say,  If  it 

costs  $500  go  Into  court  . 

Last    year  our   accidi  I  to  a  ft 

2  per  1  1  enl   ol   our 

month   to  the  injury  and  d  1        serve. 

it  was  about  2.9  per  cent,  1  think,    la 
redui  ed  II  to  2  12  per  1  ent    This  yeai  than  that,  and 

it  is  largely  line  to  this  persistent   pursuit  ei  the  policy   ol 
application  of  fair  common  sense   to   the  settlement 
ease  and  permitting  no  case  to  be  Battled  simply  to  gel  ''  ' 
If  you  do  noi  feel  thai  yen  arc  Justlj   liable.    Therefore 
gentlemen,  di  mil  Ibe  Intlnenci  ol  directors  nor 

of  politicians  to  affect  the  settlemenl  of  any  injury  or  damage 
mine  your  own   Investigators  and   employes  to 
Bnd  out  the  r.al  tacts  in  connection  wil 

We  are  verj  often  confronted  with  the  evidence  >>i  the  attor- 
nej  for  the  plaintiff  and  we  are  ilniiironinb.il  to  know  thai  we 
didn't  know  what  was  In  our  own  cai        Vs  1  said  be- 

.. .■  bave  only  lost  on  an  average  one  1  in  the 

last  two  years.    That  we  consider  is  phenomenal  considering  the 
juries  before  whom  ii  tried,  who  have  the  preju- 

bal  exists  against  every  corporation,  particularly  a 

utility. 

Mr.  sioan:     I  would  like  to  ask  Mr   Beggs   vhether  or  nol  he 

all  bis  Investigators  nots  sworn 

statements  fn  m  the  .■■  ■■  D'  nil  In  many 

.  even  signed.     \  object  to  it 


Mrii.  VII  ou  .  bod]  ■  on: 

with  our  claim  I  a  notary.     Sop,.  .   dilllcult 

by  one  moans 

another  Into  our  offl  smination   goes  on,  the. 

notes  of  which  are  bdng  taken  by  a  stenographer,  unknown  to 
iii'tii.  In  imp'  an.i  thli   is  afterwards  submitted  to 

then  bother  or  nol  ii  was  what 

•  d  With  our  depart- 
in.  m    is   ■  noiary.   and    We   try   to   !■  .11   statement    i 

Every  motorman  ami  conductor  In  connection 
with  the  •  be  sworn  i" 

11  it. 
Mr,  Bean:     1  would  next  like  to  ask  Mr.  Beggs  whether,  in  a 

majority   of   II.  Dm   the  '  ity  "r   from   the 

1  ulllltl  yV 

Mi.     BeggS        They    are    nearly    all    city    jurors.       Apropi 

.a  He-  claim  department,  every  division  superlnti 
dciii  is  likewise  a  notary.  We  employ  counsel  i,v  the  year,  and 
impensatlon  to  defend  all  cases  of  injury  or 
damage  of  whatever  kind,  either  to  persons  or  property.  We 
likewise  employ  a  physician.  While  he  does  not  give  his  entire 
1  our  company,  it  is  largely  given  to  It;  and 
we  pay  him  likewise  an  annual  salary.  That  physician  is  usually 
on  the  ground  jn  any  oase  0f  injury  to  persons  within  a  \- 
few  minutes  after  it  has  occurred.  We  usually  try  to  get  two 
or  more  investigators  and  our  physician  there  in  the  fewest 
moments  possible.  Our  physician  is  one  of  the  most  important 
mis  we  have  in  our  service,  being  a  level-headed,  practical 
man.  Even  if  the  prison  is  taken  to  the  hospital— it  may  be 
the  emergency  or  some  private  hospital — we  try  (o  have  our  own 
physician  there  as  soon  as  the  patient  is.  Furthermore,  a  policy 
which  we  inaugurated  two  or  three  years  ago.  was  to  render 
no  medical  attention  unless  there  was  a  case  of  liability.  We 
had  I    large   amounts   of   money   for   several    years   In 

giving  medical  attention  by  our  physician  in  nearly  every  case. 
Our  policy  now  is  not  to  rendi  r  any  medical  or  surgical  service 
unless  it  is  a  case  of  liability.  It  has  cost  us  a  large  amount  of 
mini. 

Mr.  Robinson:  I  think  Mr.  Beggs  is  to  be  highly  congratulated 
on  tie  1  BSful  result  which  ho  has  attained  in  Mil- 
waukee.    1  have  no  doubt  it  is  due  to  the  j i  l.ss  and  courageous 

nod  he  has  taken  for  treating  these  claims.  I  hope  his  good 
work  will  continue  During  the  past  year,  the  corporation  that 
I  have  control  of  in  Xew  York  tried  1,145  cases.  Out  of  that 
number,  we  were  successful  in  about  C50  of  them.  With  this 
gnat  amount  "f  litigation,  of  course  it  is  very  difficult  to  handle 
it  as  Mr.  Beggs  has  suggested.  I  insist,  generally,  on  the  taking 
of  affidavits  of  the  motorman  and  conductor,  but  a  statement 
in  writing  and  signed,  let  alone  under  oath,  is  very  difficult 
obtain  from  a  large  number  of  witnesses,  who  are,  as  a  rule, 
of  the  lower  class.  It  is  very  difficult  in  handling  a  large  number 
1  these  statements.  Some  days  we  have  a  large 
number  of  reports  come  in  and   it    is  very  difficult   for  the  claim 

nt  to  say  from  reading  the  report  whether  the  injury  Is 
severe  or  whether  there  may  not  be  some  elements  which  make 
it  a  case  of  a  liability  on  the  company.  The  number  of  cases 
of  injury  some  days  runs  as  high  as  110  or  115,  so  you  will  see 
it  is  impracticable  at  times  to  adopt  all  the  methods  suggested 
by  Mr.  lieggs.  The  only  point  that  I  think  Mr.  Beggs  is  mistaken 
in  is  that  relating  to  the  examination  by  a  physician.  It  seems 
to  in.,  that  in  all  cases,  where  the  injured  party  is  not  known. 
nothing  known  about  him,  that  an  examination  by  a  medical 
man  should  be  made.  One  of  the  great  difficulties  we  have  to 
contend  with  in  New  York  is  the  unscrupulous  character  of  the 
doctors  who  attend  the  plaintiff.  Old  injuries  of  years'  standing 
are  tried   to  be  palmed  off  on  the  company.     Injuries  which  de- 

,|.  four  or  live  months  after  the  accident  are  made  to  n 
back   to   the   accident    Itself,     And   the   greatest   exaggeration    is 
promoted  on   the  pari   of  the  plaintiff's  doctor  in  case  there  is 
not  -eon  of  the  company.     We  have   in 

il,,  ,l,,y.  six  physicians.     Even  with  the  hard  work 

they  do  in  ail  these  cases,  wi  ouently  have  to  try  suits 

in,  al  examination.     I  think  the  best  method 

,1  eiitimieil  on  page 


Oct.  ii,  1902.] 


DAILY    STREET    RAILWAY    REVIEW. 


721 


PAPERS  BEFORE  THE  AMERICAN  STREET  RAILWAY  ASSOCIATION. 

Rend  Friday,  Oct  10,  II 


LINE  OF  EMPLOYES   MY  THE   MERIT  SYSTEM. 


By  W,  A.  SatterJee,  General  Superintendent  Metropolitan  Street 
R.v..  Kansas  City. 


The  merit  system  of  discipline,   as  applied  by   managers   of. 
steam    railways    throughout    the    country,    has    recently    been 
brought  to  the  attention  of  street  railway   managers,   through 
-tides  in  the  "Street  Railway  Review"  and  the  Streel  Rail- 
way Journal,  la  such  a  way  that  the  system  is  nan    receiving 
much  attention     It  has  been  adopted  by  a  number  of  roads,  and 
their  experience  with  it  has  been  Buch  that  it  is  surely  worthy  of 
deep  thought  and  attention   on  tlie  part  of  all  streel   railway 
officials.     It  seems  to  fill  a  long-felt  want  In  street   railway  dis- 
cipline, and.  in  Importance,  is  second  to  uone  of  the  recenl  Im- 
lents   and   betterments  constantly   being    adopted    and    in 
operation. 

I  know  of  no  single  change  made  In  the  old  methods  of  opera- 
tion, unless  it  be  the  adoption  of  the  Standard  System  of  Street 
Railway  Accounting,  that  should  receive  a  mon  support 

from  all.    Certainly  do  system  has  been  adopted  thai  is  fairer 
to  the  tralnmeD.  or  is  more  likely  to  produce  In  them  a  desire  to 
lean,    and    as    many    demerit    marks    from 
-t  them  as  possible. 

There  are  many  trivial  acts,  small  in  themselvi       1  0 1  bj 

trainmen  In  handling  ;  thai  as  a  whole  tend  to  produce 

a  feeling  on  the  part  of  the  traveling  public  either  favorable  or 
unfavorable  to  the  company,  which  once  formed  is  hard  to  offset. 
Small  acts  of  courtesy  toward  passengers  by  trainmen  are  felt 
by  the  management  in  ways  unknown  to  the  men  who  perform 
these  acts,  and  tire  as  far-reaching  for  the  good  of  the  company 
as  small  acts  of  discourtesy  are  damaging. 

ich  employes  to  be  guarded  in  their  talk,  their  acts,  and 
their  deportment  on  duty  toward  those  with  whom  they  come  111 
contact,  is  a  problem   nearer  solved   in   the  merit   system    than   in 

any  other  way.     The  value  of  courteous,  accommodatin 
careful  trainmen  to  any  street  railway  system  Is  of  BUCh   impor- 
soughl  for.  that  any  >1  discipline 

which  will  accomplish  thai  end  will  be  o!  worth  as  to 

make  managi  t  railway  property  a  pleasure  instead 

of  care  and  worry  that  breaks  down  the  health  Of  any  bin 
men. 

As  a  rule,  men  wh  1  seek-  employment  In  the  train  servl >f 

railway  I  In  \perieneed  in  the  art  of  handling  the 

public  In  the  way  an  exacting  public  expect,  and  acquire  th 
only  by  continnoui  contact  and  experience,  after  training  nnder 
some  1  .line  worked  out  by  those  who.  for  years, 

ictl  us  of  a  pe,,|,i,.  v,  ho  expect 
the  sat  i  Inexperienced  Btreet  ear  conductor, 

who  may  have  been  in  the  service  only  a  fen  l1  they 

gat  from  a  steam  rail  been  under 

training  with  his  company  for  from  eight 

lulred  the  position  «  her-  ontact 

«  lib  the  f  r  ' 

illway  pn  >  \  ice  which  tie 

,d  which  ':  and  desire  of  all  managers, 

knlgn  Impossible  thing  to  do,    To  t  ear  the 

goal  as  human  ln|  n,  may  be  done  through  the  did 

and  metn  I  roads,  and  by 

dliK-uc  friendly  criticisms  brought   about   through  the 

1  by  dlfferenl   1  'his  convention, 

.  me  that  the  subjei  I  ed  to  my  e 

I  call  forth  from  all  represental 
bate, 
In  brief,  the  id  credit  account  with 

each  tr  -.1.  ruled  for  that  purpose,  or  In 

■  11  of  riih  Im  by 

/a  number  of  ■  the  Dumber  for  an 

depending    upon    II  ol     II        I 

itltled  to 


number  of  merit  marks  for  acbl  performed  which  would  be  con- 
sidered by  the  company  worthy  and  desrvlng  of  recognition. 

If  at  any  tune  within  one  year  the  demerit  marks  exceed  the 
merit  marks  by  a  certain  number  fixed  upon  by  the  company, 
then  the  party  receiving  them  is  liable  to  discharge. 

The  detail  of  the  working  of  the  system  as  practiced  by  the 
company  with  which  I  am  connected,  but  which  can  be  varied  to 
suit   the  ideas  of  different   operators,  is  as  follows: 

A  list  of  violation  of  rules  with  the  number  of  demerits  im- 
posed for  each  is  posted  in  a  frame  at  each  reporting  place,  that 
trainmen  may  know  In  advance  tlte  penally,  and  also  a  list  of 
acts  considered  worthy  of  merit  with  number  of  merits  given 
ich. 

A  blank   notice,    made   In    carboi py   which   is   filed    in  office. 

reading  as  follows,  is  sent  to  each  trainman,  with  his  name  filled 
in  blank  space,  whenever  he  gets  demerits  or  merits: 

METROPOLITAN  STREET  RAILWAY  COMPANY. 

Kansas  City,  Mo 100 

DEMERIT  MARES. 

Mr 


You   have  to-day  been  given   DEMERIT   marks  on 

charge  No. Contained  in  the  merit   system  of  discipline. 

Hate 

Time 

Place 


Assistant  Superintendent, 

METROPOLITAN  STREET  RAILWAY  COMPANY. 

Kansas  City.  MO 190,  ..  . 

MERIT  MARKS. 

Mr 


You  have  this  day  been  given merit  marks  on  No. 

contained  In  merll  syste 1  discipline. 

Time 

Date 

Place 


Assistant  Superintendent, 

Another  notice,  withoul  trainman's  name,  is  posted  on  hoard  at 
reporting  pie  itice  to  all  other  men  that  a  conductor  or 

motorman  has  been  disciplined,  with  the  charge,  and  number  of 

demerit  or  merit   marks  he  has  n  ,  ,  1 
METROPOLITAN  STREET  RAILWA1    COMPANY. 

\I1TI1    I 

Kansas  City,  Mo 190.  . .  . 

a on line  has  this  da]  been 

given marks  on  charge  No I til  BVSte 

line. 


mm  Superintendent 
Whenever  a  man's  demerits  exc 1  his  merits  by   LOO,  he  is 

liable  1 

Ti,  ,   .,r  lay-on  been  done  away  « Ith 

:,,,,!  the  tervice  much  Improved  In  the  sliorl  time  the  new        ti  m 

has    been    ill    rOgllO,    since    .Mine    I,    1002 

Merll    No    in  for  coi  ' motormen)  is  broad 

enough  to  cover  n y  things  ug   ler  the  obsen  

■   and   Interesl   In  handling 

the    public,    and    In    BUCh    Cases    a    liberal    giving   of    merit    marks 

win  be  app  I  '■'  I"  l'1''1 '  '"  ""'  i"'"1" 

\  little  praise  given  an  by  an  em- 

I       1 irod 1  1  work  ten- 


HMI.V    STREET    lail.WW    REVIEW. 


[Vol     XII 


told  than  an)   reprimand      We  all,  do  matter  what  position  we 
bold,  arc  pleased  with  notice  taken  of  t  or  work  by  thoaa  who 

are  <>ur  Immedlnte  superiors,  and  ■  word  of  praise  c log  from  ■ 

superintendent  or  manager  to  any  employe  working  onder  the 

.in  n  in  certalnlj  be  loat 

i  h.  trainman  who  takee  off  his  coal  and  Beta  to  work  first  lu 
■  t..«  ii  car  or  ii  wire  down,  etc., 
himself  rlghl  then  and  there  us  a  man  the  company 
needs  and  be  should  gel  merll  marks,  if  be  takes  an  Interest 
in  clearing  up  inch  trouble,  it  is  safe  to  aaj  be  will  take  Hie 
same  Interest  in  other  matters.  Too  many  mi. mi  wait  for  some 
other  man  to  take  the  lead  ami  in  Hint  way  iniirii  valuable  time 
is  loaf  in  blockades,  when  there  is  no  Incentive  or  reward  to 
spur  them  on.  Those  with  demerit  marks  wail  tor  an  oppor- 
tunity to  reduce  the  iber  by  getting  enough  merits  to  offset 

their  demerits,  am  Bowing 

by  their  desire  to  render  assistance  an  Interest  in  company  mat- 
ters not  shown  before.     Whenever  men  inn  lie  taught  to  take 


W    A   SATTERI.EE. 

me  interest   in   their  employer's  business  they   would   in 

their  own  business,  thru  that  employer  will  gel  the  most  perfect 

service  possible,  ami  when  tin:  employer  succeeds  in  getting  a 

hi"  discipline  that  will  bring  about  that  result,  then  he 

has   whal   has  long  I n  BOUghl   tor,  ami  until  some  system  has 

1 n  discovered   better  than   the   merit  system,   the  latter  should 

receive  the  hearty  support  ami  assistance  of  all  managers  of 
Street  railway  property.  Good  train  service  Is  the  vital  cord  iu 
operation  and  trainmen  make  it  good  or  bad  according  to  their 
training. 

METROPOLITAN  STREET  RAILWAY  00. 

tfOTORMETN    AND  GRIPMBN     DEMERITS. 
Immediate  Disci 

1.     Disloyalty  to   company. 

J.      False  statements. 

3.  Intoxication. 

4.  Dishm 

:,.    Gross  ungeutlemanl]   luct. 

Demerits. 
ft      Failing  to  report   accidents 10  to  100 

7.  Missing — i 

First   time   10 

Second  time  in  one  month 20 

Third   time    in    one    in,, nth 30 

8.  Smoking   on   duty 30 

9.  Failure  to  make  safety  stop  at  crossings  where  re- 

quired     30 

10.  Incomplete  and  poor  accident  reports 1  to  5 

1 1.  Untidy  cot                    dress 2 

12.  Recommending  unworthy  men  ior  employment....  5 
Neglecting  to  pick  up  passengers 10 

14.  Running  over  circuit  breakers  and  overhead  cr 

ings  without  throwing  elT  current 5 

15,  Allowing  unauthorized  persons  In  front  vestibule..  5 
18.     Fast    running    5 

17.  Front  headlight  not  burning 8 

18.  Entering  saloons  in  uniform  without  good  excuse..  10 

19.  Frequently  at  any  time 50 


XL 

28. 

■J  l, 

26. 

•jr.. 

27. 

29. 

.".ii. 
::i. 

.:  : 
34. 

:::.. 

:■..; 
37. 
::s 
39, 

40. 
II. 
12, 
43. 

44. 

45. 
46. 

47. 
48. 

40. 


50, 

51. 

52. 
53. 

54. 
55. 
56. 
57. 
58. 

50. 
60. 


3. 

4. 

5. 

6. 
7. 
8. 

9, 

m 


Gambling   50 

I  irlnldng  on  dutj  or  before  going  on  duty 20 

flagrant    discharge). ...  10 

Profanity  on  duty 5 

Accidents    when    avoidable  in  oplnl f  superin- 
tendent      Mt,.  100 

i' >               inversatlon  with  passengers 10 

Talking  to  conductors  on  duty .*. 

Falling  to  report  trouble  with  car ■• 

\,,;    answering   signals  promptly 1 

Feeding  current  too  fast 3 

Banning  away  from                 ■  at  transfer  points  10 

Net    ringing  bell    in  passing  car 'J 

Running  ahead  of  schedule  time a 

N..I   slowing  up  in  passing  car 5 

Skinning   the  cable 28 

starling  car  without  proper  signal,  except  t,>  avoid 

collision     20 

I  'ollOWlng  car  in  fronl  to,,  close 10 

Starting  electric  car  before  closing  gates in 

lectrlc  gates  before  car  stops 10 

Running  to..  ,  i.  •.,  to  wagons  upon  track  before  get- 
ting em-  completely  under  control in 

Bad  Judg nt  on  special  occasions l  to  10 

Leaving  car  without   taking  reverse  lever 10 

Flattening   wheels   10 to  20 

Injury  to  car  equipment  that  could  be  avoided  by 

proper  care  ami  judgment 10  to  20 

Not  stopping  for  pa--,  ogera  to  get  on  (if  at  proper 

place)    10 

Not  obeying  conductor's  signal 5 

Running   crossings   without   proper   flagman's   signal 

where   M                       20 

Cutting  rope  25  to  50 

Trouble  with  passengers  when  gripman  or  motor- 
man  is  to  blame 10 

Garnishee — 

First  time  10 

Second  time 10  to  50 

Third  time SotoitM 

\ssignment  of  wages  or  security  deposit 25 

Talking  to  others  than  proper  officers  of  company 

about   accidents    20 

Careless  ami  Indifferent  operating  of  car 3  to  10 

Criticizing  management  of  road  in  presence  of  pass- 
engers     3 

Failing  to  report  delays 2 

Not  having  proper  tools 3 

Plugging  car  except  to  avoid  accidents 5 

Itunning  without  sand  in  sand  box 3 

Acts  detrimental    to    good    service    In    opinion  of 

superintendent  3  to  20 

Incompetency   25  to  100 

Holding  train  with  cable 10 

IMOTORMEN  ANI»  GRIP  MEN     MF.RIT8. 

Merits. 

Warning  persons  In  act  of  Jumping  on  or  off  mov- 
ing car  to  wait  for  ear  to  come  to  stop 2 

Securing  names  and  addresses  of  witnesses  who 
saw  accident,  other  than  those  on  accident  re- 
port         2  to  6 

Politeness  and  attention  to  passengers  noticed  by 

Inspectors   3 

Assistance  rendered  In  case  of  accident,  such  as  to 

bring  commendation  from  passengers 3 

Informing  company  of  matters  In  the  Interest  of 

good  service,  etc 3  to  10 

Complete  and  perfect  accident  reports 2 

i  lood  stop  In  avoiding  accident 5 

Good  Judgment  and  work  In  handling  lay-out  or 

blockade    2  to  5 

Special  meritorious  act  railing  for  recognition  from 

company   10  to  50 

Careful  handling  of  cm- 5 


Oct.  ii,  190J.] 


DAILY    STREET    RAILWAY    REVIEW. 


r*a 


•I  CTOBS     DEMERITS. 
Immediate  Discharge: 

1.     Disloyalty  to  company. 
J      False  statements. 

3.  Intoxication. 

4.  I  ■  - 

a  nngentlemanly  conduct 

1  temerits. 

0.    Failing  to  report  accidents 10  to  100 

7.     Giving    bells   too  quick 5 

-     Smoking  on  duty 30 

:•.     V.rroT  on  trip  sheet 1  to     D 



11.    Over...  when  pay  check  is  turned  in) 

Over  six  in  one  month,  each 2  to 

12     Missing  fares                       :ttn    10 

_  to  ring  fares  3  to  20 

14.  Failing  to  properly  da;:  crossings  when  required..  10 

15.  Incomplete  and  p  or  accident  reports lto     5 

1"'..     Inattention  to  i                        2 

17.    Trouble    with    passengers    when    conductor    is    to 

blame  10 

BR— 

First  time Up 

•rid  time  in  one  month 20 

Third  time  in  one  month 30 

v.i.    Dirt;  car  5 

20l     Untidy  condition  Of  dress 2 

21.     Recommending  unworthy  nun  for  employment.... 

Back  headlight  burning  except  in  case  of  fog 1 

Reading  on  duty 10 

21      Sitting  down  in  car  on  duty  ■when  running) 5 

'S:    Talking  to  motorman  cr  gripman  on  duty 5 

Letting  boys  change  trolley 5 

27.  Bartering  saloon  in  uniform  withoui   _• 1  excuse..  10 

28.  Frequenting  saloons  at  any  time 50 

29.  Unnecessary  conversation  with  passengers 10 

30.  Accident  when   avoidable   In   opinion   of  superin- 

tendent     10  to  100 

SL     Failure  to  announce  streets 1  to     5 

32.  Profanity  on  duty 6 

33.  Disobedience  to  orders  Mf  flagrant — discharge)....  lo 
84     Error  In  punching  transfers 2 

35.  Deliberate  punching  of  transfers  to  permit  passen- 

to  lay  over u'o 

36.  < .                   50 

87.    Drinking  on  doty  or  before  going  on  duty 20 

38.     Running  away  from  passengers  at  transfer  points.  .  10 

at  on  special  occasions lto   10 

t"     Had  Judgment  or  carelessness  In  regulating  heat  on 

cars  2 

41.  Criticising  management  of  road  In  presence  of  pas- 
sengers    3 

4.'.      -  ■     barn  to  avoid 

borrowing  •_' 

4.1     Talking  about  accidents  to  others  than  proper  of- 

Bcars  of  company 20 

•44.     B                    '  turned  at  end  of  line    10 

Rot  in  proper  place  on  car R 

46.  G:               i  Indifferent  operating  of  ear 3  to  10 

47.  (Jiving  bells  when   not  In  proper  plSOS 5 

48.  Impollie   remarks   top                        Bto    -■• 

1st   time   ....            (0 

2d  time  10  to   50 

■"-I  time   to  to  100 

nmenl  of  wages  or  security  depot 86 

*.i     Palling  to  rep  rt  register  when  out  of  ordaj  :: 

■  Ing   ahead   are!  '••   cul    rope   or 

broken  trolley  when  same  i-  cut  or  down  5 

Palling  to  report  delayi             2 

••  iii  •  pinion  of  hu 

perltltendent    

66.     Ir  38  t„  iiirt 

r> 

i  t0    10 


COM  >  I  0TORS    MERITS. 

Merits. 

1.  Warning  persons  In  act  of  jumping  on  or  off  mov- 

ing car  to  wait  for  car  to  slop 2 

2.  Securing    names    and    addresses    Of    witnesses    who 

saw   accident,  other  than  those  on  accident  re- 
port      2  to      5 

3.  Politeness  and  attention  to  passengers  noticed  by 

inspectors  3 

4.  Assistance  rendered  in  case  of  accident    such  as  to 

bring  commendation  from  passengers 3 

5.  Adjustment    of  Shades  and   windows  to  please  pas- 

sengers    ] 

G.     Informing  Company  of  matters  in  the  interest  of 

B 1  scii  ice,  etc 3to   10 

7.  Reports  as  to  defects  in  equipment  while  operating 

car  1 

8.  Complete  and  perfect  accident  reports 2 

0.     Go  d   judgment   and    work    in    handling   lay  out   or 

blockade 2  to     5 

10.  Special  meritorious  act  calling  for  recognition  from 

Company  10  to   50 

11.  Turning  in  passes  or  badges  ordered  up  by  Coin- 

puny  5 

THE  STEAM  TURBINE:     its  COMMERCIAL  ASPECT 

By  Edward  II.  Sniffin. 


The' steam  turbine  is  not  as  young  as  it  looks.  Although  its 
application,  in  its  present  several  forms,  to  commercial  power 
generation,  is  the  achievement  of  recent  years,  its  principle  Is 
neither  new  nor  novel,  and  it  may  be  wondered  thai  a  century 

of  effort  should  have  been  applied  to  the  reciprocating  engine  - 
which  became,  indeed,  more  complicated  as  it  grew,  before  the 
primal  theories  of  the  heat  motor  assumed  corporate,  practical 
form.  It  is  true  that  later  knowledge  of  materials,  and  how  to 
work  them,  has  made  the  way  clearer;  and  the  wider  use  of  the 

steam  turbine  has  in  a  measure  depended  upon  the  develo] ml 

Of  electrical    practice,   with    which    latter   it    is   now   so   intimately 

identified, 


I.     11     SMM'IN. 

Much  Interest  has  for  so tin     been  centered  In  this  type 

of  prime  mover  and  the  possibilities  of  its  application.     The  his 
torj    "f  Its  development   is  Quite  generally   known,  and   up  to  Uds 

time  attention  has  been  more  particularly  directed  to  1 

Inu'   and    mechanical    characteristics.      II    in>w    seems   appro] 

to  Inquire  Into  the  controlling  featuri  I         •nmierela  I    utility. 

and  determine,   if  we  may,   whether  the  steam  turbine,  Bui 

bine  sun  to  be  devel- 
oped, though  "i   ultimata  pi  b  i  n  well 

proved.  What  has  it  accomplished 7 
What  Justifies  it:;  ir  ,  '•  What  otherwise  una  I  la  limbic  results 
will    It    produce?      Whal    ale    its    limitations?       It    is    this    aspect    of 

the  case  on  which  the  light  Is  needed 
It  l«  of  little  moment  what  the  direct  or  contingent  advantages 


;lm 


DAILY    STREE1     K  MI.WAY     REVIEW. 


XII,  No  4 


..r  the  turbine  maj  !»■,  If  Its  reliability  remalni  in  donbt    Offered 
:is  ii   is,  in  large  nulls,  and  being  apparently  more  related  to 

ii lasses  of  Bervlce  which  Impose  the  most  .  require 

iiiitii s.  the  'i ;i ii< I  is  Imperative  that  In  this  < vital  reaped 

there  !»•  little  i<-rt  to  cha 

ire  recurring  to  actual  experience,  it  ma;  be  Instructive  i" 
consider  for  :i  moment  the  general  character  <<(  the  tnrblni 
: \ j >■  ■  ol  motor,  contrasted  with  the  piston  engine.  Big,  i  shows 
the  longitudinal  section  of  the  vVestlnghouse  turbine.  Thi 
entering  the  governor  valve,  arrives  a1  the  chamber  "A,"  then 
nuns  to  the  right,  passing  Oral  m  Bet  of  stationary  blades,  then 
impinging  on  the  moving  blades,  driving  them  around,  and  so 
on,  until  ii  arrlvi  chamber  "is".  And  bere  It 
tereating  lesson  In  physics,— a  demonstration  of  the  conversion 
of  heal  into  energy;  for  while  the  temperature  of  the  Inlel  end 
is  thai  of  the  entering  live  steam,  the  exhaust  end,  bat  three 
or  four  feel  distant,  is  not  so  hoi  (about  126  v  |  but  that  one 
may  bear  the  hand.    The  Illustration  will  show  thai  thi Ij 


us,-  Hi-  from  service)  were  again  started  up 

and  n  teal  made,     \  teal  was  then  made  '>r  the  turbine  plant, 
ad  upon  a  week's    run.    careful    measurements 
being  taken  of  fuel  and  water.   The  saving  of  coal  In  favor  of 
Hi,-  turbine  plan)  averaged  86.7  per  cenl  daring  the  day,  and  MA 

per  cenl  during  t  ii«-  night    The  saving  In  r i  water  av< 

29.8  per  cenl  daring  the  daj  and  n  i  per  cenl  daring  the  night 
in  round  numbers,  this  meant  a  saving  of  about  10,000  lb,  • 
per  24  hours.    This  Improvement,  of  course,  was  attrlbutab 
entirely  to  the  turbine  Itself,  bnl  also  i"  the  m  ire  efflclenl  method 
of  electric  power  transmission  In  comparison  with  the  previous 


FIG    I— BE.TION  OF  WESTINGHOUSE  TURBINE. 


real  moving  part  is  the  spindle,  revolving  In  its  bearings,  the 
governor  mechanism  and  oiling  arrangement  being  comparatively 
Insignificant.  The  blades  do  not  wear,  as  the  steam  velocity — 
s  line  five  or  Six  hundred  feet  per  second — is  not  sufficient  to 
affect  them.  The  blades  are  made  of  a  special  material,  and  are 
calked  in  Bach  manner  that  the  force  required  to  pull  them  out 
would  exceed  the  elastic  limit  of  the  material  in  tlie  blades. 
They  are  subjected  in  regular  practice  to  a  stress  of  about  one- 
fortieth  of  this  amount.  The  actual  pressure  exerted  on  each 
blade  is  about  an  ounce,  a  complete  description  of  the  mechan- 
ism is  not  needed  here.*  It  Is  sufficient  to  note  its  general  char- 
acter and  to  contrast  Its  obvious  simplicity  and  freedom  from 
complication,  with  the  recognized  complexity  of  the  piston 
The  Inference  is  clear  that  In  constructive  opportunity. 
at  least,  the  turbine  should  be  the  more  reliable. 

The  steam  turbine,  before  it  had  obtained  anj  considerable 
recognition  here,  was  not  entirely  without  success  abroad.  Par- 
sons and  others  had  done  much  to  prove  its  reliability.    For  In- 

Btai In  1897  the  Newcastle  .v-  District  Electric  Lighting  Co., 

operating  ii  turbines  of  '"•  to  180  kw.  each,  showed  the  cost  of 
repairs  and  renewals  on  the  entire  plant,  Including  turbines. 
generators,  boilers,  condensers,  pumps,  fittings,  cables,  etc.,  to  be 
0.28  cent  per  kilowatt  per  annum. 

In  this  country  the  steam  turbine  is  now  operating  In  several 
plants.     The  first  prominent  installation  was  at  the  Westinghouse 

Air  Brake  Company's  works,  al  Wilmerding,  ra..  where  the  Brat 

unit  was  started  in  August,  1899,  two  more  shortly  after,  and  the 
fourth  unit  in  April.  1901.  Tims,  the  plant  lias  been  in  service, 
for  the  most  part,  more  than  three  years,  and  the  fourth  unit 
about  eighteen  months.  The  plant  i  perates  regularly  11  hours 
per  day,  the  service  being  electric  power  and  lighting.  With  the 
oundry  running  at  night,  one  turbine  is  run  22  to  2:\  boors 

per  day.  In  general,  the  units  have  run  quite  to  their  rated 
capacity— perhaps  within  20  per  cent   of  it.  as  a   minimum.     An 

i lis  n  lias  been  made  elsewhere  of  the  efficiency 
of  this  turbine  plant  with  the  Installation  it  supplanted,  the  latter 
comprising  simple  and  compound  engines,  scattered  about  the 
works.  Alter  the  three  turbine  units  had  been  placed  in  oper- 
ation, they  were  shut  down  and  the  Bl  Ines  previously  in 

by  Mr.  Francis  Hodgklnson  before  the  Engineers'  Society 
o(  VV. stern  Pennsvlvanla.  November,  1900;  Street  Railway  Review, 
.tan.  15.  1901.  page  98. 


scattered  arrangement  ol  steam  engines,  with  long  runs  of  steam 
piping,  use  of  belts,  etc.  It  is.  however,  instructive  as  Indicating 
the  results  accomplished  in  a  specific  and  prominent  case,  as 
between  an  old  and  still  commonly  used  Bystem  of  power  trans- 
mission, and  a  modern  method. 

This  plant  at  YViliiienling  was  the  first  of  its  kind.  It  natur- 
ally was  not  without  its  minor  difficulties.  The  turbines  theui- 
ironi  the  time  of  starling  have  been  practically  free  from 
trouble  of  any  kind.  Some  armature  difficulties  were  at  tirst  ex- 
perienced— not  of  enough  moment  to  interfere  witli  operating— 
and  were  readily  corrected.  Summing  up  the  experience  had 
witli  this  first  installation,  undertaken  somewhat  experimentally 
,ii  the  time,  the  net  result  is  that  the  plant  has  operated  about 
three  years  in  heavy  daily  service,  that  the  work  lias  not  suffered 
interruption,  and  that  the  plant  is  to-day  running  will)  sustained 
satisfaction  and  with  no  visible  signs  of  wear  in  any  of  the  parts. 
Pig.  2  shows  this  installation,  c  imprttdng  four  400-kw.  units 
located  within  a  space  46x61  ft.,  the  height  of  the  engine  room 
being  20  ft.  u  in. 

The  Yale  &  Towne  Manufacturing  Co..  at  Stamford,  Conn.,  has 
a  400-kw.  steam  turbine  furnishing  240-volt,  two-phase  current 
at  7,200  alternations.  This  outfit  was  started  in  operation  Feb. 
i  1902  Since  that  time  it  lias  been  in  regular  daily  service. 
carrying  about  its  rated  load,  operating  10  boors  per  day.  furn- 
ishing current  for  electric  motors  and  some  lighting.  Dp  to  this 
time,  therefore,  it  has  been  in  service  some  s  months,  and  Its 
mechanical  operation  has  been  most  satisfactory.  No  quantita- 
tive tests  have  yet  been  made  of  steam  performance,  but  there 
is  general  evidence  of  Its  economical  operation. 

The  Hartford  Electric  Light  Ob.,  at   Hartford,  Oonn.,  has  a 

1,600-kw.   two  phase.    2, 100-volt.    00-eycle.    turbo-generator  unit, 
Which  was  started  In  April.  1901.     Thi-.  al  present,  is  the  largest 
turbine  yet   installed  In  this  country.     Tut  in.  as  It  was,  to  relay 
:-,  It  has  not  beei  onstanl  service,  bat  has 

usually   been    required  but   one  or   two  days   a   week.     At   Bach 
bowever,  it  has  carried  the  full  station  load  of  some  1,800 
or   1,000  kw.     Reference  will  hereafter  lie  made  to  its  striking 
economy. 

A  great  deal  of  Interest  has  centered  in  this  early  installatoln 
of  a  good  sized  outfit  In  a  prominent  location,  and  its  excellent 
performance  Is  now  generally  well  known.   Some  difficulties  were 


Oct.  i 


IUILY    STREET    RAILWAY    REVIEW. 


725 


at  first  experienced,  uor  were  tliey  entirely  unexpected,  for  there 
had  been  no  (acuities,  as  there  now  are.  tor  testing  the  unit 
before  shipment,  and  it  was  merely  run  at  the  shop  without 
load.    Before  the  machine  »  -  ully  in  operation,  one  trou- 

ble that  developed  was  with  lubrication.  The  packing  glands 
around  the  turbine  shaft  leaked  somewhat,  and  the  construction 
of  the  oil  passages  with  reference  to  these  glands  enabled  the  oil 
atact  with  the  steam.  Impairing  its  lubricating 
quality.    This  w.  rercome  by  modifying  the  veins  anil 

employing  glands  of  different  construction 

time  was  also  required  after  erection  to  make  necessary 

adjustments  to  relieve  the  turbine  of  longitudinal  end  thrust. 
This  would  have  been  corrected  at  the  shop  had  the  opportunity 
then  been  present  for  making  a  complete  test.  It  was  found, 
too.  that  the  shaft,  which  bad  been  designed  to  afford  the  utmost 
ease  of  dismantling,  was  subjected  to  a  considerable  unevenness 
of  temperature  under  superheated  steam,  ami  means  were  taken 
to  make  the  temperature  at  all  points  more  uniform.     Having 


efficiency  and  determine  if  the  standards  of  present  practice  may 
not  be  Improved. 

It  is  well  that  the  makers  of  the  turbo-genera  tor  have  been 
compelled  to  adopt  tin'  practice  of  basins  the  steam  consumption 
on  the  unit  of  output,  so  that  their  guarantees  are  given  on  the 
electrical  horse-power  or  kilowatts  delivered  on  the  switchboard, 
and  not  on  the  Indicated  horse-power  developed.  This  at  once 
eliminates  the  factors  of  engine  friction  and  generator  loss,  and 

■  more  definitely  establishes  a  measure  of  performance. 

One  is  impressed  with  two  distinguishing  features  of  the  tur- 
bine's steam  efficiency,  namely:— that  it  seems  to  vary  but  little 
over  wide  ranges  of  load,  and.  further,  that  the  size  of  the  unit 
lias  comparatively  little  bearing.  It  follows,  then,  that  if  good 
results  are  possible  at  all.  they  are  neither  restricted  to  the  larger 
plants  nor  to  the  requirement  of  steady  load. 

Fig.  4  illustrates  this.  Herein  are  given  the  results  of  tests 
on  a  40il-kw.  turbine,  made  at  the  builders'  works  before  ship- 
ment,   the   machine   having   Since   been   in   daily   operation   some 


\M  "HKiiiNi.s  AT  WORKS  OF  WE8TINOHOUSE  AI«  lt;i\n  OUB   100-KW.  UNITS 


in  dm-  time  oven  e  local  defect*,  which  partook  In  no 

■  •<  functional  fault,  the  turbine  was  then  In  ■en 

on   haB  sin*  atlsfactory. 

Hartford  company,  notably  alerl   to  adopl   the  newer 

thing  if  there  teemed  advantage  in  it.  has  found  when  the  water 

■apply  ran   short,   that   it   paid   to  run   the  turbine  and   allow   the 

to  remain  Idle.    Thin  turbine  is  seen  in  Fig.  '■'■. 
ix  tie-  steam  turbine  efficient?    And  what,  If  it  may 

i-  it.  like  the  i 
irrj    1 1 r t « -, i  to  certain  conditions 

which  permit  of  little  change  if  economical  performai !»•  re- 

i  tin-  turbine  has  a  greater  in- 
affected  by  attending  circumstances. 
intn-st  or  i  irblne  has.  perhaps,  been 

drawn  chiefly  to  th<-  ■  i  economy, 

and  to  tie-  data   already  acquired,  with  tb.  i   liny  have 

provoked,  much  morn  of  ralue  will  be  added.     W.-  may  It. 

eral  wny.  hi  thermodynamics  ob- 

tain from  tin    evtdena  ■    of  it* 


eight  months.     These  tests  wore  onndmtod  under  brake  load,  so 

that  the  figure*  are  based  on  the  brake  horse-power  developed. 
The  rated  load  would  be  al i  800  b.  h.  f.  The  steam  consump- 
tion carve  is  seen  to  be  very  Bat  graduall]  ri  Ini  trom  L4.47  lb. 
/it  run  load,  to  16  lb.  tit  half  rating,  and  to  less  than  L8  lb,  at 
one  quarter  capacity.    The  relation  of  the  com ptlon  ol     ti  am 

in   pounds   per   Innir   to   the   brake   horse  power  developed    Is  also 

shown,  this  line  being  .-iiiin.si  straight,  in  the  tabulation  may 
be  observed  the  Interesting  comparative  effect  of  vacuum  and 
superheat 

n  ii  is  thus  shown  thai  with  a  unit  as  small  as  loo  kilowatts 
we  maj  obtain  a  •■  all  ol  n  it  Lb.  of  steam  per  brake  horse- 
power per  hour,  corresponding  to  less  than  L8ff  lb.  per  I,  b.  p.,  it 
is  evident  thai  moderate  olsed  plants  may  with  the  turbine  be 
sufficiently  subdivided  to  give  the  maximum  flexibility  of  service, 
with  insurance  of  relay,  and  yei  possess  an  efficency  heretofore 
Identified  only  with  very  large  units  Further  than  this,  a  find 
anting  load  Li  noi  Incompatible  with  high  economical  perform- 
ance. 


726 


DMI.V    SI  KM' I     RAILWAY    REVIEW. 


I  Vol    xii.  No  4 


jer  Hi'-  turbine  is  then  brought   Into 
comparison  with  the  a  engine  practice,  irbere  it  .still 

jnii  nrbere  Ita  practical  advani 
evident  in  u  recent  Instance,  :i  reaalt  ol  LI. 7 
electrical  lioree  power  per  hour  »as  guaranteed 
mi  a  turbine  cf  760  kw,  capacity,  corresponding  to  about  10.17  lb. 
par  i.  ii.  p.,  which,  tbougb  the  size  is  moderate,  is  perbapa  within 
the  ability  of  but  feu  engines,  ot  any  sue  or  type,  thai  have 
ever  been  built 

it  may  be  pertinent  to  '-it'1  a  fen  results  obtained  In  regular 
service.     The  turbine  al    Hartford,    undei  ondncted   bj 

ior  Bobb,  al  an  average  load  of  1,800  kw.,  with  109  lb. 
steam  pressure,  27  In.  vacuum  and  46*  auperbeat,  gave  a  result 
of  18.1  lb.  of  steam  per  Itilowatt-hoor;  <ir  an  equivalent  of  about 
ii.h;  iii.  per  i.  b.  p.  hour.  An  Intereating  comparison  baa  been 
made  al  tiiis  punt  ol  racy,  under  regular  opei 

of    the    turbine    and    the    eompany'a  corllss 
engines.    There  are  two  corllss  engines,  one  IS  and  ."•  i  by  IS,  and 


averaging  DO  lb.,  running  condensing,  and  with  1U  "f  luper 
beat  the  reault  obtained,  al  maximum  load,  mi  19  lb  pet  kw. 
hour;  or  about  1 i  i  per  L  n,  p,  hour. 

Many  other  molts  have  been  recorded,  but  tboae  given  win 
probably  be  sufBdent  to  show  that  onder  service  condltlona,  the 
turbine  baa  demonstrated  its  blgb  effldeney. 

ltut  is  ita  effldeney  maintained!    a  quest! iften  asked,  aim 

a  very  Important  one,  too.  Looking  at  the  turbine  casually,  it 
seems  as  tbougb  there  would  be  little  opportunit]  for  any 
change  In  its  mechanical  functions.  There  la  no  complicated 
valve  gear  to  get  out  of  adjustment;  no  pistons  bo  leak;  no  rub- 
bing surfaces  t"  set  up  exceedve  friction;  little  chance  of  mla> 

alignment;  and  altoftetber  there  seems  to  be  no  ^ i  reason  irhj 

Its  original  lltlon  ahould  ever  !»•  very  much  disturbed.    The 

appear  to  be  the  vulnerable  point  for  the]  do  the  wont 
and  there  arc  a  good  many  of  them.    Their  number,  though,  is 

in   their  favor,  and   being  loaded  as  tic  \    are  to  only  about  2\k 

at  "f  the  pressure  they  are  buill  for,  they  possess  an  at>- 


FIO.  8-1500  KW    INIT,  HARTFORD  ELECTRIC  CO. 


one  _'l  and  44  by  (io,  liotli  cross-compound  horizontal.  These 
engines  drive  direct  by  bell  100-kw.  and  one  uoo-Uw.  gener- 
ator.   The  turblni              ourse,  direct-connected  to  its  generator. 

The  company  has  I.    comparisons  of  operation  based  iu  each 

in  rather  extended  inns,  it  has  been  found  that  the  tur- 
bine requires  in  delivering  1,900  kw.  on  the  board  about  the  same 
amount  of  coal  thai  is  need  with  the  corllss  engines  to  deitver 
925  kw.,  the  steam  pressure  and  vacuum  being  identical  in  both 
ea-.es;  and  this  with  the  engines  running  at  about  their  poiut  of 
i. est  effldeney,  and  known  !■■  be  in  excellent  condition.  Compari- 
sons of  this  kind,  while  not  scientifically  exact,  are  pcrh. 
f  commercial  performance. 

The  data  at   hand  of  tesis  mi  one  of  the  400  kw.  turbines  at 
result  of  16.4  lb  leal  borae-power- 

t   full  load,  with   126  lb.  steam  pressure  and  20  to  27  In. 
vacuum.    At  half-load  it  is  18J2  lb. 

At  the  Eilberneld  Municipal  Electricity  supply  Works  in  Ger- 
many, two  1,500-h.  p.  Parsons  turbines,  which  are  run  in  par- 
allel with  two  Subser  hori  Ines,  were  tested  by  Prof. 
Schroter,    Dr.    Weber   and    Mr.    Llndley.     With   steam   pressure 


normally  large  factor  of  safety.  The  experience  has  been  that 
the  turbine  is  less  liable  to  depart  from  its  original  standard  of 
performance  than  any  other  type  of  prime  mover,  and  there 
seems  little  reason  to  suppose  that  it  is  capable  of  much  deter- 
ioration. 

A  recent  interesting  investigation  along  this  line  was  made 
at  the  plant  of  the  Cambridge  Electric  Supply  Co.,  l.hnite,  In 
England,  where  there  is  a  ."mi  kw.  Parsons  turbine.  The  unit 
was  erected  iu  January,  1900,  and  during  the  past  year  has  been 
doing  very  constant  work.  After  it  had  operated  about  eight 
months,  a  second  one  was  installed.  The  lirst  unit  had  been 
tested  at  the  maker's  works  before  shipment  and  showed  a  re- 
sult of  24.1  lb.  of  steam  per  kilowatt  hour,  at  526.4  kw.  And 
it  was  for  the  purpose  of  noting  its  performance  after  a  year's 
operation,  that  Frofessor  Swing  conducted  recently  a  second 
test.  (London  Engineering,  June  14,  1901.)  In  this  latter  test 
the  turbine  at  51S  kw.,  under  nearly  equal  conditions  of  steam 
pressure  and  vacuum,  gave  a  result  of  25.0  lb.,  and  at  5Sd  kw. 
24.4  lbs.  In  the  second  instance  the  turbine,  beside  trouble  ex- 
perienced with   wet  steam,   was  driving  its   own   air  and  circu 


Oct.  ii,  1902.] 


DAILY    STREET    RAILWAY    REVIEW. 


7 1'T 


lating  pump,  (a  surface  condenser  being  used)  aud  the  steam 
required  to  drive  these  auxiliaries  was  charged  to  it.  In  the  test 
at  the  builder's  works,  the  turbine  did  not  drive  its  pomps.  The 
results,  to  use  Professor  Swing's  words,  give  most  satisfactory 
evidence  that  the  turbine  retains  its  character  as  a  highly  effi- 
cient generator. 

It  remains  to  be  said  In  this  general  connection  that  there  will 
be  found  in  steam  turbine  practice  a  more  satisfactory  treatment 
of  the  economy  question  than  has  heretofore  prevailed.  There 
will  exi-t  not  only  a  truer  basis  of  measurement  than  the  Indi- 
cated horse  power,  but  there  will  be  opportunity  lor  more  thor- 
ough demonstration,  it  is  now  generally  recognised  that  effl- 
dency  guarantees  on  large  engines  have  little  significance.  The 
builder  is  physically  unable  to  completely  assemble  and  test  snob 
-  before  shipment,  and  the  user  is  soklom  able  or  disposed 
to  irn-ur  the  distraction  and  expense  which  a  Held  test  Involves. 
It  is  in  the  exceptional  ease,  therefore,  that  actual  tests  are  made, 
and  there  Is  still  much  to  be  known  concerning  the  economy  per- 
formance ol  .  It  might  be  said,  ton,  that  while 
builders  and  engineers  generally  recognize  the  elements  of  de- 
sign that  conduce  to  efficiency,  there  is  no  unanimity  of  opinion 
as  to  what  those  elements  will  actually  produce. 


cylinder,  gives  about  1,400  i.  h.  p.  It  will  be  seen  that  the  floor 
area  of  the  turbine  is  about  two-thirds  that  of  the  vertical 
engine  and  about  two-fifths  Of  the  horizontal.  Such  comparison. 
Of  Course,  is  limited  In  its  application.  With  each  set  of  condi- 
tions requiring  special  treatment,  no  standardisation  of  space 
requirements  can  be  established.  Still,  with  the  limitation  of  iso- 
lated experiences,  it  is  possible  without  attempting  to  establsb 
any  universal  laws,  to  make  some  reasonably  close  comparisons 
Of  (lie  space  required  for  the  turbine  as  against  the  conventional 
types  of  engines.  It  has  been  thought  desirable,  then,  to  take 
a  number  of  different  sized  plants,  each  composed  of  several 
appropriate  sized   units,  the  selections   being  as   follows: 

1,000  horse-power  in  two  400-kilowatt  units. 

:;.iKJ0  horse-power   in   three   Too  kilowatt   units. 

o.OOO  horse-power  in  four  1,000-kilowatt  units. 

10.000*  horse-power  in  three  2,500-kilowatt  units. 

15,000  horse-power  in  four  2,500-kilowatt  units. 

30,000  horse-power  in  four  5.000-kilowatt  units. 

50,000  horse-power  in  seven  ."i.ihhi  kilowatt  units. 

75,000  horse-power  in  ten  5,000-kilowatt  units. 


•In  this  size  the  horizontal  engine  Is  figured  on  5-l,r>00-kw.   units. 


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II'.    I.    RESULTS  OI  TESTS  OF  STEAM  TURBINES. 


It  in.  therefore,  gratifying  to  know  thai  one  builder,  the  West 
uurbonss  company,  is  now  erecting  a  new  testing  room  in  which 
a  complete  plant  or  boiler-,  condensing  and  superheating  appar- 
atus will  afford  facilities  for  testing  turbines  up  to  8,000-n.  p. 

at  all  load*  up  to  full  capacity,  and  larger  units  up  to  I  his  point. 

with  practically  any  iteam  pressure  and  wide  ranges  of  vacuum 
and  superheat    Thus,  tha  condttioni  to  be  mel  in  practice  may 
roxlmatod  la  tha  shop,  and  the  Information  acquired  will 
!*•  of  the  highest  value 

Turning   now   to   0n«    notable   feature   or    the   turbine,    || 

is  ■  graphic  Illustration  of  the  floor  space  it  oc- 
cupies, compared  with  tha  vertical  and  horizontal  cross  compound 
eorUaa  engines,  the  basis  of  comparison  being  a  LO00-kw,  unit. 
Including  the  direct-connected  generator,  the  engine  cylinders  be- 
ing 28  in.  and  M  in  broke,  which,  at  00  revolutions, 
with  2."   lb    mean  effective  pr<  wed   to  low   preasuro 


These  combinations  wen-  laid  out   for  the  turbines,  and  for 

ami  horizontal  cross-compound  corllss  engines,  all 

with  their  direct  1 icted  generators.    A  clearance  space  of  7 

It.  In  all  directions  was  allowed,  anil  Is  probably  a    lair  average. 

Tie-  computations  were  confl 1  to  the  units  themselves,  with 

B  staled;  the  disposition  Of  Hie  n-.sl   ol'  Ihe  plant    being 

lined  to  be  unaffected  by  the  ty] tlve  power. 

Fig.  1;  shows  the  comparts Boot  :  pace     The  curves  show 

ihe  turbine  ion-                              ent  ol  the  space  needed  Cot 
the  vertical,  ami  not  ovi  1  10  per  cenl  of  thai  wanted  tor  ii" 
zontal,    in  1  ram  the  vertical    mparea  less  ou- 

tbly    wllli    the    turbine    than    might    generally    be    rap 

while  the  horizontal  engine  curve  is  aboul  where  out  would  as,- 
peei  to  flnd  it.  The  latter  is  not  carried  beyond  10,000  borse- 
power,  this  type  of  engine  being  practically  limited  in  size  to 
thai  required  for  1  he  1  500  kw,  generator. 


1>A1I..     STREE1     RAILWAY     REVIEW. 


7,  ahowlnj  nidation  material  re- 

i|ini  i.  i  and  sti  pan- 

bine  w  oold  appear  more  advanl 
mil  founds  ii'  'i.     In- 

jured at   i 
deptli  i" 

deptli  la  nsuallj   tnadeq 
in  needed  Cot  the  turbine  is  that  ne© 
bold  Its  weight  aa  though  it  were  ;i  tank,  or  some  otber  station- 
ary affair,    n  doei  nol  even  require  foundation  boltB,  there  b 
mi  vertical  or  borlsontal  thrusts  to  be  re  I  omparing  a 

tin'  1,000-kw.  Hints,  n  is  found  that  In  actual  foundation  volume 
required,  the  ratio  of  the  turbine  to  the  vertical  and  borlsontal 
engine  la  thai  of  i  to  8  and  IS  respectively. 

in  Big.  8  «ni  be  observed  the  comparison  "i  engine  room 
building  space,  in  which  tin-  turbine  appears  i"  hardly  less  ad- 
vantage,  though  In  this  diagram  the  borlsontal  engine,  gaining 
in  bead-room  what  it  lust  in  Door  space,  compares  more  favor- 
ably \viti>  the  vertical,  in  plotting  these  curves  sufficient  bead 
room  was  allowed  to  accommodate  a  crane,  leaving  adequate 

handling  anj  part 

Having  noted,  then,  the  marked  advantage  which  the  turbine 
appears  to  offer  by  virtue  of  its  compactness,  it  would  seem  that 
the  comparison  might  bo  carried  a  little  further,  mid  with  as- 
sumed  valuations  of  masonrj  work  and  building  construction,  as 
well  us  of  land,  the  money  saving  to  be  effected  In  these  Im- 
ports B  Of  initial  cost  to  be  doliued. 

still  adhering  to  the  same  plant  size  and  combinations  of 
units,  in  Pig.  '.»  is  found  the  comparative  cost  of  foundations;  the 
basis  assumed  being  (7.00  per  cubic  yard  for  concrete,  laid.  It 
will  be  seen  that  while  the  turbine  seems  to  average  a  foundation 
rust  of  about  GO  cents  per  horse-power,  the  vertical  engine  in 
the  more  frequent  sizes  is  approximately  $1.50,  while  the  hori- 
zontal is  not  far  from  $2.60.  Nol  forgetting  that  all  three  founda- 
-  are  computed  of  equal  depth,  ir>  ft.,  to  provide  Bpace  below, 
as  id.    In  the  Instances  where  special  foundation  work 

is  required,  Bucb  as  piling  or  otherwise  preparing  suitable  bot- 
tom,  or  shoring  up   building   walls   to  enable  sufficient    depth  Of 

excavation,  the  expense  avoided  by  the  use  of  turbines  is  obvious. 
In  Fig.   in,  showing  comparative  engine  room  building  cost,  ibe 
basis  assumed  is   LS  cents  per  eu.  ft.  of  space  inside  of  wa 
Building   construction   necessarily   varies   widely   with    the  size, 
design  and   materials  employed,  but  the  figure  taken   is  perhaps 

nol  tar  from  a  fair  average  for  building  built  of  brick,  with  steel 
trusses  and  lire-proof  covering.  The  curves  snow  that  the  build- 
tor  the  turbine  is  about  one  ball'  of  what  is  required  for 
the  horizontal  or  vertical  engine,  the  latter  two,  apparently,  not 
being  far  apart.  In  this  comparison  of  building  cost  experience 
would  differ  widely.  Architectural  considerations  and  local  con- 
ns would  produce  varying  results.  Exigencies  would,  how- 
ever, favor  the  turbine  because  of  its  smaller  size  and  rectangu- 
lar proportion,  and  it  not  Infrequently  happens  that  increased 

power  may  be  supplied  by  locating  the  turbine  in  existing  space, 
Whereas  an  engine  would  necessitate  building  extension  and  per- 
haps the  purchase  of  additional  land.  An  instance  of  this  kind 
e  at  Akron,  Ohio,  where  in  the  existing  space  no  arrange  ■ 
meiit  could  be  devised  to  accommodate  additional  engine  powet. 
It  was  found  possible,  however,  by  rearranging  auxiliary  appar- 
atus, to  provide  space  for  one  Toil  and  one  400-kw.  turbo-gener- 
ator outlit  which  will  shortly  be  in  operation. 

Fig.  li  gives  the  comparative  cost  of  land  to  accommodate  the 

engine   roi  the   land    valuation   being   placi  pet 

sq,  ft.  Whatever  maj  be  ibe  value  of  land,  the  relative  com- 
'iii  would  remain  unaffected.  Land  value,  however,  is  never 
of  minor  Importance,  for  desirable  power  bouse  sites,  with  trans- 
portation and  water  facilities  usually  cost  a  good  deal.  And 
allotting  about  half  a  square  loot  of  floor  -pace  to  the  horse- 
power  "i  generating  unit,  it  takes  but  little  figuring,  where  plants 

arc  located  on  expensive  ground,  to  show   that  the'  turbine  in  this 
■    a   considerable  part  of  its  flrsi 

The  lasi  diagram  of  the  sequence,  Pig.  12,  summarizes  the  pre- 

cedlng  curves,   and  shows,   with  foundations,   building  and  land 
at  the  vail  en,  bow  these  factors  of  cost  compare.     The 

data  will  d  their  purpose  if  they  show  that  In  a  prop- 


el h    designed    plant,    using    the   steam    turbine,    far    more    n. 

may   be  saved  in  these  particulars  tic  Bd  b] 

the  differeno  i  machini  i  and  that 

"1    interior  qualitj  . 

tWO  maj    he  i,,  ii,e  point.     A  plant    ,.  y  laid 

out  to  contain  three  tooo-kw.  units,  win,  m  i  compound 

Subsequently,  three  more  L000-kw.  units  were 

contracted  tor.  steam  turbines  beln  ound  that 

the  turbine  saved  '.">"  sq.   ft  ol   engine  room  floor  space,  and 

about    88,000    eu.    ft.       Had    the    whole    plant    I"  en    OTlglnail] 

signed  for  turbines,  tin-  saving  oi  space  would  bave  ' n  dot 

these  amounts,  and  the  cost  ol  land,  building  and  foundations 

been  reduced  ul 

An  electric  rallwaj   plan;  in  uhio  was  some  li ago  installed, 

In   winch  there  are  two  BOO-kw.  -  aected  to 

impound  corllss  engine-..     Bpace   was  provided  for  two 

more  unn  use.    For  the  Increased  power  two  l.uoo 

kw.    turbine  outfits    were  purchased,   which    will   go   In 

left,  and  leave  room  lor  another  lurbiie  .  w  .     Thus,  the 

me  room  space  planned  tor  2,000-kw.  i>  found  sufficient  for 

5,00O-kw.  It  is  estimated  that  the  boiler  plant  extension  will  be 
reduced  about   one-third    because  of   impr   ved   efficiency.      It   Ug- 

ured,  loo,  that  a  saving  of  82,800  was  effected  on  each   1. i-kw. 

foundation. 

One  other  case,  of  perhaps  greater  Interest  recently  came  to 
notice,  that  of  a  plant  of  S.lW-kw.  capacity,  laid  out  on   modern 

lines,  using  vertical  cross-compound  condensing  engines,    mere 

is  no  space  for  additional  engine  power,  and  any  increase  would 
require  building  extension  and  eucroachmi  in   upon  valuable  lami. 

it  was  shown  thai  without  going  beyond  the  present   building 

walls,  and  without  disturbing  the  existing  machinery,  the  plant 
might  be  doubled  iu  capacity  by  istalling  turbines  in  the  s| 
available  below  the  present  eiigne  room  level  and  adding  another 
deck  of  boilers.  And  it  has  been  figured  Ilia;  this  arrangement 
would  effect  a  reduction  of  over  £.'l  per  kilowatt  per  annum  in 
the   present   interest   charge. 

With  some  measure  thus  obtained  of  the  comparative  Indirect 
expenses  of  installation,  we  may  turn  to  consider  the  cost  of  the 
turbogenerator  itself.  Is  it  high  in  price,  or  is  Its  C  si,  u  not  an 
attractive  feature,  still  within  our  common  idea  Of  value;  The 
answer  is  that  its  price  is  reasonable;  that,  indeed,  where  the 
comparison  is  fair,  the  turbine  will  require  the  lesser  urst  in- 
vestment. It  is,  unhappily,  quite  as  difficult  to  compare  the 
costs  of  the  turbine  and  piston  engine  as  to  compare  tin 
engines  themselves.  A  thing  is",  of  course,  high  of  low  In  price 
bj  comparison,  but  where  the  steam  engine  is  concerned,  to 
measure  values  were  a  bopeleSS  task  so  long  as  there  are  held 
divergent  views  of  design  and  Construction  and  of  engineering 
adaptation,    with    the    builders    themselves    wide    apart    in    their 

practice. 

There  are  engines  Of  good  workmanship  and  Of  poor,  of  heavy 
proportions  and  light  tnd  generous  and  scant  proporti  ning  of 
cylinder  size  and  ratio,  and  of  piston  speed,   to  the   work  to  be 

done.    Perhaps,  too,  the  vol 1   experience  may  protest  that 

the  buyer's  insistence  on  his  bargain  is  no;  always  m  Keeping 
with  the  quality  he  would  have,  or  should  have,  and  it  Is  not 
surprising    thai  it \    should    sometimes    affect 

ineerlng  ideals.     While  the  reliable  builder  will  adhere  to  his 
standards,  there  still  will  be  louud  those  whose  more  flexi- 
ble practice  will  suffer  impairment  of  quality  to  tit  the  price. 

leding    Willi   the  comparison,  however,   it   may   lie  assumed 
that  the  larger  field  for  the  turbine  begins  about  v  Blgh 

speed  engine  leaves  oil',    lis  sieam  economj  i :e  Identifies  it 

with  the  most  efficient  engine  practice,  and  it  therefore  applies 
more  appropriately  to  the  classes  of  service  where  medium  and 
large  size  units  are  used.  The  comparison,  then,  lies  generally 
between  the  turbine  and  the  slow  Speed  engine.  It  remains 
merely    to    take   an    engine   and    generator   of   good   construction, 

bring  the  engine  efficiency  as  nearly  as  possible  Into  parity  with 

that  of  the  turbine,  also  having  it  possess  the  same  overload 
capacity,  to  find  that  the  turbine  is  reasonable  in  price.  And 
when  we  add  the  possible  saving  in  foundations,  buildings,  etc.. 
the  first  cost  of  Installation  is  usually  much  in  its  favor. 


Oct.  ii,  1902.] 


DAILY    STREET    RAILWAY    REVIEW. 


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DAILY    STREET    RAILWAY    REVIEW. 


[Voi    XII,  No.  4. 


1    i<-iiki in  sun  on i" iportanl  features  of  electric 

power  plant  operation  wherein  the  dm  of  the  reciprocating  engine 
is  attended  irtth  difficulty,  and  with  respecl  to  which  the 
turbine  offers  unquestl 1  Improvement. 

one  of  these    the  running  ol  direct  •> cted  alternating  cur 

rent  generab  n  In  parallel    b>  come  to  be  a  frequent  require 
ml  frequent  aa  it  is.  and  eaaentJal  us  it  is.  its  accomplish- 
ment has  1 11  anything  but  an  exact  Bdence.    There  ims  in  tact 

bean  so  little  aynehronlsm  of  method  as  to  Justify  .some  wonder 
hi  the  results  thai  bare  reallj  been  obtained.  Than  is  no  need 
here  to  particularise  the  complications  of  the  problem.  it  oh- 
vlouslj  is  doI  ii"'  wi  rfc  of  the  tyro  to  Introduce  Into  two  or  more 
units  the  Identical  conditions  that  will  convert  reciprocating  mo- 
tion Into  synchr us  rotating  Uon,  co-relating,  as  be  must, 

ihr  Features  of  governing  functions,  Inertia  1  iting  parts. 

By-wheel  weight  and  radius,  and  the  like.  And  it  becomes  evi- 
dent  tiuit  whore  successful  parallel  running  is  achieved,  it  is 
the  triumph  of  skill  not  only  in  design  but  In  the  handling  of  the 
machinery  itself. 

These  difficulties  cease  with  the  turbine,     in  it  there  is  no 
fluctuation  of  angular  velocity.    There  is  but  one  direction  or  mo- 
tion, with  no  element  to  detract  tram  even  tinning  moment,  and 
peed  there  is  stored  up  more  By-wheel  effect  than  Is 
present  in  the  piston  engine. 

it  is.  therefore,  found  thai  not  only  do  steam  turbines  easily 
run  together  in  parallel,  as  hydraulic  turbines  nave  always  done. 
but  it  may  be  expected  that  they  will  operate  with  piston  engines 
and  the  performance  of  the  latter  in  this  respecl  be  much  im- 
proved, in  electric  railroad  work  especially  is  iiiis  feature  of  the 
steam  turbine  of  much  intrest,  for  it  is  well  known  how  Irregular 
loads  accentuate  the  difficulties  of  regulation.  Furthermore,  the 
question  of  operating  high  frequency  apparatus  in  combination 
electric  railroad  and  lighting  service  may  be  more  satisfactorily 
approached. 

The  feature  next  in  Importance,  perhaps,  is  that  of  superheated 
steam.  It  Is  uow  quite  generally  recognized  that  superheating 
Is  of  advantage,  though  there  is  still  much  about  it  to  be  learned. 
Future  investigation,  however,  in  which  the  turbine  Will  take 
important  part,  will  reveal  more  precisely  its  economical  status, 
aud  It  may  be  hoped  that  before  long  the  net  advantages  deriv- 
able from  different  high  steam  temperatures  will  be  known. 
Meanwhile,  superheaters  are  being  installed,  and  collaterally  the 
problem  of  handling  superheated  steam  has  assumed  importance. 
Engine  builders  themselves  are  feeling  their  way,  for  while  some 
appear  to  unrestrictedly  offer  the  corliss  valve  for  superheat 
work,  others  seem  prone  to  confine  it  to  the  more  conservative 
temperatures,  and  others  still  reject  it  altogether  and  hold  to 
the   p  ppet   valve    where   superheat   is  employed. 

The  turbine  ma]  be  used  unreservedly  with  superheat  of  any- 
feasible  temperature.  It  has  no  internal  rubbing  surfaces,  and 
there  are  no  glands  to  become  injured.  Also,  as  no  cylinder  oil 
is  required,  there  is  no  opportunity  for  lubricating  trouble- 
Furthermore,  there  seems  to  be  with  the  turbine  rather  more  pro- 
portionate beuelit  from  superheat  than  with  the  piston  engine, 
because  of  diminished  skin  friction. 

Having  said  that  the  turbine  requires  no  cylinder  lubrication, 
the  inference  follows  that  the  steam  is  therefore  uncontamiuateil 
with  oil.  and  that  the  exhaust,  when  coudensed,  is  pure  dis- 
tilled water.  This  is  true,  and  while  it  is  ot  little  c  msequence 
where  water  supply  is  abundant  and  good  and  cheap,  It  be- 
comes, where  conditions  are  otherwise,  of  exceeding  Importance, 
In  many  sections  of  the  country,  where  the  water  contains  either 
mud    or    Kale-making    impurities    the   cost    of    repairs   to   boilers, 

with  the  expense  In  labor  and  Interruption  ol   service  entailed 

bj  constant  Cleaning,  is  a  besetting  evil,  and  to  alleviate  this 
trouble  large  surplus  boiler  plants  are  often  installed.  As  a  usual 
thing,  too,  difficulty  is  experienced  in  attempting  to  extract  oil 
from   exhaust  steam. 

To  recur  once  more  to  this  feature  of  lubrication  in  the  tur- 
bine,   it    may    be   remarked    that    it   Is   an    item   of   very   lit' 
pense.    The  bearings  arc  the  only  points  requiring  oil,  the  lubri- 
cant being  circulated  around  under  pressure.      The  reservoir  be- 
ing once  charged,  very  little  is  n led  to  maintain  the  supply. 

Finally,  In  this  commercial  consideration  Of  the  turbine,  one 


..11, ci    question  should  perhaps  not    l.i    omitted,  in  tact   which 

jii  almost  everj  other,  namely:    Sow 
long  docs  it  take  t,,  gel  itv    while  the  demand  has  iu  truth  for 

some  time  ex d<  d  the  capacity  for  production,  (there  being  now 

uniier  c  Detraction  a;  Fast  Pittsburg  some  14,000  k».  oi,  order) 

so  thai   the  turbine  has  required  about  as  much  tunc  to  build  as 

everything  els.-,  the  extended  facilities  now  Hearing  completion 
win  better  this  considerably.  Certainly,  under  normal  conditions, 
outfits,  mad,-  01  comparatively  small  parts,  with  no  enor- 
mous pieces  to  be  handled.  OUghl  to  be  quickly  built,  and  what 
is  quite  evident,  tiny  can,  when  delivered  in  assembled  condi- 
tion, be  so  readily  Installed  that  the  months  sometimes  required 
to  erect   large  engines   Hill   be  reduced   to  weeks. 

If  it  Is,  then,  seen  thai  the  steam  turbine  in  all  the  essential 
aspects  of  iis  commercial  utility  appears  to  stand  on  solid 
ground,  there  cannot  be  yet  attributed  to  it  the  virtue  of  uni- 
versal application,    n  has  its  field  chleflj  in  electric  li^hiin^  ami 

power  Work,  though  in  small  sizes  it  has  been  extensively  used 
for  driving  blowers,  pumps    und    other    devices.      Its   speed,  of 

course,  prohibits  belt  arive, 
But  the  direct-connected  electrical  generating  unit  has  beau 

the  sine  qua  uon  of  modern  power  development,  and  the  recipro- 
.  atlng  steam  engine,  under  the  stimulus  of  opportunity,  has  been 
brought  nearly  to  its  mechanical  and  thermal  limit.  With  all 
the  ingenuity  aud  skill  and  patient  effort  that  have  marked  Its 
growth;  with  Its  notable  achievement,  Symbolizing,  as  it  does, 
the  march  of  industrial  progress,  it  still  remains,  even  in  its  mom 

advanced  form,  a  wasteful  and  complicated  means  for  convert- 
ing heat  into  energy.  If  we  are  to  exact  further  tribute  from  the 
agency  or  steam;  if  we  would  hope  to  reduce  complexity,  and 
by  a  more  simple,  reliable  ami  durable  method  of  operation  re- 
duce the  interest  aud  maintenance  charge;  it,  in  a  word,  we 
would  improve  the  standard  of  printing  practice  and  surmount 
many  of  its  limitations,  we  must  then  change  the  character  o: 
our  medium,  employ  different  principles,  and  give  to  the  genei 
ation  of  power  a  new  and  greater  significance.  The  steam  tur- 
bine seems  destiued  to  mark  the  way. 

Hit  It 

SIGNALS    FOR    URBAN     AND     1XTFU1   Kl'.AN     RAILWAYS. 


By  G.  W.  Palmer,  Jr.,  Electrical   Bngineer  Old  Colony  Street 
Kj\,  Boston. 


The  many  recent  disastrous  collisions  on  street  railways  must 
have  convinced  operators  and  managers  that  the  use  of  an  effi- 
cient and  reliable  signal  system  would  add  to  the  safety  and 
facility  of  the  handling  of  their  traffic.  As  faster  schedules  and 
heavier  cars  come  into  use.  there  is  imperative  need  of  a  system 
of  operation  which  will  guarantee  freedom  from  accidents  caused 
by  cars  meetiug  head  on,  or  by  one  car  overtaking  another. 

There  is  only  oue  way  to  prevent  these  accidents:  namely,  to 
adopt  such  rules  and  methods  of  operation  as  will  insure  that  but 
a  single  car  will  occupy  any  block  or  section  of  track  at  any  one 
time;  any  signal  system  which  will  aid  in  accomplishing  this 
result  is  worthy  of  consideration. 

We  believe  that  the  steam  roads  in  their  early  days  were  con- 
fronted with  precisely  the  same  problem  in  relation  to  signals  as 
the  electric  roads  are  now  contending  with.  The  steam  signals 
are  now  probably  as  nearly  perfect  as  human  skill  aud  ingenuity 
can  make  them.  They  did  not,  however,  spring  into  existence 
iu  their  present  perfect  condition,  which  baa  beeu  reached  only 
after  years  of  work  aud  effort  to  eliminate  the  detects  shown  up 
in  practical  work. 

Electric  roads  should  not,  therefore,  say  "show  us  a  perfect 

D   and   we   will  adopt   it."      It   is   decidedly   our   interest  to 

encourage  the  efforts  of  those  who  are  endeavoring  to  work  out 

something  which  will  be  accurate  aud  reliable  and  to  contribute 

whatever  we  can  to  this  end. 

It  is  obvious,  however,  that  even  a  perfect  signal  system  can- 
11  t.  after  Its  adoption  aud  Installation,  operate  a  road.  Careful 
management,  and  good  discipline  on  the  part  of  the  men  are 
still  vitally  necessary.  We  believe  that  nr>  man  should  be  given 
a  second  opportunity  to  disregard  a  signal  set  against  him  or  to 


Oct.  ii,  1902.] 


LWII.Y    STREET    RAILWAY    REVIEW. 


31 


break  any  rule  which  it  bas  l>een  found  accessary  to  make  to 
insure  safe  operation.  Tbe  employment  of  snob  a  man  involves 
■  risk  which  should  not  i.o  disregarded. 

When  electricity  was  adopted  as  a  motive  power  on  street  rail- 
hUly  w  ben  linos  were  built  between  cities,  in 
some  oasos  paralleling  steam  roads,  and  Invading  a  field  hitherto 
occupied  solely  by  the  latter,  many  saw  that  methods  which 
prevailed  daring  horse  car  operation  would  not  do  under  condi- 
tion of  higher  speed,  heavier  cars  and  greater  volume  of  traffic 

Tbe  need  of  something  which  would  show  that  a  car  was  ap- 
proaching from  the  opposite  direction,  or  was  a  short  distance 
ahead  going  in  the  same  direction,  was  quickly  perceived  and 
the  problem  attacked  by  a  Dumber,  on  various  lines,  but  all  hav- 
ing a  common  end  in  view.  Several  systems  of  block  Signals 
were  put  upon  tbe  market,  and  have  since  their  early  adoption 
and  use  undergone  a  process  of  development  to  get  rid  of  the 
faults  which  became  apparent  by  their  continued  use. 

We  believe  thai  all  single  track  suburban  and  intenirban  roads 
should  adopt  the  best  obtainable  block  system  together  with  a 
telephone  system  which  will  enable  a  dispatcher  to  reach  any  car 
crew  at  regularly  established  stations. 

.nal  t  i  be  reliable  and  efficient,  should  be  quick  and  posi- 
tive in  action;  it  should  be  impossible  to  set  the  cautionary  or 
permissive  signal  at  near  end  of  the  block  before  setting  the  dan- 
ger indication  at  the  far  end:  incandescent  lamps  should  not 
form  a  part  of  tbe  main  signal  circuit,  nor  should  the  lighting 
and  extinguishing  of  lamps  be  the  only  visual  indication  of  tbe 


0.  W    PlLMEB,  JK. 


signal.  This  should  be  supplemented  by  the  movement  of  an 
arm  or  semaphore  blade  which  will  move  each  time  the  signal  is 
operated  whether  the  lamps  burn  or  not.    Tbe  device  will  then 

rathe  If  the  lamps  burn  out,  as  sometimes  will   h 
Manual  control  affords  unauthorized  persona  a  chance  to  biter- 
fere   with   the  signal,   and  should  not    be   used;   the   setting   and 
clearing  circuits  should  be  closed  automatically,   and   when   the 
signal  has  beeD  set  at  danger  it  sh  mid  lock  so  that  it  cannot  be 

1  until  all  cars  have  passed  out  of  the  block.  It  should  be 
possible  to  set  tbe  signal  only  one  way  by  two  cars  entering  a 
block  from  both  ends  at  the  same  time. 

on  should  I  dom  from  damage  by 

lightning.    .\s  tin-  pressure  Is  liable  to  fall  considerably  at  the 

r  long  lines,  and  also  on  parts  of  the  system  when  heavy 

local  .■  carried,  the  signal  should   be  able  to  operate 

ge,    and    should    DOl    be    liable   to 
damage  throng!  il  Circuit  Willi  the  lines. 

Then  on   various 

•  ■r  lamps  operated  bj  a  two  way 

■lor  and  of  the  I  ••(  the  lamps  being  lit 

■I  at  the  rear    end,  while    tbe    reel    Indi- 
te an  spot  aching  our  at  the  far  end;  this  system  Is 
ptlble  to  tronblc  from  lightning,  and  also  fails 

when  any  lamp  burn*  out.  A-  .ommonly  DSed  the  switch  and 
lamp*  are   ,  .    bOJt,   and   generally  tbe  car   is   run   Into   a 

ii  easily  reach  tbe  switch.     In 
i  ■  •  lamps  and  depends 

-iimai  from  the  conductor 
The  proper  method  would  be  for  tbe  car  to  !»•  stopped 


point  far  enough  to  the  tear  of  the  box  for  the  motorman  and 
passengers  to  observe  the  Character  Of  the  signal,  the  conductor 
going  ahead  and  throwing  the  switch;  where  t lie  blocks  are 
many,  this  will  cause  an  annoying  delay,  which  could  be  avoided 
by  having  tlie  switch  separate  from  the  signal  box,  at  a  point 
about  a  hundred  feet  to  the  rear  of  it,  and  at  such  a  height  that 
the  switeb  cannot  be  reached  from  the  ground.  When  permission 
to  proceed  has  been  •  btained.  tbe  motorman  should  not  enter  the 
block  until  the  conductor  has  struck  two  bells,  thus  making  the 
men  jointly  responsible. 

An  improved  met  bod  of  operating  the  signal  is  by  means  of  a 
circuit  closer  bung  overhead  and  at  a  point  Sufficiently  in  the 
rear  of  the  box.  the  circuit  being  closed  by  tbe  passage  of  the 
tri  Hoy  wheel;  there  are  devices  of  this  kind  now  obtainable 
which  ate  reliable'  and  effective  in  action. 

A  Letter  system  is  one  which  uses  a  setting  and  clearing  cir- 
cuit separate  from  the  lamp  or  semaphore  circuit;  most  of  these. 
bow  ever,  can  be  cleared  by  the  passage  of  any  one  car  out  of  the 
block,  and  in  case  of  running  several  cars  together,  all  trolleys 
but  the  one  on  the  rear  car  must  be  pulled  dowu  when  passing 
the  switch,  or  if  the  leading  car  clears  the  block,  the  car  pro- 
ceeding in  the  other  direction  must  be  notilied  of  the  number  of 
cars  following:  this  is  an  element  of  danger,  as  it  should  be  abso- 
lutely impossible  to  clear  a  block  while  any  car  remains. 

Some  device  should  he  used  which  will  record  the  number  of 
cars  entering  the  block  from  either  end,  and  hold  the  settiug 
circuit  closed  until  all  cars  have  passed  off  tbe  block.  It  should 
also  be  possibli  to  clear  the  danger  signal  from  both  ends  of  the 
block,  as  it  is  often  necessary  for  a  car  to  leave  a  block  from 
(lie  same  end  at  which  it  entered. 

There  are  certain  single  track  blocks  on  the  Old  Colony  system 
which  are  operated  by  means  of  what  is  locally  known  as  the 
"red  stick.''  This  is  a  small  club  or  billet  of  wood  painted  red 
which  controls  the  block  to  which  it  belongs,  and  no  car  js 
allowed  to  enter  the  block  without  it  carries  the  "red  stick,"  it 
I"  bag  replaced  by  a  red  lantern  at  night.  This  is  a  safe  but  not 
very  flexible  system,  the  absence  of  the  slick  showing  one  that 
there  is  a  car  on  the  block,  but  not  the  direction  in  which  it  is 
going.  Nor  does  it  show  when  the  block  is  cleared  from  the  other 
end.  In  case  "I  delay  or  blockade  of  cars  going  in  the  opposite 
direction  the  stick  could  not  be  carried  back  and  all  cars  going 
in  the  same  direction  as  tbe  one  which  lust  entered  tbe  block 
would  be  held  up.  it  does  prevent  effectually  the  "bunching"  of 
cars  at  one  end  of  the  line, 

Double  track   roads   are  also   feeling  the   need   of  some  system 

which  will  prevent  rear  end  collisions.     Where  cars  are  operated 

Quick   headway  and  a  direct  view  of  tbe  track  ahead  cannot 

he  bad,  there  Is  always  danger  of  a  car  overtaking  the  preceding 

one.     This  is  particularly  II ase  at   night,  and  all  cars  operated 

OU  suburban  lines  should  curry  a  rear  end  red  lantern.  This  sim- 
ple precaution  Is  so  obvious  that  it  would  seem  as  though  it  must 

have  h'cn  adopted  by  every  one.    such,  however,  is  not  the  case. 
There  bas  been  some  work  done  along  the  line  of  cutting  off 

the   trolley  current  from   a  car   which   has   not    the  right  of  way, 

therebj  making.  II  Impossible  for  the  car  to  proceed.  This  scheme 
seems  to  us  to  be  a  very  atractlvi •  ami  It  is  possible  Hint  it 

may  be  effectively  del  eloped 

TOO  much  Stress  cannot  be  laid  on  the  cssily  of  giving  care- 
ful attention  to  the  pi,, per  erection  ami  ma  inionanee  ol   the  signal 

lines  and  d  in  regard  to  the  line  .  their  maintenance  is 

difficult  With  ns  than  with  the  Steam  roads.     We  are  forced 

any  many  of  our  wires  in  streets  lined  wiih  thick  and  heavy 

,  through  which  it  seems  almost  Impossible  to  obtain  g i 

and  reliable  construction.    In  al  pcoini  attention  should  be 

paid  to  keeping  tbe  wires  clear  from  the  limbs  and  a  tough  ami 

impel  Hon  should  be  n   ed 

Regular  and   careful    Inspection   of   all   parts  of  the  (system 

lid  be  ncol  i  _i  thing  done  which   maj    lie  necessary  to 

ail  times  in  the  be  t  of  condition,    No  devices  .should 

be  left   Without   care  until   they  full   t,,   work,   which   Ihey   may  do 

i\  hen  there  is  i  i  lad  their  reliable  action. 

Efficient  maintenance  may  be  expensive,  but  one  accident  which 
might  have  been  prevented  may  result  in  u  loss  far  greater  than 
tbe  combined  cost  and  malntcn  i  ilgnol  system. 


733 


1>\II.\     STREEI     kAIIAVAY    REVIEW. 


THE    \n.li  81  MEN  I   OP  I'VM  LGE  CLAIMS 


Bj    afaaon    H     Btarrlng,    Assistant    General    Oounsel,    Chicago 
Citj  Ry. 


Not  manj  years  ago  the  caption  >>r  1 1> i^  paper  was 
wblcb  managera  regarded  In  mnch  the  aame  llgbl  as  that  In 

which  the  modern   hoi  U   upon  the  an loblle:   it 

seemed  suit  enough  an  Invention  of  » 1 1» ■  Bvil  One  and  dead  cer- 
tain !••  hurt  something  or  somebody,  bnl  with  the  growth  of  1 1 •« - 

railway  and  h moronity   It   supplies  with  means  of 

transportation,  that  cancerous  growth,  yclept,  damage  claims, 
which  had  already  fastened  Itself  upon  tiu-  steam  roads,  began 
to  develop  In  the  atreet  railway  body  corporate,  and  aa  n  grew 
s.i  grew  the  study  and  care  bestowed  n j >•  > 1 1  iis  treatment,  and  all 
oiiri-rni  managements  have  long  since  commenced  to  place  ex- 
perts in  charge  iiu-n-nf.  The  successful  adjustment  of  damage 
claims  depends  largely  upon  the  personal  equation;  the  person- 
ality and  mental  characteristics  of  claimant  and  adjuster  arc  the 
prime  factors  In  all  settlements.  No  matter  how  fair  a  corpor 
atlon  may  he.  may  its  adjuster  be  never  so  able,  yet  II  the  claim 
ant  is  so  constituted  as  not  to  know  fairness  when  be  meets  It,  or 
so  determined  to  bilk  the  company  that  no  reasonable  amount 
will  appeal  to  his  sense  of  right,  then  an  adjustment  must  tall, 
and  resort  be  had  to  law;  then,  too,  the  question  of  locality  must 


M  IS  STARRING. 

lie  taken  into  consideration.  Some  cities  are  pest  ridden  witn 
the  itch  for  personal  injury  litigation;  in  Chicago,  for  Instance, 
there  seems  to  be  from  Ave  to  fifty  ■'drummers"  for  personal  in- 
jury suits  to  every  personal  injury,  or  person  willing  to  claim 

o  he  drummed;  and  its  taxpayers  are  eve w  being 

to  add  a  large  number  of  judges  to  the  already  large  bench  of  the 
Ci  unly  in  order  to  secure  the  trial  of  cases  Within  a  reasonable 

period  of  time  alter  their  commencement     what   that   City  i Is 

Is   not   more  judges,   but  an  enforcement   Of   the   laws   e 
champerty,  barratry  and  maintenance;  if  l  am  tightly  Informed 
my  own  fair  city  is  not  by  any  means  the  only  one  suffering  from 

SUCb    necessity. 

To   further   the   proper   adjustment    of   claims   of   this   class,  a 
foundation  must  be  laid  at  their  very  Inception;  prepara 

Uon  tor  a  lawsuit  must  go  hand  in  hand  with  preparation  for 
adjustment;  the  knowledge  the  claimant  has  that  the  adjuster  is 
fully  COZnlzant  Of  all  the  details,  not  only  of  the  accident   which 

gave  rise  tH  the  claim  in  question,  but  also  of  the  surgical  side 

of  the  case,  and  the  etiology  of  those  Special  ailments  which  the 

claimant  alleges  to  have  resulted  therefrom,  goes  a  long  waj 
toward  making  an  unreasonable  claimant  reasonable.    In  prepar- 

the  adjustment  Of  a  claim  of  this  nature,  it  is  always  wise 
rtaln  s  .  much  as  is  possible  Of  the  antecedent  history  of 
the  claimant,  fur.  since  the  growth  of  the  personal  injury  claim- 
ant but  an  industry,  it  is  no  unusual   thing  to   lind  one 

D   with  a  record  of  several  antecedent  injury  claims 
of  them  settled  amicably  and  others  adjusted  at  the  end  of  the 
litigation;  I  have  in  mind  at  this  writing  the  case  of  one  woman 


who,  starting   In   Philadelphia,   had.  as   westward  sbi 

■  cumulated    Injuries    Sod    SUlta    until    the   one    which    she 

■  led   against   the  companj    i    represent    numb 

up. m  h.r  list,  ami  it  was  her  lu.ky  iiiuuI.it,  too,  it  is  verj  fre- 
quently foui  illy  in  the  claims  of  women,  that  prior  to 

ti icurre t  an  accident  there  bod  •  Lin  obscure 

troubles  which  a ler  or  later  must,  by  the  progress  of  nature. 

force  themselves  upon  the  notice  "(  their  unfortunate  po 

and  his  or  her  physician  0T  physicians,  lint  which  had  not  aroused 

in  the  snfferer,  op  t  i  the  tin f  the  happening  of  s  street  rail- 
way accident,  sutheicnt  attention  tn  cause  medical  attendance  to 
be  secured;  but  when  an  accident  happens  whi.-i,  presages  the 
recover]  of  damages,  every  ache  and  pain  is  then  watched  with 

interest,    one    might    also    say    with    desire,    and    each    and    every 

grunt,  whether  caused  by  an  actual  twing ■  by  auto  suggestion, 

is  attributed  to  the  "awful"  accident,  ami  to  the  wicked  conduc- 
tor Who  slatted  the  car  at  th  hen  an  Old  lady 

had  one  in 'i   firmly  planted  upon  the  car  step  and  the  other 

deftly  poised  In  the  air.     Seine  physicians  find  it  to  their  ll 

to  humor  their  patients  ami  having  a  natural  distaste  for  antag- 
onizing their  patients  by  telling  them  that  the  complaints  made 

by   the   patient    and   th odltions   found    by   the  physician   have 

ii. i  reference  whatever  to  the  probable  consequences  ol  Buob  an 

accident  as  that  under  c.nsi.lcrali  u.  leave  them  firm  In  the 
belief  that   all  their  troubles  ate  due  solely   to  the  \  ioleliee  applied 

at  the  time  of  the  alleged  accident.    This  is  especially  true  of 

pelvic  and   nervous  disturbances  Of  th.  :   many  a   woman 

directs  her  doctoi  in  for  the  first  time  to  pelvic  troubles 

subsequent    to  an   accident,    when   her  comfort    and    p  ssibly    her 

health  tor  a  lifetime  might  inn.-  been  Bubserved  by  consulting 
him  promptly  relative  thereto  when  the  Brat  manifestations  of 
disturbance  made  their  appearance.    Occasionally  instances  are 

met  with  where  in.  courage  to  undergo  voluntary  torture  for  the 
sake  of  the  few   dollars  that  can  he  seciir.  d  out  i  I  a  claim,  attains 

so  abnormal  a  development  as  ...  amount  practically  to  insanity, 
of  th.se  Btrange  phenomena  an  extreme  example  which  came 
under  my  personal  observation  is  ^..  abnormal  as  to  almost  pass 
beyond  belief  by  any  person  n  t  confronted  with  proof.    Shortly 

staled  it  was  as  follows:  A  woman  physician,  related  to  a  line 
family    and    of    independent    means,    brought    BUil    for    damages. 

I  I ily   injury  Unit  she  was  aide  to  show    she  sustained  at  the 

time  the  accident  occurred  was  a  slight  sprain  of  one  ankle.     She 

was  exceedingly  heavy  and  in  the  course  of  the  trial  it  developed 
she  tad  i.a.i  both  breasts,  weighing  b  me  twenty-eight  pounds. 

excised,    and    upon    being   asked    the    relation    this   operation    had 

I.,  the  accident  to  h.r  ankle  or  why  she  had  it  performed,  sn«- 

1  that  it  was  done  in  order  to  lessen  the  burden  Of  weight 
which  her  "poor  sore  ankle"  was  compelled  to  snsiaiu.  It  after- 
ward appeared  that  at  some  time  antedating  the  accident  She 
iia.l  underg  ne  an  operation  known  as  oophorectomy  for  the  pur- 
pose of  bringing  on  an  artificial  menopause,  in  order  that  the  con- 
which  nature  had  Imposed  upon  her  sex  should  not  Inter- 
fere wiih  her  attendance  upon  her  duties  as  a  physician.  Subse- 
quently to  the  trial  and  disposal  of  this  case,  it  was  said,  that 
having  learned  of  an  operation  performed  In  France  for  the  re- 
moval of  flesh  from  the  thighs  she  hied  herself  to  Paris  to  try 
this  operation. 

ace  has  come  mightily  to  Hie  aid  of  the  adjuster  in  throw- 
■  ii.:  the  tell  tale  searchlight  of  the  X  ray  machine  upon  the  un- 
man anatomy.     This   D  ■   .ry   is  effecting  great  and 

good  results  in  all  personal  Injur]  departments  of  those  a 

lions  which  have  had  the  gi  e  to  conic  iii  contact  with. 

and  seine  the  service  of.  an  expert  in  ils  uve;  many  and  many 
are  the  eases  of  fraud  and  imp  silioii  which  il  lias  exposed,  and 
a  great,  great  many  iln.w    many  I  never  have  gone  into  the  details 

ins  that  hones  have  been  broken 

or  fra.  lured  in  Steam  or  street  railway  accidents  have  thereby 
been  shown  to  be  mere  frauds,  and  that   no  fracture  or  fractures 

I  Previous  lo  the  invention  of  the  X-ray  Instrument  it  was 
much  more  difficult  f"i'  the  adjuster  to  ascertain  the  truth  In 
regard   lo  I  his  point.     A   limb  placed   in  a  plaster  cast  is  thereby 

yond  the  close  inspection  of  a  physician,  and  it  is  mani- 
festly Impossible  to  compel  the  removal  of  the  cast  for  the  direct 


OiT.    1 


HA1I.Y    STREET    RAILWAY    REVIEW. 


7?  3 


Inspection  of  the  wound;  this  afforded  an  easj  and  successful 
mask  for  deceit  Now.  however,  the  X-ray  reveals,  almost  at  a 
_  oce,  ilie  real  condition  of  the  hidden  bone.  Could  an  instru- 
ment bo  Invented  which  would  as  indisputably  and  as  accurately 
determine  the  extent  of  Injuries  to  nerves  and  muscles  as  this 
machine  does  to  bones,  the  task  of  adjusting  personal  Injuries 
would  i»-  greatly  lightened  and  the  uncertainty  which  prevents 
an  a.        •  •  on  would  be  very  largely  removed. 

let  in  the  adjustment  of  pers  ual  in- 
jury clal  -in','  order;  some  either  in  or  out  of 
ul  aro  relieved  with  touches  <>f  humor  which  serve  to  lighten 
the  dreary  routine  of  fighting  frauds  and  Imposters.     For  exam- 
ple:   a  homeopathic  physician,  i  f  the  female  persuasion,  brought 
sni'                    surface  road,  claiming  that  a  tall  received  from 
-  bad  caused  her  to  sutler  bo  brain  and 
nerve  injury  that  her  ability  to  discharge  ber  professional  duties 
had  been  seriously  Impaired,    in  tin-  course  of  cross-examination 
!  if  she  had  not  fallen  down  a  full  Sight  of  stairs 
in  a  certain  department  store.    Without  hesitation  she  replied: 

"I  did,  sir.  but  this  fall  partially  restored  me  to  health.  I  have 
had  no  beadachi  s  since."  With  greal  Buaviter  in  modo  she  said 
to  her  tormentor,  "if  you  were  familiar  with  the  great  principle 
upon  which  m.  '   medicine  rests,  you  would  easily  under- 

stand why  this  was  a  natural  result." 

Miliar  motto  of  the  homeopathic  school,  "similla 

similibus  curantur,"  the  company's  attornej  remarked: 

"I  believe  your  motto  is " 

And  befon  d  finish  hi-  she  interrupted  him, 

It.  n.  h  and  bar  had  hardly  sinoth- 

i  their  laughter  when  in  reply  to  a  ques i cernlng  the 

Whl  certain    patient    of   hers,    she   said:      "He    has 

Jurisprudence."     Certainly  the  originator  ot 

Halaprop  need  not  have  searched  beyond  this  good  lady 

[|  may  Interest  yon  to  know  that  the  verdict 

indicated  that  the  jury  thought  that  the  praclce  of  this  physician 

had  not  i ii  seriously  damaged  by  the  great  and  severe  injuries 

Ined. 
In  making  Investigations  leading  up  to  physical  disabilities, 
.  with  a  view  to  ascertaining  whether  or  no 
ailmi  lined  of  are  a  result  of  traumatism  and  are  prop- 

erly attributable  to  that  cause  or  arc  due  to  other  and  pre  -exist- 

lug  causes,  much  delicacy  should  be  displayed  bo  as  not  to  un- 

Clalmant    or    his   or   her    friends   or 

nd  In  the  trial  of  damage  suits,  however  solid  an  array 

of   testimony    i,    may   be   possible    to   present    reflecting   upon    the 

Character  of  a  man  or  a   woman,  a   party  to  a   contention  Of  this 

kind,  it  must  I  DOFne  in  mind  that   the  natural  chivalry 

prone  to  resent   what  may  seem  to  the  auditors  of 

ry,  or  to  some,  mayhap,  a  malicious 
for  or  because  of  the  presentation  by 

that  person  of  I       g  oi  such  prejudices 

should  be  avoided  hould  the  Intr  auction  of 

evldl-t  tiOn,     because,     while     it     is     true     most     or 

mankind  take  a   drink   occasionally,  few  like   to  be 
charged  with  taking  so  much  j  In  the  stom- 

ach tO  •  lom    In   the   head. 

I    think    WC    "ill   all   arrive   at    the   deduction    that    there   Is    no 

rtmenl  In  the  entire  managemi  ■  steam  railway 

properties  into  which  the  personal  equation  more  strongl]  enters, 

lamp  in  the  bead  ol  that  de- 
whatever  hts 

'.hen    dubbed    "I'lallu    Al'i'IiI,"    that    title    now 

doptlon  bj    thai 

luic  called  "a inbuilt  "  which 

prej  ii  the  injured  and  the  rail  '  lor  any  other 

■  the  proper  handling  ol 
this  nnfortunat  railway  machinery.     My  li 

omblnatlon  of 

absolute  i  -.derate  supply  of  braliiH. 

will  be  i  .if 

nit-  attributes,  the  result  win  be  an  adj  iis- 


be  merit  to  both  sides  of  the  ease,  or  no  claim  would  be  made, 
and  no  adjustment  sought.  If  till  claims  were  just,  and  all  claim- 
ants fair,  the  matter  of  adjustment  would  be  simple,  but  as  a  rule 
c  niparatively  few  claims  are  just,  and  fewer  yet  of  the  claim- 
ants arc   lair,   so  that    the   faculties  and   perceptions   of  whoever 

represents  th mpany's  interests  must  be  ever  alert  not  to  be 

duped  by  dissimulation,  exaggeration  and  guile,  and  to  discover 
actual  and  intentional  fraud  whenever  and  Wherever  it  exists. 
Some  claimants  possess  honesty,  but  not  enough  to  leaven  the 
lump;  many  possess  industry  to  some  degree,  and  all  possess  a 
certain  species  of  brain;  most  of  them  possess  what  might  be 
justh  termed  a  low  order  of  cunning;  the  doctrine  of  our  homeo- 
pathic friend,  that  like  cures  like,  must  not  be  applied  to  an 
adjustment. 

Precept  number  two  is  "get  facts."  Facts  arc  what,  win!  He 
who  can  uncontrovertihly  and  openly  place  facts  before  a  malin- 
gerer puts  him  at  a  disadvantage  from  which  he  can  never  re- 
cover. Fads,  loo,  are  the  enemies  of  some  physicians.  Look 
out  for  the  doctor  who  puts  the  plaster  cast  upon  the  unbroken 
limb,  lie  is  a  BtumbliUg-blOCk  in  the  path,  but  employ  to  meet 
him  not  one  who  has  a  beam  to  pluck  from  his  own  eye.  Barely 
should  the  attending  physician,  if  honorable  and  a  fair  practi- 
tioner, in-  ousted  from  the  care  of  his  patient.  He  the  recovery 
of  the  patient  never  so  good,  if  the  company  furnishes  the  SUr- 
g i  "ho  attends  the  Injured  person,  by  some  perversion  of  men- 
tal vision  It  Is  claimed  alike  by  patient,  relatives  and  friends  that 
In-  is  and  has  been  sent  to  the  bedside  of  the  patient  to  Injure 
him  in  some  occult  way,  and  by  so  doing,  affect  detriment  to  his 
Interests  and  protection  to  those  of  the  street  railway  company. 
sight  being  lost  of  the  fact  that  the  complete  and  early  conval- 
escence  and  recovery  of  health  of  the  patient  is  host  for  all. 

A  little  book,  lying  on  my  desk  as  1  write,  says  very  appropri- 
ately of  this  theme:  "Pettifoggers  in  law  and  empirics  In  medi- 
cine, whether  their  patients  lose  or  save  their  property  or  their 
lives,  take  care  to  be,  in  either  case,  equally  remunerated;  they 

seize  both  horns  of  the  dilemma  and  press  defeat,  no  less  than 
success,    into    their   service.      They    hold    from    time    immemorial 

the  fee  simple  of  a  vast  estate,  subject  to  no  alienation,  diminu- 
tion, revolution  or  tax;  the  folly  and  Ignorance  of  mankind,   over 

this  extensive  domain  they  have  long  had,  by  undisputed   usage, 

the  sole  management  and  control.  Inasmuch  as  the  real  owners 

must  strenuously  and  sturdily  disclaim  .all  rigid,  Idle  and  propri 
etorshlp  therein." 

Med  fairness  with  fairness;  fraud  wilh  firmness,  "fighting 
lire  with  lire,"  avoid  as  you  would   His  Satanic  Majesty  himself. 

Fire   cannot    be    handled    without    bums 1    burns   are  at    least 

painful.  Avoid  a  reputation  for  settling  everything;  it  hurls 
stockholders'  pockets;  equally  avoid  a  reputation  tor  lighting, 
but  when  you  do  light,  w  in ;  set  I  le  a  II  I  he  grave  cases  thai  presage 

loss;  litigate  all  those  that  possess  little  or  no  merit,    it  Is  a 

juster  as   well  as  a    wiser  policy — for  once,  at    least,  .lustice  amt 

Expediency  run  hand  iii  hand. 
Very  often  i  am  asked  to  furnish  copies  of  the  form  of  release 

which  is  used  iti  concluding  an  adjustment,  and  willingly  comply; 
but  one  form  of  release  is  ahold  as  much  like  another  .as  peas  In 

the  same  pod,  ami  In  the  event  that  a  settlement  Is  contested 
In  court  by  an  Ignorant  person,  and  es| [all]    by  one  having  no 

ledge  ni   the  English  language,  the  more  technical  In  its 

terms  and  the  more  Involved  in  lis  legal  phraseology  a  release  Ts. 
Ilie  more  apt  a  jury  is  to  say  that    tin    per      D    who  signed   it    was 

totally  ignorant  of  its  contents  .and  that  n xecutlon  of  the  doe 

iiment    was  Obtained  by   fraud. 

Some  lime  ago  the  writer  had  occasion  tO  CaU  16  B  release  lo  be 
obtained  from  a  German  girl  who  had  stepped  trim  a  moving  car 
as  It  was  coming  tO  a  slop  for  tier  lo  alight  while  Ilie  car  slid 
had  sufficient  motion  tO  disturb  her  equilibrium.  The  girl  lost 
her  lag,  and  an  adjustment  was  made  very  shortly  aider  the  aCCl 
dent,  while  she  was  still  In  the  hospllal,  and  was  nol  made  be- 
cause of  any  liability,  but  merely  lo  avoid  litigation,  After  she 
•  nl   and  around,  she   was   very  easily   persuaded    by  s ebody 

we  can  aii  inspect   w] that  sin-  bad  been  imposed  upon, 

the    foolish    woman    went    upon    1 1n-    w  II  ness  stand    and    lesti 

fled,  under  her  solemn  oath,  not  only  to  a  state  ol  facts  which 
created  a  liability  on  the  part  ol  the  defendant  i pany,  bud  si  ■ 


78  i 


DMI.V    STREET    RAILWAY    REVIEW. 


[Vol    XII,  No.  4. 


thnt  she  cini  nut  know  tin-  eontenta  of  the  paper  she  bad 
iimt  aha  could  not  read  English,  and  tbal  eren  if  the  paper  bad 
been  translated  to  her  In  Oerman  (which,  by  the  way,  it  was,  al 
though  aha  denied  the  fact),  she  would  nave  1 d  unable  to  com- 
prehend and  understand  what  ii  ant;bnl  unfortunately  for  her 

:imiI  inT  attornej  1,  «  bo  bad  a  lai  nl  upon  the  result 

uf  ber  itory,  ahe  had  written  In  the  German  language  hi  her  own 
handwriting,  over  her  own  signature,  on  a  portion  uf  the  hospital 
1  which  bong  by  ber  bedside,  1  _"i  one  hundred  dollars 
from  the  railroad  company,  and  1  know  1  can  gel  no  Miore  for 
my  ire"  cvrtiiinh  M.it  b  very  artificially  drawn  legal  document 
but  without  it  there  Is  no  doubt  birl  what  the  very  perfect  release 
which  was  properly  and  onderstandingly  executed  by  ber  would 
have  been  set  aside,  it  Is,  therefore,  fair  t,.  drav,  tl  1 
that  in  settling  with  Ignorant  people,  it  is  wise  to  have  them 
express  in  their  own  way  their  understanding  ol  iotI  and 

effect  of  documents  which  they  sign:  and  1  have  alwaj 
tiiiiu'ii  adjusters  to  be  particularly  <:ir«-f ui  in  this  reapeel    never 
tn  make  any  misrepresentations,  never  t"  allow  a  person  who 
Iims  been  drinking  to  sign  a  release,  and  wherever  it  seems  wise 
in  the  adjuster,  owing  to  tl  surrounding  tl 

Uement,  to  obtain  from  the  claimant  in  claimant's  own  band- 
writing  surh  :i  statement  as  thai  referred  to  above;  and,  In  tim 
event  that  claimant  signs  by  mark,  to  obtain  disinterested  and 
reliable  witnesses  to  the  mark.  Perhaps  'his  little  suggestion 
may  seem  to  many  discursive  and  entirely  unnecessary,  but  to 

Others  it  may  exemplify,  as  it  did  to  me,  the  n 1  Of  the  ut must 

■  ■are  and  precaution  In  concluding  matters  of  this  kind,  for,  gen- 
erally speaking,  the  public  maintains  a  double  standard  of  morals 
— one  for  dealings  with  corporations,  another  for  transactions 
with  individuals.  The  man  who  holds  himself  bound  to  govern 
Ills  relations  with  a  corporation  by  the  same  rule  of  morals  and 
ethics  which  regulates  his  relation  with  the  natural  instead  of 
the  artificial  citizen,  is  fast  becoming  as  extinct  as  the  dodo.  Al- 
most the  universal  attitude  is  that  a  corporation  is  not  entitled  to 
receive  that  strict  application  of  the  law  of  good  morals  and 
common  honesty  which  is  shown  to  Individuals  acting  in  private 
capacities.  Put  Into  common  parlance,  the  public  code  In  dealing 
with  a  corporation  seems  to  be  that  "A  man  is  entitled  to  all  lie 
can  get  out  of  a  corporation." 

The  atmosphere  of  such  a  feeling  is  typical  Of  a  very  large 
share  of  the  cases  which  come  for  adjustment  before  the  metro- 
politan law  or  claim  department.  There  is  no  escaping  from  the 
conclusion,  enforced  by  careful  observation,  that  men  who  could 
nut  le  Induced  to  deal  dishonorably  with  private  Individuals, 
acting  as  such,  do  not  scruple  to  make  false  representations  as  to 
the  nature  and  value  of  any  old  claim  against  a  corporation. 
This  practice  Is  so  common  that  It  may  be  classed  as  almost  unt- 
And  the  men,  or  a  decided  majority  of  them,  who  justify 
and  Indulge  In  this  kind  of  "sharp  practice"  in  dealing  with  a 
railroad  corporation,  might  safely  be  trusted  with  a  private  loan, 
unsecured,  and  amounting  to  more  than  the  sum  involved  In 
their  suits  for  damagi 

Previous  to  a  very  few  years  ago.  the  steam  and  street  railroad 
companies  of  every  kind  and  the  "common  carriers"  of  various 
descriptions  have  been  the  main  sufferers  from  this  deplorable 
attitude  of  the  public  conscience  which  decrees  one  moral  stand- 
ard for  dealings  with  the  private  Individual  and  anotlier  and  a 
much  lower  one  for  transactions  with  a  corporation.  Now  the 
application  of  this  double  standard  is  being  made  to  many  other 
kinds  of  corporations.  The  municipality  is  the  worst  sufferer  of 
all;  but  the  manufacturer,  even  the  smaller  and  the  private  Indus- 
trial concern,  is  being  brought  under  the  application  of  this  senti- 
ment and  practice. 

Possibly,  of  all  the  varied  classes  of  claims,  with  which  the  ad- 
juster of  damage  claims  meets,  the  most  dreaded  and  difficult  for 
him  to  handle  are  those  which  bring  to  bear  the  subtle  Influence 
of  "pull."    Not  Infrequently  a  conscientious  adjuster  finds  that 

tliis   influence   has   reached   "above   his   head."    and  that    the  dls 

uf  his  duty  brings  him  Into  opposition  witii  others  more 
easily  Influenced  and  of  higher  rank  on  tin-  company's  roster 
Quite  generally  claims  pressed  With  this  kind  of  backing  are 
either  fraudulent  or  extortionate.  Of  course,  there  are  excep- 
tions to  this  rule;  but  the  very  fact  thai  the  claimant  feels  called 


upon  in  exert  a  persona),  or  social,  or  political  pressure,  or  nd* 

to    his   claim    the    weight  powerful    financial    interest    In 

tin-  Institution  in  question,  is  a  strong  presumption  that  the  cinlm 
which  this  Inflni  llclted  is  too  weak  to  stand  upon  its 

own  merits,  in  this  connection  it  might  be  stated  thai  corporate 
officers,  and  particularly  those  engaged  in  passenger  transporta- 
tion,   tire   not    unmindful   of   the   public   attitude  of   sensitive 

and  quasi  hostility  towards  them,  and  are,  therefore,  willing  to 

make  a  just  and  lii  i  nieiit   without  any  undue  Influence 

rted  noon  them,  .ami  for  that  reason  adjust  rather  than  con 

lest  even  doubt f nlly  meritorious  claims.  Hut.  1..  ;.•■•  back  a  little 
ways,  let  us  always  consider  an  adjuster's  trials  and  tribulations 
ami  not  make  his  pathway  too  hard,  for  If  he  learns  that  claims 

which  he  declines  tire  subsequently  Increased  by  reason  or  the 

so-called  "pull"  he  soon  gets  to  thinking  that  If  s  imebody  Is  to  I" 

,-i  "good  fellow,"  why  should  not  he  be  that  somebody?    And  If 

his  super]  BO  willing  to  give  away   the  company's 

ley  to  please  their  friends,   or  to  make  friends   for  other  de- 

part  'in-  company's  service,   why   is  it   not   perfectly 

proper  for  him  to  do  those  self-same  things?     Thus  the  company 

i  finds  itself  with  ti  vastly  Increasing  damage  account    It  is 

a   good  rule  fur  tiny  company  to  adopt  to  reverse  rarely,  if  ever. 

;i  decision  of  its  adjuster,    if  upon  consultation  with  an  adjuster 

II  would  seem  that  on  the  merits  of  the  case  in  question,  some 
action  different  from  that  already  taken  by  him  should  be  had. 
let  the  adjuster  attend  to  that  In  his  own  way:  do  not  have  him 
feel  disgruntled  and  overridden.  There  Is  no  excuse  for  Inflicting 
personal  humiliation  upon  a  man  who  possesses  your  confidence, 
who  has  your  money  In  his  pocket  and  your  best  Interests  at 
heart.  Many  and  many  a  good  man  has  been  spoiled,  I  fear,  by 
the  unfortunate  proclivity  on  the  part  of  his  managers  to  yield 
to  the  so-called  "pull."  If  a  company  has  any  friends  to  make, 
or  debts  to  pay,  let  them  be  paid  through  some  other  department 
and  In  some  other  manner.  Debts  paid  In  this  manner  are  never 
considered  liquidated,  and  a  person  who  has  obtained  something 
for  nothing  for  some  one.  by  reason  of  his  Influence,  nevertheless, 
thereafter  boasts  of  the  amount  he  has  saved  the  company  and 
the  obligation  under  which  It  has  been  placed  to  him  by  his  get- 
ting this  or  that  case  settled  for  them.  This  brings  to  my  mind 
the  subject  of  "go-betweens."  There  Is  in  every  community  a 
class  of  people  which  seeks  Its  livelihood  by  preying  upon  both 
sides  of  personal  Injury  claims.  It  seeks  the  Individual  and  Im- 
presses upon  him  how  much  can  be  obtained  through  the  go- 
between,  and  how  little  without  such  Influence,  embellishing  the 
yarn  with  wonderful  stories  concerning  that  Influence,  often  to 
the  detriment  of  honest  officers,  trying  to  make  the  claimant  be- 
lieve he  has  some  hold  upon  them  and  that  they  are  corrupt  and 
trying  to  persuade  the  claimant  to  see  that  the  sun  of  success  rises 
and  sets  In  the  great  and  only  negotiator,  and  his  Svengall-llkn 
"Inflooence."  And  should  this  creature  be  treated  with  any  consid- 
eration he  swells  himself  larger  and  larger,  and  as  he  himself 
swells,  so  swells  he  the  head  of  the  claimant,  and  at  last.  If  tie 
succeeds  In  hrlnsrlng  the  opposing  parties  together,  his  grandilo- 
quent attitude  dwindles  to  the  proposition  tritely  expressed  In  the 
words.  "How  much  Is  there  In  it  for  me?"  while  he  assumes  all 
the  rime  the  attitude  that  without  his  Invaluable  services,  claim- 
ant and  clalmee.  If  T  may  coin  the  word,  never  could  have  come 
together  or  have  reasonably  disposed  of  their  differences.  There 
Is  one  claim  department  of  which  I  know.  Into  which  such  an 
Individual  is  not  allowed  to  enter.  Some  things.  In  the  human 
race,  are  more  despicable  than  this  creature,  but  he  Is  sufficiently 
low  in  the  scale  to  make  It  unwise,  unsafe  and.  to  every  fair- 
minded  person,  disgusting,  to  have  any  dealings  with  him.  Per- 
haps it  is  not  fair  to  our  sex  to  use  the  pronoun  he  so  often  in 
this  connection — many  and  many  such  a  creature  masquerades  in 
pettlc  tils.  Much  success  depends  upon  the  care  and  discrimina- 
tion shown  in  selecting  cases  for  trial,  and  while  this  paper 
should  mayhap  deal  only  with  the  "Adjustment  of  Damage 
Claims,"  a  word  or  two  upon  the  corollary  thereof,  the  litigation 
of  damage  claims,  may  not  fall  amiss.  To  illustrate,  given  a 
company,  which  employs  and  enjoys  the  reputation  of  employing 
only  the  ablest  counsel  obtainable  and  prosecuting  Its  every 
defense  vigorously  ami  uprightly,  ami   which  wins  a  great  major- 


Oct.  ii, 


DAILY    STREET    RAILWAY    REVIEW 


735 


ity  of  the  cases  which  it  trios,  ninety  per  cent  of  the  bar  will  seek 
settlements  in  terms  not  unfavorable  to  that  company  rather 
than  meet  it  in  court.  Right  here  let  me  say  another  word  about 
trials  and  their  results.  Never  compromise  the  verdicts  when 
results  are  unfavorable.  If  they  ripen  into  judgments,  make  th» 
best  you  can  of  them  after  they  have  been  affirmed  by  n  court 
of  last  resort,  not  before.  The  fact  soon  becomes  known  as  to 
who  will  and  who  will  not  compromise  for  fifty,  or  some  other, 
per  cent  of  the  amount  of  a  verdict,  after  one  is  rendered,  and 
that  company  or  person  having  such  contingencies  to  contem- 
plate, and  compromising  upon  verdicts  In  the  manner  heretofore 
-led,  will  soon  be  confronted  with  the  necessity  of  trying 
each  and  every  case  brought  against  it.  The  results  are  so  much 
more  satisfactory  to  the  practitioner  who  gets  liity  per  cent  of 
the  amount  recovered  by  suit  and  only  thirty-three  ami  one  third 
per  cent,  or  less,  in  the  event  of  settlement.  Thin.  ten.  think  of 
the  disappointment  this  same  gentleman  feels  when  he  cannot 
add  mention  of  such  compromise  to  his  serapbuok  Of  newspaper 
clippings  reciting  his  recovery  of  a  ?10,000  verdict  against  this 
company  and  a  $25,000  verdict  against  that  one.  which  volume 
he  so  proudly  displays  when  luring  to  employ  him  Borne  unso- 
phisticated, but  possibly  injured,  person  whose  clientage  be  seeks, 
but  who  never  saw  or  heard  of  him  before  his  call.  The  Badness 
is  appalling;  weep  with  me.  my  hearers:  Never,  as  the  express- 
ttle  "behind  the  back"  of  a  reputable  lawyer.  If  In 
rare  instances  circumstances  compel  such  action,  see  that  he 
receives  a  reasonable  fee.  On  the  i  ther  hand,  never  settle  with 
the  "ambulance  chaser";  it  Is  far  better  to  pay  the  client  of  such 
an  one  a  hundred  dollars  than  to  pay  him  ten.     Try  It  and  see. 

In  writing  concerning  the  adjustment  of  damage  claims,  I  have 
confined  myself  to  those  arising  from  Injuries  to  persons  and 
omitted  referring  to  those  relating  to  damage  to  personal  prop- 
erty, realty,  etc.  I  have  also  Intentionally  refrained  from  going 
Into  the  detail  of  the  different  means  of  procedure  advisable 
to  be  followed  from  the  moment  an  accident  happens  down  to  the 
time  at  which  any  claim,  or  claims,  arising  therefrom  are  finally 
laid  at  rest.  Every  company,  I  take  It,  whose  claims  are  sntli 
clently  numerous  and  whose  damnges  are  sufficiently  large  to 


restrained  impatience,  a  reply  requiring  no  straining  of  the  ear 
to  hear,  "We  don't  want  it  any  longer;  its  present  length  suits 
us  very  well." 

«S«t« 

new  snors  for  Detroit  united. 


A  few  weeks  ago  the  Detroit  United  Railway  purchased  the 
old  Pullman  car  shops  In  Detroit,  which  were  abandoned  in  ISilo. 
and  since  September  19th  Mr.  Farmer  has  had  a  large  force  of 
men  at  work  remodeling  the  plant.  When  this  work  is  com- 
pleted the  Jefferson  avenue  shops  will  be  abandoned  and  their 
equipment  removed  to  the  new  plant. 

The  site  of  the  new  shops  occupies  the  block  bounded  on  the 
north  by  Macomb  street,  on  the  east  by  St.  Aubin  avenue,  on  the 
south  by  Monroe  avenue,  and  on  the  west  by  DeQuindre  avenue, 
and  is  G14  ft  long  by  225  ft.  wide.  The  arrangement  and  dimen- 
sions of  the  buildings  as  they  will  lie  after  the  extensive  remodel 
ing  now  in  progress  is  completed  are  shewn  in  the  accompanying 
plan. 

The  row  of  buildings  en  the  north  side,  which  arc  of  a  uniform 
width  of  SO  ft.,  will  be  occupied,  beginning  at  the  west  end.  as 
fellows: 

Two-story  building,  28  ft.  long;  car  washing  room  in  lower 
story;  upper  Hour  which  is  served  by  elevator,  used  fur  cleaning 

sash  and  Interiors. 

One  story,  288  ft.  long;  paint  shop  witli  22  tracks  running  from 
north  to  south. 

One  story,  13  ft.;  at  north  end  oil  and  paint  room,  50  ft;  it 
south  end  lavatories,  30  it. 

Three-story  building,  1on  ft.  long;  ground  lloor,  mill  shop; 
second  floor,  cabinet  and  pattern-making  shops;  third  floor,  stor- 
age. 

Boiler  ruom  sect  inn,  19  ft.;  boilers  on  ground  floor;  dry  kiln  on 
second  floor. 

Three-story    building.    42    ft;   machine   shop   on   ground    lloor; 


Macomb  St- 


-64V- 


-28"-*- 


£1 


> 


Paint    Shop 
2Z   tracks 


^ 


£ 


*  "a  ~ 

1    3 


-288' 


-*I3'* 109' 


sq 


-+W+-4Z— *-42'- 


60-  Ton   Transfer   Table- 

2IZ' — *—  68' * 180'- 


Erecting  Shop 


General 
Stores 
&  Offices 


Truck  Shop 
15  tracks 


Yard 
5  to  rage 
15  Tracks 


in 


SO 

■g 

so 

<0 


Monroe,  Aw. 


KIAUKAM  i>i    Tin     UF.TKOIT  RAILWAY'S  NEW  SHOPS. 


invite  any  special  attention  thereto  has  adopted  careful,  and  one 
may  nay  almost  ■etantMc,  methods  of  caring  for  the  Injured  per 

■OB  or  persons,  preventing  fraud  and  starting  Immediately  upon 

og  of  any  occurrence  which  might  give  rise  to  ■  claim 
the  rolling  of  that  ball  of  Investigation  which  ;ih  it  moves  along 

grow-  and  growi  until  it  assumes  and  i perfect  and 

symmetrical  globe  of  defei 
Tin-  temptation  to  overstep  the  bonndl  <•(  Urns  and    pace  allot 

tad   for  thin  disquisition   Is  so  str'iit.'   thai   It   now   l.oeonic- 

say,  with  the  old  dornlnle,  lest   like  1,1m   I   might  fall  to  hold   the 

•  of  my  auditors,  "I  can  make  this  paper  longer,  but  i 
To  which  comes  surging  back  on  the  tide  of  courl 


armature  winding  room  on  second  Boor;  third  Boor  for  storage; 
building  served  by  a  hydraulic  elevator. 

-lory  building,    12  ft.  long;  blacksmith  shop  on  north  side. 

00x42  ft;  bra      roundrj  oi th  side;  in  the  southwest  corner 

bra  i   roundrj   will  !»•  a  core  oven  15x12  ft,,  above  this 

win  in-  tin-  armature  baking  oven,  this  being  adjacent  to  Uio 
armature  room,  which  will  be  fullj  equipped  with  overhead 
iioiii.s,  air  hoists.    The  machine  room  win  also  have  air  bolsts, 

and  the  pump  pit   will   lie  located   In  the  machine  room. 

On  ii  Be,  along  Monroe  avenue,  are  three  buildings  of 

•rni    width   Of  70  ft,   beginning  on   the   wo   I    or    DeQulndre 
avenue  end  tbep 


786 


DAILY    STREET    RAILWAY     REVIEW. 


[Vol    XII 


212  ft  long,  '"  I"-  occupied  as  an  eri 

building,  68  ii    long.    The  lower  floor  will  1» 

or  general  stores,  and  the  apper  Boor  bj  ti Bices  of  the 

auperintendenl  of  motive  power,  Mr.  Far r,  thi  pector 

and  the  sin  \.  G    Tbompae 

drafting  and  clerical  fori 

to  south.  1.1  be  used  as  the  truck  shop.    This  simp  will  be 
equipped  with   lifts  for  removlt  the  trucks, 

which  is  Hi.  •'  with  cat  on  Brill  1 

for  caring  for  these  cars  Ave  ol  the  trackB  will  1  with 

n. 1  equipped  with  hydraulic  Jacks,    in  the  aouthwe 
the  shop  will  1  ih.    wlm  1  li.in  r,  Hi.    axle  lathe, 

ami  tin'  wii.  The  shop  will  hi  rith  overhei 

hoists  with  caps  Is  tons  and  under. 

ah  1  lighted  by  electricity  and  tools  an- 

ilrivi'ti  in  groups  by  motoi  am. 

Between  the  two  rows  of  hulldli  11  ft.  wide  which 

will  be  served  by  a  transfer  table  52  ft.  long  with  a  - 
60  tons.     The  transfer  table  will   n  I    cars 

(coal,  car  wheels  and  supplies)  from  the  railroad  siding  in  De- 
quindre  street  and  carry  them  directly  to  the  holler  house,  truck 
shop,  or  store  room.  The  loaded  cars  are  handled  on  the  table 
hy  a  dinkey  ear  electrically  equipped. 

The  transfer  table  was  ordered  from  the  Taunton  Locomotive 
&  Manufacturing  Co.,  through  Geo.  s.  Hastings,  of  Cleveland. 

The  vacant   space  at  the  southeast  conic  ol  the  lot  is  to  be 
used  for  car  storage,  there  being  room  for  '5  tracks.  this 
being  enclosed  by  an  S-ft.  brick  wall. 

This  plant  is  to  be  known  as  the  Monroe  avenue  shops. 

THE  NERNST  LAMP. 


Th"  place  to  see  the  Nernst  lamp  in  detail  and  variety  was 
at  the  Lamed  street  exhibit  of  the  F.  Blssell  Co.,  of  Toledo.  O., 
selling  agents  for  the  Nernsl  Lamp  Co.  This  is  the  lamp  thai 
so  brilliantly  Illuminated  thi  Westlnghouse  and  other  exhibits. 
it-  Ughl  Is  Bofi  and  light,  there  being  n<>  shadow  or  Sicker,  and 
ii  is  operative  on  all  alternating  current  circuits.  It  is  highly 
recommended  for  railroad  service.  II  conies  in  four  sizes,  0110, 
two,  three  and  eight-glower,  running  from  s.s  1,,  r.'js  wails,  or  s, 
watts  per  glower.  Each  glower  Is  equal  to  three  ordinary  in 
candle  power  incandescent  lights.    The  lifi  about 

800  hours  on  60  cycles  and  400  hours  on  25  cycles. 

The  "glower"  is  the  life-giving  clement  Of  the  N.m-t  lamp. 
It  is  a  small  white  rod  about  1/32  in.  in  diameter  and  1  in.  long. 
It  is  a  non-'  lehen  cold.     Representing  the  Bisseli 

pany  were  M.  S.  Walker  and  C.  M    Hamilton. 

The  Nernst  Lamp  Co.  had  the  following  representatives  at  the 
convention:     A.  E.  Fleming,  Pittsburg;  G.  J.  Stanley,  Pitts 
Geo.  C.  Ewing,  Boston:    Walter  Floyd.   New    York. 

■Htft 

THE  4MERICAN  TRACKBARROW. 


The  Amerii  an   irackbatrow  wis   shown    In   ti  1:1   and 

came  in  for  favorable  comment.     Although  use. I  chiefly  bj 
roads,  it  is  pointed  out  that  it  is  b  1  for  distribution 

of  ballast  ditching  and  cleaning  tracks  for  electric  railways.  It 
runs  on  either  earth  or  rail,  the  wheel  being  grooved  for  the  lat- 
ter.    The    Amerii  an    Trail-  ol    Lowell,    Mass.. 

it,  as  well  as  very  useful  carrying  coal  or  ashes,  tools,  etc. 

NATIONAL  CARBON  SPECIALTIES. 


National  Carbon  levoland,  0.,  showed  some  Inter- 

I   Partridge  solar  and  Nal  bon  brushes, 

"Columbia"   arc   carbons,    "Columbia"    drj     cells,    "Columbia" 

brushes,  the  "Auto  Cell."  Partridge  plumbs  ages  under 

I  other  BUpplil  - 
shapes  in  the  brush  line.    The  company  Is  Jus!  Introducing  a  new 
cell    called   "Special   Columbia,"   which   has   nearly  double  th  • 
amperage  of  ordinarj    cells      The   "Auto  Cell"   is  designed  for 


■   work    It  is  a  combination  of  small  cells 

!.,.  ii,,  possible  'ha 

11  circuiting,   and  an  amateur  is   in   no  danger  Of  accident 

handling,    The  company  imbla" 

brush,   which  is  said  to  have  exceptionally    lot  !     saves 

the  wear  of  the  commutatoi  le  National  was  represented 

Sandusky,  and  it.  K    Uh 

the  general  oil !■ 

THE   VAN    DORN-DUTTON    AND   THE   VAN    DORN-BLLIOTT 

F.XIIIIIITS. 


Van  Horn  &  Dutton  Co.,  of  Cleveland,  ().,  displayed  gears, 
pinions,   tr«  B,   and   other   appliances,  a  special   feature 

01   the  exhibit  being  an  armature  lift  which  was  examined  with 

1   by  many  of  the  railway  men. 
The  Van   limn  Elliott  Electric  Co.,  also  of  Cleveland,  showed 
armature  and  Held  colls  and  commutators.     It  also  exhibited  re- 
winding armatures  tl  in  for  considerable  attention. 

Van   Dorn  &  Dutton  anil   the   Van   Dorn-Elllott  companies 
■■•presented  by  W.  A.   Dutton,  K.  N.  Elliott,   H.  Ludwig,  O. 
A.  Foote  and  F.  Schneider.    They  gave  friends  very  neat  souvenir 
note  books. 

TAYLOR   ELECTRIC  TRUCKS. 


The  Taylor  Electric  Truck  Co.,  of  Troy,  N.  Y.,  had  a  good 
exhibit  in  the  annex,  showing  the  Taylor  heavy  single  truck, 
an  up-to-date  short  wheel  base  double  truck,  with  swing  motion, 
a  high  speed  double  truck  for  suburban  service' and  a  regular 
swing  motion  truck.  Mr.  John  Taylor,  for  the  company,  had 
charge  of  the  exhibit  and  reported  it  altogether  profitable. 

It  Kit 
THE  ARMSPEAR  LANTERNS. 


The  Armspear  Manufacturing  Co.,  of  New  York,  exhibited  a 
new  trolley  car  tail  lamp,  which  was  described  in  the  Wednes- 
day "Review,"  a  new  steel  guard  solid-top  lantern,  a  standard 
classification  lamp,  the  "Armspear"  marker  lamp,  the  "Armspear" 
switch  lamp  and  the  "Armspear"  semaphore  lamp.  Of  the  steel 
guard  solid-top  lantern  it  is  affirmed  that  as  at  present  con- 
structed It  has  never  been  discarded  by  a  road  after  having 
been  adopted  as  standard.  The  frame  is  composed  of  flat  metal 
rings  and  upright  guards.  No  solder  Is  used  and  a  new  feature 
is  a  brass  hasp  on  the  top.  doing  away  with  old  fashioned  springs. 
It  Is  a  very  strong  lantern  and  cannot  be  broken  hy  jumping 
on  It.  Mr.  C.  K.  Freeman,  of  Freeman  &  Buckley.  Chicago,  and 
Mr.  C.  E.  Nlcol.  of  New  York,  had  charge  of  the  Armspear 
display. 

STANDARD  VITRIFIED  CONDUIT. 


The  Standard  Vitrified  Conduit  Co.,  of  39  Cortlandt  street. 
New  York,  was  represented  by  B.  S.  Barnard,  the  vice-president 
and  secretary.  This  company  showed  samples  of  multiple  and 
single  duct  conduit,  as  well  as  third  rail  Insulators  such  as 
were  installed  on  the  Manhattan  Railway  system  in  New  York 
and  the  Mersey  Railway  of  London.  Eng.  Mr.  Barnard  states 
that  he  will  be  pleased  to  answer  inquiries  concerning  the 
Standard  products,  feeling  assured  that  investigation  will  result 
profitably  all  around. 

*** 
ATTOMOBII.E   TOWER   WAGON 


The  Trenton  automobile  tower  wagon  exhibited  on  Randolph 
St..  corner  of  Lamed,  attracted  considerable  notice.  It  Is  a 
Trenton  trolley  wagon,  built  by  J,  J.  McCardcll  &  Co..  Trenton. 
N.  J.,  combined  with  a  special  automobile  gear  designed  by 
the  Motor  Truck  &  Vehicle  Co..  Columbus.  O.  In  building  the 
new  gear  the  whole  weight  of  the  mechanism  Is  bung  low.  which 
gives  a  greater  stability  and  firmness  to  a  high  tower  than  Is 
usuallv  secured.  During  the  past  five  years  heavv  trucks  of  th'e 
same  design  have  been  placed  in  severe  continuous  service  and 
have  succesafullv  withstood  all  tests.  The  engine  used  for  motive 
Dower  is  a  modern  high  efficiency  stationary  gas  pngine  of  stand- 
ard tvne  The  transmission  mechanism  is  very  simple  Mr 
M.   T   McDonald  represented  the  Trenton  company. 


CKt.  i 


IUILV    STREET    RAILWAY    REVIEW. 


737 


SIXTH   REGULAR  ANNUAL   MEETING 

STREET  RAIEWAY  ACCOUHIJUITS*  ASSOCIATION 


Detroit,    Mich.— Oct.   8— IO,    1902. 


ri:il>  \\    MORNINU    SESSION. 


I'n  -idem  Mackny  called  the  meeting  i<>  order  at  10:45. 

Tin-  Presidenl  read  telegrams  of  greeting  from  Mr.  .1.  1'.  Calder 
wood,  and  from  Messrs.  Ross,  of  Montreal,  Cooper,  of  Cincinnati, 
and  Henry,  of  St.  Louis;  also  from  du-  Detroit  Stock  Exchange 
Inviting  the  members  to  visit  the  exchange,  which,  however, 
•  •  w  i 1 1 ir  to  tin'  want  of  time,  the  Association  was  unable  to  accept 

Mr.  C.  N.  Duffy  read  the  report  of  the  Standardization  I'mii 
uilttee,  as  follows: 


RJBPOR1    OP   STANDING   COMMITTEE  ON    THE   STANDARD 
[•KM  OF  STREET  RAILWAY    ACCOUNTING. 


To  tre-  Members  of  the  Streel   Railway  Accountants'  Association 

Gentleman  — Your  committee  on  a  standard  system  of  street 

railway  accounting  bi  to  BUbmit  the  following  report: 

We  recommend   that  the  classification    of    construction    ami 

accounts  remain  unchanged,   unless  the  convention 

i  ts  otherwise. 

We  recommend  the  following  changes  in  the  classification  of 

mi  No.  lit.  to  read  "Wases  of  Miscellaneous  Car  St 
Employes.''  instead  of  "Wages  ol  Other  car  Service  Employes'' 
[ 'Account  [No.  32a,    -Hir.  .1   Equipment."    The  insertion  of  this 

•  nlal  of  <ars.  electric  equipment   of  cars  and 

A. '..Mat  .'.  ead  "Stores  Bxpi  o       id  ol  "Store 

■    to  read  "Miscellaneous  Legal   Expenses,"  in 
I  ol  "< itln  i    \a  yal  Expeni ■ 

Ri  Bpectfully  submitted, 

c    N.  DUFFY, 

W.   F.   HAM. 

J.  F.  CALDERWOOD, 

H.  I,.  WILSON, 

W.  G    McDOLE, 

i  'in ii  tei 

Mr  inirr.v  presented  a  communication  from  Mr,  J.  P.  Calder 
wimmI  suggesting  Ibe  substitution  of  the  title  "Supplies  Expense" 
in  plat  am  Expel] 

i  p<m  the  lusi.iii  of  thi  '-  report    Mr    Duffj  gave  .1 

very  Intel  nine  of  the  negotiations  bad  with  the  Hon. 

W.  R    Merrlam,  director  of  Ibe  United  States  Census;  Mr,  \v    M 

art  and   Mr    North,  of  tin-  Census  Depart nt,  and  Mr.  T 

Martin,  the  government  expert  on  street  railway  and  other 

tbcomlng  census,  wblcl gorlatlon 

•m  behalf  of  the  Accountants'  Association  has  been  carried 
far.  though   without  anj    special  authorization,  bj    Me 
Duffy,  Calderwood  and  Ham     Mr  Duffy  reported  that  the  utt 
u ruin                               .ii  ii.,-  latter  gentlemen  and  the  govern 
mem  rep:  .   in  their  par] -  to  make  the  work  of  the 

.rin    to   tin-   needs   if   Ibe   street    railway 

ami.  on  tin-  other  band,  in  the  mutual  • Deration  or 

the  companl  -  and  the  government  In  facilitating  the  work  in  n 

the  Interests  of  all  concerned.     Mr    Duff]   found 

i  li«-  k  vemmi'i  conciliator)    to  the  Inst  extreme  In  the 

nade     ill     Hie     llileresl     of     I  he     -l|,el 
to    imp  me    upon    Hie    latter    the    least    Inn' 

i.  Ith  tin-  obtaining  of  Ibe  |>rnt  I  red 

■    of  lh. in I  .  ii   Mr    Duffy  for  Hie  i  "ii  lo 

him  In  tie  :  endcred 

Mr     \\      \l  1    foj    (he   I'll  -id.  ill    lii  aihll. 

Ml   Ml      I  i  ■ 


it  was  the  desire  ni  the  Department  to  show  every  consideration 
tn  Hie  electrical  interests  hi  the  country  In  the  work  before  them, 
and  lie  at  the  same  time  expressed  the  appreciation  of  the  Depart 
inent  lor  the  en  op-ration  which  was  assured  in  the  wcrk  on  the 
part  of  the  Accountants'  Association  and  the  interests  which  it 
represented.  Their  conferences  with  the  members  of  the  Ac 
eountaiits'  Association  had  impressed  them  with  the  necessity  of 
adopting  the  form  i  f  accounting  adopted  by  the  latter:  that  sys 
tern  had  been  adopted  and  would  be  promulgated  by  the  Deparl 
nient  throughout  the  street  railway  companies  of  the  entire  coun- 
try, and  would  be  accompanied  wiih  a  detailed  statement  of  the 

Assoeiations'    instructions   as   t  i   the    items    which    went    In   mas  i 

up  the  totals  for  each  of  the  subdivisions.  He  wished  everj  on- 
to appreciate  that  the  Department  was  trying  to  get  what 
Ihe  companies  wanted,  and  to  give  the  latter  the  statistics  that 

would  be  of  si  assistance  to  them,  which  they  regarded  as  one 

of  the  main  objects  of  the  census.  Of  course,  another  object  in 
the  work  was  the  making  of  history.  The  history  of  no  country 
was  complete  without  statistics  dealing  with  its  material  Inter- 
ests, and  certainly  the  Industries  represented  in  ihis  Association 
were  among  the  Important  material  interests  of  the  United  stales. 

President   Mackay  said  he  thought  he  spoke  for  the  Ass  elation 

iii  saying  that  they  could  ask  for  nn  higher  compliment  than  that 
which  was  conveyed  In  Mr.  Stewart's  remarks,  and  that  the  mem- 
bers of  the  Association  would  be  glad   i perate  with  the 

government   cfflclals  in   furnishing    any    Information    thai    the 

i  ensiis   Bureau  desired. 

President    Mackaj    then  put   the  question  on  the  adoption  or 
the  amendment   proposed  by  Mr.  Caldervt is  communication, 

altering  Accounl  No.  29  to  read  "Supplies  Expense,"  instead  of 
"Store-room  expenses.''  ami  the  vote  resulted  In  the  negative. 

(in  million  of  Mr.  c.  s.  f,.  Tingley,  the  report  ol  I i Itteo 

was  adopted. 

Mr.  .iinison,  of  the  New    v..rK  siate  Board  of  Railroad  C 

inissioners,  was  Invited  In  address  the  meeting,  and  spike  brlefl] 

assuring  the  Associate r  the  desire  of  the  Commissioners  to 

join  in  the  co-operatio icessarj   to  gel  a   form  of  rep  rt  that 

should  he  alike  valuable  to  the  Btreel  railwaj  interests  and  to 
tin-  public,  lie  called  attention  io  the  fact  that  the  street  railway 
business  wat  a  large  and  growing  Industry.    He  thought  the  time 

•.i-    in  .1    far  distant    when   all   the   railroads    in   Hie  ,-ouiit  r.\     woiiid 

in-  electrical!]  operated,  and  this  Association  should  recognize 
Hint  fact  and  make  pro  I  Ion  as  early  as  possible  to  have  their 

accounts  s Tanged  that   when  the  Bteam  railroads  got   ready 

to  change,  there  would  be  a  system  of  accounting  ready  for  them, 

liter  and  applause.) 

Mr.  T,  C    Martin  « i     ord  to  the   Issoclation 

plained  hla  relation  to 
that   work   to   be   the   Olothlng  ot   tin  i     al   skeleton   In  Its 

application  to  electrical  Industrj    wit!  to  elucidating  the 

meaning  ol  tin    figures  when  gathered.    The  United  States  was 

i,    i  I  iriOU      hi  am  lies  of  litis 

Industry  to  the  value  ol  nearly  $150,000,000  B  ?ear,  an  i  iioiinousl v 

large  proportion  ol  which  went  Into  thi    '• I    ol     tree!  rallwaj 

companies,  and  It  e  that  n i  ei  anient 

and  the  public  should  like  to  know   what   became  oi   thai  appa 

I  al  II  When     tin  .  ollaleil     lhe.\      would      I  III  ni  lh     a 

bod]  oi   Information  which  could  not   be    mrpn    ed  In  value  In 

to  any  imiiisti  y  In  an]  -  ounl i       oi  Id      He  hoped 

thai   when  ii"-  next    Vecountaiits'  Convention   met    they   si Id 

in-  able  i"  h  d  to  them  the  gross  totals  and  statistics 

o|   tin    art  ami  the  ii'du  iii    i    a  whole,  and  he  could  not  help 

thai  in  adopting  the  s)  i  tern  of  the  A    ioi  Ii u  tlcally 

en  Ma  onlj   In  - 


788 


DA  I  I.N     STREE1     RAILWAY     REVIEW 


[Vol    Ml    N'o   i 


ilgber  pi.un-  ttaa  ml  w<   -■  also  doloi  for  the 

iii.-ii  j  mi  in.    I  mil- 1  i  ii  il.  ulabl 

which    would    bl  '.  Ii.-i    thell    work    wa'- 

finished 

Idenl  Marks}   laid  h    thought    -  thej  all   ip 

ted   Mi     M  i  what  lie  had  said  as 

in  iiw  eliminating  oi   inch  Item     as  wei  ■  I  unneces 

ii. in- » .   ■  ii  >    itatlstlcs. 

would 
Dslderatton  ol   Mr.  Trlpp'i   paper,   which   had 

by   Mr.  Duffy.     Mr.  Tripp  had  i d  detained  on  ac- 

i  mini  -ii  the  death  ol  <i  brother. 

\i   it  ion  ol    Mr.   Duffy  the  Association  directi 

to  Mr.  Trtpp  lis  regt 

ill   the  .  an--'  nl   his  in  ihilil  I    to  I',-   p| 

Tii<-  ■  in •!  u-.'  Km  in  hi  Report  Cor 

Electric  Rallwaj  n  taken  up  tor  consideration,  and  'lis 

ngtb. 
Mr    ludson,  ol  the  New  York  State  ISo.inl  oi  Railroad  Cummls- 
suggested 'the  lily  of  distinguishing  more  closely 

between  rrelghl  and  passenger  business,  ami  Hns  subject  was 
Quite  fully  discussed;  with  the  result  thai  the  arrangement  pro- 
posed was  generally  conceded  to  cover  all  practical  nci-ils  for 
the  present  at  least,  although  it  was  suggested  by  Mr.  Judson 
thai  the  time  would  come  when  it  would  uol  be  tound  adequate 
i  in  mi. lion  of  Mr.  Burington  tin-  classification  of  Car  Earnings 
as  divided  under  Schedule  ft  »:is  adopted. 

Under  the  heading  Miscellaneous  Earnings,  Mr.  Smith  offered 

an  amendment    striking  out   the   words   "hae   1 n"  and  "is  In- 

t ended  io  be      o  sa  to  cover  only  real  estate  that  "is  being  used 
for  the  operation  of  the  property."    He  moved  this  amendment 
I  elleved  that  real  estate  which  never  had  and  never 
would  be  used  In  the  operation  of  a  road,  but  was  tough t  for 
purpose-  --I   ii  quiring  right  ol  way,  etc.,  should  not  lie  included. 
oili.r  members  cited  instances  In  which  real  estate  formerly 
torse  barns,  but  now  rented  to  other  parties  awaiting 
i  opportunity  to  sell  it.  and  being  of  no  Bervice  to  the 
railway  company,  were  not  In  any  sense  used  in  the  oper- 
iii-ni   nf   the   read. 
After  further  discussion  Mr.  Smith's  amendment  was  adopted. 
:■!!■>    Brockway   announced    thai    the    place   of   the   next 
meeting  oi   the  American  Street  Railway  Association  had     i      i 
l  to  the  Executive  Committee  of  that  Association 

Chattanooga  the  only  <ii>-  from  which  an  Invitation  had  a 

received,  which  would  have  its  bearing  on  the  action  of  the  Nom 
i  ating  Committee  of  this  Association,  In  view  ol  the  rule  that 
at    least    one    incoming   officer   must   be   from    the   next   place   of 
meeting. 
A  recess  was  then  taken  until  2  o'clock,  central  time. 

m  *  •». 

AFTERNOON   BESSION. 


President  Mackaj  called  the  meeting  to  order  at  l';".ii  p,  m. 

iii iiMiiei-.-itiiin  i  f  the  report  of  the  Oommltl n  Standard 

r..i i  Repi  rt  for  Electric  Railways  was  resumed,  and  Schedule 

A,  Miscellaneous  Earnings,  further  discussed. 
Mr.  Tiugley,  on  behalf  of  a  member  who  could  nol  be  present, 
i   up  the  i|iicsii.ui  of  Including  sab-  of  power,  the  p  I  it 
be  advisability  of  swelling  the  gross  Income  from  condi 

Huns  brought  about  bj  cons lat b,  tnereb]  makings  falser- 

i  that   respect  and  subj.  cting  companies  t'  taxation  tor 

Income  that  really   was  nol   earnings. 

Mr.  Judson  thought  the  Brsl  thing  to  i»-  decided  In  connection 
with  tin-  report  was  whether  it  was  correct  as  to  principle,  and 

then  stick  to  it  all  the  way  through.     As  far  as  taxation  was  ciiii 

•  eni.ii.  ii  did  not  make  much  difference  where  these  items  were 

put,  such  as  sab-  of  pjwer,  for  Instance.     If  the  tax  assessors 

up  their  minds  that  they  wanted  to  assess  advertising,  sale 

of  power  and   so  on,   they  would   find   those  items  and   tax   them. 

regardless  of  when-  they  were  put  in  the  accounting, 

Mr.  Hum  called  attention  to  one  very  important  principle  em- 
bodied in  the  report,  which,  if  departed  from,  would  destroy  th  ■ 
entire  plan  reported;  the  committee  took  the  ground  that  grosj 
.ii  everything  that  came  In,  without  deduction. 
Thai  gross  i me  consisted  of  two  items,  gr  ss  earnings  and 


inlacollan  on-  Incom?,    n  deductions  were  mad-  from  either  one 

put  an  absolutely  ii rreel  Interpretation  upon 

the  word 

Mr  l.  iil-v.-ii  maintained  that  if  all  items  were  excluded  from 
earnings  except  op  ra  lug  earning*,  u  would  s  ml  ol  making 
comparisons  with  other  roads,  and  thai  comimrbon  could  nol  b- 

made  in  any  other  «l  BJ 

Mi     Duff]    s-iu    -ii -i -ii   why  earnings   per  car-mile  or  per 

car-hour  of  the  Chicago  Cit]  Railway  could  nol  be  o  mpared  with 
ol    the  Brooklyn  Rapid  Transit  as  per  Schedule    \    as  re 
ported,  it  Mi    i.uigviai-  would  mi  out  the  report. 

After  further  discussion,  tin-  Mlscellai us  Earnings  p  irtlon   - 

the  report,  under  Schedule  A,  «  i-  adopted,  as  revised  on  the 
pi  e\  inns  amendmi  nt. 

The  President  asked  foi  an]  further  criticisms  that  might  be 
offered  t"  the  balance  of  the  I < Accjunt. 

After  discussion,   Mr.  Sam  moved  the  adoption  --i   the  l me 

Ac mi  In  its  entirety  with  the  a.   ompanylng  schedules,  with 

the  following  changes:    Thai   under  Mlscellane  us  income,  "ami 

terminals'1  i» Itted   bo  as  in  make  the  account  read  "Real  of 

leased  lines";  and  under  Deductions  from  Income,  the  Mine 
change  to  be  made;  thai    under  Seal   of   I. and  and   Buildings, 

"Mlscella us    Earnings,"    H    shall    read,    "This   refi 

estate  thai  is  being  need  tor  the  operation  of  the  pr  pi  rty;"  under 
Advertising,  thai  thai  "  be  omitted  entirely.    Thai  em- 

bodied page  12  of  the  report  in  its  entirety,  with  the  accompany- 
ing schedules. 

Report  adopted. 

The   form    ni    Comparative   General    Balat Sheet    was  mi 

sldered  and  adopted. 

Schedules  D  and  E.  covering  construction,  were  adopted  with- 
out" discussion,  as  was  also  Schedule  F.  carrying  Capital  Stock 
and  Funded  Debt 

''Description  Of  Road  and  Equipment."  "Mileage  Traffic.  Mis- 
cellaneous Statistics,"  and  "General  Information."  were  adopted. 
after  B  brief  discussion,  which  indicated  thai  the  conservatism 
of  the  committee  in  refraining  from  including  too  much  statis 
ileal  detail,  was  to  be  commended. 

On  motion  of  Mr.  Duffy,  the  consideration  of  the  paper  ol   Mi 
G.    E.    Tripp,    of   the    Stone   &    Webster's    companies,   on    "Chart 
of  Street   Railway   Blanks,"   was  passed,  owing  to   the  absence 
of  Mr    Tripp,  for  reasons  heretofore  referred  to. 

The  Nominating  Committee  then  presented  its  report,  which 
will  be  found  on  page  713. 

On  motion  the  rule  was  suspended  and  the  secretary  cast  one 
ballot  for  the  nominees  reported. 

In  the  absence  of  the  president  and  first  vice-president-elect, 
becond  Vice-President-elect,  Mr.  Bartlett  wae  conducted  to  the 
chair  by  Messrs.  Wilson  and  imffy. 

Mr,    Ham    offered    a    resolution    thanking    the    Commilt D 

Store  Room  Accounting  for  the  splendid  work  don.-  by  them 
and  for  the  able  and  valuable  report  which  they  had  submitted, 
and  the  motion  was  carried  unanimously. 

tin  motion  Of  Mr  Wilson,  seconded  by  Mr.  Smith,  one  hundred 
dollars  per  year  was  allowed  for  the  secretary  and  treasurer  to 
pay  the  necessary  expenses  to  which  he  is  put  for  stenographic 
and  clerical  help,  etc. 

Mr.  Smith  moved  that  the  Committee  on  Standard  Form  of 
Report  for  Electric  Railways  be  continued,  and  allowed  to  agree 
to  such  corrections  as  the  Railroad  Commissioners  may  require. 

After  some  discussion  as  to  the  advisability  of  delegating  this 
authority  to  a  committee,  and  on  the  other  hand,  the  necessity 
Of  clothing  the  committee  with  such  power  as  would  In-  needed. 
in  its  further  conference  with  the  committee  of  the  Railroad 
Commissioners,  to  arrive  at  practical  results.  Mr.  Smith's  mo- 
tion was  adopted,  with  one  negative  vote. 

On  motion  adjourned. 

K«t*t 

Aside   from   the   very  excellent    exhibit   of  trucks  by   the  Peck- 

hum  Manufacturing  Co.,  three  other  of  its  standard  products 
were  shown  In  conjunction  with  the  Interurban  cur  exhibit.    The 

Kubltnan  car  was  equipped  With  a   liigb-si 1   Peckham   No.  IB, 

the  .l.-wctt  cur  with  B  No.  2d  truck,  and  the  Roland  car  used  f.n 
the  General   Electric  trolley  parties  bad   1  l-A   Pecku.im  trucks. 


Oct.  ii,  190.2.] 


DAILY    STREET    RAILWAY    REVIEW. 


rsy 


A   S   R.  A.  PROCEEDINGS 

(Continued  from  Page  T->»  ) 

of  handing  this  class  of  claims  which  come  in  in  large  quanti- 
ties is  to  have  an  examination  maile  of  every  one  of  them  by  a 
medical  man. 

There  is  one  point  in  the  paper  which  ha-«  been  presented, 
which  I  think  is  of  Interest,  mil  I  think  In  vn  w  of  the  progress 
male  by  this  Association  Lhat  thej  should  consider  it  and  take 
a  step  In  advance — that  is  to  say.  the  execution  ol  the  general 

the  injured  party.     I  think  it  must  1 needed  that 

it  is  quite  a  ridiculous  position  to  put  to  the  ordinarj  class  ol 
man  the  general   release  which   is  the  Btandard  in  the  United 

containing  the  legal  verbiage  such  ns  bills,  specialties, 
and  judgments  of  whatsoever  demand  and  nature,  etc.  A  great 
many  lawyers  learnel  in  the  profession  would  have  some  diffi- 
culty in  explaining  it      It  seems  to  me  wc    Bhould  101  initiate  a 

which  would  take  care  of  all  th  >se  propositions  without 
the  great  use  of  verbiage  which  is  used  in  the  present  document 
not  know    all  the  decisions   in   the   United   States,  but  we 
have  had   in   New   York  cases   which   went   to  our  Court     of  Ap- 
peals and  which  1  In  some  verj  earl;  1  uses.     In  one 

Kuhn  \s.  Kanpp,  the  receipt  read  as  follows:  "Received 
forty  dollars  in  full  for  damages  done  to  US  for  all  demands,  on 
the  thirteenth  June  las:.'  The  Supreme  Court  held  this  to  be 
a  full  release-,  and  1  ould  not  be  attacked  by  the  injured  party, 
and  the  only  claim  on  it  was  to  recover  the  amount  of  compen- 
sation set  forth  in  the  receipt,  in  another  case,  I  find  the  to] 
lowing  language  was  used:  "Received  fifty  dollars  as  a  com- 
promise- lor  the  full  amount  of  my  claim."  The  court  said  in 
that  case  the  use  01  the-  word  compromise  was  sufficient  to  make 
this  ai  settlemi  nt,  an  1  there  could  not  be  any  demand 

made  except  to  recover  the  tiny  dollars.  It  seems  to  me  that 
this  Associatl  n  ii.'^Iit  do  weU  to  draft  some  form  of  general 
release  which  might  be  use  d  by  all  it;  members.  1  have  no 
doubt  there-  would  be  litigation,  but  I  think  in  most  of  the  states 
they  have  Bettied  that  some  lcrm  of  release  would  be  upheld 
and  be  for  the  benefit  ol  the  1  corporations  and  greatly  facilitate 
ail  claim  agents  in  taking  care    ol    the        natters. 

At  tliis-  iHiini  Mr.  Beggs  asked  to  be  excused  from  the  mo  ting 
so  that  he-  coil  1  meet  an  1  ngagement  In  Milwaukee  on  Saturday. 
lie-  expressed  bis  gratification  with  the  convention. 


Th.-  next  paper  was  on  •■signals  for  Urban  and  Interurbau 
Hallways"  by  Mr.  George  w.  Palmer,  Jr.  This  Is  printed  on 
page  ■ 


Mr.  \v.  B.  Potter,  Providence:  What  provision  is  made  In  the 
signal  system  tor  ti I  01  third 

Mr.  Palmer:  I  nave  no  signal  system.  1  am  not  here  as  the 
advocate  of  any  signal  system,  1  am  simply  here  as  an  operative 
man, 

Mr.  Potter:  I  bad  reference  to  iometblng  1  supposed  you  were 
using  cm  the  Old  Colony  System. 

Mr.  Palmer:  I  think,  for  any  system  to  be-  reliable  and  sad-. 
I   should  be  absolutely  Impossible  to  clear  the-  car  while 

-  aiioibe  r  car  on  the  block  from  one-  end  to  the  other.    We 
have-  a  system  which  is  simply  a  circuit  of  Incan- 

■  lamps,  part  at  one-  end,  and  pari  ai  the  other  end  of  th 
blink,  ami  which  with  u>  is  more  efficient  as  a  lightning  arrester 

glial.      I    do   not    know    lhat    it    should   I -ide-rid     i 

signal. 
The  President:     Mr.  Was  n,  whom   1   asked   to  SB]    - thing 

-  subject,  was  unexpectedl]  'alloc]  borne  last  night.  1  then 
him  if  he  would  not  before  be-  left  briefly  give  some  •  <  1  bis 
on  this  subject,  and  the]  large!)  agreed  with  those  ol  thi 

•  .r  tin-  paper.     Mi.  rVason  prepared  a  paper  which  I  will 

ows: 

DI8C1  88ION   r.N    MB.  WASON. 
Any   system   or  signals   that    will    prevent    accident    1 

eel    railway    work.     This   is  one-  of  the-    most 

problems  tin-  railway  manager  has  to  contend  with,     In  trying 
on  ai  once  arises,  If  the  signals  fall 
to  work,  win  tin-  results  in-  more  than  at   pi 

I  think  that  Ib  the-  general  feeling  among  railroad  nun     They 

•  ions  te,  Uriel  a  Hlgnal.  but  do  not   reel  warranted  In  trying 
Dew  Inventions. 


1  do  not  believe  any  employe  should  be  discharged  on  the 
flrsl  offense.  He  may  be  an  old  man  in  the  service,  and  before 
you  arc  able  to  educate  a  new  man  he  has  cost  the  company 
much  money,  I  think  men  running  urban  and  interurban  cars 
should  he  well  paid  for  their  services.  You  cannot  get  some- 
thing for  nothing.  Men  with  capacity  to  fill  positions  on  fast 
running  cars  cannot  be  hired  at  the  old  horse  car  rates.  A 
signal  system,  to  be  satisfactory,  must  work  at  all  times  and  in 
all  weathers,  and  with  any  number  of  cars  running  in  either 
direction.  As  lightning  frequently  burns  out  lamps  on  the  trol- 
ley any  system  depending  upon  the  main  line  current  must  be 
unreliable. 

On  double  track  roads  the  end-on  collision  is  eliminated,  but 
rear-end  collisions  occur  even  under  the  best  management.  The 
red  lantern  ought  always  to  be  carried  on  the  rear  of  the  car. 
1  think  it  is  required  by  law  in  some  cities.  When  a  car  follows 
the  regular,  a  green  lantern  should  be  carried  on  the  regular. 
Where-  an  electric  headlight  is  used  the  throwing  of  a  portion 
of  the  rays  in  a  perpendicular  direction  often  shows  the  motor- 
men  the  location  of  other  cars.  In  this  connection,  it  seems  to 
me  that  too  much  attention  cannot  be  given  I"  the  hr:ikin  ; 
equipment  of  the  car.  This,  of  course,  Includes  the  sand-box 
and  contents.  Money  spent  in  eliminating  the  curves  of  a  road 
is  well  invested  in  more  ways  than  one. 

The-  President:  Mr.  Ira  McCormack.  now  with  the  New  York 
Central,  promised  to  make  some  remarks  on  this  question,  he 
being  familiar  with  signal  systems.  Mr.  McCormack  has  been  in 
attendance  at  the  convention,  but  he  also  found  it  necessary 
to  leave  last  night.  He  promised  he  would  prepare  a  paper 
in  connection  with  the  subject.  He  has  done  so  and  left  the 
paper  with  us;  his  paper  is  largely  of  a  statistical  nature,  and  he 
makes  quotations  from  several  authorities  on  this  subject.  The 
paper  will  be  of  considerable  value  in  connection  with  the  pro- 
ceedings of  the  Association,  and  we  will  order  the  paper  printed 
in  the  proceedings. 

I  want  to  call  attention  to  one  point  ol  many  in  connection 
with  this  paper,  and  that  is  tin-  recommendation  with  reference 
to  the  proper  signal  on  the  rear  of  cars.  On  three  railroads,  of 
which  I  was  asked  to  investigate-  the  physical  and  operating 
Conditions  of  the  property  during  the-  past  two  years,  (hoy  were 
operating  cars  under  steam  railroad  conditions  that  prevailed 
fifteen  years  ago,  as  to  speed  and  everything  thai  went  with  it. 
Willi  reference  to  each  ol  these  systems  I  recommended  that 
they  put  on  proper  signal  systems — I  am  now  speaking  of  elec- 
trical railroads — to  compare  with  the  steam  railroads  with  refer 
ence  to  lights  lor  extra  cars,  and  particularly  the-  rear  lights. 
My  recommendations  were  not  regarded  in  any  of  the  three 
instances,  they  being  considered  as  the  views  of  a  steam  railroad 
man  rather  than  of  a  street  railroad  man,  and  each  of  the  electric 
railroads  in  question  have  had  accidents  from  rear-end  collisions, 
ol  which  the  hast  c-osl  was  $10,000.  and  now  the]  are-  carrying 
the  rear  lights  and  also  the  other  signals  thai  go  with  them. 
There  arc-  many  methods  ot  signals  that  are  open  lot  Inspection 
in  various  pails  ol  the  country:  and  I  say,  gentlemen,  based  upon 

twenty-five  years  of  operating  experience  in  steam  ami  street 
1,  that  there  Is  no  more  important  question  to  you  (more 
important  ihan  hack  construction  ami  car  construction)  than 
that  01  proper  methods  id  ear  dispatching  ami  protection  ol  cars 
on  these  high  spe-.-d  Interurbai Ii  As  1  said  at  the  last  con- 
vention, then-  is  no  collision  in  the  transportation  world  thai  can 
compare  with  a  collision  between  two  electric    oars  in  Its  dire 

results,      I   liaw   had  any   number  Of  Collisions  I    wreck::   lo  elee.-r 

up  with  steam  trains,  but  in  all  my  steam  railroad  experience  1 

have     ncw-i       e,n    ns     ha  I     a     collision    as    incurred     bolwe-en     tWO 

can      There  art   two  enormous  bodies  ot  1 1.  baggage 

or  express  cars    Interposed  between  the  points  of  contact   and 

your   p. 1  <-n      learn    Main:        In   out    electric    lailrnnil    work 

generally  the  front  ends  oi  the  cars  an-  of  the  flimsiest  construc- 
tion and  that  Is  I  In-  point  whet.-  the  mot  01  ana  n  ride:;,  and  on 
mam  roads  the  passengeis  are  allowed  to  ride  on  He  seat  back 
ol    lie     moid  man.      Ill    I  wo   or    II colli    lot       ■hiih   OCCUrred     i 

New  fork   State  last   rem     ihd  In  other  parts  of  the  country, 

ere  more  people  killed  and  Injured  than  In  any  steam 

railroad  wreck  In  the  properties  i  haw    bad  to  do  with,  simply 

tin  th.   reason  that  everj  one  In  the  front    sal  killed  In 


740 


l»\ll.\     STREE1     RAILWAY     REVIEW. 


[Vol    Ml 


llslon,  there  being  i  them  and  the  • 

•  ii  the  two  ini;i\  i  would  rather,  ti  i  weri 

■  railroad,  have  two 
miles  an  hoar  Ihan  ti  '    hour 

trOUB  In  Hi. 

of  the  ml  in  the  Inten  >l    ol  inter- 

mil. in  operation  '•  and  municipal 

i  these  inn    -    i  i  ink.    them   up  and  conaiaei 

them  ami  iiu  them  yourselves.    Thi   biatorj  of  Bteam  railroading 

la  open  to  you.    It  Is  not  the  tl y  of  anyone     it  i- .1  identlBc 

development,     II 

onward.    1  operated  aa  a  conductor  25  yean  ago  under  tni 

system,  ihe  system  .>i  slgnalllr.  ol  In  the  paper.    The 

little  points  In  connection  with  these  thine-   is  bach  Into  a 

mm. 1     When  the  stun*  system  waa  spoken  of  it  reminded 
me  ol  something  thai  occurred  on  the  New  Haven  road  where 

retem   serosa  1 1    the  bridges,  single 

track,  and  1  poaltlvi   orders  tha trains  should  pro 

ceed  over  the  bridge  unless  th<  engineei  had  the  stall  In  bl« 
possession.    11  waa  a  I  \  train  came 

ami  the  Hi.  iiinr.  banded  t T 1 . •  stall  Ineer  on  a  train  which 

was  about  to  proci  tell  through 

the  trestle  and  went  Into  the  river.  The  roai  was  tied  up  until 
some  met,..  1  was  discovered  "i  getting  across  the  bridge  with- 
out the  particular  bras?  staff  that  had  been  used.  Col.  Heft  will 
undoubtedly  defend  the  New  Haven  road. 

Mr.  Heft:     What  von  say  is  true.     It  "iil.\   goes  to  show  what  11 

perfect  system  we  have  on  the  New  Haven  road. 

Mi-    Bean:     Had  someoi xperlmented  with  that  staff  before 

he  adopted  it ! 

Mr.  Dickinson:  They  cam,'  from  Europe  originally.  1  might 
say  1  have  bad  considerable  steam  practice  myself,  and  there 
Beems  to  be  a  mistaken  idea  given  oul  here  thai  the  Bteam  roads 
have  a  perfect  system  of  signals.  Thej  nave  not;  neither  have 
the  Btreel  railroads.    They  all  depend  on  the  human  agency,  and 

Hint    will    fail    sometimes.      In   the  steam   practice   the  desire   and 

the  effi  1  1  reduce  the  number  of  chances  of  mis- 
understanding by  reducing  the  number  of  1 pie  who  control  the 

movement  of  trains.  With  ns  in  Seattle  we  are  doing  the  sun  ■ 
thing.  We  originally  installed  our  Interurban  service  with  n 
telephone  Bystem  for  signalling,  and  we  are  about  to  take  the 
telephone  out  and  put  in  the  telegraph,  because  we  find  it  Im- 
practicable tn  protect  our  train  orders  by  telephone.  Persons  who 
have  no  right  to  answer  the  telephone  will  do  SO,  and  the  di- 
patcher  "ill  send  orders  and  they  i_rot  mixed  up.  We  ale  going 
to  run  under  the  Standard  Rules  governing  train  orders,  both  as  t  i 

lights  and  signals;  fuses,  rear  lights— all  in  accordance  with  the 
standard  Bystem  of  train  despatching. 


Mi.-   next   paper   was,   "Discipline  of    Employes   bj    the   Merll 
System,"  by  w.  a.  Satterlee,  which  will  he  found  mi  page  721. 


Mr.  Harrington,  Camden,  \  .1  The  paper  Jusl  presented  by 
Mr.  satterlee  is  a  valuable  contribution  and  is  ,-i  clear  and  eon 
.■is.,  statement,   indicating   the   tendency   of   recent    practice   in 

disciplinary   methods.     The   interest   taken   in   the  subject    of  dis 
eipline.    the   method,    ih,.   rule   of   procedure  and    Ihe  relation    the 

employer  should  hear  to  the  employe  has  never  been  greater  than 

at    Ihe   present    time.     The   individuality   of   Ihe  employer   has  as 

ranch  to  do  with  the  results  of  any  system  of  discipline  if  not 
than  the  system  itself,  a  Bystem  is  not  ihe  panacea.  11  is 
conceded  bj  ail  thai  the  old  method  of  suspension  for  violation  ol 
rule  is  i„,t  fruitful  of  resulis.  The  reasons  fi  r  this  conclusion  are 
loo  well  known  t..  he  discussed  here. 

Certain  racts  have  become  patent  as  being  essential  to  any 
system  of  discipline,  to  wit: 

v     The  keeping  of  a  thorough  history  .  1  each  employe  fr 

tin-  dale  of  his  employment,  Bhowlng  clearly  ail  Irregularities, 
one  ef  rules,  ri  complaints,  accidents,  and  secret 

si  r\  iee. 

B  iii.  employe  t..  receive  a  hearing,  to  he  treated  with  con 
slderatlon,  10  be  given  opportunity  to  explain  under  proper  eon 
ditlons  and  surroundings  his  position,  before  discipline  he  ac 

1  .nli  d. 

Any  Bystem  in  which  the  employe  is  disciplined  conforming  to 


ibovo  features  win  conduce  in  better  feeling  and  i»-  followed 
by  generallj  better  n 

Experience  has  dictated  that  in  exercising  dlsclpUni 
miisi  he  observed  In  qoI  passing  judgmeul  until  ail  facts  havi 
1 n  thoroughly  Investigated. 

Experience    lias    furthermore   demonstrated    runt    the    various 

ini-ii I-,  violations  of  order,  breeches  of  dlsclpl if  the  ■ 

ploye,  in  some  way  or  ; ther,  are  brought  t"  the  attention 

the    employer         WbereaS,    the    c imelilhlhle    aels.    Ihe    little    reline- 

ments  of  courtesy,  tact,  observance  of  duty  and  rules,  that  may  be 

Ihe  practice  Of  tl mploye  are  seldom   known  of  and  an-  really 

and  leeitimali  ly  expel  tl  d. 

Threats  are  not  e  mduclve  to  g  "><l  discipline,  to  g 1  result-. 

What  t 1  can  possibly  come  iron  balancing  had  agalnal  good? 

When  had  is  from  Ihe  m  ry  nature  of  things  hound  to  crop  out 
.mil  i.e  known,  while  g  0,1  Is  less  apparent,  less  known  and  neve.' 

a-   sironiioush    obtruded   up. B.     Wherein  does   the  good,  eon 

-.  ieiitious,   able,   trustworthy  employe  profit    from   a   system 
merits  and  demerits?     It  'hies  not  seem  thai  the  merit  and  d« 
merit  Bystem  reaches  the  .ore,    1  have  in  mind  men  who  would 

not  care  in  the  Bllghtesl    whether  they  had  ten  or  hundred 

demerits,  or  merits,  they  win  run  the  chances  of  detection  in  Jus 
1  Ik-  same  f.-i-ii ion  certain  conductors  will  run  the  chances  of  de 
lection  in  the  matter  "f  Irregularities  In  fare  registration;  how 
ever,  lei  ih  Be  same  men  actually  lose  something,  though  it  be  but 

a  little,  ill  their  standing  in  the  grade,  elass  or  seniority -It  1 1 

not.  and  in  fad  better  re:,  be  an  action  that  would  eventually 
hold  out  the  threat  of  discharge— what  is  ihe  result?    The  punish 

inent    is    Immediate,    the    penalty    is    made    at    one,-,    tin-   evildoer 

suffers,  ami  what  is  more  advantageous,  the  worthy,  painatakliiK 
employe  receives  Immediately  what  he  is  entitled  i".  recognition 
nnd  advancement. 

I  have  tried  the  suspension  system,  the  merit   an  1  demei 
i.  in,  and  abandoned  them  both  after  careful  and  persistent   trial 
and  effort.     The  demotion  system   was   first   put   Into  efie.l    upon 

our  railway  just  about  two  and  a  half  years  ago  and  has  I n 

gradual!]  developed  Into  a  thoroughly  operative,  practical  Bystem 

and  conducive  In  the  best  results,  llilei  mis  system  an  .in 
ploye  for  any  Irregularity  is  notified  that  he  will  be  demoted 
one  or  more  points  on  the  seniority  list  if  proper  explanation  be 
not  made  on  it  before  a  specified  date.  This  notice  With  an 
actount  of  the  Irregularll  A  on  tl..-  bulletin  boards  at  thi 

meeting    plai  •       i  i    the   m<  n.     This    usually    results    in    (he    men 
whose  names  are  posted  arranging  to  meet  the  general  mans 
affording  an  excellent   opportunitj   to  exeicise  judgment  in  en- 
forcing discipline,     The  wholesome  effects  are  most  noticeable, 
and  efficient  and  reliable  employes  under  this  Bystem  forge  grad- 
ually  and   surely   aheai.  obtaining  tin    best   and   most   profitable 
runs  at  the  disposal  of  Ihe  company,  and   in   such  men  the  gen- 
eral stability  of  the  working  force  is  maintained  agalnsl  any  pos- 
sible disaffection  upon  the  part  of  the  men  suffering  from  il- 
ium.    It  can  be  seen  that  this  system,  while  not   dlrectl]    taking 
cognizance  of  Ihe  efficient  employe,  in  fact  does  lake  the  P 
pronounced  action  in  bis  behalf. 

The  President:  The  secretary  will  issue  a  request  to  mem- 
bers, asking  for  suggestions  as  to  topi- s  for  papers,  ami  we 
hope  the  members  will  give  the  subject  careful  consideration, 
and  thai  when  they  BUggest  subjects  they  will  also  indicate  a 
proper  person  to  write  on  the  subject. 

Mr  John  ('..  Holmes,  of  Pittsburg,  one  ot  the  past  presidents  o.' 
the  Assoiiation,  to  whom  I  extended  an  invitation  to  be  present 
at  'his  meeting,  sends  a  letter  in  which  he  regrets  his  inability 
to  be  present  on  account  of  business  engagements,  recalls  his 
many  pleasant  acquaintances  among  the  numbers  and  wishes  to 
be  remembered  in  them. 

Secretary  Pennington:  I  desin  to  thank  personally  the  writ 
e.-s  oi  all  the  papers  lor  their  promptness  in  forwarding  copies 
..I'  their  papers  go  that  they  might  be  printed  in  ample  lime  be 
lore  this  meeting.  This  helps  the  work  ef  the  secretary  very 
greatly.  I  received  all  of  the  papers  about  live  weeks  before 
the  date  of  this  meeting  and  had  them  in  the  hands  of  th< 
members   fully   two  weeks   before  the  convention. 

The    Committee   on    Resolutions     then     reported     a     resolution 
thanking  President   Hutchins.  Mr.   fry.  chairman  of  the   Bxhlblt 
Committee,  and  their  associates;  the  local  committee,  the  supply 
men.    the   press   and   others   contributing  to   the   success   of 
convention. 


Oct.  II,  1902.] 


DAILY    STREET    RAILWAY     REVIEW. 


741 


This  report  was  unanimously  adopted. 

oommiltee  on  nominations  and  tne  i.exi  plan-  of  meeting 
reported  trie  1.1  mutations,  ami  that  it  would  recommend  tiiat  the 
,.[    tin-   ma    meeting   place   be   referred   to   the   Incoming 
executive  committee  with  mil  power  to  ait 

Mr.  J.  w.  Mi  Karland,  superintendent  1  I  tue  rhattanooga  Hi.' 
tri.-  Railway  Company,  Chattanooga,  Tenn.,  appeared  before  the 
commit.ee  and  extended  a.i  invitation  0:1  behali  of  his  company 
and  tlie  eiiy.  but  owing  t>  the  limited  information  in  poss 
01  your  committee,  i.  •  1  j  1  1101  feel  warranted  in  recommending 
Chattanooga. 

On  motion  the  secretary  cast  the  ballot  01  the  ftssoi  lation  foi 
the  officers  named  by  the  nominating  committee.     iThe  officers 
,  on  page  713.1 
nrned  until  the  banquet. 

tcmt 

BRILL  KXHIBiT. 


Tne    J.    G.    Brill    exhibit    this   year    comprised    the    following: 

A  Brill  semi-convertible  ear.  shown  in  tin-  street  exhibit    This 
car  has  been   fully  described  in  previous  issues  of  the  "Review 
and   continued   to  attract  the   attention  and  approval  of  street 
railway  manag. 

The  interior  exhibit  was  in  the  annex  and  comprised  in  addi- 
tion to  a  full  line  of  trucks,  three  sections  of  the  Narragausett 
semi-convertible  and  convertible  cars. 

The  truck  exhibit  •  onsisted  of  the  following:      A  Brill  No.  27 
i>    and  suburban  service;    a    Brill    No    22   Eureka 
maximum  traction  truck  which  is  the  standard  on  the  Metropoli- 
tan   Str.-.  t    Ry.    of   New    York   and   the   Brooklyn   Rapid   Transit 
Co.  of  Brooklyn.  N    V.:  and  a  Brill  No.  -IK  truck.     All  of  these 
have  solid  forged  sides  and  in  addition  an  exhibit  board 
was  shown  on  which  were  mounted  four  samples  of  Brill  solid 
truck   frai 

In  addition  the  company  showed  its  "Brilliant"  sign  which 
was  described   in  the  'Daily  Review"  lor  Wednesday. 

Tin-  exhibit  also  included  a  line  of  trai  k  scrapers,  Dedenda 
gongs,  the  Brill  brake  handle,  and  Adams's  patented  broom  round 
corner  end  seat  panels,  safety  gates  ann  other  of  the  Brill  ap- 
pliances for  electric  railways.  The  company  had  a  large  staff  on 
the  grounds,  including  Samuel  Curwen.  W.  J.  Heulings.  Jr., 
Dwtghl    !!•  Haskell,  and  J.  Elwood  Brill. 

Stat* 
AUTOMATIC  FEED  WATER  CONTROLLER. 


^.   Carlisle  &  Hammond  Co.,  of  Cleveland,   thl 
loston  repi  .  Mr   k.  11.  i.ovejoy,  showed  to  excellent 

advantage  its  specialties,  the  Squires  automatic  feed  water  con- 
troller ami  the  Squires  pump  governor,  in  no  uncertain  way 
Mr    Lovejoy  proved  to  many  Inquire:     thai   the 

■   controller   is   a   good    thing   and    the   '..inpany's  offer   to 
transport  ami  install  iis  device  for  a  frei  ■     the 

ireight   1  .i   satisfactory,   was    1  Both 

appiiam •  h  an   the  invention  <>i  Mr   C    E   Squires,  ol  Cleveland. 
■  .1'  s>;  Jefferson  avenue    Detroit,  are  tin' 
-  agents  in  that  section. 
Thi-  great  value  of  tin-  controller  Ilea  in  tin-  fail  that  the  main 
valve  is  bandied  by  direct  boiler  pi  making  if  posl- 

in  all  its  op.  1  ;  allowing  II  to  i"-  opened  to  the 

full  is  making  It  unnecessary  to  carry  an  excess  pres- 

sure of  more  than  10  or  IT,  lb.  Tor  feeding.  This  is  made  possible 
by    the    introduction    of    an    auxiliary    valve,    for    I  sful 

■  i,t  i.r  in. 1  ore*  1/6I  in,  is  requl 
this  motion  being  automatically  produced  by  the  expansion  and 

■  I,  oi  copper  tube*  composing  the  harp  which   is 
.,[   •  11,..  operation   of  the   Bqnlrea  controller   is 

orklng  parts  and  these  an-  so 

arranged  as  to   be  subjected   to   but    little   wear       It    !h   the  only 
■   'Aork*  without   Boats.     It   works  on   maxim   an- 

on  it..-  ial  c       1  here  are  1 n 

.net  among  thosa  t ntly  Ini  I 

Brooklyn  >ad  plant,  of  which  Mr    James  An- 

other Install!  i'      Hotel 

•    York;    Walworth    \i 
ti    Ian.  I'.  Il  *  Wyek- 

off 


&   Thompson,    Lewiston.    Me.:    Rutter   &.   Co.,   and    .1.    H.    Horn   & 
Son8|  Lawrence,  Mass.;  11.  B.  Barker,  Low. 11.  Mass, 

The    Squires    pump    governor    is   for    us.-    on    Steam    pumps    tor 
feeding   boilers  of  every  description. 

•St?* 
STANLEY    ELECTRIC    MANUFACTURING    CO. 


The  Stanley  Electric  Mfg.  Co.,  of  Pittsfleld,  Mass..  had  at  the 
convention  an  extensive  exhibit  of  its  standard  apparatus  tor  a 
rotarj  converter  sub-etatlon.  This  consists  \t  one  800-kw.  rotary 
converter  and  switchboard.  The  switchboard  has  three  panels 
as  follows:    one   v.  C.  panel  equipped  with  a  160-volt  voltmeter, 

10    iv   ammeter,  and   em-   phase   indicator.      \l    the  (up  Of 

the  board  above  the  instruments  are  mounted  .he  synchronizing 
lamps  and  i .-  ow  the  instruments  is  the  voltmeter  plug  switch  for 
connecting  the  voltmeter  on  any  one  of  thi  three  lines.  Below 
I  his  is  mounted  a  three-pole  sinale-throw  500  ampere  main  alter- 

nating  curient   switch.    Upon  the    sub-base    of    this    panel    is 

mounted  the  handle  which  opeiates  tin  high  tension  ml  switch 
ami  circuit  breaker  standing  back  of  the  board, 

The  second  panel  is  a  D.  C.  panel.  At  the  top  is  mounted  a 
circuit  breaker  and  directly  below  it  a  7511-ampere  ammeter  and 
n,.M  rheostat  Below  th«  rheostat  are  mounted  tour  -witches: 
One  field  transfer  switch  for  connecting  the  fields  of  the  rotary 
directly  10  Its  own  blushes  for  self-exciting  or  10  the  trolley  cir- 
,  ,,,i  tor  separati  1  Ig  at  the  starting  lip;  one  main  single- 
pole  single-throw  positive  switch;  one  starting  switch  connected 
to  an  iioa  mid  rheostat  back  ol  the  board;  one  double  pole  sin 
gle-throw  Held  switch  equipped  with  resistance  tor  taking  the 
Held  discharge  upon  opening. 

Tin-  third  panel  is  a  double  feeder  panel  for  the  \ volt  cir- 
cuit This  panel  Is  equipped  with  two  circuit  breakers,  two 
ammeters  and  two  singli  pole  double-throw  switches.  The  direi 
current  voltmeter  for  this  board  is  mounted  upon  a  swinging 
bracket  at  one  side  of  the  hoard.  The  Instruments  and  switches 
,i  the  board  are  positive  ami  the  negative  bad  is  brought 
from  the  rotary  to  the  negative  switch  mounted  upon  a  separate 
pi    Bstal, 

Back  of  the   board  stands  a  Stanley    la.lMHl-voll    thtee-pole   sin- 

.   throw  combined  oil  swiUh  and  Circuit   breaker.     This  circuit 

breaker  I     attached  to  tin-  boatd  and  is  operated  by  a  handle 

projecting   through   the  sub  panel  of  the   A.   C.   panel,  as  above 

It  UK 

The  companj  was  represented  bj   Dr.  F.  A  C,  Perrlne,  o.  B. 

Rtisbmore,  S.  T    Dodd  1 H.  R.  Wilson,  ol  Pittsfleld,  Mass.;  R. 

I).  Lllllbildge  and  B    K,  Hough,  ot  New  fork;  C    VanDeVenter, 
1.   u    Harvey,  W.  v.  Bergenthal  and  Ward  s.  Arnold,  of  Chicago; 

,1    e   1.0.  kwo  1 1  and  M    w  .  Thomas,  oi  Detroit, 

»t»t»t 
TIES    FOR   TROLLEx    ROADS. 


The  Eccleston  Lumber  Co.,  29  Broadway,  New  Stork,  has  been 
rushed  with  orders  all  along,  especially  for  ties,  which  it  makes 
-,  specialty  of  furnishing  to  trolley  ami  steam  roads.     All  kinds 

and  slzea  of  ties  can  bs  Bhlpped  promptly,  the  c any  being 

especlall)    well  equipped  to  handle  business  of  ibis  nature.     11 

oea  a  large  pole  :l1"'  •  r""~  ■"'"'  business,  furnishing  poles 

of  lout-  loaf  yellow  pin.-,  octagonal  or  Bquare,  Juniper  or  Southern 

, ledar    cbei I   ami  cypress.     President   J.    B.   Eccleston 

thai    H    has    1 11    an    1 .-ually    pi -osperoiis  .season   and    the 

outlook  for  lOOa  la  1 r  than  ever, 

a>  a>  a? 

AMERICAN    RAILWAY    SI  '1'1'LY   CO. 


in.   .0  no-  most  attractive  exhibits  was  thai  of  the  a an 

Railway  Bupply  Co.,  of  New  Voit,  under  the  direction  of  Gen 

era!  Manager  Waltai   ''ton      in  a  large  oak   fri -  surrounded 

othei    oi    amenta!   brass   wen-  si a   a    red    plush 

background   the   various  cap  and   coat    bad  -      tor   which   this 
company  is  ho  fa  known      Manage)   Chnr  Bald   tl 

wiih   very   well   satisfied   with   the   convent having   received 

requests  for  samples  and   prices,  and   1 ot  bugl 

ni-HH.    in  fail,  ii  was  the  best  convention  he  ever  attended.    For 

„    hoiiv Mi      ''Ion     pro'-  to    ph-iisc    thfl    ladles 

of  the  pin  was  d  1      '•    s   11    \    Detroit    L902 " 


743 


DAILY    STREET    RAILWAY    REVIEW.  [Voi   \n. 

STANDARD    INACTION    BRAKE  CO  NEW    HAVEN  CAB  REGISTER  CO 


on  Urako  i  '''  ""■ 

Hows: 

Brill  pivotal 
. 

g    b  ll«  In 

Itta  a  K-ll  i  ■  '«  Irlc  h<  onne< 

Hon  uii  aplled  beneath  long! 

ipplied  in  ...  ii. .  Hon  with  the   Hale 

4   Kill.  ""''   croa 

I,       with    ailtOOT  - 

lached;  '>  \    r  op  irating  o  "  v  '■'  vah 

Honed  to  show  mover  live;  O  V  <: 

operatl  '  "'  '  •' ' ''''    rallwaj 

id  fltttngs  used  with  Btandard  system 
electric  bi  applied 

i  i,,ss  Beal  No>  12;  heater  switch 
used  In  connection  with  "Btandard"  Form  D  contn 
ilate  ih.   temperature  In  the  i  ai :  hi  ater  s»i:<  li  No,  1 
in  .  onnectlo  i  wll  braxe  <  ontrollera; 

Improyi  oonBtrallon  ..i   Ihe  path  of 

the  magnetic  flux  ihto  I  and  the  rail;  designs 

of  magnetli    brake  as  applied  to  trucks;    \  C  N  duplex-geared 

axle-drive np  ■   C  C  dupl  •  axle-driven  com- 

i .  i;  |-  regula    ir  for  compresso  id  main 

.iiii  duplex  check  valve  Interposed;  C  V  F  duplicate 
check   valve,   sectioned;    D-l    motor-driven   air  compressor;    D-2 
motor -hivi'  i  air  compressor;   D-3  motor-driven  air  compn 
IC-i    motor-drives   air   compressor   with   two   vertical   cylinders; 
electric  pump  governor,  Form  C;  elei  p  governor,  Form 

D:   motorman's  brake  valve  with  slide-valve  reed  valve;   No.  1 
pressure  leduclng  valve;   reservoir  with  all  welded  joints. 
The  company's  repre  entative  uventlon  were;    J.  R. 

■     C.    It.   EBlicott,   New    York;    Q.   A.  Ma  C.   Farmer, 

Chicago;    P,  J.  Myler,  Hamilton,  Ont.;   A.  D,  Brown,  Buffalo;   S. 
D.  Hutchlns,  Columbus,  O.;  W    Cummins,  Cincinnati;  [.B.Clarke, 
I-:   H.  Dewson,  F.  C.  Newell,  Pittsburg;   F.  V.  Green,  A.  J.  Brislin, 
fork. 

bttt  H 

HtON   FUSE   BLOCKS   FOR  STREET  CARS. 


One  hi    the   minor  exhibil  Electric   & 

Manufacturing  Co.   was  an   iron   fuse   block   for  cars,  which   is 

shown  in  the  accompanying  Illustration,     rhis  fuse  bl  i  I    If  com 

by  an   ii  hi  casing,  except    when    the  vi 

through  Hi.'  bottom.     It  is  easily  aei  isslble  for  renewing 

e  ■uni   whi  Dtacts  on  which  the  [use  is  Bup- 


porte  I  i n    ...ii  "I   i  >.'.  nil.  i 

the  [use  while  the  line  Is  alive.     \  straight  piece  oi  cop- 
per wire  is  use. i  [or  a  (use,  and  ii  Is  secure  i  in  place  and  i  lamped 
ai loslni  «1       Hem  e,  in  re- 

newing, ii   is  only  necessary  to  open  the  block,  drop  a  pit 
Btraight  copper  wire  in  place,  and  again  close  the  block;  this  is 
n  yer  are  in  i  old  cr  sunn.-. 

r  9  r 
The  Crocki  r-v.  I                   was  represented  at   the  convention 
i.\   the  following  members  ol  the  company's  Belling  force:     Put- 
nam   \  i  -   w    Stall 

■  N  J.;  Francis  B.  De  Cress,  manager  New  York  office; 
Julian  Roe  and  Bert  Forde,  Chicago;  William  H.  Wtselng,  St. 
Louis;   \v.  F.  Sullivan.  Cleveland;   W.   l    Hartwig,  Detroll 


The  exhibil  ■  •!   the  New  Haven  Car  I.  was  very  com 

.ml  Included  some  do!  rhere  was  a  new 

controller  di  united  t..  keep  the  motorman  from  turning 

..a  current  more  than  one  notch  al  a  ii although  the  devic" 

can  be  worked  rapidly.  A  great  many  visitors,  especially  motor 
men.  evinced  ninch  interest  in  this  appliance,  which  is  entirety 
new  anil  Blmple,  It  ha-  ..lie  endless  Hal  spring  insiile.  the  lug 
uf  which  »i.rks  ..ii  the  principle  ..i  s  .1 '  latch. 

The  new  r  del  register  was  ai>..  a  feature.    This  mi 

chine  works  .."  similar  lims  to  others,  the  difference  lying 
device  that  makes  ii  Impossible,  even  If  the  glass  is  broken,  t.. 

the  figures  on  the  In  train  or  totalizer.     Attention  was 

called  to  the  fact  that  1 1 ■  i ^  is  the  onl)  company  that  makes  a 
triple  register  that  records  three  styles  of  fares  ami  is  operated 
in  the  regular  way, 

An  ther  specialty  •  •!  the  dlspUt]  was  a  new  trolley  wheel  Qui 

requires  i U  and  has  no  bushing.     Tin    barrel  Is  made  by  the 

si lit  in  ii  as  graphite  lubricant    it  is  machine  rifled  ami  ail 

made  solid.  Tin  groove  is  wide,  b  int;  eatrj  on  overhead  con 
struction.  The  company  exhibited  letters  to  show  thai  the  wheel 
gives  eminent  satisfaction.     In  addition  to  the  articles  enumer 

ated  the  exhibit  Included  ti unpany's  Btandard  reglstei 

fixtures,  punchers,  Insulated  tape  and  varnish  ami  other  products 
A  unique  Bouvenir  was  distributed,  consisting  of  pocket  mirror 
ami  pin  cushion.  The  looking  class  Is  concaved,  bo  that  the  en- 
tire face  is  reflected.  The  representatives  of  the  company  present 
were;  Willis  Anthony,  president;  F.  Coleman,  vice-president  and 
general  manager;  John  s.  Bradley,  secretory  and  treasurer;  J.  M 
1 1 . i \ .-.  m.  ile  l'.  Yati  s  and  l larry  Bi 

THE    ADAMS   ft    rTESTLAKE   CO. 


The  principal  features  of  the  Adams  >v-   Westlake  Co    exhibit 

were  the  Mosher  arc  headlight,  the  contra-twlst  door  fixture 
and  the  Kling  &  Adlakc  brake  handle.  There  were  also  samples 
of  marker  tamps,  switi  ii  lamps  ami  lanterns.  An  excellent 
feature  of  the  Adams  i  Westlake  lamps  is  that  they  are  non- 
swcatlng,  which  In  cold  weather  prevents  the  gathering  of  mois- 
ture and  ice  on  the  inside  of  the  lenses,  thus  giving  an  efficient 
signal.  Another  point  brought  out  by  the  company's  represen- 
tatives is  that  the  A.  &  W.  lights  are  standard  on  some  of  the 
largest  street  railway  and  railroad  lines  in  the  world.  Mr.  A 
S.  Anderson,  of  Chicago,  and  Mr.  James  Foster,  of  Philadelphia. 
presided  over  the  Adams  &  Westlake  honth.  which  was  easily 
on  account  of  the  powerful  rays  of  a  Mosher  arc  headlight 
which  was  in  op  ration  constantly. 

►tat** 

THE    NBAL    DUPLEX    BRAKE. 


The   United   states   steel   Co.   exhibited   the   well-known   Neal 
duplex    brake,    large    shipments    of     which     have    recently    been 

ordered  from  Indianapolis,  St.  Louis  and    I  3uccess 

ful  trial  equipments  have  been  Bent  to  Cleveland,  o..  also.    The 
company  Bends  the  brakes  Bubject  to  a  satisfactory  trial. 

«*t*t 
AN  INTERESTING  POLE  EXHIBIT. 


The  Standard  Pole  &  Tie  Co.'s  exhibit  was  one  of  the  most 
Interesting  in  the  hall.  It  was.  In  charge  of  Vice-President  B. 
G.  Chamberlin,  aided  bj  Secretary  and  Treasurer  Fred  L.  Mer- 
rltt.  This  company  makes  a  specialty  of  octagonal  and  square 
poles  and  when  Its  new  plant  at  Brooksvllle,  Fla..  is  completed 
it  will  make  a  specialty  of  cross  arms.  It  has  sold  upwards  of 
10,000  southern  whit.-  eedar  pules  In  the  middle  west  during  the 
past  12  months.  A  large  section  of  one  of  these  poles  was  ex- 
hibited this  w.ek.  as  were  several  explanatory  photographs  of 
impany's  pole  yard  at  Wilmington,  Ala.  It  was  also  ex- 
plained thai  the  Standard  company  furnished  the  corner  posts, 
of  Florida  h.art  pine,  in  the  car  used  in  the  Providence  Car 
Fender  Co.*S  exhibit  adjoining  that  of  the  pole  company.  Mr. 
Chamberlin  goes  from  Detroit  to  superintend  the  completion  of 
the  Brooksvllle  plant. 


Oct.  i 


DAILY    STREET     RAILWAY     REVIEW. 


743 


*♦♦♦♦♦♦♦♦♦♦♦♦♦♦♦♦♦♦♦♦♦♦«♦♦♦♦♦♦♦♦♦♦♦♦♦♦♦♦♦♦♦♦♦♦♦♦»♦♦♦♦♦♦«♦♦♦♦♦♦♦♦♦«♦♦»♦♦♦♦♦♦♦♦♦♦♦♦♦♦♦♦»♦♦«'«> 

IThe  HART  TIE  PLATE! 

♦  t 

♦ 


Made    in    three   widths:       4'4,   5  and  6  inches. 

SPENCER,  OTIS  &  CO.,  Sales  Agents,  ♦ 

<H>3  Plymouth  Building,  CHICAQO.     U.  S.  r-at    Bank  Building.  OMAHA  % 


M  iNU-  \i  Tl/KK  A.ND  SAl.E  CONTROLLED  MY  _ 
QEORQE  FULLER,   1300  OLD   COLONY  BUILDING,  CMICAOI 

Republic  Railway  Appliance  Co.  Lincoln  Trust  Bldg. .  St,  Louis,  Mo. 


♦ 

: 
: 


♦♦^♦♦♦♦♦♦^♦♦♦♦♦♦♦♦♦♦♦♦♦^ ♦♦♦♦♦♦♦♦♦♦♦♦♦♦♦♦♦♦♦♦♦♦♦♦♦♦♦♦♦♦♦♦♦♦♦♦♦♦♦♦♦»♦♦♦♦♦♦♦♦♦♦♦♦♦♦♦♦♦♦♦♦♦♦♦♦*« 


«'liiu   BRASS  CO.'S  SPECIALTIES. 


MILLKRS  SANDING    MACHINE. 


Tli.-  1  -  Co.  had  a  large  and  tastefully  arranged  exhibit 

that  was  a  1 :ca  for  Inquirers  throughout  the  convention.    Th  ■ 

•  if  all-win-  rail  bonds   was  exc  edingly  interesting.     In 

:■<■  ••>  1 1  the  terminal  i-  made  from  the  wire,  fori 

minimi  us  conduct)  r  and  eliminating  contacts  that  usually  pre 
vail  in  cast  tirniinal  bonds,  I  londs  are  re- 
potted in  have  been  ei tdinglj   larj 

a  vi-ry  mat  display  was  afforded  by  tin-  railing  made  of  80-lb, 

■  >i  with  a  1  wire  1 ds  and  rarlous  forms  of 

.  's  third  rail  Insulators.    A  full  line  of  overhead 
tlSO  attrai-.ivi  ly  laid  mil. 
Tin-  representatives  >f  the  company   in  attendance   were  the 

following:   1'.    K.  Bang,    secretary;  G -ge  A.   Hamvoori,  [general 

agent;  II  C.  Schwable,  of  the  gen  ral  office;  V  M.  Garland,  New 
Vi.rk;  Hurt  Gellatly,  Pittsburg;  Otto  W.  Utboff,  St.  Louis;  a.  ].. 
Wilkinson,  Mansfield  0.;  George  a.  Meade,  chief  engineer,  ami 
Porter  a.-  Berg,  tin-  Chicago  agents,  a  cigar  holder  ami  ash 
receiver  of  nickelled  ln-a>s  was  the  1902  souvenir. 

UK* 
II.    'A'.   JOHNS-MAN VI LLB   CO 


The    II.    W.   Johns  H  l   a  diversified   display    •>! 

ipplies,  Including  tin'  "Noark"  fuses,  "Johns"  electric 
ear   heaters,    Philadelphia   brenk.   met  ngs.   giant   strain 

insulator,   toggle-clamp   teed    win-   Insulator,   Philadelphia   Insu- 
lated crossing,  "H.  W.    1  "  an-  lamp  hangers,  Vulcabeston  insu 

ill Ttfei  1 

many  Incpti  Johns-Manville   booth   anil    many   1 

for  catalogs  ami  price 

►  »f 

The   F    Btssell    in     agenta    for   tin-   Nernst    lamps,   presented 
callers  a  useful  souvenir  <<  a  st<?H  key  ring  with 

an  Ivory  tag 

It  *t  *t 
■  I  Philadelphia,  dlspU  :  ol  metal  lockers 

in  the  annex      1  tal   is  tin    mat.  rial   used,  cut  Into 

I     mi    Joints    or    COnni 

Deal  and  attrai  tlve     The  G<  neral  1 

plant     They   Insure 

■tun 

1:    I'    \  tit  tn  II  in.  i»  Living  in  11 1:1  - 1  •■  i-  mechanics   ens 

1 1  :  - 

r  r  r 

nted    at    tin 

'..w    York.    II     II 

'.    Franklin 

1    Rarnoi    in  1 


\  m-w  sanding  tuachl  e,  shown  by  D.  N.  Miller,  of  Detroit,  is 
equipped  with  forced-feed  bandies,  which  permits  using  green 
sand  without  iis  having  t"  be  kiln  dried.  This  fander  is  in  us- 
in  Hamilton,  Ont.,  ami  Mr.  Miiier  stated  thai  In-  would  place  H 
mi  any  ni.-ul  in  Aimriri  I'm-  trial.  He  Intends  tn  pul  il  mi  the 
market  at  a  prm  •  that  will  ensure  iis  general  use. 

»  *  * 

Mr.  11.  B.  Jenkins,  of  Toronto,  Out.,  was  at  tin-  convention 
showing  th"  "Jenkins  Improved  car  sander." 

*.*  * 

in  tin-  annex  was  shown  the  Norwood  ball  bearing  base,  both 
center  ami  side  bearings,  controlled  bj  the  Hall  Bearing  Co., 
ii  Baltimore,  Md. 

HICK 

The  United  Statrs  st:  ci  Co.  gave  out  two  mat  souvenirs,  an 

aluminum  covered  me ■andum  booh  ami  an  aluminum  business 

card,  upon  tin-  back  of  which  Is  the  yearly  calendar. 

ttxte 

Tin'  Standard  Pole  A  Tie  Co.'s  souvenir  was  an  octagonal  pen 
imi  lei  shaped  like  one  of  tin-  octagonal  poles  the  company  main': 

v  *  * 

Mr,  Herbert  w.  Smith,  assistant  manager  ol  the  railway 
department   of  the   Stnart-Howland  t'"..  Boston,  was  on  hand  at 

in.   1 : > •  1  r  1  \  's  spai  e. 

'I'll.'  Pittsburg  1  ransfer  1  ti  kel    ma.  ■.  manufai  tured   b  .    the 

Pittsburg    iiiu.-   rum    Paper   ft    Manufacturing  Co.,   and    which 

was  Illustrated  ami  trei 1  In  yesterday's  daily,  was  exhibited  by 

s.  ii.  VVhltrn in'    in  1    ■  .    ral  mat  atded  by  Robert 

Qlbson, 

OH" 

Oeneral   Manager  .1    S,  81 r  of  tin-  Speer  Carbon  Co.,    itatt 

com entlon  ha     certalnlj    bi    1  in  him      Tl 

as    a     result     Ol     tin     1  nm.  .  ill  mn      i       .  nl  I 

ami  altogetbi  i'  he  c  mi  Iders  the  convention  a  greal    mcce 
Mr.    11.    Di    Steesi     re] as    Btuart-Howland    1'"      Boston, 

"I      I  ailwal      anil     light  III"     :   UppUl  mil       I   10 

Hotel   i   mi 1 1 1. M       '.i i     ii 1 1    w.   Smith,  a    Ii  ti lanager  ni 

tli     n'  i t  of  thi  '        "  1 1.   'i  i   adance 

•»  •?,* 

Mr    r.    \.    Poppoul pri   Id i    the  CJrcen    I  pei  iua 

1 '"    ni  Chicago  'M  i i.i mi  ti.  till  a i ii m I  Hi.-  econi ■  efTerted 

■    i     in-'  h "i 

rrit 

"i  ii..'  i mil   Hanufai i  Prei i    i     \    Mc 

Qlnl)   ami  Sup.  i  Freed   were  much  in  evl 

deni  .dull  i  ".ii 


744 


IUII.Y     SI  Kl-.l-  1      KAII.W  \N      REVI1 


THE    NICHOLS-LINTERN    COMPANY, 
Track  Sanding  System 


ELECTRIC   BLDG.. 


Sa\/es 

EQUIPMENT  CURRENT 

TIME     AIR    SAND 

PREVENTS  ACCIDENTS 


CLEVELAND,    OHIO. 


■BM 


I.I  VRUronl.'S  M:\\    ELECTRIC  CAR. 


At  the  last  meetiug  of  the  Tramways  Committee  of  the  Liver- 
arporarJon,  tUe  proceedings  of  the  Finance  and  Sui 
tulttee.  which   Included  a  report  hy  the  city  tramways  general 
manager  .Mr  C.  is.  Bellamy)  as  to  a  new  covered  car  which  he 
bad  designed.  were  adopted. 

Tin-  report  stated  that  the  experience  of  the  committee,  after 
trying  1 1 1«-  American  and  German  types  of  ears,  was  that  outside 
ere  very  popular.    Hut  it  was  recognised  that  outside  pas- 
tain  grievances  arising  from  discomfort  in  bad 
weather,  wet  seats  and  exp  sure.    There  were  other  people,  more 
-   who  were  more  or  less  nervous  In  regard  to  the 
trolley  standard.     A  further  <|uost ion  which  the  committee  had 
..instantly  before  them  was  the  overcrowding,  both  inside  and 
outside.     All  these  things  bad  occupied  the  cl  sost  attention  of 
oeral  manager,  and,  with  the  assistance  of  his  staff.  Mr. 
Bellamy  had  now  produced  a  .ar  with  the  upper  deck  cleverly 
covered  in.    The  roof  of  this  cover  was  6  feel  2  Inches  from  the 
deck,  and  was  constructed  of  a  1  iirli t  frame  of  stool,  with  movable 
ad  t  ps  of  waterproof  canvas.     The  contrivance  was  in 
s,  which  could  In.  moved  at  will  in  the  space  of  a  few 
minutes.    The  covering  was  sot  back  fore  and  aft  sufficiently  to 
avoid  the  current  of  air  which  came  up  from  the  staircase,  and 
an  additional  advantage  was  that  tlio  trolley  standard   h 
moved.    On  the  new  ear  seating  accommodati  n  was  provided  for 
13  persona  outside  and  .".l  inside.    Therefore,  by  limiting  the  over- 
erowdinir  inside  t  ■  its  present  extent  of  nine  s,   they 

would  be  enabled  to  carry  .■"  past  <a  a  car. 

wdlng  would  N'  very  greatly  restricted,  and  that  in 
time  they  would  abolish  completely  anything  approaching  over 
crowding.  It  was  proposed  t  >  apply  this  covering  to  M  cara  now 
coming  from  the  makers,  and  to  twelve  which  were  being  built 
in  their  own  works  The  upper  deck  would  be  thoroughly  well 
i  i.y  three  lights  in  addition  to  the  end  • 

\K\V  TORK  OFFICE  OF  CHRISTENSEN  BNG1NEERIN0  I  •  I 


l'y  r.\'is..ii  ..f  the  increasing  demands  of  its  business  the  eastern 
•  f  the  Christensen  Bnglneerlng  Co.,  at  136  Broadway,  have 
nlarged  by  the  acquiring  additional  adjoining 

which  will  i«>  used  for  general  office  and  exhibition  pur 
I'le-  now  suite  has  been  elegantly  furnished  and  tbi 
pany's  many  fr!-  rdially  Invited  to  visit  the  company 

enlarged  quarters.    Out-of-town  vis  .    York  are 

ilarly  Invited  to  partake  of  the  comforts  furnished  and  to 
.'i  irt<  i  a  «  hilo  in  t  iwn. 
r  r  »> 

Mr     I'     X.    Root,    manager   of   the    Hoot    Track    - 

phasizes    the    fa.  t    that    the    Hoot    - 
istens  to  the  truck  on  a  douhle  truck  car. 
liability  of  the  scraper  leaving  th»  trark  on 


ONE   MURK  OK  TIIK   SAME   KIND 


The  following  is  still  another  aampie  of  the   I 

nsolidated  Car  Fender  Co..  of  New  York  City,  n 
every  day  from  some  one  of  the  800  cities  in  which  the  Providence 
is  used  exclusively: 
Y.tta  Levine.  3  years  old.  of  ,"4  Montgomery  street,  was  cross- 
ing the  street  in  front  of  her  home  .Saturday  afternoon  when 
she  was  run  down  hy  Court  House  car  No.  2.".9  The  motorman 
could  not  stop  the  car.  but  the  child  was  r.nt  "tnr;  She  fell  in  the 
fender.  Her  father  took  her  home." — From  Jersey  City  .  \"  .1  i 
Journal.  June  lfi.  1902 

■tit  H 

THE   HART  TIE  PLATE 


Spencer.  Otis  &  Co..  of  Chicago,  sales  agents  for  the  Hart  tie 
plate  described  in  Thursday's  "Daily  Review."  report  a  great  deal 
of  interest  manifested  in  the  device  by  street  railway  men.  par- 
ticularly  track   engineers.     The   manufacture   and   sale  of  this 
plate  are  controlled  by  George  Fuller.  Old  Colony  building,  Chl- 
The  Republic  Railway  Appliance  Co.  is  St.  Louis  agent. 
»*ft 
Mr.  11     K.   Doolittle.  of  Waterfowii.  N.   Y  .   was  kepi   bus 
plaining  ■  model  of  his  new  window  acted  that  either 

n  be  removed  without  disturbing  a  <t..p  ..r  ■  screw     Mr. 
Doolittle  is  an  expert  mechanic,  and  his  towi  ndorse 

him  very  highly. 

ftftft 
Mr.   Henry   A.   Dorner.   of  I.  igansport,   Ind..   was  .  n   hand  to 
explain  the  merits  of  the  Dorner  truck  that  stood  on   I 
street,  mar  the  entrance  to  the  hall. 

rail! 
lent   E.  Lockwood,  Of  the  Michigan  Electric  Co.,  dr  pped 
into  the  convention  frequently.     Ho  sai.l   it  struck  him  that   it 
rould  hardly  l>o  Improved  nron. 

*»?ft 
The  General  Electric  Compan>  among 

others.  J.  R  Lovejoy.  J.  J.  Mahoney.  C.  C.  Pierce.  J.  B.  Pevear. 
B  E.  Surroy.  G.  D.  Rosenthal.  J.  H.  Livsey.  J.  C.  Calisch.  T  P. 
Bailey.  F.  H.  Gale.  R.  H.  Beach  and  E.  H.  Mullin. 

ft  am 
The   Northern    Electrical    Manufacturit.g   Co    interests   in    the 
convention  were  represented  by  Mameoi    !.    M    Harvey,  of  Chi- 
who  also  looked  after  the  Stanley  Electric  Co.  exhihit. 
**» 
President  W.  R.  Garton.  of  the  W.   R.  Carton  Co..  eh 
supplies,  of  Chicago,  was  here   there  and  everywhere  during  the 
.  onv.  ntion  making  hi-  known  and  keeping  his  eye  open 

for  buslm 

ftftft 
The  Wheelei    Walkover  car  seat   exhibited   by   the  Heywood 
■   W'ak.to  andard  on  t li. -  Pennsylvania  railroad 

Orders  have  been  from   that  road  for  nearly  8 

so  far  this  year  Visitors  to  the  exhibit  evidenced  much  Interest 
in  this  seat. 


STREET  RAILWAY  REVIEW. 


745 


PUBLISHED    ON    THE    20th   OF    EACH    MONT1  . 

WINDSOR  &   KENF1ELD  PUBLISHING  CO., 

45-47  PLYMOUTH  PLACE,  CHICAGO,  ILL. 

OABLS  ADDRESS.  "  rVINPISLO-"  LONG    DISTANCE  TELEPHONE.  HARRISON   754. 


BRANCH  OFFICES: 
No.  39  Cortlandt  St.,  New  York,  N.  Y. 
Electric  Building,  Cleveland,  0. 


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

AUrftg  all  Communications  and  Remittances  to  Windsor  &  KenfielJ  Publishing  Co. 
Chicago,  III. 

CORRESPONDENCE. 

We  cordially  invite  correspondence  on  all  subjects  «>f  interest  to  tbose 
engaged  in  an v  branch  "f  Btreel  railway  work,  and  will  gratefully  appreciate 
any  marked  copies  '»f  papers  or  news  Items  our  street  railway  friends  may  send 
us,  pertaining  either  tu  companies  or  officers, 


DOES  THE  MANAGER  WANT  ANYTHING? 

If  you  contemplate  the  purchase  ol  an  v  supplies  or  material,  we  can  save 
yon  much  time  and  trouble.  Drop  a  line  to  Tin.  K  i  vxsw,  stating  wbal  you  are 
m  the  market  f«>r,  and  yon  will  promptly  receiTe  bid--  and  est!  mates  from  all  the 

lers  in  th.il  line.      We  nuke  no  Charge  for  publishing  such  notices  in  our 
Bulletin  of  Advance  News,  which  is  sent  to  all  manufacturers. 

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


VOL.  XII. 


OCTOBER  20,  1902. 


NO.  10 


I  his    year    for    the    fourth    time   the   "Street    Railway    Review" 

published  a  "Daily  Edition"  on  the  occasion  of  the  annual  meetings 

lerican  Street  Railway  Association  and  the  Street  Railway 

Accountant  i°   Association,   the   "Daily"   being  published   in   Detroit 

and  appearing  on  the  mornings  of  Oct.  8,  9,  10  and  11,  1902.     These 

tour  numbers  of  the  "Daily  Street  Railway  Review  aggregated  132 

reading  pages  and  included  full  accounts  of  the  proceedings  of  the 

eption  of  two  committee  reports,  one 

en  in  this  issue;  publication  of  the  other  report,  that 

of  the  Committee   on   Standards,   will   have   to   be    further   delayed 

f  the  draw  ompany  it  not  being  ready. 

Daily  tarati   publication,  but  is  in  its  nature 

Icmcntary    to    the    monthly    "Street    Railway    Review,"    and    foi 

should  be  bound  with  the  latter,  and  for  this 

ti  the  folio  numbers  of  the  "Daily"  were  ma  ecutive  with 

the  regular  "}<■  i    the  "Daily" 

Id  be  tiled  with  the  monthly  in  on 

extremely  gratifying  to  uf  to  know  thai   our  enterprise  in 

publ  ports  and  placing  them  in 

the  I  ghlj  appro  iati  d  each 

I  In-  undertaking  hai  grown  rapidlj  and  we  trust 

that  foi    the   '  Daily"  will  not   be   found  uninteresting: 

I  otal 

I  '  Pages. 

5  212 

88  188 

rl  .4  125  252 

4  i-U  3O0 

It  wil  thai  the  foul    D  ned  practi- 

cally leading  matter  that   are   to  be 

!'-W." 

oagratulatf  id  the  Accountants  on 

.'  'heir  secretaries  for  the  ensuing  year,     l  be  success  of  an 

association  of  the  characo  a  very  great  extent  de- 


pendent upon  its  active  executive  officer,  who  is  of  course  the  sec- 
retary, and  no  policy  is  more  certain  to  bring  good  results  than  that 
1  inning  an  efficient  secretary  in  office. 


In  his  presidential  address  at  the  opening  session  of  the   1 
convention  Mr,  \  Iceland  laid  stress  on  the  opportunities  of  the  A.  S. 

K.    \.  us  scope,  and  one  of  the  points  to  which  he  di- 

rected attention  was  that  discussed  editorially  in  the  "Review"  for 
Sept  jo.  lou.  He  pointed  out  the  rapid  increase  both  in  number 
and  in  magnitude  of  the  electric  railways  which  are  not  organized 
as  "street  railways"  and  do  not  have  their  tracks  laid  in  streets,  and 
are,  perhaps,  not  eligibli  to  membership  in  the  association  under  a 
strict  construction  of  Article  III  of  the  Constitution,  but  which 
look  to  the  American  Street  Railway  Association  as  the  exponent 
of  their  interests,  and  expressed  the  belief  that  even  were  a  change 
of  the  name  of  this  association  considered  inadvisable  it  was  de- 
sirable  to  welcome  the  participation  of  all  companies  engaged  in 
electric  railway  transportation.  Attention  was  also  directed  to  the 
fact  that  the  present  development  of  interurban  railways  had 
brought  with  it  certain  questions  that  affect  street  railways  proper, 
for  instance,  the  interchange  of  freight,  the  handling  of  express 
and  parcels  by  city  lines,  and  the  joint  use  of  urban  tracks  for  ter- 
minal purposes. 


An  important  event  at  the  Detroit  convention  was  the  meeting 
of  master  mechanics  and  chief  engineers,  at  which  steps  were  taken 
to  organize  a  new  association  of  electric  railway  men — one  that 
shall  comprise  the  heads  of  departments  in  charge  of  the  motive 
power  and  rolling  stock.  One  of  the  effects  of  consolidations  of 
railway  companies  has  been  to  impress  on  the  managers  of  the 
merged  companies  the  disadvantages  of  having  to  operate  and  re- 
pair  diversified  equipments,  which  included  "one  of  every  kind," 
and  it  is  doubtless  due  to  this  fact  that  for  the  last  two  years  com- 
mittees of  the  A.  S.  R.  A.  have  been  appointed  to  report  on  stand- 
ards for  rolling  stock.  Neither  of  the  reports  on  this  subject 
recently  submitted  (1901  and  1902)  were  discussed  before  the  con- 
vention,  which    musl    be   taken   as   indicating  that   the  A.    S.    R.   A. 

had  thi   timi  to  properly  consider  them.     The  adoption  of  rolling 

stock  standards  can  only  result  after  a  full  consideration  of  a  multi- 
tude of  detail-  with  which  the  master  mechanic  is  entirely  familiar, 
and  therefore  is  a  matter  peculiarly  the  province,  of  such  an  asso- 
ciation as  thi  new  om  designed  to  he.  Similarly  the  question 
iprocating  engines  versus  turbines,  which  is  undoubtedly  a 
live  one  now,  is  not  one  thai  many  railway  managers  would  care  to 
decide  until  after  thoroughly  canvassing  it  with  the  head  of  their 
powi  1   departments. 

The  A.  S.  R.  A.  has  always  been  a  progressive  body  and  its  posi- 
iion  today  i-  du<  to  the  liberal  spirit  in  which  it  has  met  the  changes 
resulting  from  the   rapid   development  of  the   field   il    now  covers. 

We    may    lb peel     thi     association,    both    as    a    body    and 

through    the    managers    of    its    member    companies,    to    give    cordial 

upl to  thi   i"  'i ion. 

"Thi     Mechanical    and    Electrical     \    ocial 1    Electric    Rail- 
will  hi.  .  1  .11  1  leveland  Jan.  u.  1903,  for  the  purpose  of  effect - 
mil;    a    permanent    organization.      We    predict    success    for    il    and 
in  1    tl mi 1  '■  thai    11    sbaii  alw              1    the  heartii   1   co 

Opel  ilion  of  the  "Re\  11 


convention  of  thi    An an   Street    Railway    \    0 

'Mi was  in  man',   n  peel    the  mosl    ucci     Eul  one  thai  ha    evei 

•  Id,  pai  1  ii  ularly  in  thi   charactei  of  the  papei     pi  1  enti  d,  in 

Hi'   increased  attendance  al  thi   bu  1 ting  .  and  in  the  largi 

number   both    ol  1      and    manufacl al    the   convention. 

troil  many  of  the  almost  innumerabli    expn  ol     ati 

fai  H"ii  thai       '         ird  luded  with,  "h   1    th<    I; I  conven 

lion  the  .1  ■  01  lain.  11  evei   held,  excepting  lasl  year  al    New  York." 

In  \  iew  of  the  fin  t  thai    hi    1  pinion  1    doubtli      th -  nerally 

held,  a  1  omp  hi  ..ii  of  Fi  Yorl    and  I >e 

ing  and  pei  hap      ur; 

*    *    * 

At  New   \ . ..       11    toot    it"    total   numbi  1    ol   pei  on     regisl 

......   1,414;    "i  if.   .    (78  '.■■'  re  di  Ii 

86  "  -  1 '   ladii     and  ;  5  \  were  da    ed   

us.  ini  luding  in  pn     ntative  1  ol  no 

nam and  of  thi    pi  1 

t,  in  1902,  the  total  regi  [ration  wai    1,779,  ■  60  more 


74(. 


-I  REE  1    RAILWAY   REVIEW. 


xii.  No.  10. 


in  round  minilx  t-. 

•  ♦    • 

i 
■ 

ilu    total    numb 
■    i 

rtainl) 
under   thi 
limited  spai  i 
firms  making  more  extended  exhibits,  we  arc  inclined 
in  think  that  tin  ond  in  none. 

For  the  admirable  manner  mi  which  tl  handled  thi 

thanks  man  of  the  exhibit  com 

rid  those  «  ho  were  In*  principal 
k,  Kcrv>  m.  '  i         I  and  1 

*  *    * 

the  illness  i il 
Hutchings,  of  the  Detroit  United  Railway,  which  prevented  him  from 
taking  an  active  part  in  ilu-  meetings;    with  charactcri  tii    Eoi 
however,  Mr.   rlutchins  made  a  point  of  being  present  al   thi 

ich  daj .  ami  .hi  Friday  night 
•ho  banquet  ami  deliver  an  addrt  ss  on  the  occasion 
nt  his  installation  a-  president  of  the  association. 


incoming  ■  .■•■  I  the  A.  S.  K.  A.  is  cl 

with  more  important  duties  than  have  fallen  to  many  of  it-  predc- 

nts  of  policy  that  must  receive  consideration  relate 

to  the  inmi  ation,  ami  in  the  future  meeting 

for  conventions.     Ii  was  n  ictroit,  as  never  before, 

that  tin  m  makes  extraordinary  demands  on  the  convention 

city  fo  a, I  In, til  accom dations.  ami  the  fai 

the  committee  on  nominations  was  pon  a  meeting 

place   i'"i'    ■  ■  >  entertain 

burdens   that    tl  ii      ol    few    cities 

care  i"  assume.     A  change  thai   ha  d        in  Imld  the 

annual  com  lys   in   the   -aim    place,  •"    perhaps  alternate 

between  such  large  cities  as  New  York,  Chicago,  Si  I 
Philadelphia,  where  exhibit  halls  of  the  requisite  size  are  i"  i« 
found,  together  with  sufficient  hotel  accommodations.  Such  an  ar- 
rangement would  probably  result  in  greatly  changing  the  present 
r  entertaining  delegates,  ami  might  seriously  affect  the  inter- 
est which  delegates  now  take  in  the  annual  meetings  because  of  the 
opportunity  afforded  t"  investigate  an  important   railway  system. 

prominent  members  "i  thi  immittee  an- 

in    favor  of   entirely   changing   thi  the    A.    S.    R.     \ ..    and 

making  it  an  railway  nun;    mi  tin-  other 

thai  the  time  lias  m  i  yet  come  for  such  a  complete 

ii.      I  he   tendency,   however,   wc    believi    to   be   in   the 

I    ri  linquishing   pi  rtions   ol    I  he   oldet  >n's   field 

in  a  number  of  other  bodies  which  will  be  able  to  specialize  to  an 

itli  the    V  S.  R.    \.     I  low   well  thi 

orked   with  uniting   we  all   kno  Ai    ounting 

was  ii.  looked  by  the   A.   S.   R.   A.  and  in   1884  ami 

in  1894  the  quest i 

yet  it   1-  \  ery  pi  \.   S.    R.    \. 

would  never  have  developed  the  "standards"  thai  have  been 
worked  oul  by  tin-    Accountants'    Association,      ["he  latter  body  has 
amount  of  time  t"  the  comparatively  limited  sub- 
counting    that    the   parent    associatii  1    the   entire 
■  electric  railway*,  and  naturally  the  accountants  covered  the 
roughly.    If  the  American  Street  Railway   Associa- 
tion kee|                  of  the  industry  ii  represents  it  will  have  to 

n   assigning   the  involving   consideration   "t'   details 

(tended  debate  ■■  to  which   is  delegated 

to  allied  as  parativcly  restricted 

The  new  shop  and  motive   power  met 

another  opportunity  t"  test  the  n 


It  appears  certain  that  in  tin    ni  urrenl 
will  play  an   imp. .riant   part    in  loi 

ami  I."1                   ill  he  interested  in  the  paper  of  Mr.  Lamme,  read 

i-t    meeting   of   the    American    Institute  of    Electrical 

id   printed   in   this    issue,   in    which    h.  a    new 


adapt  single  phase  alternating  current 
t.,  this  lad  to  welcome  an  advance  in  this 

important  field  "i  work  ami  there  can  he  but  little 

doubt  competent  hands 

m  winch  tin  i-,  hut  we  regret  thai  Mi.  Lami 

incomplete  in  thai  il  avoids  all  allusions  !••  the  detail-  of  the  pro- 
equipment.     It   may   he  -aid  that   the  general  an 
tin-  apparatus  in  lie  used  1-  by  no  means  new.  a-  several  attempts 
along  the  same  lines  made  in  years  past. 

the  motor  which   Mr.   Lamme  pi  -imply  a  direct 

current  dapted  to  alternating  current   by   laminating 

I-.       I  hi-   plan    ha-    I..  dly    tried    a-    l.ir    hack 

igo  and  the  objection  in  such  a  motor,  which  has  been  found 

lie  vicious  inductive  sparking  al  the  1 

and  tin-  ha!  proved  such  a  difficulty  a-  to  entirely  pro 

use.     As  mi  special  mean-  wen   described  fur  eliminating 

irking  ii  maj  In-  assumed  that  tin-  ha  bed  by 

nuni   iii   the  design  of   the  motor,  and   if  such   it    the 

case  il  eflccts  en  dil   upi  per,  m 

1  that  any  new   featuri 
The  method  of  control  1-  by  means  of 

bj    which   the  irding  in  the  load  and 

11.. ill. 1.  -    inherent 
tn  the  direct  curi-  1       While  tin-  i-  true  from  a  11 

cal  standpoint,  il  1-  hardly  to  be  expected  thai  tin-  method  - 
-.ml  will  equal  in  efficiet  -  vie- parallel  method  employed  in 

urn-iit  railway  equipments,  especially  in  starting  a  car.  when 
the  work  done  1-  -mall.  The  series-parallel  method  of  control  and 
the  very  high  initial  torque  ■.!  the  direct  current  series  motor  are 
it-  niii-t  important  feature-  and  are  tin  ones  which  have  plai 
in  it-  pre-eminent  position  in  the  railway  held  today;  the  new  sys- 
tem, 1  designed  especially  fur  long  distance,  high 
.mil  heavy  work,  where  stops  are  infrequent,  can  afford  to 
sacrifice   efficiency   at  view   of   tin-  grcal    advanl 

ii        1  .    able  t"  utilize  very  llig  The 

tl   1.1  long   distance   railroad   work, 

any  minor  deficiencies  will  be  readily  condoned  in  a  practical  alter- 

currenl    system  of  an  efficiency  approximating  the  system  in 

general  use. 

Tin    development   of  alternating-current    railway   systems   1-   now 

itlj    ii  hand,  a-  within  the  la-t  two  year-  the  problem  has  been 

!  1... 1I1  here  ami  abroad  bj  engineers  of  the  highest  standing, 

I  In-    Valtellina    polyphase   alternating-current    railway   in    Italy   has 

recently  been  1. pencil  t..  tin-  public;  the  single-phase  system  in 

by  Mi.  I'.  .1     Arnold  and  described  by  him  at  the  Great  Barrington 

meeting  of  the  A.  I.  1'.  E.  in  June  last,  i-  being  installed  mi  the  l.au- 

ing,    St   John   ,\    Si.    Louis   Ry.   in    Michigan,   which   i-  nearly  com- 

and  the  system  of  Mr.  II.  Ward  Leonard  i-  being  exploited 

by  tin   Oerlikon  works. 

I). ml. ile--  the  great  11  el  railway  men  do  not  fully 
■  di  1  what  has  been  accomplished  by  the  Street  Railway  Account- 
ants' Association  during  the  5  ]  years  since  il  wa 
nf  the  tir-i  committees  appointed  "a-  on  a  "Standard  System  of 
S Railway  Accounting"  covering  the  classification  of  construc- 
tion, equipment  am!  operating  expense  accounts  and  the  forms  of 
monthly  and  annual  reports.  I  I:.-  "Standard  Classification"  for- 
mulated by  this  committee  has  -1 1  the  test  of  actual  practi 

null.. in  ilu  mill    .1"  substantial  amendment.    Mot 
tin-  has  received  the  approval  nf  the  National  Convention  of  Rail 
'  ommissioners,  and  the  form  has  been  adopted  by  the  rail- 
commissioners  of   New  York  and  Connecticut. 
In   tSi)ij  the  subject  of   1  standard  unit   for  comparison  was  dis- 
.iii.l    from   this   resulted,  after  a  practical  trial,  tin-  adoption 
..f  tin    "ni.-i  r,"  a   unit    which  ha-  proved  In  he  nm-t   cu- 

nt  and  useful. 
For  ociation  has  had  a   standing  committee 

..u    "Standard    Classification    of    Construction    and    Operating    Ex 
•    1      ,"  in  1899  a  committe  mi  "Standard   1  nit  of  Comparison  was 
added,  and  it 10  a  third  committee  on  "Standard  Blanks  and  Ac- 
counting for  Material-  ami  Supplies;"  la-t  year  a  commit 
w  uli  the  imp.  .1 1  mi  task  of  formulating  a  "Report  for   I  lectric  Rail- 
waj  -"  wa-  appoit 

At  the  Detroit  meeting  the  two  committees  la-t  mentioned  til.. I 
reports  which  included  -ample  forms  and  blanks;  in  connection  with 
the  discussion  of  these  two  reports,  both  nf  which   were  ad 

:  wa-  brought  nut  that  there  wa-  close  harmony  between  the 


->o,  1902.] 


STREET   RAILWAY   REVIEW. 


747 


tion  and  tin-  United  States  Census  Bureau  in  regard  10  the 
the  plan  to  be  followed  in  tabulating  the  street  railway 
tin-  census.     Mr.   T.   C.    Martin,   who   is  the  government's   expcri 
sail  mi  electrical  industries,  stated  that  the  Census   Bureau 
'tail  adopted  the  system  of  the  Accountants'  Association  practically 
hi  bloc  which  action  he  believed  would  materially  strengthen  the 
tion;  and  also  increase  the  value  of  il 
to  an  extent  thai  would  only  be  full-.  irhcn  the 

«..rk  was  completed. 

several    standard   terms  and   reports   which   have  been  <lc 
:.  the  cordial  relations  with  the  association  of  Railroad  Com 
is    which   tliis   association    has    been    largely    instrumental    in 
establishing,  the  value  of  the  "Department   Blanks  and  Forms"  to 
which   Secretary    Brockway   has   given   much   attention,  and   I 
portunity   which   the   association   affords    for   discussion   of   1 

tinting  will  all  be  more  and  more  appreciated  as 
Vccountants'   Association   was   organized    jusl 
when  the  present  era  of  electric  railway  consolidation  was  beginning 
and  has  been  a  large  factor  in  developing  accountii  - 
channel-:  its  t'ntiirc  is  at  this  time  brighter  than  Eore. 


ELECTRIC   RAILWAYS  AND  THE  ST. 
EXPOSITION. 

r.\    w  ,  E.  GOI.DSBOROUGH. 


LOUIS 


["he  Si    Loui     1     pi    ition  of  1904  will  afford  an  excellent  example 
in  detail  of  the  operation  of  the  business  laws  that  illustrate  the 
.in,]]   limes  "i   prosperity  afford   for  the  extension  ot 
business. 

rhis  seems  a  significant  and  extraordinarj  statement,  and  must 
hi  extensive  general  plan  for  the  Exposition.  All  of  this  is 
true.  A  mistaken  idea  exists  in  the  public  mind  of  the  scope  and 
importance  of  the  St  Louis  Exposition.  It  does  not  seem  to  be 
understood  that  the  Universal  Exposition  of  St.  Louis  in  1904  is  to 
most  important  tnd  extensive  universal  and  international 
exposition    ever    held.       Too   much    attention    can    not,    however,   be 

:  1 1  to  the  word«  "international"  and  "universal",  as  they  really 

di  si  1  ibe  the  nature  .md  scope  ol  the  St.  Louis  Exposition.  It  is  not 
to  be  a  local,  or  territorial,  or  even  .1  national  exposition.  It  is  to  be 
1  World1     Exposition  in  the  fullest  sense.     It  will  almost  double  in 


lllll. HIM.    FOR    THE    LOl   ISIANA    PURCHAS1     EXPOSITION. 


A    CORRECTION. 


Mr.   W.   Worth    Bean,   president    .>i    the   Bi  rbot    &    St. 

trie  Railway  &  Light  l  I        ih,  Mich.,  has  writ 

repudiating  the  profanit)   attributed  t"  him  in  thi 

il  humorous  discussion  Colonel   Heft 

■  1   in   1  In-  "1  (ail)    Strei  1 
Railwa  ~ix. 


cl    Ry., 

don,  Mr.  <  barb       I  .    V 
will  \x  !    within    |K 

nment   which   thi  •    just.      Mr.    Yerkl  -.   in   tb 

.11  if  1 1 1  •    proji 

ninm.ilcd. 


1   the 

1 
lb.   bill  alio  p 
graining  of  the  rigb  lilways 

and.  11  is  laid,  will  contain  lidation 


:       1  1  on ;  it  is  to  cosl    neat  I3    t«  ice  as  much 

i] siin.it .  ly  a  $50, 1, ipo  ition  ;  will 

covet    twici    1 1"     in ol     p  u  1    and    « ill   offei    al twii  e   the 

hibil  area  to  ej  liibitoi     and  the  public,     lis  installation 

and  entertainment  placi     will  be  tl posing  evet  raised.    The 

an  !nie.  1  .  1  ii  the  <    po  hai  c  the  1 1 1   the  expei  ience 

and  idea    of  the  pa  1  1  tpo  ition     including  ib.-  recent  exposition  at 

nid  tin  (  1 1    1 in,  with  almost  unlimited  funds,  and 

it  will  certainly  hi     mi ■  il 1'   '     nol  attained  surpassing 

public  ■    i"  1  tation. 

\\  hen,  in  o  reat  expositii  m,  the  proble 

1 1  -I    urn  1  in  b  hi    transportation il  udied,    1 1 

oul       Mi  idem  method  1  ol   tran 
on,  which  I  >luti   ni  n    world,  had  theit   in 

lei    tl 'i    ■  in.  1    1     to  bi    celebrated  by  the  I rOui  iana 

tcrritorj  pun  ha  ed  from  Fran  •    in 

thi    heart  of  thi    ri  publii .     1  hal   il   ha     bi  1  ome    h 

and  po       I  "  1  1  ■  mi nun  1   1    .in.   to  I  he  railway 

and  tb  eners.    In  1803  tb ol  tran 

portation  in  thi    Lou     ma  of  thi   ct  tide  il  kind,  prin 

1  and  the  |.n  I   1 and  todaj   thi    1  \ terri 

lory  b  .        Iway,  its  1  by  great 

■  d  ■  ■  ■   ph,  tclepl 1   1 1.  .il.  1    .■in      it  -    .. ,  .1  ni" 

'  in  M  ■     in  I... '       1  he  nin  ■  .1  ing  inn  1 ■ 


74S 


STREE1    RAILWAY  REVIEW. 


\ II.  No.  ia 


lilting 

to  lilt 

I    upon 

thi    pn 

hip  of  thai 

If.    the 
"I     lllc 


;        tils   on    tin  I     continent. 

.  bout  the  structure. 

ition  is  the  larg- 

t  ncal  cxhib- 

.'"uii.l  space 
Kuilding  .11  the  < 
nd  75.1XK1  by  thi 
Building  at  the  Pan  American  in  1901.    Ii  1-  - 
.111.1    pn 

tunni  after  the 
Corintl  ounded  by  a  bah 

"'1  beauty.     Ii  • 

onnades,  which  will  be  banked  with  masses  of  Bowers, 
ami  in  'In-  building      I: 

thin  ilic  ex|  ivorablc.     h  rites  right 


DIAGRAM  OF  LOUISIANA   PURCHASE  EXPOSITION  GROUNDS. 
The  buildings  under  construction  are  the  Textiles  Buildin?.  ihe  Electricity  Building,  au»l  the  \arieil  Industrie*  Building.    The  building  fur  which  contracts  have 
been  let  are  the  tin  iig,  Mines  and  Metallurgy  Building,  GoTcrnment  Building,  Government   Pisheries  Building,  Libera]   Ans  Building,  Manufacturers1 

Building,  Transportatloi  Sorticultural  Building  and  Agricultural  Building. 


verj  poor  meel  on  a  commoi  .  come  within  the  influ- 

of  the  iiiiicm  In :  ■  ny. 
Transport 

At  the  Louisiana   Pui  on  the  electric  tra 

minent  place.     Ii  will  have  a  broa  1  pre 

the  cxji                  iunds.     Thi  has  a  place  right 

in  the  hear!   of  the  main   c\  lure.      It   i<  a   Structure,   the 

archill ■•  gnificant    n 

which  the  building  and  sa- 
lient  fi 

brilliant   and  effective   illun 

mind;  the  old,  in  I  d,  wrought  into  a  new.  a  v< 

The  archn  on  Building  is  none  1! 

well  ad                           nt,  with  true  feeling,  the  stability,  safely  and 

certainly    th                      uh    the  great    ti                     n    institutions   of 

America.     The   buildinf  ..1   strength  at   Ihe  hands  of  the 

architect   by  ,,11   mass   effects 

and  the  grouping  ,,  architecture  have 

been  use                luce  an  im  ilt.     The  building  combines 

that  feeling  of  the  magnificent  exposition  building  and  of  the  high- 


al   the  foot. of  the  grand  terrace  and  CI  1   thus  constitutes 

pro i    feature  of  the  arrangement  of  the  rii  which 

led  the  main  picture  "i  the  exposition.     This  broad  thorough- 
fare  leads   up    from  the  main  entrance  to  the  grand   basin  and  cas- 
inil  is  penetrated  by  the  central  lagoon.     The  southern  ex- 
posure, facing  the  grand  basin  and  the  -  in  direct   vi 
the  electric   fountains,  the  peristyle  of  the   Festival    Hall   and   the 
Fine    \                     On  tht   wesl  and  north,  the  building 
by  prim                                          ition,  and  additional  extended  amis 
11.      It   i-.                                                ounded   by    water. 
'    1     led     i'  i"  bj    splendid  an   bridges,  which   will  discharge   thi 
crowds   mio  the  broad  avenues  directly   surrounding  the  building. 

11  irtal  at  tli 

ing  of  the  two  north  fai  at  the  center  of  each  of  the  other 

Graceful  and  ample  entrances  at  ivided  at  the  cor- 

the  building.  otic  dimensions,  11  x  18 

ft.      The  north  facades  of  the  building  measure  <K)0  ft.,  which  makes 

525   x  '««>  ft.     line  hundred  and  seventy-six 

and    1S5    1 1    have    been    used    in    its    construction. 

00,000  ft.  of  floor  space  is  directly  available.     It   is  all 

advantageously   situate. I.   being  .  mmetrical,  well  lighted, 

uted  with  regard  to  ai  entrances  and  well  pro- 

vided   with   all   conveniences.     Most   of   till,   it   is  all   ground   floor 


Oct.  20.  1902.] 


STREET  RAILWAY  REVIEW. 


749 


there  Wing  not  a   fool   of  gallery   space  in  the  build 
feature  that  will  be  welcome  and  appreciated  by  exhibitors  and  the 
public  alike. 

At    the   present    time,    the   construction   of   this   building    i 
under    way.      The    installation    of    the    big    roof    trusses    ha 
and  other  work  carried  to  a  considerable  stage  of  o 
tion.    The  staff  work  of  the  I  lectricity  Building  is  practi- 

cally  completed,   and   has   become  one   of   the   show    places   of   the 
exposition. 

The  Transportation  Building  is  placed  on  the  extreme  northwest 
corner  of  the  main  picture  of  the  fair.  Jt  is  the  most  expensive 
structure  yet  designed  for  the  Louisiana  Purchase  Exposition. 
When  all  the  n  buildings  are  up.  it  will  be  exceeded 

only  by  the  palatial  Agricultural  Building.  The  Transportation 
Building  covers  an  area  of  525  x  1.300  ft.  (over  fifteen  acres)  I  I 
facades  show  a  most  pleasing  adaptation  of  the  French  renaissance. 
On  the  east  and  west  fronts  are  three  magnificent  arches,  which 
embrace  more  than  one-half  of  the  entire  fa  ide  Each  of  these 
arch  openings  will  l>e  64  ft.  wide  and  52  ft.  high.  Through  these 
archways  fourteen  parallel  railroad  tracks  will  lie  laid  fro 
end  of  the  building  to  the  other.  At  the  sides  of  these  three  open- 
e  projecting  angles  are  accentuated  by  pyl  which 

reach   to  a   height   of    150   ft    to   the   base  of   the   crowning 


has    made    very    elaborate    plans    for    the    exploitation    of   all    the 

mechanical    details   of   the   electric    railway    problem    on    very    broad 

lines.     In  hi  building  all   matters  pertaining  to  mainten- 

ding,  ballast,  bridges,  etc..  switches  and  crossings, 

I   tables,  turn  tables,  signal  systems  and  apparatus  for  secur 

I    traffic,  track   cleaning,    protection    againsl     mow, 

general  tra<  k  rep  ■   stock,  trucl     cai    i><  idi< 

aches,  express  cars,    freight    cars,   snow    plows,   dynamometers. 
etc.,   traffic  maintenance,  time   tables,   distribution   of   rolling  stock, 
ag   and    disinfection,    p  department    matters,    freight 

nent  matters  and  tariffs,  methods  and  equipments  for  check- 
ing fares,  and  methods  and  equipment  foi  handling  baggage  and 
freight,  etc,  will  find  place  and  be  adequately  presented.  No  small 
section  of  the  Transportation  Building  will  be  given  over  i"  the 
exploitation  of  all  the  various  mechanical  details  which  cha 
i/e  the  operation  of  urban  and  interurban  electric  railways. 

The   other    side    of    the    elei  raj    picture    will    be 

shown  in  the  Electricity  Building.  All  matters  relating  to  the  gen 
eration  and  distribution  of  electricity  and  to  the  control  of  cars 
and  train  bj  electrical  ineth.NN.  come  in  the  electrical  department 
producing  direct,  simple,  alternating  and 
multiphase  currents;  transformers,  motor  generators,  boosters, 
rotaries,  conduits,  cables,  wires,  switches,  switch- 


TRANSPORTATION   l:i   1  l.hlM.   FOR   LOl    Is  \N  \    PURI  11  \sl.    I   \  r 


pylons  are  not  so  much  act  be  obtrusive  or  out 

of  harmony  with  the  structure.     On  the  north  and  south  fr. 
architect  has  deemed  it  well  to  repeat  the  three  massive  archways, 
which   form   the  center   feature  of  the   smaller   fronts.     This  treat- 
ment  pleasantly   breaks   the   unwieldy    facade  of    1.300   ft.     On   the 
north  and   south   fronts,   the   pylon    feature  hut   massive 

I    at    intervals    and    lend    dignity    to    the    d 
Flanking  thi  f  mag- 

the  archway-.      Not   only    will 
be  admitted  through   the  tw  •  ribed  above,  but 

subsidiary   cntran  nt    intervals   in   the   re- 

nuining  f   the   building   is 

peculiarly  happy.  lofty  curve 

which  supplies  a  background   for  the  architectural  features. 

•ion    Building    will    contain    about    four    miles   of 
standar  en    with    this    immense    trackage, 

two  entire  bentl  of  thi   building  are  lei  uls  and  afford  an 

ft. 

When   we  come  to  thi  taking  up 

tion  of  the  allotin  the  official 

ration  of  the  exposition   pro 

did    up   large,    dignified    and 

exhibit     divi  •  main 

'.Villard    Smith,    chief    of    I 

ho   brougl 
in  of  the  Columliian  Expofiti  gre*  '■<  per) 


board      lightning  circuit    breakers,  overhead  and   under- 

ground trolley  equipments  and  appliances,  electric  line  construction 
ial,  various  forms  of  serie  ,  parallel  and   multiple  controlling 

electric  railwaj    motors  and   complete  electric  loc tives, 

electric  train  signaling  signaling  of  ti  tinmen 

and   vi 11     electrii     j  tem     Foi   a    tiring  it"      ifetj   of  traffic,  will 

be  broughl  togethei  in  one  building,  so  that  every  detail  which  has 
to  do  with  the  electrical     idi    ol   the  installation,  maintenan  e  and 

.    1  mi  be    tudied  together  as 
no  .l.i.iii. 

ndi  in     .in. I    .  nginei  rs   of   .1,  cti  i.- 
railwaj  di    iring  1..    tudj    the  1    things  which  pertain  to 

'i i f  in..   ,  .  1    .  .11 

1  ,1  ..1  pm  es,  and  othei  mat 

echi 1    idi   ..iiin    great  problem 

will  go  io  tl  ition   Building;  whet  ben  they  desire 

1    11. .in    the    generation   of   electricity 

m     ;  ■   .  1  hi  1..1  mi 1.  .  1. .      Mr     ni. 

.in. 1   iin  the  lin 

1.   ,  ih. .,    ■.  ill  v..  I.,  in.    Electrii  iiv  Building, 

:      d d   h  material  ] g 

1. .  hold  iln  1.  -in.  mi.  1.  ....    sidei 

of   Inn.'. 

1   1.1I   to 

intt  1     uppl] 

nig     tin  |.      1  ! 1      ,  ,1 

I  .vhil.ii  1  1        .1   I Il    1    ,    Ih.  1  .  foi  . 

II  bi   1.. 1  ih. . .11.111.-  which  will 
d  1 1  io  iin    1 1. 1  thai  'in'  intern 

In    making   these   cxhil.ir,    carry    with 


STREET  RAILWAY  REVIEW. 


[V«    xn.  No.  ia 


(hem  •  :,,l   «"'i   the 

who  »ill  tie 

I..    Lull. I    up    ■ 
common    i 

implished  lo 
ind    interna- 
luablc   in   ■ 
i.l  in  stimulating  still 
|i  partmi  nl  "i  out   i  li  ctrical  acti\  - 
ity.     li  aim  of  .ill  strccl   railway   nun  to  giv, 

i   whal 
re  it  may  be  possible  help,  in  the  building  up  "i 

to  put  thou  heming 

and  devising  of  I  exhibits  which  will  represent  thi 

cnt  state  of  the  art,  which   will  > 

pictures  of  whal  we  an  bul  pictures 

full  of 

that  has  attended  previous  expositions,  »r  musl   h  life  into 

as  many  element  •  is,  in  a 

lirm-  measure,  a  matter  of  the  past  ;  thi 

in  view  of  tlic  libera]  education  the  general  public  has  had  in  mat- 
ters relating  t"  expositii  for  tin-  reason  thai  ii 
places  at  the  hands  of  exhibit  facility  foi 

ltil.il  buildings  is  to 
wer  Hill  be  free  in  such  measun  ssary  to  introduce 

the  life  element   into  the  exhibits.     What   lias  been   said  hum   be 
takm.   n. •!    as   a    -  not    as   an   idea   llir..Hii   ..nt    to  attract 

attention,  but  a*  a  serious  matter,  and  one  which  will  l>c 
into  effect. 

That  it  i>  the  purpose  of  the  exposition  t..  do  these  thing 
to  have  thosi  .1  in  this  article  ■ 

a    nay   to   demand   attention,    is   evidenced    by    the    facl    thai    the 
Louisiana    Purchasi  [one    many  i    than 

has   any   other   international    i Sordini 

for  the  proper  and  lilway  trac- 

tion  equipments.     The  chief  i  .nation  and  myself  ha\ 

some  months,  given  much  thought  and  attention  to  the  matter  of 
providing  a  tract  on  which  to  make  experimental  demonstrations  of 
the  relative  merits  of  various  traction  devices      h  is  my  pleasure  at 
this  time  to  be  able  to  announce,  and  I  am  certain  the  anni 
ment  will  give  thi  n  an  added  interest   to  all   railway  men. 

that  a  tract   1.300  ft.  in  length  and  25  ft.  in  width  has  been   Si 
for   the   uses   of  the   Transportation   and    Electricity    Departments. 
This  tract  is  situated  just  north  of  flic    I  Building,  and 

on  it  double  tracks  can  be  laid  for  an  outdoor  exhibit  of  el 
and  mechanical   transportation   appliances.     Upon   this   right    of   wav 
it   is  hoped  a  great   deal  of  work  will  be  done  dui  riod  of 

the  exposition  that     will     have     more     than   a   momentary 

r   the   traction   equipment!  rimental    ex- 

ploitation be   driven   pneumatically,    Of   by    steam 
power,  they  will  all  be  fully  exploited,     li  is  the  intention  to 
i/e   tb<  on   very   broad   lines.     When    looki  om   the 

il    standpoint    I    think    you    will    all    agree    with    me    thai 
time  the    fair    opens,    their    will    be    developed    a    large 

nl-    a-     till 

power  systems  we  now    havi  currents, 

and  I  cannot   imagine  a  picture  which   will  present   greater 
to  electrical   railway  men  than  thai    of   Seeing   the  ystems 

all   exploited  on  id   and  at  time   by   the 

r5  of  the  ii   would  not 

he    fair    for    the    electric    street    railway    interests    to    feel    that    the 
1  ma  Purcha  ion  has  not  in  mind  to  use  every  effort 

them  every  opportunity  to  do   j  his  depart. 

our  national  which  the  eyes  of  the  world  an 


STKIKE  CONTINUES  ON    HUDSON   VALLEY 
LINES. 


now    operated   over   the  lines  of  the    - 
for    the    accommodation 


I  he   sinke   winch   h.i-   inaugural.  if  tin 

ll,„|s.  .  Warrenburg,   Saratoga, 

Ballston,   I  r. •>  and  Schuylerville,  N"    Y  .  August  30th,  i-  as  yet  un- 

ptember,  thi 
pany  had  partial!)   resumed 

September  18th,  tl  d  by  a  military  guard,  which. 

1.  did  11. . 1  prevent  thi  and  other 

•an. .us  havi 

mg   the   lines   throiigii  Washington   and 

lines,  and  squads  of  soldiers,  on  September  26th,  wer.' 

guard  ilu   line-  i  1,  and  tlio-e  running  1 

Stillwater   and    Waterford.     A    n  trikers    was 

at   Glens   1  1  fth.  and  a  mob  numbering  3,000 

district  of 

-.   and    four 

ing  dragged 
from    i'  "-..on   after   Companj    K   of 

the  National  Guard  arrived  on  thi  d  cleared  the  company's 

right  of  hi.  1   heavj   guard  the  stalled  ear-  wen    nui  to 

crowd  following  and  pelting  the  cars  and  the 
-oldier-   will.  hostilities    Here   again 

renewed   by   the   mob,   and   the    soldiers    responded    with   a   volley   of 
bullets  tired   int..  the  air.       The   Second    Regiment.   Col.    Lloyd 
man. ling,  nas  installed  at  Glens  Falls  on  the  night  of  October  7th. 
and  the  town  was  practically   placed   under  martial   law.     With   this 
us   were  operated    without    further   disturbance. 

.11-  ha-  I. een  made  thi  acliv- 

1  the  pan  of  the  striker-,  the  other  divisions  of  the  system 
■  pcricncc.l    riots   of   a    similar   character.      At    Waterford.    on 

quelled  by  the  local  militia. 
lb.      In  one  hand  I..  hand   en 
counter  a  captain  of  one  company  of  the  National  Guard  cut 
gash  in  the  fori  rikers  with  his  sword.     Riots 

havi    been  of  frequent  occurrence  at   Ballston  and  a  large  number 
1-   have   been   m  from     li..y    -late   that 

the  Hudson  Vallej  companj  contemplates  operating  it-  car-  in  that 
city  over  the  lines  of  the  United  Traction  Co.,  if  arrangements  can 
u.l   for  the  lease  of  such  privileges.     In  that  event   members 
npany   1 '.  Second  Regiment,  will  he  detailed  to  guard  the  cars 
in    Troy. 

A  number  of  serious  riots  are  reported  from  Geneva,  Switzerland. 
in   consequence   of  the    strike  on   all   the   tramway   lines   in   the  city. 
lih    28   ens    were    wrecked,   and   the    police    had    much 
difficulty  in  restoring  and  preserving  order. 


NEW  COMPANY  AT  JACKSONVILLE,   FLA. 


in    North   Jacksonville   Street    Railway,   Town  &   Improv. 

1  ol     In  I    onville,    I  la.,    secured    a    charter    in    March,    1002,    and 

m  for  the  purp  constructing 

hi    eighl  mill     suburban    electric    line      The   company   controls   320 

of   land   at    the    tei  thi     proposed    street    railway,   and 

several   buildings  and   improving   the  location  as  a 

M tnpany    ha-    -old    -lock    to    the    amount    of 

$20,000.  and  intends  1,,  place  $250,000  more   st,„-k  and  $75,000  G  pet 
cent  hon.l-.     lli.    officers  arc      R   lv    Robinson,  president;    ' 
E.  Ross,  secretary,  and  II.  Mason,  treasurer. 

— ♦-»♦ 

The  Philadelphia  Rapid  Transit  Co.  ha-  closed  a  contract  for 
■lo.ooo  tons  of  washer}  coal  for  steam  purposes  and  with  the  supply 
on    hand    wil  ired    to    maintain    its    service    under   any    con- 

ditions that  .1  market. 


The  Brooklyn  Rapid  Transit  Co. 
Church   in   Bay   Ri.lv,.   in   order   that   tl 
tion  of  a  tl" 
may  be  rem 


Boston  Elevated  Railway  Co.  has  completed  the  work  of 
vquipping  jo  ..f  ii-  cars  wiili  vestibules  in  addition  to  the  cars  on 
the    Neponsel    lines    which    were    fitted    with    vestibules    last    winter. 

lulled    more    will    l.e    .quipped    with    VCstihulcS   so   soon   a>    the 

11  v  brass  fittings  can  be  secured     A  small,,  ,   ,,f  :„._ 

cidenl  -  occurred  on  the  Neponsel  lines  la-i  winter  than  on  the  lines 

where  ilhoiil    VCStibllleS,    and    the   experiinnt    i-. 

11.  e, I   in  ever)    waj    satisfactory.     A  tie  up  on  the 

1  elevated  lines  ft Maiden  11  occurred  October  2d 

•  ■wing  to  the  snapping  of  a  cable  in  the  draw  of  the  new    Malsin 

and  nearly  iii>  car- 


Oct.  20,  1902.] 


STREET   RAILWAY  REVIEW. 


751 


From  the  Lake  Region  to  the  Atlantic  Sea  Board  by  Trolley. 


R.   II.   DERR  Ml.   BOSTON,  MASS 


The    writer   lias   been   deeply    interested    in   the   developmei 
suburban  and  intenirban  electric  lines  in  New    England   since  they 

first  began  to  extend  from  the  city 
proper    i"    some    suburban    towns 
with  large  populations;  this  work 
xtension    continued    until    al 
111  you  cannol  find  a  town  in 
Massachusetts    with    a   population 
of  more  than  1,500  bul  has  a  strei 
railway  in  actual  operation  or  pro- 
pid    has    been    the 
growth  of  the  trolley  throughout 
the    New     England    and    Middle 
thai  within  five  years'  time 
one    will    be   able   i"   navel    from 
Augusta,  Me.,  to  1  hie  gi     111.,  and 
even   much    farther   west,   as   well 
a-  through  the  hearl  of  Michigan, 
ihns  c iccting  the  great  lake  re- 
gion unli  the  Atlantic  coast  by  a 
grand  electric  trunk  line,  which,  with  its  mi  running  in  all 

■.ill   form  a   network  of  some  7,000  miles. 
The  connecting  "i   the     suburban     towns     with     larj 
throughout   historic  eastern   New    England   has  been  the  means   of 
olume  of  pleasure  travel,  and  it   i-  increasing   as 
■1.     The  mere  bringing   before   the  public  the   Facl    thai 
with   the   exception  of  a    few   missing   link-   it    was   possible   to   go 
■  and  -.'11111  of  Boston  to  New  York  city  on  the 
has  made  the  trunk   line  between  the   !»•■ 
mcrcial   centers    verj    popular   as    ii    offers   a    diversity    of    scenery 


K     II.   hKKk.MI. 


1  travel,  I  decided  to  make  a  trip  over  the  route  t<>  be  later 
ed   I'v    the  "Broomstick    Train"   from   wesl    to  east,   together 
pon   nl    i'  eders. 

Beton  -Mini-,'  I  had  the  impression  thai  New  I  ngland  had  the 
complete  system  of  electric  lines,  with  the  mosl  modern  and 
date  equipment,  the  operation  of  which  could  not  he  ini- 
proved  upon.  While  I  do  not  want  to  throw  cold  water  on  our 
great  eastern  system,  I  must  admit  that  1  was  greatly  surprised 
with  the  progressiveness  of  the  western  -nan  railwaj  companies, 
for  while  they  have  nol  the  network  like  New  England,  their  cars 
are  more  modernly  lined  up  with  everything  foi  the  comfort  and 
convenience  1  1  Ihe  traveling  public.  In  mosl  cities  the  interurban 
roads  depend,  ihe  same  as  the  eastern  ones,  on  the  revenue  received 
from  pleasure  travel,  which  manj  of  them  will  admit  exceeds  50 
per  cent  of  ihe  gross  receipts,  bul  their  method  of  increasing  this 
cla      ''i  busines  i-  entirely   differenl    From  the  eastern  roads, 

In  1899  I  had  the  pleasure  of  addressing  the  Massachusetts  Streel 
Railway  Association,  using  a-  mj  subject,  "Is  Advertising  as  Profit 
able  i"  Siren  Railways  as  to  Steam  Railroads."  \mong  mj  re 
marks  were  the  following:  "There  1-  no  streel  railwaj  man  in 
via  sachusetts  qualified  t<>  give  the  public  the  information  it  de- 
sires in  reference  to  the  network  of  electric  line-,  and  it,  therefore, 
seems  h>  me  thai  one  "i  the  besl  paying  investments  for  the  street 
railway-  i-  to  have  them  all  combine  and  pay  their  proportionate 
share  towards  maintaining  an  office  in  Boston  For  giving  the  public 
ihis  information.  I  am  sure  thai  if  a  sufficient  amount  of  money 
wen    appropriated   to  publish  in  the  different   papers   the   fact   that 

line  "i   this  kind  had   been  established   for  the  benefit   of  the 

public,  11   would  be  a  popular  office  and  a  great  benefit   to 
the  mass  of  people  asking  for  such  information.     If  such  an  office 


VIEW    M.nM.  THE  LINE  PROM   LITTLE  FALLS  TO  HYRACUSI 


[r.  i  tide  in 

1  loo,  page  377. — 1  A.  I 

ial    itudy  of  the  trolli  busii 

lion  tl  and  trunk  line  would  l"    completed  in 

ICIII    to    pll  '  I    and 

1  iiik    t"    thai 

nrtlcli*  will  !»'■ 

1 In 

' 

1    r   Ibj   lie. 1 

■ 


■     op  photograph    of  historical  plai  ei      easl :  resort 

inland  etc.,  il  would  add  greatly  lo  plea  urc  riding." 

in   10  im   '"    ci   1  hat  thi     1  tern  1  had    ug 

now  bcit i"  1  ated    in   all 

the  pi  im  ipal  1  itii     and  to  igli  «  hii  h  I   ha>  1    traveled. 

"i   thi    •■■■ ad     1  in li   .1    rural  •  ounl  1  y   w hich 

pat  !    i""  Hi'  ii   pa    '  < 1 rhen   an 

ill  ni.  1  mi  1  1   roadbed     built    1 1]    upi m 

m    dust;    ihe   1  tinning   ol       hal 

might  I"'  1  alhd  ||  ce  cai      Itn   ins     mol  it pat  tmcnl  . 

i|    "i   through  ticket     lo  anj    1 

■    .a    infoi  mation    bui  1  111     and    tickcl 


75: 


STREET  RAILWAY  REVIEW. 


[Vol.  XII,  No.  10. 


N,.w  |ei  n  ip  which  will  take  mi 

and  the  bi  il  hun 

for  when  tl  im  rail 

i  nger  and  freight  busi 
will   t  licit  i 
with  them  in  iiut-  e  of  the 

country,  with  it  -  historic  places,  picturesque  scenery  and  points  "i 
varied  inti  Hey  than  by  steam. 

ted  r.i  miles  north 
ol  the  city  of  Detroit  on  the  St  Clair  Ri  I        out  with  a  deter- 

mination nut  to  mis-  anything  of  interest,  therefore  a  trip  around 
king  an  electric  car  marked  "tunnel"  I 
on  transferred  to  a  car  "i  the  Grand  Trunk  railroad  and  in  a 
few  minutes  disappeared  in  ground,  thi 

ndei  -     I    ur  Rivei     after  a 

ice  of  some  .1  miles  1  was  landed  in  Sartria,  I 

i  the  river.  A  short  ride  in" a  horse  car  i"  the  ferry  and  then 
back  to  Port  Huron  by  boat,  and  I  had  visited  two  countries,  been 
under  the  water,  over  the  water,  employing  electric,  railway  loco- 
motive, horse  and  marine  engine  power,  all  for  the  sum  of  -"5  cents. 
Port  Huron  is  a  beautiful  city  and  noted  for  its  deep  spring 
baths.  Here  I  boarded  one  of  the  handsome  palace  cars  of  the 
Detroit  Rapid  Railway  system  for  a  ride  along  a  high  eli 
affording  a  grand  view  of  the  river  and  its  pleasure  boats  and 
Steamers  which  ply  on  the  delightful  St.  Hair.  Still  following  the 
river  you  are  taken  through  the  charming  little  summer  resorts  of 
Marysville,   St.   Clair,   Marine   City   and  Algonac,   with   their  camps 


with  thi  in,  which  is  in  itself 

well  worth  going  mill 

In  order    l  hould  tint 

trip  in  the  h  olande,"  which  makes  regular 

trips   through   the   prim  ,  .f  the 

panjed   by  a  competent   guide;  another  year  a 

ear   will   be  placed   in  '  levehuid   lin  ost  of 

this  trip  is  25  cents  and  the  tune  consumed  is  two  hours. 

i  my  trip  was  not  i"  study  up  I  railway 

lines  operated  in  of  a  city,  I  made  good  con- 

nections on  my  return  from  '   with  a  car  for  Jack- 

son,  located    due    west    from    Detroit    just    73   mil 
through  a  beautiful  inland  country  with  many  small,  thriving  towns, 
villages  ami  hamlets,  which   served  as  the  iradinj  For  the 

farmers  before  the  trolley  afforded  them  an  opportunity  to  market 

their  products  in  the  large  city.  Although  many  of  the  towns  were 
isolated  their  beautiful  streets,  fine,  comfortable  homes  with  spac- 
ious lawns  -haded  by  tl  clearly  to 
the  tourist  that  the  people  are  contented  and  happy.  Leaving 
Wayne  and  the  large  brick  buildings  of  Wayne  County  Home,  lin- 
ear enters  Ypsilanti,  an  attractive  inland  town  located  on  the  pic- 
turesque Huron  River.  Passing  through  the  fine  shaded  street  of 
the  town,  with  its  lawns  and  flower  gardens,  the  high-speed  car 
soon  reaches  Ann  Arbor,  the  seat  of  the  University  of  Michigan, 
located  on  a  high  elevation  and  affording  a  fine  view  of  the  sur- 
rounding country.  From  Ann  Arhor  the  pretty  little  farming  vil- 
lages of  Lima,  Chelsea  and  Francisco  are  passed  before  coming  to 


UK? 


Oxrs/P/o 


«rf 


/>/)?. 


v/eer 


/A'D/JA'/t 


Gree, 


Ps/VA'srz.  M////> 


from  MICHIGAN    I'd  Till. 


0///O     ^^^""^f- 

i 


and  summer  resorts.     The  people  all  along  the  line  seemed  to  be 
enjoying    themselves,    for   the   car    is   continually   passing   croquet 
grounds,  tennis  courts,  and  golf  links.     Fishing  and  boating  provide 
ample   outdoor   amusement   for  the  many   summer  tourists  visiting 
each  year.     At  Algonac  one  has  a  fine  view  of  Anchor 
id  its  many  islands  locally  called  the  "Flats,"  the  "Venice  of 
America."     Turning  to  the  right,  the  car  follows  the  bay,  passing 
through  the  village-  of  I'airhavcn.  Anchorville  and  New  Baltimore, 
all  summer  resorts      From  litis  point  one  leaves  the  cool,  refreshing 
from    Lake    Erie    to    enter    the    inland    country    where    the 
famous  "Bath  City,"  Mt.  Clements,  is  located  on  the  banks  of  the 
Clinton  River.     It  is  indeed  a  beautiful  city,  with  modern  up-to-date 
turn.     From   this  point   one  has  a  choice  of  two 
routes  to  Detroit,   one   through   a   beautiful   country   of  bewitching 
scenery,   fertile   fields,    ladened   orchards,   berry   and   vegetable   gar- 
dens on  all   sides,   while   the   other   line  affords   an   opportunity   to 
follow   the   shore  of  Lake  Erie  practically  the  entire  distance  and 
view   the   sails   of   the   fisherman   and  pleasure  crafts  as   they   skim 
from    shore    to    shore,    steam   yachts,    huge    vessels    of   commerce 


Grass  Lake,  a  favorite  summer  resort  located  on  a  small  lake  after 
which  the  town  is  named. 

Eleven  miles  farther  is  the  terminus  of  the  line,  Jackson,  the 
abiding  place  of  some  300  commercial  travelers.  It  is  a  hustling 
city  ami  credits  itself  with  a  large  number  of  extensive  manufac- 
tories. A  line  is  now  1  from  here  through  Lansing  to 
Grand  Rapids,  where  it  will  connect  with  the  existing  one  running 
When  thi-  missing  link  is  completed  it  is  the  inten- 
tion of  the  promotors  to  run  through  cars  from  Detroit  to  the  lat- 
ter city,  a  distance  of  some  200  miles.  These  will  have  a  dining 
room ;  sleepers  will  also  be  run. 

The  line  running  to  Flint  is  the  longest  line  out  from  Detroit, 
1  lu  distance  being  76  miles.  The  line,  running  practically  due 
northwest  from  Detroit,  is  through  a  rural  farming  country  similar 
to  that  along  the  Jackson  road  except  each  has  its  own  individual 
features  and  advantages  to  offer  the  tourist.  A  short  run  out  of 
the  business  section  brings  the  car  to  Royal  Oak,  where  a  line 
diverges  to  the  left,  affording  one  an  opportunity  of  returning  to 
the  city  via   Pontiac,  Farmington  or  Wayne.     This  is  a  beautiful 


Oct.  30,  1902.] 


STREET    RAILWAY    REVIEW. 


753 


trip  through  the  great  chain  of  lakes  for  which  Oakland  county  is 

me  400  in  all.  beautifully  shaded  by  fine 
fertile  fields  and  garden  plots,  with  summer  cottages  and  picnic 
grounds.  Continuing  on  the  Flint  line  a  fine  level  country  is  tra- 
gar  beet  plantations  are  seeti  on  every  hand,  while 
the  oat  and  wheat  industry  is  not  forgotten.  At  Rochester  a 
branch  line  to  the  right  leads  to  Romeo,  a  suburban  town  composed 
chiefly  of  retired  farmer*.  A-  the  car  approaches  Rochester  it  at- 
tains a  very  high  elevation,  the  scene  from  which  is  a  beautiful  one. 
Down  in  the  valley  below  lies  Rochester  nestled  among  the  foliage. 
From    Rochester   one   enter*   a    rolling   country    under    high    c 

r  its  carriage  industry.     The  principal   street 
of   the   city    is    lighted    by    permanent    arches    extending    from    one 
pole  to  another,  attached  to  which  are  hundred*   of   incan- 
descent lights,  giving  one  a  splendid  impression  of  the  city. 

Leaving  Detroit  on  my  eastward  trip.  1  boarded  a  car  for  Tren- 
ton, which  followed  the  banks  of  the  river  for  most  of  tin  waj 
The  cars  on  this  line  are  very  large  size,  open,  with  a 
capacity  of  f>4  persons.  Alter  a  run  of  some  30  minutes  out  of  the 
city  the  car  enters  Wyandotte,  passing  Fort  Wayne,  and  the  im- 
manufacturing  plant  of  the  Michigan  Alkali  Works  with  its 
large  derricks,  pumping  from  the  deep  wells  the  brine,  which  by  a 
chemical  process  is  made  into  starch,  washing  soda,  etc.  The 
Wyandotte  shipyards  are  also  located  here.  At  this  plant  were 
built  many  of  the  largest  vessels  which  ply  the  great  lakes,      lien- 


I 


Pome  \6/e/?fv// 

C///7/0/7  ■far/\      *\  <'sW„      J   . 


lasto-i  with  broken  limestone.  The  cars  are  of  the  usual  type  used 
on  most  of  the  roads,  seating  bS  persons,  with  smoking  compart- 
ment*, toilet,  etc.  The  line  follows  closely  the  old  Toledo  and 
Detroit  turnpike  and  the  route  is  through  a  picturesque  country 
with  fertile  farm*.  Although  this  road  parallels  the  tracks  of  the 
hi  Central  and  the  Lake  Shore,  its  speed  of  30  miles  an  hour 
and  sometimes  55  miles,  with  hourly  service,  has  created  a  large 
through  passenger  service. 

Reaching  Toledo.  I  found  many  interurban  lines  radiating  in  all 
directions,  each  of  which  runs  through  a  section  of  country  having 
it*  own  individual  bits  of  picturesque  scenery  and  points  of  inter- 
esl  to  offer  the  pleasure  seeker.  The  lines  of  the  Toledo,  Bowling 
Green  &  Southern  fraction  Co,  follow  along  the  historic  Maumee 
Valley  and  through  the  oil  region  of  Howling  Green  to  Findlay. 
This  line  will  be  continued  southward  to  Cincinnati  within  a  short 
time,    the   only    mi**ing    links   to   be    connected    are   between    Findlay 


•$&gr//and 


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ATLANTII    COAST   l:v  TROLLEY. 


ton,  the  present  terminus  of  the  line,  is  a  pretty  little  village 
located  on  the  river  bank.  It  is  the  summer  home  of  many  Detroit 
citizens. 

Here  I  was  obliged  to  take  the  train  a  distance  of  18 

miles,   the   fare   being  38  cents.     There   are  only   five   train 

higan  Central  and  two  on  the  Lake   Shore.      I  1 
than   a  year  ago  the   pi  tor   the   operation  of  a 

trolley   line   conn' 

construction    were   in    readiness    for   ti  ind   rolling 

when    trouble   overtook    the    Kverett-M  It    is    now 

i-ral  impression  along  the  line  and   ■.  railway  men 

in  general  that  the  line  will  be  turned  into  a   Steam   railroad.    This 

•'A  not,  how 
with  the  trolley  network  of  Ohio,  for  com- 

'    end  in  operation 
unmer.    It  will  be  art  1  Mon- 

roe through  wnii  the  tract 

When 
impany  exp  run  from 

a  di 

1    in   tin-  country, 
ncc  is 
over  private  right  of  way,  and  70  lb     :  iscd,  heavily  bal 


and  Lima,  projected,  and  1  he  other  is  under  construction  from 
Wapakom  ta  to  Piqua. 

The  Toledo  Jt  Western  traverses  a  rural  farming  country  that 
ha*  heretofore  been  neglected  by  the  steam  railroads.  The  main 
line  in"  to  Morenci,  on  the  Ohio-Michigan  state  line,  and  will  be 
ded  Future  a    Far  west  a    Pioneer, 

A  branch  line  extends  from  Sylvania,  Ohio,  to  Adrian,  Mich., 
mil  will  eventuall)  bi  extended  to  Jackson,  there  connecting  with 
the  line  from  Detroit,  1  he  latter  branch  is  in  direel  competition  with 
the   Lake   Shore   K.    R,      Ninety  five   i><i    mil   of  the   entire  distance 

ovei   private  righi  of  way.     11 id  is  designed  and  equipped 

with    a    view    to    handling    a    large   amount    of    freight    and    express 

■ la    pa    1  ngi  1     and  when  1    eryl lung  is  in  full  opei a 

tion  the  rati    ol     peed       II  1 aterially  increased.    The  companj 

quippini         entin        tern  with  telegraph  .service  instead  of  the 

on   tno  1    ol    thi    othei    roads,      \t    1 1   places  along 

1    bricl    di  paliliuig     lation*  an-   being   con- 

vhere  peteni  telegraph  operators  will  be  stationed,  to 

through  the  chief  dispafc  hi  1 

11.  '  .11    linn  •  .  and 

of  the  1  ompany  are  located, 

through    1  prospei pen  farming  country. 

COrn,    wl principal    product!   while   dairy   and 

1  .■■  portion  of  thi  1  ompanj  '1  freight,    Mr. 

1     Franklin    gero  [er  of  the  company,  is  an  old  iteam 

railroad  man,  having  1 fot  many  yean  connected  with  the  Long 


754 


STREET   RAILWAY   REVIEW. 


[Vol.  Xll.  ' 


K    R.     ii.  freight   and   pi 

business  when  ihe  iperation  under  the  improved 

methods  which  an  nploycd,  and  with  this  in  view   he  has 

added  several  large  Hal  and  rnt  equipment,  and 

iructing  an  electric  locomotive  capable  "t'  hauling   ta  to   14 
loadrd  cars.     1*1  >'  'he  most  modern  type 

I  have  50  far  g  criplion  of  three  lines  extending 

1, ,,111  t  0  into  the  suburban  country,  wh 

study  farm  lif<  in  it-  mam;  phases,  but  nothing  out  of  tl 
can  compare  with  Ihe  ride  on  Ihe  "Maumce  Bell  Line"  of  two  hours 
along  Ihe  historic  and  picturesque  Maumce  Valley.  [Tie  trip  can  be 
1  passes  the  water  work-.  Walbridge 
Park,  the  Countrj  Club,  and  Orchard  Grove,  all  situated  on  the 
banks  of  tlit.  river  overlooking  the  valley  below,  Ft  Miami,  estal 
lished  furkej    Fool   Rock,  and  many  other  places 

bered   as   thi    spots    where   manj    bl Ij    battles    have    been 

fought. 

othei   western  cities  in  the  way 
of    providinf  accommodations    for    the    comforl    and    con 

venience  of  its  patrons.     It   has  a  union   waiting   room  and  ticket 
.,  Hum:  no  othi  1  lilwaj   company   has. 

The  line  of  the  Lake  Shot  1 
land    is    tin    longest    through    trolle)    line    without    change    in   the 
eastern  and  middlt  distance  being  118  miles.    The  line  as 

I  orain,  while  the  rail-  and  rolling  stock  tin-  of  ll 


..n   ih,    Laki  -I   passing   through   a   rural    secti f   t Ii. 

country  and   the   village  of   Berlin   Heights   to  Ceylon,   Laki 

in  full   view.     From  here  the  line  follows  the  shore  of  the 
lake    passing    man)    prettj    picnii  to    Lorain    where    two 

ria  and  out  to  Sandusky.      Hie  line  to  Cleveland 
i    from  which  a  fine  view   is  had  of  the  im- 
plant  "i  tin'   Lorain    Steel   ' 

wing  the  lake  and  passing  the  power  station  and  car  house 
Park,  the  car  traverses  a  great   vineyard  ■ 
ing   from  the   lake  inland  as   far   .1-   ll  I  rom  the 

elevation  which  tin   cat    reaches  .1  grand  view   1-  had  of  the  lake, 
long  tin    shi  cttj   little  groves  in  which  may  be 

m   anj    pleasant    lummei    daj    family    picni<    parties   enjoying 
;  1  ti  outing.  er  with  the  corn,  wheal  and  oal  fields  gives 

i    in.  que   appearance.      Crossing    the    Rocky 

River  on  a  high  trcssle  then  n  the  valley  below  the  build 

intained  b)  impany, 

:losed  in  b)   high  stone  wall  Oic  car  now  reaches 

the  outskirts  of  Cleveland  and   soon  passi  if  it!   many 

viaducts,      ["he    Public   Square,   Cleveland,   1-  the  terminus 

as  well  as  till  Ihe  I  leveland  suburban  I klets 

and  general  information  on  tin   street  railway  companies  the  tourist 
is   referred   to  thi  ticket   office,   located  at    No.    10  Public 

Square. 
Cleveland   is   a   beautiful   city   and   has   one   of   tin-   finest 


TYPICAL  S<  I.N  I.  nN   THE  BEA<  1IK>  SERVED  BY  THE  RAPID  RAILWAY.  DETROIT. 


it    in   the   Ik'-i    condition   when   the    Everett  M >■    sym 

which    controlled    the    line,    became    involved    in    it-    trouble,    but 

improvements  are  being  made.     The  track  1-  being   ba 
in  the  very  best  manner,  and  by  anothi  1  the  entire  system 

will   be  in   first-class   ■-Itapi .  and   the  car-   which   are   now    obliged 
to  run  .11  a  moderate  rate  will  be  operated  on  a  schedule   o) 
.to  miles  an  hour,  including  stops.     From  L01  tin  to  1  leveland  the 
roadbed  and  equipment  arc  in  first-class  condition.     The  rim  from 
.  i. iml  to  Toledo  1-  made  in  six  hours  and  the  tare  1-  $t 

ing    roledo  the  line  follows  the  route  of  the  Western   Re- 
S   Mautiu'c  Turnpike,  which  i-  the  oldest  trunpike  in  North 
ern  Ohio,  having  been  ceeded  by  the   Indians  over   150  yea 
Many  thousand  emigrants  made  their  way  over  this  road  on  their 
westward   journey.     The   route,   mostly   over    private   property,    is 

1    a   populous   oil    district    with    many    shafts    scattered 
and  there  over  the  level  country.     Leaving  the  oil  region  thi 
1-  through   a   fertile   farming  country   producing  quantiti 
cultural   supplies  and   many   sugar  beet   plan  -ecu  along 

■    Sandusky  River,  i-  about  half 

I'oledo  I   Norwalk.     Hct 

son    which    mark-    the    spot    where    the    liriti-h  were 

Still  following  the  turnpike  through  many  pretty 
little   1  d    farming   country   thi  lies    Norwall 

57  miles  from  Toledo.     From  here  a  line  run-  to  Sandusky.     There 
will    shortly   be   two   trunk    lines    from    Norwalk  md,   the 

Lake   Short  and  the  Cleveland,   Elyria  .V   Wellington    the 

hitter  being   referred  to  in  the  lines  out   of  Cleveland,     Continuing 


railway  systems  in  tin  country.  One  interested  in  strei 
way  transportation  can  enjoy  himself  for  many  hours  sitting  in 
the  spacious  quare  watching  the  loading  and  unloading  ol  pas 
sengers  from  the  large,  commodious  car-  which  run  for  miles  into 
iiut ry  east,  west  and  south.  Ihe  local  railway  company  has 
planned  man]  nuke]  trolle}  trips,  and  i-  giving  considerable  atten- 
tion to  the  development  of  pleasure-excursion  business,  by  issuing 
attractive  leaflets  and  booklets  describing  and  illustrating  the  points 
of  interest  along  it-  lines.  A  novel  feature  wa-  employed  by  the 
company  the  Sunday  I  was  there.  By  arrangement  with  the  vari- 
ous newspapers,  each  one  printed  a  coupon  or  ticket  good  for  a 
return  trip  from  Garfield  Park  that  day.  Mr.  J.  W.  Butler,  man- 
agei  of  the  Outing  Department,  and  to  whom  a  large  proportion  of 
credit  i-  due  for  the  incrca-.  i  pleasure  travel,  informed  me  that 
the    results   from   this   experiment    far   exceeded   the   cxpcclati 

neiit.     The  company   has  a  very  handsome  parlor  car 
and   will  by  anoth  pul    into  operation  an  obsi 

similar  to  that  now   in  use  on  the  Detroit-United  lines.     Thi 
pan)    operate-   a    funeral    car.    which    seems   to   fill  want. 

is  28  fi  p  tinted  in  el  Id  trimmings.     The 

draperies    are    of   green    tapestry    and    yellow     silk.       The    interior    i- 
divided    into   two   compartments.      Ihe    from    receives   the 
while  the  tear  has  a   -eating  capacit)  rsons. 

Mie    intcrurban    lines   out    of   Cleveland   are    -.■    rapidly    forming 
into  trunk  line-  with  many  important  branches  that  it  will  only  be 

a    matter   of   tw three   year-    at    the   latest    when    the    whole    state 

will   he   gridironed  by   trolley   the   same  a-   is  the   eastern  section 


jo.  1902.] 


STREET    RAILWAY    R1A  II'W. 


755 


•  1     New     England      l"he    Cleveland,    Elyria    &    Wellington 
operates  a  line  through  Oberlin  ;.>  Wellington,  ami  the  line   from 
Oberli:  ilk  will  be  in  operation  as  soon  as  the  bridg 

the   Vermillion    River   1-   completed,   •'  g    two   trunk   lines 

!  Cleveland  anil  Xorwalk.  The  line  from  the  city  runs 
through  several  small  country  towns  without  any  steam  railway 
facilities  except  between  Elyria  am!  Oberlin,  where  it  parallels 
the    Lake    Shore.       I  11    of    the    line    from    Wellington 

southward  to   Mansfield   will   also  lie  through   .1   sectii  n 
steam  railroad   service.     The   route   i-  through  a   farming   country 
with  many   small   villages,   whose  tine   squares,   business   !•!■  n.-k--  and 
shaili  -  every   indication  of  prosperity. 

While    the   country    1-    not    under   as    high   cultivatioi 

of    Michigan,   tin  none   the   less    attractive,    for    here 

and  there  many  picturesque  spots   reveal   themselves  to  the  traveler 

cornfields  ami  orchards,  over  its  own 

private   roadway,    which   is   constructed   in   the   best   possible   man 

ner.     '  igh  line  from  Cleveland  to  Wellington  the  electric 

mpete  with  the  "Big  Four"  anil  it  1-  the  only  instance  1 
have   noticed    where    the    trolley    car    charges    more    than    the    steam 

Round    trip   tickl  ;    Jl  JO   and    by    electric    cars 

$1.30.      While   the   electric   car-   charge   more   they    carry    practically 
all   the  through   p  jiving   an   hourly    service   from 


informed  that   the   Board  of   Health  prohibits  the  use  of  drinking 

«atcr  tank-.  Other  points  of  particular  interest  which  draw  much 
patronage  for  tin-  road  are  lleilford  Glen-,  a  bountiful  spot  noted 
natural,  wild  picturesque  scenery;  the  Boston  Ledges,  Silver 
Lake  Park,  Randolph  Park  and  Brady's  Lake,  all  popular  sum- 
mer resorts,  being  provided  with  dancing  pavilions,  boating  and 
other  accommodations  usually  maintained  by  street  railway  pleas- 
ure  res,  ni-. 

For  a  distance  of  seven  mile-  south  of  Northfield  the  valley 
of  the  river  i-  walled  in  on  the  west  bj  a  range  of  high  bill-  of 
a  gradual  -lope  whose  sides  are  covered  with  terraced  farms  and 
tiny  groves  which  give  an  almost   foreign  aspect   to  the  landscape. 

I  he  company  operates  two  branch  line-,  one  running  from  the 
main  line  to  the  thriving  town  of  Kent,  while  the  other  extends 
from  Akron  to  Barberton. 

At  Akron  a  change  i-  made  to  the  car-  of  the  Canton  Akron 
line  which  has  been  in  operation  but  a  short  time.  'Idle  road  runs 
through  a  beautiful  farming  country,  pa-t  Springfield  Lake,  a 
summer  resort  recently  leased  by  the  company,  with  tine  natural 
surroundings.     Here   the   compan}    has   erected  a   pavilion,   where 

dancing    and    band    c n-    are     provided     during     the    summer 

months.     The    ground-    offer    tin.     facilities    for    camping    parties. 

The  company  was  hampered  by  lack  of  power,  but   I  was  informed 


A  STREET  IN    I'lli:  will  I  E  CITY.  WINDSOR  BEACH     S 1STER. 


■'.   in     whili  .i    few    irip- 

ib   from  Cleveland   to 
ipular   summi  r  1 

•  d    al     Ucn 

woodland  land 

,   pi. pular   tourist    liin  ion   of 

11   Mi  dm. 1  through  1 

ill    lo    \\  01 

1  anion  \  ia 

Vkron, 

I 

IV  !■■•   Il 

I    am 


Vft    G    irgi    W     Round     general  manager  of  the  company,  who. 

by    the      I    1.       1        hi     l.i    ten n     having    been    connected     with     the 

burj  i\  Roslindale  Street  \<\.  (now  part  ,,f  the  Old 
Colony),  that  the  new  power-house  which  is  nearlj  completed  al 
Canton  will  obviati  ill  difficulty,  lie  1 pain  will  operate  li- 
ne    11 tlii      station    using    [3,000-volt,    three-phase   current    and 

otarj    trerters    md    1  ran  fot  met  .      I  he   1  apai  il ) 

of  the  station  will  be  2,600  h    p.     lb,   compam,  proposes  i"  extend 

11-   Inn-    fi \'.i, .in,    to    New     Philadelphia,    winch    when   coin 

■  ill  1 1 1 . 1 1 . .    .,   total   li  ngth  ol  I Ii   .     1  h et    this  main  1 

11 be   laltet    poinl    ta    Vkron    the   company    will   operate   60-ft. 

ipped      ith    < 100-h    |i    in-ill  11     ,  .n-h.     A-  a   lai g<    pari 

>vct  private  right  of  waj  built  with  70-lb,  T  rails, 

and    w,  I     il,.       pi  ,  ,|    ,,t    iini.       n  ill    hi     ,,      high    .1       (5    miles 

an   hoin       1 1 |,  ne,      frani  1 1  '      ii    tin    righl    to   ..on 

1     and    lo  ighl    and    a     thi     road    run     through    a    thrii  ing 

fat  inn,  ■  ipati        ilne.     l.n   incss    in    band 

bug  (aim  prodm  I  I  11  I.       1..  the  I'eini  1 1-.. ni.  1  and 

1  I  anion    Ma    illon  and  oil nl  1  ..1  p. iinl 

h,   addition   lo   the    pat  1     loi  nli  d   .11    Spt  iugfii  I.I    I  al  e,   il 

.1 10  it  1 il. ml    ..    mil.      hi.!     1    hall     ivi     1    III    1    nil .ill.  d    M\  ,  I  ' 

1    1 1"    Hin    I    i...  .   hall   "i  .■'in.  I     mill mi  \    1 

en     0 .ni.i   1      ,1 

ud    ■■I.,,         11 i,. 


756 


STREET  RAILWAY   REVIEW. 


[Vol.  XII.  No.  10. 


found  the  u  ommon  at  the  i 

i  ngland     It 
might  be  well  to 

through   Michigan    ."'I   Ohio 

■  d<  .1  I  y  the  <  l( » eland  .\   I  ■  ti  rn  runs 
rdon  and  Middlefield,  which  ia  popularly  termed  the  "Maple 
R  rhia  line  ia  similar  to  thai   oi  the    roledo  A   Wi 

is  through  a  country  hen  Um   railway   facilities 

lining    worked   up  a   general    freight    tni 

n    transpi  •  might    than    any 

..f  tin  l   railway,  running  out  of  Cleveland.     This,  and 

j   running  through  Chagrin  Falls  and 

Hiram        I  ■»"  of  the  most   popular  tourist  lini-- 

out   "i"  anj    city    in   the  country  fully   described   in   the 

\   new   companj  -  ion  &    Vndoi  ei    Elec 

trie  Ra  porated   » ith   I  lr.    E.    Rowdon,  of 

Ohio,   at   the  head   to  build   some    too  miles    from  the 
terminus  of  the  I  rn  lines  ai    Middiefield  through 

Windsor  to  Colebrook,   where  it   will   run   south  to   Kowlam 

north   to  the   line   of   the    Pennsylvania   &    Ohio    [Yi n    Co.   at 

on;  the  entire  rigiu  of  way  has,  I  am  informed,  bi 
tamed.  The  line  to  Garrettsville  runs  through  a  well  tilled  farm- 
ing country.  Dairy  products  and  garden  vegetables  arc  the  priii 
cipal  products.  It  is  one  of  the  most  fascinating  trips  I  have  yet 
taken;  stretches  of  fertile  farm  lands  arc  immediately  followed 
by  perfect  wilderness,  affording  grand  opportunities  for  hunting, 
while  along  the  banks  of  the  Chagrin  River,  over  which  the  car 
may  be  seen  the  angler  eagerly  waiting  his  prey.  A  short 
i  from  Chagrin  Falls  one  i-  carried  through  a  deep  ravine 
forming  a  perfect  horseshoe  after  which  the  glen  is  properly 
named.  Hiram  is  a  pretty  little  village,  hest  known  as  the  place 
where  ex-President  Garfield  taught  school. 

From  Cleveland  eastward  the  Cleveland.  Painesville  &  Eastern 
operates  two  divisions  as  far  as  Willoughby.  the  "Main"  and  the 
"Shore;"  the  latter  line  follows  the  shore  of  Lake  Erie  for  many 
miles  passing  numerous  beautiful  private  and  semi-public  resorts. 
The  countless  little  creek*  which  find  their  way  at  frequent  inter- 
vals into  the  lake  and  the  wood  ravines  make  this  route  a  pic- 
turesque one  and  it  is  much  patronized  by  pleasure  parties.  Near 
the  end  of  this  hue  is  located  Willough  Beach  Park,  an  ideal 
resort.  It  is  beautifully  situated  on  the  lake  with  a  fine  sandy 
beach,  and  it  consists  of  twenty-five  acres  of  land.  Its  natural 
beauty  is  enhanced  by  the  erection  of  rustic  bridges  and  arbors. 
Tables,  seats  and  swings  are  scattered  about  through  the  well- 
shaded  portions  of  the  park. 

The  main  line  follows  Euclid  Ave..  Cleveland,  for  several  miles, 
along  which  many  millionaires  have  palatial  residences,  passing 
Wade  Park,  the  buildings  of  the  Western  Reserve  University,  the 
Garfield  Memorial  and  the  summer  residence  of  John  D.  Rocke- 
feller. Along  the  entire  route  are  man]  fine  highly  tilled  farms 
and  pretty  country   towns   who*.  ided    by   giant   elms 

forming  a  perfect  archway  through   which  the  car  passes. 

East  of  Willoughby  the  car  passes  through  a  section  which  had 
at  one  time  the  greatest  vineyards  in  the  state  and  there  still 
remain  many  large  fields.  The  company  has  put  into  service  some 
limited  cars  for  the  benefit  of  the  business  men  of  Cleveland  who 
live  in  the  suburban  districts.  This  service  reminds  an  eastern 
man  very  much  of  the  special  trains  which  run  out  of  Boston 
during  the  summer  months  called   the  "Dude's  Train." 

At  Painesville,  the  terminus  of  the  line.  I  was  obliged  to  take 
the  train  for  Ashtabula,  a  distance  of  j(,  miles,  fare  75  cents.  The 
Cleveland,  Painesville  &  Ashtabula  Railroad  Co.,  has  been  incor- 
1  to  build  this  missing  link  and  Mr.  Luther  Allen,  president 
of  the  Toledo  &  Western,  i-  president  of  this  company.  In  con- 
>n  witli  hi-  son,  F..  Brigham  Allen,  secretary  of  the  com- 
pany, he  informed  me  that  grading  had  been  done 
and  that  the  company  have  the  line  i  pened  by  another 
year.  This  system  will  not  only  till  up  one  of  the  gaps  of  the 
trunk  line  hut  will  connect  at  cither  end  with  good  paying  roads. 
The  entire  route,  with  the  exception  of  through  the  few  small 
country  towns,  will  be  over  private  property.  The  company  has 
already  made  traffic  arrangements  with  the  C.  P.  &  K.  which  will 
enable  it  when  the  line  i-  completed  to  run  through  cars  from 
Ashtabula  to  Cleveland,  a  distance  of  some  58  miles.  Although 
the  company  will  have  to  compete   with  the  Nickle   Plate  and  the 


the   frequent    service,   the  high    I  I   at    which 

inn.  the  line  equipment  and  fare-  cut  pra< 
iii  two,  will,  it   1  nducement   to  not  only 

travel,    hut    take    away    a    l:iri;>     portion    of    the    ■ 

\i   Ashtabula   I   found  two  lini  al  one  run 

ning   from  the  rill  •.  Ivania 

&•  Ohio    Traction  Conneaul   a  distance  of   15  miles. 

Both    Ashtabula    and    Conneaul    are    noted    far   and    wide    aa    tin 
pori-   in   the   world.      The   company   opei 


INTERIOR  VIEW  OP  PARLOR  CAR. 

branch  line  from  Ashtabula  to  Jefferson,  the  county  -eat.  a  dis- 
tance  of  10  mile-.  The  line  east  runs  through  a  very  fertile  agri- 
cultural country  and  the  travel  is  mostly  through,  the  fare  being 
25  cents,  while  on  the  steam  road  it  is  40  cents.  Every  other  car 
is  a  combination  baggage  and  passenger  car. 

At  Conneaut  another  missing  "link  of  26  miles  is  promised  to 
be  filled  up  in  the  near  future  by  the  Conneaut  &  Erie  Traction 
Co.,  if  what  Mr.  George  J.  Chapman,  a  director  of  the  company 
predicts  comes  true.  The  line  will  run  through  a  very  hilly 
country  with  many  deep  valleys  and  will  be  a  costly  one  to  con- 
struct. There  is  no  question  but  that  it  will  be  built,  although 
many  others  projected,  will  be  realized  before  this  connection 
is  made. 

There  are  three   Inn-  operating   from   tin    city   of   Erie,    Pa.     The 

1  lectric  Motor  Co.  has  a  local  one  running  four  miles  west  to 

Waldameer    Park,   a   beautiful   pleasure   resort   for  the  citizens  of 

and    surrounding    towns.      Another    line    runs    from    Erie    to 

Cambridge   Springs. 

I  lie  Rapid  Transit  Co.  operates  a  line  along  the 
Buffalo  turnpike  a  distance  of  15  miles  to  North  East  and  it  is 
extending  to  Westfield,  X.  V.  Sixty  and  70-lb.  rails  are  used. 
!i-  Inn  runs  through  the  great  grape  belt  of  northern  Pennsyl- 
vania and  on  each  side  are  large  vineyards  and  small  fruit  farms 
ire  distance.  The  cars  are  of  a  fine  type  being  45  ft.  in 
length,  vestibuled  and  having  twin  Pullman  windows  gives  them  a 
very  attractive  appearance.  They  have  the  usual  smoking  com- 
partments so   popular  on  all   the   suburban   lines. 

I    have    now    reached    the    state    of    New     York    where    the    con- 

which  go  to  form  the  trunk   line 
i-    largely    upon    the    p  throughout    the    central    and 

of  the  slate.  So  numerous  are  the  breaks  along 
this  section  thai  it  was  out  of  the  question  to  study  what  the 
various  lines  would  offer  a  trolley  tourist  when  completed.  I  did 
however  ri.le  over  all  the  existing  lines  of  consequence,  and 
talked  with  officials  of  the  companies  which  intend  to  build  the 
projected  ones,  so  I  feel  that  I  am  as  able  to  give  as  correct  an 
account  of  the  situation  as  anyone. 

At  Westfield  a  company  has  been  incorporated  called  the  Lake 
Shore  Traction   Co.,   to  build  a   line   from   this   point   to  a   place 


Oct.  20,  1902.] 


STREET  RAILWAY  REVIEW. 


757 


called  Silver  Creek  there  connecting  with  a  line  which  the  Ham- 
_  Street  Railway  Co.  intends  to  build.  Surveys  for  these  two 
have  been  made.  A  trip  on  the  Niagara  Falls  and  the 
Olcott  Beach  lines  of  the  International  Railway  is  well  known 
to  all  street  railway  official-.  These  two  lines  are  purely  pleas- 
ure lines  and  they  are  becoming  more  popular  every  day  through 
the  up-to-date  methods  of  advertising  of  the  passenger  department. 
The  line  from  Tenawanda  to  Lockport  was  the  t'trst  steam  rail- 
road to  abandon  the  use  of  locomotives  and  adopt  electricity. 
The  speed  on  this  line  is  sometimes  as  high  as  60  miles  an  hour. 

If  all  the  plans  formulated  for  a  trolley  connection  between  Buf 
falo  and  Rochester,  are  realized,  no  less  than  four  will  be  cater 
ing  for  passenger  and  express  service  between  these  two  large 
commercial  centers.  The  Buffalo,  Rochester  S  Niagara  Falls 
Street  Railway  Co  was  incorporated  some  time  igo  to  build  a 
line  along  the  old  historic  Ridge  road  and  several  reports  have 
been  published  purporting  to  come  from  officials  of  the  company 
to  the  effect  that  contsruction  would  be  started  .it  once,  but  up 
to  the  present  time  it  has  not  received  the  necessary  certificate  from 
the   Board   of   Railroad   Commissioner-.       There    :  1    line 

I  the  Erie  Canal  which  -vein-  to  be  a  much  more 
le  one  from  a  passenger  standpoint  and  much  favored  bj  the 
farmers  along  the  line.  Nothing  bas  been  made  public  regarding 
ate  and  it  is  rather  hard  to  obtain  information.  1  had  an 
interview  with  Mr.  Tomilson,  chief  engineer,  and  Mi.  Charles 
It.  Hill,  secretary  and  treasurer  of  the  \ll.i..n  Siren  Ry..  .1  new 
company.  From  this  interview  although  neither  one  committed 
himself,  I  am  satisfied  that  what  I  predict  will  come  true  and 
within   a   short   time. 

The  Albion  Street  Railway  Co.  was  incorporated  to  build  a  line 

in  the  town  of  Albion   which   is  about   midway   between    Lockport 

and   Rochester  on   the   canal.      The  company   bas    received   a   fran- 

:rom  the  town  to  build  three  miles  of  track  extending  from 

the  cemetery  cast  of  the  town  to  the  Fair  Grounds  on  th 

side.     J.   G.   White  &   Co.  of  New   York,    who   made   the   survey 

and  have  the  contract   for  building  the  line,  also   in.nl.    the   survey 

1. Mending     east     along     the     canal     to     Rochester     and     west     to 

I.,  wrkport. 

The   Buffalo   &  Williamsvillc  and   the   Buffalo   &   Depcw   compa- 

ive   both    signified    their    intention    of    extending    their    lines 

through   to  Rochester.     They   will    follow   the    same   general    direc- 

Batavia,    from    which    point    the    former    will    take   a 

while    the    latter 

making    a    detour    will    pass    through    several    small    intermediate 

I  he   former   plan-   to  opi  , ad   ami 


M  'MM. KIN  PALLS,  OHIO       t.i'.i    "I    EASTERN  OHIO  TRAI 
I  IOS 

obtain  a 
<l  travel. 

nt    the    city. 

.  alley    Parki   ar.-   both   beautiful   places 

I  he    upper    and    lower 

from  the  I  pan  the 

bank*   tome   200  ft   aba 

bridge  in  the  world, 
being  990  ft.   in   length.      II 
imeroui  to  mn 


Fen  cities  have  .1-  many  beautiful  pleasure  resorts  within  easy 
reach  by  the  trolley  as  Rochester.  Ontario  and  Windsor  beaches 
located  on  the  banks  of  Lake  Ontario  at  the  mouth  of  the  Genesee 
River,  ;'..  miles  from  the  city  are  popular  summer  resorts 
and  camping  grounds.  The  ride  to  these  place-  lake-  one  through 
the  busine-s  and  residential  portions  of  the  city,  and  a  delightful 
and  picturesque  country  with  many  handsome  summer  residence-. 
Many  enjoyable  trips  can  be  made  by  a  combination  of  boat  and 
trolley.  One  ol  these  is  by  trolley  to  Glen  Haven,  a  beautiful 
summer  resort  with  many  attractions,  located  in  a  charming  glen 
at  the  head  of  [rondequoil  Bay.  From  here  one  may  take  a  boat 
to  Sea  Breeze  on  the  Lake  and  there  transfer  to  another  boal  foi 
Windsor  Beach  and  thence  by  trollcj  to  the  city.  The  round 
trip  costs  50  cent-.  Another  trip  is  by  trolley  to  Windsor  Beach. 
across  the  river  by  boat  and  back  to  the  city  bj  cat  111. t\  be  made 
for    30    cents. 

With  the  exception  of  the  Hudson  Valley  with  its  105  miles 
of  road  the  Rochester  &  Sodus  Bay  line  is  the  longest  in  New- 
York  state,  being  40  miles.  The  line  is  a  direct  competitor  of 
the  Rome,  Watertown  &  Ogdensburg  Railroad  winch  until  tins 
trolley  line  wa  opi  rated  two  year-  ago  charged  $_>.  for  a  round  trip 
to  Sodus  Bay.     Today  it  sells  round  trip  excursion  tickets  for  50 

The  fare  on  the  electric  car-  1-  75  cent-.  Large  45-ft.  vesti 
billed  cars  are  used  on  this  line  as  well  as  on  the  beach  lines.  Tin 
companj  bas  several  combination  car-  which  make  two  round  trips 
per  day  for  freight  service.  Although  this  line  is  a  long  one 
and  the  rate  of  speed  not  so  high  as  on  some  other  roads  of 
similar  length,  its  through  travel  is  heavy.  It  also  gives  much 
betlei  service  to  the  intermediate  towns  en  mute  than  the  steam 
road  inasmuch  as  it  enters  their  main  streets  while  the  steam 
road  is  some   distance   from   the  centers. 

One  may  take  the  trolley  fii.in  koch.  lei  In  Charlotte,  the  boat 
to  Sodus  Bay  and  the  trollej  back  to  Rochester,  affording  a 
splendid  day's  outing,   for  $1.00. 

At  the  terminus  of  the  Rochester  line  at  Ontario  Beach,  a  line 
runs  along  the  shore  of  the  lake  crossing  many  inlets  and  small 
bays,  by  trestles  to  Manii.ni  Beach,  a  distance  of  eight  miles. 
This   also   is   a   charming    trip. 

The  line  to  Sea  Breezi  wa  originally  the  Rochester  &  Lake 
Ontario  Railroad  until  three  years  ago  when  it  was  converted 
into  an   electric   line   b\    the    Rochester  &    Suburban. 

In  two  year's  tune  the  line,  and  in  fact  two  lines  between 
Rochester  and  Syracuse,  will  he  operating,  one  following  closely 
ill.-  historic  Erie  canal  and  paralleling  the  tracks  of  the  New  York 
Central,  while  the  othei  will  run  through  Canandaigua,  Geneva, 
Seneca  Falls  and  Auburn.  Along  this  line  I  find  that  the  Roches 
ter   &   Eastern    Rapid    Railway    lias    done    considerable    grading    and 

peel  to  have  the  line  to  Canandaigua  completed  by  spring  and 
he  resl  ol  thi  liro  to  Geneva  by  anothei  year.  I  he  entire  length 
of  this  line  from  Rochestei  to  Geneva  will  be  41  miles  and  the 
fare  6b  cents.  ["hi  company  will  local,-  its  power  station  ai 
Canandaigua.  using  [6,500-voll  three-phase  current.  I  In  sub  ta 
Hon-  will  be  located  at    Pitl  field,   Victor  and  Seneca   1  a  tie.     The 

Ol  -peed  will  be  25  mil.,  an  hour  including  slops.  Il  has 
purcha  ed  a  largi  trad  Of  land  on  Canandaigua  Lake  which  11 
w  ill  com  erl  inn .  a  pleasun    resort. 

\i  Geneva  il  will  conned  with  a  line  now  in  operation  through 
Waterloo   to    Seneca    Falls.     To   connect    the    Falls    with    Auburn 

it   will  1 build  a  Ini.l .1   il..    1  ayuga   rivei   which 

timated  will  cosl  $200,000.      \i  Auburn  an  interurban  road 

1-  now   in  opcrati 6  nub--  east   to  Skaneateles  and  the  company 

mn  nut;  the   resl   of  the   hue   io  miles  to  Syracuse   which 

peel      ''il.   1    in  open a  bj   thi    first  ol  the  year. 

Returning    to    I'  the    Rochester,    Syracuse    &     E 

Railway  Co.  I  ed  I  he  neci     arj   certificati    I the   Boai  .1 

of  Railroad  Comm to  build  between  the  two  cities.     Mr. 

C.  I).  Beebe,  general  managei   ..1   the  company,  informed  me  thai 

ill  I.-    opi  ned   E01    travel  in  two  peai     ' ''   will  be 

mostly  upon  privati    righl   ol    waj    and  double  track   with   rolling 
1 '         Il        1     lected  I ai  .    il..    1  mi  m   1 

b,al    might    be   .  all.  d   an    inlerui  ban    railvi  13 

With   il p  on   ol    thi    lini    to   Bald'  in  rilh    (to   bi 

ed    to    0  .-.  -  gi  I    ■'.  hi  I.    ha       ome    p           parka    along    il 
ii   of  ibc-  Syracuse  &  Suburban  to  Manliua  n ing 

1      .bug    many    beautiful    views,    the    trolley 


STREE1    RAILWAY  REN  IEW. 


[Vol.  XII.  No    to. 


iini-i    i  in,  and 

nd  the 
ii ri >n«  1)    travel.      Phi 

\   \,  knew   the  Oneida   Railway   i'".  only  as  a  horse 

railway    running    some    three    miles    between    the    stations    of    the 

1    thi    W  esl    Short    railroads.      I  inn-   have 

neither  the  old  rails,  cars  "i    :  een  on  the 

a,    enterprising    western    business    men    have    nol    only 

1  the  "lil   r ;i 1 1   bj    .in   extra  heavy   girder,  but   are  building 

tola    and    eastward    to    On< 

I  his  system  w ill  I  mow  flies.     Thi 

pan)    i-  al-.>  acqui  righl   ol   waj    fi the  lal 

New    Hartford,  tl  &  Mohawk    Val- 

ley  Ry.  winch   wa  rated  bj    Ihe 

The  Oneida  company   will  also  build  ,i  branch  to  Syvian    B 

i    popular  ~imi  1 1 1 
Rome,   N.   Y.,  is  a  good  exampl  which  on  accounl   ol 

ii-    size    i anp.ol  railway,      No 

operated  onlj  within  the  limits  of  a  city  of  this  >i  i  can  pay,  .'11111 
this  road  could  onlj  be  made  valuable  through  consolidation  with 
.11  interurban  company 

;iir  type  and  three  cars  make  the  schedule  trips,     For  some 
the  city  will  ii"i  allow  them  to  01 

From  Rome  through  Utica  to  Little  Falls  will  by  another  sum 
hut   be   one   of   the   best    interurban   lines   in   this    section   of   the 
country,  the  entire  distance  being  double  tracked   with   70-lh.   rail 
and  over  a  privati  way.     For  a  scenic  route  il  cannot  be 

excelled,  and  many  1 1  i •- 1 . ■  r i 0  spots  lii  along  the  banks  of  the 
Mohawk. 

From    Rome   to    Utica    th<    route    1-    through    a    fertile    farming 
country  and  the  i  cars  seating  84  people  give  the 

.,11  opportunity  to  sec  the  mountains  and  fields  decked  in  their 
autumn    foliage.      From    Utica    to    Hcrkimei    the    line    follows    the 

south    side   of   the    Mohawk    river,   al cli      rom 

which  a   fine   view   is   had  of  the   valle)    below       From    Herkimer 
mI   will,  when  completed,  cross  over  the   valley   to  the  north 
side    by    a    trestle,    now    under    construction,    which    will    span    the 
Canada    Creek   and   the   tracks   <<    the    New    1  01  I     1 
are    i->   -pan-   of   concrete   with    a    total    length    of   82 
the  track-  of  the   New    York   Central  are  crossed  bj    a    steel   -pan 
225   ft.    in   length   and   jj   ft.   high    in    the   clear.     The   bridge   will 
cost   $140,000.     Upon   reaching   the   high   hank-   on   the   north    side 
of  the  valley  a  magnificent  view   is  presented.     Down  in  the  broad 
valley  in  the  right  peaceful!}    Bow  the   waters  of  the   Mohawk  and 
West   Canada   Creek:   the   shores  are   dotted   here   and   there   with 
comfortable   farm    houses    and    traversed    by    the    numerous    trains 
which  run  cast  and  west  mer  the  n.iek-  of  the   New    York  Cen 
tral  and  the  West  Shore.      There  may  also  I  my  day  canal 

boats   loaded   with   lumber   and  drawn   bj  horses   or   mules. 

Few   v  .    thai   two  of  tin   1    boa      contain     omething  like 

from   jSo.ooo  to  290,000  feet   of   lumber.      Hie    scene   as   the   cai 

Little    Falls   change-    and    thi  becomi      oa 

and   thi     vatei     Row   over  the   frequent   falls.      This   hit  tling 

city  i-  nestled  in  betwei  mtain    of  boulders 

■  kground. 
\    companj    has    been    incorporated,    called    the    Mohawk    River 
Inu  rm  bai  ■  ;    Little    Fall  •   and    Fori    1  'lain    b)    a    trolley 

line.     Nothing  has  as  yel   1 towards  the  construction   ol 

the  ro.nl  except  making  the  preliminary  survey. 

Fort  Plain,  Cananjoharie  and  Sharon  Springs  will  eventuall] 
be  connected,  the  Mohawk  Valley  Traction  Co.  having  been  incor- 
porated for  that  purpose.  Sharon  Spring-  is  a  very  popular  sum- 
mer resort  and  i-  today  accessible  only  by  the  Detawan  S  1 1  ml 
son  Railroad  in  an  indirect  way  from  Albany.  By  the  building 
trie  line  the  Spring-  will  be  connected  with  the  through 
system  of  the  New  York  Central  and  there  1-  no  doubt  but  that 
il  would  be  a  very  popular  and  profitable  line.  The  .New  York 
people  are  very  much  interested  in  the  building  of  this 
road    as    it    would    divert    a    large    allloei  I    from    thi 

81    Hudson  to  11-  line-.     1   had  a  talk   with   Mr.   Wm, 
ry    of   the  company,   and   lie    informed    mi    that    he   h 
irying  for  some  nine  to  obtain  the  necessary  fran  ng  the 

line   but    has    met    with   consideral 
en  route  and  the  citizens  of  the  Spring-  who  wonl.l.  withoul 


ill.        \-    the    mat 

id-  nothing   will   lie  done  until   late  this   fall  01 

pling        Ml      John    \\ 

3     Mohawk    Valli  n    this 

the  only   1 
and   Maim    that   no  atteinpl   has  been  made  to  build   in  com 
with    the    trunk    line.  nda    a    line    runs    north    through 

'■  1   Johnstown 

a    line    i-   now    undci    construction    and    will    he    in   operation    within 

a   very   short    nine   through    Amsterdam   to  '•.    following 

rtion  of  tin  . .  1 1 1 .  >   of  the   Mohaw 

iad>    this    line    will  with    the    system    the 

up  and  down  the   Hudson   River   for  mam    miles.     It   is 

ai    this   point    also   thai    one   can   ride  Ubany,   a 

7    nnle-.   one   of   the  nntry. 

and     I  only    interurban    road    win  taincd 

chief!}  el.     'J  he   large   number   ol 

b)       the     I  .  0        Hid 

Works,      "in  n.noo   in    all.    ha-    increased    the    renl    of 

houses    i"     neli  imilies   havi                    live   in 

Mian  day  to  their  work.     The  line 

e    two   en  ack   and    the    ear-,    which    arc 

nd   commodious,  make    the    trip    in    forty-five    minuti 


*       ** 

'                      1 '-  Uftt 

P 

m 

r.KVi'l.KYYlI.I.i.  lit;  1 1  m.i      1   VSTERN  "ill"   1  K  s.  TIOM  •  0 

the   time  could   easily   be   reduced   to   tinny   minutes.      I  he 
the  old   turnpike    which    i-   as    straight    as   an   arrow. 
rite  company   is   building   man)    extensions;   one   1-   in- 

aqueduct;  ii  i-  about  completing  the  one  to  Saratoga,  there 
connecting  with  tin  system  of  the  Hudson  Valle)  Ry.  Another 
line  will  shortly  be  in  operation  from  Schenectad)  to  ["roy.  There 
was  a  hard  fought  tight  between  the  Hudson  Valley  and  the 
Schenectad)    road    fot    the   righl    to  build   tin  ting   the 

latter  citj    with    Saratoga    but    thi    cou  ivoi    of  the 

s.li.  nectady   Ry. 
At    All.  in  invenienl    waning    room   and   ticket 

1      beni  tit    "t   the   p  itrons  of  the  0  imp  tl    make 

this   city   their   terminus.     The   lines   of   the    Hudson    Valley    Rail- 
way and  the    \H  i)   &   Power  companies  have 
been    described    in    detail    in    the    "Review."     The    Hudson    Valley 
has   a   trackage    righl    over    the   irack-   of   the    United    Traction    ('". 
1  of    Albany)    a-    far    a-    Waterford,    and    from    here    the    line    runs 
through    the   picturesque    and    historic    valley    of    the    Hudson 
111;  lie    battli                     I    Saratoga  and  Lake  George      It   is  a  direct 
competitor    of    the     Delaware    &     llnd-on     Railroad    with     which    it 
I    many     a    legal    tie.li!     before    the     Hoard    of    Railroad    Com 
nd   in   the  conn..      This  i-  a   thoroughly   modern    up-to- 
ied  and  luxurious  uphi 

1     I  ation    car-    are  

long  the  main  line  tin  Glen  I    ills   to  the    fool    of  Lake 

■ be  I  of  fresh  water  in  the 

state   if   not    in   the  country,   ha-   many  attractions   for   tin 

of   natural    wild   scenery,   all   picturesque  in   the   extreme,   for   it   is 
ttinual    chain           in     momenl    you    are    following    thi 


- 


STREET    RAILWAY    REVIEW. 


75') 


if   the    Hudson    with    many   large    water    falls    from    which 

power  i-  obtained  to  run  the  large  manufacturing  plants   located 

section,  while  the  next   moment  you  are  either  looking 

•nit    upon   an   open   country    with   the    waters   of   the    river    flowing 

calmly  through  the  valley,  or  along  one  of  the   war  trails  with   it* 

many  old  taverns  >till  standing.     In  addition  to  the  numerous  at- 

ns  which  the  natural  scenery  and  the  noted  resorts  of  Lake 

to    pleasure   travel,    this    enterprising 

company   maintain-:  three  pleasure   resorts  each   of   which   is   equal 

to  any   resort   maintained   by   a   street    railway    in   this   section   ol 

untry. 

William    Henry    Park   is   located   at    the   southern   end   of 

which   it   borders.     In   this  park   stands  the   Fort 

William    Henry    Hotel,   from   which   a   fine   view    i-   had   of   the   lake 

ami  the  wild   scenery  of  the  Adirondack  mountain-.     The  trip  on 

the  incline  railway  to  the  summit   of   Prospect    Mountain   is   .    big 

attraction    in    itself,    and    the    view     from    tin     top    overlooking    the 

.iiid    mountains    i-   one   of   the    finest. 

awa    Park,    on    the    Greenwick    line,    and    Kaydeross    Park, 
I   .m  the   shore  of   Saratoga   Lake,  are   both   ideal    summer   re- 
furnishing  band   concerts,   vaudeville  ami  co  peras,  etc.. 
for    the    entertainment    of    the    road's    patron-.       I  lie    company     doc! 
ght   business  and  it  also   sells  tickets  to  any   point 
-    system. 
Returning  to  Albany    I   took  a  trip  over  the   uveal    third   rail   sys 
■   the   Empire  State—the  Albany  &   Hudson.      Vfter  crossing 
the  river  from   Albany  into  Renssellear  the  track-  of  the   Boston 
my  and  the  New  York  Central  are  crossed  by  a  steel  viaduct 
j.ioo  feet  long  which   cost   the   road  $125,000.     From   here   I    was 
taken    through    a    most    beautiful    and                            inland     fanning 
apple   and    peach    orchards   as    well   a-    large 
vineyard-    are    passed    in    rapid                            From    tin     ear    is    a 
fine  view  of  the  Cat-kill   mountain-  on  the   right,  while  on  the   lefl 
may  be  seen  in  the  distance  the  rolling  lull,  of  the   Berkshin        [I 
is   the   intention   of   the   company    to   extend    it-    Inn    in    the   near 
future  to  the   Massachusetts    state   line   at    Lebanon,   there   to   ion 
occt   with   the   pi                           n   of   ihe    Berkshire    Street    Rail 
way   ' 

At    Kinderhook    Lake    the    company    maintains    a    very    p  pul 
summer    re-  line    1-     t'i    mil:-    in    length    all    of    which    i- 

rivate  property.      Ihe  car-  are  53  '••  over    ill   and  are.   I   am 
told,   heavier   than   the    standard   p  coaches   on    the    Boston 

&  Albany  road.      Ticket-  are  sold  on  tin-  line   for  the  com 
of    the  Ihe    line    1-    a    direel      'onipclitor    of    the     New 

■lie  fare.  50  ci  ni  -,  I  ing  the  same 

R  llacr  &  Pittsfield  Strecl    Railw  .0.    '  0.   Its 

rated   to   build   a   line    from    ihe   terminus    of   the    1 

d    at    Alverill    Park    to    the    Massachusetts 
mnect    with    the    proi        1        tension    of    tin 
Id   company.      I    am    informed    by    Mi.    George    F.    Murraj 
that  the  line  will  ition  next  year. 

■ni.-. 1. 


MUNICIPAL    ELECTRICIANS   CONVENE  AT 
RICHMOND. 


[mentation;  1 of  Municipal    Electricians   held  it 

linond.    Va 
iflh.  with  a  large  and  representative  altendam  1 

■  nor    \.  .1.  Montague,  ol   Vii 
ind  Major  K.   M  hmond,  whi 

taltty  in  the  natm  <   of  the 

Municipal  Inspection  and  t  Control 
Mr.  Walter   M  I   Rutherford,   N 

by  Mr.  An  tin  S.  I  latch,  ol  Detroit ;    "Ri 

'her   Brani  Municipality,"  by 

i  William  I'  1  he  Joint   I '  ■■    of  ( '■■■• 

and    "  I  hi 
Signal    Sj 

ol 
graph  and  tided   to  thi 

:■  II    I .  h  pi 
•11  and  Po  old  the  Richmond  Pa 


PORTLAND     ORE.  1    RAILWAY    COMPANY'S 
EXTENSIONS. 

The  new    franchise  applied  For  by  the   Portland   (Ore.)    Railwaj 

Co.,  will,  if  grained,  give  that  company  rights  on  about  to1  j  miles 
of  -ireet  not  now  occupied  by  ii-  line-;  it  now  hold-  franchises  on 
about  1,"  mile-  of  street.  If  the  ordinance  graining  these  franchises 
go  through  the  corncil  without  delay,  it  will  probably  take  two  sea 
-on-  to  complete  Hie  extensions.  Ihe  expenses  of  building  the  tracks 
.111,1  providing  the  additional  rolling  -lock  necessary  to  operate  all 
the  line-  would  require  a  new  investment  of  about  $40,000.  Other 
extensions  are  in  \  iew . 

1  in  most  important  change  contemplated  is  the  abandonment  of 
the  cable  trestle  to  Portland  Heights.  Ihe  proposed  extension  out 
-an li  Si.  to  ihe  heights  will  be  just  two  blocks  wesl  of  the  present 


SYSTEM  "I  THE  PORTLAND  RAILWAY  CO. 

line.      I'    will  al-o  g.,  about   half  a  mile   farther  than  the  present   line, 
reaching  the  \  cry  lop  of  the  hill. 

The  proposal  fot  .1  South  Portland  extension  is  merely  a  renewal 
of  ihe  application  that  was  presented  two  years  ago  for  advance 
met Hi'    line  passing  out   Fifth  St.     In  North   Portland  a   Iran 

on;. In    [or    Four   blocks  on     I  I ,ni   Si.,   1 del    lo  c id 

'in   in.   .in  lines  of  the  company  and  facilitate  their  operation,    ["hese 

1   iin    Portland   Height     Franchise  arc  the  only  one-  applied 

Side. 
On  tl      1  idi   a  Franchise  is  sought   for  a  street  railway  from 

oou  with  tin   Vancouvet  inn ,  at  Russell  Si.,  thence  west  ami 

north  a    ' li  lam     "i  about    •'  ]  miles.     Another  branch  1-  pro- 

,1,1101,  ,,i  Broadway  with  the  Vancouver  line,  east 

10  jjd  and  north  to  Stanton,    1  di  lance  of  about    11  !  mil'        From 

ol    Bt       idi    St.  and   Union  Ave.,  when-  the  Vancouver 

ne    tut  '.,,,,,111     projected     <  -    1, 1, 11  I     east   1,,    [*enth  Si,, 

ft I,,,  i,  poinl   1 1"  ,  ■    an    1  wo  branchi    ,  there  "  dl  be  about  .!'  • 

a.  Hi,   ,    li,. 

-*«  ♦ 

1  In    P  1 '  Co.  for  the  pasl     1     wei  I     lia    emploj  ed 

team     1    1    ca    11 for  tin    fi lation    1 pro 

r     ei   liouai    on  Brunol      I   laud,  which  » ill  be  100  x  5011 
I,,  bi   in  opi  1 « iilini  two    -  11       Speci 

I"  all'-i,  ,  ompll  I'd     I"'     I  111        Upd     tl  11'  mo     and    nia,  I i  | 

and  it •  ■  1  i„ ,,[,  ,     and  1 ill  1 1,1,1, , 1  in 

the  in 


Oct.  20.  1902.] 


STREET  RAILWAY  REVIEW. 


761 


EDWARD  F.   C.   YOUNG. 


DAVID   YOUNG. 


It  has  been  said  ol"  Mr.  E.  F.  C.  Young  that  his  career  has  been 
one  typically  American — energetic,  arduous  and  successful.  Born 
of  humble  Scotch-English  parentage  in  Morris  County,  New  Jersey 
111  1835.  his  life  work  lias  been  largely  confined  within  the  borders 
of  his  native  state,  but  to  this  concentration  of  his  energies  New 
may  justly  attribute  the  successful  development  of  more 
.  score  of  her  largest  financial,  commercial  and  public  utility 
enterprises. 

With  a  public  school  education  as  a  foundation  Mi.  Young 
began  his  business  life  as  junior  clerk  in  the  Hudson  County  Bank 
of  Jersey  City.  Through  the  exhibition  of  executive  abilities  in 
respects  exceptional,  he  rapidly  advanced  from  positions 
■jnder  the  direction  of  others  to  offices  where  he  himself  became 
the  one  to  direct  and  manage. 

Through  successive  consolidations  of  banking  interests  in  the 
eastern  part  of  the  state  he  assumed  greater  and  greater  responsi- 
bilities until  in  1874  he  was  appointed  cashier  and  in  1879  was 
made  president  of  the  First  National  Bank,  the  largest  banking 
institution  in  the  state  of  New  Jersey.  He  still  holds  the  office 
and  may  be  found  every  business  day  in  the  week  at  his  office  in 
the  bank  in  Jersey  City,  directing  the  policies  and  affairs  of  the 
institution. 

Although  Mr.  Young  is  essentially  a  banker,  this  is  but  one 
phase  of  his  activities.  As  exhibiting  the  wide  range  of  his 
ability  his  management  of  the  affairs  of  the  Joseph  Dixon  Crucible 
Co.,  of  Jersey  City,  may  be  cited.  In  1881  this  company,  whose 
lead  and  graphite  products  arc  known  throughout  the  civilized 
world,  became  involved  in  financial  difficulties  and  Mr.  Young  was 
appointed  receiver.  With  wonderful  skill  and  sagacity  he  reorgan- 
ized every  detail  of  the  business,  paid  off  all  obligations  of  the 
company  and  in  1891  turned  the  plant  over  to  the  owners  as  one 
of  the  foremost  manufacturing  industries  in  the  world.  Mr.  Young 
•.ctcd  president  of  the  reorganized  Joseph  Dixon  Crucible  Co. 

Closely  identified  as  he  was  with  the  business  life  of  the  com- 
munity, Mr.  Young  early  saw  the  possibilities  that  were  to  be 
opened  up  by  the  application  of  electric  traction  to  the  street  rail- 
ways of  the  state.  He  found  time  to  devote  to  a  study  of  street 
railway  conditions  and  was  interested  in  forming  a  number  of  the 
first  companies  operating  in  and  around  Jersey  City  and  Newark, 
all  of  which  were  eventually  merged  into  the  Consolidated  Trac- 
tion Co.,  and  finally  into  the  North  Jersey  Street  Railway  Co., 
controlling  250  miles  of  electric  railway  in  the  territory  named. 
Mr.  Young  is  president  of  this  company. 

In  his  last  annual  report  to  the  stockholders  of  the  North  Jersey 
Street  Railway  Co.,  Mr.  Young  was  able  to  report  gross  earnings 
of  the  property  for  the  year  ending  Dec  31,  1901,  as  $4,172,646,  and 
a  surplus  after  paying  all  expenses  and  fixed  charges  of  $133,760. 
The  company  has  planned  to  spend  $1,000,000  in  improvements 
during  the  current  year,  a  portion  of  which  will  be  expended  in 
building  a  17-milc  belt  line  between  the  Pennsylvania  R.  R.  station 
■y  City  and  Bergen  Point.  As  announced  in  previous  issues 
of  the  "Review"  plans  arc  also  well  under  way  whereby  the  lines 
of  this  company  will  make  connection  with  the  surface  and  elevated 
lines  on  Manhattan  Island  by  means  of  a  tunnel  under  the  North 
River. 

Mr.    Young    has   held   places   in    the   directorate   of   nearly    forty 

important   companies   including   the   United   Electric   Co.,   of   New 

the  Butler  Hard   Rubber  Co.,  several  trust  companies,  the 

Jersey  City  Coal  Co.,  the  Standard  Distilling  &   Distributing  Co., 

and  others. 

He  is  a  member  of  over  a  dozen  social  and  political  clubs  and  an 
officer  of  several,  lie  was  a  presidential  elector  in  1880  and  is 
actively  interested  in  the  affairs  of  the  Democratic  party  in  city 
and  state. 


Ihe                                            Railway  <  roperty 

of  the  Val<!                              amounting  10  about  $7,000,  and  com- 

rs,  etc.,  an'!  <  ijooo  fine  1  bi<  k 
cn».    A 

(Of   th<-   prop  ih    the 

■.  iid  animal       1 
lo  mal  • ' »  111  the  South 


Mr.  David  Young,  who  is  one  of  the  successful  street  railway 
managers  of  the  country,  was  born  in  Scotland,  May  1849,  but 
at  an  early  age  was  brought  to  Newark,  N.  J.,  where  he  received 
a  high  school  education  and  first  began  to  gratify  his  ambition  to 
become  a  civil  engineer.  During  several  years  he  was  connected 
with  various  partnerships  until  1893  when  he  entered  the  firm  of 
Young  &  Borrie.  Shortly  afterward  he  became  interested  in  street 
railway  matters  in  his  part  of  the  state  and  was  made  general 
manager  of  the  Consolidated  Traction  Co.,  of  Jersey  City.  He  is 
now  vice-president  and  general  manager  of  the  North  Jersey 
Street  Railway  Co.,  and  president  and  general  manager  of  the 
Jersey  City,  Hoboken  &  Paterson  Street  Railway  Co. 

The  life  of  a  street  railway  manager  is  never  one  conducive  to  the 
taking  of  one's  ease,  but  in  the  management  of  these  two  important 
properties  Mr.  Young  finds  the  fullest  scope  for  the  seemingly 
tireless  energy  which  is  characteristic  of  the  man.  His  day's  work 
frequently  calls  for  his  presence  at  his  Newark  office  at  7  :30  in  the 
morning ;  at  his  Elizabeth  office  at  8 130 ;  at  his  Jersey  City  office 
at  y  :45,  and  at  his  Hoboken  office  at  1 .30  in  the  afternoon.  Al- 
though controlled  by  a  community  of  interests  the  two  properties 
are  run  entirely  independent  of  each  other.  At  his  Jersey  City 
office,  Mr.  Young  is  vice-president  and  general  manager  of  the 
North  Jersey  Street  Ry.  At  his  Hoboken  office  he  is  president 
and  general  manager  of  the  Jersey  City,  Hoboken  &  Paterson 
Street  Ry.  And  his  title  of  general  manager  is  well  given  for  he 
is  manager  not  only  when  broad  policies  of  action  are  to  be  set- 
tled but,  as  well,  when  the  minutest  detail  of  operation  is  in 
question. 

Next  to  his  capacity  to  do  work  Mr.  Young's  most  striking 
quality  is  his  genial  good  nature.  It  has  been  said  of  him  that 
his  is  the  heartiest  laugh  in  New  Jersey — a  laugh  that  has  nothing 
of  hidden  motive  in  it,  but  is  the  ringing  expression  of  a  man  who 
loves  his  work,  with  malice  toward  none,  and  good  will  toward 
all.  To  the  casual  visitor,  the  supplyman,  the  political  visitor,  the 
person  with  a  complaint,  the  man  out  of  a  job,  and  to  all  subor- 
dinates, he  is  always  the  same,  easily  approachable,  genial  in 
greeting,  a  sympathetic  listener,  and  judge,  whose  decision  is 
kindly  and  just  but  final. 

Mr.  Young  is  a  believer  in  the  future  of  the  street  railway 
industry  and  thinks  the  electric  road  is  the  most  powerful  advance 
agent  of  prosperity  in  this  country.  In  his  own  words  "the  electric 
car  is  the  chariot  of  the  people  and  the  pioneer  of  progress.  Wher- 
ever it  goes  it  carries  growth  and  development.  The  electric  car  is 
revolutionizing  social  conditions."  He  also  points  out  that  the 
combinations  of  managements  of  electric  roads  that  have  been 
going  on  so  rapidly  during  the  decade  have  resulted  in  good  every- 
where, not  only  in  securing  faster  development  and  better  systems, 
but  also  in  increasing  the  number  of  positions  open  to  intelligent 
men  and  in  giving  greater  opportunities  for  advancement. 

Mr.  Young  was  a  member  of  the  Newark  city  council  from  1876 
to  1882;  president  of  the  council  for  four  years;  and  was  elected 
a  member  of  the  New  Jersey  Legislature  in  1882.  For  25  years 
he  was  town  surveyor  for  Harrison  and  Kearney,  N.  J.  He  is 
a  stanch  Republican. 

Mr.  David  Young  has  been  associated  for  many  years  in  street 
railway  matters  with  Mr.  E.  F.  C.  Young,  but  the  two  men,  though 
i  tin-  same  name,  arc  not  kinsmen. 


INCREASED   POWER   FACILITIES    AT   CHATT- 
ANOOGA. 


An  agreement  ii  d  between  the  Chattanooga  (Term.) 

ilway   Co.    and   the   Chattanooga   Light   &    Power   Co., 

1    (In-    latter    will    fun  .     foi    the    operation    of   the 

for  the  in •■■  I  11    .cars.     In  order  to  ftil- 

ract  the  Chattanooga  Light  &  Power  Co.  will  double  the 

1     plant,  initalling  a  300-kw.  and  two  700-kw.  gencra- 

yhich   have   been   ordered  and   will     > be  delivered.     The 

lilway  company  will  be  used  as  an  aux- 
iliary !,  the  two  will  furnish  sufficient  power 
<"•  thi  operation  ol  ■  ind  the  numeroui  extensions 
which  the  'haii. 11  in.  Railway  Co.  contemplates  making 
in  the  near   future. 


762 


STRKKT   RAILWAY    Kl  VIEW. 


[Voi    XII.  W  id 


POWER   HOUSE  AND  THIRD  RAIL  SYSTEM   OF 
THE  BERLIN   ELEVATED   AND   UNDER- 
GROUND  RAILWAY. 

In  addition  to  the  description   of   the   itructure  of  the   Berlin 

■  I  .m.i  Underground  Ry.  given  in  the  "Review"  for  April, 

Mowing  details  in  regard  to  the  power  house  and  third 


and  the  other  for  closets,  wash  rooms  and  dressing  rooms  for  the 
operating  staff,  these  moms  being  near  the  repair  shop  of  the 
■  ngine  room. 

The   boiler    equipment    occupies   a    much    larger   space   than   the 

engine  plant,  therefore  the  whole  of  the  first  floor  ml  in. I  required 

for  tlu-  engines  even  after  all"..  The 

engine  floor  ii  divided  by  a  row  of  column!  on  one  tide  of  which 

intermediate  flooi    used  i'.i   a  repair  simp  and  the  portion 


BOILER  ROOM-BERLIN  ELEVATED  AND  UNDERGROUND  RAILWAY. 


rail   systeni   will   be    found   .■!'   interest   as   this   plant   represents   the 
most   advanced   electric   railway   practice   in   Germany.     The   power 
house  is  located  near  the  center  of  the  city  at  which  place  the  great- 
est  consumption   of   energy   occurs.     A   continuous   current   of   750 
volts  is  generated  at  this  station  and  is  conducted  directly   to  the 
special   contact   rails  and   feeders  along   the   tracks  of  the   elevated 
and  underground  structures.    The  return  circuit  is  through  the  track 
rails.     On  account   of  the  cost  of  land   in   this   locality   the   power 
is   built    several    stories   high-     The   boiler   equipment,   which 
near  the  top  of  the  building  comprises  six  Gehre  boilers 
which   operate   at    a   pressure   of    13s   lb.     Immediately   above   the 
boiler  room  is  a  system  of  Hunt  conveyors  for  handling  the  coal. 
The  engines  arc  located  on  the  floor  directly  below   the  boilers, 
and  tin-   feed   water   is   either   pumped   from   the   Landwehr   Canal 
or  from  a   tank   ml.,   which   the  air  pump  discharges.      The  exhaust 
ir.mi   the   pumps   1-   led   into  ibis   tank  ami  also  the  condensation 
water   from   the   Steam   pipes.      The   feed   pipes   and    steam    pipes    foi 
are  ill  duplicate  to  provide  against   any  accident   which 

might  occur.     The  boiler   r 11  piping  consists  of  a   main   ring   pipi 

over   il  of   boilers    from    which   branches   are   carried 

between    the    boilers    down    to    tlu     engines.      Cast    iron    bends    are 
employed,  the  flanges  being   rolled  on.      The  flanges  are  protected 
by    removable   caps   and    the    whole    system   of   piping   is    thoroughly 
insulated-      The  boilers  are  provided  with   superheaters  which  makes 
it    possible   to   raise    the    temperature    of    the    steam   to   440   (leg.    F. 
rs    are   arranged    so   that    the    tubes   an    very    neai 
and  by  operating  a  set  of  valves  and  tilling  the  heaters  with 
water  they  ma}  bi   used  to  generate  steam.    The  condensers,  a-  well 
.or  and    feed   pumps  are  placed  in  the  basement   in  an  open 
space   around    the    .  nejne    foundation.      The   air   pump    is   operated 
mall   crank  on  the  extended  engine  shaft  and  there  are  two 
tanks   in   the  basement   of  the  station   connected   with   the  canal   in 
which    the    water    stands   on   the   canal    level   and    which    arc   con- 
nected by  a  pipe  to  the  condensers.     Each  condenser  has  separate 
injector  pipes  taking  water  from  the  tanks,  and  the  waste  water  is 
carried  through  pipes  running  back  to  the  canal  after  first  passing 
through   a   filtering   well.     The   lower   part   of   the   chimney    which 
cannot  be  used  for  draft  on  account  of  the  location  of  the  boilers, 
is  divided  into  two  floors,  one  of  which  is  used  as  a  store  room 


underneath  this  is  used  for  the  switchboards  and  electrical  appa- 
ratus The  main  portion  of  the  engine  room  is  again  subdivided 
into  two  parts  by  a  row  of  columns  over  one  portion  of  which  is 
a  15-ton  crane  and  over  the  other  side  is  a  20-ton  traveling  crane- 
These  are  operated  by  direct  current  motors. 

The   engine   equipment   consists   of   three   direct    connected    units 
of  a  normal  capacity  of  900  h.  p.  and  a  maximum  capacity  of  1,200 


vir.w   01    CO        COK  viiviir. 

h.  p.  each.  These  are  of  the  vertical  compound  type  and  each  is 
directly  coupled  to  a  Siemens  &  Halskc  shunt-wound  dynamo.  The 
engines  run  at  a  speed  of  115  r.  p.  m.  and  were  constructed  by 
Borsig.  The  high  pressure  cylinder  dimensions  are  31^2  and  50 
in.  by  2QJ/2  in.  stroke.  On  the  high  pressure  cylinders  the  valve 
gear  is  of  the  Collman  type  while  on  the  low  pressure  cylinders 
ordinary  piston  slide  valves  arc  employed.    There  are  two  platforms 


Oct.  20,  1902.] 


STREET  RAILWAY  REVIEW. 


763 


provided  on  each  of  the  engines  tor  use  in  adjusting  and  lubricat- 
ing the  various  parts  and  these  platforms  are  all  connected  to- 
gether by  iron  bridges  so  that  the  attendants  may  pass  from  one 
engine  to  the  other  without  descending  to  the  floor.  An  extension 
of  the  engine  crank  shaft  is  provided  for  operating  the 
governor.  I  he  fly  wheels  are  started  by  a  20-h.  p. 
motor-driven  mechanism  which  is  automatically  cut  mil 
when  the  engine  has  attained  sufficient  speed.  I  'he  flj 
wheels  are  enclosed  in  sheet  metal  which  prevents  the 
throwing  of  oil  as  well  as  the  creation  of  draughts 
about  the  machinery.  The  generators  are  of  the  shunt 
wound,  inner  pole  type  with  ring  armatures  and  were 
specially  designed  by  the  Siemens  &  llalske  Co.  for  this 
plant.  Each  of  the  dynamos  has  a  capacity  of  800  k\\. 
and  supplies  continuous  current  at  750  volts. 

The  floor  of  the  dynamo  room,  a?  will  Ik-  seen  front 
the  cross  section  view  of  the  plant,  is  somewhat  higher 
than  that  in  the  engine  room  proper  and  all  of  tin  parts 
of  the  generators  which  require  attention  are  within 
TL-ach.  The  two  floor  levels  are  connected  by 
stair. 

The  main  switchboard  i>  mounted  on  a  platform 
slightly  elevated  from  the  floor  and  1-  connected  to  the 
generators    by    heavy    iron    armored    and    lead    COVi 

The   switchboard  contains   the   usual   sm 
circuit    breakers,    ammeters    and    v .  -1 1    meters.      A    small 
auxiliary    switchboard   is   pi  connecting  the 

main   switchboard   to  the   1>  age   batteries 

for  regulation  and  lighting.  The  storage  battery 
has  a  capacity  of  1.200  ampere  hours  and  a  small  auxil- 
iary motor  generator  is  provided  for  raising  the  current 
t'<  the  potential  necessary  for  charging.  The  storage 
battery  used  for  regulation,  as  well  as  the  lighting  bat- 
tery are  placed  in  adjoining  rooms  in  the  arches  of  the 
overhead  railway  viaduct.  The  Iwoster  and  battery  are 
-ed  for  driving  the  auxiliary  electric  motors  used 
in  the  plant. 

The  third  rails  of  this  system  are  placed  on  the  right 
hand  side  of  the  tracks  in  the  tunnels  and  on  the  left 
hand  side  on  the  elevated  structure.  These  conductor 
rails  are  raised  about  6  in.  above  the  tracks  on  the  ele- 
vated portion  and  somewhat  higher  within  the  tunnel, 
and  by  this  disposition  of  the  third  rail  the  automatic 
lighting  of  the  cars  in  the  tunnel  is  secured.  The  conductor  rails  are 
laid  in  40  ft.  lengths  and  have  a  cross  section  of  s'/i  sq.  in.  They 
are   iron    rails  of   the  ordinary   pattern   connected   by  copper   bonds 


are  lighted  by  incandescent  lamps,  three  lamps  of  220  volts  being 
used  in  scries.  Where  arc  lights  are  used,  12  arc  lamps  having  a 
difference  of  potential  of  55  volts  are  connected  in  series  and  a 
compensating   device   is   in   use   for  taking  care  of  the  fluctuations. 


SECTION  "I    POWER  HOI  si 


The  trains  consist  of  three  cars,  the  two  end  cars  each  being 
equipped  with  four  motors,  one  on  each  axle.  These  trains  will 
seat  about   125  people  and  have  standing  room  for  about  50  more 


CROB81  1  1  1   1     \  N  11  STE  \  m   !,■  ULBOAD 


II    the   joint  which 

Hon  of 
2'/i  v\.  in.     I!  d  and  underground 


in   addition   to   the  ait    and   hand   brakes  it   is  possible  to  short 
tl       tiotoi  resistano      foi    obtaining  an   elei  1 1  ii 

1  in-  mob ir  cat    u t  pro 

.i'b 'I    with     ignal    lamp     which  d    automatically   in   thi 


764 


-I  REE  I    RAILWAY  REVIEW. 


[Vol.  XII,  No.  Id 


day  time  when  thi 

which  ;ire  placed  undei   lli.  1. 1  the  lighting  is 

moton 
parallel 


TION  IN  TUNNEL. 


controllers,  The  elevated  structure  is  double  track  throughout, 
the  rails  being  laid  to  standard  gage  of  1.435  meters  and  the  two 
tracks  being  3  meters  apart.  The  sharpest  curve  has  a  radius  of 
about  250  ft.  and  the  heaviest  grade  is  about  3  per  cent. 


PRODUCTION   OF  COPPER 


The  production  of  copper  in  1901  is  reported  by  Mr.  Charles 
Kirchhoff  in  Mineral  Resources  of  the  United  States,  1901,  now  in 
press,  United  States  Geological  Survey. 

The  conditions  surrounding  the  copper-mining  industry  during 
the  year  iyoi  were  in  many  respects  extraordinary.  Production 
was  only  slightly  less  than  it  had  been  in  1899  and  in  1900,  and 
consumption  in  this  country  was  undoubtedly  considerably  greater. 
But  a  determined  effort  was  made  during  the  greater  part  of  the 
year  to  maintain  values  in  the  face  of  adverse  conditions  111  the 
countries  which  are  the  principal  customers  for  our  large  surplus. 
Prices  were  kept  above  the  parity  of  Europe,  so  that  large  importa- 
tions were  added  to  the  supply.  The  result  was  an  extraordinary 
accumulation  of  the  red  metal  in  the  hands  of  leading  interests. 
For  a  while  co-operation  between  the  principal  producers  was  tried, 
ami.  when  this  failed,  coercion  was  attempted  by  the  breaking  of 
the  market  toward  the  close  of  the  year.  This  was  preceded  by  a 
very  serious  decline  in  the  shares  of  copper  companies  on  both 
sides  of  the  Atlantic 

The  total  production  of  domestic  copper  in  the  United  States  in 
1901  was  268,782  long  tons,  as  against  270,588  long  tons  in  1900. 
The  amounts  produced  and  the  relative  percentages  of  the  total 
production  of  Lake  Superior,  Montana  and  Arizona  were  as 
follows : 

Lake  Superior,  69,772  long  tons,  percentage  of  total  production, 
25.9 ;  Montana,  102,621  long  tons,  percentage,  38.2 ;  Arizona,  58,383 
long  tons,  percentage  21.7.  Mr.  Kirchhoff  discusses  at  some  length 
the  conditions  and  production  of  the  mines  in  the  Lake  Superior 
district,  in   Montana,  in  Arizona,  in  Utah,  and  in  Tennessee. 

The  total  imports  of  copper  in  the  United  States  in  1901,  from 
all  sources  and  in  all  forms,  amounted  to  124.938,323  pounds,  as 
compared  with  103,895,026  pounds  in  1900,  with  93,172,191  pounds 
in  1899,  and  with  50,268,499  pounds  in   1898. 

The  total  value  of  the  exports  of  copper  from  the  United  States 
in  1901  was  $36,071,448,  as  compared  with  $58,875,439  in  1900,  with 
$43,485,654  i"  1899,  and  with  $35,545,251  in  1898.  Germany  is  by 
far  our  largest  customer  for  copper,  since  the  greater  part  of  the 
metal  shipped  to  the  Netherlands  is  in  transit  for  that  country ;  on 
the  other  hand,  some  of  the  copper  which  goes  to  the  United 
Kingdom  is  shipped  from  there  to  other  countries.  The  details 
of  these  movements  cannot  well  be  followed. 


The  estimated  consumption  of  copper  in  the  United  States  in  1901 
■14  pounds,  as  against  356,891,121  pounds  in  190a 
lock  of  copper  on  hand  in  the  United  States  on  January  1. 
mated  as  being   at   least   300,000,000  pounds,   equivalent 
tion.     In  the  absence  of  figures  which  might 
nl  normal  years,  it  is  impossible  to  do  more  than 
guess  at   what  might  be  considered  the  excess  over  a  rea 
sonablc  Stock.     It  i-  probably  fair  to  assume  that,  even  at  the  begin 
1   the   year    1901,  the   stocks  of  copper   in   this  country   were 
d  the  working  limit 
I  he  copper  market  •.pined  in  loot  rather  dull  at  the  official  prices 
of    17   cents    for    Lake   and    16JS    cents    for   electrolytic,   but   actual 
sales  were  made  its  for  Lake,  and  at  i6.'4  cents  for  elec- 

trolytic    By  the  13th  of  January,  1902,  the  official  prices  had  fallen 
to  1I}<  cents  f"r  Lake  copper. 

The  world's  production  of  copper  in  1901  was  511.803  long  tons, 
linsl   487,206  tons  in   1900,  463,693  tons  in   1899,  and  429.379 

Ions  ill   1898. 

Bj   far  the  most  important  of  the  new  mines  which  have  entered 

the  world'-  market  in  recent  years  Consolidated 

Co.,  whose  properties  are  located  at  Cananca,  Sonora.  Mex- 

rhere  >  ason  to  believe  that,  before  the  close  of  the 

the  production  of  this  company   will   reach  4,500,000 

to  5,000,000  pounds  of  fine  copper  pel   n th.     Such  a  rapid  devil 

r     before    been     witnessed    in    the    copper-mining 
industry. 


KANSAS  CITY   NOTES. 


The  site  of  the  new  power  house  of  the  Metropolitan  Street  Rail- 
way Co.  occupies  the  space  of  nearly  three  city  blocks.  It  is  a  clay 
bank  about  100  ft.  high  and  before  the  work  on  the  power  house 
can  be  begun  this  hill  of  clay  must  be  removed.  The  work  was  let 
to  a  local  contractor,  who  attempted  to  remove  it  by  means  of  run- 
ning water.  He  ran  a  pipe  connected  to  the  city  water  works  along 
the  top  of  the  hill  and  allowed  the  water  to  run  down  over  the 
side  of  the  hill.  Laborers  stirred  up  the  water  and  mud,  which 
ultimately  ran  to  a  pump,  where  it  was  discharged  into  the  river. 
This  plan  did  not  prove  effective  and  the  contractor,  becoming  dis- 
couraged, abandoned  the  job.  The  company  then  took  up  the  work 
and  under  the  direction  of  its  chief  engineer,  Mr.  Bacon,  the  pipe 
along  the  top  of  the  hill  was  connected  with  a  4-in.  hose  which  led 
down  the  bank,  and  was  discharged  through  nozzles  which  threw 
il  with  great  force  against  the  side  of  the  hill.  This  proved  a  more 
practicable  plan  and  was  so  successful  that  the  size  of  the  upper 
pipe  was  increased  to  12  in.  and  six  4-in.  hose  pipes  are  now  em- 
ployed in  tearing  away  the  bank  for  24  hours  a  day.  All  the  avail- 
able teams  in  the  city  have  been  employed  to  assist  in  reducing  the 
hill. 

Several  more  or  less  serious  accidents  have  occurred  on  the 
Ninth  St.  incline  this  year,  and  in  order  to  reduce  the  possibility  of 
such  accidents  in  the  future  the  company  now  runs  two  grip  cars 
on  each  train  running  on  the  incline.  The  main  line  cars  have  been 
diverted  to  another  route  so  that  less  than  one-third  the  usual 
number  of  cars  are  now  operating  on  the  incline. 

The  city   council   recently  passed  an  ordinance  requiring  cars  to 

stop  on  the  near  side  of  street  crossings.     The  public  and  the  press, 

r,  criticised  the  ordinance  so  severely  that  the  same  council 

was  obliged  to  pass  a  new  ordinance  changing  back  to  the  farther 

method.      It   inserted   a   clause,   however,   that   cars   will    be 

stopped  on  the  near  side  only  at  points  where  railway  lines  intersect. 

Labor  ami  teams  are  reaping  a  harvest  in  Kansas  City  this  sea- 
son, the  prevailing  price  being  $1.75  and  $2.00  per  day  for  labor  and 
$3.50  to  $4.00  per  day  for  teams.  On  city  work  these  prices  are  paid 
for  an  eight-hour  day. 


The  South  Jersey  Gas,  Electric  &  Traction  Co.,  of  Camden,  N. 
J.,  has  awarded  the  contract  for  the  erection  of  a  group  of  new 
buildings,  which  will  comprise  a  three-story  warehouse,  59  x  66  ft. ; 
a  two-story  stable,  102  x  34  ft.,  and  a  blacksmith  shop,  45  x  34  ft. 


An  unusual  accident  is  reported  from  Ithaca,  N.  V.  A  fare  reg- 
isti  1.  weighing  20  lb.,  fell  from  its  position  at  the  top  of  a  car  as  the 
latter  was  rounding  an  abrupt  curve,  and  struck  a  woman  passen- 
ger on  the  head,  stunning  her,  but  fortunately,  not  causing  a  serious 
injury. 


Oct.  20,  1902.] 


STREET  RAILWAY  REVIEW. 


765 


FRANCHISE   OF  THE  INDIANAPOLIS  TRAC- 
TION  &  TERMINAL  CO. 


The  organization  of  the  Indianapolis  Traction  &  Terminal  Co.  for 
the  purpose  of  building  a  system  of  tracks  and  passenger  and  freight 
terminals  for  the  several  interurban  lines  entering  Indianapolis. 
was  described  in  the  issue  of  the  "Review"  for  August,  page  496. 
This  terminal  system  is  to  be  used  by  the  Union  Traction  Co.  of 
Indiana,  the  Indianapolis  Northern  Traction  Co.,  the  Indianapolis. 
Lebanon  &  Frankfort  Railway  Co..  the  Indianapolis  &  Martinsville 
Rapid  Transit  Co..  the  Indianapolis  &  Plainfield  Railway  Co..  the 
Indianapolis  &  Eastern  Railway  Co..  the  Indianapolis,  Greenwood  & 
Franklin  Railroad  Co.,  and  the  Indianapolis,  Shelbyville  &  South- 
eastern  Traction   Co. 

The  franchise,  which  was  granted  on  August  4th,  authorizes  the 
company  to  construct,  own  and  maintain  a  single  or  double-track 
surface  street  passenger  railway  system,  to  be  operated  by  electricity 
or  other  improved  power  to  be  approved  by  the  Board  of  Public 
Works,  on  thirty  streets  and  avenues  named  in  the  city,  and  the 
company  as  part  of  the  consideration  for  the  grant,  expressly  dis- 
claims any  right  to  use  any  street  or  avenue  except  such  as  is 
named  in  the  franchise.  The  company  shall  not  have  the  right  to 
build  or  operate  any  line  of  street  railway  except  such  as  is  spe- 
cifically named.  The  operation  of  any  line  which  may  hereafter  be 
built  may  be  discontinued  only  with  the  consent  and  authority  of  the 
Board  of  Public  Works,  and  in  case  of  such  discontinuation,  the 
company  shall  restore  the  street  vacated  to  a  good  condition.  The 
tracks  shall  be  laid  so  that  the  center  line  in  case  of  a  single  track, 
or  the  center  line  of  the  space  between  the  tracks  in  case  of  a  double 
track,  shall  be  the  center  line  of  the  street.  The  tracks  shall  be  of 
the  same  gage  as  the  tracks  of  the  Indianapolis  Street  Railway  Co. 
and  shall  be  so  constructed  that  they  may  be  physically  connected 
with  the  tracks  of  the  latter  company  at  intersecting  points. 

The  franchise  gives  the  new  company  authority  to  sell,  lease,  or 
otherwise  dispose  of  the  system  of  street  railways  which  it  may 
construct,  to  the  Indianapolis  Street  Railway  Co.,  and  authority  is 
also  given  the  new  company  to  purchase,  lease  or  otherwise  acquire 
from  the  Indianapolis  Street  Railway  Co.,  any  part  of  its  system  of 
street  railways,  power  houses,  car  barns  and  other  property. 

Under  the  terms  of  the  franchise,  the  new  company  agrees  to  con- 
struct and  equip  a  large  portion  of  its  road  so  as  to  be  ready  for 
operation  within  12  months.  Other  portions  of  the  road  are  speci- 
fied to  be  ready  for  operation  within  three  years  and  five  years  re- 
spectively. A  five-cent  fare  and  universal  transfers  are  also  pre- 
scribed. The  new  company  agrees  to  construct  within  18  months 
from  the  date  of  the  franchise,  a  suitable  and  commodious  passen- 
ger terminal  to  be  located  within  a  certain  prescribed  section  of  the 
city,  which  shall  be  accessible  to  any  suburban  or  intcrurban  rail- 
way company,  either  directly  or  by  means  of  lines  to  be  constructed. 
This  terminal  is  to  be  used  by  all  of  the  suburban  and  interurban 
railway  companies  for  the  purpose  of  passenger  traffic,  without  dis- 
crimination in  favor  of  or  against  any  of  these  companies,  and  for 
such  compensation  as  shall  be  agreed  upon  for  the  use  of  the  tracks 
of  the  new  company. 

The  right  to  the  use  of  the  terminal  station  shall  be  upon  condi- 
tion that  the  compensation  for  such  use  shall  be  paid  when  it  be- 
comes due  and  that  reasonable  rules  and  regulations  shall  he  con- 
formed to.  and  that  for  failure  to  pay  or  to  conform  to  such  rules, 
the  suburban  or  interurban  company  so  failing,  shall  be  excluded 
from  the  use  of  the  station. 

An  emergency   repair  fund   is  to  he  kept   on   deposit   in   tl 
•reasury,  to  be  drawn  upon  by  the  Board  of   Public  Works  when 
an  emergency  arises  calling  for   immediate   repairs  of  any  danger- 
ous defert   in  any   street   or  avenue  required  by  the   franchise  to  be 
kept  in  repair  by  the  new  company. 

In  case  of  any  improvements  in  the  pavements  of  streets  or  ave- 
nues occupied  by  the  company's  tracks,  the  company  agl 
that  part  of  the  street   bounded  by  its  outside  tracks,   in  the   same 
manner  and  with  the  same  material  as  is  used  on  the  Other  part  of 
the  street,  and  that  such  improvement  by  the  company  shall  ' 

at  the  same  time  that  the  improvement  by  the  city  shall  be 
finished. 

The    franchise    requires    the    new    company    to    mak<- 
extensions  of  its  several  lines  when  required  tot  the  convenii 
the  public  and  authorized  by  the   Board   of   Public   Works.     When 
the  board   shall  have  ordered   such   an   extension  or   new  construc- 


tion, fixing  the  time  of  its  completion,  the  company  must  forfeit  to 
the  city  the  sum  of  $50  for  each  day  that  the  completion  of  the  new 
work  is  delayed  beyond  the  date  ordered. 

The  company  is  authorized  to  carry  baggage,  freight,  express 
and  mail  in  separate  compartments  of  the  passenger  cars  or  in 
freight  car<.  No  live  animals  except  hunting  dogs  may  be  carried  in 
any  of  tin-  car-:,  ami  all  baggage,  express  matter,  parcels  and  articles 
of  merchandise  must  be  delivered  at  the  terminal  station  for  distri- 
bution. No  express  or  baggage  shall  be  loaded  or  unloaded  upon 
any  of  the  streets  or  avenues  of  the  city  except  at  the  station  or 
terminals.  Fowls  properly  secured  in  boxes  may  be  carried  in  the 
cars  between  the  hours  of  12:30  and  4:30  a.  m. 

Until  the  station  for  the  receipt  and  delivery  of  freight  shall  have 
been  provided  the  company  may  use  the  dead  track  of  the  Indian- 
apolis Street  Railway  Co.  for  loading  and  unloading  freight,  pro- 
vided the  selection  of  the  dead  track  shall  be  approved  by  the  Board 
of  Public  Works,  and  that  the  cars  shall  not  be  allowed  to  stand 
more  than  15  minutes  at  any  one  time  in  loading  or  unloading.  The 
city  reserves  the  right  to  regulate  or  change  the  route  of  cars  oper- 
ating through  the  city,  used  exclusively  for  carrying  mail,  express 
or  freight,  but  only  in  such  a  way  that  such  route  will  connect  with 
the  other  part  of  the  line  on  which  the  company  enters  the  city,  and 
at  the  same  time  connect  with  the  terminal  station.  The  rates 
charged  for  either  freight  or  express  shall  not  exceed  those  charged 
by  any  other  common  carrier  for  similar  matter.  The  companies 
shall  not,  however,  be  required  to  charge  less  than  80  per  cent  of 
the  published  rates  now  charged  by  other  common  carriers. 

Each  of  the  suburban  or  interurban  companies,  with  the  excep 
tion  of  the  Union  Traction  Co.  of  Indiana,  binds  itself  to  pay  one 
cent  for  each  round  trip  made  by  any  of  its  cars  during  the  life  of 
the  franchise,  and  the  city  cannot  charge  more.  The  franchise  ter- 
minates April  7,  1933. 

The  Indianapolis  Street  Railway  Co.  and  the  Indianapolis  Ter- 
minal &  Traction  Co.  have  the  right  to  exclude  interurbans  from 
their  tracks  if  the  latter  do  not  pay  the  rates  agreed  upon  for  the 
use  of  the  tracks  of  the  two  local  companies. 


ONE  OF  THE  LITTLE  THINGS. 


The  foot  plunger  for  ringing  the  platform  gong  of  a  car  is  a  small 
detail,  but  it  very  frequently  becomes  annoyingly  conspicuous  by  its 
absence.  The  plunger  hole  in  the  platform  sometimes  wears  away 
sufficiently  to  let  the  plunger  drop  through ;  or  the  men  in  cleaning 
the  car  may  knock  the  plunger  out  and  it  becomes  lost. 

This  petty  annoyanci  cap  |„-  avoided  oy  placing  over  the  hole  a 
small  iron  plate  having  a  narrow  opening  through  which  the  plunger 


KOOT  PLUNGES  I  "K  RINGING  GONG, 

F01  1 1 1  <  the    i-oh  nri    in    indebted  to  Mr. 

.1.  C  Shcrrill,  barn  electrician  for  ill.  1  li.nl,  on,  (S.  C.)  Consoli- 
dated   Railway  Gas  &•   I  n  plate  is  about  2}i  in. 

long,  by  iVi  in.  wide,  and  i     !     ill    tin  1        I  I"    slot  or  opening  in  the 

)i  in.  wide  by  about  1  in.  long.  To  prevent  it  from  working 
■  an  of  til,,  opening  tin-  plunger  i^  cul  down  to  a  diameter  of  H  iu- 

In  a  d  1   in.  below  tin-  head     li   '     iln  11  placed  in  the  slot 

and  tl"-  plate  is  screwed  down  over  tin    hole  i"  tin-  platform.    The 
mi-  to  move  up  ami  down   within  the  limits  of  an  inch, 
but    it    cannot    hi'   removed    from   the   hole    without    unscrewing   the 
plate. 


The  I  1  raction  Co.,  on  October  1st,  put  a  new  rule 

lines  on  the  West  and  North- 
■   ages  of  7  and  n  years.    Children 
will  be  carried  free. 


766 


STREET  RAILWAY   REVIEW. 


CU,  No.  10, 


STREET   RAILWAY  CONSTRUCTION. 


An   interesting  i  ntly   read   before   the 

wliich  have  been  published  by  the 
Journal  of  the    Vssociation  of  Engineering  ["he  papei 

m  ,.i  Providi  net .  l<    L,  and  Vii 
by  George  B.  Fr..-  I  Railwa)    ]  rack  Construction  in  City 

."  by  Arthur  L  Plimpton;  "The  Relation  of  Street  Railway 

Tracks  to  the  Paving  of  City   Streets."  b]    Henry   Manley  ; 
and  Overhead  System  for  an  Interurban  Electric  Railway,"  by  Gil- 
bert  Hodgi  Highways,"  by   Harold 
Parker. 

In  the  paper  on  in  of  Providence  the  author 

stated  that   tl  was   first   put   in  operation  in   1865  and  now 

ulcs  of  track,  74.1  cars  and  s,ioo  employes 
system   includes   the   lines   of  the  Union   Railroad   Co.,   the   Paw- 
tucket  Street  Railway  Co.,  the  Rhode  Island  &  Siiimii.au  Railwaj 
Co.,  and  the  Interstate  Consolidated  Street  Railway  Co.    Thi 
operating  companies  are   all   controlled   by   the   United   Tra. 
Electric  Co.,  of  New  Jersey,  and  are  under   I  mcnl   of  the 

same  officers. 

There  arc  no  less  than   27  kinds   of  rails   in   the  main  track 
counting  the  variety  of  guard  rails,  etc.,  in  the   special   worl     and 
a  number  of  improvements  in  the  track  work  are  contemplated  and 
under  way.     These  consist  of  the  placing  of  concrete  beams   under 
the  rail  and  avoiding  tics  altogether  in  some  instances;  the  placing 
of  at  least   I   ft.  of  gravel  ballast  under  the  ties  in  all  track  instead 
■  if  using  whatever  material  happens  to  be  convenient;   the  d 
in  the  spacing  of  ties  to  about  22  in.  between  centers;  the  in 
in  width  and  length  of  ties  to  not   less  than  7-in.  widths  and  8-ft. 
lengths;  the  placing  of  guard  rails  on  all  curves  of  less  than  600- ft. 
radius;  the  placing  of  the  switch  tongue  on  the  opposite  sidi 
usual   practice  in   many   cases   so   that   the   main   track   will   1 
from  the  tongue;  the  adoption  of  a  lock  for  switch  points  as  soon 
as   a   suitable   method   can   be    found   for   the   various  conditions;   to 
locate  interurban  lines,  as  far  as  possible,  on  private  right  of  way 
so  that  control  may  be  had  over  grades,  alignments  and  drainage  as 
well   as   speed  of  the  cars;   to  avoid   sharp  curves  and   reverses  in 
curvature  as  far  as  possible ;  to  improve  the  usual  country  bridges 
so  there  shall  be  no  question  as  to  the  sufficiency  of  their  strength  . 
to  improve  private  bridge  floors  up  to  the  standard  reached  by  steam 
roads;  to  eliminate  the  mate,  so  called,  wherever  possible  and  to  use 
double-point   switches   connected   together,   thrown   by   a    stand   and 
capable  of  being  locked. 

Much  trouble  has  been  experienced  with  chipped  flanges,  due  to 
running  over  special  work,  as  it  has  become  the  custom  in  street 
railway  construction  to  build  special  work  in  such  a  way  that  when 
the  wheels  pass  over  the  mates  and  frogs  they  bear  on  the  flanges, 
thus  avoiding  the  pounding  over  the  break  in  the  rail.  While  with 
light  horse  cars  this  may  have  been  defensible,  with  heavy  cars 
which  must  go  through  the  city  streets  at  moderate  speeds  and  run 
upon  the  suburban  and  interurban  tracks  at  high  speed  it  seems 
wholly  indefensible.  At  present  the  chipping  of  the  flanges  is  a  very 
matter  and  the  only  reason  for  building  special  work  in 
ilu  manner  mentioned  has  been  to  prolong  the  life  of  the  track 
This  is  now  being  done  at  the  expense  of  the  life  of  the  wheels. 
The  only  way  which  comes  to  mind  of  avoiding  this  trouble  is  the 
widening  of  the  treads  of  the  wheels  from  the  present  widths  of 
2'  1  in.  or  2]A  in.  to  3  in.  or  more  so  that  by  reason  of  the  additional 
width  the  wheel  may  still  bear  on  one  portion  of  the  frogs  or  mates 
until  it  laps  over  the  space  and  begins  to  bear  on  the  other  portion. 
This  is  the  reason  why  steam  railroad  wheels  do  not  drop  into  the 
frog  openings,  and  it  can  be  applied  to  street  railroads.  This  rcm- 
ery  involves  care  in  paving  outside  of  the  rails  so  that  the  wheel 
will  not  have  to  run  upon  paving  obstructions. 

The  author  then  touched  upon  the  car  houses  and  repair  shops  of 
the  system,  which  were  fully  described  and  illustrated  in  the 
"Review"  for  May,  1902,  page  255.  and  the  freight  and  express 
service  described  in  the  "Review"  for  June,   1002,  page  341. 


STREET    RAILWAY    TRACK    CONSTRUCTlt  >\     IN     CITY 
STREETS. 

The  author  did  not  attempt  to  discuss  street  railway  track  con- 
struction in  general,  but  confined  himself  to  the  track  construction 
of  the  Boston  Elevated  Railway  Co's.  system.     After  describing  the 


well-kni  ois  used  in  bora  ce  the  author 

led  up  to  the  deep  girdei  rail,  which  was  designed  to  allow  paving 
with   granite   Mod  mpanying    illustration    shows    the 

standard   track   construction    which   ha-  nice  the  o-in.   rail 

11.1-  introduced.     On  top  of  the  tie  there  is  a  plate  of  cast  iron  about 

in  thickness,  so  that  with  the  rail,  which  is  a  little  less  than 

')  in.,  we  have  a  height  of  10  in.     The  plate  has  the  addeil  advantage 

■  if  backing  up  the  spikes  and  holding  them  against  the  base  "f  tb' 
rail.  When  the  city  first  began  to  put  in  COncrefl  foundation  am! 
apply   it   to  1  ks  existed   it    was   found   that    this 

l    track  construction   was   admirably   adapted   I"   the   !!■ 
ditions  as  the  depth   to  the  bottom  of  the  tie.  about    16  in.,  agreed 
exactly  with  the  depth  to  the  bottom  of  the  grade,  and  no  change  in 
the  track  COI  was  necessary.      Expel  proved 

that  ii  1  olutely  no  advantage  in  concreting  under  the  tie. 

In'  Hack  constru<  tided  t"  the  rest  of  tin   street  by  the  tie 

d  in  ilu   o  ■  in  in  of  tin 

all    will    go    tOgi  id    tin-    would    occur    even    if 

under  the  tie.     The  tic  rod.   which   is 

the  must   important   pS  'rack  and  which  is  1. 

in  order  to  hold  h  absolutely   in  gage  has  been  largely  increased  in 

ince   the   days  of  horse  cars  and   is   now    made    1    in.   in   diain 

ilu    threaded  ends.     This  not  only  is  sufficient  to  stand  the 


C*t£STTvUT     Tic     fc'  1  S" 


'  s'..|rt.iiii»i-  ifi+sr 


— - 


U<.     P.v.N*    I^U,    J,  ■,.      .    Ml,     at 


-train,    but    allows    something    for    rusting    so    that    the    rods    remain 

<•  and  last  as  long  as  the  rest  of  the  track. 
The  joints  in  this  rail  are  fish-plate  joints,  using  i-'  bolts.  The 
center  of  the  fish  plate  is  made  to  bear  against  the  rail;  and  if 
that  point  should  meet  the  web  of  the  rail  before  the  plates  come 
to  the  proper  bearing  at  the  head  and  base  of  the  rail,  the  strain 
of  the  bolts  would  bring  it  to  a  bearing  by  bending  the  plate.  It  is 
designed  to  just  touch  there  when  the  plates  are  in  their  final 
po  ition. 

The  form  of  construction   already  described  which  lent   itself   so 
admirably  to  the  granite  block  pavement  is  of  much  greater  depth 
than  is  required   for  the  asphalt  pavement.     There  are  .?  or  3 
of  asphalt  and  then  6  in.  of  cone:  hen  certain   streets 

-ii     first    laid    in   asphalt   it   made  all   the  COncrel  Ove  the 

tic  so  that  it  was  in  no  way  bonded  to  the  track  construction.  In 
order  to  secure  permanent  track  the  railroad  company  decided  to 
carry  the  concrete  to  a  greater  depth  in  the  track  than  in  the  rest 
"f  the  street  so  that  it  would  be  flush  with  the  bottom  of  the  tic. 
I  his  method  has  been  followed  during  the  last  three  years,  but  is. 
of  course,  a  very  expensive  construction.  It  gives  a  depth  of  solid 
concrete  between  the  ties  and  adds  about  $1,100  or  $1,200  per  mile 
to  the  cost.  It  is  obvious  that  if  a  number  of  miles  of  track  were 
to  be  laid  a  rail  not  over  5  in.  in  height  which  would  bring  the 
top  of  the  tic  up  nearer  to  the  top  of  the  concrete,  would  give  a 
much  more  economical  construction.  The  depth  of  Q  in.  for  the 
rail  was  made  necessary  only  by  the  depth  of  the  granite  block 
pavement.  This  10-in.  construction,  as  it  is  called,  laid  with  granite 
blocks  mi  gravel  base,  costs  at  present  prices  about  $18,500  per 
mile  of  track  in  a  paved  street,  where  the  city  paves  the  roadway 
and  tin  tween  the  tracks  and  the  company  paves  the  part 


Oct.  20,  1002.] 


STREET  RAILWAY  REVIEW. 


,67 


that  comes  in  each  track.  Similar  pavement,  laid  with  pitch  and 
pebble  joints  on  concrete  foundation*,  costs  about  $23,400  per  mile. 
The  asphalt  track  is  the  most  expensive,  costing  about  $26,600.  The 
brick  -   than  granite  blocks,  about  $22,500. 

In  the  outlying  tracks  of  the  system  where  a  reservation  has  been 
constructed  in  the  roadway,  another  form  of  track  construction  has 
gradually  been  introduced  which  permits  all  pavement  to  be  dis- 
pensed with.  It  is  considered  desirable  to  make  these  reservations 
ireas  and  thus  reduce  the  dust-bearing  area  of  the  street  At 
first  it  was  thought  that  here  was  an  opportunity  to  take  up  regular 
steam  railroad  construction  and  a  T  rail  was  laid  in  a  number  of 
:i  the  earlier  reservations,  but  this  did  not  give  a  sufficient 
depth  over  the  ties  for  the  raising  of  grass.  The  "-in.  section  of 
T  rail  has  been  finally  adopted,  laid  on  a  i-in.  cast  iron  plate,  giv- 
ing a  depth  of  8  in.  of  loam  over  the  ties.  This  gives  a  very  elastic 
track  and  the  difference  can  be  noted  at  once  in  passing  from  a 
solid-paved  track  to  a  reservation  track. 

The  author  spoke  of  the  welding  of  joints  and  said  that  while  at 
first  the  process  did  not  prove  entirely  satisfactory  it  had  been  of 
late  years  perfected  to  Sttch  an  extent  that  it  gave  excellent  results. 
The  necessary  plant,  however,  for  carrying  on  this  process  is  very 
expensive  and  a  railroad  can  scarcely  afford  to  own  one  for  its 
own  use.  Furthermore,  the  track  foreman  should  have  it  in  his 
to  renew  a  worn  or  defective  rail  and  put  in  a  standard  joint 
which  would  be  out  of  the  question  with  any  form  of  welding,  so 
the  joint  question  appears  to  be  still  an  open  one.  The  joints  used 
on  the  Boston  subway  seem  to  be  nearly  fulfilling  all  requirements. 
I  fish  plate  carried  around  under  the  rail*  so  as  to  provide  a 
base  support 

The  first  improvement  in  special  work  was  to  make  it  after  the 
general  idea  of  steam  railroad  work,  that  is  of  rails  of  the  desired 
length  and  angles  bolted  together.  This  improvement  was,  thcre- 
tutionot  rolled  steel  in  place  of  cast  iron.  The  trouble 
with  this  class  of  work  was  that  before  il  wore  out  the  action  of  the 
.-.-ir-  would  loosen  the  fastenings,  and  as  in  paved  streets  the  fast- 
enings are  difficult  to  get  at,  the  special  work  was  often  broken 
■1  could  he  fastened,  and  was  then  beyond  repair.  The  next 
-tep  in  the  line  of  improvement  was  producing  a  solid  frog,  which 
ways.  One,  by  making  the  center  of  the  frog  a 
steel  casting  and  then  welding  00  the  arms,  while  another  consisted 
nf  rail-  'her  by  a  mass  of  cast  iron  so  as  to  give  treads  of 

rolled  steel  all  through  tliL-  frog.  The  defect  which  first  appeared  in 
I  work  was  actual  wearing  out  of  the  frog  centers, 
after  which  a  new  form  of  frog  called  the  hardened  center  frog  was 
offered.  This  form  bad  a  plate  of  Harveyized  steel  set  into  the  cen- 
■  the  point  "f  greatest  wear,  and  these  centers 
'  to  be  even  better  than  rolled  steel.  After  using  the  Harvey- 
ized steel  centers  for  a  year  or  two  a  form  of  construction  appeared 
in  which  frog  centers  and  pan-  of  -witches  subjected  to  the  great- 
est wear  were  made  of  manganese  steel.  The  latter  is  still  in  use 
and  has  been  brought  to  a  condition  that  is  difficult  to  improve  upon. 


THE  RELATION  OF  STREET  RAILWAY  TRACKS  TO  THE 
PAVING  OF  CITY  STREETS. 

In  the  eye  of  those  having  the  care  of  city  streets,  the  rails  of 
the  street  railway  tracks  are  a  nuisance;  but,  as  they  are  permitted 
by  the  statr.  which  is  the  owner  of  all  streets  when  there  is  any- 
thing to  give  away,  it  becomes  the  duty  of  the  officers  of  the  city, 
with  such  co-operation  of  the  railway  companies  as  they  may  secure, 
to  reduce  and  abate  in  part  the  nuisance  which  they  cannot  abso- 
lutely control. 
The  direct  connection  of  the  engineering  department  of  the  city 
ton  with  the  street  railway  tracks  began  in  1891,  at  which 
lime  tl  -  ailed  upon  the  engineers  for  assistance, 

ibstantially  all  new  track  work  and  renewals 
have  been  laid  to  grades  furnished  by  the  city.  Previous  to  that  time 
the  railway  engineers  graded  their  own  tracks  and  endeavored  to 
fit  the  lid,  while  maintaining  a 

which  cars  could  be  run. 

lion  between  the  city  and  tin- 
railway;  and   when  otn  -onstruct  a   street 
the  other  was  seldom  ready,  and  the  result  was  that  the 
to  the  street,  and  later  the  street  fitted  to  the  rails, 
earh   work   scttbd   n                             let  the  round   had   been 
ough,  the  tracks  in  the  middle  of  the  street   were 
frequently   f                    •    lower  than   the  gutters.     Latterly,   the  city 


and  the  railroad  have  worked  more  in  harmony,  but  in  rearranging 
the  surface  of  the  streets  it  has  not  infrequently  been  necessary  to 
raise  the  tracks  a  foot  or  fifteen  inches. 

The  form  of  the  head  of  the  rail  used  is  a  very  important  mat- 
ter to  the  street  surface.  The  desirable  features  are:  As  narrow 
a  head  is  feasible,  with  the  necessary  groove  or  slot  for  the  flange 
of  the  wheel  made  as  narrow  as  may  be,  so  as  to  keep  wide  tires 
out  of  it  altogether,  and  of  such  shape  as  to  enable  a  narrow-tired 
wheel  to  turn  out  of  it  easily  without  a  wrench.  The  sides  of  the 
rail  on  each  side  of  the  groove  should  be  of  equal  height,  so  that 
the  pavement  may  be  smooth. 

The  standard  rail  used  in  Boston  does  not  absolutely  conform 
to  this  specification,  but  is  a  compromise  between  the  tram  rail 
( which  has  no  groove  at  all  and  has  a  difference  in  height  of  about 
an  inch  and  a  quarter  between  the  two  levels)  and  the  full-grooved 
rail  with  sides  of  equal  height.  The  difference  in  height  of  the 
two  sides  of  the  Boston  standard  rail  is  about  y2  in.  The  full- 
grooved  rail  is  very  extensively  used,  however,  both  in  this  country 
and   in    Europe. 

The  next  point  in  which  the  tracks  affect  the  maintenance  of 
the  street  surface  is  the  stability  of  the  track  structure.  In  this 
mailer  it  has  been  necessary  for  the  street  railway  engineer  to 
make  a  radical  departure  from  the  practice  of  the  steam  railway 
engineer.  Instead  of  purposely  building  an  elastic  track,  the  street 
railway  engineer  revert-  1,1  (he  primitive  idea  in  tracks  and  builds 
a  solid  and  immovable  structure.  In  a  well-built  track  the  rail  is 
so  deep  and  the  ties  so  near  together  that  there  is  no  perceptible 
spring  to  the  rail,  and  the  more  solidly  and  firmly  the  ties  are  im- 
bedded in  concrete,  instead  of  the  loose  ballast  of  the  steam  track, 
the  longer  and  better  do  the  rails  and  ties  wear.  It  is  left  to  the 
springs  of  the  ears  to  furnish  the  desired  elasticity.  It  is  apparent 
that  a  street  in  which  this  kind  of  track  has  been  built  can  be  sur- 
faced with  almost  any  paving  material  without  much  fear  of  a 
dissolution  of  continuity  between  the  track  and  the  rest  of  the 
Street;  but  no  form  of  pavement  will  stand  up  in  contact  with  an 
elastic  track,  and  the  attempt  to  find  a  pavement  that  will  do  so,  or 
to  persuade  different  kinds  of  pavement  to  do  so,  has  caused  endless 
trouble. 

1 1  is  the  general  practice  to  lay  a  narrow  brow  of  stone  blocks 
outside  die  rails  in  all  asphalt  pavement,  and  either  to  do  the  same 
on  each  side  of  the  rail  or  to  pave  all  the  space  from  out  to  out  of 
rails  with  granite  blocks  or  bricks.  Ii  must  be  remembered  that  the 
asphalt  part  of  an  asphalt  pavement  is  only  a  carpet,  and  is  very 
friable.  It  is  very  likely  to  fray  nut  next  the  rail,  even  when  the 
tracks  arc  solidly  built  It  does  just  the  same  when  laid  against 
the  stone  block  brow,  perhaps  not  quite  so  quickly  or  generally;  but 
by  so  doing  the  weak  spot  has  been  removed  from  the  area  of  pave- 
ment for  which  the  railroad  corporation  can  In-  held  responsible. 

The  street  railway  tracks  interfere  with  the  surface  drainage  of 
streets  built  on  side  hills  or  on  irregular  ground,  for  (he  reason 
thai  nothing  short  of  a  flood  will  cross  the  track.  In  a  few  places 
drain  inlets  have  been  placed  between  the  rails  and  in  a  few  other 
places  the  rails  have  been  furnished  with  openings  at  the  bottom  of 
1  he  groove,  thus  providing  outlets  to  be  connected  with  drains. 

Substantially    all    die    railwa\     track,    in     I; at,     paved.       In 

macadam  [reel  .  when  the  lies  are  not  imbedded  in  concrete,  it 
1-  necesasry  to  lay  a  snip  of  pavement,  usually  stone  blocks,  out- 
ide  each  track,  wide  enough  to  cover  the  ends  of  the  ties  and  to 
'"mi  .1  bridgi  01  connecting  link  between  the  iracks  and  the 
macadam  \  double  track,  with  iti  paved  strip  or  brow,  occupies 
it  18  ft  in  width.  The  minimum  width  of  a  paved  gutter  is  about 
3  ft  or  6  ft.  for  both  gutters,  making  24  ft  in  all.  A  street  60  ft. 
wide  has  a  roadway,  between  curb  .  of  40  ft.  If  a  double  railway 
track  run  through  it,  there  will  be  left  two  strips  of  macadam. 
each  x  ft  wide.     Even  this  is  too  narrow  a  ship  to  maintain  ai 

e,  and  any  sir,,  1   less  than  DO  ft.  wide  must  be  paved 
with    omething  bi   idi    mai  .id. mi  from  curb  to  curb;  not  because  it 

di   ired    bul  ! f  the  1  treel  railway. 

The  co  I  oi  repaii    of  an)   itreet  ol  moderate  width  carrying  rail- 

waj  trad     asi  d,  fit  t,  bj  the  com 1  the  traffic,  as 

teams  avoid  the  tracks;  and  till  more  markedly  by  ihc  formation 
of  ruts  and  grooves  call  ed  by  teams  moving  in  parallel  lines  and 
all  in  on,   direction  on  each  narrow  itrip  oi  pavement    Thi   extra 

hal   .1   matter  of  conjecture,   bill    il    1 

probably  that  tl 1  ol  malntenai reeti  is  ai  |ea  | 

doubli  'i  by  the  pre  1  m  1   of  'he  tracks. 


768 


5TREE1    RAILWAY  REVIEW. 


[Vol.  XII,  No.  10. 


rRACK    ASH   OVERH1  VD   SYSTEM    FOB    KH    INTERUR- 
BAN   Ml'i  RIC  RAILWAY. 

A  modern  first-class  and  fully  up  i"  date  interurban  electric  rail- 
.  location  that  will  admit  of  ihc  most  direct  route 
with  as  few  curves  a:  nil  so  laid  grades  as  to 

possible.  In  arriving  at  this  condition,  it 
iund  not  only  desirable,  but  most  economical  to  pur- 
chase private  rights  of  way,  make  hi  and  embankments 
and  build  costly  bridges  and  culverts.  The  cross-section  of  the 
roadbed  at  subgradc  should  wive  a  full  and  sufficient  shoulder, 
beyond  the  ends  of  the  ties,  oi  ii"t  less  than  4  ft.  on  each  side. 
There  should  be  provided  suitable  drainage  or  culverts  under  the 
track  wherever  water  is  liable  to  accumulate  to  prevent  washouts. 

All  bridges  should  be  well  designed  by  a  competent  engineer, 
and  made  strong  enough  to  carry  a  car  weighing  40  tons  on  a 
1  — -  ft.  wheel  base,  with  a  sufficient  factor  of  safety  to  avoid  material 
tax  upon  any  portion  of  the  structure.  If  the  bridges  are  to  be  of 
wood,  they  should  have  short  spans  of  from  12  to  16  ft.,  and  where 
several  spans  are  required  they  would  naturally  have  cither  pile 
or  timber  trestle  bents.  All  timber  nit  unit;  into  the  framing  of  a 
bridge  should  be  of  long  leaf  southern  pine  of  the  best  grade  to 
be  obtained  in  the  market,  well  framed  and  thoroughly  fastened  in 
every  way. 

Where  piles  are  used  they  should  be  of  upland  white  oak,  if 
possible  to  obtain  it.  Red  oak,  chestnut  oak  and  chestnut  do  not 
make  satisfactory  or  durable  piles.  No  piles  grown  in  swampy  or 
low-lying  soils  should  be  allowed,  as  they  will  generally  be  found  to 
have  a  coarse,  spongy  wood  which  is  sensitive  to  moisture  and 
liable  to  early  decay.  Great  care  must  be  used  in  the  driving  of  piles, 
to  sec  that  they  not  only  reach  a  firm  foundation,  but  also  that  they 
arc  not  split  or  broomed  at  the  small  end  by  injudicious  hammer- 
ing. This  work  should  always  be  done  under  the  inspection  of  a 
competent  engineer.  Where  steel  bridges  are  used,  they  should  be 
either  of  eye  beams,  plate  girders,  riveted  trusses  or  pin  and  link 
Eye  beams  of  proper  size  and  number  may  be  used  with 
safety  and  economy  for  spans  as  high  as  30  ft.,  plate  girders  from 
30  to  100  ft,  and  riveted  trusses  from  100  to  200  ft.  For  all  spans 
over  200  ft.  in  length  the  best  practice  is  to  use  the  pin  and  link 
truss.  All  bridge  floors  should  have  ties  not  less  than  10  ft.  long 
and  spaced  not  farther  apart  than  8  in.  in  the  clear.  On  the  outer 
ends  of  these  ties  there  should  be  a  guard  stick,  gained  down  be- 
tween the  ties  and  securely  bolted  to  every  third  or  fourth  tie.  The 
office  of  these  guard  sticks  is  not,  as  is  generally  supposed,  to  pre- 
vent a  derailed  car  leaving  the  bridge,  for  the  stick  is  generally  so 
placed  that,  should  the  car  go  so  far  as  to  reach  it,  the  tendency 
would  be  for  the  car  to  topple  over  the  side,  regardless  of  this 
slight  obstruction.  The  guard  stick  is  intended  to  serve  as  a  spacer 
for  the  ties,  and  to  keep  them  in  place  longitudinally,  so  that  they 
shall  not  bunch  up.  Hence  the  importance  of  having  the  guard 
sticks  gained  down  not  less  than  an  inch  on  the  ties.  For  the  pur- 
pose of  keeping  a  derailed  car  from  leaving  the  bridge,  a  heavy 
rail  should  be  placed  inside  each  track  rail  spaced  about  8  in.  away 
from  it,  and  securely  spiked  and  fastened  to  the  ties.  These  rails, 
if  properly  spaced,  will  permit  of  a  car  dropping  between  them  and 
the  track  rail,  and  will  generally  keep  the  car  in  that  position,  thus 
carrying  it  along  in  the  direction  of  the  track  and  preventing  its 
leaving  the  bridge  or  striking  the  trusses.  Guard  rails  should 
extend  for  a  distance  of  not  less  than  60  ft.  from  each  end  of  the 
bridge,  and  then  be  brought  to  a  point  at  the  center  of  the  track. 
No  bridge,  however  small,  should  be  without  a  protection  of  this 
kind.  Assuming  that  the  roadbed  has  been  carefully  graded  and 
brought  to  subgrade,  and  the  drains,  culverts  and  bridges  built, 
we  then  come  to  the  work  of  track  laying. 

On  the  subgrade,  as  prepared,  are  laid  the  ties,  which  should  be 
not  less  than  6  x  6  in.  and  8  ft.  long,  of  good  sound  chestnut,  if 
possible  to  obtain.  Ties  should  be  hewn  rather  than  sawn,  and 
should  be  straight  and  lie  level  and  true  on  their  beds.  They 
should  be  spaced  not  more  than  2  ft.  on  centers.  To  these  ties  are 
spiked  the  rails,  which  should  be  of  a  good  section  of  T  rail,  weigh- 
ing not  less  than  60  lb.  to  the  yard.  Most  interurban  roads  use 
70  lb.,  and  some  use  75  and  even  80  lb.  These  rails  should  be  30  ft. 
in  length,  and  should  have  an  improved  joint,  such  as  the  "Con- 
tinuous" or  the  Weber  joint.  Joints  need  not  be  over  24  in.  long 
if  of  either  of  the  two  kinds  mentioned.     Too  long  a  joint  is  as 


detrimental  to  track  as  is  too  short  a  joint.  These  joints  may  be 
laid  squarely  across  the  track,  or  they  may  be  staggered  or  broken, 
as  desired. 

The  discussion  on  this  question  is   still  going  on,  and  each   side 
many   sponsors. 

An  allowance  for  contraction  and   ex|  ould   be   made  at 

llsually    about    ]  *    in.    for    every    30-ft    rail    laid   al    the 

temperature.      The  spikes  should  be  5  .    \  p-16  in.  and  of 

1  quality  of  tough  material.     There  should  be  four  -pikes  to 

lacb    tic;    those   on   the   inside    so   driven    that    they   do   not   come 

directly  oppi  on  the  outside  of  the  rail.     Very  careful  and 

thorough  driving  i-  qu  ,1.     In  placing  the  joint  plates  in 

position,  care  should  be  taken  that  they  have  a  good  bearing  upon 

the  rail  wed   up  on  the  outside   md   the   whole  joint 

should    be   taken   to   have   gage   lines 

of  the  two  rails  coincide  at  all  joints. 

After  1I1.  rails  have  been  spiked  to  the  ties  to  a  true  gage  the 
ballast  should  be  put  in  place.  'The  ballast  should  consist  of  good, 
clean  sharp  gravel  or  of  broken  stone  of  a  suitable  size,  and  should 
have  a  depth  of  2  ft.  and  extend  for  at  least  2  ft.  beyond  the  ends 
of  the  ties.  In  bringing  the  track  to  its  proper  surface  and  align- 
ment shovel  tamping  may  In  allowed,  but  no  shovel  tamping  should 
in  finished  work.  After  the  track  has  been  thor- 
oughly tamped,  the  ballast  should  be  rounded  off  on  the  sides,  and 
the  entire  roadbed  left  in  a  neat  and  smooth  condition. 

When  the  track  has  been  made  secure  in  true  line  and  surface, 
the  electrical  connections  may  be  made.  All  holes  for  electrical 
connection  should  be  carefully  drilled,  and  they  should  be  reamed 
out  or  otherwise  made  bright  and  clean  throughout  their  perimeter. 
immediately  before  the  bond  is  applied.  There  should  be  two  rail 
1  if  not  less  than  0000  capacity  each,  at  every  joint;  and  cross- 
bonds  of  the  same  capacity  should  be  put  in  place,  one  in  every  300 
ft.  These  bonds  should  not  be  applied  by  hammer  riveting,  but 
should  be  put  in  place  by  pressure,  either  of  screws  or  by  hydraulic 
1  in  me,  to  insure  their  best  possible  contact.  The  track  return,  on 
electric  railways,  has  so  far  not  proved  entirely  satisfactory.  Vari- 
ous attempts  have  been,  and  some  are  now  being  made,  to  discover 
a  more  practical  and  more  reliable  means  of  carrying  the  current 
by  the  joints,  but  so  far  it  does  not  appear  that  any  better  means 
have  been  devised  than  that  described  herein;  and  therefore,  with 
the  knowledge  that  the  best  we  have  is  not  absolutely  certain  to 
keep  up  the  voltage  a  long  distance  from  the  sources  of  power, 
it  i<  evidently  wise  for  us  to  use  the  best  methods  and  best  appli- 
ances that  have  so  far  been  found. 

All  curves  of  500  ft.  radius  or  less  should  be  well  guarded,  not 
with  another  rail  or  other  makeshift,  but  either  by  a  boltcd-on  Z 
guard  or  by  a  rolled  guard  rail.  On  curves  of  very  short  radius. 
both  rails  should  be  guarded,  and  wherever  it  is  possible  all  curves 
should  be  well  elevated,  to  insure  the  safe  and  comfortable  passage 
of  cars  at  high  speed.  Curves  of  sharp  radius  should  be  either 
compounded  or  laid  with  spiral  or  easement  curves  at  their  ends. 
The  turnouts  or  side  tracks  for  interurban  roads  should  have  split 
switches  of  the  Lorenz  or  other  similar  pattern,  with  spring  frogs, 
and  their  leads  should  not  be  less  than  60  ft.  Wherever  the  car 
houses  arc  located,  their  switches,  curves  and  connecting  tracks 
should,  if  possible,  lead  out  of  a  side  track  or  turnout  rather  than 
out  of  the  main  line.  Wherever  cross-connections  are  used  in 
double  track  lines,  they  should  if  possible  be  trailing  cross-overs,  so 
that  cars  running  on  their  proper  tracks  would  pass  through  the 
heel  of  the  switch  first. 

The  summing  up  of  our  remarks  on  track  work  will  be,  then : 
Prepare  a  good  foundation;  use  large  ties,  close  together;  lay 
thereon  good  heavy  rails;  have  plenty  of  good  ballast,  well  put  in 
place;  make  the  best  possible  electrical  connections  and  slight 
nothing:  do  not  for  one  minute  forget  that  good,  substantial,  well- 
laid  track  is  a  vital  factor  in  the  economical  operation  of  a  road  and 
is  a  large  factor  in  the  earning  capacity. 

This  is  not  imagination.  The  wisest  railway  operators  are  of 
this  opinion,  although  a  realization  of  its  truth  came  very  slowly, 
indeed,  to  some  of  them. 

Overhead  System. 

Next  to  the  track  work,  in  the  construction  and  equipping  of  an 
electric  railway,  comes  the  overhead  system.  In  overhead  construc- 
tion the  first  item  to  be  considered  will  naturally  be  that  of  poles. 
These  should  be  of  good,  sound  chestnut,  if  possible  to  obtain,  and 


-V     1902.] 


STREET  RAILWAY  REVIEW. 


7(>l) 


unless  otherwise  restricted  by  local  requirements.  Hard  pine  poles 
are  to  be  avoided  wherever  and  whenever  possible,  as  they  are  often 
very  short  lived  and  therefore  very  expensive  to  maintain,  as  well 
as  being  somewhat  more  costly  at  the  outset.  It  square  or  hexagon 
poles  are  absolutely  required,  within  the  limits  of  cities  or  thickly 
tied  villages,  it  will  be  found  to  be  economical  to  obtain  good- 
sized  chestnut  poles  and  have  them  sawed  into  shape,  for  they  will 
have  the  longer  life.  We  know  of  one  urban  road  in  this  state, 
that  now  has  large  numbers  of  this  kind  of  poles,  and  they  have 
found  them  to  be  entirely  satisfactory,  so  far  as  we  have  been  in- 
formed. All  chestnut  or  round  poles  designed  for  an  interurhan 
railway  should  not  he  less  than  35  ft.  in  length.  They  should  finish 
not  less  than  7  in.  in  diameter  at  the  small  end.  and  should  be  no 
less  than  10  in.  in  diameter  7  ft.  from  the  butt  or  large  end.  and  they 
should  be  straight  and  sound.  Hard  pine  poles,  if  used,  should  be 
of  good,  sound  long  leaf  southern  pine.  10  x  10  in.  and  35  ft.  long, 
with  tops  not  less  than  7x7  in.  The  poles  should  be  fitted  with 
two  cross-arms,  to  provide  properly  for  both  direct  and  alternating 
current  transmission  wires  as  well  as  tin    neo  ephone  and 

block  signal  circuits.  These  cross-arms  should  be  of  such  si  1  S  and 
rranged  as  to  meet  the  requirements,  which  would  probably  not 
be  the  same  on  any  two  roads.  Generally  it  is  thought  well  to  have 
one  two-pin  arm  above  and  one  four-pin  arm  below.  It  is  hardly 
necessary  to  say  that  cross-anns  should  be  so  placed  as  to  come  on 
opposite  sides  of  adjacent  poles,  in  order  to  form  what  is  known  a. 
a  storm  line.  Locust  pins  are  used  on  straight  lines,  and  iron  pins 
or  guard  pins  should  be  used  on  all  curves  or  w^rever  any  unusual 
strain  is  brought  upon  the  pins.  All  poles  slio-  .,  be  well  sain.. I 
and  roofed,  and  entirely  stripped  of  hark  before  setting.  They 
should  be  well  set  to  a  true  line,  and  with  sufficient  rake  to  present 
a  good  appearance  when  the  line  work  is  finished.  Poles  should  be 
-  in  the  ground  on  straight  lines,  and  at  least  7  ft.  on  curves, 
earth  or  other  filling  should  be  well  and  thoroughly  rammed 
around  the  pole,  so  that  it  will  he  firmly  bedded  and  held  li.lU 
in  place.  No  pole  should  be  placed  less  than  5  ft.  from  the  nearest 
rail  and  no  two  poles  should  be  further  apart  than  [00  ft.  Some 
intcrurban  roads  have  cross-suspension  or  span  wire  construction 
throughout,  on  account  of  the  heavy  trolley  wires  and  the  corrc- 
sdingly  heavy  overhead  material.  Where  brackets  arc  used,  the 
flexible  or  Craighead  type  has  been  found  to  be  the  best.  They 
-hould  have  cxra  heavy  brace  rods,  and  be  not  less  than  9,  ft.  long. 
They  should  be  securely  fastened  to  the  poles  at  a  uniform  height 
from  the  rail.  Spans  should  be  made  of  seven-strand  5-16  in.  wire, 
all  guy  wires  of  No.  4.  and  all  anchor  and  pull  of  No.  6, 

grade  of  galvanized  wire,  fastened  to  the  poles  by  56-in.  eye- 
with  s-in.  thread.  It  is  considered  good  practice  to  have  two 
trolley  wires  on  long  distance  intcrurban  roads.  They  arc  generally 
of  large  size,  either  000  or  0000,  and  of  a  grooved  pattern.  The 
wire  should  be  hard  drawn  and  of  not  less  than  OS  per  cent  con- 
ductivity. They  should  DC  strung  not  lev,  than  18  ft.  above  the  rail, 
and  may  be  placed  higher.  Grooved  trolle;  Win  "•  npportcd  by 
'  anical  clip  omposition  gtfa   sufficient  to 

11    surface   for  the   wire         Firs!  class  hard   rubber  or 
rrounding  the  metallic  portion  of  the  hanger,  is 
insulation     Tin-   very   best    overhead   material 
that  and  quality  and  durability,  rather 

than  price,  should  govern  in  tie  I  material, 

The    feeder   and    return    win  CO]  minuni. 

The  latter  is  very  much   lighter  than  copper.      It  is  generally   U 
at  about   '  ity.     At   that   value   it   weighs  about 

half  as  much  a  I  at  p 

prices  of  copper,   is  about   the   same  coal    for   wire,   while  a   saving 
will  be  made  in  freight,  cot  of  handling  and  1  It 

:.ng  and   durable  when   in  the   form  and 

has  been   proved    for  efficiency   and   economy,      Where    high   ten 
or  alternating  ti  put  in  place,  they  should 

have   special   in  for   high    voltage,   of 

reliable  mai 

illy  arranged  for  a  il. 
will,  bowi  d  by  the  type*  and 

the  voltagi  n.     All  dii 

rrent.    'I  hi  -  spacing  of  taps  will  he 

i.y  the  location  of  heavy  grades  and  b  ind   1111111 

trolley   wires   il 

convenient  foi   I  th<    road,  and, 


ililc.  lo  obviate  the  crippling  of  the  service  in  case  of 
breakdowns,  storms  or  other  emergencies  on  the  line.  It  is  not 
necessary  to  paint  the  poles,  nor  has  any  form  of  preservation  so  far 
been  used  that  has  proved  to  be  of  much  value  for  prevention  of 
decay  at  the  ground  line.  Painted  poles,  however,  present  a  better 
appearance,  and  in  villages  and  thickly  settled  districts  they  will  lie 
found  to  he  desirable. 

Third   Rail    System. 

I  he  third  rail  system  has  for  a  number  of  years  been  in  use, 
both  in  Europe  and  in  this  country,  but  until  recently  has  not  been 
d  much  for  surface  roads.  In  order  to  have  this  system  of 
practical  value,  it  should  he  applied  to  such  roads  only  as  are  largely 
outside  of  tK  highways  and  where  the  highway  travel  will  not 
reach  it.  In  other  words,  a  road  using  this  system  should  be  located 
almost  entire]}  on  a  private  right  of  way.  Of  course  this  would  not 
prevent  am  such  road  from  using  the  highways  at  termini,  or  at 
important  points  en  route  where  the  overhead  system  would  be 
necessary.  There  must,  however,  be  long  stretches  of  road  where 
the  third  rail  can  he  safely  used,  before  it  can  he  economical  to  put 
it  in  use. 

When  they  were  first  brought  into  use,  a  hooded  or  yoke  rail 
was  used,  of  a  special  pattern  costly  to  roll.  This  rail  was  put  in 
place  in  the  center,  between  two  track  rails,  but  it  has  been  super- 
ceded by  a  T  rail  on.  insulating  blocks,  placed  either  midway  bc- 
tween  the  two  track  rails,  or  to  one  side  of  the  track,  according  to 
the  location  of  the  contact  brushes  on  the  cars.  The  track  con- 
struction, on  a  road  of  this  type,  should  be  about  the  same  as,  and 
ought  to  be  fully  up  to  the  standard  of,  the  road  which  we  have 
just  described.  The  overhead  system  will,  of  course,  be  done  away 
with,  and  in  its  place  a  rail,  having  a  low  percentage  of  carbon. 
with  the  necessary  joints,  insulators,  cables  at  crossings  and  other 
applications,  must  Ik-  put  in  place.  When  the  third  rail  is  located 
outside  of  the  track  rails,  it  has  been  placed  about  26  in.  away 
from  the  nearest  rail,  and  il  is  elevated  above  the  track  rails  in 
order  to  give  good  and  sufficient  insulation.  For  this  purpose, 
extra  loni;  ties,  about  o  It.  .;  in.,  are  necessary,  once  in  about  every 
10  ft.  These  ties  should  hue  sawn  faces,  and  be  of  such  wood 
as  will  hold  bolts  or  las  screws.  The  insulators  should,  beside 
having  the  required  insulating  quality,  also  have  strength  to  sustain 
the  heavy  third  rail,  which  usually  weighs  about  80  lb.  per  yard, 
\s    1  led   this   rail   should  be  of  a   stated  mixture  of  metal. 

and  have  an  exceedingly  low  percentage  of  carbon,  manganese  and 

phosphorous. 

It  is  the  custom  to  provide,  in  the  third  rail,  sufficient  capacity 
lo  carry  the  entire  current  between  sub  Stations  without  any  added 
feedei  .  and  on  this  account  the  bonds  at  the  joints  must  be  of  a 
capacity  to  carry  this  current,  probably   upward  of  400.000  c.   m.   in 

most  cases.    Tin   ■  ■  ] 1    can  be  applied  to  the  bottoms  of  the  rails, 

where  they  arc  out  of  the  way  and  where  a  very  satisfactory  attach- 
ment can  l»  in. 1. 1,.  Underground  cable  are  used  ai  highways  and 
farm  crossings  to  complete  the  circuit,  mi  acounl  of  the  rail  being 

broken   at    those     p 

in  addition  to  .1   verj    careful    fencing  of  the  right  of  way,  it 

will   be   m  1      arj    strucl    cattle   guards   al    -ill   points  where 

io  ing  01  openings  into  the  highwaj  occui  rhere  are  al  present, 
in  New  England  and  vicinity,  but  two  roads  which  use  the  third 
rail  outside  of  the  Bo  ton  Elevated,  which,  of  course,  is  a  purely 
city  road  and  1    nol  of  tin  class  now  under  consideration, 

Cost. 

iin   co  1  "i  tin   roadbed,  track  and  overhead    1  item  1 tterur 

ban  roads  will  vary,  ol  cout  e,  ■ rding  to  the  type  "f  construction 

idopted,  the  character  of  the  country  through  which  ii  is  located 
and  the  relative  location  and  numbet  "i  iti   power  stations.    For  an 

"pie  I  will  quott    ■ id  thai   ia  now  approaching  completion, 

and  which  1    1 1    ample  of  the  road  which  I  havt    deicribed 

mile,   noi   including  anything   for  equipment,  powet 
plant,  buildi         eti        ill  I"    practii  all]   a    Folio  ■ 

I     ROADBED    \Mi    11'  \ "     1     MILE, 

rthwork  al  45  rents $6,435.00 

1    at  $1.75 568.75 

ind  grubbing  at  $75 225.00 

1    ii  50  cents 1,500.00 

at  $1 640.00 


77(» 


STREET  RAILWAY  REVIEW. 


[Vol.  XII.  No.  10. 


Pipi    culven  50-00 

nry    foi  bl                                                                      1,000.00 

ind  Keel  Iti.1l:-                                           1.300.00 

Land  1.000.00 


fotal 


(8.75 


fal.SO  Sir 

.  ontinuous"  rail  joints  at  $(.54 

6  in   \  i.  in.  \  8  ft  chestnut  ties  al  54  P5.6o 

Hi.  spikes 

730  bonds  111  plai  442.80 

17  cross  bo  8.5° 

Labor    laying    track  1,056.00 

sing  material    270.00 


["otal  track   7.354-37 

Superintendence   and    engineering 500.00 


J   roadbed  and   track $20,573.12 

OVERHEAD   SYSTEM    Ft*   ONI 

Poles,  brackets,  cross-arms,  etc,  in  place $650.00 

[Volley  wires  and  overhead  material  in  place 1,100.00 

lating  current  feeders  in  place....   1.750.00 

Block  signal  and  telephone  systems 2,000.00 

Superintendence   and    engineering 100.00 


fotal   overhead   system 5,600.00 


Total    $26,173.12 

The  foregoing  figures  include  nothing  for  interest  during  con 
-miction.  The  construction  of  the  roadbed  and  track  for  tlie  third 
rail  system,  as  applied  to  an  interurhan  railway,  will  be  found  very 
nearly,  if  not  quite  a-  high,  as  the  com  of  a  railway  using  the  over- 
head system  and  on  the  -ante  location-,  when  the  cost  of  all  the  nec- 
essary additio  guards  is  taken  into  consideration. 

With  reference  to  the  general  subject  of  the  need  of  thi 
most  substantial  and  most  carefully  planned  roadbed,  track  and 
overhead  system  for  interurhan  road-,  we  wish  to  reiterate  what  we 
have  before  said  as  to  its  importance,  its  ultimate  economy  and 
advisability  from  all  practical  points  of  view.  When  we  consider 
that  40  miles  per  hour  will  he  the  possible  speed  of  the  cars  upon 
a  road  now  being  built  in  Massachusetts,  which  is.  we  are  informed, 
to  adopt  a  schedule  time  of  20  miles  per  hour  including  all  stops, 
and  that  we,  ourselves,  have  ridden  on  a  single  track  interurhan 
road  in  Ohio  at  the  rate  of  60  miles  per  hour  for  21  miles  on  a 
special  trip,  and  that  the  schedule  on  that  road  calls  for  nearly  50 
miles  in  places,  it  is  evident  that  the  money,  carefully  and  judici- 
ously spent  to  secure  the  very  best  construction  in  all  parts  of  a 
property  which  goes  to  make  up  the  way  for  the  passage  of  the 
cars  at  these  high  rates  of  speed,  is  well  spent,  and  that  any  scrimp- 
ing or  saving  in  this  direction  is  not  only  poor  economy,  but  is  the 
most  unwise  policy  that  can  he  pursued.  To  those  who  have  long 
Lted  the  building  of  roads  in  a  substantial  manner,  who  have 
on  their  part  endeavored  to  Bee  thai  roads  under  their  supervision 
0  built,  it  is  a  source  of  satisfaction  to  see,  at  last,  the  owners 
and  operator-  of   railway  pi  t   coming  into  line  and  con- 

structing  their  roads  more  and  more  in  accordance  with  what  is  the 
tnd  tno-t  modern  practice. 


STREET  RAILWAYS  AND  STATE  HIGHWAYS. 

The  author  of  this  paper  stated  that  the  Massachusetts  Highway 
Commission   was  organized  upon  a  plan  laid  before  Governor  Rus- 
a  preliminary  committee  and  after  a  year  of  hard  work  this 
committee  framed  a  bill  which  became  the  foundation  of  the  high- 
way  laws   of   Masachusctts.     Slight   modifications   have  been   made 
from  year  to  year,  but  the  main  law  stands  as  at  first  drawn.     The 
of  the  Massachusetts  highway  policy  is  to  shape  a  network  of 
excellent  roads  connecting  each  town  with  its  market  and  ultimately 
creating  continuous  roads  from  city  to  city  from  end  to  end  of  the 
tnd  with  adjoining  states.    The  commission  does  not  consider 
through  roads  leading  directly  from  one  large  city  to  another  as  the 


main  object,  but  believes  that   these  through   roads  will  be  the  utli- 
1  -nit   of  first   uniting   each  town  with   its  neighboring  town. 
The  distinction  drawn  by  the  author  1  late  highway  and1 

'    railway,  the  actual   relation   to  the  public  is  con- 

is  that  thi  :  ed  for  greater  distances  than  tin-  for 

nice  driven  r  500  miles;  for  greater 

distances  other  meant  than  carriages  will  generally 

b   the  highways  and   -■■  ,- follow  tin- -aim 

general    line-   of   travel    and    although    one   conveys   patsengei 
greater  distance  than  the  other,  they  liotli  lead  into  the  nearest  im- 
portant centers  of  population  and  must  pass  through  as  many  towns 
on  tin ■  v.  greal   foundations  for  travel  have 

grown  iii  importance  side  by  side,  and  they  must,  of  course,  come 
intact  The  law-  of  the  state  give  the  state  highway  com- 
isary  authority  to  protect  the  public  welfare  except  that 
they  do  not  give  it  the  right  to  act  in  a  judicial  capacity.  It  can 
fix  the  location  and  grade  of  any  street  railway  that  proposes  to  come 
within  the  -idc  lines  of  a  state  highway,  and  it  may  apportion  the 
cost  of  changing  the  grade  or  line.  It  may  also  upon  the  petition 
of   the   proper    pat  11    grade    for   tin-    street    rail- 

ways on  any  road  that  it  may  decide  shall,  at  some  future  time, 
become  a  state  highway,  and  may  apportion  the  expense  between 
the  highway  commission  and  tin-  street  railway  company.  It  may 
determine  the  size  and  shape  of  the  rail,  the  kind  of  service,  the 
place  and  method  of  crossing,  and  the  extension  of  culverts  and 
bridges.  No  contract  may  he  let  within  the  limits  of  a  state  high- 
way without  a  special  decree  showing  the  exact  location  of  track 
and  profile  with  detailed  specifications.  The  inner  rail  is  never 
rer  than  4  ft.  from  the  edge  of  the  macadam  and 
a  greater  distance  i-  preferred.  The  commission  usually  requires 
the  street  railway  track  to  conform  to  the  line  of  the  cross-section, 
foil. wing  the  regular  slope  of  -K  in.  to  1  ft.  In  practice,  however, 
it  has  been  found  that  this  outline  of  cross-section  is  not  always  the 
water  in  passing  off  the  road  surface  follows  the  rails  and 
on  grades  often  does  much  damage.  It  seems  to  the  author  that 
under  ordinary  condition;  it  i-  probably  better  to  lay  out  a  shallow- 
depression  or  gutter  between  the  shoulder  of  the  highway  and  the 
end  of  the  tie.  It  frequently  happens  that,  for  other  reasons  than 
In  .  it  is  better  to  elevate  the  track  above  the  road.  Where  it  is 
try  for  a  street  railway  to  cross  a  highway  the  grade  line  is 
accurately  determined  so  a-  to  little  depression  in  the  high- 

way as  possible.  The  weight  and  section  of  rail  and  kind  of  surface 
to  he  used  are  specified  in  the  decree.  The  commission  has  usually 
found  that  a  brick  surface  between  the  rails,  and  18  in.  or  more  out- 
side are  best.  There  are,  of  course,  no  end  to  the  number  of  points 
of  contact  between  street  railway  companies  and  the  highway  com- 
mission, but  since  the  author  has  been  a  member  of  the  commis- 
sion he  has  seen  hardly  an  instance  in  which  the  street  railway 
officials  have  not  readily  accepted  the  conditions  prescribed,  ever, 
where  they  involved  considerable  additional  expense. 


PITTSBURG  RAILWAYS  TO  ACCOMODATE 
ISLANDERS. 


The  Pittsburg  Railway  Co.  has  acquired  the  rights  and  fran- 
1  the  Pittsburg,  Coraopolis  &  Monaca  Street  Ry.  and  will 
build  a  double  track  system  across  Neville  Island  to  connect  at 
Coraopoh-  with  other  lines,  thus  affording  a  through  trip  in  one 
direction.  ,<_'  miles  long.  The  object  is  to  render  Neville  Island 
essible  from  Pittsburg  and  to  accommodate  the 
employes  of  the  large  mam  1!  secured   sites   for 

prospective  plants  on  the  island.  The  island  has  an  area  of  1,000 
nd  was  formerly  occupied  by  farmers.  Owing  to  the  in- 
ure-- of  manufacturers,  streets  are  being  surveyed  and  other  im- 
provements effected  which  will  render  the  island  habitable.  At 
present,  connections  with  Pittsburg  arc  made  by  a  single  electric 
line,  running  across  the  bridge  into  Fleming  Park.  The  proposed 
double  track  system  will  be  14  miles  in  length  and  an  agreement 
will   be  with   the  independent  company   which   operates  be- 

tween Monaca  and  Beaver  Falls,  so  that  a  through  route  to  the 
latter  city  will  he  afforded,  the  route  for  a  part  of  the  distance  prac- 
tically paralleling  the  Pittsburg  &  Lake  Erie  R.  R.  The  company 
will  expend  $120,000  in  making  the  improvements  of  the  lines  on 
land.     Cat  urge  interurhan  type  will  be  operated- 


Oct.  20,  1902.] 


STREET  RAILWAY  REVIEW. 


771 


IMPROVEMENTS  ON   THE   KANSAS  CITY- 
LEAVENWORTH    INTERURBAN. 


THE  CROYDON   1  ENGLAND  1 
SYSTEM. 


TRAMWAY 


ItY  X.  11.  PKRRY. 


'  >w int;  to  the  enlargement  of  Fort  Leavenworth  to  a  garrison  oi 
3,000  troops,  the  Kansas  Ciry-Leavenworth  electric  lines  have  re- 
cently met  with  a  heavy  increase  of  traffic  and  it  has  been  found 
-  derably  increase  the  capacity  of  the  mail.  New 
tracks  have  been  laid  to  reach  the  new  Federal  prison  at  the  north- 
west limit  of  the  city,  and  a  new  route,  which  does  away  with  a 
large  number  of  trestle  bridges,  has  been  built  over  the  government 
tion  between  the  city  and  the  fort.  The  headway  cf  the 
cars  has  been  considerably  shortened  and  four  new  51  -ft.  Kuhlman 
cars  have  been  added  to  the  service  between  Kansas  City  and  the 
post. 

■b-station  is  located  at  Fifth  and  Spruce  streets,  in  the  heart 
of  the  city,  and  with  other  buildings  of  the  company,  occupies  about 
a  quarter  of  the  block.  A  new  three-story  building  to  contain  the 
general  offices  of  the   company   is  being  located  on   this   site,  and  a 


■HNI.K   IN  Till:   MAi  II1NF.  Midi'. 

car  ban  1  ft.,  capabli  m lating  -'5  cars,  lias  also 

been  built. 

ub-Station  1-  a  machine  shop  30  x  100  ft.  in  size, 
where  repairs  are  made,  and  there  ii  also  a  -.tore  room  15  x  30  ft., 
and  an  armature  1  ite     In  one  end 

latter   room   freight    is  handled  and   the   freight   traffic  has  grown   to 
be  a  considerable   feature  between   Kansas  City  and   Leavenworth. 

The  building-  of  tin-  group  which  ished  r  180  x  285 

ind. 
The  sub-station                                I  om  the  Wolcott  power  house, 
12  miles  distant,  and  contain-   at!  r   run- 

ning at  500  r.  p.  in.,  transforming  alternating  current  of  375  volts  to 

tip  down    transformers   of 
■  condary.      I  he    rotary  con- 
ught  up  to  synchronizing  ipeed  by  the  d 

from  V.                                                                           K\    a  Ian  giving  an  air 

■  A  1.].  ott  .0    13,000 

iwn  ami  11  it   tin-  l.eav 

.it   which  'hi. I  to  Hi. 

Park,  ai   the  Kansai 

City  end  of  the  road,   i-  and  Contains  a  250-kw. 

rotary  and  tl 


ithheld  from  pub- 
lication, ha 

•  g,   and    ha 

hi   admonil  foi    the 

•  ling  publii      Thi  for  the 


The  tramways  in  Croydon  cover  a  route  of  iof<  miles  of  track 
and  are  being  operated,  during  a  limited  period,  by  the  British 
Electric  Traction  Co.,  Ltd.,  under  contract  with  the  municipality. 
I  lie  company  pays  the  city  (>'  _■  per  cent  of  the  investment  and  4 

cents  per  unit  for  the  current  consumed.  The  road  consists  of  5 
miles  of  double  track  and  51..  miles  of  single  track,  and  the  cars  are 
■  if  the  double-deck  type,  seating  52  passengers.  The  company  has 
37  cars  in  service,  with  a  number  in  reserve.  These  travel  at  speeds 
varying  from  4  to  10  miles  an  hour  according  to  whether  the  district 
is  in  the  city,  or  suburban.  The  outside  seats  are  of  the  reversible 
back  type  and  the  inside  seats  are  of  perforated  bent  wood.  The 
staircase  1-  of  the  reversible  type  which  has  been  criticised  as  caus- 
ing li.-s  of  time  in  reaching  and  leaving  the  outside  seats  as  pas- 
sengers cannol  pass  upon  the  stairs.  The  city  has  accepted  bids  for 
supplying   10  double-deck  ears  capable  of  seating  69  passengers. 

The  car  shops  are  situated  in  Thornton  Heath,  are  capable  of 
accommodating  30  cars,  and  are  built  so  as  In  he  readily  extended. 
In  the  new  portion  of  the  barn  the  tracks  are  carried  on  cast  iron 
columns  and  are  floored  with  loose  planks  to  facilitate  the  machinery 
being  easily  removed  into  the  pit-  when  111  cessary.  A  room  is  being 
provided  for  the  employes  .11  these  barn-.,  which  is  to  be  comfort- 
ably furnished  and  supplied  with  papers,  magazines,  games,  etc. 


THE  STUDENT  OF   MECHANICAL  ARTS,   AN 
APPRENTICE. 

A  paper  on  this  subject  was  read  by  .1.  1).  Hoffman.  M.  E.,  of 
1'urduc  University,  at  the  14th  Annual  Convention  of  the  Associa- 
tion of  American  Agricultural  Colleges  and  Experimental  Stations. 
The  author  slated  that  many  writer-  on  the  subject  of  technical 
education  seemed  10  believe  that  the  product  of  an  educational  insti- 
tution is  far  inferior  lo  thai  produced  through  the  busy  mart-,  of 
trade.  The  central  point  of  attack  of  these  writer-  1-  the  apparent 
inability  of  schools  teaching  mechanical  arts  to  turn  on1  machinists, 
pattern  makers,  foundrymen  and  other  tradesmen  who.  at  the  time 
of  completing  their  course,  are  skilled  workmen.  The  author 
peaks  of  the  technical  school  and  of  the  shop  both  as  training 
placi  .\hen  .1  young  man  may  educate  himself  in  the  line  of  gen 
eral  mechanical  work.  These  place-,  he  believes,  should  not  >»■ 
considered  antagonistic,  mil  mutually  helpful  to  each  other,  since 
both  are  endeavoring  to  nun  out  men  of  the  highesi  possible  shop 
value.  The  comparison  of  the  student  and  apprentice  is  difficult 
to  make  on  account  of  the  training  of  each  being  along  such  dis- 
similar lines.  The  student  that  has  experience  in  many  lines 
should  not  be  called  upon  to  stand  an  examination  in  only  one  sub- 
ject in  competition  with  a  man  thoroughly  experienced  in  that  special 
feature,  yet  in  many  cases  this  is  done  and  the  student  is  told  he  is 
inferior  to  the  shop-trained  man.  Examination  as  to  his  fitness 
11-   a   -hop   hand    should   not   be  conducted   along  any  one   lino,   bill 

arious  lines,  in  which  case  he  presents  an  entirely  different 
appearance.  The  author  claims  thai  the  -indent  receives  largely 
hi  equivalent  practice  in  shop  methods,  but  much  more  than  that 
goi  to  make  him  a  valuable  member  in  any  working  force,  and 
which  cannol   be  obtained  in  the  shop.       No  claim  is  made  that  the 

.-   can   turn   threads  as    fast   .1     tin    man    who  has   served    hi-. 

ipprentici   hip  of  thn r  fout  peat    4s  a  lathe  hand,  or  thai 

chip    and    hie   a    surface   as   quickly   or   as    well    as   the   vise 

1  ■■  .0     .    perience,  bul  rather  thai  he  will  lake  a  job 

inception   and   carry   il   through   the   various  lathes,  planers, 

grindei  .  ihapei     drill  .etc.,  to  completion  and  will  keep  alongside. 
■   "  '   a    t'p  ahead  of  the  man  wh..  has  had  the  benefit  of  the 
training  u  ually  given  to  the  apprentice      The  demands  foi   tech 
prove  thai  iin     ind'  hi  ii.i  ■   .0  far  been    m 
in. I  the  itatemenl  thai  the  technical  graduate  is  falling  into 
1  nol    ■  ■  II  founded 


1  iploy  "f  the  South   Side   Elevated   Rail I 

nilv    discovered    thai    ,1      ,    tematic    fraud    was 

being  practiced  b)   thi    tlckd    ellet     al  two  "f  thi    "Alley  T."  sta- 
M ir  plan  .  "ii  1  ted  in  thi  selling  of  bogua  tickets  during  rush 
■    -I    il     1 1   discovei ed   two  etnpli  13 1 


772 


STREET  RAILWAY  REVIEW. 


[Vol.  XII,  No.  10. 


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


FOR    DETECTING    GROUNDS  AT  THE   POWER 
HOUSE. 


\  power  house  engim  learns  that  the  different  lines  fecd- 

individual   tempi  so  to  speak, 

hIiik '~t  as  varied  as  human  nature.    On  i  ei  panel  the  circuit 

hrcaker  may  go  out  or  igc  half  a  dozen  times  a  day  owing 

to  temporary  combinati-  is  brought  about  by  the  nunv 

ber  and  size  of  cars  on  the  line,  the  number  and  location  of  grades, 
poor  handling  of  controllers,  or  one  of  a  score  of  other  causes.  On 
the  other  hand  the  breaker  at  another  panel  may  not  blow  once  a 
week,  but  when  it  does  go  out  the  attendant  usually  is  justified  in 
assuming  there  is  a  serious  ground  somewhere. 

lror  aiding  the  engineer  in  determining  the  degree  of  ground  on 
any  line  and  therefore  to  some  extent  the  steps  that  should  be  taken 
to  remedy  the  fault  there  is  used  at  the  several  power  houses  of  the 
United  Railways  &  Electric  Co.,  of  Baltimore,  a  ground  detector, 
the  details  of  which  were  suggested  by  Mr.  Carsoll  Thomas,  an 
eleetrieal  inspector  for  the  company.  Mr.  Thomas  furnishes  us  the 
following  description  of  the  instrument  and  the  way  it  is  made: 

The  accompanying  sketch  shows  a  ground  detector  used  on  the 
500  volt  circuit  at  the  Pratt  street  power  house  of  the  United  Rail- 
ways &  Electric  Co.,  of  Baltimore.  To  make  this  instrument,  take 
a  Weston  illuminated  dial  ammeter  of  the  type  that  measures  the 
drop   in   potential   through   a   resist  erted   in   the  circuit,  or 

.1  voltmeter  will  do  if  only  the  armature  coil  is  used  and  the  resist- 
ance cul  out.      lake  off  the  lamp  receptacle  from  the  center  of  the 


72?  Pos///</e  3&r 


F/ex/6/e 


W/re 


IK,.  1— GROUND  DETECTOR. 

meter  and  mount  the  instrument  in  a  wooden  box  having  its  sides 
lined  with  tin.  The  function  of  the  tin  is  to  act  as  a  reflector.  This 
box  should  be  large  enough  to  hold  the  Ian  les  as 

shown  in  the  sketch.  Place  a  thin  partition  in  the  center  of  the  box 
from  the  center  of  the  dial  to  the  back  of  the  box.  The  object  of 
this  partition  is  to  keep  all  the  light  from  each  lamp  on  its  own  side 


of  tin  [o  exclude  the  daylight  from 

back  <>f  the  dial.      I  lie  receptacles  in  the  box  should  be  placed  in  the 

6  lamp!  rieft,  the  lamps  being  of  the  same  kind 

nt.  .il-'.  lake  the  wire  that  is  to  be 

1      A.  and  B  and  make  connections  according 

to  the  live  side  of  the  meter  to  the 


-OOOOOO 


PIG.  :    METHOD  OF  CALIBRATION. 

wire  at  II  and  move  the  positive  side  towards  the  positive  bus  until 
the  needle  gives  a  full  deflection.  This  length  of  wire  will  be  the 
length  of  A  C  in  Pig.  1. 

I.et  the  wire  of  which  A  C  froms  a  pait  extend  in  one  unjointed 
piece  from  receptacle  E  to  receptacle  F,  then  tap  the  wire  from  the 
first  four  lamps  in  the  center  at  A,  and  m3ke  A  C  and  A  B  equal  in 
length.     The  reason  for  using  this  number  of  lamps  is  as  follows: 

There  arc  four  lamps  to  start  with  and  a  resistance  equal  to  one 
lamp  in  the  series  will  allow  them  to  come  up  to  candle  power.  On 
the  ground  side  there  are  two  lamps,  which  is  one  more  than  neces- 
sary, but  when  the  line  wire  is  connected  through  the  ground  there 
are  two  lamps  in  parallel  with  the  other  two  which  halves  the  re- 
sistance, making  a  resistance  equal  to  one  lamp,  which,  added  to  the 
first  four,  brings  them  up  to  candle  power. 

Another  object  in  using  the  two  lamps  in  series  on  each  side 
(ground  and  line)  is  to  avoid  burning  them  up  by  getting  the  line 
permanently  connected  to  the  full  voltage,  which  should  not  happen, 
as  the  wire  should  always  be  removed  before  throwing  in  the  switch. 
If  it  should  be  connected  for  only  an  instant  the  lamps  will  flare  up. 
an.l  if  left  on  the  only  damage  will  be  to  burn  up  one  or  both  of  the 
ground  lamps  as  there  will  be  only  four  lights  on  this  circuit  and  the 
ground  lines  will  also  get  current  from  the  lamps  connected  to  the 
e  bus. 

["o  calibrate  the  instrument  make  the  wire  to  the  ground  and  the 
or  the  line  connections  of  equal  resistance.  The  upper  figures 
on  the  scale  represent  amperes  that  will  flow  the  instant  the  switch 
is  pulled.  The  bottom  scale  shows  the  resistance  in  ohms  of  the  line 
and  cars,  or  of  the  ground.  Then  take  some  value  in  amperes, 
say  300.  If  the  station  voltage  is  500,  insert  1.66  ohms  between  the 
end  of  the  line  connection  and  the  ground.  Continue  this  down  to 
1  j  amperes  and  1.000  ohms,  which  would  represent  one  car  on  the 
line  with  one  lamp  circuit  burning.  When  the  needle  stands  at  the 
left  hand  end  of  the  dial  it  shows  there  is  no  flow  of  surrcnt  through 
it  and  the  drop  is  the  same  from  A  to  B  as  from  A  to  C.  When  the 
needle  stands  at  the  right  hand  end  of  the  dial  it  shows  that  the  line 
is  clear 

To  test  for  grounds  on  the  line,  hook  the  line  connection  to  the 
line  wire,  disconnect  from  the  positive  bus  by  leaving  either  the 
switch  or  circuit  breaker  open.  If  only  the  left  hand  lamps  light  up 
and  the  needle  swings  to  the  limit  on  the  right  hand  side  the  line  is 
■lear.  If  both  sides  light  with  equal  intensity  and  the  needle  stands 
ition  as  when  disconnected  from  the  positive  bus  it  shows 
there  is  a  bad  ground  or  an  immeasurably  lew  resistance  on  the  line. 
The  readings  are  affected  somewhat  by  the  drop  in  the  rail  due  to 
the  flow  of  current  from  the  other  lines,  but  the  operator  soon  be- 
comes acquainted  with  the  action  of  the  instrument  on  the  different 
nil  can  judge  by  the  character  of  the  fluctuations  what  the 
nature  of  the  trouble  is. 

A  simpler  method  of  testing  grounds  than  that  described  is  used 


Oct.  20,  1902.] 


STREET  RAILWAY  REVIEW. 


773 


by  some  of  the  other  stations  on  this  road,  which  consists  in  con- 
necting the  lamps  in  the  same  relation  but  omitting  the  instrument 
and  depending  for  an  indication  only  on  the  variation  in  the  lighting 
of  the  lamps.  The  lamps  connected  thus  will  show  a  change  varying 
with  the  line  voltage,  when  a  straight  serie;  of  five  lamps  will  not 
show  a  flicker.  The  lamps  on  the  instrument  may  be  tested  by  at- 
taching the  line  connection  to  the  ground  connection  and  it  the 
lights  arc  not  equal  it  shows  that  the  lamps  are  not  alike.  The  lamps 
should  then  be  changed  until  the  lights  show  all  equal. 


POWER   HOUSE   NOTES. 


liY   AKTHTR   H.  WEEKS. 


An  occurrence  which  once  proved  a  great  surprise  at  two  power 
houses  was  due  to  a  severe  short  circuit  on  a  10.000-volt  transmis- 
sion line.  A  fire,  caused  by  defective  lightning  arresters,  and  last- 
ing a  couple  of  hours,  was  extinguished  with  water,  after  a  hard 
fight.  One  part  of  the  building,  where  the  three-conductor  cable 
entered  the  power  house  from  another  power  house  three  miles 
distant,  was  comparatively  remote  from  the  scene  of  the  fire,  and 
was  supposed  to  be  unharmed.      In  closing  il  there,  how- 

ever, a  sound  was  heard  which  nobody  about  a  power  house  where 
high  voltages  are  used  could  possibly  mistake  for  anything  but  a 
short  circuit.  Large  cables,  300,000  c.  m.,  were  burnt  off  back  of 
the  switchboard  as  though  they  had  been  chopped  off  with  an  ax. 
Although  there  was  an  automatic  oil  switch  on  the  secondary,  and 
circuit  breakers  on  the  primary,  yet  the  circuit  breaker  did  not 
open  until  much  damage  was  done.  The  trouble  was  traced  to 
water,  which  had  found  its  way  into  the  cable  head,  where  the 
three  conductors  were  separated  from  the  cable,  for  the  purpose  of 
making  connection  to  the  switchboard. 

On  another  occasion,  a  short  circuit  occurred  on  a  10-ooo-volt  line, 
and  the  circuit  breaker  did  not  open,  having  stuck  fast.  The  cause 
of  this  sticking  was  found  to  be  due  to  the  expansion  of  the  large 
copper  contacts  of  the  breaker,  from  continued  overload. 

A  peculiar  freak  on  a  22,000-volt  feeder  at  a  series  converter  took 
place  one  night  without  a  second's  warning.  It  was  accompanied 
by  a  most  peculiar  noise  in  the  generators,  a  very  loud  rattling.  The 
load  was  immediately  thrown  off,  and  investigation  disclosed  that 
one  of  the  three  wires  of  the  circuit  was  burnt  off  at  the  series  con- 
verter as  clean  as  in  the  case  first  cited.  There  were  five  feeders 
in  parallel,  and  it  was  necessary  to  start  up  with  reduced  load  until 
the  trouble  was  remedied,  which  was  done  by  making  a  splice,  leav- 
ing out  the  converter  in  absence  of  another. 

Among  the  things  about  a  power  house  which  seems  to  concern 
no  one  after  they  have  been  installed,  excepting  to  keep  the  oil 
replaced  or  the  air  in  circulation,  are  the  station  transformers.  The 
writer  recalls  a  plant  of  large  capacity  in  which  this  portion  of  its 
equipment  had  not  been  examined  in  five  years,  until  the  feeder 
wattmeters  read  rather  suspiciously.  The  removal  of  the  large  top 
cover  disclosed  two  cables  loose  in  their  terminals,  and  very  highly 
discolored.  Right  here  is  a  lesson  on  the  proper  method  of  secur- 
ing such  cables  to  their  binding  posts,  and  making  them  accessible. 

The  rcsoldering  of  the  cables  was  a  serious  problem  with  the 
repair  men,  and  there  was  a  feeling  that  they  might  not  remain 
tight,  even  when  the  rcsoldering  was  accomplished, 

Another  point  of  great  value  to  the  switchboard  electrician  in 
charge  of  the  operation  of  such  a  plant,  is  to  have  the  feeder  indi- 
cating wattu  the  case  may  be,  located  where 
he  may  know  the  condition  of  the  load  al  ill  timet,  He  cannot  in- 
telligently operate  a  system  where  such  meters  arc  in  a  remote 
building,  or  in  1  superintendent's  office,  or  in  a  cellar.  They  should 
be  either  on  his  switchboard,  or  at  least  in  the  same  room,  where 
he  can  easily  see  them.  One  chief  advantage  is  that  when  a  ihotl 
circuit  occurs,  where  the  plant  is  not  equipped  wilh  the  mo  ' 
ern  devices,  he  can  tell  when  the  arc  has  let  go,  and  can  then  safely 
open  the  feeder  switch  to  save  the  rest  of  the  load.  To  open  the 
switrh  without  this  knowledge  would  no!  In-  advisable,  as  a  de- 
structive arc  might  Mi  ,ing  the  swio  li,  and  cause  a  shut- 
down aft<-r  all,  doing  much  damage  as  well 

One  of  the  errors  in  powef  hone  designing,  il  nol  allowing  for 
enough  uid  other  nearby 

apparatus.  I  he  writer,  for  instance,  remembers  a  case  where  there 
were  selector  single  clement  knife-blade  switches,  double  throw. 
The  up;  ion  was  for  bus-bar  No.  I,  and  below  was  bus-bar 


No.  2,  both  at  times  having  loads  which  were  not  in  parallel.  The 
switches  were  operated  by  a  3-ft.  pole  which  engaged  in  eyes  at  the 
end  of  each  switch  blade.  Less  than  4  ft.  from  the  switch  panels 
were  large  transformers.  The  attendant  ran  the  risk  of  pulling 
the  switch  too  low  or  dropping  it  to  the  bus-bar  below,  which  of 
course,  being  out  of  synchronism  with  the  bus-bars  above,  would 
produce  disastrous  results.  There  was  almost  always  a  severe  arc 
on  opening  .my  of  these  switches,  and  on  one  occasion  the  attendant 
barely   escaped   cremation   from   this  cause. 

To  design  a  system  of  bus-bars  for  high  tension  feeders  requires 
considerable  experience  to  avoid  trouble.  But  however  well  the 
bus-bars  may  be  insulated,  and  however  neatly  constructed,  the 
improper  dividing  of  the  outgoing  lines  may  cause  serious  errors 
which  arc  very  expensive.  For  instance,  there  may  be  four  three- 
phase  lines  tapped  from  the  common  bus-bar.  The  first  two  legs 
of  No.  1  line  are  side  by  side,  with  a  marble  slab  carrier  between,  then 
a  space;  then  the  third  leg  of  No.  1  line,  followed  by  three  others 
of  line  No.  2.  Another  space,  and  four  switches,  etc.  An  attendant, 
when  taking  off  lines  and  putting  on  others,  especially  under  the 
excitement  of  short  circuits,  is  very  liable  to  open  or  close  the 
wrong  switches,  adding  to  the  excitement  already  at  fever  heat 

Coupled  with  improper  designing  of  power  house  switchboards  as 
cited,  is  that  of  switches  and  circuit  breakers  too  small  for  the  work 
they  arc  designed  to  do.  Switches  should  be  given  length  enough 
to  rupture  the  arc,  if  they  must  be  depended  upon  to  do  so  when 
opened.  The  writer  recalls  a  case  where  it  was  necessary  for  an 
electrician  to  request  one  of  the  power  house  customers  to  open 
Ins  feeder  switches,  which  were  quick  break,  because  the  switches 
at  tlie  power  house  would  not  rupture  the  arc. 

There  could  hardly  be  a  worse  condition  than  the  arcing  across 
phases  when  a  switch  or  a  circuit  breaker  opens,  because  of  the 
barriers  not  having  been  properly  proportioned,  or  more  load  put 
on  the  line  than  the  circuit  breaker  can  safely  carry.  There  are 
numerous  cases  of  this  character  which  would  be  very  instructive 
if  published.  Some  plants  have  been  able  to  remedy  the  trouble 
in  part,  where  the  arcing  was  due  to  short  circuits  when  the  circuit 
breakers  opened,  by  placing  an  oil  switch  in  series  with  the  circuit 
breaker.  In  some  cases,  larger  barriers  have  been  ch«!  remedy, 
but  where  the  duty  is  very  severe — that  is,  the  lines  at  times  greatly 
overloaded — or  where  the  power  house  requests  its  tenant  to  open 
its  breakers  in  time  of  emergency,  the  better  plaa  U  to  have  the 
switches  in  series. 

Piecing  out  marble  barriers  which  were  not  lar^e  enough  for  the 
purpose  intended  with  wood,  asbestos  lined,  may  be  satisfactory 
enough  on  low  tension  lines.  It  is  absolutely  ui  eltss,  however,  on 
those  of  high  tension;  for  one  who  has  seen  the  results  of  electric 
arcs  on  asbestos,  even  at  500  volts,  would  never  dream  of  placing 
it  at  the  mercy  of  a  io.ooo-volt  line. 

Another  defect  is  failing  to  allow  space  between  high  tension 
«iii  lies  and  circuit  breakers,  so  as  to  properly  open  the  switches. 
Still  another  is  obliging  one  to  go  through  a  long,  narrow  passage 
between  switches  and  breakers,  upstairs,  to  close  the  circuit  breakers 
of  one  line,  and  to  go  downstairs  again  to  close  the  switches  on  that 
line.  Une  must  go  upstairs  as  many  times  as  the  breakers  open, 
which  at  times  is  very  frequently. 

c    occasion    .1    short    circuit    blew    the    fuses    on    a    certain 

feeder,  and  one  of  the  circuit  breakers  of  a  two-phase  line  opened; 
'lie  cablet  to  the  switches  were  not  marked,  it  was  not  cer- 
tain which  of  the  switches  belonged  to  that  circuit.     Current  was  on 
■  1    phase,  so  it  was  essential  to  know   positively  which   was 
witch  to  open.      This  was  found  only  after  tracing  the 
cabli  inking  of  circuits,  switches,  and  circuit  breakers 

would  1"   il"   remedy  in  a  case  like  this. 

An   original   method    for   starting  a  350-hVp.   synchronous  motor 

I.    came  to  the   writer's  notice.      Owing  to  the  disabled  con- 

dition  of  the  direct  current  apparatus  at  the  power  house,  the  clec- 

1  in  1. in   could   not    start    the   motor    in    the    usual    way.       With    the 

tee  of  a  coupli    "l   men  to  pull  on  the  rope  of  a  block  and 

tackle,  the  rope,  which   had   been   pal  "I     leveral   times  around   the 

pulley  oi  ih.  motor,  gave  the  armature  sufficient  .peed  to  enable  the 
electrician  to  plug  in  thi    ilternating  twitches.     The  motor 

1  all   right. 

plant '"■"li 'I  -mil  a  large  induction 

motor  1     i"  l»     1. n  oil,    une  11  draws  so  heavily  on  the  system  when 

il   n   can  1   hi   tome  manner  similar  to  that  above 

'1'   '  rlbcd,  there  will  be  no  difficulty  in  carrying  the  extra  load  after 


774 


STREET  RAILWAY  REVIEW. 


xil.  Mo   10. 


the  motor  is  once  Ml  in  motion  and  the  switch  closed.  Otherwise 
it  would  be  better  not  to  attempt  to  start  it  at  all. 

A  common   source  of  aim  due  t"  placing   feeder  circuit 

breakers  too  close  on  the  switchboards.  A  circuit  breaker  fre- 
quently, if  opened  under  a  heavy  overload,  arcs  to  an  adjoining 
breaker  and  II  damage.       \u  ,  lined, 

'it  furthei  damage,  bul  the  arrangement  is  anything 
but  good  in  deiign,  and  fai 

Important  cin  nil  -  thai   i  iily  an 

afterthought,  something  overlooked  in  the  original  design,  are 
often  placed  in  inaccessible  places,  where  one  ig  helpless,  should 
it  be  ncce-s.irv  i..  use  them  in  limes  of  emergency.  This  condition 
of  things  should  be  carefully  guarded  against 


SOME  STATISTICS  ON   THE  COST  OF  POWER. 

Statistical  data  on  the  cosl  of  power  are  alwa)  >>n'  interest  bei 

managers  all   wish  to  know   what   their   brethren  elsewhere  are  pay- 
kilowatl  hour,  even  if  thi  re  uol   directly  cotnpar- 

able  with  those  from  iheir  own  stations  by  reason  of  differences  in 
conditions, 

I  he  following  statistics  are   furnished   n-  by  a  prominent 
railway   auditor.     We   are   not    at    liberty  the   names   of   the 

companies,  but  thi  records  taken  from  the  com 

panics'  books. 

Case  I  is  a  large  city  system  operating  about  175  miles  of  electric 
track  ami  about  [,000  cars.  Power  is  generated  in  two  stations,  three 
miles  apart,  containing  bell  driven  apparatus  that  is  more  or  less 
antic  in.  iteil   and   the   Stations  are   being   run  at  a  great   disadvantage. 


Wages                                        1&93  41.857.18 

Fuel    64.78  143.278.29 

Water                                                                                        (.84  8.541.76 

Lubricant-    and  2,739.87 

3.10  6,849.22 

$221,193.31 
cosl  ■•!  powei  : 

Total    for   year $221,193.31 

Per  day   606.01 

Per  day  per  car 1.29 

Per  car-mile   .0141 

Per  car-hour    ...  .11 

Per  passenger  (fare  and  transfer  passengi  .0023 

Per    kilowatt  hour    .0105 

Average  daily  consumption  of  coal.   tons..  -54 

Average  daily  consumption  of  water,  gal    . ,.,  .1)5,788 

Averagi                n  umption  of  water,  lb  2  41 

Water  evaporated  pei  pound  of  coal,  lfa  4.9 

Average  duly  kilowatt-hours 57483 

Average  daily  walls  per  motor  car 128,885 

Coal  per  car-mile,  lb 11.8 

Coal   per   car-hour,    lb 94 

Water   evaporated    pel    ear-mile,   lb 57.8 

Water  evaporated  per  car-hour,  lb 461 

Coal    per   kilowatt-hour,    lb 8.8 

Water  evaporated  per  kilowatt-hour,  lb 43.1 

Total  kilowatt  hours  for  the  year 20,981,295 

Total  car  hour-   for  the  year 1,066,430 

Total  car-miles  (or  the  year 15,702,380 


COST  OF  POWER 

PER   KILOWATT-HOUR  AND  OTHER  DATA 

Itkms. 

Casi     I 

Case  II.  ♦» 

Cask  III.  ' 

C  l  -  k    IV. 

Cask  V. 

July                  N 

c.sii 
.191 
.1113 
.040 
.0115 

.on 

.008 
.1133 

1.050 

.803 
.133 

.018 

JU  i 
.019 
.023 

1.030 

.50-1 
.115 
.012 
009 

oil 
.001 

.'■12 

.669 

.'158 

.048 

.870 
.27c. 

1.004 

.o>3 
022 
,015 

Electrical  Apparatus. .. 

.004 

1.299                  1.188 

1.326 

"    Water  per  100"  Gallons 

$  1.55 
.079 
20,981.295 
15.702.3*0 

1,966,430 

$  2.U. 

2,140.641 
739,958 
99,690 

t  3.07 
641,650 

I  2.98               i  2.98 

119,304               114.384 
113.439               109.770 
17.143                16,590 

f  ...1.2 

2.104.33I 
t,19.4<* 

179,343 

•145.711 
5  55 

'          IIKIUISCUII                         

Ew.  h.  Cilv   Railway  Use 

teal.  per  kw.  h  ,  lb 

6.04 

(1.40 

5.55 

•  For  one  year. 


For  one  month. 


As  an  aid  m  examining  the  figures  the   following  explanations  are 
given:      1,11     Fuel    for    power:      Indiana    bituminous    screenings    are 
used;  at  one  of  the  plant-  the  coal  is  delivered  on  track,  at  the  other 
by  wagons,  the  average  c-ost  per  ton  in  the  year  reported  was  $1.55. 
(b)   Miscellaneous  supplies  and  expenses  of  power  plant:    Some  of 
the   l.trge-t    items   111  this  account    are   the   COSl    of  boiler  compound, 
rendered  necessarj  by  the  quality  of  feed  water  used,  and  the  cost 
of  removing  cinders  and  ashes,    which   has   to   be   don.-   in   cars  and 
wagon-     1  c  1    Pounds  of  watei   evaporated  per  pound  of  co 
car-mile,  per  car-hour,  and  per  kilowatt  hour        I  he  figures  "ii  water 
evaporation   represent   only  the  water  registered  by   water   n 
and  do  nut  include  all  of  the  water  consumed,   lor  the  reason  that  a 
'   the  tune  .11   ..11c    of  the  power  plants  water  was  used  from  a 
'    into    which    flowed    the    drainage    from    rainfalls   and    the 
-el  for  washing  out  the  boilers.    A  fairly  conservative  esti 
1  the  amount  of  water  used,  in  addition  to  the  amount  regis- 
tered  by   the   water  meters,   would   be  about   one  third   more.      This 
would  make  the  water  evaporated  per  lb   of  coal  6.5  lb.;  water  evap- 
orated per  car-mile  run  77.1  lb.;  v  ©rated  per  car-hour  615 
lb.;  water  evaporated  per  kw.  h.  57.5  lb. 
The  following  additional  data  are  furnished  for  Case  I.: 

Per  cent 
of  total.  Total. 

Maintenance  of   buildings 46  $    1,004.14 

Maintenance  of  steam  plant 6.85  15,157-32 

Maintenance  of  electric  plant 80  1,765.53 


COAL  CONSUMED   FOB  "FUEL  FOR  POWER." 

Tons  in  the  year 92,626 

Tons    per    day 254 

Pounds   per    day 5°", 540 

Pounds  per  day  per  car 1,071 

Pounds  per  car-mile 1 1.8 

Pounds  per  car-hour 94 

Pounds  per  passenger 1.9 

Pounds  per  kilowatt-hour 8.8 

[I  is  a  system  furnish  tation  current  for  light- 

ing ami  for  operating  230  miles  of  electric  railway  with  500  ears. 
The  figures  are  for  an  average  month. 

Case  III  is  one  of  the  power  houses  "it  a  large  city  system.  The 
figures  are  for  an  lonth. 

Case  IV  is  a  combined  lighting  a\u\  street  railway  plain.      The  fig- 
ures are  given  for  month  of  July,  one  of  the  heavy  months,  and  for 
inber,  one  of  the  light  months. 

Case  V  is  also  a  combined  lighting  and  street  railway  station  oper- 
ating a  city  system,  and  an  interurlian  line  I  by  booster).  The 
figures  are  for  12  months. 

<*-•-• 

The  Harrisburg  (Pa.)  Traction  Co.  has  increased  the  wages  of 
its  employes,  the  new  scale  going  into  effect  October  1st.  The  rate 
is  now  equal  to  the  highest  paid  fot  similar  service  in  the  state. 
One  hundred  and  sixty-five  motormen  and  conductors  are  affected. 


Oct.  20.  1902.] 


STREET  RAILWAY  REVIEW 

RECENT  STREET  RAILWAY  DECISIONS. 


775 


EDITED  BY  J.  L.  ROSENBERGER.  ATTORNEY  AT  LAW,  CHICAGO. 


PREMATURELY  STARTING  CAR 


llanhattanville  \    St    Nicholas 

riue   Railroad   Co.    1  X.    V. ).  03   N.    K.    Rep.    logo.     May  27, 

1902. 

Ii  is  doubtless  true,  the  court  ol  appeals  of  New  York  says   that 

it  is  the  duty  of  carriers  of  passengers  to  allow   persons  entering 

their   car   a    reasonable   time    within    which    to   enter,   and.    it    it    is 

prematurely  started  with  such  unusual  "r  unnecessary   violence  as 

get  injury   while  entering,  ;i  jury  may  lie  justified 

in  finding  the  defendant  guilty  of  I 


PROPERTY    \1H>KI>    in    PLANT    PASSES   UNDER    PRIOR 
MORTGAGE 


Westinghousc  Electric  Manufacturing  Co.   \.  Citizens'   Street    Rail 
way  Co    (Ky.)i  68  S.   \Y.  Rep.  463.     May  .•;.   1902.     "Nol   to 
officially   reported." 

The  law   is   well   settled,  the  court  of  of   Kentucky   says, 

that  proper,  the  plant  of  a  street   railroad,  and  which  he- 

al  essential   and   integral   part   of  its   road,   passes   under  ;i 
<!  and  record*  ing  it!  entire  pi  1  ip 

erty  and  road  constructed  and  to  he  constructed,  although  fur- 
nished under  a  contract  by  which  the  title  was  to  remain  in  the 
seller  until   payment   made. 


INJURY     Id   WOMAN    ATTEMPTING     lo    ALIGHT    FROM 
CAR   IN  MOTION— INCREASE  OF  SPEED. 


Blakney  v.  Seattle  Electric  Co.   >  Wash.  1.  68  Pac   Rep.   1037.     Maj 
M.   1002. 
It  need  not,  of  course,  be  argued,  the  supreme  court  of  Washing- 
ton   says,    that    a    woman   of    mature    years    and    discretion    cannot 
recover   from  a    street   car   company    for   injuries    received   by   her 
while   attempting   of   her   own   volition    to   alight    from   one   of   its 
cars  while  the  same  is  in  motion;  nor  need  it  be  argued  that  it  is 
gligence  per  se   for  in  and  of  itself)   to  increase  the  speed 
of  a  car,  nor  that   it   is  not   negligence  to  do  so   when  a  passenger 
is  in  the  act  of  alighting  therefrom  unless  the  car  company  knows, 
or  could,   by  the  exen  Me   diligence,   have  known,  of 

that  circumstance. 


SILENCE   DOES   NO!     R]  COMPANY    LIABLE    FOR 

PAVING   BETWEEN    I  RACKS. 


I  William -port  v.  Williamsporl   Passenget   Railway  Co 
■1    Rep.  51.     May  10 
Where   under   its   charier   a    Itreel    railway   coin],  :    liable 

for   paving  or    r.  1  ccupied    by   its   track*,   or   any    por 

■   them,  but  only  for  keeping  tl" 

■    paving    bii  win    11  it    had 

knowledge  that  a  :  npany  was  p  to  do  the  paving, 

and  it  did  not  it  mtract, 

of  P  old      whi  11    il"    pa\  ing    was 

y  the  paving  company  undi  "i   made  with  tl 

ii   I.,  look   lo   [hi 
lot    paving   betwi 


Kin  I  ER  IN  NEW  YnKK. 


1  .     s*,. 

Ma) 

III    "I     N.-v. 

■'int.   under  the   law    of  1l1.1t    Itate,    whi  "Ii  lung  and 

naming  in  the  public  streets  of 

■lonal    burden    on    the    land    of   tl 

urfacc 
railroad    hai    now  ndemnation    the    easement    to 

railroad  ov«t   ■   public  street,  as 
of   abutting   land,   who  al  0  owns   the   fee  of  one- 
half   tl  nd.    and    ibis    not  with 


declaration  in  section  00  of  article  4  of  the  railroad  law  that  "noth- 
ing in  this  section  shall  be  deemed  to  authorize  a  street  railroad 
corporation  to  acquire  real  properly  within  a  city  by  condemna- 
tion." 


CONSTITUTIONAL    FRANCHISE   LEGISLATION. 


Smith  v.  Indianapolis  Street  Railway  Co.  dnd.),  63  N.  E.  Rep.  849. 

\pi\    ,,o.    I  on-'. 

The  supreme  court  of  Indiana  holds  constitutional  the  acl  oi 
1899  providing,  111  substance,  that  il  "may  lie  lawful"  for  any  city 
having  a  population  in  excess  of  [00,000  persons  by  the  last  federal 
census  preceding  the  incorporation  of  "any  streel  railroad  com- 
pany,  now  or  hereafter  organized."  lo  inter  into  a  contract  with 
said  company  foi  the  granting  to  said  company  of  a  franchise  for  a 
lerm  not  exceeding  .54  years,  subject  lo  many  conditions,  relative  to 
compensation,  fares,  paving,  the  use  of  lis  lines  by  suburban  and 
interurlian  railroad  companies,  the  right  of  control  of  the  city, 
etc.  Il  especially  does  not  think  that  the  acl  violates  the  consti- 
tutional provision  that  "the  general  assembly  shall  not  grant  to 
any  citizen,  or  class  of  citizens,  privileges  ami  immunities  which. 
upon  the  same  terms,  shall  nol  belong  1"  all  citizens." 


VTTEMPTING    I"  DRIVE  ACROSS    ["RACK   WITH   CAR  75 
FEET  AWAY     DUTY  OF  MOTORMAN  AT  CROSS- 
ING, ESPECIALLY  Willi   VIEW  OB- 
STRUCTED BY  ANOTHER  CAR. 


Schoenei  v.  Metropolitan  Street  Railway  Co.  ( N.  Y.  Sup.),  76  N. 
Y.  Supp.  157.  May  9,  1902. 
Il  certainly  was  not  an  act  of  negligence  on  his  part,  the  first 
appellate  division  of  the  supreme  court  of  New  York  holds,  for 
1I1.  drivei  oi  a  lues,'  attached  to  a  delivery  wagon  to  attempt  to 
cross  tin  treet,  at  a  street  crossing  where  he  had  as  much  right 
to  the  use  of  the  street  as  the  street  railway  company  did,  if  the 
tatter's  car  was  then  75  feet  away,  and  the  jury  would  have  a 
right  to  find,  if  the  car  were  this  distance  away,  that  the  com- 
pany was  negligent  if  it  did  not  check  the  speed  of  its  car  and 
prevenl  .1  collision.  \  duly  rested  upon  the  motorman  to  havi 
thi  cai  iindi  1  control  as  it  approached  the  crossing,  and  this  duty 
increa  ed  il  it  was  true,  as  contended  by  the  company,  that 
Ins  view  of  the  mo. -ing  was  obstructed  by  the  car  of  another 
company    on    a    parallel    Hack,    for    which    reason    he    should    have 

exercised    n    care.     He   could   nol    approach   the   crossing  at  a 

rate  of  speed,  and  then,  when  a  collision  occurred,  excuse 
himself  becati  1  then  was  another  ear  in  from,  which  prevented 
his    seeing   the   crossing. 


nil  11,1  M  I    m  '  11   [RE 'Rl H  VVELERS  FRI  IM 

r ■ ',    w  11:1      Mi  ITIC1     in  MOTORMAN 

\ND  CONDUCTOR 


Ri  id    1     1  itj   81   Suburban   Railwaj    1  1,    n    S.   E.   Rep.  629. 

\pi.    28,    mo-' 

Win  11    1     tree!   railwaj   companj   with  reasonable  pi ptness  dis- 

ivei     1 1"     agging  ol  1  mi    ol   il     trollcj    win   .  w hii  h  hai    I n 

dlj  cau  -  •  1  by  the  falling  ol  a  win   belonging  to  1 her,  and 

.'I         i""i i'      to   pri  I '  in    11      u  in     I causing 

injury  to  travelet     mil"     treet  ovet   »'.  hii  h  thi     1 1      u  ipended, 

iih     up i'  1  "i  ' '  1  holds,  meets  the  legal 

""  ni     1    io  dili| ■  mill'  '     'i'b  circumstam 

'      i"     ilr        erVI I      I"  "■'!  ""I     W  111'     I  '     I"  '  I     I"    a     mallei 

hid  hority,  and    1    to  » hii  h  he  has  luty 

holdf,    II    ll"l     nolle.'    lo    ill.     eol  poialloll.       So, 

I  "  '  nol  within  1I1.  icope  "I  il"  duties  of  a 
motorman  and  conductot  to  immediately  taki  tepi  to  guard  the 
public  from  thi  d  1  ited  ■  thi  agging  oi  the  company's 
trolley  wire,  it  wo  pri n  determi g  whether,  after 

11  d    ol    111.     .  in.  1    ".  in  \    lo    he    met,    il    a.  led 

with  1..1  onable  diligenci   in  taking  propel    tepi  to  protect  traveler) 
..long   the   street,  to   regard   notice    to   the   motorman   and 


,7'. 


STREET  RAILWAY  REVIEW. 


[Vol.  XII.  No.  10. 


conductor  as  notice  to  the  company   itself,  and  thus  place  upon  it 
the  unreasonable  requirement  of  taking  action  in  the  premises  be- 
r  agents  who  wen-  authorized  to  act   in  it-. 
behalf  had  ition  of  thi 


INJURV      i"     PASS  i  II  «  IRK' 

K  K    I  R(  'M    HAM'!  I  111. I      \  I  I  l.MPT- 

ING  i"  BOARD  CAR  A.NH  BEING  DRAGGED 
ALONG    BY    I  IS   S1ARI  l\(,    CARE 
iMPANY. 


iolidated    Electrii  Ca    v.    Broadhurst 

App.),  68  S.  W.  Rep.  315.  March  29,  1902.  Rc- 
■  3,  1902. 
The  evidence  showed  that  the  parly  suing  111  attempting  I" 
hoard  a  car  took  hold  of  the  handholds  designed  to  aid  passengers 
111  getting  on  hoard  the  cars,  lie  put  one  foot  on  the  step  of  the 
car,  and  was  in  the  act  of  getting  aboard,  when  he  received  an 
electric  shock  which  fixed  his  grasp  upon  the  handhold  of  the 
car,  and  while  in  this  attitude  the  motorman  started  the 
motion,  and  he  was  dragged  some  distance,  when  his  hand  re- 
laxed his  hold,  and  he  fell  in  the  strei  ic  shock  and 
the  violence  suffered  by  having  been  dragged  along  by  the  car 
inflicted  serious  injuries  upon  him.  In  affirming  a  judgment  in 
his  favor,  the  court  of  civil  appeals  of  Texas  states  that  it  is  of 
the  opinion  that  the  circumstances  surrounding  the  injury  were 
sufficient  to  raise  a  presumption  of  negligence  on  the  part  of  the 
company.  It  says  that  the  handholds  and  steps  of  the  car  were 
designed  to  be  used  by  passengers  as  aids  in  their  entrance  to  or 
exit  from  the  cars;  the  cars  and  their  equipment  were  under  the 
control  and  management  of  the  company;  and  the  accident  was 
such  as.  in  the  ordinary  course  of  things,  would  not  happen  with 
the  use  of  proper  care  by  those  who  have  their  management.  More- 
over, it  is  of  the  opinion  that  a  higher  degree  of  care  than  is  re- 
quired by  law  was  not  imposed  upon  the  carrier  by  a  charge  in 
which  the  jury  were  told  that  the  company  "owed  to  its  passengers 
the  duty  of  exercising  great  care  and  caution  to  keep  the  ma- 
chinery and  appliances  of  its  cars  in  reasonably  safe  condition  and 
repair,  and  to  exercise  like  caution  in  the  operation  of  its  cars." 


INJURY     FROM     ELECTRIC     SHOCK     TO     PEDESTRIAN 
STEPPING  ON   RAIL— PRESUMPTION   OF   NEG- 
LIGENCE—EVIDENCE OF  EMPLOYE. 


Braham  v.  Nassau  Electric  Railroad  Co.  (N.  Y.  Sup.),  76  N.  Y. 
Supp.  5-8.  May  29,  1002. 
While  crossing  the  street  one  afternoon  the  plaintiff  stepped  on 
one  of  the  company's  rails  and  received  an  electric  shock.  A 
judgment  in  his  favor  for  damages  for  the  resulting  injuries  is 
affirmed  by  the  second  appellate  division  of  the  supreme  court  of 
New  York.  It  says  that  the  company  claimed  that  the  complaint 
should  have  been  dismissed — First,  because  no  negligence  on  its 
part  was  established;  and,  second,  because,  if  a  prima  facie  case 
of  negligence  was  established  in  the  first  instance,  the  circum- 
stances were  conclusively  rebutted  by  the  proof  that  no  defect 
existed  at  the  place  of  the  accident  which  would  permit  the  escape 
of  the  electric  current.  These  claims  were  untenable.  It  was 
clearly  established  that  the  shock  which  the  party  received  would 
have  heen  impossible  if  the  company's  track  was  in  good  order. 
It  was  further  proven  that  close  to  the  place  where  he  was  walking 
was  a  joint  where  two  rails  met,  which,  if  not  properly  bonded  or 
welded,  would  permit  the  infliction  of  an  electric  shock  upon  any 
one  whose  foot  should  be  placed  upon  it ;  and  there  was  some 
evidence  that  the  rails  at  the  time  were  so  laid  as  not  to  allow  in 
the  usual  manner  for  expansion  and  contraction,  and  that  such 
manner  of  laying  the  rails  was  calculated  to  result  in  imperfect 
joints.  This  evidence,  together  with  that  of  the  shock  actually 
received  by  the  party,  established  the  company's  liability,  and  called 
upon  it  for  an  explanation  of  the  occurrence,  in  onl'r  to  relieve 
it  from  the  charge  of  negligence,  on  the  principle  of  res  ipsa 
loquitur,  or  the  matter  speaks  for  itself.  The  presumption  of  neg- 
ligence arising  from  the  proof  referred  to  was  not  so  far  over- 
borne by  the  company's  evidence  as  to  make  the  question  one  of 
law.  The  explanatory'  evidence  was  principally  that  of  an  em- 
ploye of  the  company  whose  duty  it  was  to  keep  the  tracks  in 
order,  and  who  testified  that  they  were  in  order  at  the  time  and 


place  of  the  accident.  Waiving  the  question  whether  this  evi- 
dence garded  as  explaining  the  occurrence,  it  was  clear 
thai,  :  11  and  employment  of  the  witness,  a 
submission  of  the  charge  of  ncgli-  he  jury  for  determin.i 
tion  was  required,  ["he  happening  of  the  accident  under  the  cir 
cumstat  editions   tie 

which  could  not  arise  without  either  negligence  on  the 

company's   pari,  or   a  omc  kind,   for   which,   if  such  a 

ilnng   be  possible,  it   was  not  to  blame;  and  proof  merely  that  no 

existed   would   not   serve  to  remove  the  case   from 

the   province   of  the   jury,   where   the   proof   was    furnished   by   an 

I    witness   in   the   company's   employment,  and  question  of 

accordingly  a  factor. 


UNCONSTITUTIONALITY      OP      STATUTE     REQUIRING 
POLK  IMl-.N   AM)  FIR]  I  *  BE  CAR- 

RIED FREE. 


Wilson  \.  United    Traction  Co.  (N.  Y.  Sup.),  76  N.   V.  Supp.  -'03. 
May   -,   [002. 
The   third  appellate   division  of  the   supreme  court   of    New    York 
holds  unconstitutional  and  in  as  against  the  company  chap- 

of  1  lie   New    York  laws  of   1895  providing  that   the   mayor 
.    of   the   state   and   the   president   of   each   incorporated 
of   the   state   may    issue   to   each   policeman   and   fireman   a 
ite   of   the   appointment   and   qualification   of   such   policeman 
or   fireman   as   such,  and   it   shall   thereupon  be   the   duty   of   every 
street   surface  and  elevated   railroad  company  carrying  on  business 
within   such  city  or  village  to  transport  such  policeman  or  fireman 
1   charge  while  he  is  traveling  in  the  course  of  the  perform- 
ance of  the  duties  of  his  office.     It   says  that   the  decision   in   the 
Heardsley  Case.   162  N.  Y.  230,  which   follows  the  decision  of  the 
federal   court   in   Railroad   Co.   v.   Smith,    173   U.    S.   684,   seems   to 
be    a    clear    authority    for    the   proposition    that    the    above    statute 
es  to  deprive  the  company  of  its  property  without  due  process 
of  law.     In  those  cases  the  companies  were  required  to  issue  mile- 
age books,  at  a  reduced  rate  of  fare,  to  those  willing  to  purchase 
a  designated  number  of  miles  at  one  time.     In  this  case  the  com- 
pany is  required  to  carry  a  certain  specified  class  of  persons  entirely 
free  of  charge.     If  the   former  is  an  invasion  of  the  companies' 
property   rights,   the   latter   is   equally   so;   and   in   neither   case  is 
there  any  process  of  law  provided  for,  save  the  mandate  contained 
in  the  act  itself. 

Nor  does  the  court  consider  that  the  statute  can  be  sustained  as 

a  valid  exercise  of  the  police  power  of  the  state.     It  says  that  its 

1  rident  purpose  and  effect  is  to  relieve  the  municipalities  referred 

to  therein  from  a  portion  of  the  burden  of  maintaining  their  police 

and   fire  departments   at   the   expense  of  the   several   street   railway 

companies  within  their  limits.     Concede  that  the  public  safety   re- 

quires  thai   the  public  officers  mentioned  be  carried  upon  such   rail- 

1  is  not  apparent  why,  in  order  to  promote  that  safety,  they 

should   he   carried    free   of  charge.     There  is   no   pretence   that   the 

ad   is  necessary  to  secure  their  right  to  ride  upon  such  roads.     The 

oli    purpose  is  to  secure  their  right  to  ride   free.     Thus  the  only 

advantage    secured   by   the   act   to   the   public    is    that    the    railroad 

company,  instead  of  the  municipality,  pays  the  fare.     Such  an  ad- 

a   public   convenience;   but   the   right   to   take   the 

v  of  the  individual  citizen,  or  of  a  class,  for  the  sole  reason 

that  the  proceeds  of  it  would  be  convenient  to  aid  the  municipality 

in  defraying  its  general  expenses,  has  not  yet  heen  conceded  as  a 

te   exercise  of  the  police  power,  and  this  court  is  not  dis- 

i  to  concede  it  now. 


REQUIREMENTS    FOR    ENFORCEMENT    IN    COURT    OF 
EQUITY  OF  CONTRACT  WITH  CITY— VALIDITY  OF 
GRANT  OF  EXCLUSIVE  RIGHT  TO  DECIDE  AS 
TO  OCCUPATION  OF  STREETS— REQUIS- 
ITES   OF    ELECTION    TO    OCCUPY 
STREETS. 


Logansport  Railway  Co.  v.  City  of  Logansport   (U.  S.  C.  C.  Ind.) 
1 14  Federal  Reporter,  688.     Mar.  8,   1902. 

1  a  street  railway  company  can,  in  a  court  of  equity,  com- 
plain of  the  violation  by  a  city  of  its  contract  rights,  it  must  show, 
the  United  States  circuit  court  district  of  Indiana,  holds,  that  it  has 
a  contract,  and  that  such  contract  is  free  from  fraud  and  enfore- 


Oct.  20,  1902.] 


STREET  RAILWAY  REVII'W 


777 


able  at  law,  and  one  that  is  fair  and  reasonable  in  all  its  parts,  and 
within  the  power  of  the  city  lawfully  to  enter  into.  If  the  con- 
tract is  unfair,  unreasonable,  or  against  good  conscience,  a  court  of 
equity  would  be  justified  in  refusing  to  enforce  it,  and  would  leave 
the  party  to  its  remedy  at  law.  The  court,  too.  must.  enfc in 
contract,  if  it  enforces  it  at  all,  just  as  it  is  written;  and  it  has  no 
power,  by  changing  or  varying  material  terms,  to  make,  in  effect,  a 
new  contract  for  the  parties. 

Under  ordinances  granting  the  exclusive  right  to  use  in  perpetu- 
ity certain  streets,  designated  by  name,  and  also  the  right  to  use 
and  occupy  such  other  streets  and  bridges  in  the  city  as  the  street 
railway  company,  its  successors  and  assigns,  might  from  time  to 
time  elect  to  use  and  occupy,  the  court  holds  that  the  right  granted, 
as  to  the  designated  streets,  was  a  mere  offer,  which  could 
only  became  contractual  obligation  by  the  election  of  the  company 
to  use  and  occupy  the  streets  for  railway  puiposes.  Such  election 
must  be  made  in  good  faith,  and  evidenced  by  some  open  and  notori- 
ous act  brought  to  the  notice  of  the  common  council.  Until  the 
offer  was  accepted  by  such  an  election,  it  could  be  withdrawn. 

Moreover,  the  court  holds  that  it  was  ultra  vires,  or  beyond  the 
legal  power  of  the  common  council  to  surrender  its  control  of  the 
of  the  city  in  perpetuity  to  the  company.  The  municipal 
authorities  had  no  power  to  grant  forever  to  the  company  the 
right,  at  its  own  uncontrolled  election,  to  use  and  occupy  such  or 
all  of  the  streets  of  the  city  as  it  might  from  time  to  time  elect. 
The  right  to  determine  for  itself  from  time  to  time  what  streets 
could  be  used  and  occupied  for  street  railway  purposes  consistently 
with  the  public  safety  and  welfare  is  a  power  incapable  of  absolute 
alienation  by  the  common  council.  By  the  ordinances  in  question, 
if  valid,  to  the  company's  election  was  relegated  the  question 
whether  or  not  a  street  could,  with  due  regard  to  the  comfort  and 
safety  of  the  people,  be  occupied  by  a  single  or  a  double-track  rail- 
way. Such  a  surrender  of  corporate  power  in  perpetuity  to  a  street 
railway  company  cannot  and  ought  not  to  be  upheld.  It  cannot  be 
supported  as  a  reasonable  exercise  of  the  power  of  a  trustee  over  a 
trust  estate  committed  to  its  charge,  to  be  administered  in  the  in- 
terest of  the  public,  and  for  the  private  advantage  and  gain  of  rail- 
way or  other  corporations. 


LIABILITY  FOR  INJURY  TO  PASSENGER  KNOCKED  OFF 
PLATFORM  OF  CROWDED  CAR  AND  TRAMPLED  ON 
BY  PASSENGERS  FRIGHTENED  BY  FLASH— DUTY 
OF  COMPANY-  CARE  REQUIRED  OF  PASSEN- 
GER—PROOF OF  DEFECT  IN  CAR  OR  AP- 
PLIANCES   CONNECTED    THEREWITH. 


Davis  v.  Paducah  Railway  &  Light  Co.     (Ky.),  68  S.  W.  Rep.  140. 

May  7,    1002. 

On  account  of  its  crowded  condition  the  party  suing  was  on  the 
front  end  of  a  motor  car,  and,  according  to  the  proof  for  her,  when 
the  motorman  applied  the  full  power  the  car  began  to  slow  up,  and 
there  was  a  flash  of  light.  The  motorman  called  loudly  to  have  the 
trolley  thrown  off,  and  for  nobody  to  get  off  the  car;  that  there- 
was  no  danger.  The  passengers  in  the  car  cried,  "Fire!"  and  began 
:i  out  pellmcll.  The  party  suing  was  holding  on  to  the  car, 
but  the  heat  which  flashed  up  burned  her  hand  so  that  she  had  to  lei 
go,  and  when  she  did  this  the  crowd  surging  by  knocked  or  1 
her  off  the  car  and  trampled  upon  her,  inflicting  very  serious  in- 
juries. 

In   reversing  a  judgment    rendered    in   favor  of  the   company,  the 
court    of   appeal    of    Kentucky    holds    that    a    company's   duty    to    its 

fulfilled   Ky   re.  .  in    in  pi  1  tion.  or   by   ai 
by  a  competent  employe.     'I  he  nil)  ell     tated   in  2 

Shear..  &   R.   Neg.   Sec.  405  "Out  of  special   regard   for  human  life, 
and  acting  upon  the  pre  umption  thai  every  man  who  commits  his 
to  the  charge  of  others  expects   from  lliem  .1  higher  degree 
of  care  for  his  bodily  safety  than  they  would  I.e. tow  upon  tin 
ervation  of  1  . ,  the  law  very  v.  ,1  a  common 

carrier  of  passengers  for  hire,  in  tie-  performance  of  his  du 
such,  the  utmost  care  and  skill  which  prudent  men  arc  accu 
to  use  under    similar   circumstances.''     This    rule    was    folio.. 
Railway  Co.  v.  Wcams,  80  Ky.  420,  where  the  court  added:     "The 
re  and  skill  increases  with  the  hazard!  of  the  mi 
our  employed  by  the  can 

The  pronounces  obji  an  instruction  that  it 

became  the  legal  duty  of  the  parly  suing  when  going  upon  the  car, 
to  exercise  due  care  and  caution,  use  her  eyes,  and  act  with  reason- 


able care  and  judgment  for  her  own  safety,  more  especially  if  she 
found  the  car  unusually  overcrowded  with  pasengers.  In  lieu  of 
this,  it  says,  the  jury  should  have  been  told  that  it  was  incumbent 
on  the  party  suing  while  on  the  car  to  exercise  such  care  and  cau- 
tion as  might  be  reasonably  expected  of  a  person  of  ordinary  pru- 
dence situated  as  she  was. 

\  still  more  objectionable  instruction,  the  court  holds,  was  one  by 
which  the  jury  were  told  that  the  party  suing  could  not  recover  for 
the  insjuries  received  by  the  passengers  running  over  her  after  she 
was  pushed  off  the  car  by  them  and  fell  to  the  ground.  If  the  com- 
pany's negligence  caused  the  panic  among  the  passengers,  and  their 
conduct  was  the  natural  result  of  its  negligence,  or  was  such  as 
might  reasonably  be  expected  under  the  circumstances,  considering 
the  crowded  condition  of  the  car,  and  the  fact  that  it  was  pro- 
pelled by  electricity,  the  company  was  answerable;  although  it 
would  not  be  responsible  if  the  panic  among  the  passengers  which 
caused  the  injury  to  the  party  suing  was  needless,  and  there  was 
no  apparent  danger  that  might  reasonably  be  expected  to  cause  a 
panic  among  the  passengers.  If  the  company  was  negligent,  and 
this  negligence  produced  a  flash  of  fire,  followed  by  smoke  in  the 
car,  and  this  caused  the  stampede  of  the  passengers,  and  made 
them  run  over  the  party  suing,  it  could  not  be  held  as  a  matter  of 
law  that  her  injury  was  not  the  proximate  and  natural  result  of 
the  company's  negligence. 

Furthermore,  the  court  holds  that  the  rule  is  settled  that,  where 
the  passenger  shows  a  break  in  the  railroad  track,  or  the  breaking 
of  an  axle  or  wheel  of  a  car,  he  makes  out  a  prima  facie  case  in  a 
suit  to  recover  for  an  injury  received  by  reason  of  such  defect. 
This  rule  applies  to  all  those  things  which  the  carrier  is  bound  to 
supply,  and  arc  defective,  by  reason  of  which  an  injury  to  the 
passenger  occurs.  But  this  court  has  in  a  number  of  cases  said 
that  it  is  better  not  to  instruct  the  jury  as  to  burden  of  proof,  and 
it  is  safest  to  so  frame  the  instruction  as  to  indicate  the  burden  of 
proof  wihout  expressly  referring  to  it.  Under  this  rule  the  court 
should  have  instructed  the  jury  that,  if  the  injury  of  the  party 
suing  was  due  to  any  defect  in  the  car  or  cars  on  which  she  was 
riding,  or  the  machinery  or  appliances  connected  therewith,  and  she 
did  not,  by  her  own  want  of  ordinary  care,  contribute  to  the  in- 
jury, they  should  find  for  her  the  damages  she  thereby  sustained, 
unless  they  believed  from  (he  evidence  that  the  company  hail  exer 
ciscd  the  utmost  care  and  skill  which  prudent  men  are  accustomed 
to  use  under  similar  circumstances  to  ascertain  any  defects  in  the 
car  and  appliances  and   secure   their   safely. 


1  VBILITY  FOR  INJURY  AFTER  CARRYING  VEHICLE  25 
TO  40  FEET— PROOF  NECESSARY  IN  PERSONAL  IN- 
JURY     CASE  —  CONTRIBUTORY      NEGLIGENCE 
WHICH     WILL     NOT     BAR      ACTION— PROXI- 
MATE CAUSE  OF  ACCIDENT— TEST. 


Ridei   \.  Syracuse  Rapid  Transit  Railway  Co.  (N.  Y.,  63  N.  E.  Rep. 
836.    May  13,  1902. 

I  In  general  rule,  the  court  of  appeals  of  New  York  says,  is  that 
in  an  action  to  recover  damages  for  personal  injuries  founded  upon 
negligence  it  is  incumbent  upon  the  plaintiff  to  prove  negligence  on 
the  part  of  the  defendant  and  the  absence  of  contributory  negligence 
on  the  pari  of  the  injured  party.  The  couits  have,  however,  in- 
grafted upon  tin.  Mile  an  important  exception,  and  that  is  thai  the 

Contributory    negligence    of    the    injured    parly    which    will    li.n     ,m 

in  in-.  In  half  mi'  1  be  the  proximate,  and  not  a  remote  con 
tributing  cau  1    oi    'in    injury.     'Hie  plaintiff's   contributory   negli 

■ ■  "   '  ncM  onlj   .'   i"    .1  contributing  cause,  but  a 

ind  not  a  11  moti .  1  .hi  e  of  the  injury,     I  he  i" 

ill  must  be  hi  Id  i"  I"   thai  which,  in  a  natural 

p  od thai    event,  and   with 

out    which   thai    1  11  red       l  In-   plaintiff's 

faull  will  nol    'i'"  1  1 tioi Ii      il   1 ati  I3   

tributed  to  In  1  injury.    It  be  a  p  causi    in  thi     ami 

n   ■■■In'  Ii  Hi-   d.  1. 11. 1  mi     |j 1  I,.,  ,    be  n  ,,  prox 

1  righl  of  .,,  1 .nih  ibutoi  v  negli 

I.-  'I'  i'  H  '  0,  .in  ,i,  1 1,, 1  damagi     1 

injury  whi  h  illful  01   wanton.   When  the  negligence 

deceased  1 .  bul  1    di  nl  oi  thi    1 | 

thi   di  i'  ndanl  1    madi   thi   1 mati   1  tu  e 

of  ii,  then  the  plaintiff  will  not  bi    debarred   from  1 til hia 

claim  by  his  negligence,  noi  will  the  defendant  bi   1    cuaed  from  thi 
consequences  of  his. 


5TREE  I    RAILWAY   REN  Il-U 


XII,  No   10. 


I  In-  broughl  la  ii  tin-  death  of  ■  man  i 

n   which   he  was  ruin 

ily  m  tlii-  respect :  lli.it 

upon  On   ■!  when 

i    struck  tin    vehicle,  ;  "I  upon  the 

d  b)   ill'   pi 
crturned,  and  1 1 1 « -  dri 
It  was  claimed  on  the  p  i  could 

i  tin-  car  w itliin  the  sp  .  while 

i. n  the  pari  o{  tin    defendant   tin-  evidi  d  to  show  thai   it 

could  nol  be  stopped  in  less  than  from  50  to  60  fei '      1  bus,  tl 

turned  largely,  if  nol  entirely,  upon  the  abilil  motorman  t'i 

lop  a  car  mot  ing  at  the  rati  houi   bt  fi in 

I  In-  collision,  and  before  thi                   in   which   tl  cd   was 
riding  was  overturned,     i'.ut  the  court  does  nol   think  thai   tl 

haractei    ■ 
applied  to  the  facts  in  this  case  by  an  instruction,  in  sul 

ceased   negligently   drove   upon   the   railwaj 
yel   thi  urn    was     atisfied   th 

motorman,  upon  seeing  thai  Ihi   decea  ed  was  aboul  to  cross,  could, 
b)   the  1   reasonable  care,  ha>  .1  stop 

the  collision  which  resulted  in  the  injury.    And  it  holds  thai 

II  was  error  to  refuse  t"  charge  that,  if  tin  und  thai   the 
deceased  was  negligent   in  going   upon   thi 

could  b  ery,  and  thai  he  was  nol  permitted  to  taki 

lul  chances  as  to  whether  it  was 

Ihc  contributory  negligence  of  the  injured  party,  the  court  says, 
cannot  be  taken  from  the  jury  except  in  cases  whi  ir  that 

there  was  some  new  act  of  negligence  "ti  the  par' 
that  was  the  proximate  cause  "i  the  injury,     ["he  negligence  of  the 
ed,    if   any.    was    substantially   concurrent    with   that    of    the 
nan,  if  he  was  negligent  at  all.    The  whole  collision  * 
work  of  but  a  momenl  what 

took  place  i  with  the  vehicle  from  what 

look   place  afterward    would    be  to  en 
minis  that  in  the  end  would  practically  abrogate  the  rule 
cases  thai  the  injurei  recovei    when  his  n 

a    COntributin  '    the    injury.      In    this    case,    if    the    decea   ed 

was  m  fact  negligent  in  driving  upon  the  track,  when  tl 
nit;  car  was  SO  near  a  us,  then   such   neg- 

ligence could  nut  he  regarded  connected  with  ih 

■  lent,   within   the  meaning   of   the    rule   stated,   hut    a   proximati 
current  cause  which  precluded  a  recovery.     I'nh-ss  the-  character  of 
the  accident  i-  such  that  it  can  he  fairly  said  that  the  negligence  of 
njured    party    is    hut    a    remote    cause,    the    exception    ::    nol 
applicable.     In   determining   whether   thi  'lent    is 

proximate  or  remote  the  same  test  musl  he  applied  to  the  conduct 
of  the  injured  pane  as  i-  to  he  applied  t"  the  defendant.     I  I 
dud  of  the  latter  canno  ule  and  >.hal  of  th     for 

mer  by  51  ant    .  ,ther  rule. 


1   \RE    REQUIRED    IX     APPROACHING    STREI   r    CRO 
INGS— FAILURE      ro    GIVE     WARNING     INJURE      TO 
ON     rRACK    20    FEET    BEYOND   CROSSING 
UNRE  VSl  IN  ABLE    <  >k    D  VNGI  R(  IUS    RATI    1  IF 
SPEED—DUTY     n>     YOUNG     CHILDREN 
SP0NSIBIL1  niM    CHILD  OF  SIX  OR 
SEN  1  X     EX  tRA     C  VRE     REQI   [1  i  D 
\  1    CROSSING   XI.  \K   SC L 


Chicago  City   Railway  I  II.),  63  N    I     Rep.  997.      \pr. 

|6,     I  1    June     |. 

1 1  1-  incumbent  upon  those  in  control  of  a  streel  car,  the  supreme 
I  Illinois  hi  watch- 

fulness al   streel  intersections  than  at  other  places  along  the  route. 
Dmers.  gripmen   and  motormen  bliged   al   all 

care   ill   the  COndllCl    of   their   car-;    hul 

mposes   upon    them   a   more 
exacting  attention  when  they  approach  m-  in  a  crowded 

city,   where   vehicles   and   pedestrians   may   always   be   expected    in 
front  of  them.     The  failure  under  such  circumstances  m  ring  the 
und  the  gong,  or  give  other  proper  warning,  is  undoubtedly 
evidence  of  negligence  to  be  submitted 
cumstances,   whether  tl 

or  not     The  increase  of  danger  to  the  public  al   such 
ings  demands  a  corresponding  increase  of  vigilance  and  en,   . 


mien.     Thcj    ought  to 

II    when   th 

In  thi 

lended   to   show    that    it    was   aboul    . 

"I-    the 

1  liking   with  an  ild,   standing   upon  the 

sidewalk  or  curb 

1   of  a 

there 

ui  was  mi 

.hie  and  lie  1  propelli  d  by  1  hem,  i| 

law  fully  run  at  .  ith  the 

lawful  :      highway   by   "tier-.     Here   the 

■  p.  be  upon  thi  the  compai 
has   no  property   interest    in   thi 

which  will  inter 
of  the  streel  by  others  of  the  public 
re  idily    and    quii 
than    the    train    "f   an    ordinary    railroad.      Where     the    n 

gripman  rui  vented 

from  keeping  op  it  within  a  reasonable  dis- 

ipon   all   ap|  1   "tilers,   th. 

he  propels  the  car  i-  ned  unreasonable  or  danger- 

■  hat.  where  an  electric  car  was  running  at  the 
iate  of  [o  or  11  miles  an  hour  over  a  ei  much-free) 
street,  without  giving  any  signal,  there  was  such  1  ncg- 

ustified  a  submission  of  th,  iury. 

1  he  evidence  also  tended  1,,  show  that  when  the  car  -t, ,;, 
had  probably  passed  the  hoy  by  about  75  feet,  and  the  court  says 
that   it    is   a   question   of    fact    for   the  jury   whether  the  gripman  or 
motorman  "ii  such  eps  such  a  lookout  as  the  circumstances 

such  warning  of  approach  a-  is  necessary  when  he 
I-   thai   a  child  is   upon  the  car  track  or  approaching  it.  and 
that  the  car  has  run  an  unusual  distance  bi 

ment.     When  a  young 

child  1 ling   the  car  track  with  the  apparent  in- 

leiition  g  car.  or  i-  ..n  the 

track,  it  is  certainly  the  duty  of  the  gripman  In  exercise  a  high 
of  diligence  in  order  to  prevent  injury  to  the  child.  A 
\erdict  in  favor  of  the  plaintiff  will  not  lie  disturbed  where  it  ap- 
pears that  a  street  car  approaches  a  street  crossing  at  a  very  fast  rale 
any  alarm,  while  a  hoy  is  standing  on  the  track 
in  full  view  of  the  motorman,  or  standing  in  the  center  of  the  track, 
with  his  I. ...  tin-  car. 

urt  says  that  it  is  of  the  opinion,  upon  further  con- 
n.  that,  v  stimony  -h.ius  that  a  child  is  oniy  six 

is  incapable  of  such  conduct  as  will  coiisti- 
e.     In    "tier    word-     3    child    of   the   age 
of  onlj  ibility   in   the 

mattei   ol  contributory  1.  and  so  far  as  th  of  due 

care  for  his  own  concerned.     Again,  it  says  that,  in  \ 

the  autltoriti      in   Illinois,  which  it  quotes,  it  is  justified  in 

that  a  child  und  -  prima  facie   incapable 

.  cue  for  his  own  sal  nnol  he 

imputed  to  him.  and  in  such  case  it  devi  n  'In   party  defend 

nig   him  I.,  prove  thai   he   I 
au.l   inti   li|  And 

siill  again.  11  says  that  it  holds,  in  analogy  to  the  rule  of  the  common 
law,  which  exempts  children  under  seven  yea.  from  criminal 

1    up  to  the  11  years  a  child   1.   ini 

iduct  as  will  cons  iihutory  negligence,  and  that 

matter  of  law. 
As   t"  the   poinl    sought    to  he  made   with   regard   to  the  hoy's   in- 

■11  the  fact  that  lie  had 
been    allow,  lone    i"   a    public    -eh",,!    for    more    than   a 

month,   to   reach    which    it    was   nei  cross    the    tracks,   hut 

which   was   nol    more   than   a   block  and  a   half  or  two  block 

me,  the  court   says  that   the  presumption    was  that,   in   p 
the  -chool.  the  cars  obeyed  the  law.   which  demands  greater  care  in 
ng  of  the  street  at  thai   poinl   by  children  going  to 
It   dul   not    follow,  therefore,  that   ii  thi      chool 

vhicl  rom  his  hi  imi . 

nning   I  In-  same  dangerous   risk  as  he  would   run 
the  tr  thcr  point. 


Oi-r.  jo.   i 


STREET  RAILWAY   REVIEW. 


779 


MERSEY  TUNNEL   RAILWAY. 


The  power  station,  machinery  and  track  work  for  the  Mersey 
Tunnel  railway  in  England  arc  all  Ileitis;  pushed  rapidly  to  comple- 
tion ami  the  last  of  the  mar  -  and  engines  for  this  plant 

nt  to  Ik-  shipped  from  the  Westinghouse  works  at  Pitts- 
[*hese  generators  are  of  i,20O-kw.  capacity  and  arc 
direct  connected  to  vertical  cross  compound  Westinghouse  corliss 
engines  of  1.500  It.  p.  each.  A  separate  generating  plant  will  supply 
the  lighting  of  the  power  house,  all  station-,  sidings,  etc..  and  will 
consist  of  tw.  compound-wound  200-kw.  generators  of  050  volts, 
direct    connected    to    Westinghouse    compound    engines    running    at 

p.  in.  The  total  output  of  the  generating  plant  will  lie  6.000 
h.  p.  for  railway  use  and  600  h.  p.  for  lighting.    The  Westinghouse 

pneumatic  system  of  control  will  he  used  and  the  rolling 
stock  «dl  consist   of  60  car-,  each  60  ft.  in  length.     Five  cars   will 

rated   in   a   train,   the   first    and   la-t    of    which    will    be 

,iippcd  with  four  100-h.  p  uli.  and  Westinghouse 

high-peed  air  brakes. 

l'he  Mersey  railway,  connecting  Liverpool  and  Birkenhead,  passes 
under  the  river  Mersey  through  a  double  track  tunnel.  The  length 
of  tile  line  is  4'..  miles  and  the  total  length  of  track,  including  sid- 
about  12  miles.  The  onlj  competition  which  the  road  has 
1-  from  the  ferry  boats  on  the  river,  and  its  traffic  is  very  large. 
I  he  passengers  earned  amounted  to  between  7,000.000  and  8,000.000 

.r  with  the  -team  locomotive  system.  The  road  is  built  to 
standard  gage,  the  rail-  being  of  the  ordinary  English  hull  head 
type-.  1  Ih.  per  yard.     The  line  i-  to  be  equipped  with  a 

third-rail  system  with  the  conductor  rail  outside  of  the  running 
track.  The  latter  will  not  bt  used  a-  a  return  conductor,  hut  a 
fourth  rail  will  he  placed  between  the  track-  for  tins  purpose.  The 
third  and  fourth  rails  will  he  similar  in  size  and  arrangement  and 
tin-  plan  will  prc\cnt  any  destruction  i..  buried  pip'-,  etc.,  by  elec- 
trolytic action.  Both  conductor  rails  will  he  T  rails  in  do- ft.  lengths 
and  will  weigh  too  Ih.  per  yard  and  he  carried  on  stoneware  insula! 

teed  7  or  S  ft.  apart.  It  1-  expected  that  the  trains  will  he 
run  'Hi  a  three-minute  headway. 


CARD  INDEX  FOR  CABLE  RECORDS. 


We  illustrate  herewith  a  card  index  system  for  keeping  records  of 
cables  which  i-  in  use  on  the  Aurora.   Elgin  X  Chicago   Kv..  the  di 
tail-  of  which  were  arranged  by  Mr.   Ernest  Gonzcnbach,  thi 
trice  if  the  company. 

There  are  a  large  number  of  comparatively  short  cables  used  on 
i'l   for  connecting  tin-  end-  of  the  third   rail-  at 


c**u  no     //-J   /   "  t__         Loe«fo*<     //    d *       O  < 

//A//    Ml    //V7/'/c   M 

•ATI                ■>•    m  OMN       j                 M«M«« 

CMTl 

HI.     -    0»»* 

MMMM 

: 

d  lettered 

lie  and  at  lli"-  top  of  ih.    1  ud  1     1 

iidn-r  of  thi  ■    in  ■  irculat   mil  .  Ihc 

11  tailed,  it  of  the 

n  ohms, 
rting  any  general   rem 


ascertaining  the  condition  of  every  cable  on  the  line,  and  as  the 
card-  are  arranged  according  to  numbers,  the  exact  condition  of 
any  cable  can  be  icadih  found  at  any  time  it  may  he  required.  Each 
can!  also  comprises  a  brief  history  of  a  cable  and  shows  just 
what  troubles,  if  any.  have  been  found  during  the  life  of  the  cable. 

WESTERN   NOTES. 


A  special  election  is  to  be  held  iii  San  Francisco  on  December  2d, 
at  which  a  proposition  for  the  city  to  acquire  the  Geary  Street 
Railroad  at  the  expiration  of  its  franchise,  is  to  he  submitted  to  a 
popular  vote.  I  lie  present  franchise  expires  on  Novemher  (1,  1903, 
and  it  is  proposed  to  issue  bonds  to  the  amount  of  $700,000  to  pay 
the  cost  of  the  property  and  to  equip  the  system, 

Negotiations  .in-  said  10  have  been  concluded  for  the  purchase  of 
the  Franchises,  track,  rolling  -lock.  etc..  of  the  Hawaiian  Tramways 
i"n.  bj  tlie  Honolulu  Rapid  Transit  &  Kami  Co.  The  purchase  price 
is  in  the  neighliorhod  of  $300,000  and  Mr.  C.  C.  Moller.  who  repre- 
sents the  Hawaiian  Tramways  Co.  in  Honolulu,  negotiated  the  sale. 
The  Oakland  Transit  Co.  i-  preparing  to  install  on  the  llayward's 
electric  line,  a   block  and   signal   light    system   similar   to  that    111  use 

11  team  railroads.  This  company  is  building  six  40-ft.  double 
truck,  -1. mil. 11  d  gage  electric  cars,  Inning  a  sealing  capacity  for  40 
passengers,   at    it-    -hop-    near   the    Piedmont    power    station.      These 

n  in  i"  In  equipped  with  four  motors  each,  making  them  capa- 
ble ■  -I  attaining  high  speeds. 


MASSACHUSETTS  STREET  RAILWAY 
RULINGS. 


The  railroad  commissioners  of  Massachusetts  have,  under  a  new 
tpproval  law,  adopted  a  set  of  rule-  under  which  certain  conditions 
shall  he  uniform  throughout  the  state.  They  will  require  rails 
weighing    not    less    than    00   Ih.    per   yd.    and    tics   not    less   than    7    ft. 

11  '1  ill.  thick  with  (1  in.  face,  and  spaced  not  more  than  2  ft. 
betveen  centers,  -hall  he  used;  that  the  roadbed  shall  he  con- 
structed with  at  least  18  in.  of  suitable  ballast  below  hasc  of  rails 

and  properly  drained;  that  when  practicable  the  railway  shall  he 
built  continuously  either  on  one  side  or  in  the  center  of  the  high- 
waj  and  separate  from  the  driveway,  with  a  clearance  from  any 
obstruction  of  at  least  4' _■  ft.  on  tangents  and  proportionally  more 
on  curves;  thai  the  roadway  independent  of  the  railway  shall  I" 
■  if    sufficient    width    to    properly    accommodate    other    travel;    thai 

crossings   of    the    railway    from    one    side    to    the    other   of    the   high- 

:  ill    be   avoided   and    shall   only   be  permitted    when'   provision 

made  foi   proper  regulation  respecting  the  operation  of  cars  and 

11    tin  limi    of    spied. 

The  hoard  also  calls   Eoi    plans  in  each  case  showing  the  place 

1I1-  rails  an-  to  occupy  in  the  highway  and  the  location  of  each 
pole.  The  hoard  also  adds  that  these  requirements  will  not 
exclude  other  suitable  conditions  imposed  by  local  hoards  or  by 
ih.  mselvcs  in  special  cases, 

1  In    1 1,1    has    handed   down   a    decision    dismissing   a    petition 

of  the  Walthat mpanj    for   the  extension  of  it-   franchise   into 

n  of  Lincoln.  In  tin-  it  makes  several  ruling-  thai  an-  likelj 
i"  l"  tandards  in  the  future.  It  -ays  thai  the  term  "constructed 
railway,"   the     tatutorj    requirement   before   il   can   extend  into  an 

othet    town,  -I- 1    mean  an  absolutely   finished  constructs 

om     11M1 1   on  11  h.    I..    Imw   the  g I   faith  of  the  company,  hut 

l.illn  I      ,1        III.    I.illl  l.il     mil    tl  in  -lion. 

ih.  board  doi  not  accept  literati)  the  statutory  provision  that  a 
railway  must   be  con  Iructed  to  the  boundary  line  before  the  com 

hi   petition   foi    a   local n  the   second   town.     Ii   believes 

thai   there  1     no  need  that   this  should  be  done  before  bringing  a 

petition,      \    companj    with    an    e  tabli  lied    railway    in    i    town 

-hould    know    whetl 1    location    in    an    adjoining 

town  before  n  build    .1  branch    olelj  t 1 1   with  it.    The  latter 

I   -  hi  ni    1   ■  ■ 1   n \   ami  needle  is  capitalization 

hould    1  loi  ition  in  thi   adjoining  town    ub  equently  be  denied  by 
in.  11. 


hi    theft  ol    1,600  fl    of  1 1  ■  .Ih  \   wire  from  thi    lim     1  il 

Bth  1        I.),  P Id  8   t  ■  mi  il   ferse)    Railway  Co.,  the 

lim     .11   We  iin  Id  wet Ij   tied  up  from  an  early  hour  In  the 

ruing  mi  il   mi.  m. 


rso 


STREET  RAILWAY  REN  IEW, 


\n.  Na  to. 


REPORT  OF  THE  COMMITTEE  ON   "RULES   FOR  THE  GOVERNMENT  AND   INFORMATION   OF 

CAR   SERVICE   DEPARTMENT   EMPLOYES." 


>  irolt  i  onTaatlon  ol  the  A   B.  K,  A.,  excepted  ud  ordered  printed. 


e.L"    715 

III   rlli  .  I    12:01    0.   III 

(Modeled  mi  ilir  Htaudard  code  of  the  American  Btreel   Railway 

IBS    ,  i, ilmli   i 


<;i  \i:i:  u,  notioi 

i  in-  rules  herein  Bel   rortli  npplj   to  and  govern  on  all  lines 

■  ■■I  bj  til.- Railroad  '  to. 

■  effect  and  shall  superset 

prior  rales  and  Instructions  in  whatsoever  Form  Iss I  which  are 

Inconsistent  therewlt  a. 

in  addition  i"  these  rales,  special  Instructions  will  be  Issued 
i'ii. in  time  to  time,  as  may  be  found  accessary,  and  such  Instruc- 
tions p  Bted  mi  the  various  bulletin  boards,  whether  lu  conflict 
wiiii  these  rales  or  not,  which  are  given  by  proper  authority, 
be  rally  observed  while  in  force.     Bulletin  boards  are  lo- 

cated  mi  tin-  following  points  ami  must  in-  i suited  dally  by 

each  employe  of  the  transportation  department: 


Every  employe  whose  duty  is  in  any  way  prescribed  by  these 
rules  must  always  have  a  c  i'v  of  them  ai  hand  while  on  duty 
and  inns;  be  familiar  with  every  rale. 

The  head  of  each  department  will  supply  copies  of  these  books 
in  ins  subordinates,  Bee  that  they  are  thoroughly  understood, 
enforce  obedience  to  the  rules  and  report  all  violations  to  the 
proper  i  nicer. 

All  employes  are  required  i  i  be  polite  and  considerate  in  their 
dealings  or  Intercourse  with  the  public;  the  reputation  and  pros, 
peritj  of  the  company  depend  upon  the  promptness  with  which 
Its  business  i-  conducted  and  the  manner  In  which  its  patrons 
are  treated  by  its  emploj es, 

ah  employes  will  be  regarded  In  line  for  promotion,  advauce- 

in  depending  anon  the  faithful  discharge  of  duty  and  capacity 

r..r  increased  responsibility. 

While  for  the  effective  management  of  a  largo  system  the  ob- 
servance of  stringent  rules  and  the  maintenance  of  Btricl  discip- 
line are  necessary,  that  enforcement  must  be  Impartial  as  be- 
tween employes. 

Employes  may  be  charged  with  and  required  to  pay  tor  any 
one  to  the  pr  pertj  of  this  compan]   tor  which  they  are 

responsible,  or  for  any  loss  or  expense  Incurred  bj  the  i pany 

by  reason  ..i  carelessi  i  i  I  or  disobedience  "i"  these  rules. 

Employes  must  refrain  fr the  use  of  profane  or  Indecent 

language  and  fr pr  per  or  angentlemaniy  conduct;  polite- 

nd  courtesj   must  i bserved  In  their  dealings  with  one 

i  as  well  as  with  every  one  with  whom  they  come  in  con- 
tad  in  the  performance  of  their  duties. 

in  the  absence  of  the  proper  officials  to  whom  they  may  apply 

tor  advice,  assistant r  authority  ail  employes  arc  expected  to 

ns,    good  Judgment  and  discretion  In  dealing  with  matters  not 


Chief  Executive  Officer. 
GENERAL   III   Ills 

1,  The  Bafetj  of  passengers  is  of  the  first  Importance;  all  work 
must  be  entirely  Bubrodinated  to  Bafety,  first,  and   then  to  the 

regularity  and  punctuality  of  the  Bervice  and  th mfort  and 

convenience  of   the   pi  Line   repair   men.   emergency 

crews  and  track  men  will  be  required  to  BUbordlnate  their  work 

rdance  with  this  rule  to  the  requirements  ol  the  operation 
of  the  road. 

2.  Employes  of  any  grade  will  !»■  considered  as  accepting  or 
continuing  In  employmenl  Bubject  to  the  dangers  Incident  to  till* 

hazard   ns  occupation. 

i       fact  that  any  person  enters  or  remains  in  the  service 
of  the  company  will  be  considered  as  an  assurance  of  his  willing- 


ness to  obej  c~  i  uii  s     \,.  .  in-  w  ill  i teased  for  a  \  lolatl f 

them  even  though  such  rules  are  not  Included  in  those  applicable 
to  his  department 

do  Employes  of  this  company  will  not  be  Identified  with  or 
engage  In  any  other  business  except  with  the  specific  permission 
ol  the  head  or  the  department  In  which  employed. 

(c)  Employes  shall  not  make  assignments  of  pay;  such  assign 
monts  will  not  be  recognized  or  honored  by  the  company. 

S.  ii  in  doubt  as  to  the  meaning  of  any  rule  or  special  Instruo 
ii  ns,  application  must  at  once  be  made  to  the  proper  authority 
for  an  explanation;  Ignorance  is  do  excuse  for  neglect  or  om 

Of  duly. 

I.  If  an  employe  In me   Incapacitated    from   sickness   or  any 

oilier  cause,  the  right  to  clal ompensation  win  not  be  recog 

iii/ed;  an  allowance,  If  mad.-,  will  be  a  gratuity  Justified  by  the 
circumstances  of  the  case  and  the  previous  g I  conduct  of  the 

employe. 

5.     When    an   employe    is   discharged   from    the   company 

I in-  will  not  be  re-employed  without  the  consent  of  the  head 

of  the  department  from  which  be  was  discharged. 
S.    Employes  when  leaving  the  service  of  the  company  must 

Sign  receipt  for  their  final  pay  and  return  to  the  I pany  all  at 

lis  propert]  With  which  they  have  been  entrusted;  in  default  Ol 
such  return  they  will  be  charged  in  final  settlement  for  all  such 
articles  short. 

7.  No   employe   will   be  allowed    to   absent    himself    from    duty 

without  special  permission  from  the  proper  officer,  nor  will  any 

employe  be  allowed  to  engage  a  substitute  lo  perform  his  duties 
while  he  is  absent. 

8.  'iiic  us.-  ..i  Intoxicating  drink  on  the  road  or  about  the 
premises  "f  the  company  is  strictly  forbidden;  no  .  ne  will  be 
employed  or  continued  in  employment  who  is  known  to  be  in  the 

babil   of  using  Intoxicating  liquor;  smoking  by  an  empl  .ye  while 

on  dutj  is  forbidden. 

9.  In  the  event  of  any  of  the  company's  apparatus,  breakage 
of  the  overhead  line,  charging  a  pole  in  the  public  street,  unsafe 
settlement  of  building  or  structures,  etc.,  whereby  Imminent  dan- 

ger  "I   pel's  mal  injury  is  caused,  the  first  employe  discovering  the 
fact    must    arrange    to    protect     the    danger    point,    advising    the 
proper  authorities  by   the  first  available  menus  of   the  chai 
.in.i  I. .cation  of  the  trouble;  in-  must  not  relinquish  such  responsi- 
bility until  properly  relieved. 

10.  All  ine.ii.ai  examinations  in  behalf  of  this  company  of  In- 
jured persons  will  be  conducted  by  the  regularly  appointed  medi- 
cal examiner.  Medical  attendance  to  injured  persons,  whether 
employes  or  other  persons,  will  not  be  supplied  by  this  company 

except  in  unusual  emergencies. 

iai     Whenever,   in  emergency,  any   authorized  official   deems    it 

advisable  to  call  an  outside  physician  such  official  musi  immedl 
ately  notify  the  claim  department,  giving  the  name  of  the  physi- 

Cil ailed  and  the  reason  therefor. 

(b)  In  ordinary  eases  of  personal  injury  if  proper  attention  to 
the  injuries  cannot  be  given  by  an  employe  using  the  "emergency 
cases"  provided  for  rendering  firsl  aid  to  the  injured  an  ambu- 
lance call  Is  usually  sufficient,  accompanied  by  prompt    notice  to 

the  claim  department 

In  the  case  of  an  accident  wherein  the  question  may  be  raised 
as  to  the  condition  of  the  car.  either  mot  r  or  trailer,  such  ear 
must   I..-  •run   in"  at   once  t..  either  the  home  or  nearest  depot, 

passengers    ther i    transferred   and    the   car   immediately   and 

thoroughly  inspected  by  the  shop  foreman,  who  will  promptly 
make  special   report   thereon  t  .  the  superintendent. 

II.  Information  concerning  the  affairs  of  the  company  must 

not  be  given  to  any  one  except  its  authorized  representatives, 
w  ho  if  iiiikin.w  ii.  shall  in  all  cases  shovt  proper  credentials  before 
Information  is  given. 

i-'  Each  employe  of  the  transportation  service  must  have  a 
reliable   watch,   maximum  variation  allowed   ....   seconds  daily, 


Oct.  20.  1002.] 


STREET  RAILWAY  REVli-W. 


781 


which  shall  be  kept  in  good  :<  iui  accurate  condition  and  com- 
pared daily  with  the  standard  time  of  the  road. 

13.  Tin-  collection  or  solicitation  of  niouey  by  employes  of  this 
company  from  other  employes  of  any  other  persons  iu  the  nature 

of  fees,  gifts,  etc..  is  forbidden. 

The  solicitation  I  !'  advertisements  or  contributions  for  en- 
tertainments or  similar  purpi  -<  b  bj  or  on  behalf  of  any  employe 
or  employ)  -  >mpany  is  also  prohibited. 

14.  Intoxicated,  disorderly  or  otherwise  obn  ixious  persons  are 
not  allowed  on  the  ears  operated  by  this  company:  conductors  are 

authorized  to  refuse  to  carry  any  SUCfa  poison. 

16.  Large,  bulky  packages  "ill  not  be  carried  in  the  passenger 
oars  of  this  company — passengers  will  be  accepted  with  only  such 
bundle  or  packages  as  can  conveniently  be  carried  on  the  lap 

or  satchel  or  valise  of  reasonable  size.      Freight   will   be  carried 
only  tinder  the  conditions  and  the  tariff  as  bulletined. 

16.  I'nder  no  circumstances  shall  any  article  be  hung  on  any 
brake  handle  of  any  ear  n  r  shall  any  obstruction  he  so  placed 
or  allowed  to  remain  as  to  hinder  access  to  and  use  of  any  brake. 

17.  lions  or  small  animals  will  be  transported  In  the  passen- 
ger ears  of  this  company  only  under  the  conditions  bulletined. 

INSPECTORS. 

!ns| tor>  report   to  and  receive  Instructions  from   their 

otendent,  daily,  before  they  are  due  to  so  on  duty, 
19.    They  "ill  be  expected  "to  set  an  example  to  the  other  uni- 
formed employes  in  the  neatness  of  their  attire,  the  excellence 

of   their  deport nt  and   their  loyalty  and  devotion  to   the  com- 
pany - 

Bach  inspector  will  be  supplied  with  the  following  equip 
meat: 

One  pair  rubber  handled   pliers. 

One  pair  rubber  gli 

Small  roll  adhesive  Insulating  tape 

Ten  feet  insulated  wire. 

Supply  of  fuses — where  used. 

Light  switch  plugs. 

20  Inspectors  must  be  thoroughly  conversant  with  all  rules 
and  instructions  Issued,  render  all  assistance  in  their  power  in 
carrying  them  out  and  report  all  violations  to  their  superior 
officer. 

(a)  They  will  be  responsible  for  all  time  tables,  running  limes 
ami  time  points;  they  will  see  thai  ear-  are  i  Derated  on  schedule 
time  and  pr  pel ly  spaced;  when  blockades  occur  the  movement 
of  r.irs  will  be  under  their  direction. 

do     They  will  also  satisfy  themselves  that  all  new  men  under 
within  their  territory  by  regular  tnotormen  or  con- 
ductors  are  properly  Instructed 

2L    Inspect  n  will  arrange  for  any  extra  service  i led  and 

withdraw  unnecessary  service  on  their  Hues  in  accordance  with 
the  requirements  of  the  traffic,  keeping  their  superintendent  ad- 
thereof;  at  ail  times  their  effort   "ill  be  to  Improve  the 
ice. 

They  will  facilitate  the  movement  of  ears  or  trains  earry- 

lal  attention  to  chartered  cars. 

inn- 1   i.c-  familiar  with  the  different   types  or 

I   and  Controller!  and   be  able  to  remedy   Blight    def. 

earring  on  the  road. 

Inspectors  have  authi  rlty  to  relieve  conductors  and  motor- 
men  on  duty  while  on  their  road  on  account  oi  sickness  oi  an; 
other  cause  that  would  prevent  them  from  properlj  doing  their 

duty. 

■    remain  on  that   pail  Ol    the  line  or  dlvlslo 

to  id.  in  mile--  ii  is  absolute!)  oecessarj  i  •  ta 

in  charge. 

(b)  They   "ill   see   that    line  repair  and   track   men   and   etner- 

-  while  at  work  do  not  unta isarily  Interfere  with 

the  regular  operation  of  the  road 

when  a  lire  occurs  t<«  Interfere  with  the  operation  ol  the 
ears  ti  ■  otlfy  terminal  depots  of  the  lines  affected,  order 

out  tie  ews  of  that  district  and  see  that   bOSS   lump 

■  other  appliances  an-  procured  at  promptly  as  possible. 

ob      loir, io-  tie-   '.'.inter  leaSOn  they  will  see  that   lienlerH  hi  Can 

rulated  in  accordance  with  outstanding  Instructions;  electric 


heaters  must  be  turned  off  to  one  notch  in  case  the  power  runs 
low;  if  necessary  Ihey  "ill  be  cut  out  altogether, 

'21.  Inspectors  will  note  in  detail  the  condition  of  the  cars, 
whether  properly  cleaned,  heated,  ventilated,  lighted  and 
equipped,  and  that  all  signs  are  properly  displayed. 

(a)  When  a  car  becomes  disabled  so  that  it  cannot  be  repaired 
on  the  road  they  will  have  the  following  car  push  it  to  the  lirst 
turnout  and  transfer  ine  passengers  to  the  next  car  of  the  same 
line;  after  the  delayed  cars  Shall  have  passed,  BUCh  ear  will  be 
hauled  to  the  nearest  depot.  When  a  ear  is  being  pushed  a  draw- 
bar must  be  used  to  coned  the  two,  movement  must  be  slow, 
proper  care  exercised  and  the  reversing  switch  set  on  the  dis- 
abled car  in  the  direction  in  which  the  ear  is  moving. 

ibl  They  will  carefully  cheek  the  load  with  the  register  on 
every  ear  they  board;  in  case  of  discrepancy  they  will  take  up 
Immediately  with  the  conductor,  reporting  the  occurrence  to  the 
superintendent 

(c)  When  transferring  passengers  from  one  car  to  another 
(Sec.  A.)  they  will  require  the  conductor  to  whom  transferred  to 
ring  up  the  number  in  their  presence  and  will  then  note  on  that 
conductor's  day  card  the  number  transferred,  with  statement  or 
cause,  signing  the  memorandum. 

(d)  They  will  be  familiar  with  the  transfer  points  of  all  lines 
and  lie  able  intelligently  to  direct  the  traveling  public. 

25.  Inspectors  will  promptly  report  all  defects  in  track  or 
overhead  work  to  the  proper  officer  at  once  and  take  necessary 
precautions  to  avoid  accidents. 

la)  In  case  of  break  in  the  overhead  line  or  serious  derailment 
of  cars  they  will  at  once  notify  the  nearest  emergency  station. 
statin-  cause  and  location  of  trouble,  which  must  be  promptly 
repaired:  for  this  purpose  the  nearest  telephone  "ill  be  used — if 
charge  therefor  be  made  the  superintendent  will  refund  the 
amount. 

(b)  Should  the  armature,  terminal  "ires,  brush-holders,  brush 
or  any  pari  of  a  motor  break  that  motor  must  be  cut  out. 

(c)  They  must  see  that  the  track  is  properly  sanded  when 
necessary,  .specially  on  grades,  approaching  junction  points,  ter- 
minals and  en  ssings;  they  must  see  thai  switches  and  guard  rails 
on  curves  arc  kept  clean  and  properly  lubricated. 

(d)  If  any  buildings  are  to  be  moved  across  the  track  or  any 
excavation  under  or  alongside  the  track,  the  fact  must  be  re- 
ported to  their  Buperlor  officer  at  once. 

(e)  In    the    .Mill    of   a    snow    storm    they    will    report    to    their 

superintendent  promptly  tor  duty  and  assignment  as  required. 

hi  They  will  render  every  assistance  possible  upon  arrival  at 
the  scene  of  an  accident,  secure  the  names  ami  addresses  "I'  as 

many  witnesses  as   may   be  possible  and   make  written    report    to 

the  claim  department,  giving  in  deiaii  all  ihe  Information  obtain- 
able. Their  aim  will,  however,  be  lo  SO  thoroughly  train  ear 
crews  thai  no  accident  occurring  could  have  I n  avoided. 

26,  They  must  arrange  to  be  not  Mid  in  case  of  lire,  blockade 
or  se\  ere  sioi'ins  and  must  at  once  take  charge  of  the  operation  of 
Ihe  line  or  lines  until  properly  relieved. 

lai  In  case  of  snow  storms  they  nitisl  arrange  for  snow  plows 
and  sweepers  to  be  run  anil  Ihe  lines  kepi  Open.  They  must  ar- 
range   to   sand    and    salt    Hie    rail    when    necessary,    giving   s] ial 

all. nt  ion    to   grades,   junction    points   and    railway   crossings. 

i:i:<  i:ivi:i;s  nf    rin:  COMPANY'S  MONEY. 

l'7.    Becelvera  win  report  to  ami  receive  their  Instructions  from 

the  superintendent;  the]   b  111  c ply  with  Instructions  from  th<> 

ai  counting  or  treasury  depat  I at 

in  EH)T  m  \nti:i:s 

28.  Depot  masters  report  to  ami  receive  their  Instructions 
i roui  the  (uperlntendent  or  the  Inspector 

29,  The  dep.,1  master  win  have  charge  of  the  depot,  bam  or 

terminal  and  the  company's  properly  al  which  they  arc  located, 
and  Mill  see  thai  ill  worn  out,  broken  or  defective  arllclcs  are  re- 
turned for  new;  they  will  have  charge  of  all  persons  employed 
thereat,  unless  olherwis trilCted,  and    will  see  that   Over]    em 

ployi   reads  the  bulletin  board  at  least  once  daily, 
80.    They  urn  i  attend  to  the  proper  arrangement  of  ears,  see 

that   they  lea\o  promptlj    on  lime  ami   licit   all  cars  are  promptly 

eieane.i.  heated,  lighted,  in  pected  and  equipped. 


782 


SI  REET  RAILWAY  REVIEW. 


|V,.,    XII,  Ma  i". 


31  Tiny  mual  -'•■■  thai  all  employes  reporting  al  thai  depot 
terminal,  line  or  dh  IbIod  arc  prompt  and  efficient  in  the  discharge 
uf  their  various  dnl 

1 1 1 •  •  \   must  Bee  thai  conductor!  and  motormen  are  read] 

for  iiuiy  mi  tin'  1 1 n it-  required  nm I  are  provided  with  .ill  tin-  appU 

for  the  aafetj  and  proper  management  of  the 

i  ii.  \    must   preserve  order  about   the  depots,  preventing 
confusion,  delays,   lounging,  drinking  of  liquor,  gambling,  etc.; 
in  cars  la  permitted  only  al  those  termini  having  no  other 
T;i .  ■  i  I  i  t  i«  - 

:ii  They  mnsl  not  allow  conductors  and  motormen  to  go  on 
duty  unless  they  present  a  aeal  and  cleanly  appearance,  are 
properly  uniformed  and  are  physically  HI  for  duty. 

Phey  inuM  require  all  articles  found  In  n ars  or  on  ih" 

company's  propert]   to  be  prompt)]   delivered  i"  the  designated 
office  or  person,  all  such  articles  to  be  plainly   marked  with  the 

n.'n t  the  Under,  time  and  date  when  found,  together  with 

place  or  car  In  which  found;  persons  Inquiring  for  Inst  property 
»iii  in-  directed  to  the  losl  property  clerk. 

36,  No  transfer  of  cars  or  property  shall  i>e  made  from  the 
depot  with  in  .-in  order  from  proper  authorities,  and  they  must 

inn Ilately  notify  their  superintendent  of  the  transfer  desired 

nr  made. 

.".7.  They  must  sit  that  all  the  blank  forms  and  reports  used  In 
tin-  transaction  of  tin-  company's  business  are  properly  Blled  ottl 
and  forwarded  especially  accident  reports,  which  mnsl  be  given 
utmost  dispatch. 

.".s  They  must  Bee  thai  conductors  and  .ill  others  handling  the 
company's  money  turn  in  tin-  money,  transfer  and  other  tickets, 

etc.,  in  tin-  designated  persons  promptly  in  accordai with  the 

requirements  of  tin'  treasurer    they  must  promptly  call  to  ac- 
count  any  one  failing  to  do  bo. 

39.  in  case  of  snow  stm-ms  they  must  report  promptly  at  their 
depots  tn  assist  in  getting  oul  plows,  sweepers,  Band  and  salt 
cars,  etc.,  and  assisting  in  bo  far  as  they  may  in  keeping  the  road 
open. 

i;i:m:i:.W.    RULES    I'oK   CONDUCTORS   AND   MOTOEMTflN. 

n».  Conductors  ami  motormen  report  to  ami  receive  their  in 
Btructlons  from  the  superintendent  nr  iiis  authorized  representa- 
tive; conductors  will  also  be  governed  by  the  Instructions  of  the 
accounting  department  which  may  in-  Issued  relative  to  tin-  hand- 
ling hi   transfers  or  receipts, 

rin-  bulletin  board  must  be  consulted  before  starting  and 
ai  thr  end  ni'  each  day's  work. 

ii.  Tin-  conductor  lias  charge  of  the  car;  the  motorman  is 
under  bis  direction  an. I  win  obey  iiis  orders  (so  far  as  reason 

able),     The  torman  is  directl]    resp  inslble  for  tin-  handling 

ami  condition  of  tin-  equipment 

Under  no  circumstances  shall  both  motorman  ami  conductor 
in'  away  from  tin'  car  at  tin-  same  time,  unless  properly  relieved; 
in  tin'  absence  of  the  conductor  tin-  motorman  is  held  responsible 

tot   ai-  ami  its  management  and  musl  notify  the  conductor 

tin-  number  of  passengers  w bo  have  entered  in  iiis  absence. 

42.  Conductors  and  motor a  musl  be  neal  ami  clean  In  ap- 
pearance ami  wear  tin-  uniform  ami  badge  prescribed  by  the 
company  the  badge  must  be  kept  in  good  condition  ami  worn  on 
iin-  fronl  uf  tin-  cap,  ami  the  uniform  must  in-  clean  ami  in  good 
repair. 

mi  a  deposit  will  I..-  required  for  tin-  small  property  of  the 
company  entrusted  in  conductors  and  motormen;  tiiis  deposit  will 
in-  returned  at  termination  of  service,  when  such  property  must 
In-  returned;  in  default  of  Bucb  return  deduction  from  Hn-  deposit 
will  in-  made  in  accord e  with  die  bulletined  penalties. 

iin  Under  no  circumstances  shall  employes  exchange  badges 
wiih  each  other;  the  official  badge  must  never  be  worn  by  an- 
other than  tin-  person  tn  "hum  Issued. 

i::.    Before  leaving  the  car  house  or  starting  from  a  terminal 

or  after  relieving  a  crew,  motorman  ami  conductor  will  Bee  that 

ns  are  properly  adjusted  ami  displayed— each  win  he  held 

responsible  tor  his  end  of  ii 

Wliile  mi  the  road  all  safet]  devices  must  In-  In  place  and 
the  different  articles  of  car  equipment  fully  operative;  for  this 
the  motorman  and  conductor  will  be  bold  severally  responsible 


ii     ii  is  the  duly  of  both  motorman  ami  conductor  tn  be  mi  the 
iookonl   for  passengers;  motormen  musl   never  run  bj   or  pass 
passengers  unless  instructed  so  i"  do  by  tin-  conductor  nr  an  In- 
spector,  when  they   must   either  point  to  the  mar  or  call  oul 
the  next  car." 

\\  'hen  approaching  passengers  on  a  street  on  which  sei 
i-rai  lines  ni  cars  are  operated  or  on  which  the  cars  run  to  differ- 
ent destinations  conductors  aud  motorme nsl  announce  to  to- 

tcndlng  p  the  route  and  destlnath f  their  can 

iin  Should  a  mm, i, a-niaii  at  any  time  attempt  to  diminish  the  re- 
ceipts ni  bis  ear  bj  running  ahead  of  time  or  i tear  his  leader 

or  by  nut  promptl)  stqpplng  car  fur  passengers,  nr  shall  directly 
or  Indirectly  harass  a  conductor  nr  be  guilt]  of  any  misconduct 

the  conductor  mnsl  report  the  fact  al  ■•  to  the  Inspector  or 

i  be  superintendent 

15,  When  any  Bre  department  vehicle,  ambulance  or  this  com- 
pany's emergency  wagon  is  running  on  the  street  cars  must  be 
promptl]  Btopped  until  such  vehicle  lias  passed,  avoiding  as  far 
as  possible  Btopplng  mi  a  cross  street  or  alongside  standing  can 
in-  wagons. 

mi  Motormen  will  receive  ami  carrj  on  their  platforms,  in 
M,  a  ,.i  a  baggage  compartment  mi  tin-  car  or  train,  ail  mail  sai-ks 
with  which  they  may  lie  entrusted,  cither  United  stales  or  i - 

pany  mail.  They  will  Stow  securely  and  handle  carefully  all  BUCh 

mail  mailer. 

hi.  Conductors  ami  motormen  must  conform  tn  time  table  in 
running  their  ears,  in-  particular  in  making  time  points  us  laid 
nut  mi  the  time  cards  ami  avoid  loitering  mi  the  line. 

lai  When  unavoidably  delayed  mi  the  line  the  time  losl  is  no) 
tn  in-  made  op  by  fast  running  as  soon  as  the  tact  is  noted,  but 

by   running  slightly   faster  over  tl ntlre  remaining  length  of 

the  trip,  and  then  only  when  this  can  be  done  "iili  safety. 

iin     when  running  through  dark  spnts  mi  the  road  nr  through 

fog  banks  cr  al  any  other  ti when  the  clear  view  of  the  tracks 

is  limited,  the  motorman  shall,  except  mi  private  rlghl  of  way. 
check  the  speed  of  his  car  ami  run  only  at  Buch  rate  as  will  en- 
able him  tn  stop  within  tin-  limit  of  his  vision.  Conductors  for 
permitting  a  violation  of  this  rule  win  in-  held  equally  respon- 
sible with  the  motorman. 

ni  Crews  "i  all  special,  express,  chartered,  mail,  suppl]  or 
Other  ears  while  mi  Hie  mad  am  subject   tn  and  must  he  familiar 

wiih   the   rules,   regulations  and   requirements  of  the  iin 

which  they  are  In  run:  all  cars  running  on  the  road  are  sulije.-t  to 

the  jurisdiction  of  the  superintendent 

id)  When,  iii  easr  of  blockade,  a  car  is  run  around  such  ob- 
slructinii  ami  mi   tracks  not  usually  used  by  cars  of  that  line,  nr 

in  handling  mail,  express  chartered,  official  nr  Bpeclal  cars,  the 
crew  must  see  that  all  switches  used  are  left  in  the  same  condi- 
tion as  when  found,    when  under  these  circumstances  a 

man  has  occasion  tn  turn  a  switch  he  shall,  alter  passing  nvcr  It, 

stop,  give  iin-  e  nductor  the  proper  bell  Blgnai  notice  and  the 

latter   will    then    reverse  the  switch,   making  sure  it    is   fully   and 

properly  thrown  before  boarding  his  car  ami  giving  the  signal  to 
star! 

ici  Iii  case  of  blockade  il  may  he  that  several  cars  of  "lie  line 
will  he  hunched:  upon  the  block  being  lifted  such  cars  will  spread 

agal id  imt  crowd  together  in  destination.    For  ti bservance 

of  this  rule  conductors  will  he  held  equally  responsible  with 
motormen. 

hi  When  either  mi  or  nil'  their  time  a  crew  win  nut  switch  a 
ear  hack  nr  turn  short  of  iis  signed  destination  without  specific 
authority  from  an  Inspector  nr  an  authorized  representative  of 
iii,-  superintendent  excepting  in  the  single  case  of  an  accident 
occurring  and  the  car  being  disabled  or  required  under  these 
rules.  I'm-  Inspection. 

47.  Conductors  and  motormen  mi  duty  am  not  allowed  tn  sit 
down  wiiii.-  tin-  ear  is  iii  motion  excepl  seats  an-  provided  for 
that  particular  purp  Be  by  tin-  company,  and  then  only  mi  Bpeci- 

lied    sr, -linns    of   the    line   as   lillllclilled. 

ia)  Conductors  and  motormen  mi  duty  must  imt  shout  signal 
ni-  telegraph  t"  motormen  or  conductors  mi  passing  cars  or  on  the 
street  nor  carry  mi  any  unnecessary  conversation  with  each  other 
nr  any  other  person. 

iin     The    reading    Of    newspapers.    Imnks    nr    any    other    matter 


Oct.  jo.   1902.] 


STREET  RAILWAY  REVIEW. 


783 


than  i«-rta ins  to  the  Immediate  conduct  of  the  company's  busi- 
while  on  duty,  is  prohibited. 
No  one  but  the  duly  authorised  officers  of  the  company 
will  be  allowed  to  stand  on  the  front  platform  of  passenger  cars 
or  ride  on  any  other  cars  run  over  these  lin<  s.     Exception  can  be 
inly  in  favor  of  policemen  on  duty  and  then  only  in  emer- 
-  - 
-):>.    When  passengers  attempt  to  gel  oft  the  car  while  It  Is  In 
notion  the  mot  rman  or  conductor  must  call  oul  to  them,  "Wait 
till  the  •  at  stops."     When  -  are  alighting  and  a  car  is 

approaching  in  an  opposite  direction  notify  them  to  look  out  for 
!■  on  tin-  other  track 

while  riding  free  must  not  occupj   seats  i"  the 

exclusion  of  paying  passengers  or  Moid  any  conversation  with 

niotorniaii  or  conduct  r  of  the  car.     This  rules  applies  generallj 

to  al!  free  ; 

.11.     When  oars  are  run  in  the  house  in  the  day  or  ulght'the 

iductor  will  soo  that  the  limits  nre  turned  off  and  the  se 

turned  up;  the  motonnan  musi  see  thai  the  controller 
l«  on  the  "off"  position,  the  brakes  are  set,  the  power  circuit  is 
broken  from  the  oar  (by  removing  the  trolley  from  the  wire,  se- 
curing the  shoo  up  from  the  rail,  throwing  1  H  the  main  motor  or 
overhead  switch)  and  the  power  handles  (also  air  when  used)  are 
d  with  the  proper  custodian  or  In  the  proper  place,  to- 
gether  with  switch   Iron  and  all   other  tools  or  Implements  as 
red  by  bulletin 
On  double  track  when  a  oar  or  train  is  standing  still,  re- 
e  it  discharging  passengers,  any  oar  or  train  appr  inching 
in  the  opposite  direction  must  moke  a  full  Btop  directly  opposite 
the  front  of  the  standing  oar  or  train;  on  Blugle  track  when  a  car 
or  train  is  approaching  a  oar  or  (rain  standing  on  a  siding  the 
motonnan  of  the  car  or  train  will  have  liis  oar  or  train 

under  absolute  control  ami  run  with  extreme  caution. 

v-  oar  or  train  shall  under  anj  circumstances  i"-  backed 
np  more  than  ....  foot  without  the  pole  'in  overhead  construc- 
tion) being  changed,  and  then  onlj  with  the  conductor  on  0 
or  rear  platform  to  give  the  back  np  signal  when  the  way  i-  clear 
ami  to  protect  the  roar  againsl  accident 
.".J.  The  motorman  musi  bring  the  oar  1  >  a, full  slop  ai  steam 
--.  ii"i  nearer  than  one  hundred  feet  to  the  near- 
est   traok.        Ho    will    no;    pro.- I    until    the   luctor   has    gone 

ahead  to  the  traok  to  be  crossed,  1-  oked  both  ways  and  from  that 
IK.iiii  given  his  signal  by  hand.  Bag  or  lantern  to  start.  The 
motonnan  will  also  observe  the  utmost  watchfulness  for  ap 
proaching  trains  and  should,  in  his  judgment,  danger  ho  Imminent 
from  any  source  he  will  refuse  to  start  until  the  crosi 
and  free  fr  .in  all  danger.  When  the  conductor  has  gone  ahead  "i 
oar  the  motonnan  before  starting  will  look  back  and  sei  thai  no 
-•1  on  or  ..IT  tin-  car.  'this  nil.-  can  only  l»-  al.ro 
gated  by  bulletin  notice  covering 

■  moii  or  Bagmen  or  tower-switchmen  11 1  points  where  the 
ted     by    interlocking    signals    and    derail 
twitch)  ■   w  ill  remain  on  tin-  oar  or 

train,  holding  tin-  troll. -\  the  crossing 

lie-  motorman  must  brine  1  a  lull  stop  al  all  trol 

J      met  Ion  points,  ami   n 
1  until  hi  tiie  proper  Digital   irom  the  conductor. 

iThla  rule  can  i»-  abrogated  onlj   a-  the  preceding  ami  only  nl 
similar  points. 1     The  conductor  musi   not   give  the  slgna 
ahead  nun:  a  made.     Conductors  ami  motor- 

men  win  ho  h.-id  jolntl)  responsible  for  a  violation 

if  for  anj  torman  h.-  utopped  tin-  car  with- 

n ant  t..  gel  on  or  ..11    tbo 
>!,,■  .ai-  were 

Mi. nductor'i  signal 

lielller    ho    ha-    r.o. -h.-d    tin-   signal    to 

•  lop  .. 

Ho-    I110I01  in.-n    know 

public  tli  iroughl 

;..-.!   on    a 

•ai   any    Irol 


ley  line  will  signal  the  motorman  to  go  ahead  if  ho  has  tin-  trolley 
rope  in  his  hand  when  approaching  a  curve;  should  the  motorman 
tail  10  receive  the  signal  he  will  signal  tin-  conductor  ami,  falling 
response,  should  -top  before  reaching  the  curve.  The  conductor 
must  h  1.1  the  trolley  rope  around  curves  ami  under  special  over- 
head work. 

58.     rime  tables  of  the  different  linos  will  be  p  sted  at 

f.-r  the  government  and  Information  of  employes.  They  will 
show  the  assignment  of  crews  to  the  different  runs  ami  the  start- 
ing time  from  the  terminal  of  the  several  trips  of  each  run. 

on    Employes   will   receive   notice   of   temporary   changes   (or 

patches)  of  (inn-  tables  by  the  p  sting  at   of  a  sign 

reading  "new  table"  or  "table  changed."  They  will  he  expected 
to  keep  themselves  posted  concerning  current  lime  tables  and 
all  changes  tin-roof. 

1I0  Now  time  tallies  will  ho  posted  not  later  than  —  -  o'clock 
p.  111.  of  (ho  day  previous  to  their  becoming  effective.  Tempo- 
rary changes  (or  patches)  of  time  tables  on  account  of  weather 
.a-  other  variable  conditions  an-  likely  to  occur  at  any  time. 

.".11.  There  shall  bo  a  seniority  lisi  al  each  depot  which  shall 
show  the  names  of  all  conductors  and  motormen  in  consecutive 
1  rder  according  to  the  .late  ..1  their  assignment  to  that  depot,  ex- 
cepting that   I'.  r  purposes  of  discipline  a  111.111  shall  have  lost  any 

numbers  in  his  chr logical  standing.     When  vacancies  occur 

conductors  and  motormen,  each  on  their  own  list,  will  ho  ad- 
vanced  in  seniority   in  accordance  Willi  (heir  then   standing  ou 

(lie    list. 

on  When  changes  an-  necessary  in  the  assignment  or  crews 
ami  runs  on  time  tahi.-s  nhi  or  new)  they  win  ho  made  accord- 
ing to  the  seniority  listing  of  tin-  men.  to  take  effect  as  far  as 
possible  on  M..mla.\  •  only. 

(50.     Compensation   will   ho  a   certain   rate  per  hour  or  per  trip. 

according  to  the  line  where  employed;  the  rate  win  he  the  same 
for  conductors  ami  m  tormen, 
on    in  assigning  men  for  duly  on  regular  runs  or  week-day 

time  tallies  ii   shall  ho  done  in  accordance  with   (lie  seniority  list 

ami  tin-  runs  given  away  in  (in-  following  manner: 

1 — Full  pay  Straight  inns  (early  and  late  and  night  cars  in  se- 
quence). 

j — Full  paj  swing  runs  (early  ami  late  in  sequence). 

::  Straight  trippers  (early  and  late  in  sequence  according  to 
pay). 

I  Swing  trippers  (early  and  late  in  sequence  according  to 
pay). 

ill.    All  conductors  ami  motormen  shall  he  considered  as  either 

regular  or  extra    men;   regular  men   an-   those  that    have   regular 

runs  on  ii,.-  week-daj  tables;  extra  men  an-  those  thai  an-  not 
assigned  p.  regular  runs  on  the  week-daj  tables.  When  first 
appointed  c luctors  ami  motormen  win  serve  as  extras,  work- 
lug   up  gradualh    to   regular  runs. 

02,  'I'h. -re  shall  ho  al  each  depd  a  dailj  working  lisi  which 
shall  show  the  names  of  all  extra  men  in  the  order  iii  which 
they  slaml   for  work  on   the  following  day 

(a)     fie    uaiij    working  lisi  -hail  he  a  revolving  list;  thai   is, 

when  lir-i  tor  work  is  assigned  i"i  work  ins  m (provided  his 

work  for  ihai  da]  -hail  have  ; tuted  in  value  i"  al  least  j;    t 

-fall      he     .hopped      pi      Hie      |io||o|||      o|'      ill.        Working      lisi      ailll      Work 

-hall  110 1    fall  P.  him  ngal lil  ever]    man  whoso  m followed 

his  on  tin-  working  list  of  thai   flaj     nail   have  been  excused, 
jumped     a  pcuded,  discharged  or  put  to  work, 
i;:;     There  -hall  he  a  dailj  excused  II  1  al  each  depot  which 

shall  show   iii.    e  ill  11,  regular  and  extra,  who  have 

been  excused     u  | i-'i  or  dl  1  harged    ami  the  nai of  those 

w  ho   w  ill   (ill   their  places   for  the  daj  . 

\\  h.-n    an   extra    man    is   o\.  n  -oil    for   fill    on.-   day    his   name 

fill  1."  dropped  to  the  bottom  ..r  the  working  li-i  of  thai  day 

oi  whether  work  would  have  fallen  to  hii not. 

1 1 . 1    ,\o  conductor  m-   motorman   win   in-  excused   from  duly 

lllllil    lie    sees    his    liallle    posted    I -.11    oil     Ii:   I      except     III    ease 

-s.  when  iiis  written    b 1  "i  1  in   fad  musi  in-  sent 

In  the  >  put  ■•  whom  he  reports  at  tin-  depol  by  al  least  such 
II hip  a-  In-  would  personal!]  report  for  duly  wen-  he  going  to 
work .  no  telegraph  or  telephone  message  will  be  accepted 

11  I..-  understood  thai  conductor!    and  motormen  ex 
1  oi  slckne  marked  on  tl xcused  sheet 


784 


-l  REE  I    RAILWAY  REVIEW. 


[Vol.  XII,  No.  10. 


ore  "ii  for  an  Indefinite  time,  which  shall  be  not  leM  than  two 
days  nor  mora  than  thlrt]  days,    At  the  end  >>r  thirty  days,  onleai 

the  si.-k  leave  shall  have  i n  extended  uj proper  application, 

the  absentee  ma]  be  dropped  for  Don  attendance 

nil  When  ;in  extra  or  regular  man  who  baa  been  marked  oB 
■let  o  return  to  work  be  mnal  report  to  the  designated 

It  p.  in.  of  the  daj   i'iv\  lonj  to  u ne 

on  which  in-  wishes  to  return  to  work  bo  be  may  be  imm ru.,1  op 
for  work  the  next  day. 

Lny  c luctor  or  motorman    absenting    bimaelf    for  ten 

days  or  m  re  withoul  having  been  excused  and  without  being 
beard  from  shall,  In  the  discretion  of  the  superintendent,  have  his 
oame  dropped  from  the  seniority  lial  and  be  discharged  f<>i'  dob 
attendance.    Bhould  be  return  within  ten  daya  be  shall  give  sat- 

lafactory  explanation  of  bis  absei to  the  superintendent  before 

resuming  work. 

64.  Tin'  working  and  excused  llBts  shall  be  poated  at  each  de. 
pot  daily  not  later  than  ....  o'clock  p.  m. 

iii,-  oames  of  conductors  and  motormen  ool  shown  on  the 
time  tables  us  In  charge  of  regular  runs  will  be  shown  on  the 
excused  lial  or  the  working  list. 

iin  Dnless  otherwise  marked  on  the  excused  list  or  the  work- 
ing llqt,  extras  must  be  In  attendance  a(  the  depoi  at  least  .... 
minutes  before  startinp;  time  of  the  first  car  out  In  the  morning 
and  i"'  prompt  In  attendance  on  all  changes  during  the  day  there- 
after until  assigned  for  work. 

05.  Regular  men  shall  be  assigned,  in  so  far  as  possible,  on 
Sunday,  holiday  or  special  day  time  tables  according  to  the  sen- 
iority  list;  extra  men  shall   be  assigned   On   siii-li  tallies  after  the 

last  regular  man  desiring  it  lias  been  assigned,  according  to  their 
standing  on  the  daily  working  list  thai  is.  the  extra  standing 
first  for  work  on  Sunday  morning,  for  Instance,  shall  lie  given  the 
first  run  following  the  regular  men.  and  so  on.    An  exception 

may  be  made  to  this  when   i ssary  to  insure  to  certain  men 

their  proper  amount  letween  the  I !  Of  their  week-day 

and  sunilay  assignment. 

66.  Conductors  and  motormen  having  regular  runs  must  re- 
port verbally  to  the  designated  agent  not  less  than  ....  minutes 

nor  re  than   ....   mlntes  before  their  starting  time  from  the 

depot  If  he  is  not  at  his  post  they  will  await  his  return  and 
then  report. 

(a)  When  a  crew  is  to  relieve  another  crew  at  a  distant  point 
from  the  depot  the  conductor  and  motorman  must  report  to  the 
above  designated  agent  not  less  than  ....  minutes  nor  more 
than  ....  minutes  plus  the  running  time  before  the  starting 
time  from   the  point  of  relief. 

(b)  No  compensation  will  be  allowed  for  reporting  as  required 
in  the  above  rules. 

(c)  The  above  rules  apply  as  well  to  the  latter  part  of  swing 
runs. 

oli     Extras   when   assigned  temporarily  for  regular  runs  are 
Bubject  to  the  above  rules. 
87.    A   conductor   or   motorman   shall   be  considered  to   have 
D  "jumped"  when  he  has  been  superseded  for  work  by  another 
for   the   following   reasons: 

l  failure  to  report  to  the  designated  agent  in  accordance 
with  the  reqnlremi  ots  of  rules  (53  to  CG  inclusive. 

'-'  Failure  of  conductor  or  motorman  to  be  on  his  car  at  the 
Btarting  time,  even  though  he  had  reported  to  the  proper  agent 
at  the  proper  time.  This  is  applicable  to  all  trips,  unless  the 
conductor  has  been  excused  by  the  sain.-  agent  or  authority. 

iiure  of  extra  men  to  report  in  accordance  with  the  rules 

governing  regular  men  when  they  are  assigned  for  regular  runs. 

lilure  of  extra   men  to  respond  to  call  for  work  during 

ihali 

illnre  to  respond  to  call  for  work  or  to  report  at  the  ex 
pirati  in  of  time  for  which  they  have  been  excused  or  at  time 
marked  on  the  working  list. 

lai  When  necessarj  to  assign  conductors  and  motormen  from 
one  depot  for  termorary  servlci  anothei  depot,  their  names 
shall  be  Shown  on  the  working  or  excused  list  at  their  own  depot 
with   the  time   i  expected  to  report  at  the  depot   where 

they  are  to  work;  and  failure  to  so  report  In  accordance  with 
these  rules  will  result  in  being  jumped. 


'io    iii  case  of  delay  from  blockade,  especlallj  at  noun  of  the 

da)    "Inn    headway    is   long,   should   it   be   elearh    proven   that    a 

conductor  or  motorman  was  prevented  bj   inch  blockade  from 
reaching  his  depot  previous  to  hi*  reporting  time,  ami  providing 

there  was  ither  waj   for  him  to  reach  the  depot,  the  jump 

shall  n  t  be  counted. 

oi     In  the  mailer  of  discipline  for  being  jumped,  regular  and 
extra   n  shall  be  upon  the  same  footing  and  so  far  as  possible 

they  shall  be  treated  alike.    .\n  accurate  record  of  each  ami  every 
jump  win  i.e  kept 

oh    Penalties  for  jumps  shall  I..-  a-  follows: 


GS.    Bell  signal  ruli 

Conductors  to  motormen — 

CONDUCTORS    mist    KEEP   THEIR    HANDS    OFF    THH 

Hill, I,  SIGNAL  OOBD  hi;    ROPE   except   WHEN   IN   TIIR 
IMMEDIATE  ACT  OF  TRANSMITTING  a  sh;\ai.. 
Hue  signal,  ear  standing  at  transfer  point,  motorman  will  then 

signal    the   number   of   passengers   boarding  Hie  ear  by   the   front 

platform, 

Two  signals,  ear  standing,  go  ahead — all  clear. 

Three  signals,  ear  standing,  back  the  car  slowly — all  clear. 

tine  signal,  ear  in  motion,  stop  at  the  next  street,  station  or 
other  designated  point. 

Two  signals,  car  in  motion,  conductor  has  hold  of  trolley  rope 
and  is  on  the  rear  platform  ready  to  take  the  curve;  or,  on 
answer  to  the  niolorniaii's  signal  of  a  possible  obstruction  stand- 
ing or  moving  alongside  the  track  near  the  ear.  that  the  car  can 
pass  slowly. 

Three  signals,  car  in  motion,  danger — stop  Immediately,  emer- 
gency. 

Four  signals,  ear  in  motion,  passengers  to  be  transferred  to  the 
intersecting  line — motorman  will  so  signal. 

Conductors  will  be  careful  to  give  each  signal  cleaily  and  dis- 
tinctly. 

Mntnrmen  to  conductors — 

Motorman  must  not  assume  any  signal  is  IXTEXDED— they 
must  require  a  clear  and  distinct  stroke  of  the  bell  for  each. 

One  signal,  car  standing,  one  passenger  has  boarded  ear  by 
front  platform;  this  is  to  be  repeated  after  the  conductor's  signal 
lor  the  information  as  often  as  necessary  to  cover  tin-  case. 

Two  signals,  car  standing,  conductor  will  reverse  switch  over 
which  car  has  just  passed. 

Three  signals,  ear  standing,  ear  must  be  backed.    Is  all  clear? 

Four  signals,  ear  standing,  conductor  is  needed  forward. 

One  signal,  ear  in  motion,  approaching  a  curve,  conductor  will 
hold  rope;  or,  on  approaching  a  possible  obstruction  standing  or 
moving  alongside  the  track  near  the  car,  on  receiving  this  con- 
ductor will  promptly  respond  after  taking  proper  action,  as 
above. 

Two  signals,  car  in  motion,  conductor  will  immediately  set  the 
rear  brake  and  stop  the  car. 

A  succession  of  quick  signals  is  notice  to  conductor  that  trolley 
lias  left  the  wire. 

(a)     Air,  gong  or  whistle  signals — 

one  signal 

Two  signals,  to  be  sounded  on  approaching  a  cross  street  or 
any  danger  or  to  give  notice  of  approach. 

Three  signals,  another  car  is  following  on  the  same  time  and 
rights,  a  headway  behind.  OX  SIXCEF.  TRACK  LINKS  THIS 
SIGNAL  MIST  BE  REPEATED  IX  AOKNOWEKOUMEXT  BY 
THE  MOTORMAX  OF  Till)  CAR  OR  TRAIX  PASSED. 

Four  signals,  approaching  an  intersecting  line  is  notice  to  the 
orew  of  the  car  on  that  line  that  passengers  are  to  be  transferred 
to  them. 

lb)     Classification  signals — 

These  are  conveyed  to  all  concerned  by  a  lamp  or  flag  on  the 
forward  end  of  th"  car.  carried  in  the  bracket  provided  for  the 

purpose.    Their  significance  is  as  follows:    white  light  or  flag 
Signifies  the  ear  or  train  Is  an  extra  and  running  on  no  scheduled 
time. 
GREEN  light  signifies  another  ear  or  train  Is  following  a  space 


Oct.  20,  1902.] 


STREET  RAILWAY  REVIEW. 


785 


distance  behind  and  running  on  the  same  time  and  rights.  Motor- 
man  on  any  car  carrying  this  signal  must  notify  the  motorman  on 
each  car  passed  (.on  single  track  lines)  by  the  signal  (Rule  68a). 
as  provided,  and  the  motorman  so  notified  will  repeat  the  signal 
in  acknowledgment;  in  case  a  reply  is  not  promptly  made  the 
motorman  giving  the  signal  will  stop  and  verbally  notify  the 
other,  reporting  the  occurrence  to  the  superintendent  on  reach- 
ing the  end  of  the  run. 

(c)    Color  signal   rules — 

BED  invariably  signifies  danger,  and  a  red  flag  by  day  or  a 
red  light  at  night  is  the  order  to  stop.  Under  NO  circumstances 
will  sueli  a  signal  be  passed  without  a  full  stop  having  been 
made  within  not  less  than  ten  not  more  than  one  hundred  feet 
■i:r  the  siguai  is  reached,  and  the  conductor  must  make 
certain  that  any  further  order  or  instructions  Intended  are  re- 
ceived and  thoroughly  understood  before  lie  gives  the  signal  to 
start. 

<;I:i:DN  signifies  the  necessity  for  caution,  and  a  green  tlag 
by  day  or  a  green  light  at  night  is  the  order  to  proceed  with  the 
car  or  train  under  absolute  control. 

WHITE,   when  used  for  signaling,   indicates  safety;  but  the 

swinging  of  a  white  lantern  at  night  over  or  alongside  the  track 

_nal  to  stop.     A  white  lantern  is  also  used  at  night  hung  on 

the  gates  protecting  a  railroad  crossing  to  indicate  the  position  of 

the  gate. 

Id)     Fixed  signal  rules — 

RIGN  signals,  such  as  "stop."  "slow"  or  "breaker"  signs,  are 
.  at  points  requiring  special  protection;  special  instructions 
will  be  Issued  covering  their  position  and  use. 


in.    I, 


FIG.  2. 


SEMAPHORE   signals,   as  shown   in   figures  1   and  2,  are  of 
two  classes,  "HOME"  and  "DISTANT." 

'I'll,    home  signal  Is  supplied   with  a  fed  lens.  1'..  and  the  blade. 

A.  of  the  signal  is  painted  red  and  Is  aquare-ended,  as  shown  by 

lines  in  the  illustration.     When   in  the  position  shown   in 

Figure  1  this  signal  will  show  a  red  light  al  night  and  the  signal 

in  this  position  is  an  absolute  order  to  stop  (see  Section  C  above). 
Such  stop  must  be  made  not  less  than  ten  fe.t  nor  more  than  one 
hundred  feet  distant  from  ami  BEFORE  reaching  the  signal,  ami 
the  car  or  train  must  not  proceed,  when  so  stopped,  until  the 
signal  Is  "cleared."  The  Clear  or  safety  position  of  the  hoi. 
nal  Is  shown  In  Figure  'J  by  the  blade  being  in  an  Inclined  posi- 
tion  Which   will  show  a  white  light   at    night,  and   when   in   this 

■  Mi  gives  permission  to  the  car  or  train  to  proceed. 

The  dlBtant  signal  Is  supplied  with  a  green  lens,  K,  and  the 
A.  Is  painted  green  and  is  "flsh-talled,"  as  shown  by  the 
I  igurcs  1  and  L.'.  When  in  the  position  shown  on 
PlgUre  1  this  signal  will  show  a  green  light  at  night  and  the 
signal  in  this  position  Is  an  order  to  proceed  only  with  the  car 
or  train  under  perfect  control,  this  order  to  remain  In  force  until 
'he  next  signal  Ih  reached  or  the  point  or  obstruction  to  be  pro 

The  clear  or  safety  poal 
lion  of  Ih.-  distant  signal  Is  shown  in  Figure  2  by  the  blade  being 
In  an  Inclined  position,   Which   will  show  a   white  light  at  night, 
and   when   In  this  position  gVSl  permission  to  the  ear  or  train   to 
proceed    without   slackening   sp. 

when  two  or  more  semaphore  signals  of  the  sam<   .lass  are 
:  on  the  lame  post  the  top  blade  (and  light)  govei 

right  hand  track  or  route;  the  next   lower  signal 
track   or  route  to  the   left   Of  the   flrsl 

A    SIGNAL    imi-i.ki  i. i:ii. v    DISPLAYED    OB    Tin:     LB 
■  i,  AT  A  PLACE  WHEBE   \  SIGNAL  (8 


1  Sl'ALLY  DISPLAYED  must  be  regarded  as  a  danger  signal 
and  the  fact  reported  at  the  first  opportunity  to  an  inspector  or 
the  superintendent. 

SPECIAL  [NSTRUCTIOINS  FOR  CONDUCTORS. 

89.  Conductors  must  be  civil  aud  attentive  to  all  passengers, 
especially  ladies,  children  ami  elderly  persons.  They  will  en- 
deavor to  provide  seats  for  all.  when  necessary  requesting  pass- 
engers to  sit  closer  together. 

in)  Conductors  must  announce  distinctly  the  names  of  streets 
and  stations,  in  each  case  calling  the  following  street  or  station 
Immediately  on  leaving  or  passing  any  street  or  station.  They 
will  also  announce  the  approach  to  any  point  of  considerable 
travel  and  at  transfer  stations  or  points  will  announce  the  lines 
io  which  transfer  is  made  and  (heir  destinations. 

(b)  Conductors  must  keep  the  rear  platform,  doorway  aud 
brake  free  from  obstruction  as  far  as  possible  and  not  allow 

passengers  to  stand  in  front  of  tli itroller  box.    When  the 

platform  becomes  crowded  they  will  request  passengers  stand- 
ing there  to  step  Inside  the  car. 

(c)  On  Closed  cars  when  passengers  crowd  inside  (lie  rear  door 
the  conductor  must  request  them  to  move  forward  and  make 
room  for  others.  Under  no  circumstances  will  conductors  allow 
passengers  to  ride  on  the  bumpers,  roof  or  side  step  (especially 
when  crossing  a  bridge)  except 

(d)  Conductors  must  see  that  passengers  do  not  place  their 
feet  upon  the  scats. 

(e)  Conductors  must  give  particular  attention  to  (lie  ventila- 
tion of  closed  cars.  No  set  rules  can  bo  issued  to  cover;  good 
judgment  must  be  employed  to  secure  the  comfort  of  passengers. 

(f)  Conductors  will  be  governed  in  the  handling  of  heaters  In 
the  cars  by  the  instructions  as  bulletined, 

(g)  Smoking  will  be  permitted   

70.  Conductors  must  never  under  ANY'  circumstances  operate 
the  controlling  mechanism  of  the  car  or  train;  should  the  con- 
troller on  the  bead  end  of  the  car  or  motor  ear  prove  defective 

and  inoperative  the  conductor  will  take  position  at  the  head  end 
of  the  ear  or  (rain  and  transmit  signals  to  the  niotornian,  who 
will  then  run  the  car  or  motor  car  from  the  rear  end  of  (lie  car  or 
from  the  rear  end  of  the  forward  motor  car  of  the  train.  In  this 
event  only  half  speed  shall  be  used  in  such  movement  and  the 
conductor  must   have  protected   the  rear  end   of  ins  ear  or  train 

ft any  following  car  or  train  as  per  detailed  bulletin   iuslrue 

tlons.  While  in  tin's  position  the  motorman  will  look  out  for  any 
passengers  desiring  to  leave  the  ear.  Should  the  motorman  be- 
come Incapacitated  the  conductor  will  at  mice  s(op  the  car  or 
Main  and  protect  It. 

la)     On    double  track    lines    Ihe    in  track    gates    front    and    roar 

must  be  kept  closed  and  the  tn-track  side  steps  securely  fast- 
ened np.    should  such  appliances  bee tul  of  order  on  the 

road  the  conductor   Will   be  particular  to  guard  against  accidents 

occurlng  therefrom  and  will  turn  the  car  In  upon  reaching  the 
end  of  trip  or  the  dep  it 

bi  When  possible  to  .Moid  it  conductors  must  not  give  the 
go-ahead  signal  from  any  point  other  than  the  rear  platform  of 

the  'ar  or   forward    car  of   the   train,   and   then   only   after  being 

careful  to  see  thai  all  is  safe. 
(c)    The  conductor  shall  never  leave  the  car  for  any  purpose 

while  on  the  road  without  first  notifying  the  man,   who  will 

then  be  In  responsible  charge  of  car  and  passengers. 

oil    in  .as,-  of  thunder  storm  the  conductor  win  turn  on  the 

light   Circuit   and   keep  lights  burning  until  all   signs  of  lightning 

aie  past;  in  case  any  considerable  stop  is  made  ti inductor 

will   remove  the  trolley   wheel    from   the  win'  until   ready   to  pro 

ceed. 

(e)  When  another  equipped  car  is  being  towed  lis  pole  must 
1)1    'h     nil  down  and  lied   to  the  dash  rail. 

(f)  When  two  oupled  for  running  or  a  trailer  Is  used 

the   signal    for  starting    si    be  given    by   the   Conductor   on    the 

rear  car  hr  I,    aftl  r  6BCb      top,   and    promptly    repealed   by  the  COtl- 

on  the  forward  car,  each  conductor  being  careful  to  know 

that  passengers  arc     al.  ly  I r  off  his  car.     Should  the  two  cars 

be  under  tie-  charge  of  a  single  conductor  be  musl  not  give  the 


STREE1    R  \II.WAV   RE\  IEW. 


\n.  No.  ia 


starting  ~  i  ^r j «:i  i  imlesf  irms  between 

nd  then  on  tlsfylng  himsoll  that  all  Is  safe 

Kxcepl  in  •  eldent,  the 

c  nductor  must   never  remove  the  trolley   from  Uie  wire  until 

nfter  the  powi  •  '"I  the  car  stopped 

iln     When  not   otherwlw    eugaged   the  c  nductor   muat   be  on 

the  rear  platform  "i  the  car,  or  II  u  trailer  la  used  on  the  rronl 

platform  of  the  trallei  on  the  lookout  for  passengers  who  wish 

■  i  ..r  leave  the  car;  while  on  the  stand  the  conductor  must 

ar  the  rear  platform  of   the  car  or  train  passen 

•    Information;  when  on  a  grade  the  c luctor  must 

i the  rear  platform  ol  the  car  or  i  n  the  front  platform  of  the 

idj  to  apply  the  brake  If  necessary;  when  pass- 
ing any  transfer  polnl  the  conductor  as  well  as  the  rootorman 
si  be  on  the  lookout  for  1 1 • . -  transfer  signal  fr nn  approach- 
ing car  "ii  il ther  Hue,  in  order  that  passengers  mnj   make  the 

transfer  w  Ithout  undue  delay. 

i  tor  «  ill  Bee  I  bat  i  lie  i  Igh1  i  Iri  uli  ol  i  be  car  is  In 
rder  before  leaving  the  depot  and  will  turn  the  llgl 
and  mi:  ceded    in  ense  other  than  electrli    lights  are  used  he 

,  sure  to  see  that  thej  are  always  rendj  for  nse  and  light 
them  when  necessary,  but  "ill  uot  All  kerosene  lamps.  He  must, 
with  the  motormnn,  make  sure  the  headlight  is  burning  brightly 
on  the  head  end  of  the  ear  tfall. 

Where  tail  lamps  are  used  the  conductor  must  see  that 
they  are  In  proper  condition  f<  r  use  and  at  sunset  be  "ill  see  that 
they  are  lighted  and  kept  burning  on  their  proper  position  on  lin- 
ear. 

71.    Conductors  must  not  lake  charge  of  or  bee  ime  responsible 
for  any  article  not  paying  transportation  charges  as  per 
tariff  posted,  except  only  articles  used  in  the  company's  service 
ami  placed  on  their  car  by  an  authorized  employe  of  tin 
pany. 

(a)  C Inctors  must  promptly  nun  in  to  the  authorized  re- 
ceivers of  such  property  all  articles  found  in  their  car  or  on  the 
company's  property,  noting  on  a  tag  attached  i"  each  article  their 
name,  trip,  date,  lime  and  place  of  finding. 

ii.  Conductors  "ill  prohibit  oil  begging,  peddling  or  vending 
on  their  car  or  train  except  by  the  agents  of  the  company  author- 
ized by  tliis  company  to  so  sell;  in  no  case,  however,  should  any 

attempt  be  made  to  re vi   such  vendor,  etc.,  from  the  car  while 

ii  is  in  motion,  and  m>  threat  or  intimidation  should  be  use]  to 
sndi  persons. 

?.'  a  daj  card  i  r  train  card  will  he  furnished  the  conductor 
upon  reporting  for  work  by  tin-  agent  to  whom  be  reports,  such 
card  calling  for  Information  which  must  be  Blled  out  In  detail 
and  in  accordance  with  bulletined  Instructions  for  each  half-trip. 
Conductors  will  make  tii >  this  card  at  the  end  of  everj  hall  trip 
and  »iii  be  held  strictly  responsible  for  the  accural 
nnd  i'irn  statement  made  thereon.  On  the  bock  ol  this  card 
conductor  will  note  any  occurrence  on  each  trip  of  which  mem- 
orandum should  be  made;  such  card  shall  be  turned  In  with  the 
transfers  and  rnonej  collected  to  the  receiver  of  moneys  nt  the 
.  nd  of  each  day's  work  or  at  the  end  of  anj  number  of  consecu- 
tive trips. 

Conductors  will  receive  transfer  pads  and  a  punch  from 

before  starting  work  cadi  daj  or  swing  and  « ill  return 

the  unused  transfers  with  the  punch  t.>  after  each 

sw  Ing  or  day's   work;   when   making  such   return   they   "ill   hr- 

glven  a  properly  numbered  cheek  which  will  serve  as  a  r ipl 

for  the  punch. 

iln    Each  conductor    must    provide    himself  with  $ In 

change  before  going  mi  duty. 

hi    Befi  re  taking  car  out  of  house  or  from  terminal  when  hc- 
glnnlng  work,  conductor  must  see  and  know  that  the  register  is 
seeurcly  hulled  and  I,, eke, i  t,,  the  register  block;  for  H 
of  the  register  the  conductor  will  be  held  Btrlctlj  responsible, 

idi    The  conductor  will  see  that  the  reglsti  In  the  proper 

direction  In  which  he  is  ab  ut  to  move  ami  will  turn  the  dlrec- 

tlot ly  as   instructed  by  bulletin  notice. 

ihc  c luctor  must  promptly  collect  Mini  register  the  fare 

of  each  passenger  on  the  oar.  if  possible  within  a  block  after 
boarding  it,  except  ai  such  points  where  an  agent  of  thi 


pnnj    shall  dc   the  collection    as   shown    in   i ■niii-i i ■>•-•■ 

irdera    and  excepting  In  such  cat  nlulcd  herewith  where 

the  pi  entitled  to  free  transportation; 


(f)  Conductors  must  nol  collect  fares  "hen  approaching  rail- 
road crossings,  transfer  point-,  curves  or  switches, 

kfter  making  collection  ol  fare-  conductor  shall  count 
the  number  i  f  passengers  on  the  car  or  cars  ami  know  that,  ex- 
cepting  for  the   free,  collection   has  i n   made  from  each  ami 

registration  properly  made     Pares  must  bo  registered  Blngly  as 

collected  and  not   In  bunches.     When  compelled  t ake  change 

he  »iii  face  the  rear  of  the  car,  "i  if  on  o  trailer  and  working 
the  train  alone,  face  forward. 

iln    if,  after  hi>  fare  has  been  collected  anu  registered,  the 
get  discovers  be  is  on  the  wrong  car,  i—    conductor  will 
exercise  his  Judgment  as  to  return  of  the  fare,  if  refunded,  the 
conductor   must   not    fail   to   ring    up    each    Other    far,     CO 

tter,  but  will  make  a  note  "i  the  occurrence  on  the  hack 
of  his  daj  card  and  deduct  the  amount  from  the  amount  thereon 
called  fi  r  to  he  turned  in  to  the  company's  receiver.  Also,  when 
a  conductoi  more  fares  than  hi  ucb  mistake 

can  I orrected  only  by  reporting  it  to  the  ofl 

iii  When  passengers  are  transferred  from  one  ear  to  another 
at  any  place  other  than  a  regular  transfer  polnl  the  number  bT 
persons  transferred,  cause  of  such  transfer  and  number  of  each 
car  will  he  noted  on  the  back  of  each  day  card  and  signed  by 
each  conductor  engaged  in  the  transaction;  such  persons  will  lie 

registered  on  ti ar  thej   hoard,  but  no  further  fares  «iii  be 

d  from   them.     If  an   Inspector  he  prevent   his  signature 

must  be  secured  on  each  day  card  as  authorizing  the  transfer. 
The  i lint,. I-  ii i u- ;   remain  in  charge  "i   the  disabled  car  until 

feliev  ed 

iji  Should  a  conductoi  for  an]  reason  Change  his  car  alter 
commencing  bis  day's  work  be  must  not  only  note  the  number  of 
the   new   car  on   the   face  of   his  day  card   opposite   the  half  trip 

mi  which  the  change  occurred,  hut  as  well  not i  the  hack  of 

the  card  the  reason  for  the  change  and  any  damaged  "I-  filthy 
condition  iii  which  the  new   car  or  its  equipment  may  lie  found. 

7:'..  When  any  inductor  has  any  personal  knowledge  of  an 
accident  occurring  in  which  any  property  may   he  damaged  "i 

any   person   ,  i-  animal   is  likely   to  or   may   have  been    injured   he 

will  make  pr pi  report  of  all  the  fads  in  the  case  to  his  depot 

lately  upon  arrival  at  that  point  and  as  soon  as  po 
lil!  on;  in  exact  and  full  detail  a  blank  firm  provided  for  hi-  use 
in  Mich  r;iMs  beaded  "Conductor's  Accident  Report."  If  the  con- 
ductor was  a  passenger  on  a  car  involved  in  the  iccident  or  a 
nearby  eyewitness  of  the  occurrence  or  reaches  the  spot  in  tlmi 
io  do  bo,  in-  will  render  every  possible  assistance  to  tin  con 
ductor  of  the  car  and  secure  tin-  names  of  as  many  witnesses 
not  on  the  car  as  he  can.  if  iii  charge  of  a  car  Involved  In  any 
disturbance  or  accident  he  will  secure  the  names  ami  addresses 

of   all    possible    Wi  ■■■  hellier    thej    actually   saw    tl CCUT 

line ■   not;   in   any   event    securing   the   name   and   addri 

every  lady  on  the  car.  It  is  much  preferred  to  have  a  witness 
write  his  own  name  and  address  if  he  can  be  induced  to  do  so. 
S  on  as  I  he  accident  report  is  Illicit  out  it  must  be  delivered,  with 

in.-   name   slip-  of   w  as   promptly   a-   possible  tu  the 

authorized  representative  of  the  superintendent 

(8)      In  case  of  serious  accident  the  conductor  or,  if  he  so  dele 

gate,  the  nioiormaii  must  Immediately  report  the  case  by  nearest 
telephone  or  telegraph  to  the  nearesl  operating  depot,  dispatcher 
ot-  division  poiut,  Btating  briefly  the  nature  and  probable 
...    trouble  bo  that  adequate  assistance  can  he  Bent. 

do     The    conductor    must    never   eject    a    person    from    Hi 

for  dlsorderl)    c luct   or  non-pnyment  of  fare  unless  they  gel 

ii. I   addresses  of   witnesses,      they   will   use  no   more 

fore  than  is  essar.v   in  making  the  ejectment,  first  bringing 

the  car  Iii  a  full  stop  at  a  traveled  load,  street  or  highway,  a 
regular  stopping  point  for  passengers  or  a  station. 

lei      for    each    light    of    glass    maliciously    or    wantonly    broken 


Oct.  20,  1902.] 


STREET  RAILWAY  REVIEW. 


787 


by  a  passenger  nr  bystander  the  conductor  will  collect  from  the 
offender  the  stun  of  f. .  and  turn  In  such  collection  with  Ms  (are 
returns  for  tin-  day  or  -win;::  a  note  must  be  made  on  the  back 
the  day  card  to  cover  the  occurrence  and  refer  to  tin.-  remit- 
tance. 

SPECIAL  RULES  FOR  M.OTORMEN. 

74.  While  the  car  or  train  is  in  motl  11  responsibility  tor  sate 
running  and  its  safe  handling  lies  with  the  motor  man;  be  must 
never  attempt  at  such  rime  to  do  anything  but  handle  the  con 
trolling  mechanism  ami  watch  the  road  ahead,  being  prompt  to 
warning  of  his  approach  to  danger  points  or  on  the  appear- 
ance of  danger. 

[Tnde  SO  circumstances  will  any  motorman  perinil 
another  motorman  or  any  person,  other  than  a  student  placed  by 
proper  authority  with  him  for  Instruction,  to  run  the  car  or  train 
of  which  be  Is  in  charge  while  he  is  on  duty, 

il.i     Upon  leaving  tl Derating  position,  b  \  or  platform  for 

any  reason  whatsoever  when  the  train  or  car  is  standing,  the 
motorman  must  remove  and  carry  with  him  the  controller  and 
reverse  handles  (together  with  the  power  brake  handle  where 
power  brake  is  used),  and  must  in  all  cases  have  shut  off  the 
current  through  tin-  controller,  broken  the  circuit  through  the 
car  (by  throw  big  the  overhead  circuit  breaker,  main  motor  or 
cut-out  switch)  anil  fully  set  the  brake. 

Under  no  circumstances  and  for  no  cause  whatsoever  shall 
the  motorman  leave  the  operating  position,  box  or  platform  of 
any  motor  while  the  car  or  train  is  in  in  tlon,  except  In  the  single 
thai  an  accident  endangering  himself  is  imminent  ami  he 
-hall  have  done  all  he  '-an  to  stop  ami  reduce  to  a  minimum  the 
impending  damage  !•>  person  or  property. 

Uotormen  are  expected  to  1 ue  familiar  with  the  el» 

irical  and  mechanical  construction  1  f  the  cars  In  order  to  be  able 
in  meet  emergencies  arising  on  the  road;  they  will  be  held  dl- 
j  responsible  for  the  condition  of  thai  equipment, 

rin-y  must  make  it  their  Bpecial  business  to  carefully  ex- 
amine all  parts  of  the  car  before  leaving  the  barn,  depot  1  r  ter- 
minal nr  taking  charge  of  the  car  to  sec  thai  nil  safety  devices, 
il   gong,   fnnt   gong,   air   whistle,   fender,   controller  reverse, 

.  are  in  place  ami  in  ■_■ 1  and  full]  operatlt 

dltion  headlight  glass  ami  reflector  clean  ami  after  sunset  the 
llghl  mi  tin-  forward  end  of  the  car  or  train  Is  burning  pr  perly 
anil  brightly. 

iIh    They  will  see  that  all  tools  required  to  'a'  carried  an'  mi 

tin'  car  nr  motor;  where  fuses  arc  used  they  will  he  sure  in  have 

ifHclenl  supply  of  the  proper  design  and  amperage  ami  shall 

never  use  heavy  wire  nr  any  sul  stitute  thi  refor  for  .1  fuse.  They 

must    have  at    all    times   an   ample   supply   of   saml   I hit  an., 

•    .|i  111:1ml 

Motormen  must  apply  t  •  the  Bhop  foreman  in  charge  "i 

fur  any  specific  information  regarding  opera 1 1  n  which  tiny 

do  in  a  thoroughly  understand  or  regarding  anj   pari  or  parts  o) 

machinery  nr  electrical  apparatus  nr  wiring   which   is   liable  to 

get  nni  nf  .  rder  mi  tin-  mail  m-  during  service. 

(■ii    They  will  never  attempt  to  do  any  work  mi  motors  unless 
tin-  circuit  through  tin-  ear  has  previously  been  broken  by  throw- 
ing the  main  motor  switch,  the  overhead  circuit  breaker  or  with- 
drawing the  trolley  from  the  wire;  they  will  never  do  Buch  1 
Willi  any  loose  metal  article  ill  an  upper  pocket,   which   is  liable 

tn  fail  nut  and  cause  nl  Imate  if  not  in Hate  damage, 

•■.ill  examine  motor  and  Journal  beaii  ften  as 

lie  ami    it    Inn    warm    the    fact    lnll-1    he    promptly    re- 

ported;  tin-  armature,  field  colls,  it  >i  commutator 

nni  thai  1  Iblc  in  hold  the  band  on 

them     Motormen  must  never  try  in  run  a  motor  tin 

of  1  rder,  bat  shall  promptly  cut  out  the  motor  ■■<•  fault, 
7>;     When  current  i~  cm  .,ir  between  the  power  bousi   and  the 
■    motorman  shall  thron   the  controller  handle  in  the 

tlon  ami  ■ •  to  a  ui he  cause;  It 

tin-  day  time  he  win  turn  on  tin-  1  tcrmlne  if  the 

11  the  1  ami  power  l* 

mi  '  '.ii  must  1.1  established  with  the  nearest  live 

>  <n  w  ith 
the  Both  controllers  should  be  tried; 

if  oro  he  trouble  is  in  tin-  other;  if  neither  works,  with 


power  un  the  line.  .1  fuse  has  probably  been  blown,  in  that 
event  the  conductor  will  remove  the  trolley  from  the  wire  or 
the  motorman  will  break  the  circuit  through  Hie  car  before  any- 
thing else  is  done,  ami  then  if  on  examination  a  new  fuse  is 
found  to  he  necessary  the  motorman  will  remove  and  retain  In 
le  turned  in  the  stubs  or  ends  ol  the  former  fuse  ami.  after  plac- 
ing the  new  fuse  in  position,  sci  up  the  binding  screws,  holding 
it  tlghtlj  in  place,  being  very  careful  to  secure  a  good  contact  at 

each  eud.  Shi  nl, I  the  new  fuse  he  blown  Hie  motor  al  fault,  as 
designated  by  the  position  of  the  controller  handle  at  which  the 
blowing  occurred,  should  he  cut  out.  if  both  motors  prove  dis- 
abled so  as  to  prevent  the  self-movement  of  the  car  the  circuit 

must  be  broken  through  the  car  ami  assistance  called  for:  in 
the  case  of  a  mult iple-unil  train,  if  the  oilier  motors  in  the  train 
cm  pmpel  ii.  the  train  will  he  moved  in  accordance  with  Rule  70. 
lai  In  case  the  power  is  cul  oil'  and  the  brake  is  found  lo  be 
defective,  the  motorman  before  signaling  the  conductor  to  set  the 
rear  brake  win  set  the  reverse  handle  opposite  from  the  direc- 
tion in  which  1I1,.  car  is  moving,  throw  the  controller  handle  lo 
the  last  position  ami  allow  ii  to  so  remain  until  the  effect  taken 

place,  then,  being  careful  to  throw  the  handle  to  the  "I  ill"  posi- 
tion.   Should  this  for  any  reason  prove  Inoperative  the  motorman 

will  promptly  signal   the  conductor  to  apply   the  rear  brake. 

do  riie  motorman  must  not  reverse  the  power  under  usual 
running  conditions;  reversing  is  a  severe  strain  upon  the  appar- 
atus, especially  when  the  ear  is  under  High  speed,  When  neces- 
sary  In  reverse,  and   (he  ear  has  been  bl'OUghl    lo  a    full   stop,   the 

motorman  will  return  the  handle  to  the  "Off"  position  and  apply 
the  brake   fully. 

fc)  When  tracks  are  covered  with  water  or  slush  niolorinen 
will  run  slowly  ami  carefully,  wilh  power  nil  where  possible  in 
order  thai    Hie  splash  of  the  water  may   mil   cause  a   short  circuil 

in  the  mot  rs  or  wiring  of  the  car.    They  must  never  try  to  run 

through  water  so  high  as  to  touch  the  bottom  of  the  tor-shell. 

77.  Before  completing  the  circuit  through  the  ear  on  starting 
io  work  the  motorman  will  see  thai  the  controller  handle  or 
cylinder  Indicator  points    in    the    "Off!1    position;   main   motor 

switch  or  overhead  Circuit  breaker  will  then  be  closed  and  the 
brakes  released  before  the  power  is  applied  to  start  the  car.  In 
starting  at  any  time  power  should  be  applied  gradually  and  fed 
wiih  only  proper  speed  in  order  that  n  1  damage  may  be  done  the 
equipment  or  injury  caused  io  passengers  by  the  sudden  jolt. 
The  controller  handle  must  never  be  thrown  on  the  last  point  if 
the  car  does  not  start  on  the  preceding  points. 

Motormen    must    conform   in   lime   table   requirements  as 
closely   as   possible,   regulating   speed   in   accordance   therewith 

and    wilh    Hie    limits    Of    Hie    lime    point    cards.       If    a    in  ilorinan 

should  be  delayed  he  will  not  undertake  in  recover  the  time  Lost 

in  the  miiiiii Ilstance,  but,  IP  IT  BE  ENTIRELY  SAFE  'I'd 

1  a  1  SO,  he  will  run  slightly  faster  during  Hie  entire  run.  aiming 

in  reach  destination  nr  end  of  trip  as  nearly  on   lime  as  inav    be 

.    .le. 

do    Motorm'en  shall  never  run  ahead  nf  time  unless  directed 

In    dO    BO    by    all    allllmri/ed    ollieor    nl     I  III'    oolnp.'lln 

(c)  on  descending  grades  Hie  motorman  shall  allovi  the  car 
in  coast  us  much  at  pos  Iblc  with  power  thrown  nit.  always  be 

lug  careful  in  keep  Hie  ear  under  1 Irol  ami  never  allowing  il 

in  1 low  11  hill  faster  than  the  motors  will  cake  ii  up  the  s; 

bill,  Coasting  being  good  ami  economical  practice,  win  be  done 
w  1  erev  1  r  possible. 

nil  in  b topping,  brakes  will  be  applied  gradually  in  reduce  Hie 

.lei.  torloua  effect  of  a    udder  retardation  1  t  motl all  service 

sinps.  in  1  before  the  car  ■«■  train  c is  to  rest  Hie  brakes  win 

be  rclea  ed  slightly  or  partially  kicked  off  bo  as  in  obviate  the 
1  lial  would  niherw  i  ie  on  ui 

(e)     Brakes  musl   never  be  applied  while  the  current  is  being 

"i    applied    while  I  he  brakes  nr ;  scrim  is   cm  1   1 

1    11  'in  ii  of  1  ii  is  rule. 

iii    when,  mi  applying  braki      the  wheel-  an-  fell  in  be  slip 

the  ii.r win  release  the  braki     partially,  atari  sand 

in  running  and  again  set  up  the  inn  1 

Motor n  win  sound  the  gong  with  a  double  signal  when 

npproachli  Ion,     landing   car  (see   Rule  08a)  or  al   any 

other  Urn.  ii     n.  .  ;i  11  ai  tent  Ion  in  1  he  movement  nf 


STREET   RAILWAY  REVIEW. 


[Vol.  XII,  No.  10. 


,.;  where  air  whistle  is  need  this  signal  will  l>c  given 
then 

m.   ormen  will  use  particular  care  when  approaching  or 

or  ;uiy  other  place*  where  children  arc 

gpeed  material!]  Blackened  and  cars 

under  control. 

,i,i    win)-  re  dug  up  or  excavations  are  made  under, 

or  near  the  tracks,  motormen  "ill  observe  particular 

care  In  running,  taking  no  risks,     in  passing  men  al  work  in 

the  -  Jong  iii«'  tracks  particular  care  will  be  used, 

Motormen  will  observe  the  minimum  spacing  distances  us 
bulletined  allowed  between  any  two  cars  moving  In  the  same 
direction  '>n  the  same  track. 

(i limited  curves  (where  two  cars  cannot  pass)  when  two 

can  arrive  at  the  same  time  i ii>-  ear  on  the  outer  track  lias 
1 1  of  waj . 
ii.i    on  double  track  lines  a  car  will  be  run  slowly  approach- 
ing and  passing  a  car  In  slow  motion  In  the  opposite  dlrei 
(c)    Motormen  musl  throw  oS  power  Immediately  before  Btrik- 
urw.  or  before  passing  over  or  under  any  circuit  breaker, 
special    work,   Insulated  Joint,  slip  Joint,   frog  or  any  similar 

mechanical  Ltrli  si 

nil  When  any  vehicle  is  seen  In  the  track  ahead  or  so  close 
thereto  thai  a  car  may  not  paBS  11  the  motorman  shall  slacken 

^i i  and  not  approach  nearer  than  feet  until  he  has  re- 

ceived  the  conductor's  Blgnal  that  the  car  will  pass. 

Uotormen  will  not  run  over  any  slicks,  stones  or  other 

small  Obstructions  on  the  rail,  but  Will  sec  that  the  track  is  al  all 
limes  clear. 

s.i     Motormen  must  never  run  against  a  racing  switch  polnl 

when  ii ting  a  cat  without  first  coming  to  a   full  stop  and  then 

proceeding  only  with  the  car  under  perfect  control.     This  rule 

riy   to  all  crossovers  and  curves  having  switch 

facing  opposite  to  that  in  which  the  ear  is  going. 

en      Motormen     must     not     pass    over    any    switch    until     they 

K.\o\\"   that    the  tongue   is   properly  and   fully    turned,   and   then 

only  at   reduced  speed.     Particular  care  must   be  taken   when 

switches  are  covered  with  snow  in-  water. 

si.  Every  motorman,  alter  having  run  any  car.  whether  for  a 
day  or  luit  a  single  trip.  will,  upon  being  relieved  and  before 
leaving  the  depot,  report  the  condition  "l  the  car  or  cars  he 
has  handled  on  the  shop  sheets  provided;  these  sheets  will  show 
the  run  number  and  the  motorman  will  enter  thereon  opposite  his 

run  number  (or  below  the  regular  runs  if  he  ha-  I a  on  an 

extra  can  the  number  of  the  car  he  had  on  that  run  or  any  part 
thereof  on  that  day.  any  defects  of  tie'  ear  or  iis  equipment  and 
sign  his  name  thereto.  No  excuse  will  be  accepted  for  failure  to 
>.>  report 

ia i     When  any  motorman  has  any  personal  knowledge  of  an 

,i   occurring  in  which  any  property  may  be  damaged  or 

any  person   or  animal  is  likely  to  or  may  have  been   injured  he 

will  make  prompt  report  of  ail  the  facts  in  the  ease  to  his  depot 

Immediately  upon  arrival  at    that  point   and   soon   as  possible  All 
mi!  in  full  and  exact  detail  a  blank  form  provided  for  his  use  in 
Lses  leaded  "Motoriiian's  Accident   Keport."     If  the  motor- 
man   was   a    passenger   on   a   ear   involved   in   the  accident  or  n 

nearby  witness  of  the  occurren t  reaches  the  spot  in  time  to 

.!..  -..  he  w  ill  render  every  possible  assistance  to  the  crew  of  the 
car.  If  running  a  car  that  becomes  Involved  in  any  disturbance 
or  accident,   he   will   see  to  securing  as   many   names   from  wit- 

nesses   to  th icurrence   from   the   sidewalk   or  adjacent   stores 

as  may  be  possible,  giving  such  names  to  his  conductor. 
Respectfully   submitted, 

.1    0.  l'.KAi'KKNltlUGU, 

B.  C.  FOSTER, 

T.  K    MITTBN, 

\v.  i:   HAKKixr.-rON, 

Committee. 


ROADMASTERS  AND  MAINTENANCE  OF  WAY 
CONVENTION. 


ih.  .•nib  annual  convention  ■>(  tin-  Roadmasters'  and  Maintenance 
oi  Way  Association  was  held  in  Milwaukee,  \\i-..  September  o.  10 
and  it  and  about  8o  members  were  present  The  meeting  was 
opened  by  an  address  of  welcome  by  Mr.  .1.  11.  St  enting 

i  In  mayor,  which  was  responded  to  by  Capt  Isaac  Burnett,  the  first 
nl    of   the   association,      ["wenty-three   new   membei 
>l  and  Mr.  J.  II.  Linsley  w  an  honorary  member. 

I  he  program  for  the  first  session  included  a  report  on  the  educa- 
tion oi  young  men   for   foremen  and  the  discipline   of   section   men< 
At  the  afternoon  session  an  address  was  made  by  Mr.  J.   1'.   Brown. 
isurer   of    The    International    Society    of    Agricul- 
ture.     Mr.    Brown    advocated    the    starting    of    tree   plantations    by 
railroads   for  growing   tie   timber  and   mentioned   in   particular   the 
catalpa  specioso  plantatii                 •    Illinois  Central  and  the  Boston 
X   Maine  Railroads.    This  was  followed  by  tin    report  of  the  com- 
n  track  jacks  and  a  paper  entitled  "Shi  mid  Rails  be  Curved 
Laying"  by  J.  C.  Rockhold  of  the  Santa   !  port  on 

right  of  way   fences,   cattle  guards  and  wing   feni  ead  and 

was  followed  by  a  paper  on  "Track  Drainage"  by  Mr.  J.  M.  Meade 
of  the  Santa  Fc.     The  morning  of  the  was  devoted  to  a 

discussion  of  a  gasoline  inspection  car  made  by  the  Sheffield  Car 
Co.  Mr.  J.  M.  Huss,  representing  the  makers,  described  the  car 
.mil  explained  its  method  of  working.  A  paper  was  then  read  by 
Mr.  C.  Buhrer  describing  his  method  of  converting  old  rails  into 
steel  tics.  This  was  followed  by  a  general  discussion  on  ties,  tic 
plates  and  tie  preservation.  At  the  final  session  on  Thursday  the 
report  on  new  and  improved  appliances  was  read  and  received 
without  discussion.  The  following  officers  were  elected:  Presi- 
dent. John  Doyle,  superintendent  of  tracks,  Perc  Marquette;  first 
vice-president,  F.  R.  Coates.  chief  engineer,  Chicago  Great  West- 
ern; second  vice-president,  J.  A.  Kerwin,  roadmaster,  Missouri, 
Kansas  &  Texas;  secretary  and  treasurer,  Charles  McEniry,  gen- 
eral roadmaster,  Chicago,  Rock  Island  &  Pacific  (Northern  Dis- 
trict) ;  members  of  the  executive  committee.  C.  E.  Jones,  road- 
master, Chicago  Burlington  &  Quincy.  and  J.  L.  Single,  division 
supervisor,  Long  Island  Railroad.  The  place  selected  for  the  next 
meeting  is  Kansas  City,  Mo.  It  was  decided  to  have  a  four  days' 
meeting.  „  ,  » 

SIDNEY   i  AUSTRALIA.   TRAMWAY  SYSTEM. 


A  new  power  house  [oi  the  Sidney  tramway  system  has  recently 
1  ecu  completed.  This  additional  power  house,  which  is  located  at 
Ultimo,  Sidney,  has  been  built  preliminary  to  the  change  of  a  large 
part  of  the  company's  cable  and  steam  roads  to  electric  propulsion. 

The  Balmain  line  has  already  been  converted  into  an  electric  line 
and  this  will  be  succeeded  by  the  YVaverly  and  Bondi  lines  in  a  few 
weeks.  AM  the  other  lines  of  the  company  will  be  electrically 
equipped  in  turn.  Four  steam  roads  operated  by  this  company, 
known  as  the  North  Shore,  Dulwich  Hill,  Leichhardt  and  Glebe 
Point  lines,  were  converted  into  electric  lines  before  the  new  power 
house  was  built.  These  changes  have  brought  a  new  class  of  roll- 
ing stock  into  use  and  the  company  now  has  338  electric  cars  in 
operation  in  Sidney.  The  new  cars  arc  all  equipped  with  Christen- 
sen   air  brakes. 

The  company  has  four  large  car  barns  already  built  at  Ultimo, 
Newtown,  Rush  Cutter  Bay  and  North  Sidney,  and  three  lare 
sheds  are  being  erected  at  Ft.  MacQuaric,  Wavcrly  and  Rozclle  Bay. 
These  barns  are  all  provided  with  track  pits  so  that  inspection  and 
minor  repairs  can  be  carried  out  on  any  car  in  whichever  barn  it  is 
located. 

During  the  last  fiscal  year  107,000,000  passengers  were  carried  by 
the  company,  and  its  receipts  amounted  to  $3,158,750.  There  were 
104  miles  of  track  operated  and  the  employes  of  the  company  num- 
bered 4,075. 


A  car  which  has  been  remodeled  and  handsomely  furnished  by  the 

in.)   Railway  Co..  was   christened   with  imposing  cerc- 

on  the  eve  of  being  again  put  into  service.  September  26th. 

The  name  conferred  was  Pearl  in  honor  of  a  member  of  the  local 

fashionable  set,  who  performed  tie  ig  rites  in  the  preferred 

way  by  smashing  a  bottle  over  the  coupling  rod  of  the  car. 


The  Seattle  (Wash.)  Electric  Co.  will  construct  a  freight  depot 
at  Ballard,  Wash.  Nearly  all  freight  that  is  brought  into  that  city 
is  carried  by  the  electric  company. 


1  he  Montpelia  Electric  Light  &  Railroad  Co.,  with  headquarters 
at    Mont    Pelicr,    Idaho,   has    been    incorporated    with    a    capital    of 
$25,000.    The  directors  are  J.  A.  Bostan,  L.  C.  Miller,  Charle 
J.  A.  Bagley  and  W.  E  Raines. 


Oct.  20,  1902.] 


STREET  RAILWAY  REVIEW. 


789 


WASHINGTON.   BALTIMORE  &  ANNAPOLIS 
SINGLE   PHASE  RAILWAY 


BY   B.  G.  LAMMK. 


The  Washington,  Baltimore  &  Annapolis  Ry.  is  a  new  high-speed 
tlectric  line  extending  from  the  suburbs  of  Washington  to  Balti- 
more, a  distance  of  about  31  miles,  with  a  branch  from  Annapolis 
Junction  to  Annapolis,  a  distance  of  about  15  miles.  The  ovei 
head  trolley  will  be  used,  and  schedule  speeds  of  over  4"  miles 
per  hour  are  to  be  attained.  This  road  1-  to  be  the  scene  of  the 
first  commercial  operation  of  an  entirely  new  system  of  electric 
traction. 

The  special  feature  of  this  system  is  the  use  of  single-pha-c  alter- 
nating current  in  generators,  transmission  lines,  trolley  car  equip 
ment  and  motors.  It  constitutes  a  wide  departure  from  present 
types  of  railway  apparatus,  and  while  retaining  the  best  charac- 
teristics of  the  present  standard  direct  current  motor  system,  the 
use  of  alternating  current  makes  it  possible  to  avoid  many  of  the 
bad  features. 

The  standard  direct  current   railway  equipment   possesses  several 
characteristics    which    fit    it    especially    for    railway    service.      These 
characteristics    have    been    of    sufficient    importance    to    overbalance 
many  defects  in  the  system.     In  fact,  a  far  greater  amount  of  effort 
and  engineering  skill  has  been  required  for  overcoming  or  neutral- 
izing the  defects,  than   for  developing  the  good  features  possessed 
he  system.     By  far  the  most   important  char.icteri-.tic  possessed 
the   direct   current   system   is   found   in  the  type   of  motor  used 
the  car.     The  direct   current    railway   motor   is    in   all   cases  a 
und   machine.     The  series   motor  is   normally  a   variable 
field   machine  and  it   is  this   feature  which   has  adapted   the  motor 
lly  to  railway  service.     Shunt-wound  motors  have  been  tried 
and  abandoned.     All   manner  of  combinations  of  shunt,   series  and 
rate   excitation   have  been   devised  and   found   wanting,   and   in 
many  cases  the   real  cause  of  failure  was  not   recognized  by  those 
responsible    for   the    virions   combinations.      They   all    missed   to   a 
greater  or  less  extent  the  variable-field  feature  of  the  straight  series 
motor.     It  is  true  that  a  variable  field  can  be  obtained  with   shunt 
eparate   excitation,    but    not    without   controlling   or    regulating 
devices,   and  the  variation   is   not   inherent!)    automatic,  as   in   the 
-  motor. 
Polyphase  and  single-phase  induction  motors  do  not  possess  the 
variable   field    feature   at   all,   as   they   are   essentially   constant-field 
machines.     They   are   equivalent   to   direct   current    shunt    or    si  pa 
rately  excited  motors,  with  con-taut  Geld   strength,  which  have  been 
unable  to  compete  successfully  with  the  scries  motor.    The  variable 
field  of  the  series  motor  makes  it  automatically  adjustable  for  load 
and  speed  conditions.     It  also  enabli  ies  motor  to  develop 

•ques    without    proportionately    increased    currents.      The 
matically  varying  field  is  accompanied  by  corn   ponding  varia- 
in  the  counter  c.  m.   f.  of  the  armature,   until   the   speed   can 
adjust  itself  to  the  new  field  conditions.     This   feature  is  of  great 
tance  in  reducing  current  fluctuations,  with  a  small  number  of 
steps  in  the  regulating  rheostat.    Any  incn 

ance  is  cut  out,  is  accompanied  by  a   momentary    in  in   the 

counter  c.  m.   !.,  thus  limiting  the  current  increase  to  a   less  value 
thai,  in  the  case  of  a  constant  field  motor. 

Next  to  the  t yj .  dvantage  pi 

the  direct  curr.  lies  in  tin  ut  or  cir- 

cuit, thus  permitting  the  ire.     The  advantai 

iglc  trollt;.  •  11  known  thai   n  i- 

'bird   rail   constl  1      ingle   cur- 

rent ter  importance  than  in  1  the  overhead 

I   current 
tha'  ol    1 1"    pn 

raih-.  but    to   tl  pi    ..1    motoi    and    tin-    fa.  I    that 

up  ti  alternating 

!    the  dirci  ; 
;.■  1  ri  ,  ontro 
ipplied   i"  1  peed 

.hie  voltagi   tl  thi    motor  tei 
minal 
with 


the  resistance.  Bj  means  of  the  series-parallel  arrangement,  the 
equivalent  of  two  voltages  is  obtainable  at  the  motor  terminals 
without  the  use  of  resistance.  Therefore,  with  series-parallel  con- 
trol, there  are  two  efficient  speeds  with  any  given  torque,  and  with 
multiple  control  there  i-  but  one  efficient  speed  with  a  given  torque. 
All  other  speeds  are  obtained  through  rheostatic  loss,  and  the 
greater  the  reduction  from  cither  of  the  two  speeds,  series  or 
parallel,  the  lower  will  be  the  efficiency  of  the  equipment.  At 
start,  the  rheostatic  losses  are  always  relatively  large,  as  prac- 
tically all  the  voltage  of  the  line  is  taken  up  in  the  rheostat.  For 
heav]  railroad  service,  where  operation  fur  long  periods  at  other 
than  full  and  half  speeds  may  he  necessary,  the  rheostatic  loss  will 
be  a  very   serious  matter. 

The  controlling  devices  themselves  are  also  a  source  of  trouble. 
An  extraordinary  amount  of  time  and  skill  has  been  expended  in 
perfecting  this  apparatus.  The  difficulties  increase  with  the  power 
to  be  handled.  The  controller  is  a  part  of  the  equipment  which  is 
subjected  to  much  more  than  ordinary  mechanical  wear  and  tear, 
and  it  can  go  wrong  at  any  one  of  many  points.  The  larger  the 
equipment  to  be  controlled,  the  more  places  are  to  be  found  in  the 
controller  which  can  give  trouble.  The  best  that  can  be  said  of  the 
railway  controller  is  that  it  is  a  necessary  evil. 

Another  limitation  of  the  direct  current  system  is  the  trolley 
voltage.  Five  hundred  volts  is  common  at  the  car  and  650  volts 
is  very  unusual.  By  tar  the  larger  number  of  the  railway  equip 
ments  in  service  to-day  are  unsuited  for  operation  at  600  volts,  and 
700  volts   in   normal  operation    would    he   unsafe    for   practically   all. 


^ 


r 


LJ 


.•    Ol     III.      Ami ,„, 


ROUTE  OF  Tin:  WASHINGTON,  BALTIMORE  a  ANNAPOLIS  RT. 

The  maximum  permissable  trolley  voltage  is  dependent  upon  in- 
herent limitations  in  the  design  of  motors  and  controllers.  The 
disadvantages  of  low  voltage  appear  in  the  extra  cost  of  copper 

and  in  the  difficulty  of  collecting  current.  In  heavy  railroad  work 
the  current  to  he  bandied  becomes  enormous  al  usual  voltages.  A 
2,400-h.   p,   electric  locomotive,    1 cample,    will    require   between 

3,000  and   4,1100  ampin      at    al    rated    power   and    probably  6,000 

to  8,000  amperes  at  times.     With  the  overhead  trolley  the  1    cut 
an    too  heavj    to  be  collected  in  the  ordinary  manner,  and 

it  is  a  serious  problem  with  any  form  ol  trollej  01  third  rail  sys- 
tem which  can  be  used.     It  1    evident   thai   foi   heavy  service,  c ■ 

1    able  with  that  of  lai .mi  railwaj  .  .1  much  htghei   voltage 

'ban    Ul  ed    in    1"  I     I  "l    'I"  ect  1  111  1  1  nl       I    Inn  .      .mlial,  and    the 

use  of  highei  voltagi  1    di  lined  to  come,  provided  it  is  nol  attended 

l>!   -  omplii  ation    c  tii<  h  1 than  ovi  rbalani  1  thi   I"  1 1  obta 

A  furthi  1   di  advantagi    oi   thi    din  1 1   ciii  rem    ij  tem  1 1  the  de 

iin. in.    ...lion   known     1     .l..ti..l-,    1  ..       I  Ins   may   not  be  ol 

important  e   in   interurban    lim   .   1  hii  flj    bi  1  au  1    tl notl 

'•'  I un  'I  by  it.    In  i  ity  worl  :  known,  and 

lensi  trui  no      u  ed  to  1  liminate  or  mini 

llll/e   II      .11.  .1 

1  rom  the  al tal 1  di  nl  thai  an  alti  1  m g  1  m 

n  ni  railwaj     1  ti  m,  t"  1  qua!  thi   - I  1  1  hould  thi 

tWO   pin"  qui    fl  it  ill .      ..I    III-  tl  'i',    '.  1  \      ingli 

Upply    '  in  ml     and    the     -...llal.l.     fi|  |,|    ,n,,l..i,     ,,i,|    |,,    |„       , 

mi  nt    U| ■    .  in  '.  ni     )  1.  m,   thi    .!"  eel    cui 1  hould 

■'■  oid    1   ii 01 '    impoi  ti ii  ."i  .' un  .1,  ni   to  the 

tpparatu 

fore,    1 [Ii  1.1. .  .       11 port: 

:         [1 ..111 .11      i  in    ,  1 1 1 1 , 

I  the  trolley  com tion  an     m  h  thai 

'  '■'  ral    alteinatin.  .     been    planned    ..11    ih.     I,, 


790 


STREET  RAILWAY   REVIEW. 


XII,  No.  10. 


Such  plan 

i    me.  i    the 

.mug   current    railwaj  hould 

Mi,    polyphase  motor   is   not    suitable,   as  ii   i-   essential)} 
lanl   field   machine,  and  does   no  »nj    true   variable 

h  of  the  good  features 
current   railway  system.     A  new   typi  must, 

re,  be  furnished,  as  none  of  the  alternating  cum  - 
commercial  use  is  i  the  speed  and 

Vssuming  that   -mli  a  moto 
able   for  operation  on  a  single  phase  circuit,  the  next   step  to  con 
-nlrr   is   whether  the  n-<    of  alternating   instead   of  direct   current 
,.n  the  car,  will  allow  some  of  the  disadvantageous  features  of  the 
direct  current  system  t"  be  avoided. 

I  In-   i  limits   of   voltagi  once   rem,.-,. 

transformers  ran  be  used  for  changing  from  an)  desired  trolley 
vollagi  Electrolj 

I  ransformers  can  be  u 
supply  voltage  arc  easilj   obtainable.     As  the  motor  is  assun 
have  the  chi  of  the   direct-current    series   motor, 

control  without   rheostatii    lo      i     practicabli 

,,,  ,1.     This    cor  allows    the    mi  I 

operate  at  relatively  good  efficiency  at  any  speed  within  thi 
of   voltage  obtained.     If  the  voltage  be   varied  over  a   suffii 
wide  range,  the  speed   range  may   be  carried    From   the  maximum 
desired  down  t'>  zero,  and  therefore,  down  to   starting  conditions. 
Willi   such   .in  arrangement   no   rheostat    need   be   used   undi 
hi    lower  thi      ■  which  the  motor  is  opi 

the   less   the   power   required   from   the   line,      ["hi    leasl    power   is 
ed  at  start,  as  the  motor  is  doing  no  work  and  there  is  no 
il   start  are  only  Ihi  -«■  in  the  mol 
iparatus,   the   total    being    less    than   when    running 
at  full  speed  with  an  equal  torque.     Such  a  system,  therefore,  pel 
mits  maximum  economj   in  powei   consumed  by   motor  and  control 

I  lu-  economy  in  control  is  not  i ibli    with  thi    polyphase  railway 

motor,  a-  i hi'-  motor  is  the  equivalent  of  the  direct  current  shunt 
motor,  wiili   which   the   rheostatic   loss   is  i  ei    than   with 

iln    -eric-  motor. 

The  use  of  alternating  current  on  the  car  allows  vol 
to  be  obtained   in  several   ways.     In  one  method  a  transformer  is 

arranged   with  a   large  numbei    of  leads  carried  to  a   dial   

trailer  drum.  The  Stillwell  regulator  is  a  well-known  example  of 
this  type  of  voltage-control.  This  method  of  regulation  i-  suitabli 
t. ,r  small  equipments  with  moderate  currents  to  !«■  handled.  The 
controller   will   be   subject    to   some    sparking,    a:    in    the   case   of 

current    apparatus,   and   therefon    b -    less    satisfactory 

:,,   the   car  d     ii      tpai  ity,     Another   method 

ble  with  alternating  current   is  entirely  non 
inn.  there   b  make-and-break   contacts.     This   controller   is 

the   so-called   "induction   regulator,"   which    is  a   transformer   with 

the  primary  and  secondary   winding pan n         I  In    voll 

ndary    winding    i-    varied   by    shifting    its   angulai 
ii    in   relation   to   the   primary.     With    this   type   of   voltage 
,  urrents  can  be  handled,  and  it   is  especially 
suitable    for   heavy   equipments,    such   as   locomotives.      It    i 

..ii,    method  of  control  available  with  alternating 

current,  which  avoids  the  inherent   troubles  of  the  direct   current 

controller.    'The  inductio  primarilj  a  transformer,  and 

all  wear  and  mrmed  to  the  supports  which  carry  the  rotor. 

Iln  n  i  controller  of   standard   direi         rren 

be   eliminated,   provided   ■<    suitable   alternating   current 

tained.     This  ideal  type  of  controller  is  not  applica 

the   polyphase   railway    motor,   in   which    -peed   conti 

i  in  ,1   < .ill >    through    i  i  '   --.      I  he    i 

than  the  direct  current,  as  there 
must   1  '.,r.  and  two  or   three  circuits   in 

Ii  i-  thus  apparent  thai  by  the  u 
alternating  current   with  an  alternating 

characti  the  direct  currci  notor,  the  l>e-t   features 

of  the  direct  current  system  can  be  obtained,  and  at  the  same 
tune  many  of  ii-  disadvantages  can  Ih  avoided. 


itself   into   i In- 
having    tl 
of  thi 

which  havi  char 

direct 
tor,  but   with  its  magnetic  circuit  laminated  throughout, 
and  wuli  -mli  proportii  mutati   allci 

motor,  and 
r   alternating  ,,r  direct  cumin  and   will  Ii. 
-.ime  torque  chat  Vnothcr  type  of  motot 

i-  -innl. ii   in  general  construction  to  thi 
arranged   m   a   different    manner.      Iln    field  ted   di recti) 

upply  circuit,   with  proper  control  appliances  in 
with    it.      1 1»     armature    is    jhorl  circuited    mi    itself    across    the 

approximal 
from  iln    ordinary  neutral  point.     Iln-  lir-t  of  these  two  ly] 

iii  large  units. 
This  is  the  type  of  motor  winch  the  Washington 

Baltimore  and  Annapolis  Ry.     Several  een  built  and 

i  -.  both  on  the  testing  -land  and 

so  favorable  that  the  system  was 

•  I  io  the  Cle\ el  enting  the  Wash 

i  -  Ry.,  and  afier  investigation  by  their 

engineers,  it   was  adopted.      \   description  of  the  apparatus  to  be 

i -  road  will  illustrate  the 

Singli  irrellt     will    he    -npplled    Io    the    ,  ar    at 

of   Hi  2-3  cycles  per  second,  or  2,ooo  alternatii 
minute.      The   current    from    the   overhead    trolley    wire    i-    normally 
fed   in   by   one   trolley    al    approximately    t.ooo  volts.     Within   the 
limits   of   the    Disirici   of   Columbia    two   trolley-   are   emplo) 

•litres-  the  use  of  rails  as  conductors  i-  prohibited  in 
ilu~  District,  presumably  on  account  of  electrolysis.  In  this  case 
the  tn ii  ■  ist,  bul   'he  contracting  coi 

has  b  n  'Undid  circuit. 

car    is    carried    through    a    main 
switch  :    the  car.  to  an  auto-transformer  con- 

between  lie  trolley  and  the  return  circuit.  At  approximately 
300  voh-  from  the  ground  terminal  a  lead  i-  brought  out  from  the 
insformer  and  pa--.-  through  the  regulator  to  one  terminal 
of  the  motors.  Foi  starting  and  controlling  the  -pied,  an  induc- 
tion regulator  is  used  with  idary  winding  in  series  with 
the  motors.  ndary  circuit  of  the  regulator  can  he  made 
either  to  add  to.  or   -ulisiract   from  tin    transformer  voltage,  thus 

or   lowering  the   voltage   supplied   Io  the   motors.       II, 

lator  therefore  does  double  duty.    The  controller  for  direct  current 
Men  u   lowers  the  voltage  supplied  to  the  motors  but  can- 
not   ral-e    n.    bul     in    all.  in. ilme    einnn  can   be  Connected 

for   an    intermediate    voltage,   and   can   <ithcr    raise   or   lower   the 
motor  voltage.     In  tins  way  the  regulator  cm  he  made  relatively 

small,    as    it    handles    only    the    variable  Ige    and 

the  maximum  voltage  in  the  secondary  winding  is  but  half  of  the 
total    variation    required. 

In  the  equipments  in  question,  the  range  of  voltage  at  the  motor 
is  lo  he  varied  from  approximately  _■  o  volts  up  to  (00 
slightly  higher.  Tin  transformer  on  the  car  will  supply  315  volts. 
and  ih  secondary  circuit  of  the  regulator  will  he  wound  in  generate 
more  than  100  volts  when  turned  to  the  position  of  its 
maximum  voltage.  This  voltage  of  the  regulator  i-  about  one- 
fourth  of  that  of  the  motors  at  full  '-r  can 
consequent  1  bi  made  relatively  small,  in  comparison  with  the 
motor  1  the  equipment.  It  has  been  found  unnecessary 
,,  volts  111  tin-  installation,  a-  this  allows 
low  riinnii,  and  approximately  200 
will  he  necessary  io  start  with  the  required  torque.  The  greater 
part  of  1 111-  voltage  i-  necessary  to  overcome  the  e.  m.  f.  of  self 
induction  in  the  motor  windings,  which  is  dependent  upon  the 
current  through  the  mol  I  the  speed  of  the 
armai 

llieie    will    1  e    four    motors    of    [00    Ii     p.    on    each    car.      The    full 
rated  voltage  ,1    eai  h   mi  tOI    is  approximately  220  volts.      Idle   n 

I    in   two   pan-,   each   consisting  of   two  armatures   in 

two  fields  111   -cue-,  and   the  I  wo  |,airs  are  connected  in 

parallel.      The  motors  a,e  connected  permanently  in   this  manner, 

1, ,  necessity  for  series  parallel 

operation,  a-  with  direct  current  motoi        l"o  ensure  equal  voltage 
io  the  armatures  in  sei  lancing  or  equalizing  action  i-  ob 

by   the   use  of  a   small   auto-transformer   connected   perma 


20,    1902.] 


STREET  U  \II.WAV   REVIEW. 


791 


nently  across  the  two  armatures  in  series,  with  its  middle  point  con- 
nected between  them.     The  fields  arc  arranged  in  two  pairs,  with 
'■Is  iii   series  and  two  pairs  in  multiple.      l*his  parallels   the 
idependently  of  the  armatures,  which  was  formerly  the  prac- 
tice with  direct  current  motors.     It   was  a  defective  arrangement 
with   such   motors,. as  equal   currents   in   the   field   did   nol    ensure 
equal  field  strengths  in  the  motors,  and  the  armatures  connected  in 
,  could  be  operating  in  fields  of  unequal  strength, 
with  unequal  armature  currents  as  a  direct  result.    With  alternating 
curents  in  the  fields,  t'  different.     The  voltage  aci 

is  dependent  upon  the  field  strengths,  and  th<  currcnl 
10   the  fields   naturally    divides   itself    for   equal    magnetic    strengths, 
hief  advantage   in   paralleling  the  fields  and  armature-   inde 
pendently   is.   that    one    reversing    -witch    may    serve    for   thi 

and  one  balancing  transformer  may  be  used  across  the  two 
t'   armatures.       The    ordinary    direct    current    arrangemi 
armatui  ries    with    their    own    fields    can    be    used,    with    a 

cr  number  of   switches   and   connection-. 
The    general     arrangement     of    the     auto-transformer,    regulator. 

'own  m  l"ig.  I. 
The    induction  or    controller,    resembles    an    induction 

n  general  appearance  and  construction.     The  primary  wind- 
placed  on  the  rotor,  and  the  Secondary  or  low   voltage  winding 
i-  permanent!)   short-circuited  on  itself.     The  function  of  this  short 
circuited    winding    i-    to    neutralize    the    self-induction 

winding    as    it    ■  influence    of    tin 


'jjl 


I 


primary.      I  he   regulator   i-   wound    for   two  poles,   and   therel 

ed    through    180     in    producing    the    full    range   of    voltagi     Ei 
the   motor-.     One   end   of   the   primary    winding   of   the    regulatoi    i 
to   the   trolley,   and   thi  point     ietweei 

lor  and  the  motor-.     It  ihu-  receives  a   variable   voltagi 

ial    advantage--    in    this 
iiieiit    of    the    primary    in    tin-    particular    case.       Fit 

'    a    higher  and    at    lower 

induction  when  running,  the  running  position  being   u  cd  in  these 

equipments    for    much    longer    |«-riod-  foi      tarting, 

■  11  the  motor-  an-  operating  at   full  voltage  the  current 

I., t  not 

dary    of   tin-    regulator. 

duction  in  tl  formci 

I   he 

through  il  n  ordinary 

■unit    iff   ill 

Wiih 
qualized 


direct  current  motor.  The  fundamental  difficulty  in  the  operation 
of  a  commutator  type  of  motor,  on  -ingle  phase  alternating  current 
he-  in  the  sparking  at  the  brushes.      Mie  working  current   passing 

h    the   motor    should   he  practically    no   more   difficult    to   com 
than    an    equal    direct    current,    and    il    i-    not    this    currcnl 
which   goes   trouble,      ["hi    real    source,  of    trouble   i-   found   in   a 
condary    curt   nl    sel    up   in   any    coil,   the   two   ends   of 
which  arc  momentarily  short  circuited   bj    a  brush.     This  coil   en 

the  alternating  magnetic  field,  and  thus  becomes  a  sccondarj 
circuit  of  which  the  field-coil  form-  the  primary.  In  the  motors 
of  the  Washington,  Baltimore  and  Annapolis  Railway,  tin-  com 
mutation  difficulty  ha-  been  overcome  by  so  constructing  the  motor 
that  the  secondary  or  short-circuit  currcnl  in  the  armature  coil  is 
small,  and  tin  commutating  conditions  so  nearly  perfect  that  the 
combined  working  and  secondary  currents  can  he  connnulated  with 
oul  sparking.  I  In-  condition  being  obtained,  the  motor  operates 
like  a  direct  current  machine  and  will  give  no  nunc  trouble  at  the 
commutator  than  ordinary  direct  current  railway  motors.  Experi- 
ence c.  <\  ring  i  eon  iderable  period  in  the  operation  of  motors 
of  IOO  h.  p.  capacity  indicate-  that  no  trouble  need  he  feared  at  the 
■  i  immutator. 

An   extended    -eric-   of   tests    were   made   with    the-e    motors   at   the 

Westinghouse  shop  n  East  Pittsburg,  both  in  the  testing  room 
and  under  a  car.  Fig.  _•  shows  curves  of  the  speed,  torque,  efficiencj 
and  power  factor  plotted  from  data  from  brake  ti   I 

It  should  be   noted  that   the  iencj    i     g I    being   very   nearly 

equal  to  that  of  high  class  direct  current  motor-.  The  power 
factor,  as  shown  in  these  curves,  i-  highest  at  light  loads  and  de 
with  the  loan.  This  is  due  to  the  fact  that  the  powet 
developed  increa  es  approximately  in  proportion  to  the  current, 
while  the  wattless  component  of  the  input  increases  practically  as 
uars  of  the  current.      The  curve  indicates  that  the  average 

power    factor    will    he    very    good.       I  he    calculations    for    the    W.,    I!. 

S  V  Ry.  -how  that  the  average  powet  Facto'r  of  the  motors  will 
he  approximately  So  per  cent. 

["he  averagi  efficiency  of  the-e  equipments  will  be  much  higher 
'luring  starting  and  accelerating  than  that  of  corresponding  due,  i 
current  equipments,  as  rhcostatic  losses  are  avoided.  When  run 
ning  at  normal  full  speed,  however,  the  efficiency  will  be  slightly 
h-ss  than  with  direct  current.  Thi-  i-  due  to  the  fact  that  the 
alternating  current  motor  efficiency  is  -lightly  lower  than  the  direct 

current,  and  in  addition  then    are   small   losses  in  the  transi 

and  the  regulator.  I  in  alternating  current  equipments  arc  some 
what  heavier  than  thi  lirecl  current,  thus  requiring  some  extra 
power,  both  iii  accelerating  and  at  full  speed.  Therefore,  for  infre- 
quent tops  the  direct  current  car  equipment  is  more  efficient  than 
thi  alternating  current,  but  foi  frequent  itops  the  alternating  cur- 
rent show  the  better  efficiencj  i-  I  on  the  East  Pittsburg  track 
verified  this  conclu  ion.  But  the  better  efficiencj  of  the  direct 
currcnl  equipment  with  infrequent  itop  is  offset  with  the  alter 
nating   current   bj    decreased  loss  in  the  trolley  wire,  by  reason  of 

the  highet    volti I,  and  by  the  i  limin: i  oi  the  rotat  v  con 

<i''i   lo    i        flu    ri   uliaiit  efficiency  for  the  system  will  therefore 
bi   i  qua!  to  oi   bi  ttei   than  that  of  the  diri  cl  cm  rent. 
In  tin   \V..  B.  &    V  Ry.  contract  thi   guarantee  given  by  the  West 

inghousi    Electrii    and    Manufacturing  Co.   states  that   the  effic j 

of  the  system  shall  be  equal  to  that  of  the  direct  current  system  with 

rol   i     con     1 1-       nl'    i. 

1 i'     0       mill,    ,,h,  i     i  in:,   ,iiii,in    j)    i,  in    « In,  h   is  rcla 

"i"  h  highi  i   than  in  tin    din  i  I  current.     'I  Ins  is  the  I 

'I"    rail   otinii.      l,i     havi     hown  that  at   2,000  alternations  il   is 

i at  a-  wiih  an  equal  direct  current     This 

■  ■  uld   i iou     mattet    hen    i  he  direct   i  ut  1 1  nl    rail 

i     high.      But    iln    Inglnr   alternating  current    trolley    voltage 

tl ■  in     o  much,  thai   thi    al ating  i  in  rem    rail  loss 

tii  illj   thi  h  dit   - ii    ii  ii  ii. d  voltagi        In 

direct   cnl    rail   lo      i     made   vet     lov 

,i   '■■■■>  ti    ol   pi  i«  ■  i .  i, ni    l,i    to  i  edui  ■■  ,  lei  trolysi 

- il nl, l  bi    lin-li,  i   i  km 

nl    il"-    -I ng  ii i  ret dui  toi  .     More 

ii .   wiih  coppct    teed nm  cted 

nabli    thi    i  til  lo     to  bi    I  -  d I 

!,   ■    ,1 

ii   ,    i ,,,i I   thi    lighl 

id  thi     ub    l  it    i, l,  i ,  ,i  I,,  i„ 

diffii    II      -I ■    diiagrei  abli    winking   ol   ordi 


792 


STREET  RAILWAY  REVII  W. 


[Vol.  XII,  No.  10. 


method*  of  over- 
winking   v 

\  two  phase  induction 

.   ■    ■  nit,  and  cur 

r.iu  v  led  primal  t  ihc  motor. 

approximately  go"   from  the  cur- 
i 
i.n  th.  the  two  phasi     were  put  through  ordi- 

igether.     I  he  resulting  illu- 
tani  from  the  la:  d  about  the  tame 

winkinj  with  3,000  alternations.     With  two  Glament9 

lamp   the   winking  di  rely.     A   three-phase   ar- 

■  until  would  work  in  the  same  ws 
\  much  simpler  method  was  tried  which  worked  equally  well. 
I  In-  consisted  in  the  use  of  very  low  voltage  lamps,     Low  voltage 
at  the  lamp  terminals  allows  the  use  of  :i  thick  filament  with  con- 
siderable heat   inertia.     Tests   were   mail     on   lamps  of  this   < 
a   frequency  of  2,000  alternation-,  and  the  light  appeared  to  be  as 


a 
i 

- 

5   8: 

\ 

*      -  a? 

1    BH 

1 

1 

1900 

> 

X 

E 
H 

—— — :-— VUl 

tob 

EF 

ICIGHCi 

V 

BO      BOO 

X 

/ ' 

\ 

1         1 

1 

1,1            ],M 

1  1         M         1 J 


BO  !>0         101)        110        120        130        140 

HORSE  POWER 


steady  as  that  from  the  ordinary  high-frequency  incandescent  lamp. 
The  low  voltage  is  not  objectionable  in  this  case,  as  a  numbei  of 
lamps  can  be  run  in  a  series,  as  in  ordinary  street  railway  practice, 
and  any  voltage  desired  can  readily  he  obtained,  as  alternating  cur- 
rent is  used  on  the  car. 

There  will  be  an   air   compressor,  driven   b  alternating 

current   motor,   on  r,    for   supplying   air   to   the   brakes   and 

for  operating  the  driving  mechanism  of  the  controller.     The  details 
of  this  mechanism  are  not  sufficiently  near  10  completion  to   p 
a  description   of  it.      The   method   used   will   be   one   which    1 
allows  operation  on  the  multiple-unit  sj 

The  generating   station   contains   sonic   interesting    electrical    feat- 
but  there  is  no  great  departure  from  usual  alternating  current 
practice.     There   will   be    three    1,500   kw.    single-phafe   altera 
These  are  24-pole  machines  operating  at  83  revolutions  and  wound 
lor   i5,(kx>  \olts  at  the  terminals.     Th<  the   rotatinj 

type,   with   laminated   magnetic   circuits   and   field-coils   of   strap  on 
edge.     The  field-coils  are  held  on  the  pole-tips  by  copper  sup 
which  as  dampers  to  assist  in  the  parallel  running.     The 

armatures    are    of    the    usual    slotted    type.      The    armature    coils 


are   placed    in   partial!.  ere  are   four  coils   per 

pole.     The  propoi  machines  arc  such  that  good  in- 

herenl   regul  btained   without    saturation  of  the  ma| 

circuit.      The    rise    in    potential    with    non-inductive    load    thrown 
off  will   be   approxini.it,  ly    1   per   cent.     An   alternative   estimate 

rni  tied    for  the  generators  proposing  20,000  volts   it 
of    15,000.      The    simplicity    of   the   type   of   winding   used,   and   the 
low   frequency,  are  l»iih   favorable  for  the  use  of  very   high   vol) 
age  on   tin    -  \-    [5,000  volt-   was  considered   amply   high 

lor   the   service,   the   engineers   for   the   railway  considered   it   inad- 
to  adopl  a  higher  voltage. 

iwo  exciters,  each  of  100  kw.  capacity  at  250  revo- 
lutions. II  I  for  125  volts  normal.  The  arma- 
ture of  each  exciter  ha-,  in  addition  to  the  commutator,  two  col- 
ling-. SO  that  -ingle-phase  alternating  current  can  be  deli 
ll  i-  the  intuition  to  use  the  exciters  as  alternators  for  supplying 
current  to  the  system  for  lighting  when  the  large  generators  are 
shut  down  at  night. 

The  main  station  switchboard  comprises  three  generator  panels, 
one   load   panel,   and   ''  1    panels.     High-tension   oil 

switches  are  to  be  provided,  operated  by  means  of  controlling  ap- 
paratus on  the  panels.  The  switches,  bus-bars  and  all  high-tension 
apparatus  will  be  in  brick  compartments  separate  from  the  board. 
In  each  generator  circuit  there  are  two  non-automatic  oil-break 
switches  in  series;  and  on  each  feeder  circuit  there  arc  two  over- 
load time-limit  oil-break  switches  in  series.  The  two  oil-break 
-witches  in  series  oil  the  same  circuit  can  he  closed  separately  and 
then  opened  to  test  the  switches  without  closing  the  circuit.  With 
the  switches  in  the  closed  position  they  are  both  operated  r.t  the 
same  time  by  the  controlling  apparatus,  to  ensure  opening  of  the 
circuit,  and  to  put  less  strain  on  the  switches,  although  either  one 
is  capable  of  opening  the  load.  There  will  be  nine  transformer  sub- 
-  distributed  along  the  railway  line.  Each  station  will  con- 
tain two  250  kw.  oil-cooled  lowering  transformers,  supplying  ap- 
proximately 1,000  volts  to  the  trolley  system.  Two  transformers 
are  used  in  each  station  so  that  in  case  of  accident  to  one  trans- 
former the  station  will  not  be  entirely  crippled. 

It  is  the  intention  of  the  railway  company  to  operate  a  direct 
current  road  already  equipped  with  the  direct-current  system.  The 
present  direct  current  car  equipments  arc  to  be  retained,  but  the  cur- 
rent will  be  supplied  from  a  rotary  converter  sub-station  fed  from 
the  main  system  of  the  W.,  B.  &  A.  Ry.  As  this  system  is  single- 
phase,  it  is  necessary  that  single-phase  rotaries  be  used  in  the  sub- 
stations.  There  arc  to  be  two  200  kw.  550-volt  rotary  converters. 
These  arc  4-poIc,  500-revolution  machines.  The  general  construc- 
tion of  these  machines  is  very  similar  to  that  of  the  Westinghouse 
polyphase  rotary  converters.  The  armature  resembles  that  of  a 
polyphase  rotary  except  in  the  number  of  collector  rings,  and  in 
certain  details  of  the  proportions  made  necessary  by  reason  of  the 
use  of  the  single-phase.  The  commutating  proportions  are  so  good 
t hat  any  reactions  due  to  the  use  of  single-phase  will  result  in  no 
injurious  effect.  The  field  construction  is  similar  to  that  of  a  poly- 
phase  rotary.  The  laminated  field-poles  are  provided  with  dampers 
of  the  "grid"  or  "cage"  type,  a  form  used  at  present  in  the  Westing- 
house  polyphase  rotary  converters.  The  dampers  serve  to  prevent 
bunting,  as  in  the  polyphase  machines,  and  also  to  damp  out  pulsa- 
tions due  to  single-phase  currents  in  the  armature.  The  damper 
acts  to  a  certain  extent  as  a  second  phase.  Each  rotary  converter 
is  started  and  brought  to  synchronous  speed  by  a  small  series  alter- 
nating current  motor  on  the  end  of  the  shaft.  I  he  voltage  at  the 
motor  terminal-  can  be  adjusted  either  by  loops  from  the  lowering 
transformer  or  by  resistance  in  scries  with  the  motor,  so  that  true 
synchronous  speed  can  be  given  to  the  rotary  converter,  before 
throwing  it  on  the  alternating  current  line 

From  the  preceding  description  of  this  system  and  the  apparatus 
used  on  it.  some  conclusions  may  be  drawn  as  to  the  various  fields 
where  it  can  bl  applied  to  advantage.  It  is  evident  that  a  good 
field   for  it   will  be  on  interurban  long  lines  such  as  the 

\\\,   R.  &  A.   Ry.     On  such  railways,  high  trolley  voltage  and  the 
absence  of  converter  sub-stations  arc  very  important  factors. 

For  heavy  railroading  also,  this  system  possesses  many  ideal 
es.  It  allows  efficient  operation  of  large  equipments  at  prac- 
tically any  speed  and  any  torque,  and  also  avoids  the  controller 
troubles  winch  are  ever  present  with  large  direct  current  equip- 
ments. It  also  permits  the  use  of  high  trolley  voltage,  thus  reduc- 
ing the  current  to  be  collected.    In  this  class  of  service  the  advan- 


Oct.  jo.   iooj.] 


STREET  RAILWAY  REVIEW. 


793 


(ages  of  this  alternating  current  system  are  so  great  that  it  is  pos- 
sible that  heavy  railroading  will  prove  to  be  special  field  for  it. 

For  general  city  work,  this  system  may  not  find  a  field  for  some 
time  to  come,  as  the  limitations  in  the  present  system  are  not  so 
great  that  there  will  be  any  urgent  necessity  for  making  a  change. 
It  is  probable  that  at  first  it  will  be  applied  t.>  new  railways,  or  in 
changing  over  steam  roads  rather  than  in  replacing  existing  city 
equipments.  One  difficulty  with  which  the  new  system  will  have 
to  contend,  is  due  to  the  fact  that  the  alternating  circuit  equipments 
cannot  conveniently  operate  on  existing  direct  current  city  lines,  as 
is  the  present  practice  where  interurhan  lines  run  into  the  cities.  It 
will  be  preferable  for  the  alternating  current  system  to  have  its 
own  lines  throughout,  unless  very  considerable  complication  is  per 
mined.  When  the  alternating  current  system  applied  1"  interurhan 
ami  steam  railway*  finally  becomes  of  predominant  importance,  it  is 
le  that  the  existing  direct  current  railways  will  gradually  be 
alternating  current  as  a  matter  o(  convenience  in  tying 
the  various  lines  together. 

As  was   stated  above,  alternating  current   equipments  cannol    con 
veniently  be  operated  on  direct  current   lines,      li    does   not   follow. 
however,  that   the  motor   will   not   operate  on   direct   current.     On 
the  contrary,  the   I  direct    current   machine,   and 

if   supplied    with    suitable   control    apparatus    and    proper    voll 
will   operate    very    well    on   the   direct    current    lines.       This    would 
require  that  the  m  i  nnected  normally  in  series,  a*  thi 

r  motor  is  low.   A  complete  set  "f  direct  current  control  appa- 
ratus would  be  needed   when  the   alternating   current   equipment    i- 
to  be   run  on   direct    current,   and   considerable    -witching    apparatus 
iry    for    disconnecting    all    the    alternating    current 
item  and  connecting  in  the  direct  current      die  complica- 
stem  may  he  sufficienl  enl   its  use,  at  least 

some  time  to  come. 

very  -trict  laws  are  in  force  in  regard  to  the 
variations  in  various  parts  of  the  track  system.  The  permis- 
sible variations  are  so  small  in  some  cases  that  an  enormous  amount 
of  copper  is  used  for  return  conductors;  and  in  some  cases  special 
boosters  are  used  in  the  return  circuits  to  avoid  large  differences 
of  potential  between  the  various  parts  of  the  track  system.  The 
object  in  limiting  the  conditions  in  this  manner  is  to  avoid  troubles 

The   alternating   current    System    will.     n    e, 

remedy  this. 

city  work,  it  i-  probable  that  voltagi  i  500  or  600  would 
lie  employed  in-tcad  of  1,000  or  higher.  The  transformers  and 
controllers  can  be  designed  to  be  readily  changed  from  full  to 
half  voltage,  so  that  low  voltage  can  he  used  on  one  part  'if  the 
line  and  high  voltage  on  another.  As  the  car  equipments  of  such 
railways  are  usually  of  small  capacity,  it  is  probable  that  speed 
control  will  be  obtained  by  mean-  of  a  transformer  with 
numlx -.  ntrol    drum,    rather    than    bj 

of    the    induction    regulator,    as    the    latter    device    is    much 

1  small  units.     I  hi-  i,  chiefly  a 
and    if    the   advantages    of    the    induction    regulator    are    found    to 
■  igh   the   objection   of   high   first   cost,   then    it    will    1 
on  small  equipmi 
In   the   W.,    B.   &    A.    Ky.  I    for    single 

In  I  with  many   feet 

ay  be  wound  for  three-phase,  with  sit 
carried  out   to  the   transformer   sub-station;   or   tl  trans 

with  the  ti  d  in  such 

fairly    well  balai. 

many   an  and    combinations    of   appa 

1    equip 

which   ha  cable 

ill   that   can  But    enoi 

pi 
ommei 


ENGLISH   CALIFORNIA   CARS. 


ganiown  (V.  R.,  a  1 1  mill  id  run 

ning  ot  ded  to  King 

I  oal    land 

tbii  liru  tutting  in  a  large  numl  h  1 

building  >  point 

t   Virginia  Central. 


We  have  received  from  the  Electric  Railway  &  Tramway  Car- 
riage Works,  Ltd.,  of  Preston,  England,  photographs  of  the  Cali- 
fornia style  of  car  which  they  are  building.  The  car  adheres  pretty 
closely  to  the  original  California  design  in  many  of  the  leading 
features,  as  will  be  seen  by  a  glance  at  Fig.  1.  A  pair  of  trans- 
verse seats,  however,  are  all  that  are  used  at  the  ends  and  these 
are  placed  hack  to  back. 

The  seats  are  made  with  round  corners,  but  evidently  there  was 
difficulty  in  producing  the  end  panel  for  it  has  only  a  single  curve 
and  apparently  does  not  have  a  pocket   for  the  post,  nor  a  complete 


PIG.  1     ENGLISH  BUILT  CALIFORNIA  CAR. 

hearing  on  the  po-t.  The  windows  in  the  body  are  the  usual 
Knglish  type,  very  large,  and  fitted  with  drapery  curtains  as  well 
a-  roller  blinds.  The  platform  steps  are  novelties.  They  are 
shown  on  a  larger  scale  in  Fig.  2.  This  design  is  evidently  forced 
upon  the  construction  by  the  narrowness  of  the  body  and  the 
limited  space  available. 

The  height  of  the  body  made  two  steps  necessary.  The  lower 
one  had  to  he  cut  away  lo  make  room  for  the  truck  to  swing  on 
curves. 

The  width  was  limited  to  such  a  degree  that  the  steps  had  to  be 
placed  vertically  one  above  the  other.  To  give  standing  room  on 
the  lower  step  the  upper  on,'  1-  cut  away  in  the  center.  The  design 
is  ingenious,  hut  it   is  not  one  which  would  he  adapted  except  under 


FIG.  J    A  R  u  \  N 1 .  E  M  E  N  T  '  I  !■'  sT  EPS, 

tl pul  1 t    circumstano  .      ["he    platf 1   or   open   ends 

1  -    littli    01    no  protection,  curtains  closi    the  openings  next  the 

ear    body,    but    thej     Onl)     loe.ii    lo    the    seat    level.      The    seat 

ne]   1     curved   in   such  a  way  as  to  make  it   impossible  to 
bring  the  curtains  lower.     The  car  as  a   whole  is  an   instructivi 

of  the  1  .'iii'"  in  1   di   ign  lifii  d  to  meet   thi    n  ml     ol 

the    liieli    li    'Innate,    and    the    1  eipiireinent  s    of    a    narrow    gage    roj.l 

minimi  space  m  tie     treet  limit-  both  width  and  length. 

in    \ni.  unatel]    i"i   1  ar  designei  1  but   lew  cities 

in    which    unlimited     1 1    rolling     tock    cannol    be   obb id. 

On  the  1 1,  however,  il   is  1 inttsual   i"  have  a  limiting 

M  idlll    "I     7     I!      "I      I'  lo    '  "Hi.  11. 1     with. 


1  he  \\  heeling  1  W.  Va.)    fraction  Co  on  1  li  tobei   1  il  I"  gar  run 
ning  cat     on  'I u    Wheeling  8    Western   Ry,  to   Pa  coe,   tout 

di  I  ml    ""i   'i  thai  daj    1 pi  1, ovei  part  of  a 

16  nub  on  to  Si    I  laii  •■  ill'    1 1 .  from  ill.  1 1  1.  rminu    "i 

B    0     "i-     'i'  1  ion      '   1  "i   1:1  "li"  1 11     ( )ne  of 

li      1 '        W    1  lot'  'I     ,111.1     hi I"  '  'I 

ctoril 


r'»4 


STREET  RAILWAY  REVIEW. 


[Vol.  XII.  No.  10. 


CECO'    ELECTRICAL    MACHINERY. 


I  be    Cliri 

upon  the  market  electrical  machinery,  in- 

cluding   dired    current    motors    and    •  ernators    and 

irmers,  known  as  the     I 

.  luring    eled  ilri\  ing  ail 

i   with  the  well-known  Christen 
equipments  on  i  nd  we  understand  that   more 

in    highly    satisfactory    service 
bout  the  v.  built  a  large  num 

i    various   capacil  driving   air   compressors 

used  in  gen<  motors  for  driv- 

ing  machine   tools  and   shafting   in   its  own   works.     In  order   to 
manufacture  ipany  has  maintained  an  extensive 

equipment,  particularly   suited  t"  the  purpose,  and  some  tin 

decided   to   greatly    increase   the   company's   manufacturing 
facilities  and  to  develop  a  complete  lira  ical  machinery  of 

the  highest  grad 

l  Ik  policy  of  the  Christensen  company  has  always  been  not  to 
place  any  apparatus  upon  the  market  until  the  entire  work  ol 
development  Iki-  Keen  satisfactorily  completed,  and 
lion  and  success  of  the  air  brake  apparatus  are  largely  due  to 
this  policy.  Therefore  the  company  lias  made  no  announcement 
regarding  its  electrical  apparatus  until  the  various  lines  were 
completely    develop    I  ted.      I'lie   company   is   now 


I  lie   field    poles   are   built   of   laminated    sheet    steel.      The   larger 
machines   have   four   poles,   and   the   smaller    sizes  arc   built   with 
two   only,    thus    permitting    tlic    use    of    a   commutator    that    can    be 
insulated    fat    mote    satisfactorily    than    is   possible    in    small    ma- 
of   the   usual    I-  The  poles   arc   bolted 

to  the  yoke  so  that  a  rigid  construction  is  obtained,  and  the  pole  is 
easily   removable  witi  irbing  the  armature. 

field    winding    i  machine    formed 

curately    wound    by    automatic    machinery.      Any    field    coil    can    be 
and    quickly    removed    without    disturbing    the    armature    by 
•imply    withdrawing    the    pole    as    explained    above       The    armature 
core  is  built  up  of  punched  disks  of  soft  sh  otted  around 

receive    the    armature    winding.       These    disks    are 
re  annealed  and   it  ftei  being  punched,  before  assembling. 

I  lie  shape  of  the  punching  is  such,  that  when  assembled  on  the 
Steel  shaft  openings  arc  provided  for  ventilation  parallel  to  the 
shaft  Additional  ventilation  is  secured  by  the  use  of  radial  air 
ducts. 

The  armature  coils  are  all  machine  wound.  Those  for  the 
•  miller  motors  are  of  wire,  while  those  for  the  largi 
composed  of  copper  bars.  The  coils  arc  all  carefully  insulated, 
then  dipped  into  a  hath  of  special  insulating  compound,  and  finally 
in  a  drying  oven  until  they  are  thoroughly  haked.  Sur- 
face bands  are  used  to  retain  the  coils  in  the  slots  on  the  smaller 
sizes,    while    the  lit    is    secured    in    larger    sizes    by    the 

use  of  retaining  wedges  placed   in   specially  provided   notches   near 
the  top  of  each  slot. 

The    commutator    is    built    up    of    pure    hard-drawn    lake    copper 


IHKEi'T  >  URRENT    n  ll    i      l  .  OPEN  MnTiik. 


ARMATURE  FOR   DIRECT  CURRENT  "CECO"  MOTORS 


prepared  to  build  machine-  up  to  i.jno-kw.  in  capacity,  suitable 
for  general  power,  railway  or  lighting  service. 
The  line  of  "Ceco"  motors  known  as  Type  C  1  ..  ranging  in  ca- 
troiii  2  to  50-h.  p..  is  illustrated  herewith.  These  motors 
arc  made  in  three  style-,  open,  semi  enclosed  and  enclosed.  The 
standard   styles  are   belted,   but    anj    motor   can   be   geared   or   direct 

0   the   driven   machine   or    shaft.       ["hi    1  .    E     motO 
for    general     service    in    industrial     establishments     of    every    kind 
where  a  high  grade,  durable  and   reliable  machine  is  required. 

The    frame    or    magnet    yoke    to    which    thl  Bred    is 

cylindrical    in    shape.      It    is    composed    of    a    single    steel 
The    bearing    brackets    are    secured    to    the    frame    by    bolts.      The 
ounted  on  top  of  the  frame  where  they  at 

bin    whei  1     readily    ac- 

cessible in  case  it  is  desired  to  change  the  connections  in  order 
to  reverse  the  direction  of  the  motor.  The  two  bearings  are  sup- 
ported by  two  end  brackets,  which  are  identical  and  interchange- 
able, so  that  the  motor  is  symmetrical  and  pleasing  in  appear- 
ance. The  semi-enclosed  style  is  the  same  as  the  open,  but  with 
the  addition   of  four  perfor.  ible  iron  cover  plates.     The 

plates   fit    into    four   open  veen    the    arms   of   the    end 

brackets,  and  can  be  quickly  and  easily  removed  or  replaced.      The 
the   same  as   the    semi-em  pt    that    the 

are  solid  instead  of  perforated.  Either  style  of  cover 
plates  will  fit  into  the  open  style  motor,  consequently  the  same 
motor  may  be  used  as  open,  semi-enclosed  or  enclosed. 


segments  insulated   from  each   other  by   sheets  of  the  highesl 
of  mica,  of  hardness  correspondinj  copper,  so  that 

a  smooth  and  even  wearing  surface  is  presented  to  the  brushes. 
gments  are  of  generous  length  and  depth,  to  insure  cool 
running,  and  allow  ample  margin  for  wear.  The  commutator  is 
easily  removable  from  the  armature  shaft,  tapped  holes  being  pro- 
vided in  the  face  of  the  commutator  sleeve  for  that  purpose.  As 
the    commuta  trouble    than    all 

other  parts  of  a  motor  combined,  unusual  care  has  been  given  to 
the  de-ign  and  construction  of  this  important  element  of  the  "Ceco" 
motors. 

Carbon  brushes  arc  used,  and  the  brush  holders  arc  of  the 
Christensen  spring   reaction    type.      They   arc   very 

simple  in  design  and  absolutely  reliable  in  operation.  The  brush 
holder  studs  to  which  the  holders  are  secured  are  mounted  upon 
a  yoke,  which  is  fastened  to  the  inner  side  of  the  bearing  bracket. 
Each  brush  can  be  readily  adjusted  and  any  brush  can  be  quickly 
and  easily  removed  while  the  motor  is  running. 

The  brush  contact  area  is  such  as  to  make  the  current  density 
as  low  as  is  consistent  with  economical  design.  Wear  of  the  com- 
mutator is  provided  for  by  radial  adjustment  of  the  brush-holder 
Studs.  After  the  brushes  arc  properly  set  no  shifting  is  required, 
and  the  motor  operates   without   noise  and   without   sparking. 

The  bearing  surfaces  are  generous  in  area.  Self-aligning  bab- 
bited bearings  with  the  well-known  self-oiling  ring  arrangements 
are  provided. 


Oct.  20,  igro.] 


STREET  RAILWAY  REVTEW. 


795 


The  motors  are  mounted  on  a  cast   iron  sub-base  which  is  com- 
posed  of   a    single   casting,   thus   insuring   perfect   alignment.     Belt 
tension   is   accomplished   by    moving   the   motor   upon   the   sir 
in   the  usual   manner. 

The  "Ceco"  motor<  arc  designed  to  operate  at  their  rated  loads 
without  the  temperature  of  the  armatures  rising  more  than  30°  C. 
The  rise  in  temperature  of  the  field  coils  under  these  conditions 
is  not  to  exceed  400  C,  and  of  the  commutator  .45  C  1  I 
chines  are  intended  to  operate  from  no  load  to  lull  load  with  the 
brushes  in  a  fixed  position  without  sparking,  and  also  operate  for 
-urs  with  25  per  cent  overload  and  for  two  or  three  minutes 
with    50  per    cent    overlood   without    injurious    heating    or    sparking. 

These  motors  will  operate   in  any  position  in  which  the  shaft  is 

horizontal.     This  is  accomplished   by   shifting  the  bearing  brackets 

on  the  frame  so  that  the  oil  chamlurs   remain  in   the  proper  posi- 

-.hethcr  the  motor  is  secured  to  the  floor,  the  ceiling  or  the 

side  wall. 

A    rigid    system   has   been   established    for   the   inspection   of   the 

parts   of   each    machine   while   undei    construction,   and   there   is   no 

material    or    workmanship    to    hide    under    canvas,    rope,   or 


■■  .  THREE-PHASE  BELT  DRIVEN  AI.TKKNAT' ik\ 

other    "protecting"    material.      When    completed    each    machine    is 
given  a   severe  running  and   high  insulation  test.     Then   the 
is    rubbed    with    a    good    filler   and    painted.      All    bright    pari 
polished,    so    that    in    addition    to    being    compact    in    design,    sub- 
stantial  in    construction   and    superior    in    performance,    each    ma- 
chine 1  graceful  and  pleasing  appearance. 

All  the  "Ceco"  alterre  belted,  engine  type  or  direct 

thu     lea    ng  'he-  armature 
stationary  form    of    construction 

the    difficulties    of    properly    insulating    the    armature    coils    which 
■  I  much  trouble  in  rotating  armatures  are  eliminated. 

The    frani'  into    which    rings   of 

laminatl  .-- 1 1 1 1     inwardly     proji  th    arc    as:* 

thereby    forming    slots    for    receiving   the   armature    windings.     The 
armatun  lots  pel    pole   jo  thai   it  may  be 

■round  or  rewound   ior  single,  two,  or  thro    pi 
The  armatun-   train'-     for   the   belt-driven   alterna 
one  piece,   while   the    frames    for   the   direct   driven   machines  arc 
divided    horizontally.      All    the    armature    coils    for    1 

it  they  an    inti  1 
specially   ii  al   they  will 

stand    without    injury,    the    high'  thai    will    ever    lie 

'I  he    poles    ar<-    built    up    of  Ian                      'I     upon    :>     ■  ■   1     iron 

which  is  mounted   '  ;  'It.     In  lli 

the  laminati  ring   which 

is   carried   on   the    shaft    by  I  lit 

indivb1  v.nh   th.-ir  coils, 


without  dismantling  the  machine.  The  field  coils  are  composed 
of  rectangular  copper  strap  bent  on  edge.  The  collector  rings 
are  made  of  cast  iron,  and  carbon  brushes  are  used,  thus  reducing 
the  tension  required,  and  the  wear  of  the  parts.  Standard  fre- 
quencies are  60  and  25  cycles  per  second.  With  the  exception 
of  the  smaller  sizes  "Ceco"  alternators  can  be  wound  for  any 
up  to  15,000.  The  temperature  rise  when  running  con- 
Is  with  full  load  at  any  power  factor  will  not  exceed  35° 
C  in  the  armature  or  40°  C.  in  the  fields.  At  25  per  cent  current 
overload  the  corresponding  temperatures  will  not  exceed  400  C. 
and  500  C.  The  machines  are  all  designed  so  that  they  will  carry 
satisfactorily  a  50  per  cent  current  overload  for  two  hours  at  any 
power   factor  without  injurious  healing. 

The  Christensen  Engineering  Co.  is  entering  the  electrical  manu- 
i'acluiM  wnli   exceptional   advantages.     Its  present  works 

were  completed  but  two  years  ago  and  no  expense  was  spared 
in  providing  every  facility  for  the  rapid,  accurate  and  economical 
manufacture  of  its  product.  The  equipments  of  machine  tools, 
cranes,  special  machines,  etc.,  is  unusually  extensive,  modern,  and 
complete.  The  foundation  for  a  250  ft.  extension  to  the  main 
machine  shop,  which  is  186  ft.  in  width,  has  just  been  completed. 
There  are  three  stories,  and  this  extension  will  provide  88.000 
additional  sq.  ft.  of  floor  space 


PITTSBURG  AND  WHEELING   UNITED  BY 
TROLLEY. 


Direct  communication  between  Pittsburg,  Pa.,  and  Wheeling,  W. 
\'a.,  via  electric  lines  will  In-  inaugurated  within  three  years,  if 
thi  plans  of  the  Washington  &  Canonsburg  Railroad  Co.  are  con- 
summated. The  latter  was  organized  six  months  ago  to  lake  over 
and  extend  the  lines  of  the  Washington  (Pa.)  Electric  Street 
Railway  Co..  which  for  the  last  10  years  has  operated  a  five-mile 
electric  system  in  the  borough  of  Washington.  Francis  J.  Tor- 
rance, president  of  the  old  company,  and  ex-Senator  Arthur  Ken- 
nedy,  of  Pittsburg,  wen  principally  instrumental  in  effecting  the 
reorganization,  and  now  propose  to  extend  the  system,  under  a  new 
charter,  which  was  recently  obtained,  to  Canonsburg.  a  distance  of 
m  miles,  and  to  build  another  line  in  the  diiection  "t"   Pittsburg. 

I  Ik-  distance  from  Washington  to  Wheeling  is  3,5  miles,  and  a 
portion  of  this  route  is  already  served  by  electric  lines,  so  thai  bul 
18  miles  remain  I"  be  built  in  thai  direction.  Connections  will 
pobably  be  made  between  the  proposed  extension  of  the  Washington 
&  Canonsburg  company  and  the  Wheeling  &  Him  Grove  R.  R., 
which  latter  was  recentlj  converted  from  a  steam  dummy  line  into 
;,n  electric  system,  and  is  now-  operated  to  West  Alexander,  18 
mill      iii'iii   Washington.     A    portion   of  the  track   laying   between 

Washington  and  Cai burg   has  been  completed,  and  this  line  is 

to  be  open  foi  Irani,  within  six  months.  Formerly  the  Washington 
Inns    were    operated    by    power    supplied   by   the    Washington    Light 

>\     Powei    Co..    bin    (in    the    1 ile    extension    in    <  'aiiuiisburg    it    is 

i   i"  en-el   .1  l.iiL'i    powr  house  at  all  estimated  cost  of  $100,- 

o:k).     I  in   equipment  of  the  plant  will  be  entirely  Westinghouse,  and 

the  capacity  will  be  from   1.700  to  2,000  h,  p.    The  proposed  single 

tem     between    Wa  hington     md    Canonsburg    will    be    ol 

tandard  con  truction,  70-lb.  rails  being  used,  and  all   railroad  cross- 
ill   I"    in. nil    overhead,     The  crossings  include  a  number  of 

teel  bridgi      thi    loni i  which  will  be  500  ft.  in  length,  and 

will  span  the   Panhandle  track    al    Houstonville,     The  bridges  are 
mi. 'I  by  the  Fori   Pitt  Bridge  Works  al  Canonsburg, 

Me   pi centlj   hi  angi  d  for  a  bond  ii  ue  to  the  .1 unl 

of  $650,000,  the  proceed    of  which  will  defray  the  1    1 oi  tin 

1      on      11    el  1    1  nl    under  way,  and   the  COSl    ol 

proposed        n    east  of  I  a tburg, 

— * » » 

I  In-  Quincy   (III.)    Horse   Railway    • Co.  recently  do 

nated  thi   earning    ol  il      .  tem  foi  a  day  to  the  two  hospitals  in 

1    '    nl.    i| ■•  oi  He  ii"  pital  trustei     1 10I11 

Hon  of  lb. mi     to  Managi  1  1  hubbui  I    -.-  a    pa    ed 


I  l  provisii  ma!   mtl tation  ha    bei  a  granted  for 

1  ■  lb.    Rue  Quatn    Si  pb  mbn   and 
the   Km-   Reamur,   into  thi    heafl   ol   thi    eirj       ["hi    Paris   papers 

1  of  thi   1 1<  .ii'  1 lie  me.  the  1  " 

marring  the  beauty  of  the  French  capital. 


796 


STREET  RAILWAY  REVIEW. 


[Voi.  xil.  No    10 


NEWS  OF  THE   MONTH. 


began  operating 

-.  ly   completed   third-rail   electric   system   on   the 

Sixth   Ave.   eleval  the  58th   St   Station  and   Rector 

with  entirelj    satisfactory   results.     The  work  of 

substituting  a   motive  power  on  the   re- 

maindi  pidly  progressing,  but  until  the  change 

■■hall   lie  effected  over  the  entire  line,  the  express  and    ! 

to  Harlem  will  lie  made  a-  usual  by  locomotive  trs  greater 

elTcctivcncss    of    the    electrii  which    lia^    tlms    far    been 

demonstrated  by  experiment,  is  largely  the  result  of  thi 
weight    of   the   trains.      Trains   are   made   np   of   six   cars,   four   of 
which  are  n  the  weight  of  their  motor  equipment,  about 

being  five  ions  less  than  the  weight  of  the  old  locomotive. 

the  motive  power  of  the  new  trains  is  about  four  times 
greater  than  that  of  the  Irains  formerly  in  use.  Work  is  rapidly 
being  pushed  on  the  unfinished  section  through  53d  street,  connect- 
ing  Ninth  and   Sixth   Avcs.,  and   so  soon  as   it   shall   be  completed 

on  the  west   side  will  be  propelled  by  electricity. 
The    Brooklyn    Rapid    Transit    Co.    ha  d    to    the    pi 

of  residents  of  the  Eastern  District,  by  reducing  the  fare  on  the 
elevated  line  from  the  Eastern  District  to  Brighton  Beach  from 
15  to  10  cents.  Transfers  from  the  Lorimer  St.  line  to  the 
Brighton  Beach  line  are  now  issued  at  Malbone  St.  and  Flatbush 
\vc.  The  Rapid  Transit  company  expects,  if  the  conditions  in  the 
labor  market  are  favorable,  to  complete  the  power  house  now  in 
course  of  construction  at  First  St.  and  Third  Ave..  Brooklyn, 
by  spring,  at  which  lime  the  change  of  motive  power  to  electricity 
on  all  trains  will  be  effected.  In  view  of  the  scarcity  of  anthra- 
cite the  company  has  secured  a  large  supply  of  soft  coal,  and  is 
equipping  all  its  cars  with  modern  heating  apparatus  in  preparation 
for  cold   weather. 

The  plans  for  relieving  the  congestion  at  the  Brooklyn  Bridge 
terminal,  which  were  prepared  by  Neils  Poulson  and  submitted 
by  the  Manufacturers'  Association  of  Brooklyn,  were  finally  dis- 
approved by  the  committee  to  which  they  had  been  referred  for 
investigation  by  Mayor  Low.  Mr.  Poulson  had  offered  two  sug- 
gestions, one  providing  for  a  change  of  switching  arrangements 
for  the  bridge  and  elevated  trains  which  would  do  away  with 
tail  tracks  and  have  each  train  discharge  and  load  simultaneously, 
and  one  providing  for  a  new  method  of  operating  the  trolley  cars 
I  he  former  plan  was  deemed  ingenious  but  impracticable,  as  it 
would  entail  a  grade  crossing  for  all  incoming  trains  at  a  time 
when  such  trains  are  loaded  with  passengers.  After  further  in- 
vestigation the  committee  formulated  a  new  plan,  which  involves 
the  construction  of  four  additional  loops  at  a  point  midway  be- 
tween the  present  loops  and  the  end  of  the  station,  and  the  chang- 
ing of  the  position  of  the  galleries  to  a  place  directly  beneath  the 
bridge  platform  so  that  the  trolley  cars  may  pass  under  them. 
Bridge  Commissioner  Lindenthal  has  approved  the  recommenda- 
tions of  the  committee,  and  if  the  proposed  change  be  effected  in 
accordance  with  these  plans,  the  expense  will  be  borne  by  the 
Brooklyn  Rapid  Transit  Co.  Subsequently,  the  engineers  of  the 
latter  company  submitted  plans  to  Mr.  Lindenthal  providing  for 
the  location  of  tracks  on  Liberty  St.  for  convenience  in  handling 
traffic  during  rush  hours,  and  for  the  establishment  of  a  bridge 
plaza  at   the   Brooklyn  terminal  at  Liberty   St. 

Mr.  William  Barclay  Parsons,  chief  engineer  of  the  Rapid 
Transit  Commission,  in  an  interview  prior  to  his  departure  for 
Europe  on  October  7th,  stated  that  satisfactory  progress  was  be- 
ing made  on  the  subway,  and  that  the  work  of  laying  rails  would 
probably  be  begun  in  December,  by  the  end  of  which  month  it  is 
expected  to  have  seven  miles  of  four-track  road  completed.  Ac- 
cording to  the  plans  of  the  Commission,  the  main  section  will  be 
opened  next  October,  15  months  within  the  time  limit  of  the  con- 
tract. Contracts  have  been  let  for  the  stations,  which  will  be  of 
three  classes,  one  appropriate  to  the  residence  district,  one  to  the 
shopping  district,  and  one  to  the  commercial  section  below  14th 
St.  The  stations  will  be  designed  with  a  view  to  securing  artistic 
effects,  a  distinctive  color  scheme  for  each  section  of  the  road 
having  been  adopted.  Panels,  outlined  in  colored  tiling  will  be 
used,  and  the  stations  will  be  lighted  by  electric  lamps  recessed 
in  the  ceilings,  and  protected  by  ground  glass  shields.  Wood  will 
be  dispensed  with  in  the  construction  of  the  stations  to  as  great 
a    degree   as   possible,   the    walls   and   partitions    being   of    vitrified 


brick   and    white    glass   tiles,   and   the   ceilings   of   white   glass  tiles, 

led    from    the    roof    beams      Some    of    the    stations    will    be 

provided  with  eli  enience  of  transferring  pas- 

equipmenl  will  in  most  cases 

phone    1 1I1-   .ind    telegraph    stations.     The   stairways 

will    he    Iwiee    as    numi  those    of    the   elevated    roads,    and 

much    wider.      ( lutgoing    and    incoming    passengers    will    he    kept 

An  accident,  insignificant  as  such,  hut  interesting  from  a  me- 
chanical point  of  view,  happened  on  September  ,10th  at  the  bridge 
across    the    I  which    was    completed    some   two 

months  ago  bj  the  Brooklyn  Rapid  Transit  Co.  to  replace  the 
antiquated  structure  of  the  old  Nassau  Co.  The  new  bridge, 
which  was  described  in  the  "Review"  for  February,  1002,  met  the 
il  of  the  Government,  and  is  in  every  way  a  substantial 
structure.  Il  i^  not  equipped  with  a  draw,  hut  is  arranged  to  fold 
up  in  the  manner  of  a  fan,  the  shore  end  of  the  girders  being 
worked  on  a  pivot.  Owing  to  a  defective  eycbolt  at  the  lower 
extremity  of  the  suspender  rod,  the  latter  gave  way,  without  warn- 
ing, and  the  swinging  portion  of  the  bridge  fell,  each  separate 
section  striking  the  water  with  a  tremendous  splash.  A  train 
was  due  at  the  time  of  the  accident,  but  through  the  prompt  action 
of  the  watchman  was  stopped  before  it  reached  the  bridgi  II 
would  have  been  practically  impossible  for  the  train  to  run  into 
the  creek  in  any  event,  as  ample  means  of  protection  had  been 
provided  against  the  remote  contingency  of  accident  Repairs  were 
soon  effected,  and  the  bridge  was  again  in  use  before  night. 

The    reports    which    were    recently   circulated   to    the   effect    that 

negotiations    were   under    way   looking   to   the   consolidation   of   the 

North    Jersey    Street    Railway    Co..    the    Jersey    City,    Hoboken    & 

on    Street    Railway    Co.    and    the    Orange   &    Passaic    Valley 

Railway    Co.    are    denied    without    qualification    by    both    E.    F.    C. 

jf,   president,   and   David   Young,   vice-president   and   manager, 

of    the    North    Jersey    Street    Railway    Co.,    in    an    interview    with 

the    press.      The    North    Jersey    company    has    experimented    with 

satisfactory   results  in   the   use  of  a   new   heating  and   ventilating 

apparatus  on   its   cars   between  Jersey   City  and   Bergen   Point.     A 

le    furnace    is   placed    in    tb  ml    under   the   floor   of 

the   car,   the   hot   air   issuing  through   the  grating  or   register   in  a 

corresponding    to    the    draft    which    is    obtained    from    the 

ventilators  under  the  car  ceiling.     When  the  furnace  is  not 

111  use,  the  basin   holding  the  fuel  may  be  removed,  thus  obviating 

all   danger   of   fire.      Mr.   David    Young   has   endorsed   the   plan   as 

being  eminently  practicable,  economical  and  efficient 

1 1  was  reported  from  New  Brunswick.  September  29th,  that  if 
coal  were  not  received  within  a  week,  the  electric  railway  system 
would  be  shut  down,  or  else  horses  would  be  used  as  motive  power. 
Though  there  has  been  no  further  news  of  such  a  crisis  having 
been  precipitated,  the  statement  has  been  made  that  the  local  com- 
pany was  obliged,  by  reason  of  the  scarcity  of  coal,  to  reduce  its 
on  suburban  lines,  and  to  lay  off  a  number  of  conductors 
and   motormen    in   consequence. 

'The  Pittsburg  Railways  Co.  has  effected  a  number  of  important 
changes  in  its  service,  among  which  is  the  extension  of  addi- 
tional routes  to  Wilkinsburg.  The  "Liberty  &  Lincoln  Ave."  cars, 
which  formerly  had  their  terminus  on  Lincoln  Ave.,  are  operated 
over  the  route  known  as  "East  Wilkinsburg  via  Liberty  and 
Frankstown."  Cars  on  the  "Grant  and  Shady"  route,  formerly 
having  their  terminus  at  Shady  Ave.,  run  out  Fifth  Ave.  to  Penn 
Ave.,  to  Trenton  St.,  to  Rebecca  St  and  to  Hay  St.  in  Wilkins- 
burg, returning  via  Franklin  St.,  Penn  Ave,  Highland  Ave.  and 
Fifth  Ave.  to  Grant  St.  'The  fare  between  Coraopolis  and  McKees 
Rocks  has  been  reduced  from  10  to  5  cents.  'Transfers  will  now 
be  issued  between  Greenfield  Ave.  cars  and  cars  on  the  Monon- 
gahela  division.  The  foundations  for  the  steel  viaduct  across  the 
tracks  of  the  Pennsylvania  R.  R.  at  Wilmerding  have  been  com- 
pleted, and  the  viaduct,  which  will  be  1,230  ft.  long  and  will 
cost  $150,000,  will  be  completed  as  soon  as  the  steel  shall  be 
delivered.  When  finished,  it  will  form  a  connecting  link  in  the 
30-mile  loop  extending  from  Pittsburg  through  Braddock,  East 
Pittsburg,  Wilmerding,  East  McKecsport,  McKeesport  and 
Dravosburg. 

The  Philadelphia  Rapid  Transit  Co.  and  the  city  authorities  of 
Philadelphia  have  reached  an  agreement  whereby  the  piers  of 
the  Market  St.  bridge  will  be  extended  on  the  south,  and  the 
entire  bridge  will  be  moved  several   feet  in  the  direction  of  Chest- 


Oct.  20.  1902.] 


STREET  RAILWAY  REVIEW. 


797 


nut  St.  The  piers  at  the  north  end  will  also  be  extended  for  a 
considerable  distance  and  strengthened  to  support  the  elevated 
structure,  an  arrangement  which  will  permit  cars  emerging  from 
the  subway  at  23d  St.  to  proceed  over  the  elevated  road  in  a  west- 
erly direction. 

The  Harrisburg  (Pa.-)  &  Mcchanicsburg  Electric  Railway  Co. 
has  granted  its  employes  an  increase  of  wages  of  l}4  cents  an 
hour,  the   new   rule  going  into   effect   October   1st. 

A  lineman  in  the  employ  of  the  Conestoga  Traction  Co.,  at 
Lancaster,  Pa.,  recently  sustained  a  shock  of  2. 300  volts  of  elec- 
tricity, and  except  for  severe  burns  on  the  hands  is  now  not  much 
rse  for  it.  He  had  ascended  a  pole  to  cut  a  supposedlv  dead 
wire,  which,  however,  was  crossed  with  one  that  was  heavily 
charged.  He  was  in  contact  with  the  wire  for  five  minutes  before 
-   released   from  his  perilous  position. 

The  new  electric  line  between  Reading  and  FCutztown,  a  distance 
of  16  miles,  was  recently  opened  for  traffic.  Connections  with 
existing  lines  afford  a  direct  route  from  Reading  to  Allentown. 

The  southern  division  of  the  Central  Market  Street  Ry.,  in 
Columbus,  has  been  completed,  and  an  experimental  trip  was  made 
over  the  lines  September  27th.  Although  the  conditions  were 
not  favorable  to  a  rapid  service,  the  run  from  the  south  corpo- 
ration line  to  Rich  and  Third  Sts.  was  made  in  20  minute-,  and 
the  circuit  of  the  interurban  loop  was  made  in  10  minutes,  clearly 
proving  that  a  satisfactory  schedule  can  be  maintained  when  the 
regular  service  shall  be  initiated. 

October  1st,  the  lower  house  of  the  Ohio  Legislature  adopted 
the   Guerin   amendment,   providing   that    diffi  ween    street 

railway  companies  and  their  employes  shall  be  settled  by  compul- 
sory arbitration.  Other  provisions  of  the  amendment  apply  to 
the  rcgrants  of  franchises,  affecting  in  particular  the  franchises  of 
the  Cincinnati  Street  Railway  Co.,  and  require  that  all  franchises 
granted  to  street  railway  companies  shall  contain  an  arbitration 
clause,   and  that  arbitration   may    I  1    by   a   petition   of   five 

or  more  employes  of  any  company.  The  House,  by  a  vote  of  51 
to  31.  accepted  the  amendment  as  applying  to  all  regrants  of 
franchises. 

The  Columbus,  London  &  Springfield  Railway  Co.  contemplates 
a  through  service  from  Columbus  to  Cincinnati,  anil  for  this 
purpose  proposes  to  build  an  additional  line  from  Lafayette  to 
Somcrford,  which  will  eliminate  a  considerable  portion  of  the 
distance.  The  company  is  pushing  work  on  its  sub  stations,  which 
will  be  located  at  West  Jefferson  and  London,  and  on  tin  main 
power  house,  at  Medway,  which  is  to  be  completed  in  the  early 
winter.  The  inauguration  of  a  through  service  to  Dayton  is  now 
under    consideration. 

The  Columbus,  Delaware  &  Marion  Electric  Railroad  Co.  has 
opened  its  lines  between  Delaware  and  Columbus,  and  it  is  Stated 
that    the    company's    general    offices   and    headquarters    will    be    re- 

1  lelawarc   so   soon   as   the   entire   system   shall   1>. 
for   traffic.     The   installation   of  the   power   house  at   Stratford   has 
been  completed   and  a  numl  0!    the   heavy   intel 

urban  type  have  been  received. 

The  Cleveland,   Elyria  &   Western   Railwa 

rwalk,    via    Elyria    and    Ohcrlin     0  2d,    the    first 

round  trip  being  made  by  a  special  ear  which  started  from  the 
Public   Square   in    Cleveland   at    10  a.    m.,   carrying      1  A.    II. 

and    F.    T.    Pomcroy,    respective!  ger   of    the 

company,  and  some  35  guests.     A   regular  hi 
been   maintained.     The    new    steel    bridgi    al    Birmingham 
of  the  notable  features  of  the  oad. 

The   Toledo,    Bowling   Green   &    Soutl 
within    a   month    to   begin    operating    fi  -  Howling 

Green,   Toledo  and    l-'indlay.  ervice    to   I 

plied   from   the  new   plant   at    Cygnet.     Three   trip     per   day    in 

HI    will    Ik-    mad'-,    ami    tin    company    will    app  upcrin- 

II    for    the    freight    service. 

'I  he    India'  Railway   I 

new   cat  :  i'h    will    hi  p  tcity    for    I 

■  ick   and   thi  'I    foi, 

and   work  will   be  |  A    pail   of  tin 

new   building   will    In  n    aimliar\ 

Richmond    Ind 
nd  will  i«-  addi  d  10  the  n  b  tw<  •  n  Rich 

'  ■  winter 

for  ih'  ton,  0.,  which  will  be  1 


in  the  -pun-.      Ilu-  lattei   road  will  afford  a  through  route  between 
polis.  Richmond  and  Dayton.  O.     Gradiug  is  now  under  way 
between  Cambridge  City  and  Knightstown, 

Three  obstreperous  pa--,  ugi  1  -  on  the  lines  of  the  Union  Traction 
Co.  of  Indiana,  between  Alexandria  and  Elmwood  recently  created 
a  panic  among  the  passengers  by  drawing  revolvers  and  firing  sev- 
eral shots,  the  bullets  burying  themselves  in  the  woodwork  uncom- 
fortably near  to  the  passengers'  heads.  On  arrival  at  Elmwood  the 
rowdy  element  was  subjugated  by  the  police  and  steps  were  taken 
by   the  traction  company  to  prosecute  the  offenders. 

Four  suits  for  damages  against  the  Union  Elevated  Railroad  Co., 
of  Chicago,  were  filed  October  1st  by  the  owners  of  property  abut- 
ting or  adjacent  to  the  elevated  loop.  In  these  cases  it  was  claimed 
1  hat  property  values  had  deteriorated  since  the  structure  had  been 
built  by  reason  of  its  shutting  out  the  light  and  air,  and  through 
the  noise  occasioned  by  the  operation  of  trains.  Altogether,  the 
suits  for  damages  for  such  cause  which  are  pending  aggregate  from 
$500,000  to  $1,000,000,  and  there  would  probably  be  a  greater  sum 
involved  if  the  statute  of  limitations  did  not  render  claims  of  this 
sort  invalid  if  brought  subsequent  to  October  3d,  on  which  day  five 
years  had  expired  since  operations  were  begun  on  the  loop.  Mr. 
Clarence  A.  Knight,  general  counsel  for  the  Northwestern  Elevated 
R.  K.,  in  an  interview  stated  that  there  was  not  a  modern  building 
facing  the  elevated  structure  of  the  loop  that  is  not  getting  from  25 
to  100  per  cent  more  rent  than  in  1807,  when  the  loop  was  built. 
Among  the  prominent  petitioners  for  damages  in  the  present  bl- 
are Leon  Mandel.  for  $50,000;  Mandel  Brothers,  for  an 
equal  amount,  an  1  the  Central  Trading  Co.,  for  $5,000,  these  cases 
I -ring  submitted  to  the  Superior  Court;  and  P.  H.  Sexton,  in  the 
Circuit  Court,  for  damages  to  the  amount  of  $100,000  for  damages 
1-1  property  at  Clark  and  Van  liuren  Sts.  On  September  29th,  Wil- 
liam McCoy,  the  proprietor  of  a  hotel  at  Clark  and  Van  Buren  Sts., 
brought  suit  for  $150,000  damages  against  the  Union  Elevated  loop 
and  the  lines  using  it. 

I  la  elevated  railways  of  Chicago,  during  the  month  of  Septem- 
ber, did.  in  general,  a  better  business  than  is  recorded  for  any  Sep- 
tember  during  the  history  of  their  operations.  In  comparison  with 
the  corn  1 ling  month  last  year  the  Metropolitan  West  Side  Ele- 
vated Ry.  increased  its  traffic  24.39  per  cent;  the  Northwestern  Ele- 
vated  R.  R.,  [8.28  per  cent,  and  the  South  Side  Elevated  R.  R.,  13.25 
per  cent.  The  Metropolitan  carried  a  daily  average,  during  the 
month,  of  107,751  passengers,  as  compared  with  88,226  in  September, 
1001  ;  the  Northwestern  carried  63,970  as  compared  with  54,965,  and 
ili  Side  anied  76,572  as  compared  with  67,626.  The  execp- 
pleasant  weather  and  the  large  number  of  retail  openings 
during  the  month  account    for   the   excessive   traffic   on   the   elevated 

I  In    i  in    iii'in   .1    of   Chicago  has   submitted   an   opinion   as  to  tin- 

probable   co  I    of    subway  construction   in  Chicago,  if  it  should  be 

finally   decided   to    follow    the   initiative   of   New    York   in   adopting 

round  transportation.     According  to  tin    estimate,  a  subway 

in-    from  1  nib  to  curb  and  excavated  at  a  depth  of  not  more 

than  20  ft.,  would  cost  $1,500,000  per  mile,  which  is  $1,000,000  per 

ili. hi  ih-   -   timati     of    mil  '-"i  truction  work  in  New  York, 

1  mil      an     being    made    through    -  olid    rock.      The 

-     -1  the  larger  buildings  in  the  down  town  district   in  Chicago 

would,     111     Mr.     Ericson'a    opinion,     forbid    the    construction    of    a 

il  ile-dcck"  or  two-story  suhv.  - 

At  Aurora,  111 .  a  stretch  of  about  50  ft  of  track  in  North  Broad 

.mi   to  a  deptl mi  in    dui  ing  a  1 1  hi  .0  y  rain  storm. 

1 1    1       lalcd  thai    in-     I'.ig  l-oui    I:.    I'    11  uiplali-     111   lading  1  1,  .  1 1  1. 

■  1  on  11    mil  1 111  ii. 111  lines  on  tin-  Cairo  division,  between 

lie.  III.,  and  Ridgl     I    11  in.  a   -Ii    1. 1'"  '    "I    \-;  inih 
'I  In-   Si      Loui      (Mo.)     I  1  ai 1      -  mi    nli     ma    nil  inducing    a    nrw 

1    ii!  i.i.  •    1  .n!  111  thai  city,  such  1 nlj   u  11  d  in  the 

ii--   principal  advantage  offered  bj  tin    pattern  ia  that  team 
ill  find  ii  I-      -on  -in.  nt  io  monopolize  the  company's  right 

of  waj    On  01  -  I    docs  not    afford  a   good   hold    for 

I- 
The  re]  tided  I      thi    Butti    I  \i.  nt,  1    Electrii    Railway  Co. 

show   il  '  ■ ngi  1      havi     I"  -  a    trans 

ported  1         a  the  citj  of  Untie.    A  large  proportion 

of  the    mi. mi  in  -    1 i    dm-  io  the  special  1 n 

burban  p    1     and  1 1  boi  ts, 
'I''     -a d    11  .   new   electric    interurban 

!  1     S.    I )..  tin    1  mi  .11 11.  Mm    of  which 


STREET   R  MI.U.W   REVIEW. 


[Vol.  XII,  Mo    to. 


iginally 
tral,  which  was  purchased  by  the  Burlington 
in  equipment  was 
two  cities 
A  regulai  cr  the 

ihed  ••iiul  thi  t  well  patri 

lines  ol  the  Seattle 
[nterurban  Ky.  was  inaugurated  E  Cars  havi 

way. 

a  plan  foi 
Ballard,  Wash.,  and  for  improving  the  inter- 
between  that  city  and  Seattle.    Negotiations  bai 
nng  a  site  for  the  proposed  freight  depot. 


STRIKE  VIOLENCE  AT   NEW  ORLEANS. 


Orli  ins   furnish 
exampli  i  if  the  sti  ikers  and  of 

.  and  effective  policy  on  the  pi  19  Rail- 

ways Co.  which  has  seldom  been  paralleled  in  instances  of  similar 
strife.     The  striki  red  "ii  September  27th,  the  conti 

of  the  employes  being  that  the  compairj  mis  of 

'in  whereby  the  strike  of  last  April  was  settled.    The  asser- 
tion was  made  that  iii   view   "i   the  company's  abrogation  of  such 
terms,  the  contracts  tinder  which  the  employes  had  agreed  to  work 
until  April.  ioQ3,  were  cancelled,  and  a  demand  was  then  pi. 
for  radical  changes  in  the  conditioi  \   new   wag' 

was   proposed,   under   which   motormen   and   condui  luld    re- 

ceive 25  cents  per  hour,  and   10  consecutive  hours  should  comprise 
.:   day's   work;   runs  of  less  than   live  hours  should   be  count 
extra  runs,  and  regular  wages  should  be  paid  to  nun  laid  off  pend- 
ing investigation  of  complaints  against  them.     It  was  demand' 
employes  should  have  an  unquestioned  right  to  join  any  ass,, 
they  might  desire  to  join,  and  that  no  em]  charged 

for  his  connection  with  labor  organizatii  1  to  be  paid  t" 

head    pitmen,    pitmen    and    pitmen 

amendments  to  former  contracts  were  presented  on  Thursda 
tember  25th.  and  the  empany  answered  th<  demands  on  the  follow- 
ing day,  refuting  the  proposition  that  the  terms  of  contract  had 
been  violated  and  requiring  the  men  to  return  to  work  under  the 
"Id  contract  until  the  alleged  abrogation  should  he  established  by 
proof.  Strike  was  declared  on  September  27th.  and  on  Thursday, 
October  2d,  the  men  qualified  their  demat  work  eight 

hours  a  day  at  the  rate  of  25  cents  an  hour,  but  this  proposal  was 
promptly  rejected  by  the  company.  The  long  and  tedious  strike 
which  ensued  paralyzed  street  railway  traffic  in  Xew  Orleans.  The 
efforts  of  Mayor  Capdevielle,  the  police  board  and  a  committee  rep- 
resenting prominent  merchants  of  the  city,  to  effect  a  compromise 
were  unavailing,  and  on  October  3d,  the  merchants  proposed  shut- 
ting the  principal  retail  shops  until  the  strike  should  be  sc: 
measure  which  would  have  involved  throwing  5.000  clerks  out  of 
employment,  and  was  later  abandoned.  The  mobs  of  strikers  con- 
tented themselves  with  cutting  the  company's  wins  and  damaging 
such  property  as  was  easily  accessible,  their  demonstrations  being 
held  in  check  by  the  company's  having  suspended  operations.  Octo- 
ber 6th  Mayor  Capdevielle  issued  an  order  to  the  company  to  re- 
sume regular  service  on  the  following  day.  and  the  company  pre- 
pared to  do  so,  but  was  stopped  by  a  subsequent  order  from  the 
mayor,  wdio  had  some  new  cause  to  believe  that  a  conin 
would  be  reached  before  the  time  appointed  for  the  starting 
cars.  The  first  attempt  to  resume  service  was  made  at  10  a  111.. 
October  8th,   when  a  car,  manned   by  a   non-union   crew  and   pro- 

by  special  police,  started  from  the  Canal  St.  barn  despi 
threats  and  missiles  of  a  great  mob  of  strikers.     The  car  had  not 
proceeded  a  block  before  an  obstruction  was  placed  upon  the  track 
which  brought   it  to  a  stop,  and  a  concerted  movement  was  made 
to  drag  the  crew  from  the  platform.    The  action  precipitated 
in  which  about  50  shots  were  fired,  resulting  in  serious  wounds  to 

r  five  on  either  side,  one  officer  on  board  the  car  receiving  a 
bullet  wound  in  the  head  from  which  he  is  not  expected  to  recover. 
A  squad  of  mounted  police  succeeded  in  clearing  the  streets,  but 
the  attempt  to  move  the  cars  from  the  Canal  St.  barn  was  aban- 
doned for  the  day.  Warrants  were  sworn  out  in  the  Federal  Court 
for  the  arrest  of  all  who  participated  in  the  riot,  on  the 

vice   of   the    mail    cars    was    interrupted.      Immediately    after 
the  disturbance  the  mayor  sent  for  General  Glynn,   with  a   request 


that  the  troops  at  his  command  be  called  out  to  preserve  the  peace 
The  answer  was  returned  that  the  troops  were 
upon  them,  but  that  nothing 
could   I"    done   until   orders  had   '  red   from  the  go. 

On  tin   following  morning  Governor  Heard,  who  had  been 

ns,   arrived    in   the  city,  and   gave  orders  that   the 
Iwal  H  their  armories  to  co-operate  wit] 

nn  and  the   New  0  in  the  suppression  of 

'•'fore   the   militia   was  actually   on   the   scene,   boi 

[50  policemen,  mounted  and  on  foot,  were  stationed  at  intervals 

1   a  distance  of  a  mile  and  a  half,  and  with  this 

...n    three    cars    were    .started    over    the    line    without    being 

molested  by  the  crowds  which  witnessed  their  departure  from  the 

barns. 

October    11th  Governor   lb  d   an   ultimatum   proposing   a 

basis  "i  t    which   was  submitted  to  both  the  company  and 

committee  of  the  union  for  approval.    The  terms  pro- 
posed 1  1   day  at  the  rate  of  20  cents  per  hour. 
Seven   anil  one-hs  lie   minimum   time  to   which 
iiployes    should    be    reduced,    and    when    employed    for    fewer 
hours  they  should,  notwithstanding,  ret  For  said  minimum, 
y  immediately  acquiesced  to  those  and  other  terms  pro- 

.. ther  hand,  after 
demurring  for  five  hours,  finally  declined  the  ultimatum,  and  sub- 
mitted a  counter  proposal  for  arbitration  which  the  governor  refused 
to  consider.  The  strikers  persisted  in  this  demand  until  the  after 
noon  of  October  12th,  when  the  union  almost  unanimously  accepted 
the  governor's  ultimatum  on  a  secret  ballot.  The  men  returned  to 
work  on  Monday  morning.  October  13th. 


PENNSYLVANIA    RAILROAD    FRANCHISE   BE- 
FORE   NEW   YORK  ALDERMEN. 


The  matter  of   g  he    Pennsylvania   R.   R.  a   franchise  to 

enter  Xew  York  City  now  rests  with  the  Xew  York  City  board  of 
aldermen,  negotiations  having  been  concluded,  so  far  as  the  rapid 
transit  board  is  concerned,  by  the  passing  of  the  franchise  with- 
nting  vote,  October  gth.  Mayor  Low's  determination 
to  incorporate  into  the  franchise  a  clause  binding  the  railroad  com- 
pany t"  paj  its  laborers  a  certain  rate  of  wages  and  to  limit  the 
number  of  working  hours  per  day  was  met  by  the  persistent  re- 
fusal of  Pr<  itt  of  the  Pennsylvania  to  accept  such  terms, 
or  to  compromise  on  the  appointment  of  a  board  of  arbitration  to 
settle  labor  difficulties.  The  issue  had  reached  a  point  where  the 
city  hail  either  to  accept  the  terms  of  the  railroad,  or  reject  an  im- 
provement of  incalculable  utility  which  will  cost  approximately 
$50,000,000. 

Previous  to  the  passing  of  the  franchise,  the  Rapid  Transit  Com- 
mission, on  October  2.  gave  a  hearing  on  the  matter  before  repre- 
sentatives of  capital  and  labor,  at  which  ex-Mayor  Abram  S. 
Hewitt,  in  a  speech,  strongly  advocated  granting  the  franchise  on 
"lull  terms  as  the  railroad  should  consider  desirable,  since,  in  his 
opinion,  the    I  inia  would  be  conferring  an  inestimable  bene- 

fit to  the  city   directly,  and  on  the  labor  classes  indirectly  by  so  enor- 
mous an  undet  t; 

arbitration    clan  quently    proposed    by    Comptroller 

en  hi    was  objected   to   as  calculated   to  invite   all   sorts  of  strike 

troubles  and  the  answer  of  President   Cassatt,  on  the  gth  inst.   was 

.  whereupon  the  Rapid  Transit  Board  passed  the  franchise. 

•  ■  » 

VAN   DORN-ELLIOTT  ANNOUNCEMENT. 


The  Van  Dorn-F.lliott  Electric  Co.,  of  Cleveland.  O..  makes  the 

following  announcement  t"  the  trade:     "We  arc  pleased  to  inform 

you   that  we  have  made  certain  changes  in  our  factory  which   we 

believe   will   be  of  mutual   benefit   to  our  customers  and  ourselves. 

We  have  greatly  increased  our   facilities  for  making  armature  and 

field  coils,  a  department  that  heretofore  has  not  been  equal  to  the 

demands.     Mr.  J.  Norman  Elliott  has  been  appointed  general  super- 

ent  of  our  factory,  succeeding  Mr.  \V.  H.  Elliott,  who  is  not 

connected  with  us.     Mr.  J.  T.  Thompson,  one  of 

1    known    winders   in   the   country,   is   now   foreman   of  our 

winding  department.     With  our  increased  facilities  we  believe  that 

our    customers'    interests    will    be   better   taken    care   of   than    ever 

before." 


Oct.  20,  1902.] 


STREET  RAILWAY  REVIEW". 


m 


ACCIDENTS  OF  THE   MONTH. 


A    head-on   collision    occurred   on    the   afternoon    of    September 
27th.  on  the   Medford  division  of  the   Bosl  then)   Street 

Ry..  near  Tewksbury,  in  which  the  motonnan  of  the  soul 
car  was  probably  fatally  injured,  and  slight  injuries  were  sustained 

The  southbound  car.  owing   to  an 
defect   in   the   signals,   did   not   wait   at   the   proper   turnout    for   the 
of    the    other,    but    proceeded    for    half    a    mile    at    a    fair 
rate  of  speed,  when,  at  a  turn  in  the  track,  it  met  and  telt 
the  northbound  car. 

Fourteen  passengers  were  injured  in  a  coll  repair 

car  and  a  passenger  ear  on  the  Brockton  lines  in  Raynham,   Mass. 
September  30th. 

cars  on  the  lines  of  the  Hartford  (Conn.),  Manches 
!e  Tramway  Co.  met  in  a  head-on  collision  between  Rock- 
ville  and  Talcottville  at  -'  45  p.  m.  September  24th,  and  both 
were  badly  damaged.  One  of  the  ears  was  running  off  schedule 
on  a  special  trip  to  accommodate  the  crowds  at  the  Rockville  fair, 
but  it  has  not  been  ascertained  whether  the  motonnan  of  the 
special  or  he  of  the  regular  car  was  to  blame.  Both  motormen  and 
many  of  the  passengers  jumped  from  the  ears  when  it  was  plain 
that  a  collision  could  not  be  avoided,  and  several  were  injured  in 
doing  so. 

a    collision    occurred    between    a    large 
interurban  car  on  the  Bristol  branch  of  the   Interstate  Consolidated 
Street  Ry.,  of   Pawnticket,   R.   I.,  and  an  open  car  on  the  O 
Park  line.     The  failure  of  the  block  signals  lo  operate  is  a 
as  the  cause.     Of  a  total  of  50  p  but   four  were  injured, 

and  these  but  slightly. 

The  blowing  out  of  a  fuse  in  one  of  the  cars  of  the  ' 
Island  &  Brooklyn  R.  R.  near  the  Brooklyn  Bridge,  on  September 
^  1  st.  resulted  in  burns  and  slight  injuries  to  11  passengers.  The 
bursting  of  flames  through  the  floor  of  the  car  created  a  stampede 
which  was  more  dangerous  than  the  original  cause  of  disturbance. 
cars  on  the  Hudson  Valley  Ry.  ilier  in  a  head  or 

n  near  Ballston  Spa.  X.  Y,  early  in  the  afternoon  of  Octobei 
3d,  No  one  was  injured  as  the  cars  were  not  going  at  a  high 
rate  of  speed,   and   thi  I    the  impact   was  not   sufficient   to 

throw  either  car  from  the  track.  The  responsibility  is  bcli' 
rest  upon  one  of  the  motormen  who  is  alleged  to  have  p; 
switch  without  orders  to  do  so. 

A    rear-end   collision  t  Lei    <a r   a  1 1  <  1   a   car 

Hudson  Heights  line,  at  Union  Hill,  X.  J.,  occurred  on  the 
of   September  26th,   resulting   in   injuries    to    to   passengers.      Both 

11  a  sharp  grade  from  the  West   Sli< ■ 
but  a    few    rods   apart   when   the  car   al  p.      The 

rails  were  slippery,  and  the  motorman  of  the  rear  car  was 
to   slacken   speed.     Both    platfom  hed,   and 

re  imprisoned  in  the  wreckage. 
Mision  at   Columbus,   O.,   between   a    U  lectric 

car    carrying    seven    passengers    and    a    freight    train    at    the    Little 
Miami  crossing,  at  5:30  p.   m.   September  30th,   resulted   in 

trect  car  and  injuries  to  all  thi    p 
trie  cat  ending  a  hill  when  the  mo  lw  a  freight 

and  a  cut   of  coal   cat  :ng  the  crossing;   be  applied 

the  brakes,  but  without  the  rail-  were'  slippei 

m  tl 

the   1 

Cleveland  at  4:1 

hi   train 

ne.    the    1  < 
■ 
■rossing  the  labyrinth  of  1 
.  with  no  which   was  being  ihunted 

ird  of  the  1 

n    the    tracks, 
injured  a-  to  require 

•  d  from  thi 

Iby  St. 
f    10   ft.    where   it    fell   against   an 

fell,  carrying 

•b  it,  but   the  elcctn.  ,  great 


extent,  and  no  one  was  seriously  injured.     I  he  conductor  is  alleged 
to  have  been  responsible. 

Fifteen  persons  were  injured  in  an  accident  which  occurred  011 
the  Elston  Ave.  lines.  Chicago,  at  10:15  I1-  m.  September  2tst.  The 
car  jumped  the  track  at  Rockwell  St.  and  fetched  up  against  the 
side  of  a  house.  Neither  the  conductor  nor  motorman  was  held 
to  be   1 

Traffic  on  the   North  Clark   St.   lines  in   Chicago   was  blocked  for 
nearly  three  hours  on  the  evening  of  September  27th,  by  the  break- 
ing of  a  spring  in  the  grip  clutch  when  the  gripman  attempted  to 
-  at   Clark  and   Elm   Sts.     Three  persons  were  injured 
by  the  sudden  stopping  of  the  car  when  the  accident  occurred. 

wreck  of  a  freight  train  on  the  Chicago  &  Alton  Ry.,  at 
35th  St.,  Chicago,  at  7  p.  111.  October  1-1.  involved  serious  damages 
to  an  electric  car  on  the  35th  St.  lines  which  was  waiting  at  the 
crossing  for  the  freight  to  pass.  The  wreck  resulted  from  a  defect 
in  the  air  brakes,  and  eight  cars  were  burled  from  the  tracks,  some 
of  them  demolishing  an  adjacent  tower  house,  and  one  bumping 
into  the  electric  car.  Passengers  were  thrown  from  their  seats 
and  a  panic  ensued  in  which  several  were  trampled  upon.  The 
motorman  escaped  by  jumping  from  the  front  platform. 

\    ear   on    the   Chicago   &   Joliet    Electric    R.    R.,    Hearing   Lamont 
on  the  afternoon  of  October  4th.  struck  a  steer  wliich  has  strayed 
upon  the  track  and   was  hurled  into  the  ditch.     Several  of  the  pas- 
1  ngers  were  bruised. 

Fight  persons   were  injured   in  a  collision  011  the   interurban  lines 
ii   Fort  Worth  and  Dallas,  Tex.,  on  the  morning  of  Septem- 
ber 29th.     The   cars   collided  on   the   main    track   while   running  at 
high   speed. 

-♦-•-♦ — 

HOLLOW   FORGED  SHAFTS. 


The   Bethlehem    Steel   Co.,   of   South    Bethlehem,   Pa.,   issued  an 

attractive  souvenir  for  distribution  at  the  convention  of  the  Amer- 

icon    Street    Railway    Association.       The    honk    is    neatly    illustrated 

and  describes  a  number  of  the   hollow   forged    shafts   made   by  this 

company  for  a  large  number  of  street   railwav   engines.      The  book 

thi    dimensions  oi    Eorgings  made  of  the  different  grades  of 

teel    used,    which   are   nickle    steel   oil    tempered,   nickle    steel   an 

nealed,    carbon      teel    oil    tempered   and   carbon    steel   annealed.      The 

tensile  strengths  and  elastic  limits  of  these  different  forgings  is  also 

tabulated.    A  description  is  given  of  Harveyized  nickle  steel  burglar 

plate  vault  built  by  this  companj    for  the  Philadelphia 

Savings    Fund    Society,   the  door   of   which   alone   weighs    [6  ton  . 

Ei     gingS    are    also    illustrated    and    described 

and   special   mention   is  al  ade   of   the  shaft    for  the  tow  boat 

"Sprague"  having  the  largest  .stern  wheel  shaft  ever  made,  n     oul 

idi    di: tei   being  31   in,  and  its  length  over  all  47  ft.  2  in.     The 

pamphlet    concludes    with    a    view    of    the    works    of    the    Bethlehem 

Steel  Co.,  '.-.  hich  co\  ei   an  at  ea  oi  about  75  act  1 


N.  A.  CHRISTENSEN,   MILWAUKEE. 


Mr.   X.   A.   1  in:  h  11  hi.  ol    Milwaukee,  makes  the   following  an 

1  1 1   £01   thi    information  oi  the  trade  : 

1 1"    1  hri  i'ii  mi   Engineering  Co.,  with  which   I   have  been  con 
m  ■  ti '!  .1      upi  1  inti  ndi  "i    in.  .■  ii-  organi  ation,  and  am  still  1  ngi I 

Igini  I  1.    and    wilh    «  ha  Ii    in.     othl  1     il 1       remain 

rbed,   will   hereaftei    manufai  tun    mj    aii    1 pn   1 1  n     con 

with  .mi   bn lusivi  I3       I  hi     «  ill  plai  1    In   mj   1  on 

trol   ill.    in.. mil. 1,  ime  of  air  1  om] 1     foi    all   othi  r  usi         1  l" 

1  .in H  1 1 ,   in. 1   (  .hi 

w  nil  air  ln.ii.1     1. a    electrii    a gi  thi  1    with  the  plans, 

p  Itti    i:   .   I.  in,    propi  Mi.       I  In-  air  com 

rni  hed  by  me  will  be  111au11i.nin1.ai  by  the  Christen  en 

1  0    undi  1    iir,    'i'   ign  ,     1 .,1 .iini    in  .p.. , 

lencj     H   'i'   I-.",   detail  and   workmanship 

which   ,  llways  I ill   also 

"      I  ml  Hi.   mi..  ..in,  tion  "i  m         ti  " 

of     air     .  •  ,    ,,| In,..      I,,   1,1.  I  h,i,       ,iie     uuw 

,'.""  "i  il "i   .ill     1  ,     and  cap; 

tnd  n  ,  ,1  bn   vanoir,  purposei      My 
locati  'I  in  the   Herman   Building, 
.:   ;  , ,.  .1    ,,       .1.1    mkee,  where  I   will 
[id  interested  frii  nd 


soo 


SI  REE  I    R  MI.U.-U    REVIEW. 


\ll.  No    10 


TWO   HEAVY  SNOW   PLOWS. 


plow  -  di  signed   foi   extra   I  i    ■   tingle  true* 

plow    fl 

1 1 iuk  plow   i-  be  the  heaviest   and 


in.;   length   of   adjustable   shear,    10   ft.   7   in.;    width   of   adjustable 

length  of  wing-,  4  ft;  weight  without  motors,  12.500  lb. 

I  In-  double  truck  plow  i^  in  reality  ■  mow  plow,  electric  locomo- 

nstniction  car  combined     By  this  combination   weight 

and  i"  oically  obtained.     I  he  upper  and  lower  plows 

lovable  and  whin  t ;ik<  n  off  uncover  short  platforms 
end,  fitted  with  couplers,  and  the  oar  irdinary 


SINGLE  TRUCK   I'I.iiW     .1.  G.  liHll.l.  ii'. 


effective  shear  plow  ever  built  for  double-tracl  I  Ik-  double 

sln-ar  boards,  the  upper  one  stationary  and  the  lower  one  vertically 
adjustable  with  play  of  8  in.,  present  a  large  and  firm  front  to  the 
work.  The  shear  hoanls  are  set  at  the  unusually  acute  angle  of  45 
.  reducing  the  resistance.  The  adjustable  shear  boards  are 
stoutly  held  in  place  by  four  tunics  .?  in.  in  diameter.     The  adjust- 


construction  or   freight  car.     At  the  approach  of  winter  the  plow 
attachments  can  he  placed  in  position  with  little  trouble. 

I  he   levers  are  raised   and   lowered   parallel    with   the   ground,   in- 
■  i  at  an  angle,  and  thus  obstacles  near  the  rails  are  avoided. 
The  long-handled  levers  which  raise  the  levelers  make  the  operation 
and  rapid. 


DOUBLE    IKt  1  K  --Now  PLOW     J.  G.  BRILL  CO. 


:ngs  arc  designed  t  the  snow   sufficiently   far  to  the 

-  being  readily  tl  11  the  rails.     Diggers 

arc  included  in  the  equipment.     Levelers  may  he  added  if  di 

tandard  dil  ire  as  follows:     Length  over  all.  27  ft. 

2  in.;  lengtl  9  in.;  width  over  side  sills,  6  ft.; 

length  of  upper  shear,  8  ft.  6  in.;  width  of  upper  shear,  1   ft.   iK- 


dimensions  of  the  plow  are  as  follow-:  Length  over  all,  36 
ft.  11  in.;  length  over  end  sills,  26  ft.  6  in.;  width  over  side  sills, 
1,  fl.  11  in.:  length  from  point  to  side  of  adjustable  plow,  8  ft.;  width 
of  adjustable  plow.  2  ft.  0  in.;  length  from  point  to  side  of  upper 
plow.  -  fl.  ;  width  of  upper  plow.  1  ft.  6  in.:  length  of  leveler,  12 
ft. ;  weight  without  motors,  23,000  lb. 


Oct.  20.  1902.] 


STREET  RAILWAY  REVIEW. 


SOI 


STANDARD   UNIFORMS  AT   BUFFALO. 


Through  the  courtesy  of  Mr.  T.  E.  Mitten,  general  manager  of 
the  International  Railway  Co..  of  Buffalo,  X.  Y..  we  present 
descriptions  and  specifications  for  the  style  of  uniform  selected  as 
standard  for  the  trainmen  of  that  system.  Every  detail  of  this 
uniform  is  the  result  of  careful  deliberation,  and  it  is  believed  the 
whole  suit,  including  overcoat  and  cap.  will  prove  exceptionally 
durable,  neat  in  appearance,  and  at  the  same  time  reasonably  inex- 
pensive. 

The  company  issues  the  folowing  specifications: 


h  required.   1  >4  yards. 

J-button    single-breasted    sack,    lapel  first    button, 

ightly    rounded. 
Length.  to  extend    I    in.   below  the  crotch    - 
Edges,  double  stitched   '4   in. 
Seams,   plain. 

Cuffs,  j  jo,  deep  with  two  buttons  on  each,  and  stitched  to  match 
edge. 


Two  top  or  side  pockets,  2  hip  and   1   watch  pocket.     Seat  lined. 

Seams,  cord  J^fj  in. 

Cloth  same  as  coat  and  vest. 


Cloth  required,  2]/z  yards. 

Overcoat,  single  breasted,  fly-front;  collar  zYz  in. 

Edges,  stitched  double  ->s  in. 

Seams,  welt  5s  in. 

Pockets,  1  outside  breast  pocket  with  welt.  2  outside  ticket  pock- 
ets  with  welt.  1  ticket  pocket  inside  of  large  lower  right  hand 
pocket,  j  lower  pockets  with  llaps,  2  inside  breast  pockets. 

Bodj    Ining,  heavy  wool  cloth. 

(1,   No   620  Waterloo  30-oz.  standard  blue. 


Caps  are  specified  i  the  standard  uniform  cap  for  summer  and 
winter   as   made   b)    a   local   firm. 

Uniform    cloth,    Middlesex    24-OZ.    standard    blue    No.    0615,    for 

suits  can  be  secured  from  the  office  of  the  superintendent  of  trans- 

-      :  per  yard  net;  and  Waterloo  30-oz.  standard  blue 


Overcoat. 


Bl   1  1   \l.o  STANDARD  UNIFORMS    \  Nl  1  1  APS. 


outside  and  6  inside;  all  to  ed  with  welt,  made 

of  heavy  duck  and  well   Btayed  to  prevent   sagging, 
ly    lining,   heavy    Italian   cloth. 

ira    durable   cotton    stripe 

.  standard  blue. 
furnished  by  the  comp 


red.   Vx  yai 

liar,  7  buttons,  opening  9  lo  10  in, 
pond  with 
upper  and  2  Ion 
Lining,  extra  durabli 

loth. 

imiihed  I  p  iny. 


1  knee  and  bottom  mediui 


No.  620  .11  $3.25  per  yard  net.     ["he  tailoring  ma)  be 

done  by  any  respon  ible  firm,  bul  the  company  ha;   made  arrange 
'.sith   a   prominenl    local    tailoring   establishment    to    furnish 
uniforms   in   accordance    with    thi    on   cribed     pecifications   at   the 

following  1 'i"   ■    figures  including  the  repairing  and  pn     ing 

...  in     h .1  [wo  1  eai     sftei   date  of  put chasi 

1'         $I'MK> 

Suits    ...  IS.00 

1        8.50 

Vi  1    175 

I  rousera    4.75 

1  lap,  -limine  1    75 

I  lap,  winter 95 

1  ired  for  a  full  suii  of  ;'  1   yardi . 

All  uniform     mu  1   pa      in  pection  oi  thi     uperintendenl   oi   frans 
portation  before  b  W  intei   cap    an   to  be  worn 

from     I  1.  1  1  ml,.  1      1    1     lo      Vpril      II         Mot, ,1111.  n     may     wear     black 

i " .   mi,,  r  t st  to  April  1st     1  rainmen  mu  t  invai  iably 
yhiti    collai      bla  tnd  black    hi  11 


STREET  RAILWAY  REVIEW. 


[Vol.  XII.  No.  to. 


PERSONAL. 


MR  "'  ,lu' 


MR 

of  the  PI 
\lr.   Widei  lent   of  the   latter 


MR   WILLIAM    II.    rUCKER,   formerly   superintendent   of  one 

i   Railway   I 

i  the  Jacksonville 


MR.    A.    V.    U'.l'.iM  l.  of   Westinghouse,   Church,    Ken 
in  mal  -N   ^  ork  t  i 

„„!,•-   .  electric  lines.     Mr.    Vhbotl   -lopped  at 

convert 


i;kikk  hik-m  11. 


MR  GRIER  IIIKSII.  vice-president  of  the  York  Street   Railway 

I  the  York  County    fraction  Co.,  and  also  president  of  the 

National   Bank,  is  om  of  the 

executive    and    operating    depart- 

-.         mem-   hi    the    railway   companies 

Willi   which   l1  ted.      Mr. 

fi  in  sh   is  a   repr 
of  the  oldest  families  in 
Pennsylvania,    and    was    born    in 
Yi.rk   (  ounty,   Ja  He 

*  German   descent,   his   fore- 

ettled  in  Lancas- 
n  |y  at  [742.  I  lis 
father,  Samui  1  S.  I  [irsh,  « 
in  Adams  County,  and  being  a 
man  of  large  means,  led  a  life  of 
retirement,  althi  rig  as  a 

director     of     the     First     N 
Bank  of   York.     His  mother   was 
Margaret   J.    Lewi-,    daughter    of 
I  ll    one    time    presi- 

dent of  the  York  National   B  low  filled  by  Mr!  Grier 

Hirsh.      On   the   death   nl"  his    lather.    Mr.    Hir-h    who    was   an   only 
nherited  a  large  estate  which  placed  him  among  the  million- 
fork     He  was  educated  at  the  York  County  Academy  and 
the  Y01  [iate  Institute  and  afterwards  entered  the  Pennsyl- 

vania Military  College,  of  Chester,  Delaware  County,  from  which 
he  graduated  in  [880.  lie  then  entered  Princeton  University  from 
which  lir  graduated  in  the  class  of  1884.  Returning  to  York  he 
immediately  entered  into  active  business  life  and  became  interested 
in  a  number  of  financial,  real  estate  and  railroad  enterprises.  He- 
is  a  director  of  the  York  ii;n  Co.,  of  the  York  Water  Co..  of  the 
Baltimore  &  Harrisburg  Railroad  Co..  of  the  York  Trti -1 .  Real 
Estate  &  Deposit  C"i>..  of  the  York,  Gettysburg  Turnpike  Co.  and 
has  served  for  a  time  as  president  of  the  York  Gas  Co..  the  York 
&  Maryland  and  the  York  &  Liverpool  companies.  In  189s  he  suc- 
ceeded his  uncle.  G.  Edward  llir-h.  as  president  of  the  York  Na- 
tional Bank.  Mr.  Hirsh,  in  connection  with  Capt.  W.  S.  Lanius, 
1  the  organizers  of  the  York  Street  Ry.  and  the  Y'ork 
County  Traction  Co.  of  which  he  is  now  vice-president  In  1887 
he  married  Mi--  Julia  Mayer,  a  daughter  of  John  L.  Ma 
prominent  lawyer  of  York  County.  His  home  is  at  Springdale,  on 
the  out-kirt-  of  York.  During  the  past  year  Mr.  Ilirsli  was  presi- 
dent of  the   Pennsylvania  State  Hankers'  Association. 


MR  EDW.  WAGENHALS,  formerly  superintendent  of  the  Mill- 
creek  Valley  Street  Railway  Co.,  has  been  appointed  manager  of  the 
New  York  &  Philadelphia  Traction  Co.  winch  i-  about  in  open  a 
new   mad  from  Trenton  to  New   Brunswick. 


MR  WALLACE  I).  LOVELL,  of  Newton,  Mass.,  is  reported  to 
have  retired   from  the  management   of  the   Lovell   electric   railway 
system  in   southern   New   Hampshire  in  order  to  devote  his  time 
10  promoting   electric    plant-   in   the   White    Mountains.      Mr, 
will  be  succeeded  by  Mr.  Howard  A.  Biels,  of  Ch 


MR   .1  \MI  s  P.  GILB1  R  1  .  wl  perintendent 

of  the  New   Yorl  taker  of   P 

lamp-   and    t  ran  - 1  ion    and    will    take 

.  r.d    management    "i  ll    Manufacturing 

1  nt   lamp. 


MR    R  VNDOLPH    I'l-A  ro 
Berkley    divis f  the    Norfolk    (Va  I,   Portsmouth  &   Newport 

me  the 
mpany's   railway  and  lighting 
Mr    Peyton  will  1  Mr.  Allen  MacKenzie, 


M  k.  1  .  \\ .  1 ,1  1  the  Middle- 

town     '  jive  his  und 

on  to  the   Milford,  Holliston  &   Fraraingham   Street    Ry.,  of 

which  he  1-  treasurer  and  superintendent     Mr.  Oliver  G 
of  Portland,  will  1  the  Midd 

pany. 


\i  k    1  C  MURRAY  I 

equipment  of  the   Brooklyn  Rapid  uperin- 

tendenl  pair  department  of  Rossiter,  McGovern  .\  Co.     Mr. 

Murray,  ection  with  the  formet  com- 

pany, was  presented  by  the  employe-  of  the   repair  simp-   with  a 
watch  and  chain,  and  a  diamond  locket. 


MR  ll.  P.  O'DOl  '.HICK  I  Y,  win.  for  the  past  six  yea 
superintendent  of  the  San  .1  •  Santa  Clara  Kaliw 

has  resigned  that  position  to  beo  ei    mechanic 

his    departure    from    San    Jose,    Mr. 
jherty    was    presented    by    the   company's    employes    with   a 
dianioi  :    watch  charm   and  a   gold  chain. 


MR  CH  VRLES  S.  KIMBALL,  who  1-  connected  with  the  Inter- 
urban  Street  Railway  Co.,  of  New  York  City,  as  designer  of  struc- 
tural steel  and  track  work,  was  married  on  October  8th  to  Miss 
ret  I  Ireland,  at  St  Nicholas'  Episcopal  Church.  New  Y'ork 
Mr.  Kimball's  best  man  was  Mr.  F.  tl.  Clark,  electrical  superin- 
tendent of  the  96th   St.  power  station  of  the  Interurban  company. 


5SRS.  1  1  IUIS  F.  HYDE  and  CH  VRLES  S.  BAXTER,  com- 
prising  the  firm  of  Hyde  &  Baxter,  which  has  had  charge  of  the 
legal  and  claim-  department   of  the   Bo 

since   it-  organization,   have   resigned   for  the  pur]  entering 

into  a   general   practice   under   the    same   firm   name.      They   will    re- 
main, however,   at    the   head   of  the  legal   department   of  the    B 
Elevated  until  the  company  shall  find  satisfactory  successors. 


MR  JOHN  W.  RAM  PEE,  formerly  chief  engineer  at  the  power 
house  of  the  Worcester  (Mass  1  Consolidated  Street  Railway,  has 
resigned  to  enter  the  employ  of  the  Slater  Cotton  Mills  at  l'aw- 
tucket  as  chief  engineer.  On  the  eve  of  his  departure  from  Wor- 
cester Mr.  Rampee  was  visited  at  his  residence  by  a  party  ol 
railway  employes  who  presented  him  with  several  handsome  presents 
memorial   Of  their   regard. 


LT.-COL  HORATIO  A.  YOKKE.  of  the  royal  engineer  army 
corp  of  England,  and  chief  inspecting  officer  of  railroad-  for  the 
Board  of  Trade,  London,  arrived  in  New  York  on  the  -team-hip 
Celtic,  September  28th,  for  a  month's  tour  of  the  principal  cities 
of  the  East  Mr.  Yorke  has  been  commissioned  to  prepare  a  report 
on   the   workings  of   American   railroads  and   on   the  under'. 

conduit    systems   employed    111    America. 


MR.    E    1  .    FOOTE,   general  traffic  manager  of  the   British    1 
trie    Traction  Co.,  1-  at  present  in  this  country  securing  experienced 
men  to   return   with   him   to   England   to  till   places  in   the    ! 

\-  repair  shops  and  offices.  Mr.  Eoote  was  formerly  gen- 
eral manager  of  the  1  Rutherford.  N.  J.,  and 
was  subsequently  connected  with  the  New  Jersey  &  Hudson  River 
Railway  >S  Ferrj  Co.,  removing  to  Gateshead,  England,  in  March 
of  this  year  to  take  chargi  oi  one  of  the  constituent  pi  >p 
the  British  Electric  Traction  Co.  The  introduction  of  American 
Is  on  this   road   soon   resulted   in  an  increase  of  traffic  of  75 


Oct.  20.  1902.] 


STREET  RAILWAY  REVIEW. 


803 


per  cent,  and   Mr.    Foote   v  t     d   to   the  management   of  a 

larger   property   in   Scotland,   owned   by   the   same   company.     His 
present  position  requires  his  survcillanc  jo  different  roads 

in  the  United  Kingdom,  on  which  the  innovation  of  modern  trans- 
resulting  in  deserved  suca 


OBITUARY 


MR.  JOHN"   II.   VAN   BRUNT,   formerly  superintendent   of  the 

Heat  &  Power  Co.,  has  been  ap- 

'1  the  company's  property  in  St.  ] 

Mr.  John  Van  Brunt  has  been  associated   t'or  several  years  in  the 

i;  railways  with  his  brother,  Mr.  W.  T. 

runt,   president    of   the    company,   and    is   thoroughly    familiar 

with  all  the  details  of  the  system. 


MR.    IIARDIX    II.    LITTELL,    formerly    president    and    g 

the    Louisville    (Ky.)    City    Railway    Co.    prior    to    the 
the  railways  at   Louisville,  has  been  elected  presi- 
I    the   Springfield   &    Central    Illinois    Railway   Co.   which    was 
jranized  by   Kentucky  and   Illinois  capil  nstruct 

an  imerurban  system  between  Springfield.  111..  Bloomington,  De- 
catur and  Jacksonville.  Mr.  Lhtell  at  present  resides  in  Buffalo, 
N.    V. 


MR.   I'HILIP  DAWSON  has  become  a  partner  in  the   u 
';.   Waller  &   Manville,   which   will   conduct   a  consult! 

Si..   Westminster,   London, 
under    the    name   of    Kincaid.    Waller.    Manville    &    Dawson.      Mr, 

1  is  well  known  to  the  engineering  profession,  as  the 
of  numerous   papers   before   the  institutes   of  civil   engineei 

ngineers   and  electrical   engineers,   of   which   societies   he 
is  a  mi 


MR.  W.  G.  WAGENHALS  severed  his  connection  with  the  Mill 
1  1  incinnati,  on  the  met 

nipany  with  the   Hamilton,  Glendale  &   Cincinnati    1 
nder  the  titli  ncinnati  &  Hamilton  Tractii 

will  be  d  by  Mr.   W.  G.   Gilpin,  formerly  of  Washington, 

genhals  has  been  connected  with  the  Millcreek  Val- 
mpany    sim  ;anization    and    was    the    buil 

sion   to   Hamilto 


MR.   JOHN    FRITZ,   of   Bethlehem,   Pa.,   who   is    famed   as   an 

well  as  the  head  of  a  great   industry    ol    Penn  Jvaina. 

his  Keith  birthday  or  October  ,u~t.  on  which  night  a  banquet 

will   Ik.-  given   in   his   bono,    at    the   Waldorf-Astoria,   in    New    Vork. 

in  will  mark  the  founding  of  the  John   Fritz 

Gold    Medal.   .1    •  1. in    for 

in    in   the   industrial    sciences.      Annually,   a 

medal  will  ;  d   by  a  committei  ing  the  American 

the    Ann  1  tj    of    Mei 

hi    Inbuilt.-   of    Mining    I  1  and   the 

hi  Institute  of  Electri  1  1  ■  for  the  mosl  d 

1  ■  my  for  the  current  year,  the  1  ondil 

ird  to  be  pi  ;i mmitti  c  which  will  be 

cila  of  the  leveral   societies.     The  medal  will 
ed  by  the  American  sculptor,  Mr.  Victor  D.  Brenner, 


MR.  W.  W.  WHEATLEY,  superintendent,  and  Mr.  W.  B 
tant  superintendent,  of  the  surfaci 
;ned  their 
•  d  that   for  the  p 
will  Ik-  performed  by  Mr.  Dow  S.  Smith,  general 

Mr.  Wheatley  «.  formerl  ted  with 

R>.  and  the  Louisville  &  Nashville  R. 
•  of  tram  di 

1   of  the   Buffalo  divi  ion  of  the   W<  K.    R. 

■  •i  iii.    Brooklyn  Rapid  Tran  it  Co   in  iX</> 

Mill,  in    dr.  lion,    and 

;  intendenl  of  all  the 

idem  ol  that 
thai    both    Mr.    Wheatley   and   Mr. 
i  .  enli  1   thi 
'  ity. 


MR.  WINFIELD  SCOTT  STRATTON,  president  of  the  Colo- 
-  Rapid  Transit  Co.,  dud  at  Colorado  Springs,  Septem- 
ber 141I1.  aged  54  years.    Mr.  Stratton  was  a  native  of  Jeffersonville, 
Ind..  where  he  resided  until  20  (real     old,  learning  the  trade  of  the 
carpenter  and  draftsman,  at  which  he  subsequently  worked  in  Sioux 
City,  Omaha  and  Lincoln.   Neb.      He  settled  m   Colorado  Springs  in 
1872,    where   his   experiences   were   those   common   to   the   averagi 
ector   until    1N01.   when  he  began  the  operation   of  the  Inde- 
ice  mine  and  rapidly  accumulated  a  fortune  which  is  reported 

to   exceed   $->O.O0O,0OO. 

MR.  i:\Kk\  S.  PARMELEE,  president  of  the  Fairhaven  & 
id  Co.,  of  New  Haven,  Conn.,  and  a  prominent 
manufacturer  of  the  latter  city,  died  suddenly  of  heart's  disease, 
September  27th,  on  board  the  yachl  "Men."  at  the  foot  of  57th 
St..  Brooklyn.  Mr.  Parmelee  had  erved  through  the  Rebellion  in 
the    1"':        I  ticut    Cavalry,   and   lost   an   arm    before    Richmond, 

lie  was  the  inventor  of  an  automatic  sprinkler  which  is  now    1 
tensively   in  use,  and  he  was  president  of  the   Mathusliek   Piano  Co., 

direi  .\   Shepherd  Co.  and  of  the  Second  National 

Bank.  He  was  an  enthusiastic  yachtsman,  and  was  enrolled  as  a 
member  of  the  yacht  clubs  of  New  York.  \,»  Haven  and 
Larchmont. 


TUNNEL  CONTROVERSY  IN   CHICAGO. 


iii'  question  of  lowering  the  tunnels  under  the  Chicago  River 
tor  the  purpose  of  expediting  harbor  traffic,  was  again  the  subject 
id'  discussion  in  a  conference  on  September  30th,  between  the  rep 
-1  ili<  Chicago  <n\  council,  the  drainage  board  and 
the  11. H  nun  companies,  who  e  righl  ol  occupancy  of  the  tunnels  is 
the  chii  ■  to  a  solution  of  the  problem.    Despite  the  mayor's 

contention    thai    initiative   action    in   the   matter   comes    within   the 
province  of  the  sanitary  district,  the  drainage  trustees  present   dis 
all    n   ponsibility   until    the   city    shall    have    formulated   a 
method  of  procedure.      I  he  question  then  ao.se  whether  the  trac 
lio mpanies   would  surrender  their  rights  to  the  tunnels  if  al- 
lowed to  run  theii    linei    across  the  bridges,  in  reply  to  which  the 

ittornej    repi hi     Union   Traction    Co.   at    the   conference 

■  taiid   thai   "if  the  companj    were   protecteB   and   losl    none  of  <i< 
nd  sustained  the  dissolution  of  none  of  its  privileges,  its  di- 
11    toi     would  undoubtedly  act  in  the  interests  of  the  people." 

\  plan  was  submitted  by  I..  0.  Goddard,  chairman  of  the   Rivei 
Improvement    Association,   which   provided   for  the  removal   oi   the 

1 i".    first    giving   the    streel    railways   the   righl    to   cross   the 

bridges,  and  I  lun  blowing  nil  the  tops  ol  li  tunnels  and  scrap- 
ing sls  0r  .  ,MI  fed  from  the  top  of  the  walls.  This  plan  was 
hi  ard  n  ith  atti  ntion,  and  will  l"  discu  ed  .h  the  nexl  1  onfi  1 
ence  Vn  '■■inn. in  of  the  cosl  of  lowering  the  three  tunnels  as 
submitted  I  '  itj  Engineer  Ericson  included  the  details  of  the 
1  lowering  each  tunnel,  and  presented  an  aggregate  sum  of 
t ,  t 

RULING  OF  BOARD  ABSOLUTE. 


iIh    Ma    achu  eti     Board  of  Streel   Railroad  Commissioners  has 

d   tin    applii  ation  ol     eleel  mi  n  ol    son  kbi  idge   |uire 

fei  ol  thi    trad     ol  the  Berkshire  Streel  Railway   Co    fi 

tion     to   thi    public   highway,   al    leasl    until    new 

liable,      I  In-   hoard   had   recently   viewed   the 

and    decided    thai    private    laud    locations    were    besl    in 

lib    publil     intl  1 '    1  I  he   dismissal    ol    thi       1  lr,  linen's 

petition    foi  wa     in   recognition   of   the   new   law   which 

he  bo. mi  .mi in .1  n v  to  approve  location    without  being  influ 

di  ral 


Mi    Geoi  ■     1     Mod  ii.  •  hii  1  1  ngim  er  for  tl  Mori  hi  ad 

f  Fargo,  1      Dal      idvii     u    thai   thi    road  1    to  bi 

buili  al  on- .    IMri  thai  1 1 npan;   1    in  tl ai  kel  foi  all  mati  1  ial 

ind    upplii     for  ten  1  id 

•».♦ 

An  ■  over  the  lin he  Lake  I  ihoi  1    Electrii 

1  leveland  and  Not  walk  ha    bi  en  inau ted 

by   thi     I  lei  trii     Pai  1  agi    Co.,   of   Cleveland 


S04 


STREET  RAILWAY  REVIEW. 


(Vol.  XII,  No.  10. 


IMPROVED  SEMAPHORE  BLOCK  SIGNAL 
AND  CAR  SPACER. 


In  ii,  we  illustrated  and  di 

inch  had  been  brought  out  by  the  American  Electric 

i  red,  wlir 
the  signals,  but  a  later  improvement,  known 
Berry  automatic  block  signal  and  cat  spacini 
ul  "ii  the  market  by  the  Pittsburg  Swil  which 

\'n.  rican  Electric  Signal  i 
oncerning   the   Berrj    apparatus   will   be    found   of   particular 
interest  at  t In ^  time. 

Iling  device  shown  in  the  illus- 
unp 
arc  not  depended  upon  for  the  signals,  though  groups  of  lamps  arc 
arranged  so  that  they  can  be  cul  out  during  the  day.  The  sema- 
phore arm  on  the  right  of  the  illustration  has  a  green  blade  and 
green  glass,  while  the  arm  on  the  left  has  a  red  blade  and 


'ipin.licul.il  position,  signifying  mo  car 
in  block  ahead,  car  proceeds,  and  the  trolley  wheel  passing  over 
diverter  No.  -■  connects  trolley  wire  with  magnet  A  at  station  4. 
energizing  same,  thus  throwing  -■«. kih« m  B  it  .  iili  brush  C 

so  that  now  the  current  flows  through  magnet  D,  drawing 
,  which  had  been  at  danger,  to  a  perpendicular  p 
ic  time  magnet  I   at  station  5  i  I,  throwing  brush 

t,  off  ■  ■■•  //.  ilni    1  ing  magnet  /.  which  allows 

semaphore  arm  J  to  drop  by  gravity,  throwing  up  a  red 
1-  the  position  at  which  semaphon  n  plan:     The  car  pass- 

ing out  of  block  5  into  block  6,  the  trolley  wheel  passes  over  diverter 
No.  .?.   thus  energizing  magnet   K.  which  throws   segment  //  into 
contact   with  brush  G,  energizing  magnet  /.  which  draw*  target  / 
licttlar    po-  il  inn    block    No.    5    clear.      At    the 

same  time  magnet   /.  at   station  6  ed,  throwing  brush  M 

.Jin   of  contact   with  segment  A",  cutting  current  off  at  magnet  O, 
which  allows  target  /'  t"  drop  to  a  hori  tion,  showi 

in  block  6.    Only  one  wire  i-  required  between  signals  on  tl. 


J=T" 

J 

f=n 

S/.-.l 

4 

s 

6 

D 

1 

=                                                                                            0 

\                                                                                           P 

JQ) 

]F 

;0 

r 

[-0 

|  =tt                                                           l! 

__ 

|i 

I'M                                      J 

ilf                    L_i 

i       F"- 

DIAi'.KA.M  OF  CONNECTIONS  OF  AUTOMATIC  BLOCK  SIGNAL  AND  C  \K  SPA<  IM.    nr.vu  I. 


glass,  ii.  providing  green  or  red  lights  in  conjunction  with 

the  incandescent  lamps.  In  event  of  an  operating  circuit  wire  break- 
ing or  a  magnet  burning  out  the  semaphore  arms  come  to  the  dan- 
ger position   by   gravity. 

or  "t  a  single  track  system  with  turnouts,  the 
arrangement  of  magnet  and  semaphore  circuits  is  in  general  sim- 
ilar to  that  of  the  light  and  magnet  circuits  shown  in  Fig.  1  on 
page  4_'.!  of  the  "Review"  for  July,  and  the  same  is  true  of  the 
double  track  system  whi  ar  controls  two  blocks,  the  wiring 

being  analogous  to  that  shown  in  I  ige  4-'.<:.    The  semaphore 

apparatus  has,   however,   the  necessary   magnets   for   actuating  the 
mis,  which  was  not  necessary   where  only  lights  were 
ir  the  signals.    The  ingenious  mechanism  by  means  of  which 
when  several  cars  maj   be  permitted  to  enter  a  block,  the  hlock  is 
■  red  until  the  last  car  lea  lined,  this  being  a  val- 

of  the  system.     The  trolley  contacts  also  are  arranged 
as  in  the  installations  previously  described. 

in  installation  on  a  double  track  line  when 
desirable  to  have  the  car   signal  one   block   only   i-   shown   diagram 
matically  in  one  of  the  illustrations  herewith.     The  method  of  op 
eration  may  be  thus  described: 

I'lie  diagram  shows  a  car  having  run  into  Mock  between 
5  and  6,  throwing  up  a  red  or  danger  signal   at   Mock  5   so  tl 
crew  of  any  car  following,  arriving  ;  and  seeing  a 

danger  signal,  know,  that  there  is  a  car  in  that  hlock.  The  method 
of   operating   this    signal    is  as    follows:      Having   reached    station   5, 


CONVENTION   NOTES. 


Mi,  Q.  S  C  Co..  of  Chicago,  was  represented  at  Detroit  by  Mr. 
Kali-.  I!i.-  company  was  unable  to  secure  -pace  for  an  indepen- 
dent exhibit,  but  the  well-known  "Stanwood"  steel  step — the  one 
with  a  light  and  airy  tread — was  shown  in  the  exhibit  of  the  John 
Stephenson  Co. 


II.   II.    Hart,   who  exhibited  the   Hart    In    Plate  at   the   Detroit 

convention,  secured  a  large  order  from  the  Michigan  Central  Rail- 
road while  in  that  city.  The  tie  plate  is  manufactured  by  George 
Fuller.  Old  Colon)    Bldg.,  Chicago,   111. 


Porter  &  Berg,  of  Chicago,  and  their  representative,  C.  R. 
Mason,  were  very  much  in  evidence  although  they  did  not  have  an 
exhibit,  and  report  that  they  took  a  number  of  nice  orders  for 
supplies.  They  distributed  a  very  unique  souvenir  in  the  shape 
of  a  "Frog"  match  safe  which  created  Me  interest  among 

convention  visitors. 


I  In-  II.  P.  Neil  Co.,  Milwaukee.  Wis.,  through  its  eastern  rep- 
resentative, C  J.  Harrington,  of  New  York,  has  just  closed  a  con- 
tract with  the  Consolidated  Railway-  of  Pittsburg  for  cast-welding 
several  thousand  joints,  the  style  of  wilding  to  be  the  Ileil  im- 
proved cast-weld  joint  for  Q-m.  rails.  I  he  company  has  also  closed 
a  contract  with  the  Toronto  Railway  Co.  for  a  welding  outfit. 


Oct.  20,  1902.] 


STREET  RAILWAY  REVIEW. 


805 


JOHNSON  TROLLEY  RETRACTOR. 


The  device  shown  in  the  accompanying  illustratii  gned  to 

furnish  absolute  protection  to  the  overhead  construction,  trolley 
poles  and  wheels  by  instantly  retracting  the  trolley  about  fifteen 
in.  below  the  wire  whenever  it  gets  off  the  line.  In  a  test  over 
a  year  it  is  reported  that  the  retraetor  has  not  tailed  to  act  in  a 
single  instance,  and  without  the  slightest  damage  to  wire  or  poles. 


(T 


^ 


^ 


J 


working  through  rms  and  in  extremely  cold  weather  with- 

out being  out  01  any  time. 

li  1-  made  entirely  of  steel,  is  simple  in  coi 
■ment  can  be  made  ii  [side  and  on  thi 

Fig.  1  sho*  thi   di    h  of  thi   car,  con 

-■  made  with  the  regular  trolley  rope  by  means  of  the 
clamp  /  il:.  ion  when  trolley  is  reti 


e 


\* 


mounted  in  a   1  uiuble 

.Mill    .'III    I 

jtiitahle  loci  litable  length  receiving 


the  power  of  the  springs  E  through  the  medium  of  the  arm  F  and 
yoke  G.  In  Fig  1  there  is  a  maximum  of  spring  power  and  minimum 
of  leverage.  In  Fig.  2  the  order  is  reversed,  the  minimum  of  spring 
power  and  the  maximum  of  leverage  at  II,  which  in  this  machine 
gives  -  more  power  in  the  last  position.    As  the  retractor 

springs  can  he  wound  up  by  the  ratchets  D  to  agree  with  trolley- 
pole  tension,  the  vicious  action  of  unnecessary  power  in  the  start  is 
obviated  in  case  the  harp  should  be  pressed  against  the  wire. 

The  ^pime  al  I  being  divided,  should  one  of  the  springs  break, 
it  still  leaves  energy  enough  in  the  remaining  one  to  get  the  trolley 
out  .if  danger.  The  breaking  of  both  springs  would  resolve  the  ma- 
chine into  .1  trolley  catcher.  A  broken  spring  can  he  replaced  in 
minutes. 

When  the  car  is  running,  and  the  trolley  on  the  wire,  the  tension 
commodates  the  variations  in  height  of  line,  but  when  the 
trolley  jumps  from  flic  win  the  sudden  upward  movement  locks  the 
reel  and  raises  the  latch  ( '.  The  arm  then  swings  down  and  carries 
Hi.  trolley  with  it.  the  reel  remaining  securely  locked  while  in  that 
position.      But    when    a    small    lever,    which    is    raised   to   an    upright 


position  behind  the  button  8  is  moved  to  the  left  and  a  pull  given 
downward  on  the  trolley,  the  locking  device  is  thrown  out  of  gear 
and  the  trolley  can  lie  manipulated  with  freedom.  After  the  trolley 
is  replaced  on  the  wire,  the  arm  is  raised  to  an  upright  position 
and  the  locking  device  shown  in  Fig,  ,\  sel  in  action,  the  small  lever 
bi  ne;  locked    ■■  11     annol   be  tampei ed  with. 

This  retractor  is  fastened  in  the  center  of  the  dash  with  top  of 

the   arm    level    with    top   of   dash.      The   arm    is   hi    down    and    con- 

.'.illi    the    trolley    rope,    with    the    trolley    free    from    the    wire; 

then   fhe   springs    /'    are   wound   up   until   the  arm   draws  (he   trolley 

down    1. 

1 1  file)   ropi    1    1 1    0  thai  al   li  i»    1 1     the  rope  in 

the  machine  will  have  ,1  clearance  "i     1-    inches  above  the  top  of 

arm,  and  the  rope  can  he  adjusted   to  pay  OUl    fasl    enough   to   meel 

all  1  •■<!  1111.t11.nl  ,1  1 rvi  .  udden  ri  e  "i  line  al  railroad  cross- 
ings   and    iiei.lMii.il    iolts.      This    retractor    is    made    by    the    I'i.I'  oil 

Manufacturing  Co.,  of  1  l'  1  eland,  1 1, 

<  • » 

WORLD'S  FAIR  INTRAMURAL   RAILWAY. 


\u   intramural   railway   is  to  In-  constructed   u] the   World's 

Fair  grounds  al   St,   Louis   which   ii    ii    1  timated   will  cosl   aboui 

0  to   build   and    p       1  in     system   of   rapid   transit   will 

ol  in. mi  line  and  branches  and  w ill  enable 

ei   thi   ■    position  w  ith  a    lil  tie  fal  igue  as  possible.    The 

planning   thi    intramural   road   ha  1  been   to 

Id  no)  mar  the  beauty  ol  the  e  pi  11  il ,  and 

11  ii  believed  thai  thi   plan  pn   ented  bj   Mi    Charles  V.  We  .1 

in  '  i"  1  perfecl    oluti i  the  probli  m     1  iw  ing 

iltii  udi     "i   1  hi    1    po  it  ion  ground  1  the   road  will 

1  and  .in  open  out 

— *  ■ » 
i  ■  1  Conn  ilidati  d   Electi  ii    Si  n  el   Railway  1  'o.  has 

ord(  red  13  ni  of  tfi     la pi  oved  pattern,  which 

will  I"    bippi  d  from  Si    Loui    foi    ei   io   on  the  1  lallai  lim 


806 


STREET  RAILWAY  REVIEW. 


TRADE    NOTES. 

I  HI-   KIWI  \K    M  i  RING  • 

is  distributing  an  ingenious  advet  :y  to  its  street  railway 

the  Kinnear  steel  rolling  door  as  used 
n  miniature 


►RGI  E   \\  A  i  rS,  wl  d  with  the  Colum 

.1  St.  Lou 

vent    foi    St.    Louis,    K  [ha,   Cincinnati,   Indian- 

ille,  announces  that   I  red  the  electrical 

field  on  his  own  responsibility  as  manufacturers'  agent     Mr.  Watts' 

headquarters  are  at  511  Chemical   Bldg.,  St  Louis,  where  he  will 

■  « I'lcomc  his  old  friends. 


SARGENT,  CONAN1    8  CO.,  of  Boston,  will  shortly  complete 
the  electrical  equipment,  for  powei   and  lighting,  of  tl 
Co.,  Easilianipi!.n,  Ma--.     I  In-  entire  plant  will  be  electrically  driven. 
current  being  supplied   from  two  multiphase  generators,  one  direct 
coupled  to  a  corh  gine,  and  the  oilier  bolted  to  a  water 

wheel ;    either  or   both    may   be   used    for    operating  motors  or   arc 
or  incandescent  lamps. 


THE  CRANE  CO.,  of  Chicago,  has  just  published  a  new  pocket 
size  catalog  of  its  steam  goods,  etc.,  comprising  464  pages  and 
including  a  complete  line  of  the  company's  goods  such  as  standard. 
medium,  low  pressure,  extra  heavy,  and  hydraulic  goods  in  brass 
and  iron,  engineers'  supplies,  tools,  pipe,  etc.  The  book  coi 
a  great  deal  of  u  station,   tables,   rules,  etc.,  and   will   be 

furnished  on  application  to  the  home  office  in  Chicago,  or  to  any 
of  the  company's  branch  houses. 


THE  ANNUAL  MEE1  ING  of  the  stockholders  of  the  Sprague 
Electric  Co.  was  held  I  uesday,  1  let.  14th,  [902,  at  the  office  of  the 
company  in  Watsessing,  N.  J.  The  following  directors  were  eiccted 
for   the  ensuing  year:      Alia  veil,    D.   C.    Durland,    S.    M. 

llamill,  J.  R    1    ■  John  Markle,  .1.  R.  McKee  and  E.  (i.  Wain-. 

At  a  meeting  of  the  directors  held   later  in  the  day  officer-   were 
elected  as  follows:     President,    Ulan  C    Bak  1   vice-presi- 

dent.  S.   M.   llamill;    second  vice-president,   D.   C    Durland:    secre- 
tary and  treasurer,  Harry  R.  Swartz. 


ELECTRIC  STORAGE  BATTERY  CO.,  of  Philadelphia, 
maker  of  the  chloridi  accumulator,  distributed  a  pamphlet  at  tin- 
American  Street  Railway  Convention  entitled  "A  Few  Illusti 
Selected  from  .'jo  Installations  of  the  Chloride  Accumulator  Bal 
teries  in  Strcii  Railway  Service."  The  pamphlet  contains  11  half 
lone  illustrations  of  the  interior  of  several  battery  house-  with 
brief  descriptions  and  a  statement  1-  given  in  the  preface  of  the 
increase  in  installations  of  the  chloride  accumulators  from  October. 
1901,  to  October,  1902. 


THE  MICA  INSULATOR  CO..  of  New  York  and  Chicago,  is 
now  manufacturing  its  "Empire"  oiled  cloths  in  the  form  of  a  tape 
under  the  name  of  "Linotape."  It  i-  made  in  any  width  from  '  \ 
in.  to  36  in.  and  has  proved  itself  to  be  an  excellent  tape  both 
mechanically  and  electrically.  The  foundation  of  this  tape  is  a 
closely  woven  cloth  made  so  as  to  secure  the  go  ■  hanical 

strength   and  the  coating  consists    oi    I pain's    Empire  oil   on 

■ir  faces.     It  is  stated  that  this  coating  never  cracks  or  hardens 
and  thai  it  render    the  cloth  impervious  to  moistu 
alkili  proof. 


"FOUR  TRACK  SERIES"  No.  35,  published  by  the  New 
Central  &   Hudson  River  R.  R..  under  the  head  of   Historical    Pil 
grimagc-  About   Ne«   York,  tells  in  entertaining  style  1 
the  growth   of   the   Empire    State   and    its    struggle   for    supremacy. 
The  events  of  its  civil  and  literary  history  are  narrated   under  the 
names  of  the  towns  and  cities  most  familiar  to  the  student  as  land- 
marks of  tl  of  the   state  and  the  route  and   schedule  of 
trains  for  reaching  these  interests  en  in  detail. 
The  publication  contains  a  fine  map  in  colors  of  New  York  from 
the  Battery  to  Newburgh,  and  is  illustrated  with  half-tone  engrav- 
ings. 


THE  GENERAL    ELECTRIC  CO.   has  recently  issued  the  fol- 
lowing   publ  .a    handsomely    illustrated 
catalog                                              of    machinery    for   power    and    mining 
work;    Bulletin    N  hletin   4296  on   "ai 
switch   for   a   system   of   remote   control;"   bulletin   4297  on   "high 
voltage  type   II   transfo               bulletin    No.  4-,<>8  on  "Thompson 
high   torque    indui                  r."     Catalog   and   price   list    No.   7560 
ling    N'o.   7524  00  "Repail  K  Series  Parallel 
catalog  and  price  1  i "- 1  No.  7561  on  "Parts  of  Standard 
Bus    \i<    Panels;"  catalog  and  price  list  N'o.  7562  on  "Parts 
of  Form  3  (                eed  Alternating  Current  Series  Enclosed  Arc 
Lamp-;"  catalog  and  price  li-t   No.   r.sl'.t  on  "Parts  of  Form  5  and 

nl   Series  Enclosed  Arc 
Lamps."     Flier  No.  2104  on  "G.   E    Alternating  Current  Lightning 
and  llier   No.  2105  on  "Reflectors  for  Enclosed  Carbon 
An-  Lamp 


REYNOl  CHAIN  GEAR  is  the  title  of  bulle- 

tin No.  tool  published  by  the  I  ink   Bell   Machinery  Co.  of  Chicago. 
This  chain  gear  consists  of  a  chain  made  of  stamped  links  of  special 
form,    shouldered    studs    ami    countersunk    washers.      The   chain    is 
in    six    pilches   and    in    many    widths   of   each    pitch.       I  hese 
chains  run  on  cut   sprocket  wheels  with  accurate  teeth  and  having 
straight   -ides  and  varying  forms.     One  of  the  principal  advantages 
ear  is  that  it  can  be  run  at   high   speeds  with  no 
it  is  also  claimed  to  be  superior  to  leather  or  rubber  belting 
on  that   it   cannot  slip.     It  can  be  run  on  short  centers 
without   an   idler,  it   can  he  used   in   hot  or  damp  places  and   is   run 
slack,   and   tl  iroduces   no   excessive   journal    friction.     The 

silent    chain    gear   is   particularly    recommended    for    motor   gearing 
cases  makes  the  motor  possible  where  belting 

or  spur  gearing  are  found  impracticable.  While  the  Reynolds  silent 
chain  lias  been  on  the  market  in  this  country  for  less  than  a  year 
ils  application  has  already  become  extensi 


THE  WESTERN   El  ECTRICAL  SUPPLY  CO.  of  St.  Louis 
cently  taken  the  agenc]   for  the  Hartman  Automatic  Oil  Cir- 
cuit  Breakers.     This  is  one  of  the  most  practical  circuit  breakers 

11-  that    has  even  11  out.     It   is.designed  on  entirely 

original  lines  and  embodies  in  1!-   1  on   many  new  and  valu- 

able points  which  will  at  once  commend  itself  10  the  engineer.     The 
extreme  -implicit}  in  it-  ..instruction  is  one  of  the  many  good  points 
in  it-  favor.     The  parts  are  re. lucid  to  a  minimum   in   number,  and 
there  is  no  delicate  and  .'.implicated  mechanism  to  get  out  of  order. 
particularly  valuable  and   entirely  new    feature  is  the  operation 
of  the  switch  mechanism   in  "il  enclosed  in  a  tight  metal  case.      By 
this  method  the  arcing  featun    1        been  almost   entirely  eliminated 
by  surrounding  tin  contact  mechanism  with  a  non-conducting  fluid. 
of   the   laminated   type,   the   advantages   of   which 
ever  the  ordinary  knife-blade  type  are  well-known.    Special  attention 
called  1.'  ili.    fact   that   the  instrument   1-  a  perfect  oil-break 
switch   as    well   as   a   circuit    breaker.      Bulletins,    descripl 
etc..  are  mailed  on  application. 

The  Western  Electrical  Supply  Co.,  of  St.  Louis,  have  recently 
taken  the  agency  for  the  celebrated  Shelby  Seamless  Cold  Drawn 
Steel  Trolley  Poles.  We  ate  advised  that  they  are  carrying  a  com- 
plete line  of  these  poles  in  stock,  and  are  prepared  to  ship  promptly. 


1  HE  II.  W.  JOHNS  MANYII.LE  CO.  has  issued  its  1 
N'.i.  5  relating  to  "Vulcabeston"  packing.  The  increased  temperature 
and  pressure  in  modern  -team  plant-  require  the  most  effective  kind 
of  steam  packing  and  "Vulcabeston"  is  claimed  to  give  excellent 
under  all  conditions.  This  material  is  lough,  pliable  and 
yielding  and  can   bi  d   into  any   shape  of  gaskel.      It  is  made 

of  any  desired  density,  from  -..ft  for  ordinary  purposes,  to  hard 
for  valvi  .  oupling  rings,  etc.     The  catalog  describes  the  use 

of  Vulcabeston  concave  and  convex  packing  rings  on  the  valve 
rods  of  locomotives  for  more  than  a  year  without  the  necessity  of 
even  screwing  down  the  follower,  and  a  number  of  testimonials 
are   included  in  this  catalog  from  users  of  this  packing  in  locomo- 

nd   air   brake  equipments.      This  material    is   manufactured   in 

r..pe    for   packing,    in    pi.  rings    and   gaskets,    in 

moulded    gaskets,    washers    for    standard    unions,    moulded    faucet 

is  and  convex  and  concave  packing  rings,  etc.  The  com- 
pany will  be  glad  to  send  a  copy  of  this  catalog  to  any  one  inter- 
ested upon  request. 


STREET  RAILWAY  REVIEW. 


807 


PUBLISHED    ON    THE    20th   OF    EACH    MONTH. 

WINDSOR  &  KENF1ELD  PUBLISHING  CO., 

45-47  PLYMOUTH  PLACE,  CHICACO,  ILL. 

CABLE  ADDRESS:  " Wt NPIBLD."  LONG    DISTANCE  TBLBPHONE,   HARBISON   754. 


BRANCH  OFFICES: 
New  York     39  Cortlandt  Street.  Cleveland     302  Electric  Building. 

Boston     630  Atlantic  Avenue.  Philadelphia     The  Bourse. 

SUBSCRIPTION  AGENCIES: 
Austria.  Vienna—  Lehman n  &  Wentxel,  Karntnerstrasse. 
France  Paris     Boyveau  &  Chevillet,  Librairie  Etrangere,  Ruedela  Banque. 
Italy,  Milan     Ulrico  Hoepli,  Librairie  Delia  Real  Casa. 

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


SUBSCRIPTION,         -  THREE  DOLLARS. 

Foreign  Subscription,      Four  Dollars  American  Money. 


Address  alt  Communications  and  Remittances  to  Windsor  &  Kenfitld  Publishing  Co. 
Chicago,  III. 

CORRESPONDENCE. 

We  cordially  invite  correspondence  on  all  subjects  of  interest  to  those 
engaged  in  any  branch  of  street  railway  work,  and  will  gratefully  appreciate 
any  marked  copies  of  papers  or  news  items  our  street  railway  friends  may  send 
as,  pertaining'  either  to  companies  or  officers.' 


DOES  THE  MANAGER  WANT  ANYTHING? 

If  you  contemplate  the  purchase  of  any  supplies  or  material,  we  can  save 
von  much  time  and  trouble.  Drop  a  line  to  tin.  Rf.vikw,  stating-  what  you  are 
in  the  market  for.  and  you  will  promptly  receive  bids  and  estimates  from  all  the 
best  dealers  in  that  line.  We  make  no  charge  for  publishing  such  notices  in  our 
Bulletin  of  Advance  News,  which  is  seat  to  all  manufacturers. 

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


VOL.  XII. 


NOVEMBER  20,  1902. 


NO.  11 


SUMMARY  OF  CONTENTS. 


The  Employing,  Training  and  Disciplining  of  Car  Service  Em 
ployes  "ii  the  Boston  Elevated  Ry.  By  Maj.  Gen.  Wil- 
liam A.  Bancroft 809 

if  the  Berkshire   Street    Railwaj    Co.,    Pittsfield, 

Ma  813 

Moving  Small  Fruits  by  Electric  Railway!   818 

Car  Washing  versus  Car   Painting 820 

on  Motor  and  Bond  Testing      By  R.  W.  Conanl .V( 

From  -  to  the  Atlantic  Seaboard  by  Trolley     II. 

By   K.    II.    Derrah 824 

all)   Welded  Rail  Joints  and  Bond  .  H17 

The  Private  Right  of  Way,     By  Alton  l>    Vdaim  Hji 

Steam  Turl  i  ,831 

The  I  rating  Statii 

1 
lilwa)    Decisioi  ,  83s 

1  la   in  thi   Borough  o(  Manhattan,  V  V. 
By  W    Bordman  Re* 
Slow  S]  rating  I  toil  • .  84' 

.    842 

il 
Obituarj  85; 

Financial 
News  of  the 

New    Publications ..865 


By  reason  of  the  attention  which  street  railway  men  are  now 
devoting  to  the  subject  of  discipline  the  article  in  this  issue  by 
Gen.  W.  A.  Bancroft,  president  of  the  Boston  Elevated  Railway 
Co.,  describing  the  methods  used  by  that  company  in  choosing, 
training  and  disciplining  its  motormen  and  conductors  will  be 
found  of  exceptional  interest  at  this  time.  This  system  which 
General  Bancroft  describes  in  detail  is  probably  more  elaborate 
than  is  used  by  other  street  railway  companies,  and  it  will  cer- 
tainly be  surprising  to  the  layman — the  "average  man" — to  know 
thai  the  ideal  of  discipline  for  street  railway  men  is  considered 
to  be   even  higher  than  that  of  our  military   force. 


From  the  latest  reports  it  appears  evident  that  if  Ohio  interurban 
electric  railways  desire  peace  and  happiness  in  their  relations  with 
municipalities  they  will  do  well  to  secure  private  rights  of  way. 
Thus  in  a  controversy  between  the  Stark  Electric  Ry.  and  the 
Canton- Akron  Ry.  over  the  proposed  grant  for  a  terminal  of  the 
former  road  in  Canton,  the  trial  court  on  October  23d  decided  that 
an  interurban  electric  line  is  a  railway  and  that  it  is  not  necessarj 
t'ir  such  a  company  to  follow  the  ordinary  course  of  applying  for  a 
franchise  from  the  city;  but  that  it  may  appropriate  a  right  of 
way  and  pay  any  damages  incurred  by  owners  of  the  property. 

On  the  other  hand,  a  trial  judge  has  held  in  the  case  of  the  city 
of  Dayton  versus  the  Southern  Ohio  Traction  Co.,  that  as  soon  as 
the  company's  line  enters  the  city  it  becomes  a  street  railway  and 
not  an  interurban  line,  and  as  such  must  give  reasonable  service. 
stop  at  street  crossings,  sell  tickets,  announce  nanus  ,,f  streets,  run 
cars  at  specified  speed,  and,  in  the  language  of  the  court,  "furnish 
a  continuous  local  street  car  service." 

These  two  decisions  are  not  as  conflicting  as  might  be  thought  :  the 
(list  allows  an  interurban  to  condemn  a  right  of  way  for  itself  and 
not  use  the  city  streets,  while  the  second  shows  what  may  happen 
if  a  company  uses  the  streets. 


Reserves  of  power  generating  machinery  which  would  insure 
against  delays  to  traffic  in  event  of  accidents  at  the  power  station 
or  provide  for  extraordinary  temporary  demands  for  current,  have 
always  been  among  the  prime  requisites  in  electric  railway  stations. 
In  the  main  power  plant  the  units  are  chosen  of  such  a  sizi  that 
one  may  always  be  held  as  a  reserve,  but  with  the  development  of 
long  "roads    using    multiphase    apparatus    at    the    main    station,    and 

high-tension  transmission  lines   with   ii'i.m  converter  sub-station 
the  installation  of  duplicate  converter   units   at   all    sub  stations   re 
iptires    such    an    investment    that    other   plans    received   consideration 
Perhaps    the    most    ingenious    design    tO    reduce    the    initial    invest 

mem  in  converting  apparatus  and  at  the  same  tune  provide  against 
to  traffic  is  the  portable  sub-station  car.  The  Srsl  proposal 
to  use  such  a  ear  of  which  we  know,  \\.i  in  connection  "ith  the 
Chicago  &  Milwaukee  Electric  Railway,  for  winch  Mr.  I!.  .1 
Arnold    was   tin    engineer.    In   describing  this   road    in   the   "Review" 

foi  \ngust,  iK.*k.  hi-  said:  "it  will  be  noticed  ib. ii  the  electrical 
equipment  of  tin-  sub  station  is  not  in  duplicate.  Ibis  has  been 
considered   unnecessary  as  ii   is  intended   to  mount   ibe  machinery 

needed   for  a   sub    tat atii     tep-down  transformers,  and  one 

rotarj    convertet    upon   a   hack   lined   with   motoi        in   .  ,i  ,■  of  a 
down    ii    hi',     nb  station  ibe  storage   batter]    can   be   relied 
on  io  supply  cur  rem  foi  several  hours,  during  which  time  the  porta 

Mi     reservi      lib    tati quipmenl    can    be    taken    to    ibe    crippled 

and  l»-  connected  ready  to  operate  until  the  repairs  have 
1  •  <  ii  made." 

Ibis    .  ii.  in.    was  never  put  in  practice  on  the  Chicago  &   Mil 

lukei     line,    bill    in    tOOl    Ibe    Union     Traction    Co     of    Indiana    built 

a  portabli  ub  itation  car,  thi  drawings  foi  which  were  published 
in  the  "Review"  for    Vpril,   toot,  page   112;  thi     was,   wc  belli 

i 1   this  .ton  .1.  tei    o.  be  pul    in   set  \  ii  e, 

■    ii  1     provi  d   to  bi    i'  1 1      hi  1  !•  tot '.    .mil   .  onvi  nienl    in 

operation  and  but   oni    1  hangi    In   that   d ha     been     ugi 1 

bi  'I'  iineiii    making   thi    rooi    ea  ilj    1 1  mo>  abli    in   ordet    i" 

f.i.  dual,   bandbi       1  nil  verhead  crane, 

thi    i-i  hi  "i  proi  iding  foi  1  mi  1  gi 

dopted,    in-  ■    it  ha    proi  ed    ul 

in  prai  He.-  and  wi  'i    objection    1 1   igainsl  it 

in  thi    it!  tie  '.'.■   Illui  trite  1  tub    tation  cai   1 Ij 

hmli  for  ib.-  Wllki  Win,  1  rlazelton  Railway     -  r ylvftnia 

interurban,  win.  h  ridii  in  increa  ing  popu 

■  i     portable  i  ub  station.     In  lei    i     thi    m    ii     "i 

this  <b  1  looked   th  1     equally 

serviceabhj  fi 


808 


>IKEET  RAILWAY   REVIEW. 


[V«    Ml.  No.  ii. 


when   traffic   ..n   the   p  the   line   supplied   by   il    maj    I" 

hc.iv  ii  !■  ill 


the  high   tension  alternating   installation   of 
the   Berkshii  I  I  i 

d  in  this  issui  (supplementing  the  description  publi  ' 
ihc  "Review"  Feb.  15,  igoa),  is  s  somewhat  radical  departun 
usual  engineering  In  the  t"i r - 1  place,  the  scheme  foi 

crating  and  distributing  current  is  new,  in  thai  step  up  transformers 

lided  by  the  use  "(  direct  connected  alternators  of  the  revolt 
ing  field  .<  phase  type,  giving  current  al   1&300  volts  and  25  cycles 

ond,  this  current  passing  directly  t"  the  transmission  line 
.a  tin*  voltage.  The  idea  of  this  is  of  course  plainly  r>  avoid  step 
up  transformer  losses.  Under  usual  conditions  the  design  would, 
however,  be  questioned,  inasmuch  as  thei  the  step  up  trans- 

former is  the  most  efficient  part  of  the  usual  high  tension  alternating 
installation,  and  when  working  al  full  load,  il  can  be  assumed  to 

give  very  nearly  08  per  cent  efficiency.     In  this  particular  installation. 

however,  the  consulting  engineer  in  charge  decided  that,  for  a  long 
lime  t"  come  at  least,  the  transformers  could  not  be  operated  at 
their  full  capacity,  and  in  all  probability  would  not  average  much 
over  50  or  '«>  per  cent  of  full  load;  and  he  was  therefore  probably 
entirely  justified  in  eliminating  the  step-up  devices.  The  question 
naturally  arises.  How  are  the  alternators  of  this  type  going  to  stand 
up  under  electric  railway  load  conditions?  During  four  months  of 
continual  running,  they  have  give  no  undue  trouble.  As  far  as 
lafet)  is  concerned,  these  high  tension  machines  are  probably 
attended  with  no  more  danger  to  operators  than  are  the  ordinary 
600-volt  direct  current  machines.  The  only  high  potential  parts 
are  the  stationary  armatures  and  these  are  entirely  enclosed  and  pro- 
tected, and  the  builders  claim  it  is  impossible  for  an  employe  to 
obtain  a  shock  unless  he  deliberately  and  intentionally  places  Kim- 
self  in  danger.  The  machines  are  protected  by  static  inter- 
rupters, by  lightening  arresters  and  by  barb  wire  suspended  over 
the  high  tension  transmission  lines,  the  wire  being  grounded  at 
every  fifth  pole. 

It  will  be  noted  that  the  revolving  fields  of  the  station  alter 
nators  are  separately  excited  by  no-volt  independent  steam  driven 
units.  The  service  on  these  exciting  units  is  unquestionably  very 
Severe,  and  they  require  considerable  attention.  It  is  urged,  how- 
ever, that  the  gains  offset  the  drawbacks,  and  not  the  least  con- 
spicuous advantage  is  the  convenience  of  running  one  or  both  of 
the  small  exciter  units  for  lighting  the  power  house  and  car  barn 
whin  the  main  generating  units  are  shut  down.  The  piping  arrange- 
as  described  and  illustrated  in  this  issue  will  also  be  found 
of  interest  and  worthy  of  study,  the  most  noticable  feature  being 
the  flexibility  and  diverse  connections  provided  for  meeting  almost 
any  emergency  that  can  be  imagined  caused  by  the  disablement  of 
a  live  or  exhaust    steam  feed  water  system. 

Another  interesting  feature  will  be  found  in  the  arrangement  of 
the  high  tension  transmission  line.  The  transmission  lines  are 
No.  4  and  No.  6  bare  copper  wire  arranged  in  two  circuits,  one 
l.i  miles  long,  and  one  26  miles  long.  Three  wires  of  each  circuit 
are  placed  at  the  comers  of  an  imaginary  equilateral  triangle,  having 
sides  18  in  long,  but  the  wires  are  not  transposed  at  any  point  of 
the  circuit.  The  question  naturally  arises  how  much  loss  of  current 
is  there  due  to  lag  through  induction.  The  engineer  states  that  thus 
far  he  lias  been  able  to  discover  no  appreciable  loss,  but  adds  that 
this  is  undoubtedly  due  to  the  low  amperage  and  high  potential. 
The  maximum  current  never  exceeds  50  amperes,  and  the  average 
is  less  than  20  amperes.  This,  at  13.000  volts,  seems  to  give  no 
trouble  iii  the  three-phase  circuit  with  straight  away  wires.  The 
working  of  this  installation   will  be  watched  with   unusual  interest. 


It    is   not   always  that    the    discussions   before   our   technical    clubs 
and    associations    produce    information    of    so    practical    a    value    as 
it   the  September  meeting  of  the  New  York  Rail 
I  lub,   when  the  topic   for   discussion   was  "The  Construction 
of  Perfect   Track."     Mr.  J.  C.  Brackenridge,  chief  engineer  of  the 
it,   who   was  appointed   to  open  the  discus- 
sion,   in   the   first   place   admirably   defined   a   perfect   track   qs   one 
"that   will   always   keep   its   alignment    and    service,   and    never    wear 
out."   and    then    in    the    next    sentence    with   commendable    frankness 
summed  up  the  situation  in  the   words  "unfortunately   I  cannot   tell 
you    how    to    build    a    perfect    track    or    tell    you    where    you    can 
find    out."      However.    Mr.    Brackenridge    goes    on    to    give    some 
valuable  data  on  the  subject  of  track  building.     His  remarks  are 


qn..trd  at  length  iii  another  column  of  tin-  issue     I  hi    New   York 

Railroad    (lub   includes    in    its   membership  over   a    thousand   of   the 
leading    steam    railroad    and    sired    railway    men    of    the   country. 
illy  of  the  last,  and  this   lubjed  of   track  laying   was  thor 
discuss,-,!  from  the    standpoints,  both  of  thi 

1     and    the    electric    railway     engineer.       Ill    view    of    il 

thai  it  i»  frequently  said  in  electric-  railway  circles  that  we  must 

.-in.  I..  -team  railroad  standards  in  track  laying,  it  is  of  interest 
0.  lead  the  views  ,,f  tome  of  the  menibei  -  on  this  point.  Mi  K 
Trimble,    a    steam    railroad    engineer,    pointed    out    thai 

locomotives   now    in   use  concentrate  on   a   wheel   bast    of   n,  ft., 
about   .225,000  lb.     Considering   that    tin-   load    1-   distributed   over 
8    area   of   about    200   -q.    ft.,   we   have   an  average   load   on   tl 
porting  roadbed  of  1,100  lb.  per  square  fool,  and   Mr.   Trimbli 

8  in.  of  ballast  under  the  bottom  of  the  ties 
is  n.. I  iufficienl  to  make  a  perfect  distribution  for  Steam  railroad 
work,   and   he  advocates   that    14   111.   of   lialla-t    under   the   tie-   i-   not 

too  much.  Mr.  Reed  of  the  Metropolitan  Street  Ry..  of  \'<  w 
York,  also  pointed  out  that,  where  the  power  applied  to  tl 
motive  drivers  is  conveyed  by  reciprocating  part-,  n..  matter  how 
much  care  is  used  in  balancing,  there  is  always  a  bannnei  blow 
struck  with  each  revolution  of  each  driving  wheel.  With  a  solid 
foundation,    therefore,    for    steam    railroad-,    there    would    not    only 

cessive  wear  on  tin-  track   structure,  but   upon  the  locomo- 
tives  as   well,   so  that   a   flexible   track    is  desirable.       Ii 

1    ■  turned   upon   this  question:     I-  a   flexible   track   desirabli 

or  undesirable  for  electric  railwaj  work  in  city  streets-  tin  thi, 
point  Mr.  Brackenridge.  -peaking  from  his  experience  with  elec- 
tric railway  work  in  Brooklyn,  and  Mr.  Reed  referring  Lo  the 
experience  on  the  Metropolitan  in  New  York,  take  diametrically 
oppo-ite  positions.  Mr.  Brackenridge  said:  "I  am  a  believer  in 
wooden  tit  construction,  having  used  a  longitudinal  concrete  beam 
with  steel  tie  rods,  and  found  that  the  rigid  foundation  shorten..] 
the  life  of  the  rail  more  than  25  per  cent."  Mr.  Reed  s;,i,l ;  "] 
must  differ  from  Mr.  Brackenride  as  to  the  best  track  construc- 
tion for  electric  railways,  especially  for  paved  \-  the 
power  applied  to  the  wheels  emanates  from  a  revolving  armature 
there  is,  or  should  be.  an  even  application  at  all  points  of  the 
circumference,  and  there  is  nothing  to  cause  a  pound  or  hammer- 
blow,  therefore,  I  believe  there  is  n..  necessity  for  a  flexible  road- 
bed; I  consider  a  perfectly   rigid   roadbed  by,  far  the  best 

I  In-  difference  of  opinion  between  two  expert-  of  so  high  a 
standing  as  Mr.  Brackenridge  and  Mr.  Reed  is  certainly  confus 
ing.  especially  when  both  speak  from  actual  experience  with  rigid 
I  construction  under  similar  conditions.  The  situation  is 
just  this;  in  Brooklyn  it  ha  been  found  that  with  heavy  traffic 
on  track  supported  on  concrete  beam  thi  bead  of  the  rail  itself 
1-  ironed  down  or  worn  out  prematurely,  while  in  N'evv  York 
under  practically  the  same  traffic  this  trouble  has  not  been  expe- 
rienced.      The  testimony  from  other  cities  on  (his  point   1-  of  value. 

In  the  September  issue  of  the  "Review."  Mr.  Stanley,  t. 
Superintendent  of  the  Detroit  United  Ry..  -aid:  "We  are  satis- 
lied  with  a  o-in.  girder  grooved  rail  with  concrete  foundation, 
but  our  experience  in  Detroit  has  shown  that  (>  in.  of  concrete 
is  not  sufficient  foundation  for  heavy  rails."  In  other  words, 
Detroit    wants    a    still    more    rigid    roadbed    than    Ii    in.    of    concrete 

give-.     At    Buffalo,  concrete  work  with  electrically  welded 

ha!  been  used,  and  is  being  retained  in  new  work.  Kansas  City — 
which  claimed  to  be  the  home  of  the  concrete  beam  under  electric 
railway  track. — has  several  miles  of  track  with  6  in.  or  more  of 
concrete  under  each  rail,  and  in  1000.  Mr  E.  Butts,  the  com- 
panv's  engineer,  authorized  the  statement  in  the  Review"  that 
the  Metropolitan  company  of  Kansas  C'iiy  was  so  well  1 
with   the   results  of  this   tieli  te   construction,   that   it   had 

decided  to  follow  this  practice  wherever  possible  in  new  work  and 
in  rebuilding.  We  do  not  recall  tin  instance  where  concrete  con- 
struction has  been  abandoned  after  trial.  On  lop  of  this  testi 
inonv,  and  to  add  still  more  confusion  to  the  unsophisticated,  i- 
the  decision  of  the  Rapid  Transit  Commission  in  \'<  vv  York  to 
use  a  ballasted  track  with  an  exceedingly  thin  quantity  of  ballast 
beneath  the  ties,  this  decision  having  been  reached  after  an  c.xpc- 
rimental    stretch    of   track   had    been    built    and    used    with    lie-    and 

rails  embedded  solid  in  a  concrete  bed  ii  look-  a-  though  thi 
question   of    the   relative   advantage!    of    concrete    construction   as 

compared  with  wooden  ties  and  ballast  is  still  a  debatable  question 

in  every  individual  case,  as  the  testimony  at  hand  is  certainly 
conflicting. 


Not.  jo.  1902.] 


STREET  RAILWAY  REVIEW. 


809 


The  Employing.  Training  and   Disciplining  of  CatvService  Employes  of 

the  Boston  Elevated  Ry.     1. 


BY  MAJ.  i.KX.  VVII.I.l  AM  A.  BANCROFT,  PRESIDENT  OF  THK  BOSTON  ELEVATED  RAILWAY  CO. 


!f  that  nebulous  and  oracular  personage,  "the  average  num."  were 
asked  10  name  the  most  highly  organized  and  perfectly  disciplined 
body  of  men  in-this  country,  ii  is  probable  that  the  Ann;  or  Navj 
of  the  United  State-  would  be  promptly  mentioned.  Such  an  answei 
would    be    conclusive    evidence    that    the    "average    man"    has    never 

undertaken  the  management  of  an  important  street  railway  system 
conducted  in  accordance  with  modern  principles,  and  attempted  to 
operate  it  under  the  conditions  that  prevail  in  our  large  American 
cities. 

The  "average  man"  knows  that  a  vast  army  of  men  is  employed  in 
the  running  of  the  street  cars  that  carry  him  with  considerable  speed 
ami  almost  absolute  certainty  to  nearly  any  Street  or  corner  lie  may 
desire  to  reach  ill  the  city,  suburb  or  country  town;  lie  knows  thai 
these  men  are  unit-  in  the  organization  of  a  great   corporation  thai 

undertakes  to  supply  trans- 
portation  to  the  public  in  a 
more  or  less  systematic  and 
convenient  manner:  he 
knows,  in  a  general  way, 
that  the  conduct  of  the  men 
.  \erncd  by  numerous 
rule-  promulgated  by  what 
1-  known  as  "the  manage 
ment  ;"  and  he  may,  per- 
haps, know  that  before  a 
man  is  entrusted  with  the 
running  of  a  car  he  i-  in- 
structed 111  hi-  dune-  and  in 
the  manner  and  mean-  of 
performing  them. 

More   than    this   the   "av- 
erage man"  may  not   he  ex- 
led    0'    know.       The   care 
thai    1-   exercised   in   the   se- 
lection of  m  w  men  ;    the  in- 
finite pain-  taken   in   the   in- 
struction of  recruits;    the  constant  inspection  of  the  daily  work  of 
all  employes,  and  the  unceasing  effort-  thai   are  continually  being 
I  to  increase  the  individual  and  collective  efficiency  of  the  car 
service  force  are  matter*  beyond  In-  kin  or  imagination. 

There  i-  no  I, ranch  of  street  railway  activity  that  causes  a  man- 
ager more  concern  than  the  production  and  maintenat t   a  corps 

of  capable  and  dependable  men  to  man  the  platform    oi  tin    cat 
men   who  can   and    will    do  the   right    thing    a)    the    right   time    when 
no  superior  officer  i-  at   hand  to  watch  or  aid  them.      Everj    railway 
company  is  striving  with  greater  or  h  Foi    thi    realization 

of  thi-   ideal,  and   tin    purpose   of   tin-   writing   i-  to  describi    thi 

method-  adopt,,]   by   a  company   that   ha-   mel    with    I 

opian  condition. 
■■  Elevated  Railwa)   I  omewhal   mon    iii.oi 

410  mile-  of  surface,  underground  and  overhead  track  ami  emplo] 

iJOOO  motortin  n.  conductor-,  guards  and   hrakenien.       I  In    men 

ncrall  ceded  to  l»- 

as  well  trained  a  bod]  ' tintry.      I  In 

opinion  not   only   by   railway   specialists  hut   by 

ly  ami   v  lew    the  matin    li ill.         nn 

point  of  the  public  and  the  pas  cnger. 

.       ,1   and   natural    Starting   point    for   a    recital   of  the   means 

by  which  thi  il  may  be  well  to  begin  with 

■  •lilt    of   th.  id    raw    in 

out   of    ...  ipablc   railway   man   i     pnx 

No  departmi  nl   of  thi  worli   more  coi 

iloymenl  department,  and  no  pain    are    pared 
10  elm,  ibility  of  giving  employment  to  unpromi  ing 

n  quit nl 

1  :  till  mil  an  application  blank  who  fall    in 
below  the    standard. 

i  ,,,    ii,,- 
Superintendent    of    Employment    pet  onally. 


i.F.N.   W     A.  1:  \Ni  Kol    I  . 


appearance  is  slovenly  or  unprepossessing  are  dismissed  summarily. 
I  hose  whose  neatness,  address  and  apparent  intelligence  commend 
them  arc  subjected  to  a  preliminary  examination,  and  those  who 
pass  the  \arioii-  te-t-  made  at  this  time  are  allowed  to  rile  formal 
applications. 

The  requirements  are,  in  brief,  that  the  applicant  must  he  not 
less  than  21  years  nor  more  than  35  years  of  age  for  elevated 
service,  nor  more  than  45  years  id'  age  for  surface  car  service.  The 
eyesight  must  he  perfect.  This  i-  tested  by  the  usual  methods  em- 
ployed by  oculists  in  fitting  glasses,  and  the  slightest  defect  in 
either  eye  is  an  absolute  liar  to  further  consideration.  The  hearing 
must  likewise  be  perfect,  and  the  applicant  i-  required  to  nod  his 
head  in  response  to  the  click-  of  a  device  that  is  sounded  at  varying 
distance-  and  from  different  directions  as  a  test  for  the  quickness 
anil  accuracy    of  each  ear. 

Since  the  elevated  line-  were  placed  in  operation,  a  year  and  a 
half  ago,  a  te-t  for  color  blindness  ha-  been  added.  The  candidate 
is  required  to  select  from  many  -kcins  id  worsted  of  various  hues 
and  -hade-,  llio-e  which  he  think-  match  in  general  color  certain 
samples  that  are  handed  to  him.  lie  is  further  required  to  name 
correctly  the  colored  disk-  of  light  displayed  by  a  lantern  in  a  dark 
100111,  and  a  failure  to  select  and  name  correct Iv  i-  sufficient  cause 
for    rejection. 

No  man  is  employed  as  a  conductor  who  is  less  than  5  ft.  4  in. 
in  height,  nor  a-  a  motorman  or  hrakeinan  if  he  falls  below  5  ft. 
6  111..  and  110  man  can  enter  the  car  service  unless  he  possesses  four 
fingers  and  a  thumb  on  each  hand  in  good  working  order.  Con- 
ductors iiiusi  possess  a  common  school  education  and  motormen 
must  be  able  10  read  and  write  the   English   language. 

If   tins   preliminary   examination   discloses   no   defect,   the   appli 
cant    i-   required   to   -late  the  names   of  every   person   or  concern   by 
whom    he   has    been    employed   during    the    preceding    live   years   and 
to   -late   the   cause   of  hi-   having    each    position   he    has   held.      If   he 

ha-  hail  no  employer  during  the  whole,  or  any  considerable  part. 

of  that    time   he   1-   required   to   name  a-   references   a   sufficient    mull 
bet    "'    reliable    persons    who    have    known    him    during    that    period 
and    tire    in    a    position    to    express    an    intelligent    and    authoritative 
opinion   of  his   habits   and   character.     A    brief   description   of   the 
man  is  then  entered  upon  the  examination  blank,  and  the  following 

form   of   application    i-    tilled   out    and    sworn    to. 

BOSTON    ELEVATED    RAILWAY    t'n. 

Application  for  Employment. 

Boston too 

Superintendent  and   Employment   Department. 

Deal  No      I  hereby  make  application  for  a  position  as 

in  tin-  service  "f  the  Company,  with  the  full  under- 
standing thai   in  the  event   of  my   securing  employment    I   am  to 

abide   by   such  rule-  and   regulation-  governing   its   employees  as  the 
management  may  from  time  1,,  time  establish. 
If  employed   I  promise  to  loyally  and  faithfully  serve  the  Com 

pane,  anil   to   do  all    In   ray   power   to   further    Us   interest-.      To  con 

diui  myself  honestly,  oberly,  and  with  proper  obedience  and  n  peel 
io  it-  officials,  and  courtesy  to  passengers  and  the  public, 

Where  horn? 

Mi d  mi  Single? General  lition  of  health 

Employed  Ihi   pa  I  fivi   years  a-  follow-;        Reasons  for  leaving: 


I hi ployed  by  a  Railroad  or 

Railwa)  <  ompan) .  othi  1  than    tated  .ii»o, 

lis  ide  .oi',  .1  lignmenl  of  wage 

thai    ha      not    he.  11   di  1  hat  ;■'  d 


810 


STREET  RAILWAY  REVIEW, 


XII,  No.  ii. 


II.im  you  evei  been  i  I   i  Misdemeanai  01   Felony  i 


i    Road   preft  rred 

Do  you  use  intoxicating  liquors? 

(Full  name  of  applicant), 

(Residence )   

I  P,  O.  Address)  


nmonwealth  of  Massachusetts. 
County  ol  Suffolk, 

Boston 190 

I  hen  personal  I]  appeared  the  above  named 

ami  made  oath  thai  the  foregoing  is  true  to  the  besi 

of  Ins  knowledge  and  belief. 

Justice  of  the   Peaci 

To  each  of  the  former  employers  or  persons  whose  name  has  been 
given  as   references  a  circular   letter  of  inquiry   is  promptly 
and  a  failure  to  receive  a  satisfactory   replj   from  each  of  these  is 
prima  facie  evidence  of  unworthiness.     I  h«-  letter  is  as  follows: 

BOSTON   1  LE\  \  1  Mi  R  \u  \\  V>    I  OMPANY, 

82  Water   Street. 
EMPLOY  KENT  DEPARTMENT. 

A.  W.  Senter,  Supt. 

Boston,  Mass 190 

M 

I  »e.ir  Sir: 

In  applying  to  this  Company  for  a  position  as  

Mr Age Height. 

ft in.,    cores Hair Com- 
plexion    Born  in refers  us 

to  you.     Will  yon  favor  lis  with  your  opinion  of  his  honesty,  charac- 
ter, habits  and  ability,  etc     1'lease  state  definite!}  as  to  honesty  and 

habits,  lias  he  ever  to  your  knowledge  been  employed  by  .ill)  Rail 
road  or  Railway  Company?  It  is  very  essential  to  applicant  that 
this  letter  be  answered  promptly;  also  if  ever  in  your  employ  that 
the  dates  of  entering  and  leaving  your  service  be  given.  The  in- 
formation that  you  give  ns  will  he  thankfully  received,  and  con 
sidered  confidential. 

Very  truly  yours. 

N.  B.     Employed  as  from 

to  

If  this  investigation  establishes  positively  that  the  candidate  is  01 
good  habits  he  is  summoned  to  the  employment  office  and  turned 
over  to  the  company's  physician  for  final  physical  examination. 
This  examination  is  intended  to  disclose  any  constitutional  or  or- 
ganic defects  that  might  interfere  with  the  discharge  of  his  duties 
in  a  long  term  of  employment  About  one  oul  of  every  eight  is  re- 
jected by  the  physician.  The  kidneys,  heart,  lungs,  and  feet  have 
been  found  to  be  particularly  vulnerable  points  in  men  employed 
upon  the  cars,  and  the  company  feels  that  it  is  not  justified  in  the 
expenditure  of  the  time  and  money  necessary  to  break  in  new  nun 
who  are  not  absolutely  sound  in  these  respects.  The  scope  and 
nature  of  the  physician's  investigation  is  shown  in  the  following 
form   used   for  the  final  physical  examination: 

BOSTON  ELEVATED  RAILWAY  CO. 

Examination  of  for  tih   position 

of 

Date  of  Examination Place  of  Examination 

Analysis  of  Urine  reaction 

Sp.    <i albumin sugar    

Cause  of  rejection 

Weight Hearing Temperature   

(rate    and    character) 

Have  you  ever  been  vaccinated  or  had  Small    Pox? 

Have  you  ever  received  an  injury  or  wound  upon  the  head? 

Have  you  ever   had   any  difficulty   in   urinating? 

When  were  you   last  attended   by  a  physician? 

For  what  complaint? Name  of  Physician? 

Are  you   subject  to  fits? 
measurements. 
Forced  inspiratii 
ed  expiration. 

Measure  of  abdomen    

Examination  of  abdomen 

Lung  examination, 


Percussion, 

Auscultation, 

Heart 

Fed 

Applicant  is in  my  judgment,  physically  qualified  i-i 

it  ion  of  conductor  or  motorman. 

Remarks: — 

(Signed) 


!■«. 


1 1, iied  this    day  of   

I  he   Dumber  of  men   who   succeed   in   running  the  gauntlet   of   all 

of  these  examinations  amounts  to  only  about  25  pei   cent  of  the 

total  who  apply  for  positions.    It  is  doubtful  if  any  other  corpora 
tion  or  concern,  public  or  private,  exercises  so  great  care  in  thi 
tion  "i  men  foi  service.    A-  a  further  precaution  the  company  re- 
quires evi  11  to  furnish  a  bond  with  two  real  estate  owners 
as  sureties,  each  in  the  sum  of  $300.    The  bonds  ,,f  guret]  companies 
are  nol  accepted  for  thi  hal  it  is  believed  that  the  Bu'pula 
tion  of  private  bondsmen   is   certain  to  result   in   securing 
fidelity    among    the    employes.      An    individual    will    not    assume    the 
risk  of  losing  $300  by  the  misconduct   of  another  unless  he  ha 

excellent   grounds  for  believing  in  the  honesty  of  the  per for 

whose  possible  wrong  doing  he  is  to  be  held  liable.  The  bond  is  a- 
follows : 

KNOW  ALL  MEN   BY  THESE  PRESENTS, 

That    we,    of    in 

the   county   of    as   principal    

of   and    

of    as   suretii 

held  and  firmly  bound  unto  the  Boston  Elevated  Railway  Company. 
in  the  sum  of  three  hundred  dollars,  lawful  money  of  the  United 
States  ..!'  America,  to  be  paid  to  the  said  Boston  Elevated  Railway 
Company,  its  successors  and  assigns,  for  which  payment,  well  and 
truly  to  be  made,  we  bind  ourselves,  our  heirs,  executors  and  ad 
ministrators  firmly  by  these  presents. 

Dated   this    day   of    one 

thousand  nine  hundred   

The  condition   of  the   above  obligation   is   such,   that    if   the   said 

shall  be  app 

Conductor  by  said  Company,  and  shall  faithfully  discharge  all  the 
duties  assigned  to  him  as  such  Conductor,  and  shall  pay  over  all 
money  received  by  him  as  such  Conductor,  and  shall  fully  indemnify 
and  -ave  harmless  the  said  Company  from  any  expenses,  which  said 
Company  may  incur,  or  sustain  by  reason  of  any  misconduct 

while   in  the   employ 

of,  or  acting  as  a  Conductor  for  said  Company,  and  upon  leaving 
the  service  of  said  Company,  shall  return  all  property  entrusted  to 
him,  and  pay  all  debts  owing  by  him  to  said  Company,  then  the  above 
obligation  to  be  void,  otherwise  to  remain  in  full  force  and  virtue. 
Sealed  and  delivered  

in  the  presence  of  


When  the  medical  examiner  has  made  his  report  the  investigating 
stage  is  completed  and  instruction  begins.  The  applicant  is  given 
a  badge  and  is  assigned  to  one  of  the  several  divisions.  He  is 
now  termed  a  "learner.''  The  general  principles  of  instructing 
learners  arc  substantially  the  same  in  both  the  elevated  and  surface 
car  service,  but  the  methods  and  details  of  the  training  process 
an    necessaril}   so  dissimilar  that  they  must  tx   described  separately, 

A  man  assigned  to  a  surface  line  division  reports  to  the  Division 
Superintendent,  bearing  a  certificate  of  assignment  from  the  Super 
intendent  of  the  Employment  Department  He  is  at  once  turned 
over  to  the  Chief  Inspector  of  the  division  for  instructii 
given  a  running  time  book  and  a  book  of  rules  and  regulations 
which  he  is  required  to  learn  and  understand  in  the  minutest 
detail,  signs  the  weekly  assignment  sheet,  and  is  entered  upon  the 
division  rating  list. 

This  rating  list  is  a  valuable  check  list  of  the  progress  made  by 
every  individual  from  the  time  his  name  is  entered  upon  the  books 
to  the  time  when  he  becomes  a  full  tledged  conductor  or  motor- 
man  and  is  equipped  with  the  full  uniform  of  the  company,  for 
until  he  is  fully  instructed  and  has  passed  successfully  the  pfoba- 
tion  period  he  is  required  to  wear  no  more  of  the  uniform  than 
;ii>  regulation  cap  upon  which  is  displayed  his  badge  of  occupa- 
tion   and    his    number.      The    form    of    rating   list,    which    is    here 


Nov.  20,  1902.] 


STREET  RAILWAY  REVIEW. 


811 


reproduced,  lias  been  found  to  be  extremely  useful  and  convenient 
as  a  matter  of  record  and  reference. 

The  Chief  Inspector  assigns  the  learner  to  the  person  in  charge 
of  one  of  the   stations,  and   he.   in   turn,  assigns  the   new   man   to 


watch  for  persons  who  have  not  paid  their  lares.  As  in  the  case 
of  motormen,  conductors  are  taught  their  lessons  gradually,  the 
ami  being  not  to  confuse  ami  overburden  the  mind  with  too  many 

new  things  at  once,      lime  tables,  list  notices,  rules  and  the  Ander- 


Boston  Elevated  Ry. 

BUREAU  OF  SURFACE   LINES. 
DlV.    NO. 


A.  Check  when  uamt-  in  entered  on  ledger. 

B.  "        when  notice  (o  Inspectors,  etc.,  is  made  out. 

C.  "        at  end  of  Pronation  when   rccomnu-udmion 

for  permanent  appointment  is  inn.lc 

D.  "        at  end  of  Probation   when   recommcmliUiou 

for  discharge  is  made. 

E.  '*        when  equipped  with   full  uniform. 


RATING    AND    CHECK     LIST    FOR    CONDUCTORS    AND     DRIVERS. 


CONDUCTORS- 


DRIVERS. 


rati:  sheet.     SIZE  OF  ORIGINAL  ll1-  x  17  INCHES.] 


some  regular  motorman  or  conductor  who  is  not  only  a  thoroughly 
competent  man  to  handle  a  car  but  also  possesses  the  ability  ami 
has    been   specially   trained    to    instruct    others. 

Instructors  are  required  to  give  their  entire  attention  to  the 
learner  from  the  time  the  car  is  moved  out  of  the  car-house  until. 
in  the  case  of  a  conductor,  the  day's  receipts  arc  made  up  and 
deposited  in  the  safe,  or,  in  the  case  of  a  motorman,  until  the 
car  is  left  in  its  proper  place  in  the  car-house  at  the  completion  of 
the  day's  work. 

A  new  man  is  taught  one  thing  at  a  time  and  only  as  rapidly 
as  he  is  able  to  understand  and  appreciate  the  full  meaning  of 
what  is  being  said  or  shown  to  him.  Every  instructor  is  made 
to  feel  that  the  competency  of  each  individual  he  instructs  forms 
a  part  of  his  own  record  and  contributes  l<>  or  detracts  from  his 
own  standing  and  possible  chance  of  promotion. 

If  the  learner  is  to  be  trained  for  a  motorman  he  at  first  takes 
00  active  part  in  the  running  of  the  car.  He  is  a  mere  observer 
of  what  is  done,  hut  he  is  expected  to  observe  t"  seme  purpose 
shown  h"u  to  handle  the  hrakes  and  controlling  mechanism 
and  i>  told  the  meaning  of  the  bell  signals.  As  soon  as  he  has 
become  familiar  with  the  purpose  of  these  things  he  i-.  permitted 
to  handle  the  car  under  the  watchful  eye  of  thi  instructor  who 
stands  by  his  side  ready  to  correct  and  explain  or,  if  need  be,  to 
take    the    handles    himself    in    a    difficult    situ 

Gradually  he  is  given  further  instruction  in  the  rules,  ami  as 
progress  is  made  he  i^  taught  the  other  things  that  a  mot 
needs  must  know,  hut  no  new  instruction  is  attempted  before 
every  previous  item  has  been  mastered.  As  advancement  goes  on 
the  learner  is  shown  how  i<>  cut  out  in< >t<<r ■>  both  on  rheostat  ami 
controller  cars,  put  in  fuse-,  replace  a  lamp  in  a  headlight  or  in 
an  illuminated  sign,  inspect  his  brake,  controller,  rl 
reverse,  operate  the  main  motor   switches,   ii  and   di 

cover   defect'    in    cast    the    car    is    on    the    Street    disabled    with    Ell 
blown   out    or   trolley   off  the    wire.      I  he   effect    of  abuse   -if    power 
and  mechanism,  the  use  of  daily  lists  and  time  tables  are  1  (plained 
to  him  and,  in  a  word,  he  1-  shown  and  taught  every  detail  oi  his 

OCCUp.i       - 

The  first  thing  that  a  prospect!  '■>  give 
the  bell  signals  properly.  This  apparently  simp  is  re- 
garded   by    the   lotllpaii.                      d    only    tO    h                  [>g    lie     n 

•  ii  a   good  conductor.     The   mere  act   "I  pulling   the   bell 
cord  ihr  propel   numbei  "i  times  r ■ .  gi 

easy  matter  but  the  failure  ti  ■  propci  manner,  and 

ai  prop  1   numbei 

A  Inn  .1  heat  >   freighl   1-  being  1 
frequent  thai  it  >!■'■  running 

Ition    1"   lii  'arling 

bell   without   iK-ing  absolutely   sure  thai   11   ii    perfectly   safe  to  go 

he   undi  1  tandii 
iation  of   ih'-   po. p.  r   giving  I    important 

•lui  ation  oi  a  .  ondui  ti 

'.1  m  the  use  of  the 
he  is  allowed  to  colled   fan 

it  promptm  boarded  the 

car,    is   laugh)    the    prop 

p    and    lively    in    ■ailing  and    to 


sen  trolley    1  plained.      Then  the  learner  is  taught   how  to 

"turn  in  his  work"  <•"  the  day  card,  how  and  when  to  issue  and 
honor  transfer  and  other  clucks,  how  to  replace  burned  out  lamps 
ami   operate    the    various    electric    switches    in   the   car.      lie   learns 


Boston  Elevated  Railway  Co. 

Bureau  of  Surface  Lines.    Division  No 

INSTRUCTOR'S    BLANK. 


To 


190 

Sta. 


Place. 


,  Driver  No._ 


with  the  regular  instructors  at  your  Station. 


Chief  Inspector. 
The  Drlvar  abova  namad  has  baen  under  our  Instructions  aa  noted  below. 


Iiqihium  or  Instructor 

aaooc 

NO 

aouTt 

NO. 

no   or 

TNIFB 

CHICK 
MINI    IF 

O       X 

DSTC 

raoM                 to 

Send  all  new  Drivers  to  Pit  Foreman  for  further  Instructions. 
Special  attention  is  called  to  the  following: 

Motor     How  to  Cut  Out   both  on  Kheostat  and  Controller  Car. 
Hit   Boa     Mow   In   iv. [.|n..    Fuse. 

lamps  In   Headlight  or   Illuminated   Slfn*.     How  |o   He  place    litem. 
Boa  on  Car  for  Carrying  Cage. 

i      Brake  I 

)       Controller  (  r:  licet   on   Motor*  or  other 

How  .0  Inspect  nSES  Mechanism   of  Car   by  Improper 

I       BaVaVM  J  UM   ol' 

Haiti   riotor  Switches.     How   to  Operate. 
Brushes.     How   to  Insert. 
Snow   Scraper.*.     Use  of   Same 

Car  on  Street   Disabled.     Mow   to  01  stover  Defect. 

Car  BOJag  down  Hill  with  both  Brakes  disabled  and  Puae  blown  out  or  lr»(lrv 
off  the  Wire.     How  to  slop  Car  If  equipped  with  Double  nolora. 
Instructed  and  approved, 


Pit  F..r  1 

Having  carofully  oxamlned  tho    abovo    driver.    I    bolleve    him    to 
bn   fully    convornnnt    with   tho  rules,  and    In     my     judgment     001 
to  take  chorgo  of  tho  operation  of  a  car. 


■  1   ■     in  .,,.  1  tor. 


NOTI        rule  slip,  when  properly  hlled  out.  la  to  ba   rati.. 
to  the  Chlaf  Inspector. 

instri  U  TOR'S  BLANK.    [SIZE  OF  ORIGIN  \i.  •■'.  i  L0<     in»  BBS.] 


the   trolley  cage,  il  Lui ati  cj 

and    all    thi    othi  into    ili<-    dutii  i    oi    a 

11  tor. 


812 


STREET  RAILWAY  REVIEW. 


[V«    XII,  No.  ii 


\tui    ilu   Icarnci   has  been  in  chargi  !   insiructoi 

>  11  pronoun  h  he  is  sent  i<-  the  pit  fore 

man    in    the   car-house   to    which    he    is    assigned    for   .i    finishing 

i 1.  Here  he  obtains  a  fullei 
ami  more  technical  knowledge  <>i  the  mechanical  and  electrical 
equipn  and  i-  instructed,  jo  far  as  need  be,  in  the 

making  of  minoi  When  the   pit    foreman   has  added   his 

ccrtificati  oi  approval  t<>  the  record  "i  the  embryo  street  railwaj 
man,   I  nstniction   is  completed,  and   then   con 

examination  at  the  hands  of  the  Chief  Inspectoi  of  tin-  division. 
If  the  Chief  Inspector  is  satisfied  thai  the  man  is  competent  u< 
take  charge  of  a  car  he  i>  sent  back  t«.  the  Superintendent  of 
Employment  t'-.r  a  final  examination.  The  various  certificates  of 
competency  are  filled  in  on  an  instructor's  blank  similar  t..  the 
one  reproduced  herewith. 

I  In-  instructor's   blank    foi    a   i  onductor   differs    from   thai 
motorman  only  in  the  points  covered  bj   the  instruction  oi  the  pit 
foreman,  which  arc  as   follow  - ; 

Vnderson    [Volley.— Turning  oi   Basi 

i  row  to  Ri  place  a  Short   I  lircuited  or  Burned  '  >ul   I 
)    Catcher, 
i   on  Car   for  Carryitij     I 

Ilium  ns.     Handling   Sam.-. 

Light  Switch.— Throwing  On  and  Ofl   oi   Same. 

Heater  Switches.— Throwing  On  and  Off  of  Sam.. 

The  examination  by  the  Superintendent  of  the  Employment    l>< 
partment   is  thorough   and   searching.     It   consists   of   written   and 
oral  questions  and  demonstrations  upon  a  dummy  car  platform  that 
has   hem   built    in   the   office.     The   written   examination    for   con 
ductors  contains  the  following  questions: 

What   were  your  instructions  regarding    the    following? 
I.    Who  tuu  charge  of  tar.' 

Who  Is  responsible  for  time  of  car? 
S.    if  driver  runs  car  recklessly? 

4  if  driver  runs  car  over  switches  and  curves  faster  than  a  hora 
walks 

"■     Position  when  crossing  special  work,  curves,  overhead  switches 

G     <'iviiit>    to   passengers? 

:     Where  sbo  ild   ■ Iu<  tors   solli  It    bus! 

8,  what  duties  devolve  upon  conductors  in  connection  with  stoo- 
ptng-pla<  ' 

'.'.    What  should  be  reported  as  an  accident? 

10.  Doors    (closing    same)? 

11.  car? 

12.  When   passengers  are   disorderly   or  obnoxious? 

13.  Passengers   refusing   m   pay    fan 

ii.    Pasat  ngers   tendering  check   Incorrectly    cancelled? 

15.  w  ho  are  allowed   to  ride   free? 

16.  What  part  of  car  are  free   riders  allowed   on? 

rticles   found  in  car? 
i  '  >  i  " 

Smoking  on  ca  r? 
JJ     |  irelgn  or  mutilated   monej  ? 

li.    Passengers  blocking  platforms  or  standing  on  steps? 
Blvlng  three  bells  from   driver? 
Ins  four  bells  from  driver? 
-'i,    Number  of   bells   required    as   signal    to   driver    to   stop   ear   In- 
stantly . 
85.    wl  incement  t->  make  on  beginning  general  collection  of 

W,     When    to   collect    fares? 

27,    C  i    fares  on  front   platform? 

'-•■■'■'■  res   to  be  collected   before  registering 

29     \\  hen  and  where  i<<  register? 

When  should  th.  .    turni  d   back   to  i  >? 

W  hen  and  wl  lepostt  rea  Ipts  oi    the  flaj  " 

32,    Free  transfers?    (Where  are  passengers  required  to  board  car?) 
S3,    Where  is  badge  number  to  be  placed  when  selling  8-eenl   i  he.  i. 
84.    (  rossing  steam  railroad  tracks? 
35.    Seating   passengers? 

i  «n  disabled  car? 

3i.     Parr. -Is,    luirui  carried    on    r;ir" 

shifting  gates   and    fenders? 
e  of  con 
ipped  between  stations  in   the  bud  was 
■   sengers  riding  in   prohibited   places? 
Lights  durum  ,i    thunderstorm? 
Signs? 

■  *s' i .r  liquor? 

Use  of  heaters? 
Trolley    wire   down? 

Numbei   ol   bells   required  as  signal   to  driver  to  ston  i  a 
I  0    start    i 
T  •     hack    i 

Motormen  are  examined  orally  ami  arc  required  to  illustrate 
their  ideas  and  knowledge  by  use  of  the  brake,  rheostat  and  other 
equipment  on  the  dummy  car.  The  prescribed  questions  for 
motormen   to  answer   are  as    follows; 

V    Wl  ■    i     bell  from  the  condui  tor  m<  an? 

-    What  is  the  rule  In  regard  t-.  Btopplng  in  front   of  chun 
■     \  two  bells    from    tl 

i.    wnat  does  three  bells  from   I  n    mean 

signal   is  repeated   what    do   you   do? 
emerj        |    signal   would   you  stop  on  a   street 
rve? 
J  I1-1'  does  im  the  ■     m? 

I    SSa!  !  i   to  i.  i  ..rr  the  rear  braki 

,;■    }).\v,lt  's  ™  S1K'  tor  to  se1  the  rear  bral 

l«.  what  Is  the  signal  t<-  thi  conductor  when  you  wish  to  back 
the  car? 


u.    When  outsldi    the  eighth  division  should   you   back   cat    wlthoul 
shifting    *  n 

ij      Wli.it    |i    th.    signal    f.<r   front    end    p 

Is   disabled    and   being    pushed,    how    do 
the    motorman    puwMuk    you? 

n     ir  being   pushed  or   towed,   how   would   you  h  .  handle 

15.  w  i  do  witii  the  brakes  when   reversing  for  an  emer< 

Ifl     Do    you   have   the   ilacl  ■    taken   up   while 

running? 

it.    i low  d  t  j our  cai    i  taking  u? 

18.     if  the  brakes  <>t   other  mechanism  ■  order 

on   your  return   to  the  car  house  what    would 
the  pon •  t  <>n  a  rh» n 
_■"     How  do  you  apply   the  power  on  ;i  conti 
31.    iji>w   do  you  start   the  car  on  a  bad  rail? 

How  do  you   use  the  power  when   using  sand  In  startii 
What   part  "i    the  rheostat  should  when  runnli 

21.    What   notches  ol  us.-  when  runnli 

ZG     What    damage    win    n-»uit    from    running    on    short    note! 

istat  i  xcepl    •  mi  or   loop? 
86,     what  do  you  'i"  when   |  ting  Joints? 

■  i   run   wit  h    pow<  r  h.  i ,  parallel? 

:  inary   stop? 
i  low  must  be  set   when  using  ss  i 

80.    what   would  i"    th<    result   It    brakes  to  skid 

the  wh 
::i.     li    youi    cat  down    bill    and    the    brake    chain    breaks, 

.1   you   do? 
[f  the  rear  brake  fal  trol  ley  leaves 

■  stop  your  car  n  equipped  with  two  motors? 
33.    What  precaution  should  be  observed  when  tin    rail  la  sll]  i 
84.     I  low   d"    you  to    cross   a  i  n  >ad  ? 

Hi >v.   do  you  shut  «dT  the  power  with  o   rheostat? 
36     Hoa    do   you  shut   oft*  the  power  with  a  controller? 

i  '.i  I,   you  get  your  power  off  an  j   qulckei    i>\    throwing  the  power 
ha  ndli    \  lolently  to  "ofl     po  roller  or  rheo  I 

98.     During  onus    when    at    the    end    "f    the    route,    snould 

ih.    overhead  switch  be  on  or  off?    Also  Light  swlti 

89  When  waiting  at  a  steam  railroad  crossing  or  draw  bridge,  what 
is   the   mi.    regard  overhead  switch? 

10.    When    there   Is   water  on    the   track   what  in   should   be 

obs<  rved  ? 

41.  Wh.n  leaving  the  car  In  the  house  what  do  you  do  with  ihe 
handles? 

12.  When  leaving  the  car  on  the  street  what  do  you  do  wjih  the 
handles? 

i:i.    What  distance  between  cars  Is  required  by  the  Board  ot  Alder- 
men ? 
14.    What  space  between  cars  Is   proper  when   runnli  - 
i.v     in  regard  i"  spacing  ->f  cars  on  the  street,  what  is  expe- 

16.  What  speeds  are  allowed  on  different  portions  of  tin-  road  by 
i  he    ordinances? 

it     What    is    the   rule   regarding   making   up   tlm 
is.     How   fast    sin  .ii  id   you    run   when   passing   standing   cars   or  can 
■   starting? 

What   is  the  proper  speed  at   special  work? 

50,  What    precaution    should    be   observed    wh.n    you    have    pa 
gers  "M   your  running  board? 

51,  What    when    passing    cara    which    have    running    board 
gers? 

52,  Who    is    in    chain.-    Of    the    Car? 

58.    if  it  becomes  necessarj   to  leave  the  car  on  the  street  and  there 

Inspector  at   hand  what  should  you  do? 
&4.    Should  i  ■.  nid  H.  i  lis  orders  always  i»    obeyed? 

if  he  gives  you  orders  contrary    to   the   rules   what   should   you 

do  ■ 

56     what   rights  have  people  on  the  street? 

57.    What   vehicles  have  the  right  of  was    over  a  car? 
v     if  a   teamster  persists  In  blocking  the  track   after  he  has  been 
warned    wh  ■  i    should   >  ou   d 

59     Would  you  help  eject  a  person  If  called  on  by  the  conductor? 

60,     in  case  of  accident,  however  slight,   what  is  your  duty? 

'.l ,    What   sii- mid   be  reported   as  an   accidi 

iij.    Should  you  ever  leave  a  Btopplng  placi    without  giving  all  th 
who  wish  to  ride  an  opportunity  to  board  your  car  <■•,.  derly 

or   intos  lea  ted    persons? 

SS.     in  approaching  a  Btopplng  place  or  street  what  is  your  duty? 

64.    What   should  you  do  In  order  i"  save  po 

Should    you    Bollcll    business    at    all    stopping    places    by    calling 
clearls    the  destination  of  your  i 

Where  should  the  rear  platform  be  when  the  car  Is  stopped  to 
take  on  or  let  off  passengers? 

67.  Arc  you  allowed   to  talk  with  an\    one   while  running   youi   cai 

68.  What  arc  the  rules  regarding  the  use  of  liquor? 

69.  What   use  of  liquor  do  you   m    i      U   any? 

70.  What   Is  the  rule  regarding  the  use  of  tobacco? 

71.  What  do  you  do  with  the  brakes  lust  before  the  cai  comes  to 
a   full  stop. 

72.  « 'n    approaching   a    switch   which    la    to    be    turned    what 

you    do? 

73.  If  the  trolley  leaves  the  wire  what  should  you  do? 

,!  M  Mi,  power  handle  sticks  so  that  you  cannot  throw  it  to  "'off' 
position,  what  do  you  do? 

:."».    if  your  car  is   on   the  street   dlsabli  nnot    start    11 

what   should  y ■■ 

76,     n    you   blow  a    fuse  what  do  you  do? 

73      ii    iii>    '  i iii the  rheostal  should  break  what  should  you  do? 

78.  if  there  is  dirt  or  sand  on  the  rail  so  as  tc  i nl  a  good  con- 
tact what  should  you  do? 

79     ii   thi    power  leaves  the  wire  what  should  you  do? 

80,  if  obliged  i'»  start  the  ear  In  the  absence  of  the  conductor  what 
should  you  do? 

Si      What  constitutes  "absence  of  the  conductor"  from  the 

82     w  hen  shifting  ends  are  you  allowed  to  pass  through  the 

v.;     Would   you    pass   an.-thcr  car   with   a    person   standing   between 

ears? 

84.    When  Inward  bound  at  public  garden  entrance  to  subway,  what 
wait    foi    before  Btartlng  from  the  top  of  grade? 

86.  At  the  Pleasanl  St.  entrance  what  do  you  wait  for? 

in   the  Bubway,  except   ai   stations,  what  is  the  nearest   you    i 
allow  roach  the  car  ahead? 

87.  what  is  the  rule  In  regard  to  the  use  of  sand  In  the  subway? 

I  I  Ik-  blank  on  which  these  questions  arc  printed  has  two  ■  I 
umns  headed,  respectively,  "Right"  and  "Wrong"  for  the  con- 
venience of  the  examiner  in  checking  the  answers.— Ed.] 

If  the  Superintendent   of  Employment  is  satisfied  with  the  show- 
of   the   candidate   he   i^   given   a   provisional   appointment    upon 
probation    and    is    tested    in  rvice    for    sixty    day-. 


-    .    1002.1 


STREET  RAILWAY  REVIEW. 


813 


Power  House  of  the  Berkshire  Street  Railway  Co.,  Pittsfield,  Mass. 


On  Augn*i  jist  last  the  Lenox  and  Lee  division  o{  the  Berkshire 
Strict  Ry.  was  placed  in  operation  on  regular  schedule.  This  add* 
another  link  to  the  Berkshire  Street  Railway  system  which  it  is 
intended  will  ultimately  form  a  continuous  line  iroin  Cheshire  and 
Berkshire,  "••nth  through  Pittsfield,  Lenox,  Lee.  Stockbridge,  Housa- 
tonic,  Great  Harrington,  and  Sheffield,  to  the  Connecticut  state  line. 
The  line  i>  now  running  from  Cheshire  to  Lee.  At  Cheshire  eon 
is  made  with  (he  Hoosac  Valley  Street  Ry.  running  north 
through  Adams.  North  Adams  and  Williamstown,  M 

The  plans  of  the  Berkshire  Street  Ry.  were  fully  described  in  the 
"Review"    for    Fi  65,    and    at    that    time    complete 

descriptions  were  given  of  the  roadbed,  overhead  construction  in- 
cluding high  tension  distributing  line,  car  house,  rolling  stock  and 
method  of  generating  and  distributing  power.  The  power-house 
itself,  however,  had  not  Keen  completed  and  the  following 


The  power  hou-e  is  a  hnck  structure  with  engine  room  67x107 
ft.  and  boiler  room  42x95  ft.  The  two  rooms  are  separated  by  a 
heavy  hrick  wall.  The  engine  room  floor  is  8  ft.  S  in.  above  the 
level  of  the  boiler  room  floor  and  below  the  engine  room  is  a 
basement,  the  floor  of  which  is  12  ft.  below  that  of  the  engine  room, 

Adjoining  the  boiler  r n   this  basement   floor  is   depressed   5   ft. 

4  in.  below  the  level  of  the  holler  room  floor,  forming  a  condenser 
pit  wherein  are  located  the  condensers  and  steam  and  water  piping. 
aKo  the  primary  heaters,  thereby  leaving  the  engine  1,10111  unob- 
structed in  this  respect 

All  parts  of  the  building  below  the  floor  level,  including  the  engine 
foundations,  are  formed  of  concrete,  made  of  hest  Portland  cement, 
mixed  by  machinery  on  the  grounds,  in  the  proportion  of  1-3-6. 
The  concrete  was  laid  during  the  winter  months,  and  has  been 
found  to  give  more   satisfactory   results  than  brick. 


;en<;inesiand_generatohs,  Berkshire  street  kaii.way  power  hoi  si 


of    the    generating    apparatus    and    power    plant     will    lie    read    with 
inter- 

Itlined  in  the  article  in  the  "Revi  power 

scheme   include!   a   central   generating     tation   at    Pittsfield   with   a 

ti  '  I  v    it 
ind  j.)  milej  from  the  mam  station     rhree  phase  alternating 
current  and  nan, 

directly  to  tin-  transmission  Inn-  without  the 
From  the  line  the  current   pa 

iisformed   to   380-voll    alternating 
current,  ami  "g  from  1  In- 

to  the   mam 

.Hon    with   th'     i  •  p  down   I 

■ 

.-  units, 

•lie   mam   ;. 

gC     loarl 


!  h<       tation    is   on    the    main    hue    of    ilie    Host. ,11    &    Albany    R.    R. 

aboul  two  hiiI.     from  thi    postoffici    in   Pittsfield     A  nearby  stream 
furnishe     fet  ■(  and  • len  ing   water. 

1 ti  ,11  ing  Units. 

Mi.-    generating    unit     comp  1  1    two   750  kw,    triphase    revolving 
tn-1. 1   \\ .  tinghou  ■    .ill.  1 11. ii.ii      each  driven  by  a   1,200-h.  p.  hori- 
zontal cross  compound  conden  ing  direel  connected  Rice  S  Sargeni 
1. mil  I.-.  Hi.    Providence  Engineering  Works,  of  Providence, 
R    I 

The  generators    rated  !  igned  to  run  al  01  1    p 

in.,  giving  32.6  .-nil]..  1-     pet   Hi'    '    al    13,300  volts  ami  -'.s  cycles  p.  1 

tl  1. .11,11  -. .inn .i     1  i  prol 1  and  the 

.1  1I1.    in. 1.  Inn.    1      ii<  1 1  that  -in  employ.-  woiking  around  the 

nl. I  bj   no  possible  mi  hap  con tad   with  an)   ol   the 

Id  i  '   -        delibi  ratel)   plat  •    him  tell  in 
..-..p.-,i -i  Each  alternator  i      eparately  excited 

D-KW.  Wl     tingl 11 1.1.  Inn 

I  hoi    -     ti  in 


314 


STREET  RAILWAY   REVIEW. 


[Vm    XII.  No.  ii. 


engine.     At   night   when   the   main   enj  hut    down   these 

small  exciter  unit  •    and  car  hi 

The  engim                 n  the  main  the  general  design  of  the  Rice 

&    Sargent  follows: 

Diameti  |8  in  ;  r.  p. 

:     diameter  of   middli                    I   shaft,  21    in.;   main   shaft 


easy;    the    valves   can    be    moved    without    universal    joint: 
examination  anil  repair  can  be  readil) 

The  valve  gear  is  tin    Rio   8   Sargent  patented  rotary  four  valve 
type,  with  independent  for  the  steam  and  exhaust  valve-. 

The  point  of  cut-off  is  controlled  by  the  governor  from  n  io  ij 
stroke. 


mm 


j'j.f  mii|i 


CAR  HOUSE     BERKSHIRE  STREET  RAILWAY. 


journals,  18x32  in.  The  rating  at  150  lb.  steam  and  'i  cut-off  is 
1,120  h.  p.;  at  6/10  cut-ofT  is  2,150  i.  h.  p.  The  total  shipping 
weight  of  each  1  . .  ]|.. 

As  is  usual  in  the  Rii  >n  design  the  cylinders  are  made 

of  close  grained  cast  iron,  as  hard  as  can  be  worked,  with  faced 
heads  and  pistons,  and  water  relief  valves  at  each  end.  Tiny  arc- 
made  to  safely  withstand  a  working  pri  ssure  of  150  lb.  after  having 


The   governor   is   the   builder's    improved    patented    inertia    g"i 
crnor,  guaranteed  peed   will  not   vary  more 

than  1  per  cent  from  no  load  to  full  load,  and  that  the  instantaneous 
variation  under  any  condition  of  loading  will  not  exceed  2  per  cent. 
The  governor  is  free  from  vibration  and  is  in  perfect  balance  at 
all  speeds.  A  special  stop  motion  is  provided  t"  immediately  stop 
admission  of  steam  to  the  cylinder,  if  the  governor  becomes  disabled. 


INTERIOR  in    i  \K  HOUSE— BERKSHIRE  STREET  RAILWAY. 


two  ordinary  rcborings.  The  exhaust  valves  are  located  and 
shaped  according  to  this  company's  patented  design,  the  steam  pass- 
ages being  formed  in- the  valves  themselves  instead  of  in  the  cylin- 
der. For  this  arrangement  the  builders  claim  these  advantages: 
The  clearance  space  is  reduced  to  minimum;  the  valves  wear  and 
remain  tight,  even   after  long  use;  the  movements  are   short  and 


Each  governor  has  the  same  characteristic  and  there  is  no  pumping 
or  hunting  the  load.  A  variable  check  valve  arrangement  is  located 
in  the  dash  pot  whereby  the  governor  action  may  be  dampened  to 
any  desired  point  for  successful  operation  of  alternating  dynamos 
in  parallel  on  railway  loads.  The  governor  has  control  of  both 
cylinders,  and  low  pressure  gear  is  under  control  of  hand  adjust- 


Nov.   20,    1902.] 


STREET  RAILWAY  REVIEW. 


SI  5 


mem   while  engine  is   in  operation,   so  that  the   relation  of  cut-off 
in  one  cylinder  to  the  other  may  be  changed  to  suit  the  load. 

The   balance    fly    wheel    is    iS    ft,    in    diameter   and    weighs    50.000 
lb.      The    wheel    is    made    in    halves    with    oval    arms.      The    rim    is 


^^y 

mil 

51 

11 

til  *|41IJ 

^^| 

POWKK  BOUSE     BERKSHIRE  STREET  RAILWAY. 

turned  as  far  as  the  arms  will  allow  and  the  rim  joints  are  made 

I    arrow    head    keepers    shrunk    in    flush    witli    the    rim.      The 

hub  bolts  are  of  Norway  iron  turned  and  driven  into  reamed  holes. 

The  builders  guarantee   that    with   the   50,000-lb.    wheel,   the   engine 


I  M  I     BOILER   ROOM. 


The  receiver  1-  of  the  reheating  type  with  a  capacity  at  least  four 
times  that  of  the  high  pressure  cylinder,  ["he  reheating  coils  are 
sufficient  to  superheat  the  incoming  steam,  so  there  i-  no  appre- 
ciable  drop   to   tin    low   pressure   cylinder.     There   is   a  3-in.   pop 


a 


—j. 

.-•if 


ui'lt 


M  UN  F  KHAl  8T  PIPING,  PLAN  AND  ELEV  \  1  ION. 


will,  ui  ma  cimum 

variation  in  angular  position   in  1  ng    iKs; 

'.f  a  decree,  figun  I  minimum  deviation  on  the 

pany. 


al\  e  on  1  hi  tappi  d 

(or  dripa  ii"ni  both  ihi  11  .'"'I  n  , 

I  lulu  il  ! 

with   hand  oil  pump.      \  ccntrifu 


STREET    RAILWAY    REVIEW. 


[Vot.  Ml.  No   m. 


ich    crank    pin;    a    wiper    oiler  pin    and    oil 

,  also  .1  full  mi  of  nickel  plated,  gla--.  sight 
Bushing  oil  cups  of  approved   make,   for  all   pari-   requiring 
them.    The  main  pillow  block  is  fitted  with  chain  continuous  oiling 

.Idllloli    lo  ll  111. 

Steam   Equipment   and   Piping. 
llu  ntains  four  380-h.  p.   water-tube  boilers  buill 

by   the   Aultman-Tayloi    Machini  I    Mansfield,   O., 

uli  boiler  has  3,930  sq.  ft  of  heating  sun 

ranged  in  4-in.  tubes,  111   16  •■  1>    i-  tubes  high,  and  ha 

it.  of  grate  surface.    Steam  i-  carried  at  150  lb.  pressure  to 
the  square  inch.     Each   boil  it.800  lb.  of 

water  per  hour. 
For  supplying  water  each  condenser  has  a  to  ia  independent 
pipe  leading  from  a  cold  well  10  ft.  deep 
in  the  hod  of  a  nearb)  stream.  There  1-  a  6  in.  suction  pipe  leading 
to  the  boiler  feed  pumps  in  the  boiler  room.  The  hot  well  is  jus; 
outside  the  building,  the  discharge  pipes  to  the  well  from  the 
condensers  being    16-in.  in  diameti  times  the  area  of  the 

he  well  to  the  feed  pump  is 
6  in.  in  diameter.  The  intake  pipes  also  have  connection  with  the 
city  water  main*  tiUis  giving  three  sources  of  water  supply,  the 
cold  well  in  the  stream,  the  In.  well  and  the  city  supply.  I  he 
water  is  drawn  by  a  Warren  rh,(„ex  pump.  6x6x6  111..  which  dis- 
charges it  through  a  4-in.  wrought  iron  line  to  the  primary  heaters, 
and  from  them  in  a  lira*-  pipe,  to  the  3,000-1  rane  auxiliary 

feed  «  i    furnished  l>>   thi    Harrison  Safety   Boiler  Work-.. 

of  Philadelphia.  The  feed  water  pumps  are  Warren  make,  with 
cylinders  10x6x1.'  in.  The  design  1-  such  thai  the  Small  or  low- 
pressure  pump  can  also  discharge  directly  into  the  Cochrane  heater 


I  he  steam  piping  system  includi  one   14  in 

m  diametei  for  the  main  engines  and  one  for  the  auxiliary  appara 
tus.  From  the  cross  connection  between  the  two  43-in.  drums  on 
each    I   'ihr    had-   an   8  in    ■  Starting    from   an    automatic 

itop  and  chei  and  bending  horizontally,  and  then  vertically 

downward  to  the  header  wl  about  s  ft. 

above  the  floor  level,  controlling  th  tpply  pipe.    The  header 

ft  above  the  floor.     Steam  eyed  to  each  engine 


END  ELEVATION,  WAIN  STEAM   PIPING. 


and   the   boiler-feed   pumps   can   also   receive   the   water   from    the 

hot  and  cold  wells  and  pump  either  directly  into  the  boilers  01 
through  the  primary  heaters,  and  thence    into  the  boil'  1  I  he  open 

heater    receives    the    steam    from    the    excitet     units    and    thi 
pump-,  and  also  the  conden  tem  for  the 

building  and  the  drip-  from  tl  rs,  each  of  the  receiv- 

ers being  provided  with  a  trap  for  the  purpose.  The  auxiliary 
exhaust  i-  cro.--  connected  with  the  main  exhaust  111  the  boiler 
room,    with    a    valve    in    the  thai     when    desired 

the  main  exhaust  riser  can  be  used  to  cany  off  the  exhaust   from 

the  auxiliary  plant  or  the  exhaust  from  the  main  engines  may  he 
utilized  in  part  in  the  auxiliary  01  econdarj  heater.  The  boiler 
feed-pumps  can  be  controlled  by  mean  utomatic  valve  in- 

serted in  a  live-steam  supply  to  them,  the  valve  being  actuated  by 
the  level  of  water  in  the  heater. 


snip.  ELEVATION,  MAIN  STEAM  PIPING. 

through  an  8-in.  connection  leading  horizontal^ 
the    head  point    beneath    the    engine    room    floor 

directly  under  the  engine  cylinder.  The  connection 
then  turn-  upward  through  the  floor  to  the  cylinder, 
tir-t  leading  into  and  through  a  I  ochrane  separator. 
[lie  arrangement  i-  such  that  -team  can  be  fed  to  both 
cylinder-  or  to  either  .if  them.  In  the  branch 
leading  to  Hi-  low  pressure  cylinder  i-  a  Kieley  reduc- 
ing valve  by  mean-  of  winch  the  mean  effective  pre  — 
Sure    in    the    low     pressure    cylinder    can    be    regulated 

.:. iderabli    1  ange. 

lli.    arrangement   of  drip  line-   i-   novel.     The  drip 

is  led  to  a  header  located  in  the  condenser  pit   referred 

nd   low    enough   to   receive   the   water   bj    gravity. 

The     water    1-    drawn     from    the     Holly    header    by    a 

forcing     tee     which     ha-     direct     connection    wi'h    the 

man.     -team     header.       A     1 '  .in.    riser    carries    tile    -team    and    en 

rained  water  to  the  condensei   oi  the  system,  which  i-  located  on 

■  if  of  the  boiler  house,  .57  ft  above  the  boiler  room  floor 
In  addition  to  the  condensation  of  Steam  taking  place  in  this  con- 
denser by  reason  of  it-  exposed  position,  a  pipe  fitted  with  a  relief 
leads  from  the  top  of  it  to  the  auxiliary  feed-water  beater. 
A  3-in.  return  pipe  carries  the  water  to  ;i  _>-jn.  header  extending 
the  front  of  the  boiler-  for  the  return  to  tin-  boilers  of  tin- 
water  of  condensation   from  the  high-pressure  -team   line-. 

This  adaptation  of  the   I  lolly   system  was  installed  by  Westing 
house,  Church.  Ket  r  8   '  0 

In  the  layout  as  designed  for  the  exhaust  piping  the  high  pressure 
cylinder  exhausts  into  a  receiver,  or  when  the  low-  pressure  cylinder 
is  out  of  commission,  into  the  main  exhaust  header.  This  header 
1-   16  in.  in  diametei    and  toward  each  end   feeds   through  a   primary 


Ifov.  JO.  1902.] 


STREET  RAILWAY   REVIEW. 


817 


feed  water  heater.  It  is  arranged  with  valves  so  thai  if  neces- 
sary the  exhaust  into  one  end  can  pass  through  the  exhaust  out- 
rresponding  to  the  other  unit.  The  feed  water  heaters  arc 
1.000-h.  p.  Goubert  horizontal  type.  Just  beyond  the  heaters  are 
the  vertical  twin  jet  condensers,  which  were  built  by  the  Warren 
Steam  Pump  Co..  of  Warren.  Mass.  \[  this  point  is  the  relief 
\al\e  for  service  when  running  non-condens     - 

The  auxiliary  feed  water  heater  together  with  the  feed  and  cir- 
culating pump  are  located  in  the  boiler  room.  The  auxiliary 
header  is  ins'  below  the  main  header  near  the  tire  wall  separating 
the  boiler  and  engine  room-,  ["he  connection  from  each  boiler  is 
fitted  with  an  automatic  \al\e  at  the  boiler  and  each  battery  is  con- 
trolled by  a  gate  valve  immediately  above  the  header.  The  eon 
ncctions  to  the  exciter  unit-,  steam  pump-  and  other  auxiliaries 
are  taken  from  the  top. 

All  the  steam  piping  is  extra  strong,  with  Chapman  valves  and 
Crane  fittings. 

The  entire  plant  is  heated  by  steam  and  connections  are  pro- 
vided for  feeding  live  -team  into  all  the  conductors  in  the  event  "I 
pipe-   becoming    fro/en    in    winter. 

A    Westinghouse    air-compressor    furnishes    compressed    an     for 


ALLEGED  ACCIDENT  ON   LONDON   UNITED 
TRAMWAYS. 


October  uth.  a  young  woman  who  was  crossing  the  Qxbridge 
road  at  Shepherd's  l'.u-h.  through  which  the  lines  of  the  London 
United  Tramways  run.  was  seen  to  fall  in  the  road,  where  she 
shortly  expired.  The  new -papers  published  the  rumor  thai  the 
young  woman  had  been  practically  electrocuted  l>>  the  breaking  of 
one  of  the  guard  wire-  of  the  electric  tramways.  In  the  coroner's 
inquest  the  fact  was  brought  out  that  her  death  resulted  purely  from 
hear!   disease  and  that  the  breaking  of  the  wire  of  the  tramways 

hing  I"  '1"  with  the  ea-e.  the  break  occurring  some  bundled 
yard-  from  the  position  occupied  by  the  woman.  The  post-nmrlciu 
examination  disclosed  that  the  young  woman  had  suffered  very 
much  from  heart  disease  and  there  was  no  sign  of  her  having  been 
-11  ink  or  burned  by  an  electric  wire. 
Mr.  .Tame-  Clifton  Robinson,  managing  director  and  engineer  of 
testified  thai  a  guard  wire  which  had  fallen  and 
crossed  the  trolley  wire  bad  short  circuited  the  system  and  this  had 

blown  OUt  the  fuse,  so  that  the  current   wa-  entirely  cut  off  from  this 


LP  Cr<**rr 


L  P  Chiller 

PLAN  OF  MAIN  STEAM   PIPING 


cleaning    purposes    and    also    for    operating    tin     oiling    system,    the 

■anks  havir.  ited  in  the  basement. 

Coal   is  brought  to  the  rear   wall   of  the  power  house  on  elevated 
track-    and    is    dumped    in    front  ding    i"    the    boiler 

room.      For   carrying   it    to   the    furnace   door-,    specially   constructed 

imping  ban  pro.,  ided,  tl 

tent  of  narrow    gag  let   into  the  boiler  toon 

Each  car  has  a  capacity  for  2,000  lb.  of  coal.  '  ai  in  d  0  pro 
vided  for  removing  ashes,  Just  before  entering  the  boiler  room 
the  cars  filled  will  1  platform 

and    recorded      Thil    coal    handling    tramway    w  I    .0111 

Holier   PI  Vork  City, 

tl  d    bj    III'      \lpboll< 

1-    I7S   fl.  H  in.  lugli  and  H  ft   in  diameter  at   the  top       ["he    nda 

tion  upon   which   it  n  te,   the   foui 

■     about 
tling  of  'In     foundation  ha     1..  1  n  1 .10 
fully  watched,  but  d  that  it  h 

nnifon  I    in   the 

gned  and  erected  under  the  supervision  of 


eel .oid  all  of  iIh   wires  wen   perfectly   harmless.    After  bearing 

a  large  number  of  witnesses  the  jury  returned  the  verdict  of  "death 
from  natural  causes." 

ALLENTOWN    1PA.1   &   READING  TRACTION 
CO. 

elcctiA     in nnccting    \lh  mow n    and    Ri  ading    «■> 

Mi,,, I  Octobei    [6th  by  an  inspection  trip  between   Read 

mg  and    Kul/lowii.       Vboul    one   hundred    invited   guesls   parlicipaled 

M ip      \i    Blandon  thi     i"i agi    batti  1 1    planl   wa     in  pected 

ml   .1     hort     top    wa     made  ai    Kni/ioun.      I  he   party    returned 

ding   end  •  iin  ■■•  •  d    '   banqui  I   pri   ided  o\  ei    by    I  '1 1   idi  nl   G 

H'.  1 panj 

4 »» 
1           ;,..i,    f  1. 1  me  Railwaj   Co.  ha    ■> 
record  ,,1  o.,                 bout      1  in    'hi    1  quipped  with  foui  G    E. 
"nl."    ervici    bei  foledo  and  Clevi  land 


The  i"  1   through  ear  on  the  electric  line  between   Man  in  Id,  0., 
,,id  Cn  October  20th,     An  bom lj     ervici    ha    been 


STREET  RAILWAY  RKVIKW. 


|V..i    xil.  No.  11. 


Moving  Small  Fruits  by  Electric  Railway, 


: 

i  and  demonstrate  the 
toi  marketing  per- 

.  rved  bj  the  company's 
ultural   and 


aboul   I- .ntr.  and  hipments  from  cat  to 

car.    The  eli  was  instituted  about  August 

aoth,  when  the  earlier  variel  ei  were  ready  (or  the  mar- 

ket,  and   thi  eceived   the   favorable    indoi 

iimi  growers  and  commission  merchants.    Not  only  did  the 


TRANSFERRING   FREIGHT  BY  ELECTRIC  LOCOMOTIVE  AT  BUFFALO. 


cultural    wealth,  ireful    planning    and    management,    the 

larger  p  the  output  of  the  farms  in  thi  mended 

for  the  Buffalo  and  nearby  markets,  i-  now  handled  in  the  express 
car-  of  the  International  Railway.  This  past  season,  Mr.  T.  K. 
Mitten,  general   mi 

particular  atl  g    small 

fruits,  e»"-cially  peaches,  and  it  is  a  conservative  statement  to  say 
that  practically  thi  ict  that 

has  been  mark<>tei  rried  over  the 


electric  railway  company  demonstrate  its  ability  to  place  the  fruit  in 
Buffalo  at  an  earlier  hour  in  the  day  than  formerly,  hut  it  also 
became    evident    that    fruits    carried    in    the    electric    cars    were    re- 


^iamb 

-         [ 

Kl 

Hi 

L^^jB 

^^■^■J 

FRUIT  TRAIN  DRAWN  BY  MOTORCAR. 

1  the    International    Railway.      This   output   has 

Tii   150.000  and  200.000  baskets  of  peaches. 

of    the    fruit    car    traffic    by    this 

Buffalo    were     dl  pi  ll.lrnl 
on   the  old-lint  rvice,   necessitating  a   round- 


INTERIOR  OF  car  SHOWING  PEACH  BASKETS  AND  MOVABLE 
SHELVING. 

ceived    at    ihe    markets    in    such    excellent    condition    as    to    bring 

better  prices  than  if  shipped  by  other  mean-  where  rough  handling 

much    damage   and   injury. 

In    preparing    for    the    fruit    traffic   of   the    present    season,    the 

company   constructed   six   freight  cars  of  the  pattern  and  dimen- 


Nov.  jo.   1902.] 


STREET  RAILWAY  REVIEW. 


819 


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l'l.AN.  ELEVATION  AND  SECTION  OF  FRUIT  CAR  FRAMING. 


^-J^L 


! 
j ir-^-'M — a L 


Usfldyp 


1.1    .  si  [ON  "I    1 


320 


STREET  RAILWAY   REVIEW. 


\ll.  No.  n. 


with  ampli  rentilatioa      ["he  distinctivi 

rrangemenl  of  adjustable  shelving,  suil 
filled   with  I  he   details 

of  the  shelf  will  be  undersl :  bj   refereno    to  the  working  draw 

id  reproduction!  from  protographs  shown  herewith 

[hi    mil  rior  rai  kg  can  be  removi  d  and 

.1  for  the  transp  I   regular  freighl  and  express 

matter.     A  fruit  car  .15  ft  long  with  this  arrangement  of  shelving 


■4-6 
TRUCK  POK  FRUIT  CAR. 

will  accommodate  1.000  baskets  oi  fruit  with  absolutely  no  danger 
of  injury  to  the  contents,  without  unnecessarj  waste  of  space,  and 
in  :i  manner  to  insure  perfect  ventilation.  Ii  will  be  understood 
that  in  loading  a  car  with  peach  baskets  the  shelving  is  built  up 
as  the  loading  progresses,  thus  facilitating  to  the  utmost  the  work 
of  handling  the  fruit  The  fruit  cars  are  designed  to  be  b 
in  trains  as  trailers,  are  equipped  with  Christensen  automatic  air 
brakes,  and  are  mounted  on  a  special  home-made  truck.  All  fruit 
cars  in  addition  to  having  the  regular  draw  bars  are  equipped 
with  Gould  couplers  so  they  can  be  made  up  into  trains  with 
either  steam  freight  cars  or  electric  cars.  One  of  the  engravings 
shows  a  train  of  five  fruit  cars  attached  I"  a  motor  car  equipped 
with   four  G.   E.  57  motors. 

During    the    fruit    handling      eason    empty    fruit    cars    an 
tributed  every  afternoon  along  the  mad  between  Olcotl    Beach  and 
Ruffalo.     The    fruit    growers    deliver    ibeir    shipments    into   these 


PRUIT  i  \K  USED  'in   hi  I  iai.o  LINES. 

cars,    and    obtain    shipping    receipt,    the    consignment    being    way- 
billed   by  a  billing  clerk   wh  panys   the  cars  until  all  ship- 
ment-   are    properly    waj  billed.      Late   in    the   evening   the   motor 
tarts    f r.  111    Olcott,    tbe    northern    terminus   011    Lake   Ontario, 
and    picks    up    the    fruit    car-    at    the    various    stations   alone    the 
completi      1     Irain  at   once  starts   for   Buffalo,  where 
the   cars   are   unloaded    m    the   city   market,   in   close   proximity    to 
mmission    houses,   being   delivered   to   the   consignees  before 
4  o'clock  in  the  morning,  and  in  plenty  of  time  for  the  "pining  of 
the   business   day. 


I  be    company    charges    foi    ibis    service    regular    express    tariff 

i.er  hundred  pounds.     I  lu  ordinary  peach  basket 

filled  with   1  approximately   -•-•  lb.   and  five  baskets 

wed  i"  the  hundred  pounds,  making  tbe  chargi   8  cents  a 

for  transporting  the  fruil   from  an)   point  on  the  Lockport 

i  ■  market     I  be  haul  varies  from  yy>  n-  40  miles. 

I  he   11  of  tbe   International    Railway   Co.   has   required 

throughout  the  fruil  n  eight 

daily,  and  the  bu  the  season  1-  Mated  by  the 

management   to  ban-  been  entirel)   profitable  and  satisfactory. 

V-  is  well  known    the  International  Railwa  •mg  a  large 

car  transfer   business  with   the  aid  ol  which 

have  been  fully  described  in  ,  >sues  of  the  "Review."    One 

of  the  views  herewith  shows  the  proportions  to  which  tbi-  branch 
of  the  busii  ;rowa 


CAR   WASHING  VERSUS  CAR  PAINTING. 

It  1-  natural  in  mosl  cases  for  men  who  seek  i"  gam  the  highest 
eminence   in    theii  ecupations,    after    accomplishing    their 

work  in  a  mi  ndable  manner,  ti    suddenly  lose  tins  lauda- 

ble  interest,   which   they   ba.  red   to   maintain    regardless 

of  the  many  discouraging  circumstances   which  arise  in  tbe  course 
of  the  every-day  routine  "i  their  work,  when  it  becomes 
that  with  all  their  efforts  to  attain  the  highest  degree  "f  perfection 
they  in"  1  their  work  reduced  to  untimely  ruin  under  circum- 

stances over  which  they  have  absolutely  no  control. 

Would   any    iiist    man   condemn  the  mural  artist    who.  anticipating 

11  ol  his  paintings  b)    the  gro-s  carelessness  of  some 

people    whose   duties    were   to   clean    the    walls,    should    lose    that 

keen  interest   which  is  so  essential  to  his  success  and  relapse  into 

indifference  winch  would  be  reflected  in  bis  work? 

It  is  i|uitc                     thai  this  indifference  is  somewhat  prevalent 
among   mastei    painters  of  today,  who.  alter  exerting  every  effort 
for  the  satisfactory  completion  of  their  work,  to  the  end  that  a  car 
may  be  painted   and  varnished  in  a   workmanlike  manner,   so  that 
11  should  las'   with  proper  treatment  eight  or  ten  years,  must  feci 
ged    when    they    relied    thai    m    one-quarter    of    the    allotted 
lime    of  the   life   Of   this    paint    and    varnish    il    will    be    destroyed    by 
the   ruthless   hands   of   car    washers,    while   the    painter    stand-    help- 
lessly by.  being  powerli        to     1 
Would  it   not  be  profitable  for  those  in  authority,  who  advocate 
the  proper  maintenance  of  their  ear-,  to  occasionally 
peel  the  methods  employed  f"r  washing  and  clean- 
them?      It   is  more  than  likely  that  in  the  course 
of  their  inspection  thej  would  discover  many  reason- 
why   varnish   and   paint    sometimes   give   such   1 r 

-.in-faction.  Such  inspections  mighl  possibly  lead  to 
instructions  being  given  whereby  certain  damaging 
methods  would  be  abolished.  These  methods,  from 
the  master-painter's  point  of  view,  are  absolutely 
unnecessary  and  are  only  tolerated  through  lack  of 
propel  can  b)  those  in  authority,  and  who.  in  a  cer- 
tain sense,  are  responsible  for  -nine  almost  mali- 
ciously  ignorant   practice-   which   are  in   use. 

And  hi  tin  fault  is  not  always  with  the  car 
washers  or  the  station  foremen,  whose  duties  include 
the  supervision  of  the  car  washing.  The  washers 
might  be  exceptionally  well  trained  in  their  work. 
but  the  trouble  may  be  with  the  management,  who 
from  .1  commendable  desire  to  reduce  exp 
refuse  i"  allow  the  employmenl  of  an  adequate  force 
to  properly  accomplish  the  work.  It  should  ro 
quire  a  barrel ful  of  wisdom  to  see  the  fallacy  of 
these  arrangements,  when  the  truth  is  that  one  man 
the  fallacy  of  these  arrangements,  when  the  truth  is  that  one  man 
added  to  the  cai  washing  ranks  might  possibly  be  the  means  of 
reducing  the  force  in  the  painting  department  by  two  or  three  men. 
who  an  paid  much  higher  wages.  So  it  is  evident  that  a  manager 
has  an  erroneous  conception  of  economy  when  he  fails  to  lake  into 
considet  of  the  injurious  results  that  possibly  may   follow 

an  overzealous  desin    to  considet   first  costs  exclusively. 

1  lii     ame  logic  may  be  applied  to  the  reduction  of. the  cleaning 
force,  in  ble  by  the  use  of  washing  fluids  and  all  like  decoc- 

tions, whose  combination  of  ingn  1  degree,  a  solvent. 


Not.  20,  1902.] 


STREET  RAILWAY  REVIEW. 


821 


which  after  repeated  applications  must  eventually  destroy  the  var- 
nish which  is  depended  upon  to  protect  the  paint,  and  subsequently 
the  inevitable  result  must  be  an  increase  in  the  number  of  men  on 
the  repair  shop  pay  roll.  The  i:r.  ightfy  appearance  of  the  cars 
when  in  service  should  be  a  reminder  thai  even  if  it  cost  a  trifle 
more  by  reason  oi  the  employment  of  a  sufficient  number  of  men 
to  do  the  work  properly,  it  matters  not  if  the  final  results  justify  tins 
expense. 

From  the  fact  that  the  varnish  on  a  car.  after  being  finished,  begins 
to  slowly  oxidize,  it  is  obvious  that  all  the  dirt  that  is  deposited  on 
the  car  during  the  tirst  week-  that  it  is  in  service,  if  not  removed 
in  a  reasonable  time,  must  in  this  hardening  process  become  firmly 
attached  to  the  varnish  and  cannot  be  removed  with  the  use  of 
water  alone.  This  often  tempts  the  washer  to  use  some  prepara- 
tion that  will  easily  release  it,  winch,  in  other  words,  means  removing 
the  varnish  that  is  retaining  it.  After  repeated  doses  of  this 
description,  the  ultimate  durability  of  the  varnish  can  be  determined 
by  the  number  of  times  the  car  1-  washed. 

The  washing  of  cars   with   a   brush   attached   to  a   hose,    where   a 
continual    supply    of    water    is   being   used    in    the    operation,    can    be 
done    without    injury    to   the    varnish,    provided    care    1-    exercised 
by   the   washer   and   he   uses   the   brush   lightly.       If   u    1-   used   loo 
forcibly  the  bristles  of  the  brush  would  have  the  same  effect  on  the 
varnish   as  curled  hair,   which   1*  often   used   in   the  paint    -bop   foi 
removing  the  gloss  of  varnish  preparatory  to  applying  anothei 
["his  continual   supply   of   water  give-   the  brush   an  advantagl 
the  spouge  which  1-  gen,  rally   used   for  car  washing,  and   which   is 
liable  to  retain  some  of  the  grit  which  i-  being  washed  off,  thereby 
causing  the  grit  to  act  in  a  similar  manner  to  pumice,  when  u 
"rubbing   down"   varnish.      Taking   into   consideration   the  type  of 
workman    tint    i-    usually    employed    foi     car    washing,    the    brush 
attached    tj    the    hose    i-    far    preferable    to    the    sponge    and    bucket 
method 

There  are  some  very  destructive  methods  employed  by  car  washers. 
For  instance,  where  white  pamt  is  used  for  window  p.  ists  and  lower 
panel-  it  becomes  very  dirty  when  neglected,  and  a  trick  of  adding 
tie  oil  to  the  water  used  for  washing  1-  sometimes  secretl] 
employed.  Doubtless  tin-  method  originated  from  that  oi  wash 
women  who  use  oil  in  the  water  to  bleach  clothe-.  While  it  may 
not  have  any   bad  effect   on  cloth.  linly   very   destructive  to 

varnish.  However,  this  trick  can  be  easily  detected  on  inspecting 
the  sponges  m  the  washroom  by  the  odor  of  the  oil,  which  form 
nately   never   leave-   them 

Ihc  practice  of   hastily   rubbing   the  dust   from  the  body   .,1 
with   cotton    waste,    which    1-    often    done.    1-    very    damaging    to    the 
varnish,  and  more  especially  to  a  newly  varnished  car        The  waste 
loon  become-  filled  with  grit  which  transforms  il   into  a  mo      E01 
midablc    weapon,    capable    of   the    compli  'ion    of   ihc   gloss 

of  the  varnish. 

All  the  burden  of  improper  cleaning  must  subsequently  tall  upon 
the  painting  department,  and  possibly  extend  to  other, ,  for  after 
the  paint  and   varnish  yed   the   wood   and    iron   m 

If    the    whole   car  wa-bing    forci 
ment,  under  the   supervision   of  an   inspector   whose   duties   would 
be   to  thoroughly   inspect    the   deta  ■■■irk.   much    benefit   no 

doubt,  would  be  derived  from  tin-  care  that  would  be  insured  by  his 
.    continuously   in   touch   with   the   men.       The  proposition   of 
placing  the  wasln  the  master  painter's  supervision 

might  possibly  I'  dmitting  that  this  innovation 

might    be   pi  heads  of   the 

painting    department    and    tin     nation    where    the  , 

-till   if  it   could  be  managed  >rily   to  all  I    much 

I  from  this  wnr  ug  to  the  master 

painter-    entire    familiarity    with    paint    and  aid    be 

capable  of  instructing  men  in  regard  to  the  proj 
employed,  and  the  suitability  of  art  in  tin    important 

•ion. 
While  it   b  1  mailer  of  inferior  iinpoi 

hing  questi  'hat  might  op.  n  up  n< 

.11011 


HENRY  J.   DAVIES. 


Mr.  Henry  .1.  Davies,  who  was  at  the  Detroit  meeting  elected 
president   of  the   Street    Railway   Accountants'   Association,  1-   well 

ing    'f  this  honor  by  reason  of  hi-  part  in  organizing  the  asso 
ciation   and   the   active   interest    taken    111   ii    up   to   the   dale   ol    his 
withdrawal   from  active  railway   vvoik  111   1809,  at   which   lime  it   will 
be  remembered  the  association  paid  Mr.  Davie-  tin   compliment  of 
electing  him  an  honorary   member. 

Mr.  Davie-  wa-  born  near  Toronto,  Can.,  July  jo.  1S50.  When 
he  wa-  three  year-  of  age  In-  parent-  removed  to  Cleveland.  (V. 
where  he  received  a  grammar  -chool  education,  after  winch   lie  spent 


m  Rapid  ling  through 

!    Fort    Hamilton 

'it    month. 


11.  .1.  DAVIES 
Prcflidefll  si 1    Railway     V-  I  militant-'  Aesoctatln 


.11     in  iln    stud)  of  stenography  and  law.     Ai  the  age  ol   to, 

a  court  and  convention  reporter  ami  n  acuired  a  very 

irai  1 1' '      In  tin-  fall  oi  1889  in  acted  • vat     ecretarj   i"i 

lion    Tom  I..  Johnson,  and  on  Jan.   1,   1890,  wa-  elected    secretarj 
and  treasurer  of  the   Brooklyn  and  the  South   Side   streel    railroad 

1   1  level,  mil.  which   Mr     1 1  dm  on  i  mit  ml  led.    When  these 

companies   wen    united    with   others    in    1893   to   form   the   pri    cnl 
nd    Electric   Railway  '  "..   \h     Dai  ii       -  a     appi  linted 

■    and  claim  adjuster,  and  later  assistant  trea  urcr.     He 

voluntarilj  left  tl pan)   in  t8og  when  Mr.  Horaci    1      Andrews, 

in    ident,  artd   Mr.  John  J    Stanley,  general  manager,  retired   From 

tnd   wa     " di. 11. 1)   elected    ecretarj  oi  [he  Na 

tional  I  -ol S".,  .'  position   which  I"     nil  hold  .     1  in  the  retire 

1  Mi    II.    \    1  ..nil  .mil  lii-  associates  and  the  re  eleel of 

Vndrcws  and   Stanley,   \l>     Davis   wa     cl 1     ecretarj   ol 

ctrii    Railwa)   Co      Hi   also  hold     thi    po  ition  of 
i"    1  roquoit    Pot tland  I  emenl  I  o„  .""I  1    a  director  ol 

1  rj    Mutual    1 11  sura  in  1    Co.,  of  1  Ihio,  tin 

o,|  Saving    .\    Banking  i"     m.i     everal  oil,,,   corporation 
1806,    \li     I  >.i   i'     i"  "  ried    \l>       I  Ii  Ii  n    \     William      and 

1  ip     ■  ho "  Lakcv 1    1  beautiful    til 1  Clevi 

land. 

1  In-    I  -'  ion    1  Pa,  1    8        1    iii'      Co      nd    the 

8    Bangot      treel    Railwaj    Co    havi    been 
•1    -oid    will    hereaftei    be    operated    a     ii"     Northampton 

onneel  thi  nl   di  tricl     in  the 

■  1 11  p.o  1  of  tin    county  with   I- n 


STREET  RAILWAY  REV  1  FAY. 


[VOL,  XII.  No.   ii 


HUDSON   VALLEY  STRIKE    ENDED. 


..n  the  line  of  ihe  Hudson  Valley  Railwaj 

erminated   November  3d,  when  the  men 
returned  to  work  ber  17th  representatives  "t  the  Interna- 

in  and  the  National  Amalgamated 
ployes  arrived  for  the  pui : 
ng   the  -ink.-  and  encouraging   the   iti  remain   firm. 

.   held  "ii  the  same  date  between  a  commil 
and  Mi    Colvin,  president  of  the  company,  the  latter  stated 
thai    the  ground   had   been   gone   over   thoroughly   and   no    I 

djustment  had  been  made  bj  either  side.     He  fur 
lated  thai  the  company  was  willing  to  reinstate  those  employes 
id  ii"i  been  implicated  in  any  riotous  demonstration  and  who 
would   apply    al    once   for   their    former    positions,    he    considering 
thai   there  were  I   thai   class.     He  also  stated   thai   the 

company  would  nol  discriminate  against  a  man  because  he  might  or 
might  not  belong  i"  a  union,  ["he  representatives  of  the  strikers  in- 
sisted upon  an  increase  in  wages  and  recognition  of  the  union.  It 
ced  thai  the  control  <>i  the  road  had  passed  into 
the  hands  of  Hon.  J.  W.  Herbert,  of  Helmetta,  N.  .1  .  1 
Helme,  "i  New  York,  and  George  B.  Wilson,  of  Philadelphia,  who, 
with  Mr.  Colvin,  now  "\<  n  the  entire  stock  of  the  company.  John 
II.  Powers,  first  vice-president  and  director,  severed  his  connection 
with  the  company  and  was  .   Mr.  Herbert 

Under   the  new   management    it    was   thought    that   a   settlement 
I  withoul  recognition  of  the  union      I  he  president 
was  author!  ct  a  settlement  if  possible,  but  was  restricted 

particulars.  X<>  contract  «as  to  be  signed  with  the  union, 
and  the  men  who  left  the  union  during  the  strike  and  re-entered 
the  employ  *w-r<  not  to  be  dismissed.  It  was  stand  thai  if  the 
union  would  incorporate,  making  it  a  responsible  body,  the  company 
would  not  object  to  making  a  contract  with  it.  as  under  the  | 

■us  a  contract  with  the  union  could  not  be  enforced.  The 
company  was  willing  to  make  contracts  with  the  men  as  individuals. 
ber  20th  a  joinl  committee  representing  the  company  and 
the  strikers  met  and  a  proposition  was  made  on  behalf  of  tin-  com- 
pany to  siilinut  -dl  difficulties  to  arbitration.  The  representatives  of 
■ikers  demanded  recognition  of  the  union  and  expressed  a 
willing  urate  all  other  difficulties.     It   was   finally 

to  submit  the  matter  to  arbitration,  the  arbitrators  selected  being 
B.  S.  Josselyn,  general  manager,  for  the  company,  and  James   M. 
n  of  the  Amalgamated  Association,  for  the  union,  who  were 

to  call  in  a  third  person,  if  necessary,  to  c titute  the  hoard,  which 

hear  all  questions  of  dispute  and  present   its   report  at   noon 
of  the  22a.    Before  the  report  was  presented  the  sinker-  ignored  the 
enl   i"  arbitrate  ami  demanded  recognition  of  the  union,  in 
:    pay.    and    reinstatement    of    all    striking    employes.      J.    M. 
ri   withdrew    from   the  hoard  and  declared   that   further  deal- 
ings  between   the    union   and   the   company    would    have   to   he   done 
through  Mr.  Fitzgerald,  president  of  the  Amalgamated  Association, 
with    whom    the    company    strongly    opposed    having    any    relation 
whatever. 

After  a  meeting  of  tin    representatives  of  the  company  in   New 

York,  October  j^th,  it   was  reported  that   no  more  car.  would  he 

run   in  Washington,   Saratoga,  and   Warren  counties  than  absolutely 

ded    by    the    franchises    id'    the    road.      As    order    among    the 

strikers  had  been  well  p  in  the  same  date  six  compai 

were  withdrawn,  leaving  only  four  companies  along  the  line. 
On  the  following  day  twenty  of  the  non  union  employes,  whose  term 

of  contract    had    expired,   returned   to   their   homes,  their   places    -0011 

filled   by  others,  and  the  company   operating  edule  at 

intervals. 

ber  .iist  a  committee  of  former  employe-  called  on  Mr.  Col- 
vin for  an  interview,  at  which  he  expressed  a  willingness  to  consider 
any  proposition  Submitted  by  them  for  settlement.  The  strike  was 
satisfactorily  settled  November  2d,  by  a  proposition  presented  by  the 
;  nder  the  terms  of  the  settlemenl  motormen  ami  conduc- 
tor- in  the  employ  of  the  company  less  than  two  year-  will 
an  increase  of  one  cent,  or  \-  cent-  per  hour,  all  others  will  receive 
an  incri  cut.  or  ig  cents  per  hour.     The  employe-  agree  to 

withdraw    their    affiliation    with    all    other    lain:     organizations    and 
form   a   local    union.      All    former   employes,    with    the    exception   of 

under  indictment    for  inciting  riot   are  to  he   restored  to  their 
nd  in  future  the  company  1-  to 
employ  either  unii  union  men  as   it  deem-  advisable.     The 

work  of  inspecting  cars,  a-  formerly  done  by  the  motormen,  who  re 


■n  for  tin-  work,  will  he  performed  by  regu 
lar  inspector*.  Ihe  reinstatement  of  the  motorman,  whose  dismis- 
sal on  ae,. .nut  of  an  accident  at   Fori   Edward  in  August,  was  the 

•tike,  was  left  to   Mr.  Josselyn,  general  man 

ager,  for  settlement 


CONSOLIDATION  OF  THE  INTERURBAN  RAIL- 
WAYS OF  CINCINNATI. 


\i  a  meeting  of  the  stockholders  of  the  Rapid  Railway  Co.,  the 
the  Cincinnati  A   Eastern   Electric  Railway 
Co.,  and  the  [nterurban  Terminal  Co.,  whose  depot  is  in  course  of 
construction   on    Sycamore    St..   a   consolidation   of   these   interests 
The  new   company  will  he  known  as  the   Interurhan  8: 
Terminal  Co.,  with  a  capitalization  of  $2,500,000.     Each  share  held 
by  the  stockholders  in  the  various  companies  merged   will  be  ex- 
ilic consolidated  stock.     Ihe  capitalization  of 
the  old  companies   was:     Rapid   Railway    Co.,  $70o,ooo;   Suburban 
Co.,  $600,000;  Cincinnati  &  Eastern  Railwaj  Co.,  $500,000; 
Interurhan     Terminal    Co.,    $150,000.    making    a    total    of    $1.1150.000. 
There  had    been   expended  on   the   new    Sycamore    St.   depot   $55,000, 
which   was  taken   up  by   the  stockholders.      The   new  company   holds 

rve  a  si,,ck  of  $700,000  to  he  taken  up  as  the  money  i- 
for   tin  'i    of   extensions   and    the    new    depot.      Each    share 

of  -lock  is. mil  thus  far  represents  it-   face  value  expended  ill  build- 
ing the  properties,     ["hi    {  incinnati  &  Eastern  Ry.  will  cosl  $150,000 

more   than   wa!   at    lir-l  anticipated  on  account  of  increased  length  of 
double  track  and  an  increase  in  rolling  -lock  from  6  t"  18  car-. 

The  combined  mileage  of  the  line-  of  the  company  is  1/1  miles,  as 
follow-:  The  Cincinnati  X  Eastern,  which  will  he  in  operation  early 
111  November  between  Cincinnati  and  New  Richmond,  28  miles; 
Suburban,  which  will  be  ready  next  February,  to  Bethel  and  Batavia, 
32  miles:  Rapid  Transit,  about  completed  to  Mason,  a  distance  of  22 
miles,  and  will  he  completed  to  Lebanon  by  next  March.  iX  miles. 
The  terminal  depot  is  expected  to  he  finished  by  January   1-1. 

It  i-  anticipated  that  when  the  roads  are  all  in  operation  over 
500.000  passengers  will  he  carried  monthly  besides  a  large  amount 
of  e.xpres-  and   freight. 

The   consolidation    i-    mad-   possible   by    the   Chamberlain   law    re- 
cently enacted  in  Ohio,   which   provides  that   when   electric   railways 
are   not    competing   and   can    bi     operated    from    one    power    I 
lidation  i-  permissible. 

The  officers  of  the  new  company  are:  G.  R.  Scrugham,  president 
eneral  manager;  l.ee  II.  Brooks,  hr-t  vice-president;  1 
Kinkead,  I  vici  president  and  general  counsel;  John  M.  Ken- 
nedy, treasurer;  William  E.  Hutton,  secretary;  the  officers  together 
wuli  Charles  II.  Davis,  Guy  W.  Mallon  and  George  II.  Worthing- 
ton,  compose  the  hoard  of  directors. 


LOUISVILLE  STEAM   ROAD   CONVERTED   TO 
ELECTRICITY. 


The  Louisville  I  Ky.  )  &  Nashville  Railroad  Co.  has  leased  to  the 
River  Road  Co..  which  was  incorporated  September  -7th.  with  a 
capital  "f  $550,000.  a  line  of  track  extending  from  a  central  point 
in  the  city  of  Louisville  to  the  village  of  Prospect,  the  road  lying 
on  the  southern  hanks  of  the  Ohio  River  and  having  a  length  of 
12  miles.  The  line  will  he  converted  from  a  -team  road 
[nterurban  electric  line  with  first  class  equipment  in  even    ' 

A  half-hour  schedule  1-  to  be  established  during  the  busy  part-  of 
the  morning  and  evening  and  an  hourly  schedule  during  the  middle 
of  the  day.  It  is  expected  that  extensions  will  ultimately  he  made, 
their  extent  depending  on  the  success  of  the  present  line.  The 
officers  of  the  new  company  arc:  l.afon  Allen,  president;  Owen 
Tyler,  first   vice-president;  Bethel   I'..   \  1  vice-president; 

W.  N.  O  ecretary  and  treasurer;  Henry  A.  Bell.  William  F. 
B     ket   ami  Edmund  T.  Halsey,  directors. 


October  16th  a  runaway  coal  car  on  the  Jackson  St  line  of  the 
Seattle  (Wash.)  Electric  Co..  struck  and  instantly  killed  a  pedes- 
trian. The  car  had  broken  loose  from  its  train  and  ran  eighteen 
blocks  down  grade  before  leaving  the  track  where  it  dashed  into 
the    sidewalk    cutting  a    telegraph   pole   in    1 


002.] 


STREET  RAILWAY   REVIEW. 


823 


NOTES  ON   MOTOR   AND   BOND  TESTING. 


BY    K.   XV.  CON  \NT. 


Ii  has  been  demonstrated  by  five  or  -is  years  of  severe  service 

on   the  modern   types  of   street   railway   motors,   that    the   final   test 
y   lies   in   their   ability   to   withstand   heavy   currents 
during  long   periods  of  lime. 

Cotton,   which  is   the  basis  of  the   insulation  of   their   wiro 
has  but  a  limited  life,  when  subjected  to  the  long  continued  bak- 
ing   by    the    heat    generated    in    the    windings,    under    the    ordinary 
the    motors.       This    heat    is    produced    in 
ry    part    of    the    wire    carrying    the    current    and    is    greater    the 
higher   its    resistance   and   the   more   current    that    is    received.      The 
heating  is  also  increased  by  poor  ventilation,  conduction  and  radia- 
Oncc  this  action  starts  it  is  cumulative  to  a  surprising  degree. 
The   main   facts  -    to   make   th  lion  aug- 

ment itself  may  he  explained  .1-  follows:  First,  any  increase  in 
the  temperature  of  the  windings  increases  their  resistance  and  as 
the  current  is   forced   to  eater  n    istance,   heal    is 

rated    at    a    still    more    rapid    rate.       The    ultimate    temperature 
attained  impresses  itself  on  the  cotton  insulation,  scorching  ii 

n  color,  as  will  a  hot  flat-iron  when  held  on  a  piece  of  co 
cloth.      During   the   next  ol    service   of   this    motor 

the  cotton  receives  a  little  more  luking  and  scorching  until  it  is 
reduce. 1  to  a  brownish  or  even  black  powder  that  crumbles  away 
and  allows   the   wires   to  come   together. 

On   account    of    some    of    the    coils    in    the    motor    receiving   more 

heat   than   the   others   tin  tit    first    and    many   times   all    the 

taken    out    when   one   only   is   defective.      As   soon   as   one 

■1    circuits    it    weakens    and    distorts    the    held    causing    the 

current  and  spark  badly,  thereby  increasing  the 

heat  and   hastening   the   deterioration   of   the    rest    of   the    winding. 

When    a    general    short    circuiting    has    taken    place,    and    in    some 

they    have    reached    tin-    point,    flashing   and   bucking 

occurs  which   burns   the  armature  and   controlling   mechanism  be- 

causing  great  loss  ,,f  time  and  waste  of  power. 

If  this  trouble  can  be  I  the  starl   by  locating,  removing 

and   inspecting   the  defective  coil,   much   time   and   money   may  be 

ed   by   attending   to   the   betterment    of    the    conditions   causing 

the  d 

of  the  ii'  on  causes  of  these  trouble-   are 

lows:      Brakes    set    too    tightly    causing    motors    to    take    greatly    in- 
ised  curr-nt;  poor  judgment  of  the  motorman  in   ham 

chanism   causing   overheating   by   increased   current; 
rt    circuited    in    the    motor   by    baking    out,    defi 
workman-hip   in   constructing   or    repairing   the   coils;    leads   chafing 
abrading  the  insulation  allowing  the  cop- 
per  wires   to   1  intact,   cutting   out   a   coil,   throwing   more 
load   onto    the   other-;    a    sandy    rail    in    which   the   groove    has    been 
allowed    to    fill    up    with    dirt    that    binds    die    wheel    flange,    can 
an  enormous  men:  ption;   low  voltage  on   the 
either  by  poor  bonding  or  too  little  feed  wire  or  both. 
The  ■                                                     ting  the  motors 

any    increase    in    the    strength 
of  the  current   or  a   higher  amp  to  do   lie     work,   lint 

on  account   of  the  lower   Speed   during  the  application  of  the  power, 

urrent  mi:  .11  for  a  much  greater  portion  of  the  til 

allowing   '  for  coasting  ooling   of  the   motor. 

loading    of    the    motors    is 
ry  important  factor  in  hastening  the  baking  out  of  their  wind- 
heavy, 
rig    poor    bonding 
he    rail    joint!    it    will  mi  thod      for 

• 
id  Kail  Join 

ng  rail  bom  nable  the  Ii 

minimum,    in   order   that 
of    fuel     may    '  of    pip 

}.■   1   done 
tailed  and 
jn  imd 
t    again. 

dams 1    1 

.  d 
'  bonding  ■    equal 


to  about  4  ft.  to  o  11.  of  the  rail  itself.     A  greater  resistance  should 

allowed  a-  it  will  rapidly  become  worse  until  it  is  so  high 

-1  oi  tin    return  current  is  obliged  to  take  some  other  path 

with  the    resulting   damage   and   consequent   loss  of   power.     It   is 

apparent    what    one    bad   joint    will    do    when    it    is   remembered   that 

it   cuts  out   all   the   rail   between   it    and   the   power    Station,   excepting 

in   so   far   as    there    is   leakage    through    the    earth    or    it    is    bridged 

ids.     It    1-  also  to  be  noied  in  this  connection  that  cross 

bonds  arc  not    any   more  likely  to  be  properly   installed   than   is  the 

joint   bonding. 

On  a  road  recently  tested  by  the  writer,  out  of  400  joints  100 
had  a  resistance  greater  than  00  ft.  of  rail  and  50  were  above  -7" 
ft.   of   rail.      In   this    instance   the   bonds    had    been    installed    only    a 

year  and  were  thought  to  1"    m  - 1  condition  when  put  in,  although 

they  had  not  been  tested.  The  expense  of  testing  is  not  great  and 
would    l,e   amply    repaid    bj    the    results   obtained. 

It  is  a  source  of  surprise  to  many  to  learn  of  such  conditions 
existing  a-  those  mentioned  above,  but  they  may  be  explained  as 

follows:  In  Ordei  for  a  joint  to  be  properly  bonded,  there  must 
be  a  clean  metallic  contact  between  the  bond  terminal  and  the  iron 
of  the  tail.  I'uless  the  plug  is  put  in  lightly  moisture  will  creep 
in  between  it  and  the  inside  urface  of  the  hole  in  the  rail  and 
the  iron  rusts  causing  a  high  resistance  at  this  point  that  in  many 
instances  is  almost  equal  to  a  break  in  the  rail.  It  is  in  the  making 
of  this  contact  that  most  bonds  fail.  It  has  been  held  by  some 
thai  with  the  class  of  men  usually  employed  on  this  work  it  is 
impracticable  to  obtain  good  bonding  of  joints  and  recourse  must 
I.,    had  to  the  use  of  a  supplementary  woe. 

Judging  from  measurements  taken  of  the  resistance  of  over 
40,000  rail  joint!  the  writer  believes  that  by  proper  testing  and 
.are  111  bonding  the  use  "I  a  copper  return  wire  in  parallel  with 
the  rail  or  a  supplementary  wire  maj  be  dispensed  with  in  any 
ordinary    ease    and    that     bonding    the    joints    is    all    thai     is    neces- 

sary  to  make  the  return  as  near  perfect  as  is  commercially  pos- 
sible. 

« •  » 

TENNESSEE  INTERURBAN   ELECTRIC   RY. 


I  li.  Nashville  &  Columbia  and  Nashville  &  Gallatin  Electric 
Railways  ha\.  been  consolidated  under  the  name  of  the  Tennessee 
Inteiuibau  Electric  Ry.,  ami  the  capital  stock  increased  to  $3,000,- 
000.  The  line  has  been  surveyed  to  .lend  through  Nashville  as  a 
center,  from  Gallatin  to  Ml.  Pleasant,  reini.,  touching  Brentwood, 
Franklin,  Spring  llill  and  Columbia  southward,  and  Goodlettsville, 
Edgefield  Junction,  llygeia  Spring-,  Ridge  top  and  Edwards  Springs 
northward.    The  line  will  be  mo  mile-  in  length  and  passes  through 

ly    populated    trj    ami    a    magnificent    agricultural   and 

stock   raising   section.      I  he   Haiti,    will   be   pa.-. .    press  and 

freight     An  extensive  power  plant  and  an  elaborate  equipment  will 

[uired,   making   it    on,     ol    tin     leading    lines   of    the    South.      A 

numbei   of  manufacturing  companii     are  preparing   to  locate  along 

11.     Ini.         Mi.    ofHci      "t   the  company  aie   located   .11    \'a-ll\tlle.       I  he 
incorporators  are:     C.    \V.    Ruth   and    blank    Haskell,    Pittsburg;   J. 

II.  Connor,  J.  1'.  Fulchei  and  John  M.  McMillin,  Nashville;  Van 
Leei  l'..ll.  Pari  ,  France;  1 '.  I'.  Spillers,  Gallatin,  Term.;  J.  M. 
11..I111111  and  Major  w.  J.  YVhiithoi  in ,  Columbia,  Penn.  lb.  offi 
1.  1  rani  Haskell,  president;  C  W.  Ruth,  vice  president  and 
ini  no  1.  Frank  I'  Komi,  secretary;  J.  II.  Connor,  general  man- 
ager. 


ALLEGED   FRAUDULENT  SCHOOL. 


pn       di  p.''  in     of   1 ,11 1  if    date    four  officials  of 
the    Con.   |...ii. I Institute    of     Vmerica,    with    headquarters    al 

1 '  am   ted  on  a  1  hai 1  using  the  1  i 

loi     flauduli  ill    put  pOSCS.        I  In      in   million,    whil  b    w.i 

organizi  d    ..in.    I    1  igo  to  givi    instruct n  "1  ai  icature, 

ertin  11  Miii    w  1  ii 1 in  1. line,    1 It 

tl  h  .         I I'l    11.. 1    1 nl. led    with    the    In 

lernaiional  Correspond Scl Is,  also  ol     icranton,   Pa      ["here 

1  ,  of  .  dangi  1   ot    ne, familial    n ith  tin    worl    done 

by    lb.  tional    1  pi  md Si  hool  .    making    such    a 

kc. 

4  «» 

!'  ction  Co     of  Gali   burg,    ill .   hauled    it     fit  I 

load  October  1 


STREET  RAILWAY  REVIEW. 


[Vol    XII,  No    ii. 


From  the  Lake  Region  to  the  Atlantic  Sea  Board  by  Trolley.     II. 


IIV    K.   II.   HI  KK  Ml. 


At    Albanj    .1   union  ed    for  the  convenience 

r    ilu    different    roads,      rickets   ire  also   sold   to 

an)   1 11  along  the  lines. 

Hudson    Railway   \    Powei    Co.    will    within   a 

short  time  extend  its  system  to  the  Massachusetts  state  line  there 

leel  «iili  ii  extension  of  the  Berkshire  road  which 

.   Imili  iic-i  from   Pittsfield     Ilu    rroy,   Rensselaer  &   I'nts 

Ca,  which  controls  the    I  r.  ,y  &  New  England, 

now  op  si  .i-    Iverill,  has  the  n^-lit  from  the  Board 

Commissioners   to  build   to  the   state   line,  and    I    am 

informed  by  Mr.  George   I-.   Murray,  oi    rroy,  N.  Y..  that  the  line 

will   b  ted  nexl    | 

At    Pittsfield    I    find   .1    line    running    through    the   heart    of    the 
Berkshire  and  Greylock   Hills,  iron,  Lee  through   Pittsfield,  I 
ire,    Vdams,    North   Adams   to   Wiliamstown,   and   by   the   first   of 
November  it  will  be  extended  south   1  [hi    I  onnecticut 

state  line.     Hiis  system  running  as  it  will  north  and  south  through 

tin-  i-in i n-  state  is  owned  bj   two  companies,  the  Berkshire 1  thi 

Hoosac  Valley  Street   Railways.      Hie   Pittsfield   Electric  Co.  opet 
local    line   in    the   city    with   an    extension    to    Dalton    and 
another  one  running   north  to  Cheshire  in  competitor   to  that    of 
the  Berkshire  company, 


range  of  mountains.    The  diversil  erj   along   tin-  lim 

be   appreciated   b)    those   who   have   travelled   through   1  In  - 
b)   ilu    Boston  &    Vlbait)   road      ["his  line  will  -i:in   from  the  line 
■  ■I    the    Berkshire    road   at    Lee   and   connect    with   the    Springfield 
lines  .11    Westfield.     Mr.    R.    Ii.   Gillette   it    interested   in  ilu     pro 
jected   road,  and  11   1-  his  intention  i"  have  il  constructed   in  the 
same   thorough    manner   as   ilu-    Berkshire    road.     At    Westfield    1 
touch  the  western  end  "i   mj    iournej    to   Boston  by  the  "B 
stick"  1  r.iin.     It   i»  the  western  end  of  one  of  thi  irolley 

in  the  wo  ned.     h  might  be 

well   in  Btate  here  that   the  writer  i-   fully   satisfied,  judging   from 
bserved  on  his  trip,  that   if  thi    street   railway    man 

1  the  middle  sta  ntrol  of  s astern  roads, 

longer  runs  would  be  made  than  arc  now  to  be  found  in  eastern 
territory.  There  i-  no  reason  but  that  Springfield,  with  a  popula- 
tion of  63,000,  and  Boston  with  over  a  million,  only  no  miles 
apart,  should  imilar  to  that  in  force 

between    Toledo  and  1  Ii  1  distance  of  11N  miles.     Ii 

necessary  to  make  eleven  changes  by  the  must  direct  route,  or  a 
of  cars  ever)    to  miles.     Of  course  the  eastern   section  of 
the  trip  a  distance  of  50  miles  will  be  well  taken  can-  of  when 
the  Boston  &  Worcester  air  line  is  put  into  operation  in  1! 


'Off 


Por///vra/7 


ftfy/eer    ~faye//e 


//VD/AW/? 


3an>//)?4 


LA** 


0#™/?/o 


f/vrf/a. 


MM//) 


FROM  MICHIGAN  TO  THE 


1 

\ 


Who  would  have  imagined  a  few  years  ago  that  to-day  a  1 lei 

up-to-date  electric   road   would   be   penetrating  tin >   famous   mourj 
tainous  country  full  of  wild,  picturesque  scenery  and  summer  homes 
of  many  wealthy  people?    The  rails  average  from  70  to  75  ll>.  and 

■  an  of  the  mosl  mod.  in  type,  45  ft.  long  with  .1 
capacity  for  4*  pei  pli  Of  the  i->  cars  three  have  smoking  com- 
partments and  are  geared  for  a  very  high  speed  although  their 
average  running  schedule  is  25  miles  an  hour  including  stops.  The 
company  has  the  right  to  carry  freight  south  of  Pittsfield  but  no 
attempt  has  been  made  to  cater  to  this  class  ,,i  traffic  About  a 
quarter  of  the  41  miles  is  over  private  right  of  way.  \i  Cheshire 
ions   are   made    with  of    the    Hoosac    Vallej    for 

North   Adams  and   Williamstown,  all  of  which  plao 

ling. 

1    Westfield,   but   the  trolley 

available  for  pleasure  travel  in  two  years'  time  if  ih    plans 

sachusetts    Street    Railway    1 

carried  out.      The   road   will   follow   the   route  now  traversed   by  the 

&     Mi  .1  through    many    glens    hedged    in    by    a 


future  by  James   F.   Shaw,   who  has  built    more  long  distance  inter- 
urban    lines    in    New     England    than    any    other    promoter.       There    is 
no   question    hm    that    1 1 1 1  —    road    will    lie   a    grand    success    from    the 
start. 
Returning  to  Springfield   we  find  one  of  the  best  equipped  city 

and    suburban    roads    in    the    country,   and    it    is    looked    upon    by    all 

the  street  railway  men  in  this  section  as  the  model  road  in  New 
England.  Cities  of  every  size  have  cats  m  operation  that  have 
-ecu  better  days,  but  tins  cannot  be  said  about  the  Springfield 
system   for  its  cars  are  of  the  very  best     The  city   is  noted  not 

only  for  its  fine  electric  system,  but  as  a  trolley  center,  for  one 
can  ride  north  along  the  valley  of  the  Connecticut  through  llol- 
yoke,  Northampton,  and  the  quaint  old  towns  of  Deerfield  and 
Greenfield,  a   distance  of   \s  miles,  a  most   delightful  ride  through 

a    charming    country,    while    southward,    with    the    exception    of    two 

breaks  of  a   few   miles  each,  there  1-  a  continuous  trolley  line  to 

New     York    City,    a    distance    of    oxer     170    miles.       The    TOUtl 

Springfield  to  Boston  has  been  described   so  often  that   I  shall  not 

make  any   attempt    to   go   into  detail.      It   might,   however,   he  of  in- 


»2.] 


STREET  RAILWAY   REVIEW 


825 


to  know  that  with  the  exception  of  one  break  which  exists 

between  Athol  and  Turner's   Falls,  one  can  start   from   Springfield 

and  ride  seven  hours  per  day   for  twenty-four  days  at  an  average 

:'  --peed  of   14  mil e  s  an  lionr  through  suburban  country  and 

arrive  Kick  in  the  city  without  going  over  the  same  ground  twice. 

luimie  my  journey  eastward,   1    00k  a  ear  of  the  Spring- 
field   &    Eastern    Street    Railway    Co.,    running    over    the    track-    of 

5  iringfield  company  as  t'ar  as  Ludlow  and  thence  over 
tracks,   paralleling   the    Boston   &    Albany    most    of   the    way.      The 
ride   1-   through   a   very   pretty   farming   country.      The   busil 

•    chiefly    of   through   traffic      At    Palmer   another 
change    is    necessary    to    continue    the    journey    eastward,    passing 
Lake    Park,    a    popular    pleasure    resort    located    midway   be- 
tween Palmer  and  Ware.     Between   Palmer  and  West  Warren  the 
g|    Albany    Railroad    1-   obliged    to   make   a    southerly   detour 
id  the  hills   while   the  electric   line   wend-   towards   the   north 
through  Wan   to  Brookfield.     The  ride  from  Ware  through   B 
Spencer  and   Leicester  to   Worcester   is   an   enchanting 
the     fine     car-    of    the     Won  ind    the    Warren, 

encer    companies    arc    continually    ascending    and 
:mg   the   hills   of   this   rolling   country,    whose    varying   eleva- 
tion gives   different    views   of  the   charming   landscape   in   all    direc- 

I    landed    in    Worcester    in    the    middle    of    the    day ;    I    had    fre- 


comprising  some    |,0t      11  and   connecting   five  ol    thi    six    New 

England  states  with  the  city  of  Boston.  Me  finds  no  union  ticket 
office  in  the  city  representing  tin-  great  system,  similar  to  those 
in  vogue  in  the  middle  states,  nor  i-  n  possible  lor  linn  to  obtain 
any  definite  information  concerning  the  numerous  scenic  routes 
available  bj  trollej  from  the  greal  city  except  through  a  street 
,  guide  winch  i-  published  independent  of  the  different  roads. 
i  have  finished  my  trip  by  trolley  a-  far  east  a-  Boston  by  travel- 
I  ng    |S ;   miles  over   the   grand   trunk   line   by   trolley   and   4:11    by 

steam.       The    actual     time    consumed     111     making    this    trip     was    28 

lectric  railways  and   13   hours  bj   steam,  and  the  fare  by 

$6.70,    by    -team    $11.71.      In    addition    to    this    I 

travelled  o\er  the  branch  lines  out  of  the  cities  of  Detroit,    ["oledo 

and    Other     center-,     the     mileage,     rate-    of     fare    and     running     lime 

enumerated   below. 


(it- 


flfi1 


,//* 


\6/evh// 
?f&fop#\        1 


L^/f/^ 


Ove^fe 


i 

Co/i/A/fCT/ki/r  i 

'  j  /SL/IA/D  I, 


A TI.  \vi  [C  CO  kST  BY  TROLLEY. 


and    ridden    over    it-   many    1 
hurhan    line-  during  th<  year-,   bul 

The  rolli  was  much   improved,  the  roadbi 

built  and  the  car-   ran   with   mon 
ingly  ]■  edule  time.     Up  to  this   time   I   had   nol 

■  hange 
which    was    brought    about    by    Mr.    R.     I.    I.allin.    general    manager 

Mr.   I  .a itin 
of  the  mi 
railway  men  in  tl  untry. 

From  Wot  one  line 

running  through  Clinton  to  Leominster  and    1 
ward    to    Athol    and    In  th    a    line    run-    through 

Sonthbridge    and   othl  evcral    de- 

sirable [hy  of  mention  hi  re, 

Marlboro  and   South    Framingham   passes   many   his- 
of  the   M 
through  a  p  I  he 

ottu  r   I  r ['on    Won  estei    to  I -linton, 

"Paul  1  Park  St, 

1    1 on, 

trolley 


Mileage.  Rati     of    I  arc  Running     I  ime. 

I  letroil    ;"'>  $•)•-'.-  tfi  hr.  50  min. 

279  tos  1  1     "    15     " 

land    i|i  o.jo  25    " 

1     Buffalo, 

and      \lhan>     I  X.     Y.I |,  7.50  J."      "      )o      " 

I   found  thai   thi    rati     ol   fare  varied;  in  some  place    where  the 

electrii    lim     opcrati    through  a   territory   uot     erved  bj    steam  the 

■    ovci    !  cenl     pet    mile,  bul   on  the  whole  the    renci  tl 

.'     tbi "ii 1     pei    mile, 

In  conclusion  1  predicl  thai  thi    trunk  line  connecting  the   Atlantic 

with  tb'   gn  11  lil'    region  will  be  c pleted  and  in  actual  op         in 

ii  v  1 1 M  b  time  one  « ill  I"   abli   to  travel  over 

h     hi   1 1 1     in  1 '       than     1     'i.i'       1     1 

h 'i 1.1       namel;      . 

1  i 

■     ■  e  it  will  I 

13  mill  in  1  ihio.  3s  mill     in  Peni  nili     in 

\.  h   Vork  and  ,  .  I       tchusetl 

Prei 

Whiten  for  the  | 

rol  I  cy   f  1 ti 

tandp t  the  I  hi    intei  ui  ban  lines 

I  Ictroil   1    carried  011  I     nt  that  I  am 

n  ol   ihi    n     mi'    ol   tl Herein 


STREET   RAILWAY   REVIEW. 


|V..i    XII,  No.  ll. 


suburban  lii  ol   Mi<  higan,  I  Ihio,   1 

.m.l  New   ■*  .uk  thai   1 

;  fully,  in  I  nl   t  li;« t   the  ids  arc 

thai  ii 

1      :  'It    that 

all  intcrurban  lines  had  thi  well  as 

Whili  mentioned 

ghl  and  do  carry  lighl  onlj   a  fi  n 

into  ihe  bui  have  a 

equipment  of  standard  Ireighl  cars.     The  popularity 

fact  that  the  merchant  in  the  outlying 

town  can  telephone  t"  the  i 

prompt   delivery,  or  the   farmer  can   have 

of  a  city   « ith  inconvenieni 

•  am. 

All   the  In  freight  and 

iness.     rhe  line  to  Ml  t  nd   Porl   I  furon  being 

i   a   rich   agricultural   countrj    with   mam    large   intervening 

summer   resorts,   the   carrying   of    fruit,    vegetables,   groceries   and 

On  the  Jackson  line,  although  two  round  trips  per  made 

in   Ann    Arbor  and   one   i"   Jackson,   the  cars  arc   taxed   to   then 
utmost     On  the  Flint  divis 

minus  of  the  line  and  one  to  Romeo,  thus  giving  Rochester,  which 
is  at  the  junction  point  of  the  two  lines,  the  benefit  of  two  round 

i   day,    ''ii  the  Pontii  round  trip  is  made  p 

taking   in   all   tlie   intermediate   towns   and    villages.     Freight    and 
arried  on  the  line  from   I 'droit  to  Trenton.     Two 
round  trips  are  made  on  tins  line. 

Many  of  the  companies  through  the  entire  section  which   I   have 

travelled   use  their  power  sub-Stations  as   receiving  and   distributing 

stations   for    freight   and   express   and    in   addition   to   this   platforms 

at   convenient   points    for   the   collection    of   milk   cans. 

On  the  line  from  Mom  edo   I  Toledo  8    Monroe   Ry.),  two 

round  trips  are  made  each  day.     In  Toledo  th n    I  reighl 

Station  located  in  the  business  section  of  the  city.     It  is  maintained 
by  the  suburban  lines  and   some  zo  loaded  ears  ari 

out  each  day  to  the  outlying  towl 

While    many    of    the    electric    roads    havi     entered    into    the    light 
freight    and    express    business    only    four    have    coin,     under    m.     pel 

sonal   observation    which   are    thoroughly    equipped    with    standard 

freight  cars— the  Toled  rn,  the  Cleveland  &   Eastern,  The 

Hudson  Valley  and  the  Albany  &   Hudson. 

The  former  company  ha-  some  50  cars  comprising  flats,  hoxes  and 

hopper  mdolas.      Although   the   road   is  young  it   is  doing 

rable  business  in  the  handling  of  coal,  lumber,  brick,  grain, 

C,  which  is  handled  entirely  at  night.     These  cars  arc  hauled 

ctric  locomotive-   to  and   from   tin-   fn  e  located  at 

ire  made  with  the  Lake  Shot 

ihe  Mi.  iiral  Railroads.     An  electric  locomotive  is 

pleted    which    will    .  ,,f   haulmg    from    12   to    15 

cars. 
The  company   intends   in   the   near    future   to   ereel    elevators  at 
several  poinl  n    lini    for   the  convenience   of  the   farmers. 

will   he   an   innovation    in   the   carryii 
trie    r< 

W  and    ilt<     Toledo, 

Bowlini  Southern   do  considerable  in   the   way   of  carry- 

ing  light    freight    and   express.      The    Lake    Shore    running    from 

leveland  is  equal  to  the  other  lines  in  the  carrying  of 
light    freight   and   express   matter   as    well    as   running   comh  1 

rhree    round    trips    are    in  nt    two    of 

which    run    through    to    Norwalk    and    in    the    near    future,    if    they 

01  already  done  so,  through  ears  will  he  run  to  Cleveland, 
the    same   as   the  passenger   cars   now 

land  is  the  center  of  what  i-  probably  the  most  extensivi 
light  freight  and  parcel  service  in  the  United  Stale-.  Its  location 
and  the  network  of  interurlian  trolley  lines  entering  the  city 
furnish  the  very  best  conditions  for  ihe  development  of  traffic  of 
this  kind.  The  Electric  Package  Co.  handles  this  business  on 
the    lines    of    the    Cleveland.    I'.lyria    &    Wellington,    th<     I  1 

die    and    Eastern,    the    Northen  on    Co.,    and 

the  Lake   Shore  Electric.     The  Clevel;  tern  has   its  own 

tnd   freight   agent,   hut   a    new    union   depot    will   be   erected 


as  tin    joint   property   of  all   companies   entering   Cleveland.      I  his 
compai  than    any    other    single    company 

running   out    of    the   city.       Ihe     ei  ed    by    Us    lines    has    no 

■team   railroad    facilities   and   this   pari    of   tin    business   has   been 
i.iit.      Ihe  company   ha  flat  cars  on 

winch  u  ha  quantity  city  limits. 

Ihe    ears    of    the    Cleveland,    I-.lyria    S;    Wellington    are    in 

■intimation  baggage  and  p 

very    large    business    111    ihe    handling    of    milk.       I  his    is    a] SO    tine 

of   the    Northern   Ohio  1   tnton  Akron   lini  to   do 

quite  a  larg  in  ihe  handling  of  farm  pro, hi 

l    all    along    the    Inn  :  reet    railways    do   a    general 

light    freight    and    express    busini                  Pennsylvania    ft  1  duo 

■  1  Con- 

os. 

In    thi                   1     New     York    the    Inns    have    ihe    right    to  carry 

'..lie      ..||       I 

division    of    thi     I  l!    Railway    Co.      Ill    Rochester    the    line 

running   0111    10    SoduS    I'.av     (Rochestei    &    Sodus    Hay    Ry.)    makes 

per  day   with   freight  cars,  and  ond  car 

I    "ii    ilns    line  ir.       The    lines    of    the 

tei    Railway    Co.,    running   north    to   the   beaches   do   only   an 

express   and  1    business. 

As  you   follow   further  through  the   state  of   New    York  you   will 

find  thai  the  Syracuse  &   Suburban,  the  Geneva.  Waterloo  &  Seneca 

Johnstown   &    Gloversville,   the    Schenectady,   and 

ihe  United    Traction  Co..  all  do  a  general  light  freight  and  express 

\t   Albany  a   Union  Express  office  is  maintained  by   the 

two  latter  companies  and  the  Albany  &   Hudson. 

1  Tad-.  11  \  alley  Railway  Co.,  with  a  system  of  some  100 
miles,  handles  much  of  the  outgoing  freight  along  the  upper  Hud- 
son in  car  load  lots,  consisting  chiefly  of  paper,  wood  pulp,  lumber, 
machinery,    etc.      Some    of    the    largest    paper    mill-    in    the    country 

I  along  the   Hudson  River  all  of  which  have  -pur  tracks 

from   the  main  line  of  the  electric  road  10  their  \ 

The  Alban)  &  Hudson  do,.  ,  yerj  largi  business  in  tin  handling 
of    heavy    frieght    which    i-    transferred    to    and    from    the    different 

ailroads.       ["his    line    runs    througl  'ion    where    there 

team    railroads    then  relations    with    the    steam 

roads    with    which    it    connects   are   of  a    friendly   nature. 

Reaching  Massachusetts  one  l"-o  sight  of  all  this  branch  of 
the  transportation  business  on  electric  roads,  although  several  of 
the  companies  have  received  by  special  act  of  the  legislature  the 
right   to  carry,  express,   baggage  and   United   Slates  mail. 


TWIN   CITY  LINES  TO  FORT  SNELLING. 


An  agreement    has  been   effected   between  the    Twin   City   Rapid 
(  o.  and  the  prominent  retail  merchants  of   Minneapolis   for 
the   extension    of    the    company's    electric    line-    to    Fort    Snelling. 
The    company    has    Ion  id    the    advisability    of    such    an 

extension,  but  was  deterred  from  proceeding  in  the  matter  by 
the  indisposition  of  the  War  Department  to  grant  a  right  of  way 
ration.  'The  Commercial  Club  of  Mm 
neapolis  has  now  taker,  the  initiative  and  after  a  canvass  of  the 
merchants  of  the  city,  a  delegation  ha  been  appointed  to  visit 
Washington  and  secure  authority  for  a  line  to  the  military 
an  errand  which  there  is  reason  belli  will  result  successfully. 
If  the   right   of   way   be   granted  the  merchants   will   bear  a  propor- 

11  ,,ii   of  the  cxpcii constructing  the  line,  and   for  this  purpose 

-lock  to  tin  1  $8,000  has  been  subscribed.     The  construc- 

tion   will    be    undertaken    by    the    Twin    City    company   and    the   cars 
to    Fort    Snelling    will    he    operated    a-    a    part    of    the    lattei 
tensive   system. 


FUMIGATING  STREET  CARS. 


In   the    interest    of   good    health,   the   Cleveland   City    Railway   Co., 

of   Cleveland,    (>.,    i-    fumigating    its    cars    every    night    with   a   com- 

recommended  by  the  citj    health  officer.     The  disinfectant 

used   is  a   powder  which   is  burned   111   the  cars  after  the  doors  and 

windows   ale   close, 1   and    is   warranted   to  kill   all   germ-. 


Ihe   Lexington    ilxy.  1    Railway    I  I   to   furnish  three 

ears   free  to  -chool  children  participating  in   Arbor   Hay  exercises. 


20,    I0OJ. 


STREET  RAILWAY  REVIEW. 


827 


ELECTRICALLY   WELDED    RAIL    JOINTS  AND 
BONDS. 


The  advent  of  heavy  cars  on  street  railways  has  brought  with  it 
increasing  destructiveness  to  the  joints  in  the  track,  ami  the  de- 
mand for  a  belter  bond  around  the  joints  to  properly  eare  for  the 
greater  volume  of  current  necessary  for  the  propulsion  of  these 
ears.      When    the    first    electric    roads    were   operated   little    attention 


SAND  BLAST  I  AH. 

was  paid  to  either  of  these  subjects,  but  motors  partly  suspended 
from  the  axles  of  the  ears  without  intervening  springs  played 
havoc  with  the  joint-.  Heavier  rails  were  rolled  and  splice  bars 
with  twelve  bolts  were  provided,  but  even  these  in  tune  work  loose 
and  long  before  the  full  wear  of  the  rail  ha-  been  realized,  the  rail 
end-  at  the  joint-  are  worn  out  by  the  continual  pounding  of  the 
wheels    as    they    pa--    from    one    rail    to    the    next.      The    bonding   at 

the   joint-   also   deti  quentlj    

to  np  up  the  pavement  to  get  at  the  joints  and  replace  the  bonds, 
ind  to  ebb  lower  and  lower  and  the  diffi 
culiy  i-  sough)   to  I  me  by  putting  in 

the  ;  tion  or  increasing  thi  >1   thi    o  erhead   Feed 

been   mad.    in   the   lasl    ii  i 
doing    away    entirely    with    joints    and    bond      ni    all    trad     thai     i 
laid   in    surrounding   pavement.      In    several    citi  been 

laid    that    were    unprovided    with    tin-    usual    hole-    at    tin-    en. I-    I.  n 

... cbl.d   to   the    rails 
■ 
integral    and   t!  copper    loud    al    the    joints    i     doni 

away   with. 
In  the  manufad  ml   thai   the 

the  abutting   rad-  I  <■  m   intimati  re  i 

the  metal   in  the  head  of  the 

rail    will  it,    and    tin-    will    in    tun.-    produce    a    low 

i     how-     rigidly    the     rail  held.       Anol 

d    in    niakiii  It    ol 

pa      I    III'' 

ii r<  m       I'  have    tin-    joinl 

i   the   tail  in   ..Id    i 

■  I   undi  r  thi 

-low 

the  bottom  of   the   rail.     Joint-    which   includi 

mad'  Co 

for   ;  •   railway   ci 

impr  Iding  and 

and   !• 


In   welding    joints   bj    the   Lorain   company's   process   two   rolled 

-tee!   splice   bar-   are   used.      rin-e   have  a'    the   ends   mi   one  side 

.■us.   or    raised   portions,    which   originally     form    the   contact 

points  between  the  bars  and  the  rail   web  and  confine  the  welded 

area  to  thesi  W  made  al  each  end  and  at  the  mid- 

I.     Hie  middle  weld  is  made  first,  the  bars  being  therebj 

heated  and  elongated  before  the  end!   are  welded       \fier  the  ends 

welded,  the   shrinkagi    ol    the  bar-  in   cooling   exerts  a 

powerful  pull  to  bring  the  abutting  tail-  together  thus  closing  the 

slightest   opening,  leaving  practically  no  join!  at  all. 

I  be    ..'  i  .1    ..ii    I  i.ilb  \    ear-    illu-i  rated 

herewith.      lb.-,    cars    are    p  il    axles    enabling 

the  wheels  to  be  set  to  A  -and  blasl   is  u    'I  foi   clean- 

ing   the    rails    and    bars    at    the    points    where    the    wibl-    air    In    be 

made  Following  the  -and  blasl  cat  mi  he  welding  train.  This 
consists  of  two  cars  coupled  together,  the  first  of  which  carries 
the  welder  hung  from  a  crane  al  the  fn.ni  of  the  car.  The  welder 
itself  consists  ..i  an  alternating  current  transformer,  for  stepping 
down  a  current  of  300  volts  and  050  amperes  in  one  of  7  volts  and 
about  28,000  amperes  with  which  the  actual  welding  is  done.  Pres- 
sure  is   obtained    from   an   hydraulic   1 ip   and   communicated   to 

iIh  w  1.1-  bj  means  of  two  largi  forged  steel  levers.  Bj  this 
mean-  a  pressure  .a  37  tons  1-  developed  al  the  weld.  The  car 
behind  the  welder  contains  a   rotarj    converter  and  suitable   regu 

lating   apparatus  fur  transforming  the  current   taken   from  the  trolley 

win  to  .111  alternating  currenl  of  300  volts.  'Ibis  apparatus  has 
recently  been  installed  and  doi     away  with  a  rotarj   converter  and 

a   I ster   in   two   separate   car-,   which    was    previouslj    used.     By 

mean  of  this  apparatus  the  primary  currenl  to  the  welding  trans 
former  i-  kept  practically  constant  at  .too  volts  with  a  line  voltage 

'i   125  i"  600,     Wnii  a  line  voltage  of  soo.aboul  250  amperes 

are  taken  anil  it  requires  about  [25  kw.  to  make  a  weld;  as  the 
Currenl  1-  on  about  two  minutes  at  each  weld  the  power  consumed 
1-  ab.. 111  [2  i  kw.  b.  per  joint.  A-  a  continuous  process  ii  takes 
from  twelve  to  fifteen  minutes  to  complete  a  joint. 

hollowing  the  welding  (rain  come-  a  surface  grinder,  by  means 
of  which  the  brad  of  (lie  1  nil  i-  reduced  to  a  Hue  surface.  This 
tool   i-   11.. i    needed   mi   new    rail.      In    welding  old   rail   the   receiving 


I  i.i  .    i  RH     w  i  i.i.i  r 
I   !.  d     a     bill,      higlll  i      lb. mi     lb.      -,lh.  1        n.|     ill. 

i  i  ilitii      I.  at  me    Hi.     b.  ..I    ..i    lb. 

rail    a    trui      mi...     igaiti       m I ...  a     .1.  1 1  .  .1    .    pccially 

1    .mi 11.  1.    from    ihe 

ii  ""  ihod  ii     -  mployi  d      No  Hi    ible    ha I  ami 

mpo       Ii  ■    1 1 1  1       drop 

di •■■  n  Into  thi    Ii  1     i.i  11 


STREET  R  \II.WAV   REVIEW. 


[Voi    Ml.  No.  n. 


i. ill  in  the 
:   return   f..r  the  current   i 

make 

m    the 

tin-   i 

ill      I  In-  i-  don. 


\\  I   I. PIN..    TH  UN. 

copper  blocks  having  "ii  one   side  ;i   groove  to  receive  the  cable; 
tin-  block  :nnl  cable  are  then  electrically  brazed  to  the  rail  web.     By 
liametei    i     ittached  in  tin-  rails   so  thai 
the  an  ai  I   between  tin  d  the  steel   is  am 

allow  for  the  difference  in  conductivity  tals.     Where 

work   cn|M.'  ii  .-ril   under 

neath    from    welded   rail   in   welded   rail   and   the   ends   electrically 
in  the  rails.     An  unbroken  metallic  return  is  thus 

mi-  whatever.  Worn  pieces  in  special  work  can  thus 
lie  renewed  without  breaking  the  continuity  of  the  return  circuit. 
The  trouble  from  electrolysis  is  avoided  a-  the  rail-  an  madi  thi 
path  of  least  resistance  and  tl  little  tendency  for  the  cur- 

rent  ti  paths  of  return. 

The  application   of  electricity   in  the   manufactun       ntinu- 

ous  rail   wa-  tir-t   introduced   by   The  Johnson   Co.   in    [893,   when 
little  was  known  regarding  the  handling  of  so  large  a  current   as 
equired  for  welding  rails.  an<j  experience  soon  demonstrated 
the  advisability  of  experimenting  before  continuing  mi  a  co 

■  ran. hi-  were  therefore   suspend  uousl] 

during  the  j  1  experiments  we  ited  until  the 

present   form  ..f  welded   joinl    was  perfected.     In  the  earlj    c   peri 

ments  an  erroneous  impression  was  obtained   thai  the  electric  cur- 

ure  of  tin-  steel,  but  subsequenl   experiments 


SURFAI  E  GRINDER. 

demonstrated   thai    far    from   affecting   the   steel   detrimentally,   no 
other  method  of  hcatii  tffected 

the    electric    current    properly    applied.      \\  ■  ordinary 

touglu  h   made  which  an  or  duc- 

tility I  The  impr 

first  inl  work  on  a  commercial  seal 

ry   gratifying  results  and   giving  entire 
satisfaction.     In   the    last    three   year-    the    Lorain    Steel    Co.    has 


wel.l.d  in  Buffalo,  N.  Y..  alone,  During 

contracts  have  been  completed  al   Rochester,  N.  Y..  and 

Mass.,  and   welding   i-   now    being   do  lumbus, 

Ohio,  and  on  the  lines  of  the   Boston  &   Northern  Street   Railway 

I... well.     V 


FOND   DU   LAC  &  OSHKOSH   ELECTRIC   RY. 


Wnli  a  view   in  operating  the  Fond  du  Lac  &  0 
Ry.  tin  construction  worl  d  forward  with  all 

grading  of  the  enure  line  was  completed  last 
the  1 1  mil. 
I  du  Lac  street  railway  and  the  Winnebago  Traction 
( i-hkn-h  have  been  laid. 

1  Ii.-  Columbia  Construction  Co.,  which  i-  building  this  line,  has 

Hug  g  mile-  of   new   poles   and   tile    wnrk   ol 

-pan  win  lead  material  was  commenced  early  this 

in.. nih.      The  feeder   system  ha-   i  the  city  of 

Fond  dn  Lac  from  the  power  house  to  the  end  of  the  Fond  du  Lac 
line.     I  he  feeder-  c.m-i-t  of  three  500-c  in.  and  .me  No.  0000  cables. 
rrent  i-  furnished  chiefly  from  the  lrnn<l  dn  Lac  power  house 
and  for  tin-  purpose  a  500-kw.  Westinghouse  direct  current  gener- 

ator  ha-  been  installed.     \  I ster  will  he  used  to  keep  up  tl 

I  hi   longesl  feeders,  and  power  t'..r  the  north  end  ..f  the  road 
furnished  bj   thi    Oshkosh  power  house  For  the 

new  line  are  about  ready  fur  shipment.  I'lu  -e  will  be  furnished 
by  tlie  St.  Louis  Cai  1 

An  arrangement  has  1  .  !     icago  8   Mi  rtl  « 

Railwaj  entral  Railway  Co.  whereby  a  sub- 

way will  be  buill  at  N'nrih  Fond  du  Lac.  through  which  the  electric 
line  will  pass  under  these  railroads.  The  subway  will  be  3a  ft  wide 
and  will  lie  laid  with  a  double  track  to  avoid  any  possibility  of  colli- 
sion  between  car-.    Tin   work  mi  this  subway  ha-  p  consid- 

erablj  and  the  temporary  -npp.iri  for  the  steam  railway  track  arc 
now  in  place.  The  excavations  for  tin  roadbed  and  the  masonry 
retaining   walls  are  now   under   way. 

1  he  new  line  i-  luiilt  over  a  private  right  ..f  way  50  ft.  in  width,  of 
which  Hi.  company  ha-  the  fee  and  the  electric  railway  track  paral- 
lel- tin  1  hicago  A  Northwestern  Ry.  fur  .)  miles  north  from  the 
subway;  the  grade  is  practically  the  same  as  thai  of  the  steam  rail- 
Mi.  roadbed  i-  laid  with  70-H).  rail-  111  62  ft,  lengths.  All  of 
the    rail  ii.T    material    are    now    mi    the    ground    and    if    the 

.   permits  the  -nliway  to  be  completed  before  wintei   sets  in 
the  road  will  be  pul  in  operation  this  fall. 
The  Columbia  Construction  ('<>.  1-  also  iusl  completing  thi 

the  Oshkosh  &  Omro  Electric  Ry.,  which  i-  a  branch  of  the 
Winnebago   f"racl  1  nning  from  Oshkosh  m1 ..  miles  west  to 

Omro     The  line  has  been  in  operation  for  two  months  ami  i-  prov- 
valuable  feeder  to  the  Winnebago  company'-  system. 

■ ■*—* 

NEW   FRANCHISE  AT  PORTLAND,   ORE. 


1  irdi -  have  been  introduced  in  the  common  council  of  P..rt- 

land,  1  're.,  prohibiting  the  transportation  ..f  freight  in  open  cars 
through  certain  streets  during  the  hours  between  7  a.  m.  and  - 
p.    111..    except    it    he    for    construct!  .-.    and    pri 

n  annual  license  "i  $100  for  each   freight  car  with 
motor-power  attachment,  of  $80  For  1    without   such  attach- 

ment and      o  for  each  ear  used   !  action  purpi  1 

Vnother  ordinano  provides  for  franchises  fur  tin  Citj  ami  Sub- 
urhan  Railway  Co.  mi  certain  streets  I  he  line-  maj  he  single  or 
double  track  and  are  to  b  completed  within  one  year  from  the 
date  nf  approval  nt  the  ordinance,  and  during  construction  no 
street  -hall  he  obstructed  for  more  than  two  Muck-  at  a  time.  The 
company  -hall  establish  a  10-minute  service  between  the  hours  of 
(.  a.  111.  and  S  p.  m..  and  a  20-minute  service  between  8  and  II  p.  m.. 
and  -hall  pay  a  license  of  $50  per  year  for  each  car. 


Ihi'    New   Orleans   Railway   Co.   was  anion 
that   the  "Jim   Crow"  law   recently  enacted   in    Louisiana    which   was 
supposed  in  go  int.  1    13th,  was  not  really  effective  in 

New  Orleans  until  November  3d,  at  which  time  the  company  ar- 
range.I  in  have  its  cars  equipped  with  screens  or  partitions  in 
compliance  with  the  law. 


Nov.  20,  190a.] 


STREET  RAILWAY   REVIEW. 


829 


THE   PRIVATE   RIGHT  OF  WAY. 


ALTON   D.  ADAMS. 


Oopjrighti  Mttt,  Alton  D.  Adams. 
Electric  motive  power  was  certain  to  cause  the  extension  of  street 

railways  int,>  interurban  and  interstate  lines.  litis  extension  is 
likewise  certain  to  carry  electric  railways  off  from  country  roads 
and  onto  tin-  private  right  of  way  in  at  least  a  large  number  of 
ins  for  tin-  change  are  many  and  weighty.  In  cities 
the  value  of  real  estate  is  relatively  great  and  the  damages  that  must 
follow  the  construction  of  an  elevated  railway  an  unknown  quantity. 

Furthermore,  passengers  prefer  to  alight  directly  on  city  streets. 
In  spite  of  these  facts,  the  disadvantages  of  operation  in  the  streets 
have  driven  a  part  of  the  electric  railway-  to  underground  ami 
elevated  structures  in  some  of  the  great  cities.     On  most   interurban 

mditions  are  far  different.  Land  is  cheap  and  the  cost  of  1 
private  right  of  way  along  the  surface  moderate.  Most  of  the 
travel  is  between  cities  or  town  centers,  and  it  is  not  necessar)  i" 
passengers  at  frequent  intervals  along  country  roads.  The 
right  of  way  offered  by  these  road-  to  electric  lines  is  not  particu- 
larly inviting.  Such  roads  are  usually  narrow,  seldom  graded,  often 
crooked,  sometime-  roundabout,  and  generally  afford  a  poor  foun- 
dation for  heavy  tracks  and  high-speed  car-.  Town  and  county 
roads  have  political  as  well  as  physical  disadvantages  when  used  as 
the  right  of  way  for  electric  car  line-.  A-  long  a-  railways  occupy 
the  public  highway  restrictions  are  sure  to  he  put  on  the  -peed  of 
cars,  often  rightfully.  Such  locations  make  it  also  possible  to  lay 
heavy  burdens  on  electric  railway-  in  the  form  of  road  building  ami 
the  removal  of  -now.  whether  rightfully  or  wrongfully.  Legisla- 
tive authority  in  the  regulation  of  fare-  i-  apt  to  he  carried  much 
further  over  railway-  that  occupy  the  public  street-  than  o\cr  those 
on  private  rights  of  way.  as  the  experiences  of  -team  and  electric 
roads  plainly  show.  In  the  matter  of  taxation,  also,  a  line  that 
operate-  in  the  street-  offer-  a  more  -hining  mark  than  one  which 
own-  its  own  roadbed  Perhaps  the  strongest  single  reason  tending 
to  the  location  of  interurban  electric  railway-  on  private  land-  is  the 

to  meet  the  public  demand  for  rapid  transit  Owing  to  the 
difficulties    outlined,    both    physical    and    legal,    this    demand    cannot 

actorily  nut  in  some  Cases  by  railway-  that  follow  the  high- 
way. Much  the  most  important  traffic  of  interurban  electric  line-  1- 
that  between  center-  of  population,  even  though  these  centers  are 
only  town-  and  village-.  In  order  to  secure  a  large  through  bu-i- 
[rom   one  town  center  to  another,    for   which   high    speed    1 

:ry.  electric  car-  can  well  afford  to  miss  an  occasional,  lone 
traveler  on  the  highway.  Where  electric  lines  compete  with  Steam 
roads  for  through  passengers,  which  is  etween  most  large 

towns  and  cities  along  their  route-,  the  amount  of  traffi 

on  their  relative  running  lime. 
The  general  use  of  highway-  by  interurban  lines  ol  electrii    rail 
way  i-  no  doubt   based  on  the  idea  that   the   public   road  of] 

1  location  than  a  private  right  of  way.  I  In-  idea  is  no  doubt 
well  founded  in  many  cases,  but  111  many  other-  It  1-  ini  irrecl 
Though  many  electric  railwa  ome  portion    ol   theii 

on    private    right    of    way.    1!  are    usually 

mixed   with   I 

glli    of    track    laid    on    private    right    of    way 
forms  a  larg  the  total,  so  that  its  influence  on  the  average 

hi.-    railway     ol 

chn-et'  ted  for  c pat  1  road 

bed  and  tracks  alone.     It   i-  obviously  um lary  to  considei    the 

11  lion    111    tin-    1  oinp.11  c    thi- 

on  publii   road    a    on  a  private- 
railway  idi  red    an 

part  of  their  length  on   mch   roads,  though  thi 

lid  the  qui  impara- 

dirt   or  g>  ■  -    mi   the 

In   eat  b   1  a  e   the   length   ol 
th  main  and  he  Shelbui 

railway    ha-    a    total    of    7.OI    nub-     of    track,    of    which    3.55 

■  1   the  entire 
length  of  ti  .  pei  mill      <  if  th 

6.1  mO  n  right  of  way.     I  he 

•   ami  roadbed  wai  $11,504  i»er  mile,    With  a 


total  of  28.26  miles  of  track,  the   Haverhill   &   Amesbury    Electric 

Railway  has  4.;  miles,  or  l<>  per  cent,  on  a  private  way,  and  I  lie 
Ige  cost  of  the  entire  line  was  $0,410  per  mile.  The  Xanta-kcl 
Beach  Electric  Railway,  owned  by  a  -team  railroad,  is  located  en- 
tirely on  private  right  of  waj  and  has  18.33  miles  of  track.  Mong 
nearly  its  entile  length  tin-  road  i-  equipped  with  a  third  rail  to 
conduct  the  current.  ["he  track  is  well  ballasted,  in  part  with 
broken  -tone,  and  the  construction  is  very  substantial  10  support 
cars  that  are  similar  to  railway  caches  in  weight.  Owing  to  the 
wav  ill  which  upon-  of  steam  railways  arc  made  out.  the  figures 
for  the  cost  of  this  Xantaskct  line  include  the  electrical  construc- 
tion a-  well  a-  the  madwav  and  tracks.  This  cost  amounted  to 
$13,638  permile.     For  comparison  with  the  foregoing  costs  the  fol 

lowing  arc  given    for  electric   railways  that    have  all   or   nearly   all  of 

their  tracks  located  on  highways. 

Length  of  track. 
Xame.  Miles.  Cosl    per   mile. 

Brockton    &    Plymouth 23.68  $10,266 

South    Shore   &    Boston iio.o.?  [0,6l6 

Fitchburg    &     Leominster 28.(18  u.070 

Worcester   &    Suburban 24.07  '5,245 

Worcester  &   Webster 15.7,!  10,077 

This  list,  winch  cover-  the  COStS  Of  merely  roadbed  and  track-., 
might  be  greatly  extended  with  figures  not  far  different  from  those 
given.  A  comparison  with  the  costs  of  road-  which  have  a  large 
portion  of  their  tracks  on  private  land  lends  lo  show  thai  such 
roads  cost  no  more  than  those  on  the  public  highway.  The  figure 
of  $13,638  per  mile  for  the  Nlanta-kcl  road  complete  with  electrical 
construction  would  he  hard  to  duplicate  with  equal  depth  of  ballast, 
weighl  of  rail-,  alignment  and  easy  grades,  on  most  highways. 

Costs  of  track  and  right  of  way  for  steam  railways  offer  some 
interesting  data  a-  to  the  probable  costs  of  electric  road  when  built 
on  private  land.  Il  should  be  held  in  mind  m  connection  with  steam 
railways,  however,  thai  heavy  locomotives  and  high  speeds  have 
made    it    necessary    lo    give    them    much    more    Substantial    roadbed 

than  have  thu-  far.  with  a  few  exceptions,  be.  n  constructed  for 
electric  railways.  Another  factor  in  the  figures  for  steam  load- 
that  make-  the  cosl  of  a  private  right  of  way  seem  larger  than  it 
really  is,  exi-ts  in  the  item  of  buildings  and  depots.  Available  fig- 
ures for  the  co-is  of  steam  railways  include  all  buildings  owned  and 
used  in  connection  with  the  roads.  Evidentlj  freight  and  passen 
gei  depots  may  form  a  very  material  item  in  the  cost  of  steam  rail- 
way -. 

STEAM    RAILWAYS. 
Name  of  load.                             Miles  of  Track.     Cost  per  mile. 
Stock-bridge     &      I'lll-ticld 35.07  $12,794 

Chatham      7-84  '2.555 

Boston    >\     Providence 225.56  22,371 

Ware    River   56.64  19,688 

Nashua    &     Lowell 41.81  16,365 

Plymouth    &    Middleboro 16.05  19,003 

I'm -In  I.I   &    North    Adams 25.93  16,920 

IL.hokc      ,\       We-llield 24.56  l8.8j.' 

Milloi.l     ,\     \\  ... .ii-ockel 18.77  <),j,t7 

In  each  case  the  miles  of  track  given  cover  the  entire  length  of 

main    and    side    track         V111.1i in    the    co-i    per   mile    are    lo    be 

counted   for  largely  by  ibe  unequal   requirements  for  grading  in 

difl I      1.  lion-   of   the    state     mid    bj    the   character   of   buildings   and 

terminal  facilities.    The  entry  of  the  Bo  ion  ,\    Providence  Railway 
into  Boston  and  Providenci   and  thi   depol     then   erected  um  1  have 
added  a     erj    mati  1  ial   iti  m  1..  thi    a> eragi    cosl   p.  1    mile  oi   trai  1 
h  will  bi   11. . t.-d  that  i"    1  >  1 1  ■   "i  the  substantial  construction  ol  road 
bed    an. I  1I1.   erection  of  depot     the  averagi   .0  1  of    iteam  railwaj 

1 1.   of  trad    '    ""!  mui  h  gi  eatei   than  thai  of  el 1    railwaj 

laid  on  publii    o .."I  ,  in  a  numb  1    .a    in  tani  e  .      1  he   figui c     pi  1 
ented  maki    il    ippi  11   probable  thai  in  many  <  :a  .     with  given  con 

ami  ballast,  the  co  1  ol  an  elei  1 1  ii 

railwa)   will  bi   Ii      ovei  a  privati    thai 1  ..  publii    righl  oi  way. 

well  known,  tie-   I    rail,  which  .an I..-  a  ..I  li.   highway, 

and  -  1   than  girder  1  ail     oi   equal   weight,   mi  h 

rail)  1  mplo    ■'  on  electrii    road 

A-ppri  ciation  ol  f  a  private  1  ighl  ol   «  ay  1     1  ap 

idly  growing  with  the  managei     ol  electrii    railwaj       tin  Sept.  30, 
180,.  it   'i  1     11  im  1 1 '     had    mall  parts  of 

.1  pi  1  vai.-  1  ighi  of  way,  and  the  total  length  ol  ti  icl 


STREET  KAIIAYAS    REVIEW. 


XII,  No.  ii. 


,  I,  the  linn 

wa)  in 

fjgun  ) 
ili.it  were  under  construction  at  the 
.1   had   m. >n-   than   five 
[  ;  illows 

Miles. 

[( 

\\ 

g     I  lawihill 8.38 

Spi  in ' 

Old  578 

Milt.. r.l.  Attleboro  i\    Woonsockel 5.72 

lyoke    514 

Besides  these  electric  railways  in  operation,  one  of  those  under 
construction  was  building  about  twenty  miles  of  track  ""  its  own 
righl  of  m 

Other  states  present  a  movement  of  electric  tracks  to  private  land 
similar  to  that   in    Massachusetts.      Iv  ectric   railwa 

New  Hampshire,  for  which  exact  figures  arc  not  yet  available,  are 
laying  ions   of   their   tracks   .111    their   own    rights   "f    way. 

Iii  the  state  of  New  York  15  electric  railwaj 

private  land,  and  the  combined  length  of  their  tracks  thus  located  is 
ti->.4.?   niiKs.     The  greatest    length   there   of   track   owned   1 

private  righl  of  way  i-  that  of  the  Albany  &  Hudson, 
35.1  mil  ric  railway  history  i-  being  made  rapidly,  but  per- 

haps in  no  direction  faster  than  in  that  of  location.  In  document 
No.  475  "i"  the  Massachusetts  House,  for  1898,  a  committee  of  three 
eminent  gentlemen,  appointed  by  a  special  act  for  the  purpose, 
made  a  report  on  the  relations  ..1"  street  railways  t..  cities  and  town-. 
In  that  report  it   was  said:     "This  is  all  the  street  railway  was  fifty 

go,   when  first  laid;   it  is  all  that   it   is  now — an  imp 
line  of  omnibuses,  running  over  a  special  pavement.    *    *    *    The 
I  throughout  is  with  the  omnibus  line,  and  not  with  the  rail- 
road train;  with  the  public  thoroughfare,  and  not  with  the  private 
if  way."     In   spite  of  this  report  one  may  travel   today  across 
from   north  to   south,  and 
from  east  to  west,  by  electric  railways  laid   for  long    stretches  on 
private  rights  of  way. 

— »  ■  » 

A   LETTER  FROM   AUSTRALIA. 


Editor  "Street    Railway   Review": 

\i  f                  time,  while  so  mm  ■-■  published  favorable  to 

the  theory  of  municipal  ownership  ol  street   railways,  a  little  news 

Australia,  where  the  scheme  of  public    owner-hip    i-    being 

may  he  of  more  than  passing  interest. 
In  May  last   tin     B  1  rainway-  Co.,  Ltd.,  a  private  company 

owning  the  street  railwaj  system  in  Brisbane,  the  capital  of  Queens- 
tendered  its  ei  banquet 

ken  of  the  company's  appreciation  of  their  care  and   faithful 
i    handling  the   immense   crowd-   during  the  occasions   of   the 
\i-it  of  the  imperial  troops  and  of   lli-   Royal    Highness,  the  present 
Prince  .1   V. 

Two  nights  were  given  up  t"  the  festivities  and  nearly  every  em- 
ploye, from  the  i-  humbles!  "points-boy,"  was 
present.  An  were  the  Ministei  for  Railways 
of  the   State  and   the   Attori  Each   addressed   lli. 

^pressing  the  highest  appreciation  of  the  work  of  the  Tram- 
Otnpany   in   taking  over  a   bankrupt    horse-car   line   and   equip- 
ping it  electrically  and  of  the   service  rendered  the  public     Coming 
inything  in  ttion  of  private  owner- 

ship should  ha\  e  i  particulai  Ij 

of    Queensland    are   owned    I  I    a-    there    is   a   great 

that  the  state  should  take  over  the  tramway  system  a 
rmitted  by  their  franchise. 
In  tin  remarks,  the  Attorney-General  said: 

I  who  h.-u  e  I.,  what 

i- my  :    hut    there    could    be    " 
to  the  value  given  in  return,  and  as  he  had  said  to  a  rep- 
itive  of  the   South   Australian  government,  who  recently  in- 
quired into  the  workings  of  the  trams,  if  they  had  hcen   under  the 
control  of  the  government  they  could  not  have  heen  the  success  they 
had  been." 


Amoi 

lid    do    a-     v.  '  lllllellt 

did   not   run  the   railwi 

run   bj    parliament,    which. 

\|.  mbei  -  of  parliament   would 
..ii  thai   a  certain  thing  should  and  whethi 

thing  was  right   or  wrong,  then    influence 

i  rnmcnl   ran  the  i  .ii.  and 

led  why  the   railways  were  in. I   Letter  man 

The  hading  new-paper  of   I:                      mmenting  editorially  on  the 

function    and    thi  mentioned    the    remarks   made   by   the 

!  -aid:  "Bui  were  nol  tie   ministers  right?  Consider  the 

Start   w  iih  thi  thai  in  the  naturi 

the  government  I.  the  imperii 

[.aying    ii  iiT-t    rc- 

-ult   is  that   routes  are  m  '  on  a  busil 

lected  more  ..r  less   from  party  and  |iri\ate  influence.     We  have 
abundant   illustration  of  that   evil  in  our  railways.     For  thi 
reason,  the  If  would  not  be  aimed  at  the  public  require- 

operate  in   tl  tude  of  a   privati 

pany  is:    'We  must  induce  the  public  to  travel;  the  attitude  of  the 

here  is  the  provision,  the  public  can  use  it 
a-  it  pleases.'    Yet  another  result  of  the  absence,  or  the  ignoring,  of 
I  lie  natural    economic  conditions,   is   that    the  government    i-   i 
into    paj  ing  higher  wages  than  the  b  '    *    *      It 

id   this  bi  en  a   publii  labor  party 

would  have  put  forward  wage  demands  which  look  no  account  of 
the  economic  limits  of  the  enterprise  itself." 

I  be  paper  alludi  connection  to  the  plight  of  the  govern- 

ment   of    New    South   W.il.-.   which   publicly   announces  an   expected 
deficit  of  $150,000  for  the  cm  rent  year  on  the  Sydney  -tree!   railway. 
caused  by  having  in  reduce  the  hours  of  employes  from  nine  t- 
— the  political   pressure   being  that   the  demand   had   to  be 

granted  even  with  the  knowledge  that  it  might  cause  such  a  large 
deficit. 

I  lie-  presented  by  men  who  haw  seen  effort-  at  public 

ownership  given  a  fair  trial,  and  they  themselves  have  assisted  in 
the  effort,  with  what  degree  of  satisfaction  1..  themselves  their  views 
as  here  quoted  give  no  uncertain  sound. 

Will  American  cities  attempt  an  experiment  which  i-  disi 
where  it  has  had  every  opportunity  ed?      ('.!■'    BADGER. 


INTERURBAN   LINE  BECOMES  STREET  RAIL- 
WAY IN   CITY. 


\   decision   has  heen  rendered  by  a  trial  court  in  the  case  of  the 
city   of   Dayton  again-t   tlu    Southern  Ohio   Traction   Co..   in   which 
the  city   claimed   that   the   company   was   not    fulfilling   its   contract. 
1     court   bold    thai  as  soon  as  th.    r:  ipany's  line  enters 

the  city  it  becomes  a  street  railway  company  and  not  an  interurban 
line  and  must,  therefore,  exercise  the  functions  of  a  street  railway, 
such   as   pro.  -unable   service,   stopping  at   street   crossings. 

selling  tickets,  announcing  names  of  streets.  The  company  is  also 
required  to  furnish  a  continuous  local  street  car  service.  The  effect 
of  the  decision,  if  sustained  by  the  higher  courts,  will  he  to  require 
iln  Southern  Ohio  Traction  Co.  to  give  local  service  all  the  year 
around  in  the  city  of  Dayton.  The  company  has  heretofore  operated 
one  local  car  dming  tlu  summer  month-.  Inn  discontinued  it  in  the 
winter    ;  I    the   small 


MOTORMAM   RESPONSIBLE  FOR   ACCIDENT 
AT  PITTSFIELD. 


In  a  report  upon  the  accident  in  which  President  Roosevelt's 
body  guard,  William  Craig,  was  killed  anil  the  President  and 
Secretary  Cortelyou  were  injured  at  Pittsfield,  Ma--.,  last  Sep- 
temher,  the  hoard  of  railroad  commissioners  finds  that  the  respon- 
sibility for  the  accident  re-ts  with  the  motorman  of  the  car  which 
ran   into   the   president's   carriage. 


The  I'.lue  (,rass    Traction  C  !  to  have  its  line  running  be- 

tween Lexington  and  Paris,  Ky.,  next  March. 


Nov.  20,  1900.] 


STREET  RAILWAY  REVIEW. 


831 


The  Proper  Type  of  Steam  Motor  for  Large  Generators. 

Two  English  Opinions  Relative  to  Steam  Turbines  and  Reciprocating  Engines. 


At   the  meeting  oi  the    Incorporated   Municipal   Electrical    Asso 

ciation  at  London,  England,  in  July,  1002,  tl  if  .-team  tur- 

bines  was  presented  in  a  paper  by  Mr.  S  Iden,  city  electrical 

engine  :        eld,  and  Mr.  A.  A.  Hay.  borough  electrical  engi- 

ntribuled  a  paper  dealing  with  tile  relative  merits 

of  horizontal  and  vertical   reciprocating  engine-.     Both   topic-   were 

red   from   the   view   point   of   generating-station    service,   and 

t'  much  interest,  as  shown  by  il  and  spirited  dis- 

which  they  called  forth.     The  pa  f  timely  value  and 

are  here  reproduced  practically  in  full. 

ST1    VM    H   RBINES. 


E.   FEDDEN. 


The    technical    detail-    of    the    -team    turbine    ha 
prominently  placed  before  engineers  lately  in  numerous  able  papers. 
that  the  autl  sider  it  necessary  to  gi 

again.     Suffice  it  to  say  that  the  construction  of  the  steam  turbine  is 
simplicity  it-elf.  .  a  hollow  drum  revolving  in  a 

.try  drum  or  cylinder,  each  with  teeth  or  vanes  attached,  and 
so  arranged  that  they  clear  each  other.     The  two  cylinde 
packed,  and  the  thrust  guides  require  careful  adju 

so  that   the  vanes  do  not   clash.     Of  late  years  this   turbine 

n  meeting  with  signal  success,  and  many  engineers  are  now 
ring   whether   it    is    not   destined    to    revolutionize    the 

ih  by  land  and  by  sea.     The  author 

wever    that    engineers   and    inventors    should    turn    their 

11  toward  bringing  to  perfection  gas  turbines,  now  that  cheap 

available,  and  the  ideal  engi  ined  with  tl 

nomical    way    of   obtai-  1.    may    then 

The    fundamental    principle    attending    all    met!  -tried 

working  is  implied  by  the  v.  ity,"  a  requirement  eminently 

ed    by   the    dynamo,    motor,    and    rotary    convert 
the  entire  absence  from  these  machines  of  reciprocating  parts.     This 
requirement,    however,    i-    1  I    by    the    prime   mover,   the 

modern   reciprocating  engine.      Velocity    was   tir-t    obtained    on   the 
dynamo  by  mean  method  of  driving  was 

soon  discarded;  it  took  up  too  much  available  lb  and  was 

an  unsi  Hid  inefficient  arrangement  at  thi 

tion,  therefore,  of  tin    1  rid  was 

■  1   adapt 
Street  coupling  to  the  high  >    alternator.     The 

tended  with  vet 
Britain,  and  they  were  able  n  lie  their  new  bin' 

engines   to   the  dynamo-,   but   thi 

■y  and   reliability   of  working  claimed    for   tl 
ginc   with   its   belt    dri\c;    and   the   market    now    supplii 
engine  .    which    are 

tic  in  the  world. 
The  demand  for  electrical  energy  for  all  i 

•  alb  d  for  larger  gene 
ami.  therc- 
r,    bringing    inci 

from   400  to   500  times  per  minute.     When   tin 

makint'  will   nol   !»■ 

difficult    to   imagn 

with  the 

nginea, 
'  many 

plant.     Taking   int 

that  tl 

hipping 
mplicity, 

■    by  any    m  of   thil 


principle    of    simplicity.      The    great    number    of    its    moving    parts, 
which  1  ig  and  adjustment,  increases  the  cost  of  main- 

tenance and  attendance. 

■  ers  who  have  bid  charge  of  powei   stations  of  from  6,000 

h.  p.  to  10,000  h.  p.  arc  fully  aware  of  the  laborious  and  never-ending 

and    watchfulness    required    to   maintain    their    reciprocating 

-  in  fair  running  order;  the  station  calls,  incident  to  the  taking 

up  of  brasses,   repairs  and   adjustments   to    yalvi   .   gland   packing. 

cylinder    lubrication,   automatic    gi  ti  p    /alvi     gears,    and 

,  ,11  e  items  that  go  to  build  up  the  daily  and  nightlj 

experience  of  the  present-day   station   engineer.     Engineers  laying 

down  new  plant-  have  to  consider  the  increased  cost  of  building, 

the    larger    tloor    space    required,    the    longer    lengths    of    -team    and 

exhaust   piping,   valve-i  irs,  and  heavy  cranes   for  lifting, 

which    are    required    in    the    c  rge    reciprocating    engines,    as 

the   requirements  of  a   station  laid  out   with   steam  turbines. 

I  lie   massive   nature  of   foundation-,   the   time    required    for   deliverj 

ection  of  huge  plants,  are  items  which  often   seriously  delay 

tli,   speedy  completion  of  contract-. 

It  wa  these  and  similar  reasons  thai  the  author's  atten- 

ted  toward-  the  -team  turbine  as  offering  :i  po    ibli 
solution  of  the  difficulty,  and  a  -hott   experience  with  machines  of 
tin-  type  has  since  formulated  hi-  belief  that  progress  in  the  genera- 
electrical   energy   lie-   in  thi-   direction.     The   failure  of  the 

trliei    appi  1 1  iation   was  probably  due  in 

greal  measure  to  thai  inherei  atism  to  winch   British  engi 

n   onto   too  liable     r wo  years  ago  the  author  had  the  oppor- 
tunity of  going  through  the  country  to  inspect  all  the  larger  turbine 

and  the  e lu  ions   then  arrived  at    were;    <  ■  >    It   was 

inadvisable  to  put  down  a  -team  turbine  to  exhaust  to  atmosphere. 

(J)    It   was  inadvisable  to  put    down  a   -leant  turbine  of  a   small  size. 
;  '    Il    would  be  policy  to  in-tall  -team  turbines  from  200  kw.  to  300 
kw.  and  upwards  either  for  alternating  01  continuous  current  genera- 
lion    for   lighting   or   power,   provided   there   i-   a   plentiful   supply 
watei   available  F01   condensing  purposes,  and  also  provided 
densers  were  used,  all  the  water  being  returned  to 
the  boilet 

From    the   yeai     [885    until    [890  nearly   all    ihe    turbines    inanufac- 

1  indent  me  and  ol  parativelj    .mail     i:  e.     They 

onomical;    in    fact,    many    .1  died    them    -tcain- 

bul  greal  improvement,  both  in  construction  and  design,  has 

been  made  in  them,  and  ha-  led  to  a  very  much  smaller 

nption     0  thai   there  1     now    on  the  market   a  steam  turbine 

which,  in  tl  1  oid  in  thi    1  imption. 

•  >i  holding  it-  own  against   any  triple-expan  ion  engine 

1  n  in  lie    ,  .il  [3   da)  .  when  they  were  

.ih   1  tinning   and  gi  nt  1  al   adaptabilil  1    to  dr 

driving  mucl mi  m 

Ihe  author,  however,  wi   hi      to  call  the  attention  of  the  men, 

a   i'i  w  mtages  which  the  adoption  team  turbine, 

when   ruining  under  ordinary  condition-  in  a  power  station,  has  ini 
1  upon  hi-  1 

A-  many  mi  Oo-kw 

capacil .      0  .  -ingle  pha  1    wa    brought   from  thi    Pari    1    hibi 

tion  int'  il  18  nil  i  ago,  and  was  1  unning 

on  tin   tow n  load  w itliin  1 1 1 1  ■  I  ival  at  the 

.  and  within  about  tlo  1  iln   date  of  tin ler 

npl;   droppi  d  dow  n  on  th<     tation  floor,  with 
out  any  preparation  in  the  way  of  foin 

1  '  hi  inUOU  U    and   during 
'i       [I    oiii     in   parallel 
:di  ,         . 

[hi  up  i"    1 

d    in"'  li    1 Uickl       ill "l  her   of 

tnply  causi 

turl I'o     ii'li   "i 

■  1  1     Vbsolub  l'. 

1 bsi lindi  1   lulu  i'  .1 

m  being  re 

tinned   to  lb,-  boil.  I  ',.      aving   in  lb  •  .,,   all  'in'   m  1' 

pied   in 


832 


STREET  RAILWAY  RFA'IKW. 


[Voi    xil.  No   ii. 


.lit  to  a  minimum,  and  ia  about  one  sixth  ..i 
ne  of  similar  capacil 

glands  within  the 
nit  of  the  use  ,.i  superheated  steam  without 
injury.     Tin-  turbine  specially  lends  itself  to  the  u 

ml  in  this  i  nsider 

dingl)   small 
•!   ami   repairs,  and   gnat    reliability    of   working. 
lasl  items  bring  home  to  thi  ly  than  an) 

dung  else  the  advantages  of  a  purely  rotarj 
eating 
When  considering  laying  down  .1   steam-turbine  plant,  the  in.nn 

icuum  in  the  condenser.     Iln-  1-  even  mon 
than  \miIi  .in  ordinary  engine,  as  the  makers  claim  thai   the  turbo 
expands  the  steam  right  down  n>  the  vacuum  of  il"  1     The 

followin  ken  on  a  soo-kw.  turbo-alternator 

p,   ni.   with    140-lb.   steam  pressure  and  no 
supcrhi  iw  important  ii  is  to  obtain  a  high  vacuum: 

111111.  Steam   consumption   per   kilowatt  hour. 

Inches  of  mercury,        Full  load.        Half  load     Quarter  load. 
28  -■-'.-•  -'><>  .u-A 

-7  -'.<■  1 

26  28.2  [6.6 

25  25.1  -").;  19,0 

-•4  26.2  31.2  41.2 

23  -7-5  .'-"  M-8 

28.9  34-7 

_•.  Arrangements  for  high  superheat,  as  tests  show  thai   with  50" 
superheat,  there  i-  8  per  cent,  and  with  too"   F.,  12  per  cent 
economj  in  steam  consumption.     From  the  tests  taken  on  the  1,250 
kw.    steam-turbine   sets,   which   are   now    working    satisfactorily    at 
Elberfeld,  in  parallel  with  Sultzer  engines,  where  the  speed  ratio  is 
something  like  16  to  1.  it  was  shown  thai  there  was  a  gain  of  i-'  per 
cenl  with  55°  C.  superheat,  and  that  every  inch  of  vacuum  improvi  - 
the  steam  consumption  by  4  per  cent.     It  was  also  shown  that  t lie 
ion   in  the  turbines,  other   things   being   equal,  de- 
with  increasing  loads,  whereas  thi   Sultzer  engines 
showed  a  less  economy  over  three-quarter  load. 

The  steam  consumption  in  a  turbine  closely  follows  the  right  line 
law,  "r  i-  proportional   to  the  load   added  to  a   constant   quantity 
which  represents  the  consumption  of  steam  al   no  load.     The  new 
',.  turbo-alternators  which  the  author  1-  installing  at   Shef- 
field power  station  will,  with  their  own  condensers,  onlj  occupy  the 
1  730  sq.  ft    The  foundations  will  be  of  the  simplest  descrip- 
tion, and  the  general  compactness  of  the  sets  and  the  ease  of  erec- 
tion are  expected  to  effect  a  considerable  saving  of  time  and  mom  . 
I'he  appearance  of  the  station  will  be  improved  by  thi     lb  enci    ol 
ugly  length-  of  -team  piping,  or  cylinders  poised  up  in  mid-air  to 
obstruct    the   lighting   of   the   building,   and   altogether   the   authoi 
that  there  will  be  a  general  absence  of  thai   complexity  oi 

Ig    part-    which   to  the  trained   eye   of  a   Station   cilgincci    offers 

1        1  failure.     The  author  has  been  severe! 

1    starting  a  large  power  housi   with  -ic.hu  turbines,  but  time 
may  -how  whether  this  critiscism  is  deserved.     \t  present,  ho 
he    feels   quite   confident,   after   cot    idering    the   problem    from    all 

that  the  -team  turbine  stands  in  a  mosl  favorable  position 
when  compared  with  reciprocating  engines  of  large  power-  for  the 
supply   of  electrical   en 

THE  CORRECT  TYPE  OF  ENGINE  FOR  LARGE  GENERA. 

l.\(,  STA  ["IONS. 


iiv  a.   \    ns-. . 


In  bringing  the  subject  of  the  correct  type  of  engines  to  be  used 
in   future  electric   powi  "    this   association,    I    would 

point  out  that  many  station-  have  now    arrived  at   that   state  ol 
gestion   which    will    ne,  long  a    larger    electric    supply 

station  being  put  clown.    Under  thi  rem-  to  the 

author  very  desirable  that  th  em 

in   such   a  be   discussed   by   this 

Further  than  this,  it  i-  quite  apparent,  if  the  various  type-  of  plant 
employed  in  central  stations  throughout  the  countrj  are  considered, 
that  it  is  not  an  1  on  to  settle  which  i-  the  correct   one.     1 

think  it  may  be  taken  generally  that  the  engine-  used  in  the  United 


Kingdom  are  mostl)  high  -peed  with  a  sprinkling  of  the  lov 

type,   both    horizontal   and   vertical      In    America   the   low    -peed   type, 

both  horizontal  and  vertical,  i-  almost  exclusively  employed.    On  the 
Continent  lot  universal.     It  must,  therefore,  be 

taken  a-  a  n  fad  that  all  three  types  can  bt    used  and  are 

used  successfully  in  electric  lighting  and  powi 

IC    further    1  that    in    the    ca 

schemes  which  have  recently  sprung  up  in  England,  the  engint     p 

the  low-speed  type,  and  also  that  the  largei 
lation-  of  thi-  country  have  also  been 
put    in   at    low    -peed       ()n   the   whole.  !    think    it    may    he 

taken  at   the  present   lime,  having  regard  to  the   fact   that   larger  gen 
crating  -et-  are  being  u-ed.  that  there  i-  a  tendency  toward-  tl 
-peed   i  1    in  the  matter  i-  that   the   spaci 

pied  by  large  generating  tppear  so  unfavorable  to  the 

lien  the  -et  1-  large,  -ay  2,000  Ii.  p.  or  iipwan 

1  In    1  ion  of  high  versus  low  -peed  l  do  not  purpi 

enter  into  in  tin-  paper,  as  I  am  quite  sure  the  members  of  th 
ciation  an  familial  with  the  advantages  ami  disadvantages  1 
type-,  it   having   1  dlj    befon    various   societies 

and  in  the  public  pre--.     If.  howevi  electrical  en- 

gineering and  compares  the  results  from  tin  joint  of  view 

1. 1-   the   low  ne    -till    Imld-   the    record    for   low 

-team  consumption     The  conditions  under  which  engine-  in  existing 
eli. 111.    powet      tations    run   are   such   that    very   little  can   he    . 
from   then    records   which   will   help  toward-   the   solution  of  this 
question  inly  i-  the  load    factor   had   in   nio-t    cases,  hut   the 

plant   factor  al-o.  and  the  very  large  amount  of  -team  piping   which 
sarily  kept  alive  (hut  not  to  the  full  extent  of  it-  usefulness) 

al!    combine    to    produce    the    very    ] r    results    which    most    central 

stations  al   the   present   time  show  in  pound-  of  coal  per  unit 

effect  of  these  factors  together  1-  so  marked  that  it  is 

impossible  to  gain  any  figure-  from  central-station  st 

hearing  upon  the  relative  figures  of  merit  of  different  types  of  plant. 

for   it   might    even   he   argued    from   such    statistics   that    condensing 

was  the  revet  e  of  an  economy. 

The  author'-  opinion  on  this  question  of  high  versus  low   speed  1- 

dopts  the  principle  of  high  speed  it  should  he  high  -pied. 

and   not.   a-   '-   very    frequently   the  case,   and   especially   with   engines 

power,  only  a  moderately  high  -peed,  ami  the  larger 

the    -et    general!}    the   less    the    -peed,    -o  that    wdletl  one  come-   '. 

..f  about  j.ooo  h.  p.  the  -pace  which  is  necessary  for  a  high-speed 
set  or  a  low  -p.ed  -.1  is  approximately  the  same.  If  one  adopts 
the  high  -peed  principle,  he  inii-t  of  necessity  abandon  the  idea  of 
personal  human  supervision  of  the  working  pan-.  If  thi-  i-  admis- 
sible, the  higher  the  -peed  the  better  the  re-ult-.  both  a-  regards 
economy  of  -team.  -pace,  and  material.  The  question  of  spaci 
pied  is  not.  however,  of  vital  importance  where  a  -lation  i-  being 
built  on  large  lines  for  the  supply  of  a  considerable  amount  of  power. 
1.  on  the  three-phase  alternating  system,  giving  a  high-pressure 
-upply,  and  therefore  rendering  thi  position  of  the  power  hi 
question  of  much  less  moment  than  it   was  in  the  case  of  the  tir-t 

electric    light    -tations   put    up,    when   the   public    wa-   timid   a- 
utility  of  .111  electric  supply,  and  had  very  -mall  notions  of  what  that 
electric    supply   would   develop   into   in   the   course  ol   a   few  years. 
The  author  al-o  think-  it  maj  be  geni  rally  taken  that  the  question  of 
spi upied  pet  hors<  power  ha-  been  verj  considerablj  overdone 

in  the  past.     Many  Stations  now   are  very  cramped,  ami  when 

1  deal  of  inconvenience  1-  caused  by  the  cramped 

.en  in  which  the  engines  are  arranged,  and  when,  a-  appears  to  he 
the  tendency,  the  generating  -et-  arc  of  much  larger  dimensions 
than  they  have  been  hitherto,  the  necessity  for  -pace  round  the 
engine  1-  much  greater,  and  a  larger  amount  can  he  allowed  without 
making  thi    horse  power  per  square  yard  of  the  engine  room  a-  a 

whole  to,,  small.  Il  should  al-o  he  borne  in  mind  that  ill  tl  -lation 
employi  Units,   if  the  engine-  are  placed  close  together,   it    i- 

impi  ihle  to  put  the  lii, ilet  power  into  so  compact  a  -pace.  The 
consequence  1-  that  if  one  generating  set  requires  half  a  dozen  of 

any   type  of  boilers  to   supply  it    with   -team,   there  i-   no   rea-oii    why 

that   -et.   from        pace  point  of  view,  should  occupj   less  than  the 
.me  room  covered  by  the  boilers.     If  tin-  rule  be 
carried  out  land  ii  will  he  found  a  point  of  considerable  importance 
in  the  designing  of  large  stations),  it  will  he  found  that  it  is  unneces- 
cramp  an  engine  for  the  -ake  of  -aving  it-  floor  -pace,  espe- 
cially   in   putting   down    a    station    such    as   is   here   being    considered 
ih,    power  unit-  arc  large,  while  at  the  same  time  paying  due 


:<>a>.] 


STREET  RAILWAY  REVIEW. 


s.... 


regard   to  the  importance  of  having  as   small  an  amount   of   steam 
pip"  -  le.     It  therefor  justify  the  employment  of 

low-speed  eng  tion  such  as  we  are  discussi 

It  may  be  objected  that  the  large  unit  is  not  a  necessity  in  the 
case  of  an  ordinary  town  supply.  It',  however,  a  little  consideration 
given  to  the  probable  demand  for  electric  energy  during  the  nexl 
>ars.  the  author  feels  sure  that  the  putting  in  of  small  -cts.  such 
as  one  repeatedly  -ces  even  now.  will  cease.  There  is  no  reason 
why  large  towns  such  as  Manchester.  Glasgow,  Liverpool,  and  SO 
on.  should  not  he  employing  at  the  end  of  the  period  above  stated 
ioo.ooo  h.  p.  for  all  purposes,  tin  the  Continent.  Berlin  ha-  aln 
reached  half  that  amount,  and  the  output  is  seven  times  that  of 
Liverpool.  In  England  we  have  just  as  good  an  opportunity,  and 
probably  the  demand  for  electric  energy  will  be  quite  as  great  once 
the  principle  is  grasped  that  electric  motive  power  is  undoubtedly 
the  coming  mi  wer  distribution.  This  cannot,  however. 
come  about  in  England  until  the  price  of  current  is  reduced  below 
the  figure  at  which  it  now  generally  stands  for  motive  power,  be- 
cause in  England  we  have  a  very  g 1  supply  of  cheap  coal  in  the 

manufacturing  districts,  where  a  motor  demand  i-  liki  of  the 

most   importance.     Nevertheless,  the  author  thinks  the  figure  ai 
stated   for   such   town-   i-  a   reasonable  one.   and   if  one   take-  50,000 
h.  p.  in  the  same  period   for  town-  next   in  point    ■■:    si   e,  and  -»o,ooo 
h.   p.   for  comparatively   small   towns   in   the  manufacturing  district 
it  will  be  at  once  evident  that  if  tin  ire  reasonable, 

generating  -et-  must  be  the  order  of  the  day:  if  not.  the  powei 
tions  connected  with   such  towns  will   become  unwieldy  in   size,  and 
the  advantage-  of  largi   engines  will  be  lost,  and  the  loss  m  steam 
pipes  will  become  enormous. 

After   very   carefully   considering   this    subject    from    all    points   of 
view,  the  author  considers  the  low   -peed  type  of   engine   should  be 
the  one  adopted  in  the  future  for  large  powei    stations;  that  it  will 
be   condensing    goes    without    saying.       The    type    which    the    author 
as  most   -unable  ill  the  long  run    I  ould  be  born,    in 

mind  that  the  power  station-  must  be  put  down  to  la-i  a-  a  business 
concern  and  without  anything  about  them  of  an  experimental  na- 
ture) is  a  horizontal  low  ound  or  triple-expansion  eng 
with  direct-coupled  generator  between  cranks.  This  type  does  not 
appear  to  have  been  very  largely  tried  in  England.  It  has.  however. 
the  Continent,  and  in  the  ai  pinion  may 
generally  claim  to  have  the  following  adva  tion  of 
the  space  occupii                     111. 

1.  The  most  economical  engine-  haw  been  built  of  this  type,  and 
certainly    it    can    hold    it-    own.    if    properly    built,    wil  nits 

ined  in  electric   light    stations.     These   re-ult-.   a-   far  as 
have  gnm  require  anj  ngine  to  obtain 

them,  although  one  1-  fully  aware  that  the  reason  why  the  pounds  oi 
coal  used  per  unit  in  electric  light   stations  generally  1-   very  Inge, 
tor  which  these  stations  have.    The  author 
recently  1  in  to  inquii  mto  the  question  of 

the  cost  of  producing  power  in  largi  uch  ■<-  tl 

are  in  Bolton,  and  tin-  figure-  obtained  wire  equally  a  good  advci 
tisemenl  for  the  horizontal  typt  ,  which  i-  almost  unii 

-ally  employed,  and  guide  to  the  price  at  which 

it  1  to  be  supplied  in  on 

mnd  10  give  an  indicated  hi 
than  1  d  with  coal  about  7-  per  Ion.  and  tin 
d  having  a  variation  nt. 

.'.ay    with  tl 

in    the    en. 

and  cnabb  •  to  a  minimum.   This  is  a 

d  1 
which  req  adopting  the  1 

,  : 
•Jin.-  room  tied,  and  al  the 

1.  doing  away  with  all  ob  : 

•    the  f n  igine  room 
her. 

v  The  fin-.  1  minimum  of  expert 
troub 

4.  Tl  •  •'    reduced  to 

a  minimum  if  '  which  appears 

10    f:  omplil  alion.       I  !  moil 

no 
hould  be  d  than  in 

* 


and  not  111  the  other,  and  a  good  deal  of  complication  can  be  don- 
away  with  if  the  motion  work  were  not  made  so  that  it  could  be 
adjusted  while  the  engine  was  running,  which  the  author  considers 
to  b(  too  greal  an  advantage  to  be  thrown  away  for  the  sake  of 
appearances. 

5.  llie  engine  i-  easily  accessible  for  repairs,  and  the  same  ap 
to  the  dynamo.  It  seems  to  the  author  that  the  weak  point  of  a 
similar  type  of  engine  to  thai  under  discussion,  bin  vertical  instead 
of  horizontal,  1-  that  to  remove  the  top  half  of  the  field-magnet  ring, 
or  to  gel  al  anything  of  importance  on  the  dynamo,  necessitates  the 
dismantling  of  the  -uch  an  extent  that  it  practically  means 

rebuilding,  and  if  this  dismantling  has  to  be  done  iii  .1  cramped  space 
n  1-  a  very  cosily  and  lengthy  business. 

inn"  being  placed  between  the  two  cranks,  the  shaft 
1-  not  in  ;in\  way  cut  up.  We  all  know  the  difficulty  thai  has  been 
found  to  exi-t  iii  making  a  crank-haft  with  built  cranks  strong  and 
able  to  withstand  the  throwing  off  and  on  of  the  full  load  repeatedly, 
a-  iiin-i  necessarily  be  the  case  with  electrical  generators  for  power 
purposes  and  traction.  The  author  doe-  not  mean  by  this  that  there 
raordinary  in  the  -trams  set  up  in  a  generator  on 
in  suppl)  a-  ii  has  been  attempted  to  prove,     h  is  obvious  that 

-uch   -train-  cannoi   exist.      Nevertheless,   practice  bears  inie  out   that 

a  three  crank  -baft  i-  nol  o  ea  ilj  made  strong  enough  to  -land  the 
-hocks  which  do  occur,  a-  one  with  two  crank-  al  the  end  of  a  plain, 
simple  shaft. 

7.   The  bearing-  of  -uch  a   horizontal   engine  can   be  adjusted   both 

vertically  and  horizontally,  enabling  the  .niii.iiiin  in  be  adjusted  in- 
side the  field,  which  it  is  ven  advisable  should  be  possible.  A  point 
about  which  there  ha-  been  considerable  discussion,  ami  which 
seem-  in  have  been  at  one  nine  considered  insurmountable  in  con- 

with   low  speed  engines,  1-  the  difficulty  of  getting  a   verj 
even    turning    moment    without    an    abnormal    fly-wheel.      It    i-.   of 

oi   the  utmost  importance  thai  the  turning  moment  should 
be   very  even   in   the  case  of  three-phase  or   polyphase   transmission. 

but  a  g I  deal  more  has  Inch  made  of  this  point  than  i-  necessary, 

..-  there  are  three-phasers  running  on  the  Continent,  and   running 
satisfactorily,  with  engines  thai   have  011I3   a  -ingle  crank,  the  pei 
centage  of  variation  being  o.,t  per  cenl  of  the  angular  velocity;  and 

it   i-  imt  at  all  difficult  lo  make  a  two  crank  engine  -uch  a-  has  been 

described,  with  a  far  more  even  turning  moment  than  is  pos  ible 
with  a  -ingle-crank  engine,  however  well  designed.     The  weight  of 

the  magnet    wheel   in  the  above  -mentioned  instance  1-  43  Ions. 
This   prove-   conclusively   that   an   even   turning   moment   can   be 

obtl d    from    lOW   -peed    engines,    enabling    such    a    type    to    be    used 

on  with  alternating-current  machinery;  and,  therefore, 
the  arguments  which  have  been  adduced  as  to  the  advantages  which 
high  speed  gi  in  thi  mattei  are,  to  a  certain  extent,  done  away 
wiili.  because  there  can  bi  no  need  for  the  fly  wheel  of  a  low  speed 
generating  sel  being  made  abnormally  heavy  to  obtain  a  sufficiently 
even  turning  moment,  especially  if  the  engine  is  nol  a  single-crank 

Om    know     thai  the  usual  way  of  looking  al  thi    question  of 

high  versus  low  peed  is  that  a  high  speed  engine  with  a  short 
stroke  gives  a  higl  live  pressure  in  cylinders  and  that, 

in  combination  with  the  quick   stroke,  reduces  the  condensat n 

the  cylinder!  to  a  minimum,  and,  in    ••  fai   a    thi     taki     place,  the 

peed  engine  ha     the  advantage  over  the  1""     peed  one;  and 

it  is  not  practical  to  make  a  high  speed  horizontal  engim    of  large 

rial  advantage  over  thai  type,  bul  the  horizontal  type  of 

it  li  ■  "i  Ii  mi.  I.  bi  11. 1   draini  d  than  the 

.  ithcr  high  or  low    peed     md  it   tl di  used    team  1  an 

the  advantage  if  the  high    peed     al  typi 

due  to  lessened  condensation  is  minimized,     h   1    al  0  trui    thai  the 

id  tear  of  ) a  horizontal      pi        - r  I  ban  in  thi 

n  I niiiii  ■•  .1  bj   tin  ni".  1  11]  rod     will I     idi 

11    which  actually  taki 
dui  to  the  material  of  which  the  cylinder  and 

compi    ed  ell-di    igncd  eng ! 

good  pn  1 igine- 

1'it.  1     "in  1...1  in 

-till  show  good  ■ .  ..11..111V.  it  n  gued  that  thi     a  matti  1 

.ni" 

i  .-  to  at  loe  .11  1  h 
ilution  of  th  vai  iou    point     di  iv  n 

01    instanci    tal ihi    question  of 

in  1  > lindi  1  1  point  011 

\t  the 1 ■  He    ' I.ii  atiofl  in  the 


STREET  RAILWAY   REVIEW 


[Vm    XII,  No   n. 


nul  which  d  than  thai  in  th< 

thing  with  i  ton  »nd  cylinder  liner. 

ontal  :>i>»l  ■ 

,1  ili.it  which  in  ■•'lily  inferior 

,.1  althougl 

ind  thai  »t 
should 

-nil  n  is  ii. .t  worth  while  nor  likelj 

whole,  it  such  small  !>■  'im - 

.iii.l  tii.  ing  taken  into  consider 

since  indirectly  they  may  \<i>   materially  add  t"  the  running 
i  matter  of  convert 

.1  in  making  m  cylinder  cover  joints  on 

,-.,1  and  pectively  would  probably  be  somewhere 

in  tin-  ratio  of  .;  ti  hrough  anj   cause  the  work  had  to  bi 

,!,,,,,■  quickl;  i  il   •■  ould     land  would  show 

a  siill  greater  difference  in  favor  of  thi  type.     I  In-  mal 

ter  of  ci  etting  at  parts  fi  ork  is  very  much 

of  horizi  t  ertical  engines, 

and  this  point  very  largelj  outweighs  the  economj  due  to  the  reduc 
lion  of  condensation  losses,  i  eeing  the  relation  thi 

paratively  insignificant  proportion  of  these  losses  bear  to  thi 
.nul  if  the  engine  of  the  slow  speed  type  cat 

hour  for  .osd  or  .o6d  for  coal,  and  the  question  "f  the 
no)  of  vital  importance,  as  it  should  nol  be  in  the 
lower  station  put  down  on  the  high-tension  alternating 
in.  mi  the  whole  there  can  be  no  question  that  thi 
zontal  lovi  speed  type  is  the  one  which  should  be  employed  in  the 
future. 

The  author  has  previously  stated  thai  with  regard  to  the  qu 
nf  high  and  low  speed,  if  it  i-  t"  be  high  speed  it  should  be  a  very 
high  speed,  and  as  it  is  nol  likely  that  engines  of  the  reciprocating 
type  would  be  obtained  now  usually 

employed   for  that   typi  pace  is   important,  the 

steam-turbine  type  would  be  the  o  dopl       ["hi    mthoi 

i    had  any   recent   experience   with   the   -team   turbint    Erora 
iw  ci.nclii-i.in-.  and  after  the  paper  we  have 
had  from  Mr.  Fedden  he  does  nol  propose  to  enter  upon  that  ques- 
tion.  1  .irs  ago.   in   the  early   days   of   the   -team   turbine, 
he    ran   .me   which    was    very    satisfactory   except    in    one    point,   and 
that  was  the  question  of  governing.     He  ha  en  engines  of 
this  type  running,  and  in  their  case  the  governing  seemed  to 
cellcnt.    There  i-  a  great  future  for  this  type  of  engine,  and  where 
of  importance  it   seems  likely  to  come  to  the   front.      Mow 
hi    would  give  preference  to  the  low  -peed   type   for  power- 
station   work   of   the   size   which   is   being   considered   in   this 

.  as  iii  the  case  of  both  alternators  and  dynamos,  il   is  an 
advantage  to  build  them  of  such  a  size  thai   it  i-  nol 
peed  i  if  rotation  in  ordi 

ed  al  which  a  turbine  runs  the  rotating  pari  of  the 
o  or  alternator   will   bi  cramped   to   make   a   thor 

oughly  sound  engit  i     I  :i  er;    ary  ; 

I  of  rotation.    Tin  I     i    i  m    poinl  in  connection  with  low- 
ngines  of  large  power  which  some  members  may  be  inclined 
to  bring  and  that  is,  on  I  e  O mti 

,        a  large  numbi  r  of  men.     In  the 
ed  in  the  power   station   al    Pinkston  a   very 
number  of  men  wire  employed,  hut  this  is  i  ry,  and 

was  mainly  d  ..tors  wishing  to  have  no  mi-hap-  on  a 

new  engine.    At  any  i.ate  the  number  of  men  required  is  nol 
ive  in  the  case  of  horizontal  low-speed  engine-,  and  tl 
•n  whatever  why  tw  grease, 

nol  run  a  5,000-h.  p.  set  of  the  horizontal  type,  and  1 
:  y   hard   life   at    that. 
It  has  ppeared  to  the  author  that  an  electric  supply 

■  what   analogous   to  a   pumping  station,  and   the 
the  quiet,  1  clean  engine  room  of  a   pum] 

which  runs  night  and  clay,  and  thi 

life  that  the  drivers  of  such  engines  seem  to  have,  when  com- 
pared  with  the  unrest  which  exists  in  the  electrii 
very    great.      This    notwithstanding    that    the    high-speed    engineer 
would  probablj    say   that   the  valve  gear  of   such   pumping  engines 
was  thi  rick-  that  lie  ever  saw  in  his  life. 

There  i-  no  reason  why  the  future  power  house  should  not  be  as 


tidj    and    free    fioni   noite   and   heat   as  the   ordinary  pumping 
and  this  will  be  mosl  easily  obtained,  without   I 
of  any  economy,  by  the  employment   of  low  speed  engines  of  the 

carried  underneath  thi 
We   should,  then,   in  our    future 
probably  be  able  to  -how   result 
the    Institution    law    during    thir    I  rip    '  netit.    where    the 

cleanliness  of  the   engine   room  and   machinery   was   remarked   by 
notwithstanding  complications  and  the  al 
leged  disadvantages  attached  to  low  speed,  tl  d  were 

sufficient  to  advance  the  business  at  a  much  more  rapid  rate  than 
.11  -how,  and  sufficiently  low  to  bring  dec 
unity  into  i  use  than  it  has  yet  attained  in  England 

Mi.    author  does  not   wish   to  be  misunderstood   in  this  matter. 

1111-  of  the  high   -peed  engit 

rate  in  -mall  sizes,  he  admit-,  also  the  advantages  of  all  en- 
.1  the  miip  •  i zontal 

of  the 

other  typi  I''    in  the  ma 

11011  wen  largelj    affected  by   it-  load   factors,  the   relative 

types  would  I"-  apparent,  and  » 
hould  he  al  li  utmost 

economy  of  coal,  a-  in  the  long  and  steady  ru 
hut  a-  iii  the  very  nature  of  the  case  we  cannot  hope  to  establish 

mpl per   indicated   horse   power  in   electric 

supply  stations,  tin    refinements  which  lead  to  the  utmost  economy 

in  -team  may  lie  dearly  purchased,  and  it  is  for  thi-   reason  that   the 

convenience,  and  labor,  eas;  tor  repairs,  with 

er   point-    already    mentioned,    the    horizontal    engine   of   low 
speed  type  appears  to  the  author  to  he  the  most  suitable  for  large 
where  space  i-  not  of  supreme  importance. 

nol    gone  into  the  question  of  tin    arrangement  of 

question  a-  to  whether  compound  or  triplc-cxpan- 

Pi  rsonally,  he  would  divide  the  plant 

in-  triple-expansion  and  others  compound.     This  is  a  matter 

which    has    to    I"'    settled    foi  nt    generally 

cpansion  i-  nol   warranted  excepl  in  the  case  of  very  large 

sets  when  iln        in  i     kept  fully  loaded.     In  at  he  horizontal 

de  triple-expansion  or  compound,  and  the  cylinders 

1  an  he   30  arranged  that   the  turning  moment  for  either  will   without 

doubt  enable  alternators  to  run  perfectly  in  parallel.     The  question 

of  price  the  author  ha-  into  in  this  paper  (although  this  is 

linsl  the  type  proposed),  because  in  the  question  of  electrical 

machinery  juice  i-  of  secondary  importance,  the  more  so  as  the  im- 

portanci  electric    supply   increases.     It   is  also  rather  difficult 

to  discuss  the  question  of  engines  without  taking  into  consideration 

the  kindred  question  of  boilers,  or,  indeed,  the  question  of  the  whole 

of  the  station  plan  which  1-  so  much  dependent  upon 

other.     If.  however,  sufficient  has  been  said  to  bring  about  a 

discussion   011   this   important   point,   it   may   bi  to   us   in   the 

future. 


BROOKLYN   EMPLOYES'   BENEFIT  ASSOCIA- 
TION. 


Over  800  members  of  the  Brooklyn  1  X.  V.  1   Rapid  Transit  Em- 
ployees'  I'.,  in  iii    Association  met    Friday,  October   17th.  at    \ 
tion   Hall,   Brooklyn,  to  discuss  mean-   for  extending  the  member- 
iciency   of   tin    association.     The   secrc- 
1    hi-    financial    and    statistical    report   showing  a   mem- 
p  of  2.600;  gross  receipts  to  Oct.   1.   1902.  $0,062;  gr..--  ex- 
penditures,   $5,900.72;    balance    on    hand.    S3.161.28.      To    date    1;,? 
membet  eived  $2,587  in  sick  benefits  and  five  death  benefits 

i  Hillary  plan-   were  presented    for  a  new  cluh- 

erected  as  permanent  headquarters  for  the  association 
New    York      Provision   was  made  for  the  enlargement  of 
1  Claim-  committee  by  the  appointment  of  a  local  com- 
pot     On  In-half  of  tin  trustees  the  chair- 

man made  formal  presentation  of  thi    bowli  won  at  the 

the   Ridgewood  team.     A   visit   was   made  to 
the  Y.  M    C    V  gymnasium  where  the  evolul  vcral  classes 

at    athletic   drill    were   witni 


The    Milwaukee    Light,    Hiat   &   Traction   (  en   granted   a 

franchise  for  a  line  from  the  city  limits  to  St.  Francis. 


Nov.  _ 


STREET  RAILWAY    REVIEW 


835 


RECENT  STREET  RAILWAY  DECISIONS. 


EDITEH  BT  J.  I.    Ri'SEXIltRlIER,  ATTORNEY  AT  LAW,  CHICAGO. 


NT  ol  DUTY   Willi   REGARD    Id   KEEPING   RAILS 
FROM    PROJECTING   ABOVE   SURFACE 
OF   STREET. 


•    Railway  Civ.  App.),  68  S.   \Y.   Rep. 

<j. 
The  court  of  civil  appeals  of  f°exas  hold-  erroneous  an  instruc- 
tion in  which  ihe  jury  was  charged  that  the  company  would  be 
liable  if  it  permitted  the  surface  of  the  street  to  become  tower 
than  the  rails  of  the  railway  track,  and  which  grouped  facts  that 
would  authorize   a    recovery    if   tl.  t|       u      that    if 

the   company    had    exercised    ordinary   care    to    keep    the    street    and 
the  tracks  in  a  reasonably  safe  condition.  so  a-  to  permit  tin 
ing   of   vehicle-,   it    would    not    be   liable,    although    the    rails    may 

surface  of  the  street. 


INJURY    K'    PASSENGER     FROM    CATCHING     FOO 
RING   IX   FLOOR  OF  CAR— EVIDENCE  OF  RING 
RISING  AFTER  AC(  [DENT  EVIDENCE  01 
NEGLIG 

OF  BUILDER  OF  CAR 
NO  DEFENSE. 


Kingman   v.   Lynn  X    Boston   Railroad  Co.    (Mass.,)    64   N.   1      Rep 
70.     May  21,  1902. 
The  party  suing  and  two  other  passengers   pi'   enl    al    tl 
dent    testified   that   the    ring   in    which    the   former   testified    that    she 
caught  her  foot   was   standing  erect   immediately  after  the  a 
and  was  then  pushed  down  by  another  passenger  with  an  umbrella, 
and    that    repeatedly    thereafter    the    same    ring    whenever    the    car 
started    after    a    stop,    rose    and    remained    upright    until    pushed 
down    hy    some   passenger  conductor.      The    supreme 

judicial  court  of  Massachusetts  hoi. Is  that  the  evideni 
competent.  It  says  that  there  wa-  no  reason  to  infer  that 
anything  about  the  car  was  different  at  the  time  to  which  the 
■  1  from  what  it  had  been  when  the  car  left  the  barn 
after  its  morning  inspection.  If  during  the  timi  l<  titled  to  the  ring 
frequently    as    the   car   started,   and    remained    up    until    p 

d    to    -how    that    it    had    been    doing   the    like      im  1 
on  that   day  began.     Knowingly   t'i  use  a   car  in  that   COndi 
tion    v..  the    part    of    the    carrier,    and    the    evidence 

inpetcnt  to   show   that   the  car  had  been   in   fact   in  that   con- 
dition •  i'  ■  became  a 
ger   that    the    company  of    the 
dangerous  condition,  or  wit!                               'he  part  of  the  • 
t«,r  in                     ining  the  danger.   In  the  testimony  of  the  three 
on  of  the  ring  at   thi    timi    ol'  and  nun 
nt    there   was   evidence   which    would    warrant    the 
jury   in   finding  that   the   company   and    it-    servants    were   neg 

putable   the   builder   from    whom   the  car 
and   however   usual   tin-  particular   device  of   the   ring,   if   tin 

gel    into  and   remain   in   a   condition    which   usually 

dition. 


FRIG1  'tl-  HORSE  BYNi 

-II      HOLDER      '.1 

FROM  NOIS1  NCID1 

0RDINAR\    OPEB  \  1  ION  OF  C/ 


ond  Railway  and   Eli  rtric         v. 

Here   it   appeared   thai    when   the   lall  party,   hy   whom 

Ti  dii 
taut    fri  which   had  I    motors  and 


ci  which  caused  the  horse  to  lake  fright  and  start  to  run  away. 
Ihe  party  pulled  the  horse  up,  and,  in  order  to  keep  it  off  the  curb- 
Stone,  pulled  the  left  rein  harder  than  he  did  the  right,  whereupon 
the  horse  darted  across  the  street  to  the  left;  and  the  sudden  turn 
of  the  wagon  threw  the  party,  who  was  sitting  on  the  right  side, 
out  of  the  wagon,  the  wheel  oi  winch  passed  over  hi-  leg,  breaking 
and  crushing  n  severely.  What  happened  to  the  car  on  the  occa 
sion  of  this  accident  was  described  as  the  "brush  holder  ground- 
in  court  "i  appeals  of  Virginia  affirms  a  judgment 
111  favoi  "i  the  partj  for  $2,000  damages,  holding,  among  other 
that  there  ua»  no  error  prejudicial  to  the  company  in  the 
giving  of  the  following  instruction:  "If  the  jury  believe  from  the 
evidence  that  the  horse  of  plaintiff  was  frightened  hy  the  noise  and 
smok(  ,111  ing  from  the  machinery  of  the  car  of  defendant,  and  that 
-aid  1101-e  and  smoke  was  not  incident  to  the  ordinary  operation  of 
their  car-,  the}  are  instructed  that  this  raises  the  presumption  that 
such  no  moke  would  not  have  heeit  caused  if  those  who  had 

the  providing,  maintaining,  and  care  of  defendant's  machinery  had 
used  proper  care  in  regard  thereto,  and,  in  the  absence  of  an  cxpl.in 
ation  011  ihe  part  of  the  defendant  showing  due  care  on  its  part, 
they  may  infer  that  the  defendant  was  guilty  of  negligence;  and  if 
they  further  believe  that  such  negligence  caused  the  accident  as 
set  forth  in  the  declaration,  and  that  the  plaintiff  was  free  from 
I. mil.  they  must  find  for  the  plaintiff." 


SUFFICIENCY    OP    INDICTMENT  FOR  OBSTRUCTION  OF 
STREET  BY  RAILS    loo   HIGH   AND  NOT  PROPERLY 
Ml  LIT)    BETWEEN— CITY    CANNOT    AUTHORIZE 
DESTRUCTION     OF     REASONABLE    USEFUL- 
NESS of  STREET. 


Commonwealth  v.  Camden  Interstate  Railway  Co.   (Ky.),  68  S.  W. 
Rep.  628.    Juni   .;.  100 j.    "Nol  to  he  officially  reported." 

An   indictmenl    read;     "Ihe  grand  jury  of  Boyd  county,   in  the 

11, one   and   hy   the   authority    of   llie   commonwealth   of    Kentucky,  ae 

'ii  1  Camden  Interstate  Railway  Company,  a  corporation,  of  the 
offense  ol  creating  and  maintaining  a  public  nuisance  obstructing  a 
public  street  and  highway  iii  the  city  "i  Catlettsburg,  Ky.,  commit 
ted  as  follow  ["he  aid  defendant  on  the  t6th  day  of  Sept.,  1901, 
and  "ii  duel-  other  days  within  one  year  before  said  date,  in  the 
count]    nid  mo  mi   aforesaid,  did  unlaw  fully  create  and  maintain  a 

public  nuisance  on  a  public  highway  in  a  public  neighborh 1    b] 

placing  u-  in     and  rail-  .1,  p.  leave  them  above  the  level  "i   tin 

treet,  and  bj    failing  to  till  betw ei  n  ■  aid  ties  ami  rail-  so  a-  to  en 

able  vehicles  and  wagon;   to  pa:     over  them  on  Oakland  avenue,    1 

piiMn  thoroughfan   in  thi   citj    -i  1  atlettsburg,  Ky.,  to  the  great  hin- 

ind  inconvenience  ol   the  traveling   publii    and  many 

who  live  in  the  neighborhood;    said  defendant   being  .1  101 

I-- 'i .'i ion     in. I  opi  n ■'  1 1   railway    in  said  1  ity  and  ovei     aid 

me 1. 1   the  laws  of  tin   com nwealth  of  Kentucky.    Against 

ihe  p. ."-    and  dignitj  --i  thi   commonwealth  "i   Kentucky." 

It    was   contended   that    this   indictment    did    nol      11.     I,,,  1      suffi 
■Pin   .Iii  1     also   urged   against   it 

11  did  m 'I    ntiii  1.  niL     pecif]  1  in   poinl    bt  1 1  m  tion.     The 

1   appeal    "i    Kentucky    1  .  however,  .-t   the  ..pinion  that  the 

that    11   ■  1.  11 11.  t'.l   ii"     ti .  1 '    1  naming    ii  1     uffii  "inly   de 

hi    !'in '       ' I' "     it   think   th.it   the  indictmenl    ihould 

irily  have  stated  how  high  the  rails  wen    placed  above  the 

Ii    el  ol  '  ■ '  ■    inn  in  -.-.  deep  tin     paci     betwi  en  the  rail .     1  in 

plicitl]    charged   thai    il    wi nsti  itcted 

hldl  'I"  'In       i"...|  I  I      ll         In.llld     till  II     '  .111      ill 

'In       'I'  1 ..ml     .1- Ii        I I',         11.  1 

tttended  thi    legal  and  propi  1  '  opera 

1  '.I'M      .  •  I     '"in     '        CollOVt      1 1 1 , 1 1     I  1 1 1      . 1 ,    1 .   1  n  1 . 1 1 1 1 

be  guilty, 
indii  im.  m,  11  wa    furthei   insist.  .1,  fail. .!  1..  allege  thai    the 
to  tl linani  t  "i  the  1  ity      Bui   the 

.  outl   doe  .  nol   thinl        ich  1  "iilenlion   w II-         111. 

1      ■    tuthorizi    1I1.    e..ie  tructii  m  ..".1  opi  mi 

m   ll      n      111. llllli   I         <  ',,      ,|. 


STREET  RAILWAY   REVIEW. 


[Vol     Ml.  No.  ii. 


the  public.     In  othei   words,  the 

'  r  piil. 

and  ii  ma) 

by  the 

i  will  not  i  in  ordinance  in  violation  of 

land. 

holds  that  it  was  error  i..  sustain  a  demurrer 


SI  PARA  II     I  \X  \  I  ION   OF   FR  VNCHIS1 


■    nsolidated   Electric  Street   Railw 

S.  \\.   Rep.  s.;-  1002 

Ii  !    I  lint 
mil  shall  have  power  to  levy  and  col 
municipal  taxes  upon  the  roadbed,  rights,  frai  ind  -ill  other 

etc.     Sei  i'"ii   i.u  pro- 
vides  thai  "the  v  u  \  council  shall  have  p  ess  the  property 

and  sha  irporations,  ■  hanks,  and  sncli  other  uisti- 

tutions  as  the  same  are  now  or  maj  ed  b)  the  state  law  in 

Mich  cs  idi  1."  etc,     Sectii  in  i.t;  i  onfei  s  thi 

upon  the  council  to  prescribe  the  manner  of  rendering 
property  for  the  purpose  of  taxation  by  the  citj      I  he  supreiw 
of    rexas  holds  that  the  charter  authorizes  the  assessment  of  the 
i  of  a  street  railway  company  as  a  separate  item  in  the  rendi 
tion  of  its  property  for  taxation,  or.  as  n   stalls  il   in  another  place. 
the  city  council  lias  the  power  to  require  the   franchise  of  a   street 
railway   company   to   be  assessed    separately    from   its   tangible  prop 
cm. 

However,    it    was    insisted   on    behalf   of   the   company    thai 
under  the  ordinances  by  which  it  acquired  the  righl   to  op,  rate  its 
line  over  the  streets  of  the  city,  it  is  required  to  pay  an  annual  sum 
lor  the   privilege,   it    could   not    he   held   liable   to   pay   a   tax    for  the 
franchise.     In  other  words,  the  contention  be  that   the 

sums  required  to  he  paid  annually  are  a  franchise  tax.  or  arc  in  lieu 
of  such  tax.  and  that  the  exaction  of  [he  tax  here  in  question  was 
In  sonic  of  the  ordinances  the  fixed  annual  charge 
is  called  .i  "franchise  tax."  in  others  it  is  cal 
"bonus,"  and  in  still  others  it  is  simply  imposed  without  being 
called  by  any  name.  It  is  clear,  the  court  holds,  that  the  ordinances 
which  simply  impose  the  annual  payment  a-  a  condition  of  ill, 
and  those  which  call  such  payment  a  hoiuis  do  not  import  a  con- 
tract for  exemption  from  taxation  of  the  franchises  granted.  As  to 
those  in  which  the  annual  payments  are  called  a  franchise  tax.  the 
construction  is  not  ,o  clear.  Still  the  court  hardly  thinks  that  such 
.'ion  of  itself  is  sufficient  to  show  such  clear  and  unmistakable 
purpose  to  contract  for  an  exemption  from  taxation  as  the  authori- 
ties hold  necessary  to  show  a  contract  for  such  exemption.  But  it 
says  that  it  was  not  called  upon  to  decide  thai  question  in  ih 
In  the  absence  of  legislative  authority,  a  city  has  no  power  either 
lo  exempt  properly  from  taxation  or  to  contract  tor  a  commutation 
of  taxis  legally  assessable  upon  it.  No  provision  in  the  municipal 
ii  authority  was  referred  to  in  this  case,  and  the 
court  takes  ii   for  granted  that  none  exist-.     It   would  seem,  ho 

.    that   the    fact    that    the   company   is    required   to 
annually  for  the  list-  of  the  streel    '     ,  n   important   matter  to  he  con- 

l     ,    <  -  idem  that  a 
franchise  burdened   with    such  an   exaction    is   ,„,i 
would  l,e  did  no  such  burden  exist. 


Hin'  WHEN  A   HORSE  IS  FRIGHTENED    \l     \  CAR— AS 
TO  RINGING  OF  BELL 


litan  Street  Railway   Co.    I  Mo.  i.  68  S.  W.  Rep.  906. 
May    21,    1 
I  he  sum  of  the  adjudicated  cases  hearing  upon  the  relative  rights 
and  duties  of  street  cars  and  citizens  traveling  in  vehicles  drawn  by 
her  animals  is,  the  supreme  court  of  Missouri,  division 
•hat  both  have  a  right  to  use  the  street,  hut  that  neither 
right.     The  op,  1  ,-ar   is   not    neces- 

sarily 1  he  car  every  time  a  I 

the  approaching  car:  but  when  the  operator  of   the  cu 
..htcned  at   the  car  it   i-   his   duty   to   managi 
*»eh   n  rdinary   prudence   would   do   under   the 

same  circumstances,  and  il  is  alwai  he  jury 


whethi  r<    in  the  running  of  the  car  ha-  been  ob 

I  liis  duty  d  for  bringing 

p,      I  he  duly  oi  the  company   in  this  regard  is  j cist   the 

riother  when  they 

n  the  highway  ami  thi  frightened  at 

Il   anything  upon  the  vehicle  of  another. 

pie  than  any    othl  r   kind  of  a 

convey;  it  is  authorized  to  run  more  rapidly  than  a 

vehicle  can  ordinarily  be  legally   driven,  or  because  the  rush  and 

liable  demands    for   more  and 
more   rapid   transit   along   the  crowded   thorough! 
din  s,  u  docs  not   follow   that  a  -li- 
the right!   ot   persons  traveling  by  other  mean-,  nor  that  a  street 

■,    from   the   common-law    duty   of 
rdinary  car,,  noi  that  n  1-  only  liable  where 
the  agents  aci  wantonly,  maliciously,  and  heedlessly. 

Again,  thi  thai   even  a  court   may    indulge  the   n 

lion  Ih.'  11  that  ringing  a  hell  will  1.' 

.1  1  unawaj   hi 

a  collision  with  a  company  admitted  the  ringing  of 

lit   to  justify   11   on  the  ground  that  it   was  ,. 

iv  suing  in  keeping  hi  »ay   from  the 

-  ich  an  explanation  did   satisfy  the  jury,  lull  it   fall-  I' 

the  court.     There  was  ample  evidence  to  sustain  the  contention  of 

the  party  suing  that  the  horse  became  frightened  at  the  approaching 

1  began  hacking  until  the  buggy  was  forced  onto  the  track. 

and  that   the  company's  agent-   si,, wed   up  the  car.  hut  continued  to 

h   the   horse,    all    the    while   ringing   the    hell    violently,   until, 

when    the    ear    was    within    a    few     feet    of    the    horse,    he    suddenly 

wheeled    around,    nearly    turned   over    the    buggy,    ran    away    in    the 

direction    he  originally   came    from,   and   threw    the   party    suing  out 

and    injured   him.       This   being   so,  a    demurrer   to   the  evidence    was 

properly  overruled,  and   the   point   here  principally   relied  on  by  the 

.  cent    would    the    parly    suing    be    entitled    to 

111    it-    favor    was    for   the    right 

party,  and  the  verdicl  shouli  de,  became  untenable. 

The  true  rule  1-.  tin    court   -ay-,  that  while  the  bell  must  ordinar- 
ily be  sound,,!  to  give  notice  of  the  approach  of  the  car.  still  jf  the 
.1    th<    car  Si  at  a  horse  is  already   frightened   by   the 

'he  car.  and  that  the  citizen  is  in  danger,  it  is  his  duty 
cease  sounding  the  bell,  and  •  >sary;  ;uid  if. 

instead  of  doing  so,  he  continues  to  sound  the  gong  or  ring  the  bell. 
and  further  frighten  the  horse,  and  cause  him  to  run  away,  the 
company  is  liable  for  injuries  inflicted  in  consequence  thereof.  Of 
course,  if  the  driver  of  the  horse  knows  that  the  horse  is  liable  to 
become  frightened  at  street  cars,  and  to  run  away,  and  with  such 
knowledge  dine-  him  on  a  street  with  a  car  line  on  it.  he  d 
at  his  own  risk.  But  this  does  not  authorize  or  justify  the  operator 
of  a  street  car  t"  needlessly  sound  the  gong  or  ring  the  bell,  nor  to 
to  do  so  when  it  is  apparent  that  the  only  effect  thereof  is 
to  further  frighten  the  horse. 


oil)    SPEED    ORDINANCES    NO!      APPLICABLE    TO 
1  I  ECTRIC  LINES. 


Bonham  v.  Citizens'  Streel   Railroad  I  0    (Ind.),  "-•  X.  E.  Rep   996. 

I',']'.    21, 

iurt  of  Indiana  hold-  inapplicable  to  an  action  for 
onal  injury  l>y  an  electric  car  a  city  ordinance  [ranting 

to  the  company's  predecessor  in  title  a  franchise  and  containing  a 
speed  restriction,  as  also  an  ordinance  of  1876  practically  re-enacting 
the  latter,  and  this  notwithstanding  that  the  company  assumed  all  of 
igations  resting  upon  its  predecessor.  It  says  that  there  was 
no  claim  made,  upon  the  evidence  or  otherwise,  that  the  company 
was  not  entitled  to  use  electricity  as  a  motive  power,  and,  as  the 
court  knows  judicially  that  within  15  years  last  past  electricity  has 
become  the  ordinary  motive  power  that  is  used  in  the  propulsion  of 
street  cars,  it  feels  justified  in  holding  that  prima  facie  the  company 
Jitfully  entitled  to  use  electricity  for  that  purpose.  Assuming, 
then,  the  rightfulness  of  the  company's  action  in  that  particular, 
could  it.  the  court  asks,  be  said  that  the  speed  ordinance-  referred  to 
wen-   violated    by    it    upon    thi  1    when    the    party    suing    was 

injured  ? 

The  court  knon  ei   the  advent  of  1  -  a  motive 

nil  carrier  corporations  granted  the  demands 

,.f  the  public   for  swifter  transit,  and  that  by  extending  their  lines 


Nov.  20,  1 902.  ] 


STREET  RAILWAY  REVIEW. 


837 


into  what  was  before  suburban  territory  such  corporations  have 
caused  the  environs  of  cities  to  expand  until  populous  residence  dis- 
tricts have  sprung  up  at  distances  so  great   from  the  business  por 

[  such  cities  as  to  now  be  practically  inaccessible  it'  there 
were  an  enforced  return  to  the  rate  of  speed  that  obtained  in  the 
operation  of  street  cars  20  y<  I  \t  the  -ante  time,  while  it   is 

undeniable  that  the  increased  rate  of  speed  at  which  street  cars  are 
now  propelled  has  had  a  tendency  to  increase  the  peril  to  life  and 
limb  and  property  upon  the  street,  yet  that  tendency  has  been  in 
some  measure  neutralized  by  the  greater  care  that  the  public  now 
generally  exercise  in  going  upon  or  along  street  car  track-.  The 
question  as  to  the  maximum  rate  of  -peed  at  which  street  cars  -hall 
be  permitted  to  be  propelled  along  the  street-  of  a  city  is.  in  the 
first  instance,  at  least,  a  legislative  question,  ami  it  1-  evident  that  the 
new  factor-  suggested  could  scarcely  fail  to  receive  due  considers 
Hon  in  enacting  a  new  ordinance. 

Continuing,  the  court   say-  that   it    is  not  called   upon  to  and  does 

idemn  the  speed  ordinance-  m  question  as  unreasonable,  but 
it  points  to  the  above  considerations  as  manifesting  the  fact  that  the 
ordinance-  are  inapplicable,  because  almost  every  material  CO 
is  now  different  front  what  it  wa-  at  the  nine  of  the  adoption  of 
such  ordinances.  When  substantially  new  factors  enter  into  the 
problem  as  to  what  the  written  law  ought  to  be  as  applied  to  a  par- 
ticular case,  then  the  courts  can  no  longer  treat  the  statute  or  ordi- 
nance as  an  expression  of  the  legislative  purpose  as  applied  to  that 

Nor  doe-  the  court  consider  that   there  was  under  these  cir- 
cumstances any   force  in  the  argument   that  the  company  ought   not 
oy   it-   franchise   withoi  tig    with    thai    portion   thereof 

that  fixed  a  maximum  rate  of  speed.  ["he  city,  11  -ays.  has  at  all 
times  had.  and  -till  ha-,  the  authority  to  enact  a  reasonable  speed 
ordinance. 


INJURY    (IF    EMPLOYE    BY    STARTING    OF    CAR    AFTER 

IN-  .    <)F    ELI  :      VPP  \KATUS— 

INSPECTOR   A   FELLOW  SERVAN1    01 

!  1  )R. 


Shugard  v.  Union  Traction  Co.   (Pa.),  51   Ail.   Kip.  325.     Feb.  -'4. 

1002. 

When  a  trolley  car  reached  the  terminus  of  tin   I  of  us 

trips,  an  inspector  of  the  company  was  there,  waning  with  a  testing 

car,  for  the  purpose  of  making  an  inspection  of  the  electrical  appar 

atus.    The  test  consisted  in  applying  .1  wire  connected  with  the  test 

ing  apparatus  to  the  various  il  the  controller  box,  step  by 

step.     As  the  application  to  each  notch  was  made,  and  indicated  the 

proper  condition,  a   hell   was  rung   by   the  chief   inspector,  and   then 

to  turn   011   another   notch    by   means  of  the 

controller   handle.  ipied    bu(    a    few    1  of   time. 

The  car  was  not  taken  away  from  the  motorman  or  conductor,  bin 

uply  halted  upon  the  track.     While  tin-  test    wa-  being   made, 
the  motorman  wa-  within  arm'-  length  of  !n-  controller  box  and  of 

ntroller  handle,  and  actually  assisted   111   opening  and   1 
the  co'.-  conductor,  meanwhile,   was   sitting  inside   thi 

looking  over  Ins  account-.     There   wa-  0W  that 

upon  il  01   made  use  of  the  ex 

\ll  right.  I'm  on  your  pole."  lint  whether  or  not  he 
used  tb.-  word-,  he  undoubtedly  did  signify  that  the  tesl  had  been 
completed    and    W,  t(  pped 

down  from  the  platform.      I  he  motorman  wa-  in  the  acl  of   stepping 
upon  the  platform  to  take  in-  regular  place,  when  uddenly 

Started,  and  ran  upon  the  conductor,  who  had  untied  the  troll 
from  the  rear  platform,  to  which  11   had  been  iring  the 

rdance  with  hi-  duty  and  In-  custom  at  that 
point   had   swung  tb''  pole  around  to  the  Other  end  of  the  car,   when. 

upon  il-  corning  ii 

.Kama 
I    which  the  I  ompam 

it.  under 

of  any  duo. 
the  law  imposes  u|m.ii  tl 

principal.     When  the  empli 
vmalily   nfe  appli  for  their  in- 

■  lllploye 

or    ma 


made  in  this  case  was  not  to  determine  the  safety  of  the  car,  either 
for  the  employe  Or  the  public.  The  inspector  was  merely  testing 
the  efficiency  of  the  electrical  appliances,  and  while  so  engaged  was 
merely  a  co-employe  with  his  fellow  workers.  It  would  never  do  to 
hold  an  employer  liable  to  one  employe  for  the  negligent  or  un- 
skillful u-e  by  other  rea-onably  competent  fellow  workers  of  the 
necessary  and  reasonably  safe  tools  and  appliances  which  had  been 
furnished.  I  he  responsibility  for  this  most  unfortunate  accident 
must  therefore  rest  upon  those  who  were  co-employes  of  the  con- 
ductor.     The  negligence,   if  any.  was  theirs,  and  not  the  company's. 


ASSAULT    OF    INSPECTOR   ON    PASSENGER   NO   CAUSE 
FOR    AWARD    OF    PUNITIVE    DAMAGES— REASONA- 
BLENESS OF  RULE  AGAINST  ANA'  ONE  IN  COM- 
PANY'S UNIFORM  SITTING  ON   FRONT  SEAT 
01     OPEN   CAR— PAYMEN1    OF    FARE   HAS 
NO  EFFECT  ON  Rl   1  I 


Rowe  v,    Brooklyn   Heights  Railroad  Co.    1  N.   Y.   Sup.).  75   N.   Y. 

Supp.  893.      Apr.   18,   [002. 

I  he  version  of  the  party  smug  was  that,  while  an  employe  of  the 
company  and  clad  in  its  uniform,  which  he  owned,  and  off  duly,  he 
boarded  one  of  its  open  cars,  seated  himself  on  the  front  seat,  and 
paid  In-  fare;  and  that  upon  his  refusal  10  leave  the  front  seat 
and  take  a  place  in  some  other  part  of  the  car  he  was  assaulted 
by  one  of  the  company's  inspectors.  The  jury  was  instructed  that 
it  mighl  .iw.ud  punitive  damages.  The  second  appellate  division 
of  the  supreme  court  of  New  York  holds  thai  tins  was  error.  It 
says  thai  it  found  no  evidence  in  the  record  that  proved  or  tended 
to  prove  that  the  company  either  wittingly  or  negligently  had  en- 
gaged or  had  retained  an  improper  servant,  or  that  it  had  ever 
authorized  him  by  special  command  or  by  general  warrant  to  as- 
sault the  party  suing,  or  that  it  had  in  any  way  participated  in  the 
act,  or  had  ratified  or  had  approved  it-  It  thinks  that  the  charge 
wa-  ri  ion.  on  ,  and  required  a  reversal  of  the  judgment  which  was 
rendered  for  $1,000  in  favor  of  the  party  suing,  particularly  in  view 
of  the  fact  that  the  damage-  inflicted  upon  Ins  person  and  property 
were  bin  trilling,  and  were  incidental  to  a  mere  scuffle  or  bout  at 
fisticuffs,  in  which  In-  appeared  to  have  retaliated. 

Moreover,  the  court  says  thai  it  doe-  not  agree  with  the  trial  jus- 
tice in  his  doubt  that  the  company  "hail  any  righl  to  make  a  rule 
thai  if  a  man  1-  oil  duty  and  is  riding  as  a  common  citizen  and 
wearing  hi-  own  clothe-  i  i.  e.,  a  uniform  of  defendant,  but  bought 
by  the  plaintiff),  he  may  not  ride  on  the  fronl  seat,"  and  111  his 
holding,  further  on.  that,  a-  matter  of  law.  "if  such  a  man  paid  his 
fare  In-  had  a  righl  I"  ride  there  de-pile  any  rules."  or  that,  "even 
iliongh  the  rule  was  as  stated  bj  counsel  loi  the  company  on  his 
opening,  11  gave  to  them  no  right  to  insisl  upon  il  if  the  man  paid 
In-    fair."  or   similar   holding-  as   lo  the   validity   of  -uch   a   rule        It 

is  the  right  and  the  duly  of  the  company,  the  court   says,  to  make 

rub-      ] o  1  regulal foi   both  the  publii    convenience  and  the  pub 

lie  safety,  and  ile    rea  onablem       of  a  regulation  i-  a  question  of 
law.      1  In-  1  0111 1  is  of  the  opinion  thai  ■'  rule  of  the  company  that  no 

man  111  its  uniform  could  sit   upon  the   Fronl    leal    "i  one  of  iis  open 

.11  while  "-  ii  -ii  is  in  operation  can  In-  sustained  as  reasonable, 
It  thinks  thai  it  promote  thi  afetj  "t  pat  engers  ["hi  car  is 
operated    by    ■>    motorman    who    alone   applies    and    withholds    the 

power,    mid    who    alone    eonlrols    the    brake    and    oilier    checks,      He 

inn!    .ii  ill.-  fronl  "i  the  car.     Immediately  behind  him  i-  the  fronl 
There  1-  no  structure  between  him  and  thai   seat.     Ii   needs 

no  detail  "i  In    dul how   thai  ordinary   can    and  pi  tide on 

Ins  pan   may    requin    1 istanl    and   uninterrupted   attention   to 

prevent   '--iii  ion    --i   othei    accident     wimh   maj    be   fraught    with 

dang.  1     lo    il,.       \m  thing     e  In-  Ii     div.'i  I  -    hi  .    .ill.  ntion 

from  In-  worl  -      iccid onvcrsation  bctv the  pa 

1 1' >i  111:111  would  lend  lo  divert   in    attention  and 

10  impair  his  vigilanci       l"he  companj   had  -i  righl  to   1    thai 

11  quaint; hip   bi  I  ween   pa    engei    and   motoi  in.ni   mighl    pi I  1 

11  them.     Ii   bad   the  right  10  assume  thai   an 

employment    ...mi between    thi     pa    engei    and    the    motorman 

mighl   ha  ■  icquainti ten  them,  ghl    bi    ■< 

pa    p..n  • |uaintance,     ff  thi   pa    enger  and  the  mot an  were 

both  dad  in  'In-  uniform  --i  ii inp.nr,,  it  had  thi    righl  to 

en    both  in  11 ore,  wl 1   en 

ion  1  rial   no  ] 1     tun  loi  in  should  occup)   a 


STREET   RAILWAY   REVIEW. 


\ll.  No.  u. 


on    wuli   the 
which  tended  ; 
.Mtli  the  n  which  night 

im  In-  duties.     I  lie  rule   worked,  thi 
the  pri 

the  court  continues,  did  not 
though  'iicli  payment  might  make 
him  a  i  mploye  wh 

imption 

-  r  thai  common  employment 

might  I  hi   have 

iuld  not 

of  the 

rule  in  that  the  rea  he  rule 

.ml  111  the  he  rule 

did  net  prohibit  ■  i  the  rear  Feat     But  there  is  a  mani- 

.  -.  between  the  dutii 
and  a  moton  i  i-  required  i"  exert  a  vigilance  which, 

it'  relaxed  for  an  instant,  even  i"  the  turning  id,  may  bring 

dangei  while  the  momentary  inattention  of  the  former  is 

not  fraught  with  any  similai  i  peril  to  the  passengers.     Ami 

thai   such  n  is  attended  with  any 

unnecessary  inconvenience  to  an  employe  who  chooses  to  become  a 

fare.     It  was  nol  cor 
that  ho  is  shut  out  from  the  car  of  the  common  carrier,  or  that  he 
cannol  in  the  place  where  the  main  body  "i  the  pas- 

ated. 


1.1  \i:l!  !  i  \     FOB    INJURIES    FROM    SHOCK    FRl  >\l 
RAIL   OF    UNDERGROUND    I/ROLLEY    AFTER    SN 
STt  >RM     I  I.S  I  IMONY  OF  CER  I  AIN  I  MP]  I  <\  I  S  I  >NLY 
OFNONOTICI    OFL1   \K     INSTRUCTIONS   f"0  JURY   - 

RICITY     AFTER     1 
PROPER  CARE 


Ludwig  v.  Metropolitan  Street  Railway  Co.  (N.  Y.  Sup.).  --,  N,  V. 
Supp.  667.     Apr.    1 1.   1902. 
The  party  tending  to  show    that   in   supping 

upon  the  slot  an   underground-trolley    road  he   received  a 

shock  of  electricity  in  his  fo<  which  precipated  him 

ground,  wherein    I  ed  a   fracture  of  both  bones  of  hi 

leg  bel  been  quite  m  storm,  and 

me  court  of  New   Yi  11 

that  there  «  »  question   for  the  determinate I   the  jury 

pai  ty's  injuries  ined  in  consi  quern  e  1  if 

an   electrical    shock   or   by   his    slipping   upon   the   rail.     But   it    -ays 
that  the  trial   court    fairly   submitted   that   question   to   the  jury,  and 
in  the  charge  in  chief  instructed  them  that  the  burden  1 
on  the  party   suing  ing  that  his  injurii       . .    .    . 

electric  slunk;  and  it  affirms  a  judgment  in  hi 

peal     E01  itself,  it  thii 
applied  ted  the 

jury   that,    if  the    injuries   were    received    through   an    electric 
from  electrici  a  the  company's  rail,  negli) 

part  would  he  presumed  to  Mich  called  upon  it   for  an 

proof. 

ngineer,  and  1 1<  1  rine<  1   1  if  the 

i ved  no  ■   gro    id  1 

at   lli.it   nine,  but   n ii-  in  di 

at  the  pi  indii  ■  leak  was  called  1 

it  •!    or  record  made    I 

In  these  circumst  inferenci    warranted   by  the  evidence. 

irt  holds,  w.ul.l  be  indulged   in  against  the  company,  which, 
presumably,  having  thi  in  its  possession,  omits  to  produce 

the  same  or  explain  thi 
A  request   fot   an  instruction  which  recited  the  conceded  proper 
of   the   road,   and   that   there   was   no  evidence  that   the 
electric   current    Could    1  I    ■  Of    the    -ilow- 

that,  if  the  jury  found  that  the  snowstorm  was  in 
fact  tl,  My'-  injury,  the  company  w  ponsible 

for  that,   and   the  jury   must    render  a  verdict   in   favor  of  thi 
pany,  d.    It    says   that    it   er- 

nee    that    Ii. 
current  couh  „;  and 

i<  like.  that   the  company   would   not   be 


liable   if  tl"  by  the 

let  her    the    eon 

pany's  dm . 
ordinal  y  prudent  person 

would  II  the  circum- 

t..  pre- 
vent tl  I  to  the  jury 
that  1!  of  electricity 

| 

lit  [     ' 
that  it  had  I 

that   might   1  1 

such  testimony,  11  will  the  dc- 

.  \cept  qui 

tending    to 
would  be  ;  me  charged  with 

electricity,    and    the    jut  ■  d   this 

C\  idence,  it  '    in   f a\or  of  the 

company.      I  the  comp  iny  had 

gi\  en  a  sufficient  ■ 
unavoidable,  and  1  rded  against 

d  1 
verdict   in    I.  ged 

they  shouli  hat  t 

.  that  the  accident  was 
of  the 
slipper]  "'  wr,<  ""t  inevit- 

able, but  on  igainst  by 

that  the  company 
ader  a  verdict  in  favor 
of  the  part;.  charge  the  jury  were  again 

instructed,  at  tl  the  party   suing,  that, 

if  the  slot  rails  v.  ipanj .  by  the 

exercise  of  and  remed 

the  comp  in) 

h  at  the  requi  -t  of  the 
g     I    that    the 
burden  of  ]  he  estab- 

lished by  a 
that  hi-  it  it  n  the  part 

thi    request  of 
Ii  nee   was  as 
tent  with  1!  the  company 

as  with  ver,  be- 

cause he  wi  ■  than  a  balanced  case."     Fur- 

ther,   at    the  the    jury    were    instructed 

that,   there   bei  1   the  party   suing 

and  il'  ithout  affirmative 

nary  care  in  the  con- 
struction, in  tilroad  on  the  1 
in  que 

me  the  presumption  of 
negligence  on  litur,  or 

of  la' 

on  the 
p 

gence  arising   from   thi  t.  and  determine 

Mined  the  burden 

of  proof  which  r<  g  that  his  injuries  were 

through  tl  nj      of  course,  if  the 

negl  gi  nee  on  its  part. 
the    in-iil. it-  current    1 

.1  Ii  ,  mile--  it   failed  to 
remedy    the    defect    within    .  time    after    actual    or   con- 

structive notice  thereof.     In  .  er.  the  presumption  of 

■  ily    met   as   to   warrant 
ire  that  thi  'he  jury.     Furthermore,  the 

.    tending    i  ition   of   negligent' 

given   by    the   con  .    whose   credibility    was    for   the 

jury. 


Nov.    20,    ICjCO.] 


STREET    RAILWAY    REVIEW. 


83l) 


REMOVAL  OF  SNOW  AND  ICE  IN  THE  BOR- 
OUGH OF  MANHATTAN.  N.  Y. 


BY  w     iiuakI'M  \N  REED. 


The  handling  of  snow  in  the  larger  cities  may  well  be  treated 
under  two  heads.  1'irst.  the  keeping  of  the  tracks  clear  for  the 
moving  of  cars,  and  second,  the  clearing  up  of  the  streets  in  ac- 
cordance with  certain  statutes  and  ordinances,  and  as  we  in  Man- 
hattan believe,  for  the  benefit  of  our  service  and  receipts. 

My  first  experience  as  a  railroad  man  was  gained  on  a  little  steam 
road  about  sixty  miles  north  of  lure,  where  twelve  inches  was 
not  a  heavy  snowfall.  1  recollect  some  snow  we  had  to  handle 
there  in  1888,  after  the  storm  ever  since  known  as  the  "Blizzard," 
when  one  of  the  foremen  stationed  at  an  outlying  mine  came  to 
the  main  office  on  snowshoes  and  was  able  to  rest  his  hand  on  the 
top  of  the  telephone  poles  on  the  way  down.  We  were  not,  how- 
ever, operating  conduit  electric  lines,  and  in  some  way  the  locomo- 
tives of  this  northern  country  get  used  to  traveling  through  the 
snow.  A  six-inch  fall  will  tie  up  some  id  the  steam  roads  enter- 
ing New  York,  whereas  up  here  such  a  storm  is  hardly  noticed. 
We  do  not  have  such  heavy  storms  in  Manhattan  as  are  usual  in 
this  section  and  the  western  part  of  the  state,  and  our  cars,  like 
the  New  York  locomotives,  are  not  accustomed  to  traveling  through 
snow  and  will  balk  at  a  few  inches  on  the  rails.  Still,  we  have 
had  storms  during  the  past  few  years  that  have  at  times  called 
forth  our  best  efforts  and  once  or  twice  tied  up  our  cars  not  primar- 
ily from  snow  on  the  track,  but  from  the  conduit  being  being  filled 
so  that  the  plow-  could  not  pass  through  it  or  get  proper  contact 
with  the  conductor  bars.  We  hope,  however,  that  we  shall  be  able 
to  overcome  this  difficulty  in  the  future,  as  we  have  increased  very 
materially  our  equipment  for  the  cleaning  of  the  conduit. 

In  1893  I  completed  the  construction  of  an  electric  road  in  Fulton 
County  and  remained  a  few  week-  to  finish  estimates,  etc.,  so  was 
able  to  watch  its  operation.  The  master  mechanic,  a  young  Irish- 
man, had  charge  of  cars,  equipment,  maintenance  and  all  else.  The 
first  snowstorm  stalled  many  of  the  cars.  lie  was  appealed  to  by 
the  general  manager  and  asked  what  could  be  done.  He  replied 
with  ready  wit  "Kape  the  cars  a-moving."  We  in  Manhattan  en- 
deavor to  keep  our  tracks  clear  of  snow  upon  this  same  principle. 
for  we  use  rotary  sweepers  only  and  depend  upon  the  frequency 
of  their  running.  On  about  133  miles  of  single  track  we  have  58 
rotary  sweeper-,  or  one  for  little  more  than  each  two  and  a  half 
miles  of  track,  enabling  us  them  "it  from  fifteen  to  twenty 

minute  headway,  so  unless  the  -now  1-  dry  and  drifting  badly  there 
is  no  chance  for  much  accumulation  on  the  rails.  In  addition  to 
rotarics  pre  use  walkaway-  or  ordinary  road  machines  drawn  by 
two  or  four  horses  to  shove  the  -now  well  back  from  the  rails. 
These    are    worked    in    pair-,    two    machini  Ig    from    two    ti 

four  miles  of  street,     tin   -trccts   that   are   narrow   or   have   eh 
railroad  columns  near  the  track-   we  arc   obliged   in  case  of  heavy 
-tortus    to    shovel    tb'     -now    back    from    tin     rail-    by    hand,   and,   of 
course,  use  band  power  to  get  rid  of  what   fall-  between  the  tracks. 
Special   work  1  1   for  by   band,   from  on,-  to   four  men   bl 

ing   sent   to  each  place   where  there  are   switche  or  cross- 

overs as  soon  after  it   begins  to  sno  They  keep  the 

curved   rail-,    frog-   and  Oth    llol    and    tram    rails,     wepl 

clean,  and  use  a  very   -mall  a unl   of   -alt  on  the  moving  pa 

No  -alt  1  traighl  track  except  on  a  few  mv  steep  grai 

and  none  on  cut    ■  rms,  when  ice  is  form 

ing   in   tb'  In    Manhattan    the    "  I  rilhy"    section    of    rail    is 

used  almost  exclusively.  To  keep  tin  groove  clean  diggit-  m  -mall 
scrapers   fitted  tape    of    thi  i     I    to    each 

swe  ;    ■  he  purpose,  ex- 

cept in  the  fc.  here  the  road  hat  been  tied  up  and  ■ 

i    now.  whet 
ing  had  to  be  resorted  to. 

In  regard   to   picketing,    would    -ay   that    w<    find     all    play 
with  electrical  equip  cially  the  plow-      Salt   water  getting 

on  the  shank  destroys  the  insulation  and  often  form-  a  short  cir- 
cuit around  the  plow.  No  amount  of  painl  ml  it. 
A  few  winters  ago  we  were  called  upon  in  the  operation 
of  a  new  conduit  electric  line  in  Manhattan  The  uperintendent, 
ny  ol  Mi-   Nee.   York  st.it.   street  Rallwaj   I 


who  received  most  of  his  education  on  horse-car  lines  where  salt 
is  the  principal  factor  in  snow  removal,  had  general  charge  of  the 
operation  and  maintenance.  1  sent  a  track  foreman  with  some 
men  to  help  him  handle  a  light  snowstorm,  cautioning  both  the 
foreman  and  superintendent  regarding  the  use  of  salt. 

In  a  few  hours  his  entire  line  was  in  bad  shape  from  burnt-out 
plows.  The  superintendent  denied  using  much  salt  and  the  re- 
ceiver, in  whose  hands  the  road  was,  severely  criticized  our  elec- 
trical department  for  furnishing  his  road  with  poor  plows.  Investi- 
gation showed,  however,  that  considerable  salt  had  been  used,  which 
doubtless  caused  all  the  trouble.  On  overhead  trolley  lines  salt  does 
not  cause  such  immediate  damage,  but  I  think  many  motors  which 
show  defects  a  few  days  after  a  snowstorm  have  been  injured  by 
salt  water. 

For  cleaning  the  conduit  we  use  a  rubber  scraper  similar  in  sec- 
tion to  the  conduit  suspended  from  a  small  Bat  car  drawn  usually 
by  horses,  though  sometimes  hitched  behind  a  car.  At  all  switches 
the  conduit  is  much  smaller  than  on  straight  track  and  a  scraper  has 
to  be  used  that  will  pass  them.  It  will,  therefore,  not  remove  all 
snow  from  the  conduit,  but  keep  it  sufficiently  clear  to  allow  pass- 
age of  plows  and  leave  the  conductor  bars  clean.  From  the  con- 
duit the  snow  is  scraped  into  manholes  situated  from  one  to  two 
hundred  feet  apart.  These  drain  into  sewer-,  but  after  little  more 
than  six  inches  of  snow  has  fallen  they  have  to  be  cleaned  out.  With 
the  beginning  of  freezing  weather  we  put  a  layer  of  salt  in  the  bot- 
tom of  the  conduit  and  keep  it  thus  salted  all  winter.  This  pre- 
vents the  forming  of  hard  ice  and  enables  us  to  keep  the  conduit 
clean.  We  have  always  used  mined  salt  when  we  could  get  it  and 
consider  it  the  best  for  our  purpose. 

To  strictly  comply  with  the  statute  which  provides  that  street 
railway  companies  shall  remove  all  snow  that  falls  on  its  track, 
between  its  tracks  and  two  feet  outside  it  would  be  necessary  to 
stop  operation  of  cars  as  soon  as  it  began  to  snow,  fence  in  the 
area  and  stop  all  trespassing  or  else  have  some  method  of  marking 
each  flake  for  identification. 

In  Manhattan  the  street  railways  have  always  removed  more  or 
less  of  the  snow  from  the  streets,  but  until  1896  there  was  no  sys- 
tem about  it.  That  year  an  agreement  was  made  with  the  street 
cleaning  commissioner  whereby  the  street  railway  companies  were 
to  remove  all  snow  and  ice  from  tin  entire  area  of  certain  streets 
or  parts  of  streets,  such  area  being  as  nearly  equal  as  might  be  to  the 
area  they  should  clean  under  the  statute,  tin'  street  cleaning  com- 
missioner agreeing  to  remove  the  snow  from  all  other  streets  hav- 
ing tracks  upon  them  as  promptly  as  possible.  This  arrangement 
has  proved  of  great  benefit  to  the  public,  to  the  commissioner  of 
street  cleaning  and  to  the  railway  companies, 

Previous  to  this  arrangement  little  attention  was  paid  by  the 
commissioners  to  railway  streets,  li  was  therefore  necessary  to 
run  I'    1  11     doubled  up.  that   is,   four  horses  ami  two  drivers  to 

ti  It  car,  electric  ami  cable  cars  were  badly  blocked  by  trucks,  pas- 
sengers could  1101  gel  on  01  oil  ihr  cars  without  getting  over  their 
ankles  in  slush  and  snow  machines  wen  kepi  running  until  the  snow 

melted  or  wore  away.      These lition     often   lasted   more  than  a 

week,  whereas  it  is  rare  for  us  to  be  troubled  more  than  24  or  36 
hours  after  a  storm  1-  over.     In  former  day-  11  required  from  four  to 

five  hundred  bu  hell    ol     .ill   pet    mil    ol   track   pet    season.    Now 

1  allow  275  bushels  for  horse  car  lines  and  .115  foi  electric  and 
nearly  all   of   which   is   used   in   the  C lint. 

iin    prompt  removal  of  bjiow   enables  the  public  to  go  about  its 

business  ami  pleasures  with  comfort,  thus  adding   verj    materially 

to  our  traffic;  so  tin   expense  we  are  put  to  i-  about  made  up  In 

the  additional  receipts. 

Various    way     of   disposing   of   snow    have   been   suggested   and 

d,  but  though  the  method  may  seem  primitive,  we  have  found 

no  bettei    oni    than   hauling   it    by  carts  or  trucks   lo  the    water   f  n  nil 

and  dumping  it  overboard 

'Tim  island  of  Manhattan  ia  of  such  lhapc  thai  I  of  the  snow 

can  In  lit-  carted  vith  an  1  tragi  haul  ol  little  more  than  half  a 
mile. 

Melting  machines  havi    been  tried  .unl  wei 1  1  cperimentallj 

by  the  city  last  year,  but  they  an   not  practical  toi  out  conditions, 

A   few  years  ago  thi    lati    Colonel   Waring,  then  commissioner  of 

trti  t  cleaning,  thought   n   would  be  a  grand  thing  to  line  Bewei 

manholes  with  coila  ol    team  pipe,  then    hovel  thi     now  into  them 

when  it  would  melt  and  run  away.     We  con  tructed   loi    linn  a  man 


STREET  RAILWAY  REVIEW. 


[Vol.   Ml.  No.   ii. 


i  this  purpose  and  c;nr  it  a  trial  It  took  but  a  few  mo 
ments  to  fill  it  with  snow  bui  an  hour  "r  more  for  the  snow  to 
melt,     h  is  Hard  l  that  it  requires  14-'  units  of 

rting  snow   I 
times  and   doubtless   tin-   nirili.nl   would   be 
ditious  than  carts  and  trucks  if  there  were 

dumping   facilities   and   the    street    railway   companj    could 
,;ivi.  „|,  the  lufficient  time  to  allow  snow  cars 

he  work.    1  in  .mr  lini 
two  minute  me  and  five  o'clock  in    the 

moraine  and  even  then  they  run  on  from  five  to  ten  minutes 
uli-.  which  would  give  no  time  for  loading  and  handling  of  snow 
trams.     A   short   rime  ago   I   estimated   that   were   we   to  abandon 
the  running  of  cars  on  33d  street  between  Broadway  and  ti 
River,  about  one  and  a  half  miles,  between  one  and  five  in  the  morn 
mg,  giving  snow  cars  1  1  them,  it  would  require  foi 

a  1 -'in.  fall  with  two  trains  of  four  cars  each,  36  hours,  or  nine 
such  nights  to  clean  up  this  small  portion  of  the  city,  whereas  it 
is  done  with  carts  and  trucks  in  about  twenty  five  or  thirty  hours, 
and  as  these  work  both  night  and  day  tins  means  but  one  or  one  and 
a    half 

Conti  paid  bj   the  cubic  yard  of  snow    removed,  both 

by  the  city  and  the  railway  companies,  the  latter  using  their  own 
carts,  trucks  and  men  as  far  as  they  arc  able.  This  year,  however. 
the  city  is  to  endi  the  work  per  inch  of  snowfall.     Could 

done  it    would  prevent   much    fraud  that   is  sure  to  he  prac 
ticed   under   the  yai  ially    since   work  of  this   kind 

coming  hut  live  or  s,s  times  111  .1  I'.u   does  not  permit  the  main- 
of  a   proper  organization   of   foremen,   tallymen,   checkers, 
ticket  men.  etc.  the  city  being  obliged  often  10  use  ordinary  labor 
ers  lo  act  in  such  cap:.' 

The  shrinkage  of  snow  is  .1  variable,  however,  that  one  mak- 
ing a  contract  in  this  way  must  he  something  of  a  gambler.  The 
average  shrinkage  on  our  work  last  winter  seas  So  per  cent,  though 
the  heaviest  storm  gave  only  59  per  cent;  thai  is.  of  the  quantity  thai 
fell  on  the  area  of  streets  we  cleaned  we  removed  011  an  average  only 
20  per  cent,  whereas  in  the  larger  siorni  we  removed  41  per  cent. 
This  shrinkage  is  caused  by  the  packing,  wearing  away  by  vc- 
and  melting  of  the  snow  depending  on  the  humidity  and  tem- 
perature of  the  atmosphere  and  the  amount  of  .now  that  falls  :ii 
one   time. 

Last  winter  the  street  railway  companies  of  Manhattan  removed 
the  snow  and  ice  from  about  00  miles  of  streets  and  with  a  total 
snow  fall  of  30.16  inchev  hauled  about  117.1x10  cub.  yd.  of  snow. 
In  the  heaviest  storms,  which  occurred  February  [6th  to  20th,  there 
was  .1   fall  of  12.2  in.,  and  wi  681,727  cub.  yd.  at  a  cost  of 

about  30  cents  per  yard,  including  superintendence,  1  ti 


MASSACHUSETTS   NOTES. 


ADDITIONS  TO  RAILWAY  POWER  PLANT  AT 
PROVIDENCE. 


I  lie   Rhode    Island  &   Suburban    Railway   Co.   is  making  extensive 

additioi  lower  station  on  Eadj   St,   Pri    idenci       ["he  planl 

now     building     was    originally    designed     for    a     rated    capacity    of 

7,500   h.   p.,    but    recently    the   company    decided    to   largely    augment 

its   powei    equipment    and   contracted    with    Wi   tinghou  e.   Church, 

a     new     \  1  ,     vertical    cross-compound 

Corliss  engine  designed   for  a  maximum  1  6,600  h.  p.     The 

cylinder  dimensions  of  the  engine  are  4J  and  So  in.   diameter  with 

60   in.     The   engine   will    be   approximately   .(5    ft.    in 

height   and   will    he   dil  ected   to   a    2,500-kw.    Wcstinghouse 

direct    current     railway    generator,    mounted    between    the 

main    hearings    together    with    a    flywheel    -'4    ft.    in    diameter   and 

weighing    125    tons.      In    encouragement    of    the    proposed    legisla 

tion  upon  smoke  prevention  the  Rhode  Island  &  Suburban  Railway 

traded    with    Vv  e,    Church.    Kerr    &    Co.    for 

a    conn  incut    of    mechanical    draft    and    Roney    mechanical 

dels    which    the    new    station    will 
contain.      Provision    f'  ,,1    boiler    capacity    will 

he    made    by    the   addition    of    a    second    story    lo   the    boiler    house 
he  accomiii  deck  battel 


The   railroad   commissioner  naking 

hi   lour,   including   Chicago  and    Detroit,   lo  inVCStigatl 

railways  In  that  territory.     \t  the  gislature  the 

commi  ere  instructed  to  report  on  the  advisability  ol 

ur  brake-  and  fenders  and  equipping  sireel  rail 
■-  wilh  lifting  lack-  with  which  to  get  injured  persons  from 
he  wheels  in  cast  nt,  and  were  authorized  to  ■. 

-id     :  for  their  information. 

While    the    lifting-jacks    proposition    wa-    merely    an    . 

letting  down  the  legislator  who  wanted  all  cars  to  be  equipped  at 
cident  at   Pittsfield  has  brought  to  the  public  notice  the 

advantage    of    power    hraltcs,    which    it    is    proper    to   add.    thai    most 

of  il"    roads  have  recognized  and  already  so  equipped 

more  than  inured  upon  the  development  of 
long  distance  line-  wilh  other  feature-,  more  of  a   steam  road  nature 

h  further  advanced  in  the  middle  West,  and  as  the  1 

commission   is  having  more  power  delegated   to  it   011   these  matters 

yearly  by   the  Legislature,  it  has  determined  to  investigate    for  itself. 

Several   recent   hi  .eloped  the   fact   that   the  board  is 

.         1   lo  any   more   diagon.  highways   by 

railway   tracks  at    grades.      There  havi  -    where   the 

was  forced  to  admit  that  such  crossings  were  necessary  where 

it  has  taken  p  1  authorities  that  they  should 

order  the  compani  rate  their  cars  on  these  crossings  at   a 

low  rale  of  -peed,  aii  ordei   which  the  board  itself  cannot  g 

Hearings   on   approval   of   location-   nearly   always   develop   some- 
thing that   causes  an  adjournment   so  that   one  of  the  board's  in- 

1-  can  view    the  route  in  person.     So  common  has  this  become 

that  tin   board  has  practically  decided   to  have  an   inspector  look 

ground  in  all  cases  before  even  a  first   hearing  is  held. 
The  statistician  of  the  board   is  getting  in  readini         1   list  of  the 
railways   in   the  state   that   have  paid   ;  per  cent   dividend    for 
the  past  five  years.     Under  a  new  law    savings  bank-  are  allowed  to 
invest  in  the  bonds  of  companies  that  can  show    such  prosperity. 


PROPOSED  IMPROVEMENTS  AT  NEW 
ORLEANS. 


The   New   Orleans    Railway-    Co.    has  given    out    the   general   plan 
of  11-  proposed  change  io  a  i'our-barn  system.    Superintendent  Black 

of  the  const  1  Ul  til  in  dl  pail  11  lent  i-  working  out  the  detail 

improvements  will  cost  about  $1,000,000.  and  it  will  require 
10  complete  the  work.  The  Carrollton,  Arabella.  Canal  and  Roland 
barns  will  be  enlarged  for  the  concentration  of  the  equipment  and 
inside  work.  The  Carrollton  barn  will  be  enlarged  and  fixed  over 
for  the  headquarters  of  the  Carrollton  equipment,  which  is  of  differ- 
ent gage  from  the  other  lines,  being  4  ft.  X' ..  in.,  whereas  the  other 
load-  are  5  ft.  -'  ill.  The  buildings  of  the  Canal  ham  will  cover 
four  large  blocks  of  ground,  containing  modern  shops,  where  the 
company  will  he  able  not  only  to  rebuild  its  ,,1,1  ears  but  can  con- 
struct new  "He-  al-o.  Idle  Arabella  barn  will  be  increased  so  as  to 
cover  two  blocks  instead  of  one  as  ai  present  I  be  Poland  barn 
will  be  largely  increased  and  will  contain  wash-houses,  repail 
and    lai  ge    ihi  ds. 


THROUGH  CARS  OVER   EADS   BRIDGE,  ST. 
LOUIS. 


line  of   the    Doylestov  .*.    Easton    Railway   Co.  has 

■  ill.-  and  ear-  are  running  on  a  regular 
schedule. 


An  ordinance   was   passed   by   the    East    St.   Louis   City   Council 

October  -'Sib.   giving  the    East    St.    Louis  &    Suburban    Railway   Co. 

permission  to  connect  its  tracks  to  the  Eads  Bridge  line.     For  tins 

mi    the    railwav    company    will    make    a    through    rate    of    to 

cuiis  from  any  part  of  East   St.  Louis  t,,  Third  St.  and  Washing- 

.  St.  Louis.     I  be  tickets  -"Id  for  this  ride  will  1"    somewhal 

like    the    ordinary    transfer    ticket.       The    time    of    its    issue    will    be 

punched   on   it    and    the   tickets   will   be   dated   so   the   purchaser   will 

ior  a  contint  OU     ridi       The  fare  for  a  single 

the    Lads    Bridge    is   at    present    to   cents   and    this    will 

remain    the   same,  the   reduction   in  the   fare   applying   only   t"   thosi 

who  usi    thi    East  Si    Louis  street  car  Inn-  in  connection  with  the 

line. 


Nov.    20,    1902.] 


STREET   RAILWAY   REVIEW. 


841 


SLOW  SPEED  GENERATING  UNITS  AT 
LOUISVILLE.   KY. 


What   is  probably   the   slowest   speed  generating  unit   ever  built 

for   electric    railway    work   has   been   operating   in   the   main   power 
of  the  Louisville  Railway  Co.  -nice  February  of  the  present 
year.      The    management    of    this    company    has    for 
strongly  favored  the  tendency  toward  larger  direct  connected  units 
that    has    been    so   manifest    in    all    later    day    railway    power    house 
designs,  but  it  has  also  urged  that  not  only  the  si/e  be  increased 
but   that   the   speed   of   running   be   decreased,   thereby    reducing    the 
peripheral   speed   of   fly   wheels   and   minimizing    wear   and   tear   on 
moving  parts.     Accordingly  in   [898  the  company  contracted    I 
installed    a    1050-kw.    unit    built    to    run    at 
75    r.    p.    m.     The   unit    comprised   a    1050- 
kw.  ■  tieral     Electric    generator, 
direct     connected    to    a    -\500-h.    p.    vertical 
•     compound     Reynolds-Corliss    engine 
having  cylinders  40  and  78x48  in. 

This    unit    gave    such    good    results    that 
the  company   determined   to   carry   thi 
a  degree  further,  and   requested  the  build- 
ers   p,    design    and    construct    a    1050-kw. 
unit  to  run  at  60  r.  p.  in.      The  E.   I'.    Mlis 
Co.    and    the    General    Electric    Co. 
traded  to  do  this   and   the   unit   illustrated 
herewith   was   installed  and   placed   in  com 
mission  in   February  ear.     It   has 

been  running  continually  since  that  time. 
at  a  speed  of  no  r.  p.  in.,  and  the  results  are 
stated    to    be    entirely    satisfactory. 

The  engine  i-  a  2.500-h.  p.   vertical   1 
compound  condensing  engine  of  the   Rey- 
nolds-Corliss   type   with    cylinders    40   and 
■    in.,    taking    steam   at    150    lb.      The 
cylinders  are  made  with  the  exhaust  1 
ber    separated    by    an    air    space    from    the 
cylinder    barrel    in    order    to    reduce 
densation.     The  valves  are  in  the  cylinder 
heads,    and     the    engine    is    provided     with 
Reynolds-Corliss   automatic   valve   gear;    a 
!    weighted    governor     controls     both 
the    high    and    the    low    pressure    cylinders 
and  a    saf<  prw  ided 

the  engine  riming  away   in   case   tin 
ernor  belt  should  break. 

The  main  journal-  are  jX  in.   in 
and   48   in.   long.     The    in  bear- 

ings are  of  the  ball  and  socket  type,  hav- 
ing the  lower  bearing  -lull  rounded  to  tit 
suitable  reci ;  the  bed  block. 

The    pi-'  made    of    cast     iron 

heavily  ribbed  inside  and  have  follower 
bull   and   packing   ring-.      The   piston 

ucted   that   the   ring-   may    tx     in  peel 
ithout   removing  the  pi-ton 
from   the  cylinder  or   taking  it   from   piston 

to  galleriei  but  to  lug  des  of  the 

cylinder-.     The   throttli 

|iill   is    nxll    in.   and    1-   fitted    into   t! 
ind  b'ld  m  plai  1    b]   a  heavy   iti  •  1   nul     -  that   it 
mantling  the  engine.     The  crank   shaft 
n.  and  the  balance  wheel  24  ft.  m  dii tier.    The  latter  weighs 

.    and    1      in. id. 

111. 
pi  n    Ik  anh    Heel    w ith    solid    cro 
end   and   l«.'  tank   end,   and   the   cross     haft    for   1 1 .  ■ 

li  r  bearings.     I  1  ■  cro 

und  the 
1    tank    to  led    Ibe 

,r|   feed  put 

ored  at  thi    uppi 

ed     and     li' 


bored  at  one  setting  insuring  perfect  alignment  I  he  bored  slide 
reduces  the  chance-  of  hot  journals  bj  allowing  the  crosshead  to 
travel  in  am  path  required  by  the  crank  pin  should  the  engine  get 
out  of  level  through  settling  of  foundations.  The  inside  of  slide 
and  frame  has  a  sheet  iron  casing  to  keep  oil  from  the  generator 
and  wheel.      I  lie  galleries  and  stairways  around  the  engine  are  made 

of  checkered  cast  iron  plates  supported  by  brackets  attached  to  the 
engine  and  are  provided  with  brass  hand  rail  supported  bj  iron 
stanchions.  The  lower  galleries  as  well  as  the  cylinder  galleries 
connected  giving  ready  access  from  one  gallery  to  the  other. 
The  generator  is  a  [650  kw.  26  pole  engine  type  machine  built  by 
the  General   Electric  Co.     The  company   guarantees  this  generator 

to   deliver   .i.ooo   .unpen-   al    550  volts   continuously,   and   also   50   per 


1     \Nh  DYNAMO  ROOM     LOUISVILLE  RAILWAY  1  '<>. 


ccnl   overl I   for  5  hour-   withoul    sparking   al    the   bru  hi      and 

in' Ho  '    guai antei      that    then      hall    nol    be   a   rise   in   temperature 

thi      hi  rounding    atmi  ispl Iin|     |0  deg     ( '.   on    the 

mpi  1 1   load  and  (5  deg.  ( '..  on  thi     0  j nl  overload  ;  11  also 

guai ei      i»i  cent  overload  for  Bhorl  periods  withoul   irj 

uriou      pari  ing  al  1  hi   brushes.     I  he  bi  u  he 

"  moil       10". 11. 'IV      loan     in,     load     I"      ,"    | I      ,.  ■  ,  I  I., ad     vvlllloiil 

bli     pai  1  in ive  burning  or  blai  1 g  ol   the  

I  he  'In  d  dab 1I1 11  iii approxi 

'    11  n 1   ■  a  1    and   poll    1 an    of  cast 

ole  faci     bolted  to  thi   pole  1 ;  wi  ighi  ol 

■  ighl  "i   magni  <   vol  e  and 

ht  ol    ratoi   pi 6,000 

II..;  wire  on    bunt  field,  No.  6  B.  W.  G  .  diametei  oi  1 ature,   104 

Ith  "i  armatun  ,  1  in     1 1  at  matun 

■    l(  ngth   "i   ■  onninii  1  0  in.;   allowable    weat    on 


84: 


STREE1    R  \ll.\\  AY   REN  [EW. 


\ll.  No    ll. 


commutator,  .'  in.;  number  oi  brushes  per  stud,  i-';  Bropen 
sq.  iii.  cf  contact, 

l  bc  ,,,,,,,  al  full  load  ii  >/'  pei  cenl 

PS-S  per  cenl  and  hi  !     load  95.0  pei  cent, 

ttisfactorily  with  the  500-kw.  and   1650-kw. 
generat  ''"'>  '"stalled  ;,t  ''"s  rt*tioa     ' '"'  rircuil  b 

en  pulled  .11  100  pei  cenl  overload  without  flashing  "r  injury 
to  tlie  machine. 

1  he  shaft  1-  1-'  ia  in  "i"'"  hearth 

Bteeli  hollo*  '"'  the  unil  rests  on  a  foundation  ol 

vitrified  extra  li.nr.l  brick.     Hie  brick  foundation  is  25x39  ft  xij  ft 
deep,  and  1,  iib-basc  which  in  turn  rests  on  .1  bed  of  hard 

gravel  and  sand,     ["he  sub  base  consists  of  a  layei  ol 
which   were  placed  old  50-lb.    I    rails  laid  in   rows  -nli-  by   side 


PERFECT    TRACK. 


SLOW  SPEED  GENERATOR    LOUISVILLE  RAILWAY  CO 

spaced  6  in.  apan.     Next  a  leveling  course  of  concrete   was  laid 

between   and  on  top   of  the  Tails.      On   this   was   placed   a   layer   ol 

raiU  laid  at  right  angles  to  Brsl   layer.     This  was  also  filled  with 

ind   a   third   layer  of  rails  laid  at   right  angles  to  second 

On  top  of  all   was  laid  about   2   ft  of  Louisville  concrete 

cement  making  a  total  depth  of  the  sub-base  40  in.     The  sub-base 

1-  3  ft  beyond  the  brick  foundation  on  all  -.ides. 

IMPROVEMENTS  AT  MONTGOMERY,  ALA. 


1  he    Montgomery    Street    Ry.    was    recently    purchased    by    Mr. 

Richard  Tillis  and  is  being  grc.ul>   improved.     Since  acquiring   the 
property   Mr.  Tillis  has  expended  aboul  $100,000  in  improving  and 

1  ucting  the  entire  20  miles   of   road   which   the   system   in- 
cludes    New  ties  have  been  placed  and  70-lb.    I    rails,  made  by  the 
steel  Co.  in  60-ft  lengths,  have  been   laid  on  aboul    four 
miles  "f  the  road  outsidi   ol  thi  paved  district.     Ten  new  convertible 
cars  have   been   added   to   thi  and    new    wheels  are   being 

placed  "ii  all  of  the  old  rolling     tocl 

Merchant's  Light  &  Power  Co.  has  been  recently  incorpo 
in    Manama  with  tock  of  $100,000,  and  the  wholi 

tlbscribed  bj  local  people.  A  large  interest  in  the  new 
company  has  been  taken  by  Mr.  Tillis  and  the  purpose  of  the  new 
company  is  to  furnish  light  in  the  business  portion  of  the  city  and 
power  f"r  the  cars  of  the  Montgomery  Street  Ry,  The  plain  is  to 
have  a  capacity  of  1.500  h.  p.  and  will  occupy  half  a  block  in  the 
heart  of  the  city.  Il  is  expected  I"  be  ready  for  Operation  by 
Feb.  1.  1003. 

*  » > 

The    Montreal     (Quc.1     Street    Railway    Co.    will    hereafter    run 
freight  cars  over  its  lines  between   I   a.   m.  and  4  a.  m. 


At  the  regular  monthly  meeting  "f  the  New  \'.,rk  Railroad  1 
held  in  New  \ . .1  k  Citj  "ii  the  evening  of  September  18th,  thi 

was  "1  he  '  onstruction  of  Pa  fi  Mi    J    I 

Brackenridge,  chief  engineer   Brooklyn  Rapid  Transit   System,  bad 

ed  i"  "pen  the  discussion,  and  said  in  pari 

\  perfect   track  is  "tie  tint   will  always  keep  it-  alignment  and 

and  never  wear  cmi.     Unfortunately  I  cannot  tell  yu  how 

laid  "iic  or  till  you  where  you  can  find  out     1  will  confine  my 

efore,  contrary  i"  the  title  of  this  paper,  to  thai 

k  which,  in  my  experince,  1-  the  best  track. 

1  lie     track    construction    replaced    b]  the 

stringer  construction;  this  was  adequate  for  the  light  hot 

in  use  in  former  days  and  foi  lerate  speeds.   With 

ih,  advent  of  the  electric  car  came  successively 
heavier  stringer  construction,  the  "butterfly"  Ik>\ 
n  girder  on  chairs,  anil  others  with  innu- 
merable st]  it  construction,  until  with  the 
\cry  heavy  equipment  ami  high  -pied-  of  the  pi 
enl  tune  the  0  in.  girdei  now  so  extensively  used 
was  adopted  for  citj  use.  Large  sums  of  mone) 
have  Ken  wa-ted  upon  poor  designs  "f  rail,  of  spe 
cial  work,  ami  mi  i>. -■  t  installation.     The  conditions 

existing  upon  Our  city  streets  are  distinct  from  -team 
railway  practice.  The  track  once  laid  should  last 
the    lib    Of    the    rail    head    W  ithoul  1  bis    is 

important,  as  the  COS!  "I  track  work  1-  largely  that 
necessitated   by   disturbance   of  pavement. 

The   secret   of   securing   the  best    results  i-  due  in 
than  half  I"  the  care  and  skill  in  laying.     In  prepar- 
ing the  roadbed  t"  receive  the  lies,  care  should 
taken  in  excavate  a-  little  a-  possible  below  the  I'm 
ished  grade  line  of  the  bottom  "f  the  tie.    When  the 
holes   are   dug    carelessly,   some   being    deeper    than 
"thers,  it  1-  impossible  i"  tamp  up  the  track  in  such 
a   manner    that    it    will    retain   a    perfect    surface   and 
line.      After  the  tie  holes  have  been  dug  and  ties  laid. 

the  rails  should  be  distributed,  then  driven  up  tight 
t,i  the  abutting  rail  spiked  in"  allowance  being  made 
for  expansion).  The  end  "f  the  rails  being  in  close 
tact,  the  friction  between  the  faces  ,,f  (he  ends 
will  help  support  the  joint,  prevent  working,  and 
the  consequent  loosening  "f  the  electric  bonds, 
liteniug  up  the  joints,  the  rail  end-  should  be  in  surface  and 

line.  Ibis  latter  is  a  matter  that  track  foremen  are  very  apt  I"  bl 
earehs-  about,  and  when  tin-  1-  the  case  a  kink  will  result  which 
11  1-  difficult  t"  get  out.  The  rail  is  then  buried  within  the  pave 
nieiil  which  re-train-  movement  of  the  rail  laterally  and  protects 
11   from  sudden  temperature  variations. 

When  the  track  is  laid  with  T-rail  without   pavil 
lined,    it    should   be   filled   in   to   within   about    i'j    in.    "f   the   lop  of 
head  of  rail  and  t"  a  distance  of  aboul  30  in.  outsit  gi    line. 

This  method  of  covering  the  ties  prolongs  their  life,  and  furnishes 
lateral  SUpOrl  fur  the  tracks.  Should  the  rail  buckle  "r  get  out  of 
line,  tine  t"  expansion,  it  can  be  remedied  by  taking  off  a  joint  at  the 
placi  affected,  and  putting  in  a  trailing-poinl  split  switch;  this. 
however,  we  find  is  rarel)  necessary  if  the  track  is  properly  lined 
and  surfaced  in  the  first  place.  Apropos  of  tin-  iu-t  a  suggestion 
for  strain  railroad  work — when  the  rail-  and  ties  an-  left  expi 
the  rail-  are  apt  to  creep,  especiall}    on   gradi  iking  il  dif- 

ficult lo  keep  crossings  with  other  tracks  in  line,  particularly  so  if 
the  crossing  be  al  righl  angles.  Ibis  difficulty  can  be  overcome  and 
the  crossing  maintained  in  perfect  line  by  putting  in  switch  points 
on  either  side  to  take  e.n,  . . t  the  movement  of  abutting  rails.  This 
is  a  simple  method  and  will  double  the  life  of  a  crossing  at  points 
where  there  is  much  movement  of  the  connecting  track. 

The  most  expensive  as  well  as  vexatious  question  in  track  work 
is  that  of  maintaining  joints,  especially  in  paved  Streets.  In  de- 
signing a  fishplate,  advantage  should  be  taken  of  every  square  inch 
of  bearing  area  that  a  rail  affords  for  a  distance  of  10  in.  from  its 
end.  It  stands  to  reason  that  a  rail  can  be  belter  supported  by- 
using  the  50  or  60  sq.  111.  of  bearing  area  offered  by  the  base  of  the 
rail  than  by  the  angular  bearing  obtained  by  most  fishplates  under 
the   rail   bead   and   on   the   flange  of  the  rail. 


Nov.  x>,  1902.] 


STREET  RAILWAY   REVIEW. 


S43 


In   street    railroad   construction,    where   the   best   pavements   are 

used,  sucli  as  granite  block,  brick  or  asphalt  on  .1  concrete  founda- 
tion, as  1  said  before,  the  paving  costs  more  than  the  actual  track 
work.  It  is,  therefore,  of  first  importance  ttiai  the  track,  once  laid, 
and  paved  up.  should  not  be  disturbed  until  such  time  ;i-  the  rail  is 
worn  out.  This  would  not  be  difficult  were  it  not  for  the  ioints, 
which,  with  the  ordinary  fish-plates,  give  waj   I1  tUj  l>e  rail  is 

half  worn.  1  have  found  that  by  using  a  sole  plate  similar  to  the  old 
stringer  joint  plate  in  connection  with  the  regular  fish-plates  Or 
above-mentioned  ioints.  placing  ties  5  in.  between  faces  at  the  joints 
(making  a  suspended  joint),  and  driving  the  rails  up  ether, 

lightening  the  joints,  then  paving  the  street  with  a-  tight  longitud- 
inal joint-  between  tin-  -tones  a-  possible  from  the  head  of  the  rail 
,rd  the  curb,  being  careful  to  see  that  the  -tone  next  the  rail 
is  tilted  up  close  to  it  in  order  to  prevent  the  rail  from  getting  out 
of  line  (due  to  expansion) — on  such  irack  there  will  he  no  neces- 
sity for  repairs  until  the  head  of  the  rail  is  worn  out.  I  am  a 
believer  in  wooden  tie  construction,  having  used  the  longitudinal 
concrete  beam  with  steel  tie  roils  and  found  that  the  rigid  founda- 
tion shortened  the  life  of  the  rail  more  than  25  per  cent. 

if  the  difficulties  I  have  found  with  the  o  111.  girder-rail 
track  under  heavy  traffic  was  that  it  always  became  wide  gage,  no 
matter  how  carefully  the  track  was  laid.  After  giving  this  subject 
considerable  thought.  I  came  to  the  conclusion  that  tlii-  was  dui 
the  fact  of  the  web  being  in  a  perpendicular  line  with  the  gagi 
which  threw  the  weight  outside  the  center  of  gravity,  resulting  in 
the  tipping  out  of  the  rail,  and  the  consequent  widening  of  the  gage 
of  the  track.  This  difficulty  I  overcame  by  designing  two  rail  sec- 
tions, known  as  the  standard  Brooklyn  Heights  1\.  R.  section,  which 
tram  rail,  and   .  rail  on   the  same  principle.     In  these 

■in-  the  weh  wa-  moved  back  from  lln  gage  line  about  '  .■  in. 
and  no  more  difficulty  was  experienced.  The  design  of  the  groove 
rail  is  such  that  the  flange  of  the  wheel  force-  the  dirt  over  iln  lip 
of  the  rail  and  insures  a  good  contact  between  the  head  of  the  rail 
and  tread  of  the  wheel.  In  oilier  type-  of  grooved  rail  there  1-  a 
tendency  for  the  flange  to  pack  the  dirt  in  the  bottom  "I  lln  groove, 
thereby  lifting  the  tread  of  the  wheel  off  the  head  of  the  rail,  mak- 
ing poor  contact  and  causing  a  greatly  increased  power  consump- 
tion. 

In  closing  I  realize  that  the  discussion  maj  deal  largely  with  the 
wisdom  of  laying  the  track  with  tight  joints,  but  my  experience  has 
lieen  that,  even  where  the  joints  are  left  open,  it  was  found  that  the 
friction  between  the  plate  and  the  rail  was  greal  enough  i^  prevent 
the  expansion  from  closing  up  the  joint. 

the  reading  of  the  paper  by  Mr.  Rrackcnridgc.  Mr.  R.    I  run 
hie  of  the  Pennsylva        I  West  of  Pittsburg,  presented  a  paper 

dealing  with  the  subject  of  track  construction  for  -team  railroad: 

President  Yrecland  of  the  club  then  called  fot  general  disci 

Mr.  W.  I'.oardman  Reed,  engineer  mail  Metropoli- 

tan Street   Ry.,  of  Xew    York,   -aid  in  part: 

The  ruction,  whether  perfect   01    otherwise 

nearly   every  department  of  all   railm 
and  though  it  ha-  been  written  about,  talked  about  ami  discussea 
for   many   year-,    i-    worthy   of   more   thought.    Especially    1      tin 
sini  increase  it  1  all  rolling  -tuck  and  speed  of 

train-  demand-  a  much  better  structure  than  was  required 

Then   again,   tin-   introduction   of   • 
interurban  and   suburban  emands  a   far  better  track   tl 

had  been  used  for  horse  car  and  also,  owing  to  difference  in  appli- 

nstruction  for  a 
perfect  track  tl  1  railroad.      I  lie  point  forth 

e  ol   provoking  than  imparting 

informs 

ol    Perfect 

onstitute  a 

pen  definition   given    by    Mi.    Brackenridge   hardly 

1  1 
foi 

0l\  ing  .11  nature 

II  p  in     ol  i  hi 

1   pound  or   h.in 

therefore,  I  believe,  no  necessity  for  a  flexible  roadbed;  I  consider  a 

rigid    roadbed   by    far  the  b.    •       I     p. . 

mparted  to 
no  ibli   to  11 

"  k   is  ai   neatly 


,-  po  sible  and  the  repairs  to  am  first  class  pavement  along- 
side of  a  flexible  track  will  exceed  the  extra  expense  of  rail  re- 
newal-, if  there  1-  anj  such  extra  expense,  which  1  doubt. 

In  Manhattan  Tl  electric  tracks  built  since  1898  by  the  Metro 
politan  Street  Railway  Co.  are  constructed  on  a  perfectly  rigid 
foundation.  Ill  lieu  of  ties  cast-iron  yokes,  bedded  in  concrete.  5  ft. 
between  centers,  are  used,  so  that  with  a  o-in.  107-lb.  rail,  and  [2- 
h.ile,  36-in.  joint  plate-  there  i-  bill  little  or  no  give  lo  the  structure 
even  with  the  heaviest  cars.  This  same  result  can  be  obtained  on 
the  ordinary   trolley   roads  by   laying   a   good   concrete    foundation 

under  and  around  the  tie-  or  laying  the  rail-  on  a  concrete  h.-am  of 

sufficient  •<<■ :tion.     I"  be  sure,  at  crossings,  -witches  and  frogs 

there  1-  always  a  pound  and  consequently  excessive  wear,  but  that 
this  is  increased  by  having  a  solid  foundation  1  doubt. 

On  steam  railroads,  where-  the  power  applied  to  the  locomotive 
drivers  is  conveyed  by  reciprocating  part-,  no  matter  how  much  care 
1-  used  iii  balancing,  there  1-  always  a  hammer  blow  -truck  with 
each  revolution  of  each  driving  wheel.  The  experiment  of  laying  a 
enpper  woe  mi  the  head  of  a  rail  is  old.  but  it  illustrates  the  effect 
of  these  hammer  blows  perfectly.  With  a  solid  foundation,  there- 
fore, f"i-  -team  railroad-  there  would  not  only  be  excessive  wear 
on  the  track  structure,  but  upon  the  locomotives  as.  well,  so  thai  a 
flexible  track  i-  desirable;  1  believe  for  this  reason  joint  plates 
Should  not  1»  tOO  long  and  should  be  SUported  and  lilted  as  well 
a-  possible  to  the  rail.  SO  a-  lo  prevent  any  lateral  motion,  and  to 
prevent  the  drop  of  the  drop  rail.  Irack  for  steam  railroad  has  been 
laid  experimental!}  mi  concrete  foundation,  but  did  not  prove  ■ 
success,  for  the  concrete  wa-  imi  sufficiently  elastic  to  withstand 
the  pounding  of  locomotives. 

The  joint  ha-  always  been  (he  weakest  part  of  any  Irack.  whether 
,m  a  steam  or  electric  road;  the  36-in.  I2-hole  joint  SO  generally 
used  on  o-in.  girder  rail-  for  electric  railway-  i-  strong  enough  and 
should  never  break,  yel  il  will  not  hold  up  the  rails  during  the" 
life.  The  lb. -on  ..f  supporting  the  rail  at  the  base  a-  well  as  the 
bead  by  the  joint  plate  is,  like  many  others,  better  than  the  prac- 
tice owing  i"  the  variation,  -light  a-  ii  may  be,  in  the  height  of 
adjacent  rails.  Welding,  whether  cast  iron  or  electric,  makes  as 
11. -.uT  a  perfect  joint  as  can  be  bad.  but  it  is  not  suitable  for  rails 
e.xpo-e.l  10  great  changes  of  temperature,  and  even  on  rail-  buried 
by  pavement  it  has  it-  drawback.  The  necessary  healing  of  the  rail- 
1  ml-  makes  them  brittle,  50  thai  cither  rails  or  joints  will  break  in 
,,,1,'  weathei  01  track  will  get  nut  of  cither  line  or  surface,  and  is 
likely  lo  play  havoc  with  intersecting  lines.  Could  ends  of  rail-  be 
machined  and  joint  plates  of  almost  anj  ol  lln  existing  types  be 
1  liincd  to  til  them  a  perfect  joint  could  perhaps  he  obtained  and 
joint-  would  hold  up  during  the  life  of  the  rails,  thus  lessening 
materially  the   worry   and    labot      of   all    I  rat  kina-lcrs. 

Mr.  J.  V.   I>avic-  drew  attention  in  the  facl   that   the  conditions 

of    loading   and    Operating    rolling    Stock    on    electric    railways    are    so 

different  from  steam  railroad  conditions  that  track  built  for  electric 
railway  purposes  would  not  be  suitable  for  steam  road-.  IK-  also 
thought  that  the  maintenance  and  keeping  up  of  track  i-  reallj  ol 
far  greater  importance  than  even  the  original  construction,  for.  an 
original   construction   could   1«-  imagined   that    would   In-  almost,   if 

imi   altogether,   perfect,  but   it  would  be  difficult   to  1 ceive,   from 

our  present  point  of  view,  of  a  way  in  maintain  track  in  perfect  con 
dition. 

Mr.  I  lavies  said  iii  conclusion  : 

In  ibi-  matter  of  irack  construction  there  is  another  ami  new 
feature  which  1  becoming  of  considerable  importance  in  this  and 
oilur  large  eiiie-  In  connection  with  subway  construction,  In  the 
Rapid  Transit  Subway  there  was  originally  adopted  a  concrete  con 

k,  in  which  in     and  mil     would  be  imbedded   solid 

in  a ti  bed.     ["here  are   lome    amples  of  this  track  on  the  Long 

1  land  Railroad  in  thi   neighbor! 1  of  Jamaica,  I-  [.,  which  were 

pui  down    0 1 go  foi   1    perimental  purpo  1    .  but,   I   under 

id,  'I"    Rapid  Trail  il   ii  in   ha     di  finiti  Ij    iband :d  the 

ol    -  --in  nl.     Hack    and    illtl  ml      in    substitute 

therefoi  a  balla  ted  ii.nl-  with  an linglj   thin  quantity  of  bal 

la  t  beneath  the  tii       ii    that  thi  balla  ted  trai  k  foi  thi 

without  doubt  iin  1.-  n-  1  in-  -  i  1  lueiion  for  the  heavy 

ami  ii 1 load    placed  tij it,  principally  on  account  of  the 

ability  to    urface  ami  maintain  it      Thi    con  tructi I   ii  tck  on 

thai    in  in-    1     imp"    ibli-  I.,  maintain   in 

il  tioti   iftei    1  -■ 1    mil  "i    hapi  .  but  II  I  1  quite 

a  qi  .  thing   -.v  Im  li  .  .hi  Im  designed  which 


844 


STREET  RAILWAY  REVIEW. 


[Voi    xii.  Mo.  ii. 


can  be  better  and  more  advantageous  than  the  ballasted  trade,  undei 
the  special  and  particular  conditions  of  *  1  > i  —  service. 
I  In'  president  then  called  on  Mr.  W  I..  Derr,  who  ip 

I  will  not  w  the  subject  before  ui  from  other 

.•   point   of   vii  ■■■■  is   speed,   no   m 

whether  the  power  developing  it  i-  steam,  electricity  nr  other  kind 
of  |  the  structure  ovei  which  the  power  moves  a  body  is 

practically  the  same  for  all. 

I  In-  general  prii  railway  location  are  so  well  known  t'> 

those  who  mike  a  business  of  it — and  no  one  else  should  um 
take  it— a-  to  need  little  comment  lure.     It  is  a  ma  ireful 

attention  to  detail-,  a-  well  as  the  general  situation.  Many  matter-. 
not  engineering  but  commercial,  confront  the  locating  engineer  and 
cause   a   change  of   lii-   plan-..      .Naturally,   then,    rc-ulls   are   attained 

only  by  a  careful  attention  to  details. 

ni  must  begin  at  the  beginning  and  see 
that  the  location  of  the  line  i-  correct.  To  enumerate  all  the  details 
of  1'  out  of  the  question,  but  a  few  important  "don'ts"  apro 

pos  of  safety,  the  fir-t  consideration,  may  he  mentioned. 

Don'l   locate  cuttings  in  drift   formation,  in  or  upon  a  hill  si 

Don't  dam  the  Row  of  natural  drainage  water-  or  -now  drifts  by 
an  embankment 

Don'l  divert  a  stream  in  a  formation  >>t  porous  character. 

Don't,  in  loose  -oil-.  ailway  close  to  a  highway.     Even 

at  an  outlying  station  it  may -be  well  to  keep  some  di  tance  from  a 
highway.  If  the  railway  i-  above  the  highway  the  former  may  -lip 
■  ni  the  latter;  if  below,  highway  may  -lip  down  on  railway. 

Don'l  l"i. ite  stations  on  other  than  a  surface  of  natural  soil. 

Don't  fail  to  examine  closely  formation  on  both  sides  of  a  valley. 
Even  in  the  narrowest,  one  side  may  he  the  firmer. 

Don'l  fail  to  t'md  out  which  -ide  of  a  valley  receives  the  greatest 
amount  of  sunshine. 

I).. n't  fall  to  remember  that  the  side  of  a  mountain  to  leeward  of 
prevailing  wind    generally  receives  the  greatest   rainfall. 

Don't,  in  snowy  regions,  mile--  there  i-  some  very  goood  reason 
for  it.  locate  a  railway  on  the  ban  idi  of  a  valley,  hut  on  the  side 
that  has  trees. 

Don'l  locate  a  tunnel  under  the  low  point  or  pass  of  a  mountain. 
At  such  point,  the  rock  formation  has  probably  been  much  more 
disturbed  by  geological  action. 

Don't  approach  a  river  bridge  by  a  high  embankment 

The  drainage  of  a  roadbed  must  he  as  nearly  perfect  a-  possible 
if  perfect  trark  i-  to  he  maintained.  Too  much  attention  cannot  he 
given  to  this  detail.  Bear  in  mind  that  while  air.  frost,  vibration 
and    i  •_■    ma)    cause   your   earthwork   to   fail,    water    in    suf- 

ficient quantity  is  sure  to  do  so  and  is  the  greate-t  enemy  to  the 
stability  of  a  line.  Work  above  sub-grade  i-  almost  wholly  a  ques- 
tion of  detail-.  Ballast  of  the  best  obtainable  material  must  he  used: 
the  material  which  will  free  itself  of  water  quickly  i-  the  best,  and 
broken  -tone  will  do  tin-  better  than  any  other  material. 

The  foundation  for  the  rail-,  that  i-  the  lie-,  i-  the  next  con- 
sideration.  Wood  is,  anil  probably  will  for  a  long  time  he.  the 
principal  material  for  this  purpose.  Durable  timber  is  necessary  in 
ordir  to  reduce  cost  of  reconstruction.  It  may  be  safely  assumed 
that  for  each  renewal  the  unit  cost  of  timber  i-  considerably  greater. 
Wood  is  general!)  destroyed  by  two  kind-  of  rot;  common  rot  and 
dry  rot  Common  rot  i-  nothing  more  or  less  than  the  verj  -low 
burning  of  wood  by  atmospheric  action.  The  difference  between 
mbustion  and  the  effect  of  air  on  wood  is  the  relative 
Dr)  rot  -tart-  within  the  wood,  and  com. 
the  fibei  into  dry  dust;  its  cause  i    inherent  in  the  timber,  and  only 

fa  few  conditions  to  come  into  anion. 

I  o  i  i  of  timber,  more  method-  have  been  de- 

than  for  any  other  one  purpose.  To  drive  out  the  sap,  and 
prevent  air  from  entering  the  wood  is  the  requirement  necessar) 
for  it-  preservation.  I  wish  some  one  would  try  the  experiment  of 
driving  out  the  sap  and  coating  the  outside  of  the  tie  with  a  plat- 
ing of  lead.  Lead,  a-  yon  all  know,  i-  one  of  the  least  dc.-tructil.l. 
of  metals. 

Next  i-  the  rails— the  real  railway  a-  it  were.  One  of  the  many 
things  in  which  our  electric  railway  friends  are  to  be  congratulated 
is  the  use  i  I  rails  of  greater  depth  of  section.  Sleam  roads  are 
grade  ,,•  practice  and  will,  no  douht.  keep  doing 

so  until  they  get  a  mi  i   rail  than  now  used.     The  principal 


reason  for  deepening  the  rail,  i-  to  increase  it-  vertical  stiffness 

and  provide  room  for  a  Letter  joint  fastening,     lint  another  and 

quite  a-  important  reason  ma)  the  trans- 

eitc  crack-  developed  in  the  head  of  the  rail  by  the  loads 

-    are  better   re-i-ted  hy   a   tall   having   the   lea-t    ,1. 

observations  seem  to  indicate  thai  the  deterioration  of 

d  almost   if  DOI    wholly  to  the  upi  :   the 

head,  or  running    iid<    of  the  rail,  tin-  character  of  the  base  not 

changing    even    after    Ion.  t|u. 

detei  ■  i  incn  .  with  corresponding  loss 

of   toughness,   and    the   development   of   lran-v,i 

tii-t   hul  gradually  increasing  with  the  use  of  the  rail. 

The  rail  joint  come-  in  at  thi-  juncture  for  consideration.  The 
aim  in  designing  a  joint  i-  P.  make  n  a-  -tr..ng  a-  the  rail,  which 
n-  that  the  joint  must  withstand  the  action  of  a  passing  load 
the  same  a-  the  rail.  When  a  joint  settles  under  a  moving  load 
it  usually  move-  laterally  a-  well  a-  vertically  and,  therefore,  should 
he    :  ist    lateral  On    curve-,   joints   always    receive 

lateral  thrust  from  a  moving  load.  I  predict  that  ill  the  near 
future  rails  of  high-speed  line-  will  he  tied  laterally,  in  addition  to 
the  ordinary  fastening  to  the  cross  tie-;  this  can  he  accomplished 
only  with  the  use  of  a  deeper  rail. 

and  switches  which  are  weak  point-  at  best  must,  for 
safety,  he  of  the  best  material  and  workman-hip  anil,  if  possible, 
he  made  of  a  better  grade  of  Sled  than  the  ordinary  rail-.  Indeed. 
a   special  grade  of  material    for  these  article-  i  i  he  wear- 

ing part-  of  the  wine-  of  frogs  -hould  he  Strengthened  in  every 
possible  way.  It  goes  without  saying  that  perfect  track  will  he  fully- 
equipped  with  perfect  interlocking  device-  for  operating  the 
switches. 

But  after  the  structure  i-  completed  and  the  vary  best  rolling 
tock  placed  upon  it  the  whole  aim.  safety  and  comfort  at  high 
-peed,  will  he  defeated  mile--  it  i-  well  maintained.  Build  as  good 
a-  you  may.  with  the  best  wheels  and  truck-  known  lo  the 
mechanical  department;  build  track-  of  the  best  material;  hut  if 
vou  do  noi  keel)  good  gage,  line  and  surface,  the  who], 
naught. 

Mr.  M.  M.  Wood,  of  the  General  Electric  Co.,  -poke  on  the  sub- 
ject  ..t  I ling  of  electric  railway  track.     Mr.  Wood  -aid  in  part: 

I  would  like  to  refer  t,.  surface  contacts.  We  represent  here  (re- 
ferring to  a  -ketch  on  a  blackboard)  the  cross-section  of  a  rail  show- 
ing the  vveh — thi-  will  he  half  an  inch  in  thickness. generally  speaking. 
Inio  llii-  we  will  put  a  long  terminal  h.  ml  whose  terminal  we  will 
consider  a-  merely  a  common  copper  plug  or  rivet  placed  in  the 
weh.  I  will  undertake  to  say  that  05  per  cent  of  the  holes  drillled 
in  rails  for  the  purpose  of  inserting  bonds  are  left  in  state. 

You  drill  a  hole  through  a  piece  of  -teel  and  there  is  no  man  can 
sharpen  a  drill  hut  it  will  leave  a  little  line  running  down  through; 
.1-  you  drill  deeper  and  deeper  y..u  apparently  g,t  a  very  tine  thread 
in  the  hole.  A-  long  a-  the  surface  i-  hright  that  thread  is  a  good 
thing  to  have  in  there — it  is  better  than  if  you  reamed  the  hole  out 
-in... . ih.  because  you  have  an  anchorage;  hut  if  you  do  net  take 
adv. image  of  that  anchorage  11  1-  of  m,  account  whatever.  If  you 
smooth  that  hole  out  and  look  at  the  surface  through  a  micro-, 
— you  don't  have  to  in  general  practice,  you  can  -ee  it  with  your 
naked  eye— you  will  find  many  -mall  hole-  in  it  and  only  60  per  cent 
of  the  surface  is  left  for  contact,  the  other  40  per  cent  i-  made  up 
of  little  imperfections  in  the  steel  it-elf.  If  you  expand  a  piece  of 
metal,  no  matter  whether  it  is  Popper,  silver,  gold,  or  whatever  it 
is  in  there  for  1 1 1  e-  purpose  of  carrying  current  von  give  it  a  certain 
pressure  and  a  certain  angle,  you  are  supposed  to  expand  it  so  that 
the  metal  will  flow  into  those  imperfections  or  hole-  in  the  -teel 
surface  and  give  you  additional   surfaci 

But  this  is  the  result  that  you  actually  do  get  Winn  you  put  a 
-..lid  ping  in  a  hole  and  then  compress  'he  ends  together  through 
hydraulic  pressure,  hammer  blows  or  any  other  method,  and  hatter 
that  together,  as  soon  as  you  commence  to  drive  the  copper  down 
into  the  hole  it  expands  and  goes  into  these  imperfection-  or  -mall 
holes  in  the  steel;  not  satisfied,  however,  with  getting  a  little  ex- 
pansion so  that  the  metal  in  the  plug  creeps  out  into  these  small 
holes,  you  try  to  get  a  solid  connection  and  therefore  rain  the  plug 
down  111-t  a-  hard  a-  you  can.  When  y.,u  gel  11  .1.  -n  10  that  it  is 
riveted  in  there  or  eyeletted  you  have  carried  your  copper  longi- 
tudinally along  on  the  surface,  50  that  the  edge-  of  all  these  im- 
perfection-   into   which   the   copper   has   crept   have   sheared   off  the 


NOV.    20,    1002.] 


STREET  RAILWAY  REVIEW. 


S45 


metal  along  the  remaining  body  of  the  terminal.  We  have  made 
copper  in  steel,  starting  at  (we  will  say)  .1  thou- 
sand pounds'  pressure,  applying  a  certain  number  of  amperes  of 
current  and  then  noting  the  resistance;  increasing  the  pressure  and 
testing  again  we  have  invariably  found  that  a  certain  limited  pres- 
sure will  produce  the  best  results — but  as  that  pressure  is  exceeded 
the  roull-  are  less  and  less  satisfactory.  Try  the  experiment  in 
this  way:  Cut  one  hundred  threads  to  the  inch  through  the  web  of 
the  rail,  or  a  block  of  steel,  put  in  a  plug  of  copper  and  expand  it 
any  way  you  choose  so  that  the  copper  changes  in  position  a-  you 
drive  it  along.  Then  saw  the  block  open  and  you  will  find  that  the 
threads  still  remain  on  the  steel  and  are  not  on  the  rivet  — you  have 
an  intermediate  film  of  copper  which  oxidizes  and  increases  electric 
.nee. 

If  you  are  going  to  use  a  Bexibli  that  you  get  a  perfect 

union  between  your  cable  and  the  terminal  itself,  that  you  get  an 
expansion  of  your  terminal  directly  in  line  at  right  angles— do  not 
get  an  expansion  by  shoving  the  plug  through  a  hole  and 
then  expanding  it  and  shoving  it  a  little  further.  Keep  your  ter- 
minal as  near  the  same  length  when  you  get  through  as  when  you 
put  it  in.  and  expand  it  by  some  mean-;  there  are  several  schemes 
for  that  purpose.  If  with  the  bond  you  use  a  terminal  -even- 
eighths  of  an  inch  in  diameter,  drill  your  holes  with  soap  water — 
don't  use  oil.  it  is  nut  necessary;  have  your  drilling  done  right 
ahead  of  the  man  who  puts  in  the  bonds,  so  that  the  metal  will  be 
bright  and  clean  for  the  reception  of  the  terminal-;  don't  ream 
the  drilled  holes  out.  but  wipe  them  out  with  a  piece  of  clean  waste. 
When  you  drill  your  hole  through  the  plate  to  the  rail,  have  a  little- 
collar  made  with  a  cutting  edge  and  put  on  the  drill,  so  that  when 
the  hole  is  drillled  the  collar  will  face  off  any  burr  on  the  edge. 

We  are  indebted  to  the  Proceedings  of  the  New  York  Railroad 
Club  for  the  foregoing  transcriptions  of  the  remarks  before  the 
mber  meeting. 


REMOVING  PAINT  BY  SAND  BLAST. 


YORK     PA.      NOTES. 


Several  large  companies  have  recently  been  organized  for  build- 
ing power  plant-  an  the  Susquehanna  River  between  Havre  Dc 
Grace,  Md..  and  Wright-Mile,  and  it  is  stated  that  these  plants  arc 
being  built  in  connection  with  a  large  electric  railway  winch  i- 
to  operate  between  these  places  for  passenger,  freight  and  mail 
traffic,  also  for  the  equipment  of  the  old  Susquehanna  &  Tide  Water 
canal  for  running  freight  boats  by  electricity,  and  for  the  proposed 
Maryland  &  Pennsylvania  K.  K.,  which  is  to  operate  trains  by 
trolley  from  York  to  Delta,  a  distance  of  50  nub-.  It  1-  expected 
lubsequently  to  convert  the  -team  road  from  Delia  to  Bai 
into  an  electric  line.  Work  has  been  commenced  by  the  power 
plant  companies  and   survej  ig   made   for  the   building  of 

several  dam  Susquehanna  River.     Tl 

which   expe  leans  of  a   trolley 

employed  mechanical  and  ell  who  are  now 

d   upon  the  plans   for  hauling  thl  1    trolley 

'I  he  Maryland  &  Pennsylvania  R  K.  was  chartered  in  1856  and 

since  the  organization  of  the  York  Traction  Co.,  it-  pa  1 

fallen  off  considerably.     For  tin-  reason  n  i-  now  proposed  to  lib 
stitutc  electricity    for 


NEW  TERMINAL  COMPANY  IN  CINCINNATI. 


The   Traction    Terminal    '  innati.    ha-    been    org 

and  incorporated  by  inl  ed   with  the  Cincinnati   Trac 

ral  of  the  interurban  r  nng  in  Cincinnati. 

The   object   of  tb'  pan]    1-    lo   build  a   line   within   tl 

which  will  afford  entra  I  incinnati  for   itandard  gage  inter 

urlan   railr-  of   the   Cincinnati     I  1  being 

ft  in.  wider  than  the  itandard     None  of  tin 
road  h  upon,  but  the  plan  includi     the  build 

■I  for  the  joint  use  of  the  interurban 


Since    the    Millcreelc    Valley,    O.,    lines    have    changed    hand',    ami 

1  o  ,    the   by- 
I  the  Mutual   Pi 
pany's  empb  il    thi    Millcreelc   Val- 

ley men  ma;.  invitation   has  been  ex- 

iion. 


The  ordinary  gasoline  blow  torch  commonly  used  in  paint  shops 
for  removing  old  paint  from  car-  and  trucks  preparatory  to  repaint- 
ing i-  not  only  an  inconvenient  thing  to  handle  but  is  constantly  a 
menace  to  property  and  requires  the  strictest  attention  to  prevent 
tires. 

Mr.  J,  Millar,  superintendent  of  rolling  -lock  for  the  International 
Ry.,  of  Buffalo,  has  abandoned  the  use  of  blow  torches  entirely  in 
this  work  and  now  uses  a  home-made  sand  blast  consisting  of  a 
sand    tank,    a    few    feet    of   J^-in.    iron   pipe,   and    a    nozzle   made   by 


a 


from  rf/r  Co/7?pres5Q?~i 


X 


S/7AZO 

306SK.. 


t* 


£ 


IMACKAM  lit'  SAND  BLAST. 


/Yex/3/e  Jose 


Rattening  out  a  piece  of  Vj-in.  iron  pipe.  Compressed  air  is  taken 
through  the  iron  pipe  from  an  air  compressor  in  the  main  shops. 
11m  and  which  nin-t  be  of  tine  clean  quality  is  fed  from  the  tank 
into  the  air  pipe  in  the  manner  indicated  in  the  diagram,  the  force 
of  air  combined  with  gravity,  being  sufficient  to  draw  the  sand 
down    into    the    pipe    in    a    good    steady    stream.      By    means    of    the 

flexible  connection  and  nozzle  one  man  directs  the  sand  against 

the  surface  to  be  cleaned,  exactly  in  the  same  way  as  he  would 
handle  a  blow  torch  of  any  kind.  Mr.  Millar  states  that  with  an 
til  pressure  of  approximately  00  lb.  and  a  good  quality  of  sand 
every    panicle    of    old    paint    is    nnmvol    and    a    cleaner    surface    i- 

secured  than  could  be  obtained  with  a  blow  pipe  flame,  and  in 
in  1  one  ball  the  time,  ina  much  a  one  man  now  does  the  work 
formerly  requiring  the  services  of  two  men. 


REORGANIZATION  OF  THE  NORTHERN  OHIO 
TRACTION  CO.,  AKRON,  O. 


I  b<  ..il   of   the    Northern   Ohio    fraction   Co.,   which 

will  bi  known  a  the  Northern  Ohio  Railway  &  Lighl  Co.,  with  a 
capitalization  of  %;  completed  early  in  November.    The 

'  .'i    '     mini      l"i     lh.     pui  1  ha    C    '   I 

additional    eat    .    double    tracking,    and    building    a    in  w     bud'."  1 

thi    I   1.  iii'.i' 1    biii    al    the  gorge   betwen    Mom   and    I  uyahoga 

Palls.    The  bridge  has  alread)   been  contracted  foi      II panj 

1  contemplating  building  an  on  from  Barbcrton  to  Wad- 
worth,  e  of  seven  mill  .  ear  and  the  entin  line 
will   I-                  mproved. 

■»«* 

W.   and   <  ""il-    J.    Wood  ,    w  ho  are    imall     toi  I  holdei 
m  the  Lincoln  (Neb.)    fraction  Co.,  have  brought  mil  to  r<  train 

I     inpanv    l"i    llie    1  on   1.1 , 

team  heating  plant   now   undei 


346 


-I  kl  II    RAILWAY    REVIEW. 


[Voi    Ml.  No,  ii. 


WEAK  OK  STREET   RAILWAY   RAILS. 


I  In  wear  of  streel  railway  rail-  al  Sheffield,  Eng.,  m>  the 

r,  r  read  i  ■>   Burveyoi  of  Sheffield,  I"1 

meeting  of  Ihe    Vssocialion  of   Municipal  and   Count)    En 

.mil  Siu\  I 

I  In-  municipal  railway  ol  Sheffield  coil  I     o  miles,,  measured 

as  -nigh  track,  and  about  160  n  use.     1  In-  maximum  grad< 

i-  about  in1     pei  cent  and  il  •  urve  has 

I  In-  rail:  are  grooved  girders   weighing    108  lb,   and  are   in  30-ft. 
lengths,     liny  have  ;'--'»■  flange,  7  in.  total  depth  and  1   11   16-in. 
i-    15  id  in.   deep.      I  In  between   the 

wheel  Range  and  the  bottom  of  the  groove  is  7  16  in.  and  il 

that  when  the  rails  have  worn  sufficiently  to  enable  the 
Range  i"  touch  the  bottom  ol  the  groove  their  life  will  l«  al  an 
end.     Before  this  can  happen,  steel  with  a  cr ection  area  of  706 

ill.   IIHI-!   In-   " 

rvations  have  been  taken  from  time  to  time  to  ascertain  the 

rate  of  wear  on  these  rails  and  the  results  arc  given  in  the  following 

table.    These  are  interesting  as  showing  how   much  more  the  weat 

lated  bj   the  gradient   than  by  the  number  of  journeys,  the 

foi   this  being  that  the  action  of  the  brakes  is  much  mure 

destructive  to  rail-  than  the  up-hill  traction. 

Total 
possible 

rc'dm  l  loo, 

Reduction,  sectional 

No.          depth  ol  area  ol 

Months      ..I  jour-      l'i,"'v.',  tread  ol  rail 

u. -.ir.          nej  s.           in.  per  ceot. 

I       0.2S  54.1 

I      7.09  15.1 

1      0.15  30.6 


i.i.i.ii 

Track.        ml. 

A     ..;;:—;.„,  15 

b j„;w.n(iin  M 

,,  1  down  '  ,       -,,- 

,  1  Ml  7ai 
1  up.  ..  1 

K  ..|^-|li„268 

■ \Ta.\lin  ,s 

X I  down  I,  .      M 

1  up.   .  I 

,, I  downl  j  [      7„ 

1  up.   .  1 
...  IdownL  .      ,7 

I  up. ..  \ 


.54 
34 
.54 
19 
34 
30 
26 
30 


7. .4.:iwi 


-'  1 V  7i  14 
254.412 
166,734 

65,384 
172,558 

65, 384 


,  0.09  15.1 

i  0.125  211 

1  0.06  8 

1  ci  117  11.6 

1  0.033  5 

j  11.117  11.6 

I  0.03  3.'i 

1  0.06  8 

1  0.06  8 

1  0.06  8 


0.028  3 

0.06  8 

0.025  2." 


CHICAGO  UNION   TRACTION   CO. 


Two  court   decisions   affecting   the   Chicago   Union    ["racl Co. 

and  one  arbitration  award  have  been  made  public  since  our  lasl 
issue. 

The  two  decisions  were  rendered  by  the  Illinois  Supreme  Can-' 
>   85th,  one  in  regard  to  transfers  and  the  othei   on  cleaning 

struts. 

TRANSFERS 

1  he  court  holds  thai  the  Chii  igo  1  nion  fraction  Co.  and  the 
Chicago  Consolidated  fraction  Co.  are  practically  one  system,  so 
thai    transfers    must    be    givei  trhere    within    the   city    limits 

between  the  north  and  west  side  line-  operated  by   the  l  1 ["rai 

1.  and  between  these  lines  and  those  of  the  Chicago  I  on 

action  Co.     The  court   holds  il  :  rent  that  the 

railway  lines  of  the  outlying  companies  were  built  as 

to  and  extensions  of  the  West   Chicago  and   North  Chicago  roads 

and  thai  they  all  constitute  one  system.     The  Union  Tractioi    1 

acquired  nearly  all  the  ■  ■  1  solidated  company  in 

1809  and  this  is  Ii,],]  t.>  make  the  relationship  of  the  two  companies 

still  mure  positive.     In  the  second  ease  these  transfers  were  n 

from  one  line  of  the  Union  Traction  Co.   t"  another  line  of  that 

company  on  the  ground  that  the  city  council  has  no  power  under  the 

statutes  to  regulate  the  tare-  charged  by   streel   railway  companies 

•  ir  to  require  trai  iurt  states,  however,  the 

tion  that  the  city  has  no  power  ..\<r  street   railways  would 

be  found  ino  m  examinati  er,  and  holds  that 

the  traction  company  has  nol   shown  that   the  enforcement   ol   the 

1  nci    would  reduce  the  company's  earnit         o  as  to 

ite  a  taking  of  it-  property  without  due  process  of  law.     In 

g  this  contention  the  court   says  that  "a  railroad  company   1- 

.  iet  such  charges  for  transportation  as  will  enable 

it  at  all  times  not  only  to  pay  operating  expenses  hut    to  nieet    the 


■   regularly  accruing  upon  all  it-  outstanding  obligations  and 

,  .1  dividend  on  all  its  stock." 
Ihe  Chicago  I  1    fraction  Co.  will  apply    tor  a  rehearing  on 

this  , 

SI  KM   1    1  II   VNI1 

In  this  c.i.,    th,    ,  oini     ., 
••|i  (]  inablc  that  tin  city  should  require  tin 

traction   company    t"  clean   and    render    healthy    that    |M.rtion   of    the 
pied    b)    the    track-    ,,i    the    company    under    the    cirenni 
In  01,1,1  t.,  secure  the  public  health  am 
ton  tin   property  ol  individuals  and  cot  dike  may  he  sub 

jected  to  reasonable  restrictions  and  burdens.  It  doe-  not  appeal 
unreasonable    that    the   traction   company,    having    111   th' 

ecial   privileg  i   bj    il   contributed   to  the   unsanitary 

conditions   which   injuriously  affect  the  public  health  ami  comfort, 

ii,    required  to  aid  in  removing  such  conditions 
lege   enjoyed   by    the   defendant    in   error   to   maintain    Ms    railway    111 
ihe  -ireet  and  operate' it  -  cars  then  in  the  inter 

e-t   of   the   public;    11    wa-   to   -er\c   the   public   that    the   prnih. 

granted  to  it.     It-  business  and  property   .in    impres  ed  01 
unli  .1  publii   use.     Ii  ma)  therefore  be  subjected  <  pal  regu- 

lations oi  a  gi  i"    "i  tht   interest  of  thi   public  at  large  than 

that  of  .-1  railway  company  exercising  11-  franchises  on  its  owt 

lli.    court   had   previi  did   that    an   ordinance   requiring 

individuals  to  clean  the  streel  in  front  of  their  property  wa-  invalid, 
but  distinguishes  thi-  case  from  the  other-  because  "the  streel  rail 

CCUpieS  the  -ireet  lt-elf  and  the  pre-euce  of  its  track  Con- 
tributes I"  the  accumulation  of  dirt  and  makes  ji  more  difficult  to 
keep  tin   streel  clean. 

WALKS. 

Ihe  negotiations  between  the  Chicago  Union  Traction  Co.  ami  its 
employes  which  have  been  pending  for  several  months  resulted  in 
the  question  of  wage-  being  submitted  to  a  hoard  of  arbitration, 
tin  November  6th  the  hoard  made  public  it-  award,  which  was  as 

follow 

In   the   matter   of   the   differences   between   the   employes   of   the 
Union   Traction   and    I  onsolidated    Traction   Street    Railway   Com 
panies,  and  -aid  companies,  the  board  of  arbitration  makes  tin-  fol- 
lowing  finding 

1.  The  wage-  of  motormen  and  conductors  running  electric  ear- 
on  the  Union  Traction  lines,  and  conductors  of  gup  car-  or  trains. 
shall  he  ->4  cent-  per  hour,  except   a-  hereinafter  provided. 

2.  The  wage!  of  gripmen  and  conductor-  operating  more  than 
one  ear.   including  combination  grip  cars,  on  the   Union   Traction 

lines  shall   he  -'5  cents  per  hour. 

,i.       The    wages   of   the    motormen   and   conductor-    of   the   1 
d.iti .:  '  o.   sh.,11  he  ..;  cents  per  hour. 

4.      Employes    who   have    served    the   company    for    less    time   than 
-iv.  months  shall  receive  the  -.him    wage-  a-  are  now  paid,  pn 
the  company  -hall  nol  discriminati    so   •-  to  di  chargi    old  1 

and  take  on  new    one-    lor    the   purpose  of  hiring  al   a   lower   rate. 

;.       Trippers    shall    receive   $1.75    per    day.    excepting    such    tt 
as  have  1101  been  in  tin    emplo]    ol   the  company  for  a  period  of  six 
and  a-   10   such   trippers,   the   rate   shall   he  the   same 

0.  Night  men  on  the  \\  , -1  Side  -hall  receive  40  cent-  per  hour; 
nighl  nun  on  ihe  North  Side  -hall  recei   e  $2.50  For  such 

men  as  now  receive  $-'-'5.  and  $..'.1.5  per  night  fi  1  such  men  a-  now 
receive  $.'.411. 

I  hi-    scale    of    wage-    -hall    he    in    force   and    effect    from    Sept.    15, 

1902,  10   May   31,   1904 

lli,    question    of   reinstatement    of   discharged   employes   is    still 

pending  In.fore  the  arbitration  board  Hie  hoard  did  not  find  evi- 
dence th:  the  company  had  discriminated  against  members  of  the 
union  sin:e  th*  agreement  made  May  .it-t  not  to  . 

-♦»-*- 

The    Richmond    (Ind.)    Street    &    Interurban    Railway    Co 

d  four  new  interurban  car-  which  will  soon  he  put  into 
service  between  Richmond  and  Cambridge. 


I  oli  do    Railways    Light     Co.     has    awarded    the    ( i.    (',     Ktllll 

man    (.11    Co.,    of    Cleveland,   a   contract    for   the   construct 1 

tiii  closed  cars  which  are  to  be  delivcnd  in  no  days.  The  cars 
will  be  of  standard  si/r  with  double  trucks  and  will  bi  equipped 
with    the   Detroit    platform,   rattan   seats,   and    side   lights. 


- 


STREET  RAILWAY   REVIEW. 


847 


RULES  FOR  STREET  RAILWAY   EMPLOYES. 


The  Birmingham  Railway.  Light  &   Power  Co..  of  Birmingham, 

Ala.,   has  recently   adopted  I    rules   for  the   government  of 

conductors  and  motormen,  in  the  introduction  to  which  arc  treated 

a  number  of  point*   not   usually   mentioned   in  books  of  rules,  and 

lieve  the  following  extracts  will  be  found  of  interest. 

The  rules  were  formulated  by  Geo.  H.  Davis,  general  manager 
of   the   company:    J.    B.    MeClary.    m       -  the    railway    depart- 

ment, and  Geo.  11.  Harris,  superintendent  of  traffic,  who  have  en- 
deavored to  compile  a  code  that  would  cover  all  the  essential 
featun  I   the  road. 

ORGANIZATION  AND  DISCIPLINE. 

All  employes  of  the  Railway  Department  of  the  company  engaged 
in  operation  and  maintenance,  with  the  exception  of  the  overhead 
line  maintenance,  are  employed  and  discharged  by  the  manager  of 
the  Railway  Department.  The  manager  of  the  Railway  Depart- 
ment being  responsible  to  the  president  and  general  manager  of  the 
company  for  the  condition  of  the  road  and  the  conduct  of  employes, 
his  authority   is  necessarily  absolute. 

General  orders  or  instruction-  applying  to  more  than  one  em- 
ploye at  one  lime  and  one  place  will  always  be  issued  in  written 
or  printed  form  and  published  on  the  bulletin  boards  of  the  com- 
pany or  in  bound  copies  issued  to  individual  employi 

J  instructions  may  be  given  by  any  officer  in  charge  at 
any  time.  These  may  be  given  in  oral  or  written  form,  hut  they 
never  apply  to  more  than  one  employe  at  one  time  and  one  i 

GENERAL    DEPARTMENT. 

The  officers  of  the   Railway   Department   of  the  company   are   as 
follows : 
President 
Vice-President 

leral   Manager. 
Manager  of  the  Railway   Department  and  Claim   Agent. 

•ary. 
Auditor. 

I  R  VNSPl  >R  1  A  I  [I  )N    DEPAR  I  MEN  I . 
Manager  of  the  Railway   Department. 

rintendent  of  Traffic. 
Assistant   Superintendent  of  Traffic. 
Schedule  Agent. 

Instructor  and  Employment  Agent 
Station   Foreman. 

ion    Dispati 

MECH  VNICAL      DEPAR  I  MINI. 
Manager  of  the  Railway  Department. 

rintendent  of  Equipment 
Master  Mechanic. 
dmaster. 
men. 
Track 

In   general,  all   order-  or  instruct  to   ■  in 

pl,,;..  d  through  the  ■  uipany  next   in 

rank,  as  outlined  in  the  foregoing  statement     In  ca  i   in- 

!  by  any  officer   of  ly   direct  to  an 

empli  nicer-   m   ;.  Servici     ranking 

between  the  en  order  i  r  instruct 

and  the  officer  issuing  them,  will  immediately  be  given 
r  information  of  the 

I  in  w  ritten  form  and 
iving  the  oi 

pany  in 

n.d   w  ill   I  ■  :    ■  ■    'diet- 

ing riot 

rank   will   ' 

res- 

PR0M01  K  I 

rity  in 


is  kept  of  report-  of  officers  of  the  COmpanj   of  each  employe's  work 
for  each  day.  and  an  employe's  discharge  i-  based  upon  this  record. 
There  are.  however,  six  thing-,  the  reports  on  winch  do  not  form 
a  pan  of  this  record,  and  winch  are.  due  to  their  character,  consid- 
ered sufficient  cause  for  immediate  discharge,     ["hey  are: 
Di-loyalty  to  the  company. 
False  report-,   either  oral   or  written. 
Intoxication. 
I  ,       Di  shonx  sty. 

i  ;  i     Fighting,  or  gross  ungentlemanly  conduct. 
Failure  to  rlag  crossings. 

ploye  who  has  been  discharged  will  be  reinstated.    It  is  the 
policx     i    In   company  to  re-employ  men  in  good  -lauding  who  have 
gned  from  their  positions. 

OPEN'     RECORDS. 

An  employe  is  at  lilieiu  to  inspect  his  own  record  as  reported  by 
officers  of  the  company,  or  thai  of  any  other  employe  at  any  time. 

Records  are  made  according  to  a  fixed  scale  which  applies  to  all 
employes  alike.     This  is  open  to  all  employes  for  inspection. 

Whenever  an  employe  doe-  anything  unusually  creditable  for  the 
interests  of  the  company  (foi  example,  making  an  excellent  stop 
when  a  person  or  vehicle  crosses  dueclly  and  unexpectedly  in  front 
of  a  car),  if  an  office!  oi  the  company  does  not  see  the  occurrence, 
the  company  would  be  pleased  to  have  employes  hand  in  the  names 
of  one  or  two  witnesses  who  ob  erved  it:  in  this  way  credit  can  be 
n    for  every  creditable  thing   that   is   done. 

STUDY   OF  THE  STREET   RAILWAY    BUSINESS. 

Many  of  the  employes  of  the  company  arc  Studying  street  radw.u 
gn,  construction,  maintenance  and  operation,  with  a  plan  of  pre- 
paring to  advance  themselves  in  the  various  lines  of  the  business. 
It  is  the  desire  of  the  company  to  suggest,  from  time  to  time,  such 
lines  of  practice,  reading  and  tudj  as  will  be  of  the  greatest  advau- 
io  employe-  ill  obtaining  information  in  this  connection.  To 
prepare  for  making  any  advancement  in  railway  affairs,  it  is  neces- 
sary to  know  well  the  following:  Reading.  Writing,  Spelling, 
Arithmetic,  the  correct  use  of  the  English  language,  the  elements  of 
i kkeeping  and  business  methods.  Also,  if  possible,  an  element- 
ary knowledge  of:  Car  Equipment,  Shop  Appliances,  Steam  En- 
gine-, Generators,  Overhead   Lines,    Track-,  etc 

It  is  al-o  necessarj  to  know  ih.  price  of  supplies  and  the  varioti 
grades  and  quality  of  each  variety. 

In  addition,  the  following  publications  ire  most  importanl  Eoi 
-tudy  : 

i  i  i  Street  Railway  Journal,  published  weekly  by  the  Streel  Kail 
way  Publishing  Co.,  No.  i_>o  Liberty  St..  New  York. 

i  _•  i  Streel  Railway  Review,  published  monthly  by  the  Wind  oi 
&  Kenfield  Publishing  Co..  45  Plymouth  Place.  Chicago 

( ,t  1  American  Streel  Railwaj  Investments,  Streel  Railwaj  Pub- 
lishing Co.,  New  York. 

1 1     Streel   Railway  Law,  publi  hed  in   the  Windsoi   X    Kenfield 
Publishing  «'...,  Chii 

1 5 1     Repoi  1    ni  iin    Board    ol  Railwaj  1  omm 1     of  1  ai  li  of 

the  following  -tate-.  which  can  l»   obtained  by  addressing  the  Sec- 

iv   of   Stal I'     tab  .   and   paj  ing    thi    1    pri     age  on  the 

books:     New    York,    New   Jei  < ', .   Connecticut,    Illinois,    Michigan, 

\l         1.  In   .  11    .     Pi  mi   ■,  1\  ain.i,    I  lino.     Iowa. 

«,l  NER  \l.     BUI  I. El  INS. 

1.     R]  Ql   1 1  ■  1     []  0 51  R\  [I  1 

Skill  in  tin-  woi  I    to  l»    i»  1  forrai  d, 
trii      ittention  to  busim  1  dutj 

i.i      \li  ,  bility. 

;  ,  orl 

m     ll nip. 1111  Ill 

■     1  1     'i'  1 mei 

,    1 

■     1  '.<  i\\  LEDG1     I  H     BUL1  1  1  i\S. 

■  fereni  ■  to  bull'  tins  will  not  I lered   in  1 

pari  ol  1  mpli  1; 

New  bull 1    ui  d  bj  'i pan)  an  kepi  on  fill  al  Hi'  diffi  1 

pany.     \ll  emplo]  1  '< th igbly 

familiar  « ith  bulb  mi    1    ui  ,1  pi  1    ion    to  theii  entei  ing  1 1 


STREET   RAILWAY   REVIEW. 


•  II.  No    ii. 


I        WIINUlo 
.    tin    work  1"  which  1 

.     ORDINANI 

•  Mil  by  en  ; 
lowing  particularly  referring  ti 

iparatus,  etc.,  have  prior  right  of  way.     The 
tus,  trash   v 

i  IK  I"    Of    » 

h  i  irk  for  which  they  mi                tiled  or 

.I   an)    person   know  ii  jry   ob- 

structii                  .:  or  intercepting  tin  n,  shall 

!,  on  com iction,  nol  I<  hundred 

dollars. 


RAPID   BRIDGE   REPAIR   WORK. 


Am  i  repair  work   » 

■ 
age   Ki  -'  rvoir,   '■•  u   two  mill 

itting    approximi  000,000   galli 

1  Bow  down  tin-  valley  in  a  raging  ti  raying  prop- 

•  the  amount   of   several  hundred  thousand  dollars.      Iftei 
spent   considerabli    oi  the   volume  of   wati 

turned  id   embankment,  and   brought   up 

embankment,   which  carriei  the  double- 

uburban  lines  of  the  ifohawk  Valley  K'y.    At  this 

point  in  the  electric  railway  embankment  w  culvert,  built 

ago  of  solid  with  ilirt  till  on  top.     1 1" 

iboul  40  x  .in  ft,  but  this  was  entirely  insuf- 
ill   being  that  thi 
rapidly  rose  above  the  opening  of  the  culvert  and  was  soon 
surging  against  ilic  bank,  nearly  to  the  level  of  the  rails.    The  old 


IMPROVISED  TRESTLE  "N  DTICA  .v  Mohawk  VALLEY  NY. 


The  following  arc  sonn  of  the  captions  of  city  ordinances  which 
you  will  take  due  notice  of  and  no 

Running  over  fire  hose,  Section  554. 

Willfully  causing  a  collision,  Section  550. 

Driving  through   funeral  procc- 

Mtist  clear  crossing  before  stopping  car,  Section  484. 

ordinance  to  regulate  and  railroad  trains  at     treel 

ings  : 

Be  it  ordained  by  the  Mayor  and  Aldermen  of  Birmingham,  That 
ii  >li:i1 1  he  the  duty  of  all  persons  having  charge  of  locomotivi 
trains,  electric  cars  or  dummy  trains  in  the  city,  to  bring  the  same 
to  a  full  stop  before  crossing  any  railroad,  street  railroad  or  dummy 
railroad  within  the  city  of  Birmingham,  Jefferson  County,  Alabama; 
and  any  person  violating  any  provision  of  this  section,  shall  I' 
on  conviction,  not  less  than  five  dollars  nor  more  than  one  hundred 
dollars,  and  may  he  imprisoned,  and  may  be  required  to  work  at 
hard  labor  on  the  streets  in  said  city  for  thirty  days. 

ided,  That  this  ordinance  will  not  apply  to  any  dummy,  rail- 
road or  electric  car  crossing  where  flagmen  are  now.  or  may  hcrcaf- 
while  such  flagmen  are  on  duty. 


'    railway  tracks  have  beeti  inau- 

gurate and    Hillings    Park    on    ti 

<  River. 


masonry  work  was  not  equal  to  the  pressure,  and  in  an  hour  or  so 
the  entire  culvert  and  hank  gave  way. 

The  break  in  the  reservoir  occurred  about  2  o'clock  in  the  after- 
noon, and  the  break  at  the  electric  railway  embankment  about  3 
o'cl.  ick.  By  5  o'clock  of  the  same  afternoon  the  waters  had  re- 
ceded  sufficiently  to  permit  inspection  and  estimate  of  the  damage 
doni  By  ~  o'clock  Mr.  ('  Loomis  Allen,  general  manager  of  the 
Utica  &  Mohawk  Valley  Railway  Co..  had  a  force  of  men  at  work 
repairing  tin  damage.  Ai  Mr.  Allen's  suggestion  it  was  decided 
to  repair  the  break  by  building  four  cribs  of  ties,  as  shown  in  the 
illustration,  two  supporting  piers  being  put  in  for  each  track.  The 
Aid  yellow  pine.  6  x  8  in.  x  8  ft.  A  good  founda- 
Ot    the  pier-  ined   in   the  bed   of   the  creek,  and   they 

arried  up  to  the  top  of  tin-  bank  without  bolting  nr  ' 
of  any  kind.  On  the  top  of  the  pit  r~  were  placed  heavy  stringers 
8  X  !-'  in.  x  36  ft.  long  for  supporting  the  rails  and  track  ties.  Sev- 
eral street  arc  lamps  were  strung  at  advantageous  points,  and  a  force 
oi  30  men  was  organized  in  the  repair  work  all  night  By  j  o'clock 
next   morninf  dy   for   use.  and  by  9  o'clock  the 

1  rack  wa-  completed.     The  illustration  -hows  a  double  truck 
car   on   the    impro  tie,   the   photograph    having   been   taken 

on  the  morning  1  lood.     The  trestle  has  I 

o  ntinuously   since   the  break,  and   i-   evidently  as   stmi  . 
trustworthy  as  the  old  masonry  culvert.     The  total  distance  from 
.1111  to  tin-  ha~e  of  the  rail  is  20  ft.,  and  there  are 


O02  ] 


STREET  RAILWAY  REVIEW. 


S-W 


ies  in  the  four  pi  ccurrence  in  connection 

with  the  break,  and  one  that  somewhat  delayed  the  work  of  re- 
pair, was  the  breaking  of  a  trunk  gas  main,  which  was  embedded 
in  the  embankment  close  to  the  railway  tracks.  When  the  bank 
gave  way  this  gas  mam  was  broken,  and  the  escaping  gas 
ignited,  making  an  incipient  Pelee  until  the  gas  company  could  be 
notified  and  the  gas  shut  off. 

The  Savage  Reservoir  was  built  in  1S73- 1S75  at  . 
The  bank  at  the  north  end  was  70  ft.  high,  had  a  base  of  30  ft.,  and 

-   at   the  top.     The   reservoir   was  ab 
mile  in  length,  had  an  area  of  30  acres,  and  a  capacity  of  300.000.000 
gallons  when  filled  to  the  brim.     The  actual  quantity  usually   car- 
im  150.000.000  to  250.000.000  gallons,  and  at  the  tune  of 
the   failure   the   reservoir   contained   approximately   200.000.000   gal- 
lon-.    The  cause  of  the  break  was  not  determined,  but  was 
to  have  been  due  to  burrowing  by   beavers.     Fortunately.   -  . 
weakening  were  discovered  in  time  to  give  ample  warning  through- 
out  the   valKy   below,  and  no  Ii\.  the   result 
flood. 

TRAM   CAR  DRIVING.* 


I'.V    H.    l:.    I'HII.I.IMOKK. 


With  the  advance  of  electric  trams  we  have  had  many  examples 
of  a  car  getting  beyond  the  control  of  the  driver,  and  accidents 
resulting  of  a  more  or  less  serious  nature.  Some  have  necessitated 
an  official  inquiry ;  in  the  majority  of  cases  nothing  more  serious 
has  occurred  than  a  damaged  panel,  or  a  shock  to  the  nerves  of 
the  passengers.  But  even  these  are  of  serious  consequence,  for 
our  cars  will  not  be  a  success  or  pay  as  they  ought,  mil 
obtain    the   entire   confidence   of   the   public. 

Probably  in  the  future  many  of  these  accidents  will  be  averted 
by  our  being  able  to  give  the  driver  more  instantaneous  com- 
mand  over    his   car. 

Meanwhile,    we   must    make   the    utmost   of   the   means   of   control 
sent   provided.     This   we   are   not   doing   so   long  as   drivers 
arc  to  be   seen   in   some  of  our  large  towns   who   have   to 
their  controller.  or   who   ring   thi  nil  their  right   foot. 

A  great  deal  could  be  done  towards  ensuring  public  safety  by 
more  careful  training  and  more  efficient  supervision  than  pre- 
vails in  some  places. 

And    there    is    another    direction    in    which    more    trouble    might 
nded ;   namely,  in  the  designing  of  the   front  platform,  and 
in  the  arrangement  of  the  ins   provided  for  controlling 

the  car.     There  are  usually   six  handle  and   pedals  to  be  manipu- 
lated :— 

1.  Controller   handle   for   regulating 

2.  Emergency  brake  and  reversing  lever. 

pedal. 
4.     Hand  brake  lever. 

i  land  brake  ratchet  pawl. 
- 

are  arranged  to  be  worked  a-   follows: — 
1.     By   the  left   hand. 

3.  By   the   left   foot. 

4.  By  the  right  hand. 

•    of  right  1 
By  the  heel  of  right  foot. 

■:    by   the    hit    hand    I  "1    the    right 

for  tl 
T  he 

importance  that  n   should 
'ime. 
in  the  ev( 
of  a   car   an-  wants 

to  cut   off  current,    rim  hand    bra  I 

and    the   track,   and   ' 

can   rii  . 

■    hug    12    tii 
lien    the   car    will    ha 

much  10  the 
futon  an. 


A    driver    who   can    retard   and    accelerate   the   speed   of   his   car 

quickly    can.    with    equal     safety    to    the    public,    do    quicker    time 

traffic  than  one  who  is  less  expert 

But   there   have   been  cars   built   in   which   it    is   quite   impossible 

1.1   stand   in    such   a   position   that  all   the  necessary  operations   can 

be  carried  out  at  one  and  the  same  time. 

The  driver  must  have  one  hand  on  his  controller  and  one  on 
his  hand  brake  li 

The   left   heel    should   be   on   the   floor  of   the   platform,   and   the 
j   .  g  pedal.     The  gong  is  sounded  by  raising  the  toes 
and  then  d(  pi  1  ssing  thi  m  a{ 

right  foot  should  be  so  placed  that  the  toe  touches  the 
pawl  of  the  ratchet,  and  the  heel  is  at  the  side  of  the  sand  pedal, 
-..  that  it  can  be  quickly  raised  and  brought  down  again  on  11 
sand  pedal.  It  should  he  possible  to  keep  the  sand  pedal  de- 
pressed    with    the    heel    while    the   toe    is   pressing   the    pawl    into 

file  hand  brake  lever  should  he  able  to  make  a  revolution  with- 
out touching  the  ribs  of  the  driver   when   he  stands  with  his  feet 

111  tin    1    positions. 

Great  care  should  be  taken  that  a  man  can  comfortably  stand 
in  the  position  indicated,  and  have  instantaneous  control  over 
each  of  the  levers  and  pedals.  The  best  arrangement  can  be  got 
ial,  and  that  should  be  adhered  to  on  all  cars. 
It  then  remains  for  the  eventual  proprietors  of  the  cars  to  train 
and  pick  their  drivers  carefully,  and  for  the  driver  to  carry  out 
instructions,    drive   with   care,   and   keep   cool. 

in  manipulation  of  his  somewhat  complicated  means  of 
control  is  only  to  be  obtained  at  the  cost  of  considerable  practice. 
A  man  may  know  everything  about  the  mechanism  of  a  car.  but 
me  unforeseen  complication  arise  in  the  traffic,  and.  with- 
out practice,  he  will  he  unable  10  apply  his  knowledge  in  the 
fraction  of  a  second  which  may  just  inert   disaster. 

A  driver  must  be  able  to  control  his  car  without  having  to 
think  what  actions  he  has  to  go  through,  just  as  he  walks  with- 
out thinking  which  foot  has  to  be  moved  next. 

The   exact    actions    become   more   or    I  ,    with    the    conse- 

quent  advantage   that    they   approach    is   nearly   as   possible   to  be- 
ing   instantaneous. 

I  ake   the   case   of  a   racing  cyclist.     There   was  a   day    when   he 

could   not  even  balance  his  bicycle.     First  he  had  to  learn  to  ride 

at    all;    while   he   could    still    ride   only    slowly,    he    had    to   learn   to 

.nid    then   to   use   different   muscles   at   different   positions   of 

1     feet,   s,,  as  to  get  as  uniform  a   turning  effort   us  possible.     In 

a   race   he   never  thinks  of  these  things.     The   whole  energy  of  his 

brain    is    concentrated   on    the    rue    iiself.      To    pass    an    opponent 

to  alter  his  directii  era!   times,  each  time  necessitating 

hi   l,  balanci    ol   hi     body,  and   hi    mu  I    pedal  his   verj    h; 

But    111    the    net "       ire    all    done    with    110    ta\    on    his 

brain,      lie   considers   it   time   to  pass   and   he    pa    -.  I  I  id 

iry   for  him  to  use  his  brain  to  think   what    to   do    I Id 

not    .0  accurately  have  gane.  d  the  1  

hi     opponent 
So   with   our  ear   driver.     In   case  of   emergency,   he   should   be 

dov      ie»    ■■■■>  ithi  ml   any  tax 

1  .ii    in     1.1  ..in   dm-   to   minor   det.nl        1  he    » holi  .>f   his 

can  then  bi 

d  hi     atten- 
would  he  no  reply  then  in  .111  inquiry  into 
10    a   qi  .     of    the    other    vehicle.      "I 

.  xactly.     I  was  putting  nine." 

pi  in     milking    enni  •.  I  i 

light   by  bei  ing  the 

day  inn.     ih.  11  He .,     hould   h.i i •    one  01    two  nighl     on   a     pei  ial 

ii.l  to  make  thi    mi 

.1     would     : 

I 

and  th.  [  his  bell  at  tl 

If,   and   show    him   thai    bj    your 

you  <an  stop  the  ear  in  a  much   shorter  dis- 

Show   him  where  you  think  In-  lei   him 

him   to  a   hill   which   ha     a     traighl 

111    topping 

Me.     If   thi     1 1    In     educal 


STREET  RAILWAY  REVIEW. 


.11.  No.  II. 


I  the  controller  i 

driven  at,  and   i 
driven   down   thai    bill   at 

B)    the  mi  l  brake 

hour.     I  be 

anything  hi  fell  before, 

i,  nig  any   i  unable 

ur  .mil  8  miles  an 

.  -    Ills 

\   man    wl  in   making 

for   losing   his  head.     He   would   know  the 
h  thai  would  make  the  brakes  most  effective,  and  he  would 

luTi  the  car   was  beginning  down, 

am!   would   be  pi 

:   the  ilri\i  about   driving,  and   U 

them  nothing  to  find  out  themselves.     Institute  a   system  of  driv- 
ing, and  make  them  -tick  to  it.     If  not  taught,  the)   End  out  little 
themselves,  and  they   show    some  ol    them   to  others,  and 
you   are  apt   tu  gel    several   different   methods   amongst   them   all, 
which  make-  it  hardei   for  you  to  pick  out  the  drivers  who  have 
est   control. 
One   portion   of   the   equipment    of  .1    few 

the  track  brake.  This  is  worked  by  a  wheel  on  the  plat- 
form, which  turns  a  screw.  The  -crew  enables  great  force  to  be 
applied,  and  does  away  with  the  need  of  a  ratchet.  But  it  takes 
a  long  time  to  move  the  block  down  to  the  rails.  It  cannot  be 
brought  quickly  into  action  as  the  ordinary  hand-brake  can.  It 
is,  therefore,  no  use  as  an  emergency  brake.  Also  most  of  the 
track-brakes  used  in  this  country  will  not  stop  a  car  on  a  steep 
hill.  The  track-brake  should  be  applied  at  the  top  of  the  steep 
hills,  and  left  .done  till  the  bottom  is  reached.  Stops  and  starts 
are  made  with  the  hand-brake  and  controller,  and  the  track-brake 
simply  make-  driving  down  a  hill  as  easy  as  driving  on  the  level. 


BIRMINGHAM    NOTES. 


SAN  BERNARDINO  TRACTION   CO.'S  EXTEN- 
SION  TO   REDLANDS. 


The  San  Bernardino  Traction  Co.  is  now  building  an  extension  of 
(>:_.  miles  to  Redlands  to  connect  with  the  Redlands  Street  Ky. 
Material  for  the  extension  ha  uraclcd  for;  the  rails,  which 

on  the  way  from  Antwerp,  Belgium,  and 
shortly  alter  their  arrival,  which  will  be  about  Jan.  1st,  1903,  the  road 
is  expected  to  be  in  operation,  as  the  roadbed  and  overhead  work  is 
now  well  under  way. 

The  company  has  also  applied  for  a  franchise  to  Highlands,  a  dis- 
tance of  6  miles,  and   will  begin  the  construction   of   this   line    as 

used   by   thi  oardino 

rid  that  to  be  used  on  the  new  lines,  is  furnisl 
the  Edison  F.lectric  Co..  of  Los  Angeles,   from  its  power  hi 
the  canyon  about  20  miles  away.     This  power  is  generated  by  water 
and   the   alternating   current   is   corner  ect   current   at   the 

Mr.  A.  C    Denman,  Jr.,  is  general  manager 
company. 

■»  ■  » 

FIGHTING  TROLLEY  COMPETITION. 


The   Columbus.    Delaware    &    Marion    Traction    Co..    which    has 

>r  traffic  between  CoIumDUS,   O..   and   Dela- 

n   from  the  steam  roads 

in  this  vhich  have  ;hl  the  new  trolley  road. 

lumbus,  Sandusky  &  1 1 
commutation  ticket  good  for  20  trips,  which 
is  unlimited  as  to  date.     This  ticket  is  honored  on  any  one  of  the 
three  roads  and  may  be  used  by  anybody. 


Twin    City   Rapid   Transit    Co.,   of   Minneapolis,  has   pur- 

■  f   land   in   Ram  The   land  was  pur- 

without   any   immediate   idea   as    to   what    use   it  would   be 
considered  a  good  investment. 


rith  an  agreement  with  the  cil)   the  Birmingham 

<  ,.    Light    8 

npany's    lines 
formerl)   controlled  by  another  companj 

1.  but  now  "I  the 

company's   lit 

on  which  the  date  ia  prom- 
inently printed   an  each   day.     Before  the  transfei 

went    h  ',111,1-    of   ticket-.      For 

example,  too  tick.  and  on  the  suburban  hues,  where  the 

fare  was  10  cent  mouth,  but, 

with  the  adoptioi  ticket* 

inued    and    now    every    one    I-    charged    a    full    cash    fare. 
Sufficient  time  has  not  ice  the  inauguration  of  the  trans- 

will  fall  or  not  on  ac- 
count of  the  discontinuation 

1  hi   1  .\   Birmingham  dummy  lini     1 

miles  in  length,  fn  being  pushed  as 

rapidl]    as  1 ible;  both  day  and  night   shil 

and  it  i-  l>elie\ed  that  it  will  be  ready  for  operation  by  Januarj   i-t. 

The  freight  business  on  this  line  has  increased  so  materially  that 
it  was  found  impracticable  to  run  a  mixed  train  and  do  justice  to 
both  passenger  and  freight  traffic,  SO  a  -team  freight  train,  making 
1.  has  been  pm  in  service  and  the  train 
frequently  consists  of  eight  and  ten  cars.  The  service  is  more  after 
the  fashion  of  an  express  service  and  merchants  in  the  suburban 
towns  are  taking  advantage  of  the  opportunity  to  get  goods  within 
a  few  hours  after  ordering  them  rather  than  wait  a  day  and  some- 
time  longer    for   them  by  the  trunk  lines. 

The  work  on  Third  Avenue,  a  street  on  which  a  franchise  was 
recently  granted,  is  progressing  nicely  and  a  lot  of  special  work 
consisting  of  turnouts  and  crossings  has  just  been  placed  at  3d  and 
19th   St-. 

The  city  council  recently  passed  an  ordinance  requiring  the  com- 
pany to  equip  its  cars  with  fenders  and  to  that  end  an  order  has 
been  placed  for  the  entire  equipment.  The  type  to  be  used  is  that 
of  the  St.  Louis  Car  Co..  which  was  approved  by  a  committee  of  the 
board  of  aldermen  who  witnessed  some  practical  tests  of  fenders. 

The  first  installment  of  the  27  new  cars  recently  ordered  from 
the  St.  Louis  Car  Co.  has  arrived.  They  are  21  !4  ft.  long  and 
mounted  on  Lord  Baltimore  single  trucks  and  equipped  with  two 
G.  E.  motors.  They  are  vestibuled  and  have  electric  arc  head- 
lights and  Hunter  signs  set  in  the  upper  part  of  vestibule  window. 
They  have  a  seating  capacity  for  28  and  are  supplied  with  Hale  & 
Kilbourne  walkover  cane  seats.  Signal  bells  with  buttons  at  each 
seat  are  provided  and  the  cars  are  equipped  with  the  type  of  fender 
approved  by  the  city  council.  They  are  painted  the  company's 
standard  color,  chrome  yellow,  with  white  roofs.  These  cars  are 
used  on  the  cross-town  lines  and  are  to  take  the  place  of  the 

In  connection  with  tin    Brown  system  of  discipline  now  ii 

the  management   is  preparing  to  adopt  a  rule  that  when  a  man  has 

certain   number   of  demerits   on   his   record  and   has   no 

credits  to  counter  balance  them  he  will   lie  lowered  on  the  list,  ami 

when   be   ha-  a   ccrain   numbi  its   with   no   demerits  he  will 

ted       Bj    thi-  means  a  good  man   will   steadily  rise  and  an 

indifferent  man  will  go  down,  and  good  men  will  be  retained  in  the 

hat   would  ordinarily  discharge  them. 


The  Guthi  I    Light  and  Trai  1       has  been  incorpo- 

rated to  construct  an  electric  railway  system  iii  Guthrie. 


Two    companies,    the    Raritan    Traction    Co.    and    Central 
Traction  Co.   have  made  application  for  a  franchise  through  South 
> ■  N.  J- 


rted  thai  an  electric  railway  will  be  constructed  bi 
Withee   and   Maplehurst,   Wis.     A.   E.  Jeffrey.   Milwaukee,  is  said 
of  the  schi 


\  charter  was  granted  November  10th  to  the  Oklahoma  1 
Co.   for  the  :  building  a  line  from  Guthrie  to  Oklahoma 

City  and  to  El  Reno.    The  line  will  be  75  miles  long. 


Nov.  20.  ioc j.  ] 


STREET  RAILWAY  REVIEW. 


851 


A   MOVABLE  SUB-STATION. 

infrequently  stion  has  been  raised  as  to  the  most  eco- 

i  supplying  sufficient  current  to  outlying  parts  of 
systems  which  at  times  carrj  heavy  traffic.  Lines  to  distant  pleasure 
parks  used  only,  or  chiefly,  in  summer,  come  particularly  under  this 
heading.     The  delivery  of  a   heavj  current   over 

several  miles  ,,f  line  involves  a  waste  I       g  be  continued  for 


There   are   no   trap   doors,   .1-    the   trucks   are    not    equipped    with 

r  is  entirelj   clear  for  the  machinery.     A 

in,  sliding  dooi  is  on  on(   side  and  30-in.  sliding  doors  at  the 

tgonal  corners.     The  length  over  sheathing  is  36  ft.,  and   width 

ists  9  ft.  0  in.    Weight  of  rotary  converter,  29,600  lb.;  three 

transformers,  10.050  lb.;  switchboard,  [,200  lb  ;  a  total  of  50750  11). 

The  trucks  are  Brill  X       iS 

The  car  can  be  used,  with  and  without  machinery,  for  a  variety 


PORTAIil.i:  SUB-STATION  i/AK     1:III.T  I1Y  .1.  c;.   f.KIl.I.  CO. 


any  length  of  time,  and  therefore  sub-stations  with  rotary  convert- 
ers arc  built,  although  their  maintenance  during  half  the  year  1-  a 
dead  loss. 

During  the  past  summer  a  very  practical  expedient  has  had  a 
successful  trial  by  the  Wilkes-Barre  it  Hazleton  Railway  Co.,  con- 
sisting of  a  car  built  by  the  J.  G.  Brill  Co..  of  Philadelphia,  ar- 
ranged to  contain  a  400-kw.  rotary  converter,  three  transformers  and 
a  switchboard.  The  car  is.  therefore,  a  movable  sub-station  ready 
to  be  placed  on  sidings  wherever  needed  and  connected  with  wire 
bearing  an  alternating  current.  As  the  percentage  of  waste  for  dis- 
tance is  slight  with  alternating  current,  the  car  may  be  placed  as 
far  from  the  power  house  a-  need  I.e.  The  current  operates  the 
converter  and  is  delivered  in  the  proper  quantity  on  the  main  line 
through  the  transformers  or  boo- 

The  roof  of  the  car  1-  constructed  to  be  entirely  removable  in 
one  piece  like  a  box  cover,  in  order  that  the  large  and  heavy  machin- 


irline  and  al 


-1  purposes  which  will  suggest  themselves  according  to  local  needs. 
The  economy  and  convenience  of  the  rotary  converter  car  will  prob- 
ably bring  it  into  considerable  use  in  the  near  future. 


PHILANTHROPIC  IDEA  IN   BOSTON. 


The  Boston  Elevated  Railway  Co.  is  carrying  out  the  modem 
idea  that  it  pays  to  be  not  only  fair  and  just,  but  generous  as  will. 
with  employes,  and  as  an  example  of  its  desire  to  cater  in  every 
wav  possible  to  the  needs  of  h-  nun,  it  arranged  during  the  recent 
coal  -inke  to  import  from  abroad  a  steamer  load  of  coal  which  11 
sold  to  its  employes  at  very  nearlj  normal  price,  and  at  a  cost 
way  below  the  price  asked  by  the  coal   dialers  in  the  city  of  Boston. 

The  circular  to  its  men   announcing   llns  nunc   reads    as    follows: 

"It  having  1 represented  to  the   Boston   Elevated   Railway  Co. 

that    many    of    it-    employes    are    in    great    need    of    fuel    which    they 
obtain  in  the  present   fuel  crisis,  the  company  will   undei 
id'     io   furnish   as   many   of  them   as   possible   with    'English    Admi- 
ral,  laid   down  at    such    wharf  or   landing    m    I'm  ton    a 
may  be  d  1       eat       is  pi     ible,  al  cosl  prici   ,  appn  ixi 

mating  a-  nearly  as  may  he  to  $5.50  per  ton  of  2,000  lb.     mall   coal 

1 1.  1  in    musl  he  added  cosl  oi 
■    from  dot  1.  and  other  1    pensi     oi  undi  1  taking,     I  lie  new  3 

1 nig    this    coal     111    lion   1      mm 

i  ■■    dl    11  ■       '  ■ 1    il ll    1111c   I       1  >. ■  1 1    application 

blank    at    once    in    ink    foi     thi  di    in     and    kind    prc- 

■  I'a'i    '  1    1  '.ml   ii mpanj   1  an  l"   1   obtain,  ami 

.I    v.  lib    ib.  11    mi  -11.  1    and    1  il  in  '  ■  ■■  ■  '     i"    ■' 
rival, 
"Further   information   ami  blanl  I   bi     Eurni  Ited 

ed   E01   1  ich  di 1." 


<,<,',   1        I   1    I     I         md        I  m:     loll      ol       III.         I'.'lUISyl- 

I  .  I  B  0] id    I  '.  n.l.i  1     aolb    w  ilb    a    I  WO 

■■      poinl         \  n   I1..111 1  v   ■ .  I,,  ,h. 


Orlcai  ■    that  thi    "Jim  '  <  <  ■'•■•     law   1  ffci  1 

th  difficult        1  in     treet  rail 

pan  ■  ■  ■  11. 1  plai  ed    creen 

I  ,  1    1    1  :  1   1  I 

1  1  li..t  all  ■  .1.  .1.     1  hi    whil  1      n ' 

;■  upon  riding  in  the    cat      et  lad     and  tl " 

npo    '!■)'    1 ii  .'  1  b.    \       effect 

had  dim  ■■  al I  cat 


-  i  REE  I    RAILWAY   REVIEW. 


SIGNAL   FOR  STOPPING  INTERURBAN   CARS. 


i  >ii  the  ni.ii 

I  which  ii  ■ 
ai  night 
npanying  illustrat 

.iml    :it    the    •■.'iiiio    tin 
adjunct    to  tl 

lighting  matches  nr  burning  paper,  which  are  ver)   trouble- 
on  dark  infills.   The  ^ ■  k < > ■  •  1  box  is 
ii   bracket  o  point  where  it 

nhected  by  » ires  to  the 
ml   four   feel   from  the 


SIGNALLING  [N1ERURBAN  CAR    \  :    SIG]    , 

fastened  to  the  pi  ill    bj 
I  ...    i he   lamps   in   th<    signal   1" 

and  bul  little  current  is  consumed  1".  I  a!  the  lamps 

remain  lighted  only  while  thi  Id  up. 

in  fact,  h;  ■  power,  as  without  the 

signal  the  motorman,  not  knowing  thai  hi   is  to  stop,  will  lea 
controller  wide  open,  and  when  he  sees  an  intending  passenger  he 
passing,  will  throw  on  the  braki  to  stop  the 

car.     In  this  way  he  uses  current  ti 

leen  unnecessary  had  he  known  in  advance  a  stop  was  to  be 

lomically  a  motorman  should 
about  i.ooo  ft.  in  advance  that  he  has  a  stop  to  make  and  by 
tl  he  can  handle  his  c  svasti 

ily, 

of  lamps  in  the  signal  box, 

.   ed  nentlj   to  the  trolley  « 

the  circuit  |  through  a  switch 

which  i  nding  passenger.    There  is  no  complica- 

simple  that  i  impossible  for  it  to  get  out 

of  01 

The  interurban  line  between  Ms 


mg  the  line. 
liabil- 
'.■1  avoids  ti 


STREET  RAILWAY   STRIKE  AT   GENEVA. 
SWITZERLAND. 


Bj    i  ourt<  ->    of    Mr.    1 1.    P.    Bi  i   the 

land,  we  have  received  with  which 

hi*  company  has  recently  had  to 

ed  the 
existing    tram   lint  eva   and   the    interurbi  in   the 

Under  the  new  owner- 
ship tin-  "hi   lines   ha  and   equi|  pi 
and  a  number  of  new  extensions  madi   to  small  town-  in  thi 

tir-t  year  of  operation  the   return  on  the  capital   was 
but    little   more  than    t  and    for   the  current  year   will   not 

2  per  cent,     ["he  stockholders 

I    tin    results 
was  the  resignation  of  the  manager  and   the  appointment   of   Mr. 
rd  as  his  -  Mr.  Bradford  took  charge  August   i6th 

and  having  in  mind  the  necessity  of  reducing  August 

published   an   order   discharging   44   employes   to   tak. 
mber  12th.    On  the  following  da)  .1  general  strike  of  the  men 
.1     declared,   the   total   number  limiting   service   being   489, 
sympathy  of  the  public   was   with   the   strikers,   doubtli 

the  fact  thai   Mr.   Bradford  was  a  foreigner  and 

lecause  Switzerland  is  the  home  of  many  socialists  and  labor 

irs  who  have  been  driven  from  other  European  countries. 

tin   September    1st   it   was  agreed   that  the  questions   in  dispute 

should  be  referred  to  a  commission  of  three  members  appointed  by 

ouncil  of  State  and  on  the  following  day  the  strikers  returned 

1    pending  a  decision.    This  decision  was  rendered  September 

i.'th  and  was  favorable  to  the  employes  who  obtained  a  reinstate- 

1"   tin    44   nun   discharged   and    some   modifications 
rules   to   which    they   objected. 

On   September   25th   a   complaint    was   made   to   the    1 
Stat,   lit  the  men,  it  being  alleged  thai  thi   company    was  not  living 
up   i"   11-  agreement.     The   Council   of   State  heard  both    sides   of 
.   mtroversy    and    decided    thai  nen    were 

without   cause.     On   the   27th   of   September   a    strike   was   ordered 
for  the  j.sth.  but  this  was   not  I.    A   number  of  car-   were 

ul   that   day  and  more  the  a   day  until  October  3d 

when    the    regular    service   was    given,   and   the    company   anni 
that  after  that  date  none  of  the  old  men  would  be  reinstati 

tti-t   few  day-  of  the  -trike  resulted  in  but  little  disturbance 
inning  with  October  1-t  it  was  necessary  to  call  out  - 
companies  of  militia  to  suppress  disorder.     On  October  6th  it   was 
tor  the   Council   of   Stati       I    Geneva   to   issue  a 
proclamation    calling   attention    t,,    the    fact    that    instigators   of   the 
troubli    wire,  for  the  mosl  part,  nol   na  a  and  calling 

on  all  good  citizens  to  lend  their  aid  in  suppressing  thi 


ELECTRIC  RAILWAYS   IN   SOUTHERN 
INDIANA. 


"There  are  railroads  talked  of.  dreamed  of.  surveyed,  prospected. 
'ad  and   indifferent  in  tin-  community  just  now. 

Wliai  with  the  Black  Diamond,  a      1  0  -kin.  the  [1 

nption,    the    Columbus,    Brownstown, 
and  French  Lick  Electric  line  just  -ticking  up  its  he 

French   Lick  and    Mitchell   with   its   surveyor-   in  the  field 

tilling  two  Walsh  road   from  Indian   Springs  to 

B      en,    Paoli    .nul   down    tin    pike   to   the   River,  the   Taggart- 

Buskirk  Dickerson  Fairbanks  line  up  the  pike  and  a  Chicago  com- 

tt  fully    anxiou      to    build    over    the    same    route    it    begins    to 

look  really    d  to  life  .'tnd  limb,  they  are  SO  awfully  thick. 

"But,  of  course,  they  won'l  ere  at  once — come  gradually 

.  so  that  we  can  become  some  accustomed  to  the  whiz  and 

roar  and  clang  and  bang  and  be  able,  with  a  little  time  and  educa- 

1  keep  ott  the  numerous  track-  and  thereby  save  our  scalps." 

iittrg   1  tnd.  1    1  iazette. 


.  102.} 


STREET  RAILWAY   REVIEW. 


853 


REPORT  OF  THE  COMMITTEE  ON  STAND- 
ARDS. 


BY  N.  H.  HEFT,  JOHN   I.  BEGGS,   E.  G.   CONNETTE,  E.  A.  NEWMAN 
AND  K.  T.  BAFFIN. 


The  members  of  the  committee  on  standards,  appointed  in  pur- 
suance of  the  action  of  the  last  annual  meeting  of  the  associations, 
have  given  individually,  at  their  homes,  and  collectively  as  a  coi 
mittee  at  meetii  -  lerable   thought  to  the  matters   invoh 

and  have  carried  on  much  correspondence  in  an  earnest  effort  to 
obtain  data  which  would  enable  them  to  present  at  this  meeting  of 
the  association  ideas  that  wouid  be  of  advantage  to  the  electric 
railways  throughout  the  country. 

It  i5  unnecessary",  however,  t<>  suggest  that  because  of  the  great 
changes  and  vast  improvements  being  made  in  the  type,  di 
and  construction  of  motors  that  it  is  difficult  to  make  any  definite 
recommendation  upon  this  point,  as  we  feel  that  the  next  year  or 
may  radically  change  the  ideas  of  the  manufacturers  as  well 
as  the  operating  departments  of  the  several  roads  with  relation  to 
the  matter  of  motors. 

With  regard  to  the  matter  of  rails  and  trucks  w«  present  more 
definite  conclusions   for  your  consideration. 

At  the  first  meeting  of  the  committee  the  subjects  to  be  con- 
sidered by  the  committee  were  divided  and  assigned  to  the  mem- 
bers as  follows : 

X.  H.  Heft  I  Meriden.  Conn.) — Wheels,  axles,  axle  brasses,  jour- 
nals, journal-boxes,   brake-heads,   brake-shoes,   etc. 

John  I.  Beggs    (Milwaukee.   Wis.) — Rails. 

E.   A.  Newman    (Portland,   Me.  >— Motors. 

E.  G.  Connetti       -  se,  X.  V. ) — Trucks. 

R.  T.  Laftin   (Worcester.  Mass.) — Painting. 

Will   Christy    I  Akron,  Ohio) — Car  bodies  for  city   and   sul 
service,  including  ventilation;  also  the  question  of  the  oval  roof. 

C.  F.  Holmes  (Kansas  City.  Mo.) — Standard  overhead  con 
struction  for  high-speed  and  suburban  roads,  including  trollej 
wheels. 

Rails. 

The  committee  having  carefully  1   this  subject,  and  hav- 

ing consulted  with  experts,  recommends  that  this  association 
as  a  standard  for  either  a  T  or  girder  rail,  the  form  of  rail   shown 
in   Figs.   I   and  2;   the   height  of  the   rails  to  be  governed   by   the 
character  of  the  pavement   required,   in   (he   municipalities,  and  the 
weight  of  the  rail  to  be  than  70  lb.   for   the  T   rail   and 

not  less  than  90  lb.  for  (he  girder  rail  per  yard. 

It    will    be    observed    by    examining    these    illustrations    that     the 
head  of  the  rail  is  made  to  conform  to  the  angle  of  the  tread  of 
car  wheels,  for  the  following   ri  1  irst.  to  increase  (be  con 

tact  area,  thus   increasing   the  tractive  force;  and  second,  to  r 
a  more  uniform  wear  across  the  head  of  the  rail  and  tread  of  the 
wheel. 

The  width  of  this  head  should  be  not  less  than  3  in.  With  a 
rail-head  of  this  form  and  dimensions,  a  ear  whirl  having  a  3-in. 
tread  and  Aang  n,  in  depth   (which  should  be  used  on  all 

•rban   cars;,   can  rithoul    interfering    wi 

meni  •■•(>•.  at  a  high  1  ubui ban  and 

urban  roads,  and   with   I.  nan   the  present 

form,  due  to  the  increased   suri 
rail  and  decrea 

The  comn.  that   thi     E"  rail  i     ! 

Tabic  and  practicable   rail   for  all   put] 
wherever   the   consent    of   the   municipality   can   be   obtained;   and 
an  earnest  and  ild  be  made  on  tin:  part  of  all 

nc  railwa) 

In  all   places  where  a    I    i 

min  ttee  recomim  ul  of   the   form 

I'.rm    of    rail,   owing    ti 

rail   of  gtf 
id   of   3   in.   in   width. 
and  wider  groove,  and  on 
. 
In   view   of  the   rapii 
line»  which  en' 
mittcc  di 


■ 


work  where  suburban  or  interurban  cars  are  operated,  ami  in  all 
special  work  for  new  construction,  that  particular  attention  be 
pth  and  width  of  thi  groovi  1  hown  in  Fig.  3. 
applicable  to  special  work  in  connection  with  T  or  grooved  girder 
rails. 

Mot 

Street    railwa)    motors    are    subjected    to    such    varying    conditions 

ami  uses  as   to  render  n   almost   impossible   to'  outline  what  might 

considered  .1   standard  motor.     Neither  would  it   be  practicable 

to  standardi  1    certain   hoi  e-power  motors    Eoi    certain   weights  of 

.is   the  conditions  of  operation  an-    so   varied   that    what  might 

be  perfectly   satisfactory    in   one   case    would   be   unsatisfactory   in 

G     erallj    speaking,    fot    citj    service   motors  of  between 

35  h.  p.  and  40  h.  p.  are  most  practicable.     For  ordinary  suburban 

service  motors    if  this  capacity,  with  (our  motor  equipments,  would 

meet   nearly   all   ordinary    conditions   ami    requirements.      For   high- 

peed    service   on   long    suburban   and   interurban    roads   motors   of 

desirable  and  should   be   selected   with  special 

reference  to  the  specific  duty  to  be  performed. 

here  is  a  possibility  of  alternating-current  motors  being 
developed  the  committee  feels,  in  view  of  the  experiments  now 
being  made  both  in  this  country  and  .ilno.nl,  that  it  is  advisable  to 
await  'In  outcome  of  these  experiments  before  any  recommenda- 
tion on  this  subject  is  made. 

Trucks. 

\11111    committee   1-  of  the  opinion   that  the  time  is  inopportune 

for   recommending   any   particular   design   oi    trucks   for   motor-car 

ervio     1  >pi  1  ial  s    I  n   single-truck  cars,  except  such  parts  of  trucks 

lulls,  axles,  bearings  and  journal  boxes. 

For     interurban     service    (lie     committee     recommends    that    the 

1 l.n.l    dimensions,    as    given    in    this    report    for    wheels,    axles, 

bearings  and  journal  boxes  i«  followed,  and  also  that  the  M.  C. 
B.  practice  in  the  construction  of  truck-  for  double-track  cars  be 
adhered  to  as  closely  as  possible. 

Axle-,    Journals,   Journal    Boxes. 
In  view  of  the  great  demand  on  the  part  of  the  traveling  public 
for   a    more    frequent    and    rapid    service,   not    only    in    large   centers 
of  population,  but   in   suburban  and   interurban    service,  anil   in    view 
of  the  increased  weights  oi  thi    equipment  required  to  safely  per- 
form   this    service,    your    committee    recommends   the    standard    axle 
adopted  by  the  M.  C.  B.  Association,  which   is  the  result  of  dcvel- 
111     .iinl   improvements  covering  a  period  of  fifty  years.     This 
standard    axle    can    lie    applied    10    all    electric    railroads,    which    ari 
■  practicallj   the  same    ervio    ■       team  railroads. 
\\  e  recommend  Eoi  adoption  an  axle  of  the  size  ami  form  shown 
in    Fig,   4   for   all    motor   car-    weighing   under    I.-,   toiis,   including  ill 
nli  weight  truck-.  tors  and  car  bodies  ami  mil  load;  also  the 

M.  ('.  I'..  -tamlard  journal  brasses,  journal  boxes,  dust  guards  and 
key   -eat-,  .'is   shown   111    FigS.    I.  5.  11  and  ~. 

lor  all  cars  weighing  fr 20  tons  to  28  ions,  including  in    uch 

weight    (rucks,    motors  ;md    ,,u    bodies  and   full    load,   the   M.   C.   B. 

1. 11.  1     ii  o  journal  brasses,  journal  boxi   .  dust  guards  and 

key  seat-  shown  ill   Figs.  8,  O.   10  and   II. 

For  all   ear-   weighing   up  to  30  ion-,   including   ill   such   weight 

111  otoi     and  on  bodii     and  full  load,  the  M.  ('.  1!.  standard 

axle,    also    journal    bra     1    .    journal    box,.,    dust    guards    and    key 

hown  111   hies,    u,   [3,   \,\  and   15. 

J|   ,  11     weighing   up  to    10  ion  .   including  in   such   weight 
truck-,  motors  and  101    Ko.li.      and   full   load,  the    M.  C.    B.   standard 

dust  guard    and  ki  .    1  at 
.1    1  10    [7,  18  and   10. 

■    "i'  ti      0  tons,   "n  luding  in  Buch  weight 
(ruck-.,  motoi     and  on   bodie     ind  lull  load,  the  M.  C.   B.  standard 

axle,    also    journal     1 Umal     DO    I     .     'In    <       '.11.11  1 1  -     and     key 

FigS,    J",    21    and    22. 

Car  11    Suburban  and    Enti  1  hi  ban   Si  rvici 

Y0111  1    up   » nli   "p,  1 . iiimt    nun. is"  1      lb'       lib 

uburban  and   interui  ba itei 

of  populal  treets,  and  find    thai  theii     ii        1  'I 

with 

We  0  ■                        '!  1 n    .  1  ndard    1    teel-tired  wheel  and 

1  .  Inlhd  v.  In  'I,  .1      hown  in  Fig           ind    i  1 

With  if                                        end  for  i"i 

.;  bui  ban  and   inti  a     teel-tired 

of   tin  in      -hown : 


STREET   UAILWAY   REN  IEW. 


\II.  No.   II. 


. 
in  I  ig.   i-'.  wh< 

1  i  hilled 
t  with  an  axle  as  ihown  in 
. 
1  •  Hi. ;   111   Fig.    16,   wheel   t"   weigh 

•in   weight-  im  1  form  to  tin    M 

Brake-  1  lead  and   Bn 
\"i nir   comrnittei  n    as    .1    standard    the 

shown  111  I  d  -'<> 

Painting, 
ndard   meth  committee   would 

\ll  grease  and  rust  should  be  removed 
from  the  ironwork  and  the  car  body  should  be  rubbed  down  u>  a 

ork  w  nli  pu 
lead  and  raw   linseed  oil.     Then  tl  hould  be 

painted  as   follow  pure   lead  and  oil  priming   thorough!} 

rubbed   in;  al    of   flat    li  hell  gloss;   third, 

white  lead  putty;   fourth,  thi  I   Ral    lead;  fifth,  twi 

of  tough  stuff;  Mxth  scour  to  smooth  surface;  seventh,  two 
mnd  color;   eighth,  special   color  to  cover;   ninth,   on 
•  ■11  Mat  color;  tenth,  two  coats  of  best  finishing  varnish. 

No  coal   is  i"  be  applied  until  the  pi  coal   1-  thoroughly 

dried 

'In-  roof  canvas  should  have  thi  1  lead  and  oil,  and  no 

glue  size  or  patent  filler  should  be  allowed  00  the  roof. 

For   the   inside  or   standing   finish,   we   would    recommend    that 
it  of  lead  and  oil  and  one  coal  of   Prince's  metallic   bi    pul 
mi  back  of  same  before  tinisli  is  put  in  place. 

All    standing   or   inside    finish,    if   of   open   grain    w 1.    such    as 

ash,  oak  or  mahogany,  we  would  recommend  to  be  thon 
tilled  Willi  Silcx  tiller.  If  the  wood  is  of  open  grain  nature, 
as  cherry,  maple  or  birch,  we  would  recommend  a  good  oil  stain 
instead  of  the  filler.  Then  thoroughly  sandpaper,  after  which 
apply  two  thin  coats  of  absolutely  pure  grain  alcohol  -lull.,,, 
either  bleached  or  orange,  according  to  the  wood.  Then  sand- 
and  applj  two  coats  of  varnish.  All  inside  work  should  he 
rubbed  10  a  dead  finish,  and  all  outside  or  exposed  work  should 
be  left  in  the  gloss. 

In  car  floors,  the  under  or  lining  floor  should  have  one  good 
coai  of  oil  before  the  upper  or  corrugated  floor,  which  has  re- 
ceived a  coat  of  oil.  is  laid.  When  finished  it  should  receive  one 
coat  of  bleached  shellac  and  one  coat  of  good  floor  varm-li 

Return  Circuit. 
"1  he  committee  believes  that  one  of  the  most  important  factors 
in  the  construction  and  operation  of  an  electric  railway  is  to  pro- 
vide for  a  standard  return  circuit  in  such  maun-  give  the 
least  resistence  and  largest  and  most  reliable  carrying  capacity, 
thus  avoiding  loss  of  power  and  incn  t  of  maintenance. 
We,    therefore,    recommend   a    supplementary    return,    in    addition    to 

practice   at   the   present   time,    in   all    congested    sei 

crossing  all   special  work  and  in  the  vicinity  of  the  power  plants. 

nd   Car   Boo 
Owing   to  the   inability  of  the   committee   to  obtain   an;    report 
from  iln   members  to  whom  were  assigned  the  subjects,  "Standard 
for    High-Speed    City    and    Suburban    Serv- 
ice.   Including    Trolley    Wheels."   and    "Car    Bodies    for   Citj    and 
Suburb  . .  including  Ventilation;  also  the  question  of  the 

Oval    Roof,"   we   are   unable   to    presprt    any     report     embodying 
nmendation  cts. 

Conclusion. 

We  earnestly  recommend  that  the  incoming  officers  of  the    Vsso 

authorized    and    directed    to    appoint    successors    to    the 

undersigned  committee   to   carry  on   the  work    for  which   they   were 

appointed,   as   we   feel   that   the    1  de   are 

only  preliminary  to  much  work  that   ca  in   this  din 


KANSAS   CITY   NOTES. 


foi  thi   Metropolitan  Street  Railv  practicall) 

15th  and  the   foundations   will   be  put   in  as 
rapidly   a-   the   weather   will   permit. 

The  accompanying  illustrai  ■   tin    new    ; 

which  will  help  more  clearly  to  explain  how   thi 

i-  being  doni  ■<!  in  the  "Review"  i.  ■ 

1    yd.  of  material  is  h  ;  hour-  bj    the  -ix 

hue-  and  500,000  -  I    water  per  day  are  used. 

.  ■  <\  in  changing  the  Inn ith    - 

15th  St.   from  call'  -  rails 

I            -  I  being 
already                   ound. 

rail    construction    i-  being    substituted    for    the 

cable  track  on  Troosl  Ave  and  Summit  St.;  by  the  use  of  portable 


EXCAVATING  FOB  POWER  BOUSE  FOUNDATIONS. 

1  r-   iln-   work  is   being  done   so  as   not  to  interfere  with  the 
regular  service  cars. 
Since  the  park  season  closed  the  company  ha-  been  givii  g 

division  superintendents  a  two  week-'  vacation. 
A  great  deal  of  interest  is  being  taken  by  the  employes  of  the 
Metropolitan  in  the  merit  system  of  discipline  and  nearly  all  of 
them  have  made  a  point  of  reading  the  paper  presented  at  the 
Detroit  convention  by  Mr.  W.  A.  Satterlee,  general  superintendent 
of  the  Metropolitan  company,  on  thi-  subject. 
«  »» 

THEFT  OF  WIRE  AT  BIRMINGHAM. 


The  Pittsburg  Railway  Co.  gave  150  of  its  motormen  and  con- 
ductors who  were  members  of  the  National  Guard  leavi 
when  they  were  ordered  out  with  the  militia  to  assist  in  quelling 
the  strike  disturbances  in  the  anthracite  coal  region.     The  company 
provided  substitutes  to  fill  the  places  of  the  men  until  their  return. 


1  in  November  5th  nearly  a  mile  of  live  copper  feed  wire  wi 

down    on    the    Ensley    line    of    the    Birmingham    Railway.    Light    & 

Power  Co.     Iln-  wire  measured  nearly  a  ' ..  in.  111  diameter  and  is 

worth   iS  cents  per  lb.  a-  ol.l  copper.     Iln    lot   stolen  weighed  900 

lh.     \ficr  the  discovery  of  the  robbery  iln    following  morning,  the 

sheriff   wa-   notified   and   with   hi-   nun   discovered    the   wire   in  con- 

ent,   rolled   up  and   with  the  insulation   burned  off.      Men  were 

d    lo    watch    the    wire,  and   after    dark    two   negroes    drove   to 

the  pi"  'id  11   upon  a  wagon.      They  were   immediately  ar- 

bul   one   of  them   escaped,  although   it   1-   believed  he   was 

1  -  in  1  lie  meantime  had  off, red  the  wire  to  a  dealer 

in  old  metal,  and  while  the  men  were  preparing  to  deliver  the  wire 

the  dealer  notified  the  police,  so  thai  the  robbers  wen-  being  watched 

from   both   end-  of   the   line,  and  in  this   way  another  one  of  the 

party   was  caughl   and  placed   under  arrest.      The  negroes   who  stole 

the  win  tnerlj   employed  by  the  Birmingham  Railway  Light 

&    l'ov       .  heir  knowledj  obably   saved 

them   from   I  killed  in  the  operation  of  cutting   the  live  wire. 

♦-•-• 

The    New    Orleans    Railways    Co.   has   purchased   the   Otcri    fuel 
il   storage  tank  in   New    Orleans;  the  tank  ha-  a  capacity  of  55.000 
barrels,   and  the   price  paid   for   the  tank   and   property   is   reported 
to    have    been    $17,000. 


_. 

i  <  .•■•  an  iiigaii. 


\     gffimxii 


■  i 

1     '« 

■ 


.'■  t'JOUflMl.  BLaJliKS 


^ 


-=te    - 

"*      ~f 

;           fl    _      .  j^_      j 



S\"i  .'.  HI*W1L  IUIIU 

Kails,  Wheels,  Axles,  Bearings,  Brake  alio  i    ommended  bj   the 

American  '■■  Railway    Association   Committi     on    Standards  in   its  report  prese 

(he  Detroil  ■  (invention,  l  let.  10,  1902 

For  repuri  see  "Street  Railway  Review," 

N.  H.  Hiii.  John  i   Beggs,  e.  g.  connette,  e.  a.  Newman,  R.  r.  Laffin. 

Committee. 


NOV.  30.  1902.] 


STREET  RAILWAY  REVIEW. 


855 


VERONA  &  WILKINSBURG  INTERURBAN 
OPENED. 

October  25th,  the  opening  trip  over  the  line  of  the  Verona  I  Pa.) 
&  Wilkinsburg  Street  Ry.  was  made  by  the  officers  of  the  company. 
after  which,  the  line  was  thrown  open  to  the  public'   The  « 

ij  has  been   in   progress   for  a  year   and   the  company   was 
under  a  Uuid  to  complete  thi  September  t-t.  the  time,  how- 

ever, was  extended  to  November  i-t.  The  new  route  is  six  miles 
and  the  scheduled  time  for  the  run  i-  jo  minutes.  Ten  car-  will 
.  through  the  winter  and  15  in  the  summer,  ami  at  present 
they  all  run  only  to  Verona.  The  line  will  he  extended  to  Oik 
mount  as  soon  as  the  question  of  railroad  crossings  has  been 
adjusted. 


MARKING  RAILWAY  TIES. 


NEW   PRIVATE   CAR  FOR    NORTHERN    TEXAS 
TRACTION   CO. 

The  accompanying  illustrations  -how  the  exterior  ami  interior 
of  the  new  private  car  "Sagamore"  built  by  the  1 1.  C.  Kuhlman 
Car    Co.,    Collinwood,    O.,    For    the    Northern    Texas    Traction    Co. 


I  lie  secretary  of  'lie  American  Railway  Engineering  ami  Main 
tenance-of-Waj  Association  ha-  addressed,  under  date  of  Nov.  12, 
1902,   the    following    letter    10    the    managing    officers    of    American 

railways  : 

"The  attention  of  the  managements  of  American  railroads  is  in- 
vited i"  the  system  of  marking  cm--  ties,  advocated  in  the  report 
of   tin    -  "ii     Ik-,    submitted   at    the   third    animal    eonven- 

i  tlie  American  Railway  Engineering  and  Maintenance-ot- 
\Y.i\    Association. 

"The  plan  proposed  is  similar  to  that  adopted  by  the  U.  S.  De- 
partment of  Agriculture  in  a  section  of  experimental  track  laid  in 
the  state  of  Texas,  and  briefly  described  is  a-  follows:  Each  tie 
i-  marked  with  a  dating  nail;  tin-  is  placed  between  the  rails  011 
top  of  the  ne.  generally  at  a  specified  distance  from  the  rail.  They 
are  of  steel,  covered  with  line  or  tin,  and  have  the  war  stamped  in 
thi  In. id.  When  renewal-  lake  place,  tin  dan  at  which  each  tie 
was  laid  i-  noted,  and  in  thi-  way  an  absolutely  reliable  record  is 
obtained.  The  nail-  cost  very  little  (about  6  cent-  per  pound. 
Thirty  nail- I.  and  when  put  in  by  the  section  gang,  the  labor  is  very 
slight,     Several  .American  railroads  have  already   adopted  ilii-  plan. 


— 

.• 

— r— hh 

■ail 

^ 

JPfkr: 

l 

" 

■  it  1 

ltta 

— ^m: 

l!l^! 

|    [ 

l 

A 

F*l 

J-  1 

1  v.m 

■M  •—      ^~^r 

"' b"^    a 

-J 

: 
IS 

[   SAGAMORE.  ] 

r  I- Sm \i. 

^ 

■*""- 

k. * 

a_.V 

5CC  - 

•.•V1.1. 

>RIVATE  CAH,  NORTHERN  TEX  \--  TRACTION  1  0.    '..  >  .  KUHLMAN  CAR  I  0. 


The  length   of  the  car   i-   50   ft  tnd   it    has    seating 

capacity   for   25   people.     We   are   advised  by   the   president    o)    thi 

.    Bishop,   that   this  ear  attained   a    -pied   of   78 
mile-   per   hour   on   the   initial   trip. 


1    1    w 


The    Nortl 

m   Worth   and   the   new   interurban   1  11    Fori 

Worth  and   Dall 


1  ■    Milwaul 
.    ;  '  pleaded  guilty  to  1  m 

and  one  $50 

which    had    been    onc<     turned    in   and    ordered 


and   it    i-   to   be   hoped   1  lut    the    practice    will    eventually   become 
1  ral. 

Accurati     tatistical  information  in  regard  to  the  life  of  treated 

and   untreated   ties,  a  comparison   of  the   different    kind-   of   wood 

foi    cros    ties   under   varying  conditions   of   soil   and   climate, 

ential  to  the  proper  studj   ol   the  tie  question,     Feu    the 

purpose  of  making  daia  of  this  charactei    available  and  presenting 

11  from  year  to  year,  series  of  blank  form    had  been  prepared  bj  the 

Committei    on   Ties,   which   have   been   adopted   bj    the    Association 

tandard,  and  ii   is    ugge  ted  thai   each  road  take  the  neci     arj 

oil     i"  at   once  inaugurate  the   system  of  keeping  tie   record     in 

the  manner  pro] I    bj    1  he   committei 

"The  valui  al d  of  the   life  of  tics  cannol    bi 

ly  way  in  w  bit  h   reliabh    1 1  mi  lu  ii  in 

can    bi    drawn.     Ii    1-  to   be   hoped   that    all    roads    will   appreciati 

ipi  irtanci    to    themselvi      1    ti     othei     ■  il    ki  eping    up    thi 

informal 

"Sample-   1 .1    thi    blanl      abo\ ed 

ni-lied  by  th  11  ialion, 

III     'H    ipplic; " 


lo    will    he    gladK      1111 

i-oj  Monad :k   Block, 


INJURY  SEEKER  CONVICTED. 


It  ha    ■!'  vi  loped  ill. 11    'ii  organi     d  ■■■ 1  piratoi     ha     bi  en 

1  'hiladi  Iphia   » ith  thi    objei  ining  mom 

1  1 Co    i".    11  tuduli  in    rept .11 .     ( In   Sept. 

■ hoarded    1    Fourth     1    ca i   rodi    a     fai 

1      On  n  ai  hing  thi      treel  1  tin  m  nami  d   Rosei 

ti  ppi  d  on  iIm    11 ■•   1 1   "i   1 1  -    "H    and,   il    1     cl 

!    I-  i"    thrown  to  the  1 ind     u  Minnie     light   in 

il  '  'I  .ni  ,111 j    w  ho  hi.  .1  '   $5,000 

d    to    ii.'  1     i"  ■  "     n  1. him  <]       1  l"     1  1  I.,,  tion    1  " 

put  an  in  p. .  Lu  "M  ih<   .  .1  .    u  ii...   1  in  1  collecting  evid can  ed 

1 1"    on  ■  ,  .iii.  1    hi  -I  ni  ■    thi    '.■  mi.     .       found 

ilty.    William  1 1 ,  «  ho  ws    thi    '  adi  1  ol  thi   gan gah 

rob  il"    1  iii'.n    1 wa     ilio  arrested  and  pli  adi  d 

rid  to  fivi      ears'  impt  1  onment. 


- 


STREET   RAILWAY   REVIEW. 


[Vol    XII. 


PERSONAL. 


MR  A.  II.  VVARRI  appointed  luperintendenl  oi  the 

Count)   Street   Railway  Co.,  Hancock,  Mich. 
Ml;    i.i.  GRO'V  ER    president  and  manager  ..i  the  Fond  du  Lac 

nt  vis- 
the  "Re>  ii 

SRS   W.  CARYL  ELY  and   I.  I     Mil  rEN,  of  the  Interna 
recently  visited  I 
i  lem  8  Chicago  K>. 
MR   ALBION   E   LANG,  president  oi  the   Toledo   Railv 
ignation  at  a  meeting  of  the  dii 
companj  held  November  7th  and  Mr.  Henry  A.  Everett  was 
ucceed  him.     Mr.   Lani  ition   i-   to  be  effective 

December    15th   and   shortly  a ft«.r 
that  date  he  will  leave  for  an 
tended    European   trip;   his   inter- 
ests  in    the   comp  in   no 
wise  changed  and  he  will  ■ 
chairman  of  the 
ors,  the  reason   foi   retiring 
the  presii             I  the  company  be 
iiig   to    enable    him    to    obtain    ;i 
respite    from    the    ardv 
which  he  has  had  ever  since  firsl 
entering                        lilway   busi- 
n    1881,   when   he  acquired 
the  Monroe  S   I  tot  r  Stret  1   R.  R.. 
1  1     Toledo.      In    1885    Mr.    Lang 
was     active     in     uniting    the     six 
strict    railways    then    operating    in 

o,   and   formed 

Consolidated  Street  Railway  Co..  of  which  he  was  successively 
rctary.  vice-president  and  general  manager,  and  president.  \  51  c- 
Ond  consolidation  occurred  in  1S0.5  when  the  Toledo  Traction  Co. 
took  over  the  Consolidated  and  two  other  companies  which  had 
entered  the  field.  Mr.  Lang  served  as  president  of  the  Toledo  Trac- 
tion Co.  until  it  was  taken  over  by  the  Toledo  Railways  &  Light 
Co..  in  I OOI,  and  he  was  then  chosen  president  of  the  new  com- 
pany, do  Bee  editorially  pays  Mr.  Lang  the  following 
graceful  tribute:  "The  resignation  of  Mr.  Albion  E  Lang  a 
dent  of  the  Toledo  Railways  &  Light  Co.  removes  temporarily  at 
least  from  active  business  life  a  man  who  has  been  a  potent  factor 
during  the  last  quarter  of  a  century  in  making  Toledo,  a  commercial 
and  industrial  power.  If  a  man  who  makes  one  Made  of  grass 
•.here  none  grew  before  is  entitled  to  commendation,  what 
may  be  said  of  a  man  who  transforms  a  bob-tailed  single  li 
mule  cars  into  one  of  the  finest  electric  systems  in  the  country. 
This  development  has  taken  place  he  it  understood  under  the  direct 
sion  of  Mr.  Lang.  Handicapped  as  he  was  b) 
many  adverse  conditions,  he  has  wielded  a  greater  influence  in 
making   Toledo  the   recognized   city   of  beautiful   hom< 

living  man.     That  beautiful   residence  portion  of  the  city,  all 
the  wa]  ncrofl  St  to  Ten  Mile  Creek,  was 

1    wilderness.      Just    as    the    steam    railroad    is    the 
I    of    civilization,    so    is    the    trolley    car    the    constructOI     and 
er  through  the  medium   for  travel   it   furni  commo- 

dious  and   comfortahle    homes.      Mr.    Lang    has    been    a    pi 

ment.  He  has  proved  the  faith  that  is 
in  him  by  interesting  himself  financially  and  personally  in  almost 
every  enterprise  that  has  tended  to  build  up  the  city.  It  is  to  be 
sincerely  hoped  that  Mr.  Lang's  retirement  from  public  life  will  be 
brief.     Toledo  needs  such  men." 

MR.  D.  CLARENCE  DURLAXTD  has  been  elected  second  vice- 
president  of  the  Sprague  Electric  Co.     For  the  past  three  years  he 
nt  general  manager  of  the  company. 
MR  HENRY  A.  EVERETT,  who  will  December  15th  succeed 
Mr.  A.  E  I-ang  as  president  of  the  Toledo  Railways  &  Light  Co., 
has  announced  that  he   will  retain  his  residence  in   Cleveland. 
MR   11.   II.   VREELAND  denies  the  truth  of  the  report  that  he 
igl  the    Inlcruihaii    Street    Railway    Co..   of 

New  York  ne  manager  of  the  Yerkes  road  in  London. 

MR   ERXISI     GONZENBACH   has   resigned  as  electrical   en- 
gineer of  the  Aurora,  Elgin  &  Chicago  Ry.  and  will  be  su. 
December    1st    by    Mr.    Sylvester    Potter,   who   was   formerly    with 
the  Toronto    (Can.)   Ry. 


1.1  N    JAM1  -   l"i  KUAN,  pri  the  Brooklyn  (N.  Y.) 

Union   I  ind    Mi     1.    S.   Williams  dent   of  the 

lyn    Rapid   Transit    Co.,   have   been   elected   directors  of  the 
Machanics'  Hank,  of  Brooklyn, 

CINCINNATI    1  K  \i   riON  CO.  has  mad.    the  following 
promotion-.    Dan  urer,  to  be  assistant  general  man- 

;\     1 1.   Mi  Allister,  auditor,  to  1 
-..i\.  assistant  auditor,  to  be  auditor. 
MK.  K    L  CRUMP  has  resigned  his  position  with  Ford,  B 

gineering  practice  for  himself.     Mr.  W. 
S.  Nichols,  of  New   York,  succeed-   Mr.  Crump  with   Ford,  B 

he  will  have  charge  of  the  excavation  and  foundation   work 
on  the  power  bouse. 

MR.  ROBER1   STOCKTON,  general  managet  of  the  South  Jer- 
S  Electric   I  taction  I  mden,  N.  J.,  and  A.  R.  Ku-er. 

assistant  to  the  president,  and  Frank  <i.  Moses,  general  engineer  of 
the  company,  haw  resigned  their  positions  to  embark  in  another 
enterprise  in   New    York  city.     Mr.  Stockton  I     \ 

( iilkyson,  of   1  renton,  X.  .1. 

MR.    II.    A.    FITZSIMMONS,   superintendent   of   the    Troy   and 

dward  division  of  the  Hudson  Valley  Railway  Co.,  resigned 

et  25th.    Mr.  Fitzsimmom  n»  i..l  thi   employ  of  the  company 

April,    1901.    prior    to    which    time    he    had    -pent    five    years    in    the 

employ  of  the  United  Traction  Co.  and  the  Troy  City  Railway  Co., 

having  charge  of  the  belt  line  at  Cohoes. 

MK.  GEORGE  DORN  has  been  promoted  by  the  Xcw  Albany 
(Ky.)  Railwaj  Co.  to  the  position  of  superintendent,  to  succeed 
Mr.  Louis  Meyer,  who  recently  re-igned  that  position  to  become 
manager  of  the  New  Albany  Coal  Co.  Mr.  Dorn  is  one  of  the 
"Met  and  most  efficient  men  in  the  service  of  the  company  and  is 
thoroughly  experienced  in  street  railway  work. 

MR  W.  1 >.  W  \<  .I'.XII  AI.S.  who  recently  severed  his  connection 
with  the  Millcreek  Valley  Street  Railway  Co..  of  Cincinnati,  as 
noted  in  the  last  issue  of  the  "Review."  was  tendered  a  pleasant 
surprise  on  the  evening  of  October  14th,  by  the  presentation  of  a 
handsome  gold  watch,  chain  and  locket,  the  gift  of  the  employes 
of  the  Millcreek  company  in  appreciation  of  his  kindly  treatment 
during  his  term  of  management  of  the  company. 

MR.   GEORGE  A.  WARDI.AW  who   f, ,,-  several  years  was  con- 
nected with  the  advertising  and  publishing  department  of  the  Wc-t- 
mpanies,   at    Pittsburg,   has    recently    moved    to     New 
York,  and  1-  at   present  acting  as  assistant  to  Mr.   Pope,  secretary 
of  the  American   Institute  of  Electrical  Engineers. 

PRESIDENT   MARSH   of  the   Bryan  &  Marsh  Co.,   136  Liberty 

St..    Xcw    York    City,    has    re-igned    the   active    management    of   the 

company,  owing  to  the  many  demands  made  on  his  time  by  his  other 

5.     Mr.   Guy   V.   Williams,   formerly   manager  of  the   Minnc- 

ncy,  succeeds  Mr.  Marsh  as  manager  of  the  company. 

RN   DODGE  and   CHARLES  DAY,  of  the  firm 
of   Dodge   &    I  lay.   modernizing   engineers,   have   recently   returned 

1 1    in  extended  trip  through  the  middle  West,  where  they  visited 

of  ill.    principal   machine  shops  and  foundries,  gathering  data 
on  shop  efficiency  and  critically  comparing  factory  methods. 

[NV3  I  ATIOXS  have  been  issued  for  the  marriage  of  Mr.   Henry 
1   "  u  Icy.    general    manager    of    the    American    Railwaj 
Philadelphia,   and    Miss    Serena   Virginia    Ford,   daughter   of   Mrs. 
Anna    M.    Ford,  on   the  morning  of    November   26th,   at    the   Church 
Of  the    Holy   Spirit.   Sharon   Hill.   Pa.      Mr.  and    Mrs.   Crowley   will 
No.  55  1 'wen  Ave.,  Lansdowne,  Pa. 
MR.  C.  C.  BENSON,  who  has  been  superintendent  of  the  Citizens' 
Electric  Street    Ry.  at    Newburyport,  Mass.,  for  some  time,  has  re- 
sigtied    to   accept    a    very    important    position    with    the    new    electric 
railway    system    at    San    Juan.    Cuba.      Mr.    Benson's    many    friend- 
in   New    England   will   be   -orry  to  have  him  leave  this  country,  but 
.  their  heartiest  best   wishes  for  his  unqualified  success  in  the 
new    position. 
COL.  ALLAN  G  BAKEWELL,  who  was  recently  elected  presi- 
1  the  Sprague  Electric  Co.,  has  long  been  identified  with  the 
]   imlnin    .ind  has  won  many  friends  through  his  executive 
ability  and  honorable  bl  He  was  vice-president  and 

1  the  old  Interior  Conduit  &  Insulation  Co.,  which 
absorbed   by   the   Sprague  Electric  Co.  some  years  ago.     Previ- 
in-  present  office  he  was  for  three  years  second  vice-president 
and  general   manager  of  the   Sprague  company. 

MR.  \Y.  S.  STOCKS,  who  for  several  years  has  been  master 
mechanic  of  the  Chicago.  Rock  I -land  ct  Pacific  R.  R„  has  resigned 
to  become  a  representative  of  the  Gold  Car  Heating  &  Lighting  Co. 


K>2.] 


STREET  RAILWAY  REVIEW. 


857 


Mr.  Stocks  has  been  with  the  Minneapolis  &  St.  Louis,  the  Great 

hern   and   the   Rock    Island    road;    for    some   -'5   years,    dm 
which  time  he  has  held  the  position  01   foreman,  general   foreman 
and  master  mechanic  in  the  mechanical  departments  of  tl 

MR  WILLIAM  L.  ELKINS,  of  Philadelphia,  the  electric  rail- 
way capitalist,  had  a  narrow  escape  from  death  on  November 
3d  by  th(  of  a  derrick  and  the  consequent   fall  of  an  iron 

girder  weighing  several  tons  at  the  annex  that  is  being  added  to 
the  sky-scraper  office  building  of  the  Land  Title  &  Trust  Co., 
Broad  and  Sansom  Sts..  Philadelphia.  Mr.  Elkins  was  pas 
in  front  of  the  building  and  the  girder  in  its  fall  missed  hitting 
him  by  less  than  one  foot.  He  was  buried  in  the  brick  and  other 
debris  but  was  quickly  released  and  on  examination  was  found 
to  have  sustained  no  injuries  more  serious  than  numerous  bruises 
and  general  shock.  City  Treasurer  J.  Hampton  Moore,  George  D. 
Widener  and  B.  F.  Whitman,  who  were  with  Mr.  Elkins,  escaped 
injury.     One  workman  was  killed  in  the  accident. 

MR.  ALBERT  EASTMAN,  who  lias  just  severed  hi-  connec- 
tion with  the  Detroit  United  Ry.,  to  Income  general  express  agent 
of  the  L'tiea  &  Mohawk  Valley  Railway  (O..  Utica,  X.  V..  entered 
the  steam  railroad  field  in  1889  as  night  telegraph  operator  on  the 
Canada  Southern  Di  the   Michigan  Central   R.   R.     He  re- 

signed in  1891  to  enter  the  local  freight  office  of  the  Wabash  R.  R. 
at  Detroit.  The  following  year  he  resigned  this  position  to  become 
freight  and  ticket  clerk  for  the  Grand  Trunk  R.  R.  at  West  Detroit, 
remaining  with  the  Grand  Trunk  system  in  various  capacities  until 
1900.   when   he    resigned   to  accept    a  with    tin     Michigan 

Central  R.  R.  as  assistant  agent,  having  charge  of  one  of  the  im- 
portant sub-freight  house-.  He  remained  with  the  Michigan  Cen- 
tral R.  R  until  September.  1901.  when  he  received  an  offer  from  the 
Detroit  United  Ry.  to  enter  its  express  department.  Later  he  re- 
ceived the  appointment  of  traveling  expn  For  the  Detroit 
United  Ry.,  and  recently  was  made  traveling  express  and  passenger 
agent,  which  position  he  resigns  to  go  with  the  L'tiea  &  Mohawk 
Valley  Ry.  as  general  express  agent. 


OBITUARY. 


It  is  with  much  regret  that  we  have  to  announce  the  death  of  Mrs. 
Duffy,  wife  of  Mr.  C.  X.  Duffy,  secretary  and  auditor  of  the  Chicago 
City  Railway  Co..  which  occurred  very  unexpectedly  on  the  morn- 
ing of  November  8th.    The  interment  was  at  St.  Louis  on  the  10th. 


PROF.    SIDXEV    HOWE    SHORT,    technical    din, 
English   Electric   Manufacturing  Co.,  died  at   his  residence  in   I  01 
don    last    month    after    an    operation    for    appendicitis.      Professor 
Short  was  born  in   Columbu-.  O.,   in   1858  and  his  primary  educa- 
tion  was  in  the  public  schools  of   that   city.      !!•    nex(    became  a 
student   in   the   Capital    University   of   Columbus,   which   he   left   to 
enter  the  Ohio  State  University.     He  became  a  student  under  Pro- 
r   Mendenhall,   and   upon   the   latter   being   called   to   the    Uni- 
versity of  Tokio,  Japan.  Mr.  Short  succeeded  ti  Eessorship; 
he  became  the  laboratory   director,  in    18;                 ear  previou 
graduation.      Immediately   after    hi-    graduation    he    accepti 
■    of   physics   and    chi  1 
of   the   University   of   Denver,   Colo,      While    in    Denver.    P 
Short  invented  a  motor   for   street   railways    and   subsequently   re- 
signed his  professorship  b                     entire  attention  to  street   rail- 
way  work.      He   built   a    number   of   line-    in    western   ci 
both  the  conduit  and                                                 In  1X90,  he  remi 
to  Cleveland.  O.,  where  he  organized  the   Short    Electric   Railway 
Co.  in  which  the  1'.:                                           largely   intere  ted.      B 
of  these  compai  pany, 
one    of   the    Ml                            ;<anies    which    afterward    formed    the 
General    Electric   Co.      In    1893    Mr.    Short    became  with 
the  Walker  Manufacturing                Cleveland,  0.,  and  undei 
management    lb:                                         formidable   competitor   of   the 
-    electric   companies,    until    it    was   finally   a!,  orbed    by   one   of 
them.     Mr.   Sh                                           ind  com] 
ments   will                                                          I  t<L,    for   tl  11011 
of  works  in  England   for  the  manul 

patents.     Since  that  time   Mr.   Short  of  tech- 

nical dire,  fiuring 

the  past  year  hi  which  have  recently  ! 

carried  out  for  the  erection  of  lor   the  manu- 

re of  machinery   under   bis   patents.      It    ■■■ 


stood    that    Mr.    Shop  his    work    111     Europe    as    nearly 

finished  and  it  was  his  intention  within  a  short  time  to  return  to 
America  with  a  view  to  re-entering  the  electrical  field  in  this 
country.  Over  500  patents  have  been  issued  in  his  name  in  the 
United  States  and  foreign  countries.  Professor  Short  was  a  Fel- 
low of  the  American  Society  for  the  Advancement  of  Science;  a 
member  of  the  Cleveland  Electrical  Society;  the  American  lusti- 
1  Electrical  Engineers;  the  Institution  of  Electrical  Engineers 
in  Loudon;  the  Engineering  Society  of  Liverpool,  and  the  New 
\  ork  Electrical  Society.  He  leaves  a  wife,  three  sons  and  a 
daughter. 


NEW   ENGLAND  STREET  RAILWAY  CLUB. 


The  first  fall  meeting  of  the  Xcw  England  Street  Railway  Club 
was  held  at  Wesleyan  Hall,  Boston,  October  23d,  and  the  subject 
of  discussion  for  the  evening  was  the  "Multiple  Unit  System."  The 
first  speaker  was  Mr.  Paul  Winsor,  of  the  Boston  Elevated  Rail- 
way Co..  who  read  a  paper  on  this  subject  describing  the  system 
of  control  in  use  by  tin1  Boston  elevated.  The  Sprague  system 
was  seleeted  after  competitive  tests  which  were  carried  out  in  the 
Tremont  St.  subway  at  night. 

After  giving  a  general  description  of  the  operation  of  this  method 
the  speaker  recommended  four  fundamental  requirements  for  any 
system  of  multiple  unit  control.  These  are:  First,  absolute  cer- 
tainty of  the  opening  of  the  main  motor  circuits  when  the  master 
controller  comes  to  off  position.  Second,  proper  car  direction  of 
movement  under  all  circumstances.  Third,  motor-control  circuit 
never  closed  until  all  resistance  is  in,  and  then  the  step  by  step 
cutting  out  of  this  resistance.  Four,  in  the  author's  opinion  very 
important,  automatic  throttle  control. 

The  best  of  brakes  should  he  installed  on  all  such  high-powered 
equipments  as  are  today  utilizing  the  multiple  unit  control.  Straight 
air  is  easier  to  handle  than  automatic  air  in  many  classes  of  service 
as  simply  opening  the  valve  handle  applies  the  brakes  by  direct- 
air  pressure,  but  with  more  than  one  car  straight  air  brakes  are  very 
dangerous,  especially  on  grades.  The  brakes  must  be  entirely  re- 
leased  before  a  second  application  can  be  made,  and  if  many  are 
made  on  a  single  grade  it  is  not  long  before  the  motorman  finds 
himself  out  of  air  supply.  It  takes  about  one  second  to  restore  1  lb. 
of  air  with  this  system,  and  unless  the  valve  is  in  the  off  position 
the    auxiliary    resistance   cannot    be    restored.      Steam    roads    using 

tight  air  employ  a  retaining  valve  to  enable  Ion-  applications  to 
I"    made  on   grades. 

In  the  discussion,  Mi.  II.  S.  ECnowlton,  of  Boston,  described  the 

multiple    unit    control    installed    on    the    Seattle  -Tl acmna    Inlerui  km 

Ry..  which  was  built  bj   Stone  &  Webster.    Chief  Electrician  Hall, 

of  the  Boston  &   Maine    Railroad,  also   stated   that    bis   road   USI      a 
multiple  unit    system  of  control   on  its  electric  line  between  Con- 
and    Manchester,    N.    II.      It    lias    been    found    very   useful,    es- 
tlly  in  handling  rush  business. 


SECRETARY  OF  THE  ACCOUNTANTS'   ASSO- 
CIATION. 


Mr.  \\ .  1:.  1:0-1  *  aj     ecreta      and  trea  no  1  of  the  Street  Rail 
ociation,  requests  ue  to  announce  that  corre- 
ii'  rtaining  to  tin    .1    ...  iation    hould  be  ad- 
■     idi  m  1  .   No.    |o   M01 1  is  St.,    >  onkers,  N.  Y.     Mr. 

in  1  ill. 01   \    '  1.  iation  correspond 

encc  is  Room  417.  Broad  Exchange  Bldg.,  25  Broad  St.,  New  York 
City. 


Massachusetts  have  isi  tied  an  order 
for  the  issue  of  $;_-;o,ooi  1  ,-   I;,,  ton  >*<    \\ 

Street  Railway  Co. 


I  In-  John  W,  May  O  based    rolling  inti  n   1  in  the 

11..  t   railway  In,. 

new    70  11,.   0,1!     and   th<    1 1 1    ni  w  ears 

fhout 


'i  he    1  '  '  

''''  igainst  a    numbi  1    of   land 

HI      Ml'"     .'Mid     I  I  udn inn  I  In-     111. I        .  1  1   m     1  .11 

will  be  running  early  in  tl 


STREET   RAILWAY   REVIEW. 


XII.  Ni 


FINANCIAL. 

Hill   \M  I  Till  A   CO.,    PI  ITSBURG 

rations  have 
nth  ending  September  30th  . 

$t.o.v 

4-''.  -''.I 

Other  income  193-457 

tnd  other  income 61 

428,218 

323,145 

Surplus  105.(17-' 

proportion  of  same  I 

ipital   stock  of  affiliated  corporations 

other  than  the  Philadelphia  Co 135 

(presenting  Philadelphia  Co.  interest 
in  the  total  nel  income 104.').!; 


Mini    the 

I9OI. 
$938*15 
57*870 

.('•(...144 

.5.889 

379.233 

.U.U41 

265,845 
77,296 


58J41 

18,755 


BROOKLYN  R  \l'll)    I  KAXSI  I. 

The  Brooklyn  Rapid    transit  Co.  has  issued  its  annual  repi 
stockholders  for  the  year  ending  June 

ockholders  authorized  a  moi  n   the   propertj    of  the 

company,  securing  )» «n<ls  bearing  interest  not  higher  than  4  per 
cent,  and  of  a  total  amount  nol  exceding  $150,000,000.  None  of  these 
Aire  issued  during  the  year  ending  June  30,  [902,  Under 
the  ii-rni-.  of  the  mortgage,  these  bonds  maj  be  issued  convertible 
at  the  option  of  the  holder  into  <i"fk  of  the  company,  1  >> >i  1 1  al  par, 
time  after  .Inly  1.  1904,  and  before  July  1.  11)14.  The  finan- 
cial report,  which  is  for  the  whole  of  the  Brooklyn  Rapid 
Sj  stem,  is  as  follows : 



Total  earnings  from  operation $12,510,622       $11,899,824 

Total  operating  expenses 8*09,397  7--" 

ora  operation 4,301,225 

in  other  sources 277,546  235,735 

total    income    4,578,771  4»9'9 

Deductions  for  taxes,  interest  and  rentals.     4475,450  4,341,748 

Net   income    103,321  577.803 

1   appropriations    84428  228.678 

Surplus    (8,893  349.125 

The  total  ear  mileage  was  01   an  increase  of  2,528,955 

ling  year. 
A  comparative  statement   for  the  month  of  September,   [902,  and 
tgoi,  i-  as  follows  : 

1002  1001. 

$t.I24.3S.( 

iing  expenses   607  664,610 

arnings   from   operation 516  415.547 


HON  1  REAL  (CAN.)   Si  KKI-  I    R  \II.W  VY  CO 

iident  and  directors  of  the   Montreal  Street 
Railwaj  1   at   the  42d   annual   meeting   of   sha 

Id  November  5th,  -hows  the  following  for  the  year  ending 
Sept.  30,  11 

$2 

1. 1.55.17'!  1,11 

mi  ,"'15.41.! 

19,947467  16,741,660 

During  the  year  the  company  added  14  miles  of  new  track  to  the 
m  and  29  motor  cars  to  its  rolling  stock. 

Vmerican  Railwa;  .  has  increased  its  <li \  - 

idend  rate  from  4  to  6  per  cent.     Ti  &  Joliet   Electric 

Railway  i-  one  of  the  profitable  constituent  companies. 

irora     I  'gin  &  Chicago  Railway   Co.   has  declared  it-  first 
semi-annual  <li\i.letnl  of  .?  per  cent  "it  preferred  -took,  payable  Dec. 
102. 


:    July    ll.l\  ::  0,121,  an<l   t 

showing  for  September  is  attribute 

I  h,    total  earnings  fi  I  nine  months  of 

the  pr<  were  $331,874.     The   earnings   for  the  yar    1901 


I  he   Metropolitan  \*  <  -1    Side   Elevated   Rj  carried 

a  daily  1  nearly   ijo.ooo  passengers  for  the  month 

uil  to  do  al  least  as  well  as  that  in  November, 
December  and  January.  Some  friends  of  the  road  predict  a  daily 
average  of  130,000  for  December.    On  such  a  showing  it  is  claimed 

mpany  would  be  fully  able  to  pay  _■  .  per  cent  on  it-  pri 
-lock  in   February,  which  would  make  4  per  cent   for  the  year.     The 

1  ompared  with  v 
ober,   Mini.     A  large  part  of  the  gain  is  due  to  the  opening 
..I  the  Aurora,  1  Ry. 


I  he    earning-   of   the    South    Side    Elevated, 

wen  JN.i.ii-',  an  increase  of  $10,050  "\cr  thi  tiding  month 

la-t  year. 


The  Northwestern   Elevated,  Chicago,  repoi  arnings  for 

;'ij.  an  increase  of  Jin.;!!-1  1  1  901. 


A.   A.    HILTON. 


Mr.   A.  A.   Hilton,  who  1-  well  known  to  most  of  our   1 
having  f"r  several  years  been  general  sales  agent  of  the  St.  Louis 

Car   Whei  i    1  1  tly  re- 

moved to  Chicago  where  he  be- 
comes the  successor  to  the  late 
Mr.    Wallace,    vice-president    and 

1      manager      ot'     thi 
Wayne   Foundry  &   Machii 

few  months  ago  alter 
i  -  continuous   sen  ice   with 
the    J.    II.    Bass    interests.     Mr. 
Hilton    has    given    the    subji 
wheel-    for    electric    cars    a    great 
light    and   his    work    in 
duct  of  the  house 
"•d    lo 
various  classes  of   service  and  10 
special      conditions     in     different 
1-    well    known.       The    Chi- 
plant  of  the  Bass  companies 
erially  increasing  11-  capacity  by   the  en  in  additional 

wheel   foundry  of  a  capacity  of  500  whei  and  their  plants 

at  Ft  Wayne,  Ind.:  Lenoir,  Tenn.,  and  Rock  Run.  Ala.,  are  -aid 
to  be  much  behind  in  their  order-.  We  congratulate  Mr.  Hilton 
on  his  previous   work  and   welcome  him  to  On 

Mr.  T.  L.  Roy.  who  has  been  with  J.  II.  Bass  and  his  sui 
the  Ft.  Wayne  Foundry  &  Machine  Co.,  for 

il  sales  agent  with  headquarters  in  Chicago.     Mr.  Roy  will 
'articular  attentioi  strtet    railway   car   wheel   depart- 


\.    \.   lilt. Ti'N. 


The   electric    -Meet    railway-   projected    for    Manila    by    the    Philip- 

i    will    be    35    miles    long   and    cover    the    important 

of  the  city.    The  term  of  franchise  i-  not  to  exceed  50 

nor  the    rates    o\    fare   to   exceed   -' _■   cent-   first    class   and   5   cents 

second  class  in  gold.     The  road  is  to  be  completed  in  .*>  months 

after    the   award    of   the    contract. 


niber  earning-  of  the  Lake   S  trie  Ry.  are  more 

ble  than  anticipated,  the  gro--  earnings  being  $46,051.    This  is 
■   midsummer  earning-  of  the  road,  thi 


I01011I0     (Can.)     Railway    Co.     proposes    to    carry    its    tight 
the    taxati  k      to     the      Imperial      Privy 

Council.  A  notice  of  writ  for  a  declaration  by  the  courts  that 
the  assi  >menl  of  the  rolling  stock  of  the  company  for  1902  is 
illegal,    and    for   an    injunction    re-train  ty    from    distrain- 

ing on  the  rolling  stock  for  the  taxes  until  the  matter  is  decided. 
n   served  upon  the  city.     The  taxes  for  this  year  amount 
75.     Under  a  judgment   of  the  Court   of   Appeal-  last   year 
lolling    -lock   i-  now    exempt    from  taxation.     The  claim   of  the  city- 
is   that    the    assessment    was    made    before    the    judgment    became 
ue. 


Not.  jo.  190.2.] 


STREET  RAILWAY    REVIEW. 


859 


NEWS  OF  THE   MONTH. 


As  a  rc-nlt  of  an  investigation  into  an  accidenl  on  the  Mountain 
Lake  Railroad  Co  at  Gtoversville,  X  V..  July  41I1.  in  which  14 
people  «i-rc  killed  and  over  so  injured,  the  Fulton  County  grand 
jury  lias  returned  an  indictment  charging  the  railroad  company 
with  culpable  negligence.  It  further  charges  the  employment  ol 
incompetent    help   and   the    willful   dispatching   of    two    cars    cli 

_  ther. 

Vice-Chancellor  Pitney  of  New  Jersey,  has  rendered  a  decision 
granting  an  order   for  thi  Co.,   which  is  building 

an  electric  line   from   Hoboken  to   Hackensack,  t.i  cross  the   West 
Shore    Railroad    at    Little     Ferry    at     grade.      At     thi  ing    an 

electric  signal  system  will  bi    established  and  operated  by  a  watch- 
man in  a  tower. 

Plait:-    have    Keen    completed    for    a    large    car    barn    at    Montclair, 
N.  J..  for  the  North  Jersey  Street   Railway  Co.,  and  also  t'"i   one 
at  Paterson  for  the  Jersey  City.  Hoboken  &   Paterson  Street   R 
wa\     ' 

It  i-  reported  that  the  Philadelphia  Rapid  ["ransit  Co.  is  ne- 
tting for  the  purchase  of  the  ,?,!  buildings  between  Front  ami 
Water  St-.,  and  Market  and  Arch  St-.  Thesi  negotiation!  an 
111  connection  with  the  projected  Market  St.  subway,  and  the  turn- 
off  on  Front  St.  On  this  site  the  offices  of  the  company  will 
ably  be  located.  The  company  i-  understood  to  have  begun 
the  purchase  of  these  properties  four  or  five  months  ago.  under 
the  agreement-  providing  that  the  present  tenant-  should  he  pi. 
pared   to   vacate  by    next   June. 

It  i-  rumored  that  plans  are  now  being  discussed  in  Philadel- 
phia tor  the  consolidation  of  all  the  traction,  electric  lighting,  ele- 
vated railway,  underground  railway  and  ga-  franchises  of  the  states 
of  Pennsylvania,  New  York  and  Ohio.  Ilu  financiers  said  to  be 
interested  are  I'.  A.  B.  Widener,  \V.  L.  Elkins  and  John  Mack 
he  Philadelphia  Rapid  Transit  Co.;  the  Whitney-Ryan  syndi 
cate  of  New  York:  Thomas  Nolan,  president  of  the  United  Ga 
Improvement  Co..  in  which  Widener  and  Elkins  are  interested, 
and  5  raker  of  Ohio,  representing  the  Ohio  and  Minnesota 

capitalists  interested  in  the  North  American  Co  ol  Milwaukee. 
W:-.  It  is  understood  that  for  some  time  past  there  has  been  a 
desire  on  the  part  of  certain  eastern  capitalists  to  combine  theit 
interests  but  the  strict  law-  under  which  they  were  chartered  pn 
vented  such  a  consummation.  It  i-  said  that  the  combination  can 
l.e  effected   i x .  1  ■  charter  of  the   North   American   Co. 

Should  the  plan-  materialize  thi    consolidated  company   would  un- 
doubtedly   he    capitalized    for   a    larger    sum    than    any    corporation 
\tant. 
the  opening  of  the  electric  road  October  1 5 1 1 1  between  Read 
ing  and   Kutztown,    I'a .    Reading   ha-   direct    communication    with 
Philadelphia   Ma   A  Hen  town. 

ings    of    the    Detroit     I  Railway    Co.    for 

epn    1  nting  an 
I  I 
Cllger    earning-    of    the     I  ol,  .lo    Rail'.  I       lii     1  0      loi 

:.  an  incn 

The    -treet    railway    branch    ol    ilu     v  Chri   nan     \--o 

,   N    Y  .  held   ii-  third  moil  hi     enterl 

in  its  ro ih.'  evening  of  November  71I1.  the  entertainment  being 

.nil'..  \li         I        J 

Nicholl.    vice-president    ol    the    Rochester    Railway    Co.,    pn  tided 
during  thi  lor  well 

d  and  much  inti  ork  of  1 1. 

an.-  d    hi    ili.-    i.  atchea   l» 

nductora    and    motormen,    the    motormen    holding    at 
■  nted  b)   M 

•   pi.-  idem  of  il  1 
or   of   the  Cincinnati,   Hamilton 

-  mber  10th,  n   indi 

and  Mandlebaui 
■  ..rk    iii    harnioi  loping   then    electrii 

rail  11  Ohio  am  the 

idaliou    of    a    larg.     number   of    Ih.     in' 

Oct  .■    •■  •-.   an    in.  1 1 

been 


made  up.  but  are  expected  to  he  equally  favorable.  The  Octobel 
earnings  are  regarded  a-  about  equal  to  the  monthly  average  for 
the    year. 

The  Northern  Ohio  fraction  Co.  is  pushing  the  work  on  the 
-tone  bridge  which  it  1-  erecting  over  the  Cuyahoga  River  between 
Akron  and  Cuyahoga  Falls.  It  will  he  one  of  the  largest  stone 
culverts  in  the  United  Suics  and  will  cost  about  $100,000. 

Work  has  begun  on  the  Windsor  (Out.),  Sandwich  &  Amherst- 
burg  Street  Raihvaj  hue-  from  Ojibwa  to  kmherstburg;  150  men 
are  at    «  ".ill  anil  laying  Hack        The  line  1-  owned  by   Amer- 

ican capitalists,  and  American  foremen  and  engineers  are  in  charge, 

The  G.  C  Ixuhlnian  tar  Co.  ha-  contracted  I"  build  several 
sleeping  cars  ,,f  the  same  class  Pullman  type  for  the  Lake  Shore 
Electric  Railway  Co,  When  they  are  completed  a  fast  night  serv- 
ice will  he  established  between  Cleveland  and  Detroit. 

The  ohm  Central  Traction  Co.  1-  operating  ii-  line  between 
Bucyrus  and  Mansfield,  o..  on  a  three-hour  schedule.  An  hourly 
sen  ice  w  ill  -01,11  he  establishi  d. 

I  lie  new  ear  line  of  the  Winchester  Railway,  Light  &  Ice  Co., 
Winchester.  Ky.,  was  expected  i"  I.,    in  operation   November  15th. 

There  is  almost   always  cumin    a   re  or  less  well   defined   rumor 

ng  plan-  lor  a  merger  of  the  street  railways  ..I  Chicago, 
and  a  letter  made  public  November  nth  from  Mr  S.  W.  Allerton, 
a  director  of  the  Chicago  City  Ry.  to  the  stockholders  of  that 
company,  in  which  he  says  that  "there  is  an  effort  being  made  to 
secure  the  property  of  ilu-  company  or  to  lease  the  same,  has  given 
the  matter   more  prominence  than   usual. 

Ihe  merit  system  has  been  adopted  h>  ilu-  Muskegon  (Mich.) 
Traction  \  Lighting  Co.,  mo  demerits  resulting  in  discharge. 
Everj  year  three  prizes  will  I..-  given.  First,  two  week's  vacation 
with  full  paj  01  $25  in  cash;  second,  eight  days'  vacation  at  full 
pay  or  $15  in  cash;  third,  five  days'  vacation  with  full  pay  or  $10 
in  cash. 

The  work  of  laying  the  rails  has  been  begun  on  the  line  of  tin' 
Albion  Electric  Railroad  Co  a1  Ubion,  V  Y.  This  is  said  to  he 
the  fifth  projected  line  running  west  niii  of  Rochester.  Osten- 
sibly,  the  mad  1-  to  he  a  -ireet  railway  for  ilu-  village,  hut  in  real- 
ity it  is  lo  connect  Rochester  with  Buffalo  and  Niagara  Falls. 
I  he  road  .'-  planned  1-  to  pass  through  several  places  of  considei 
able  business  importance  and  through  a  productive  country.  The 
roadbed  will  he  constructed  fot  heavj  traffic  M  is  nol  yet  decide. I 
how   1 1  in.  1 1  of  the  work  will  he  attempted  this  year. 

The  employes  of  the  Lexington  (Ky,)  Railway  Co.  are  consid 
ering  the  formation  of  a  benefit  assocition. 

It    is    probable    that    the   new    franchises   asked    for    h\    the    (111,111 

11. in  I  in. 1111  Kan  Co.  will  he  granted  bj  the  council    "i  St,   Bernard, 

Elmw 1.   and    Carthage,       Il    is    understood    thai    the    coinpaiu     will 

carry    passengers    between     da-     Hall,     Carthage,     and     Cincinnati. 
giving   tran  fei     east  and  west  through  the  city,  fot  a  5-cenl    fart 
'I  he   Minn  I.    iln.l  1,   Hartford  &    Fort    Wayne    fraction   Co.  has 

1 1     a     number     "i     interurban    cars     For     service    between 

Muneie  and  Hartford  Citj   this  winter.     I  he  lim    i    1  tpected  to  be 
in  operal  ii  in  I"  tw  ecn  thi   e  cities  bj    Decembet    11 

A     n.w     $1,500    -In    I      rallwax       depot      has      heell     erected     oil     I  he 

grounds  "i   the  Soldiers  Home  at  Quincy,   Ml 

The  Springfield  &   '  entral    llh Railwaj    I  'o.   ha     bei gan 

i"  d  and  -.-ill  have  1  i"i  "i  ilu    Springfield  Con  olidated  Railway 

1  "    and  ih.    Springfield  >\    St.   Louis   Railroad  Co      in  addition   il 

will   build  an   interurban   lim    ! Springfield   to   Riverton,   which 

when  p!i   ed    .ill  give  the  new   companj   .1  total  "i   56  miles  -»i 

In  order  I.,  have  it-  hue  111  open "e  Saturdaj    October  25th, 

ii.    da;    ol   'i..    celebratioi hi    o| ol  Ihi    greal   v. atei   power 

canal  al                  frans-St.  Mai        I'rai         Co.,  of  Salt  Ste,  Mai  ie, 
\ln  h  .  ordered  1   il     nc     cat     to  bi     cut    Fn mi  St.   I .ouis  by 

ih.    Intel  hi  ban    I '  Co     of  Di      Mi  >ine  .    la.,   ran   il     in  1 

Car  ovei   thi    new   1 n.   Mitchellville   November  nth. 

1  h.      treel     ti  1     lia     pn   ented   1 di  nance   to   the   1  il  | 

I.!.     I  Tah.   gi\ I,.    Consolidated    Railv  1 1    S 

1  ',. 1:11        I    I    1.      I.  1  ,  .  ,  .  1    ,  ,11       pi.a  ided    w  llh 

I.  11.;. 

Ale  1.1 i  1. ,  1 1,.    Legislal ;ia   i\  hich  11 

1  t  comp  11        ..iih.     late  to  ow  n  and 

■  ..in   heating   plai 


STREET  R  \1I.W\Y   REVIEW. 


[Vol.  XII.  ' 


THE   HOOK   PAINTING    MACHINE. 


i  .u  dean,  bright  -~ln •[>=.  are  a 
of   indirect   revenue  in  thai   the   product   of  a   plant    is   in- 
d   it   the   surroundings  arc   made   conducive  t"  cheerfulness. 
I  In-  use  of  paint  and  whitewash  a-  preservatives  and  beauttfii 

ell  known  to  be  discussed  here.     0  th<    principal  hin- 

their  more  extensive  use  is  the  neo  cpense  of  ap- 

plication.    One  of  the  recent  invet  much  of  this  ex- 

is  the  pneumatic  coating  machine  invented  and  placed  on  the 
market  by  I.  I'..  Hook.  Hudson,  Mich.,  and  described  in  a  booklet 
under  the  title,  "Your  Painting  Bills  Made  Smaller."  The  ma- 
chine o  .1  receptacle  made  from  a  heavy  eight-inch  steel 
boiler  mix-  with  heavy  reinforced  beads,  and  a  special  pump  having 
a  porcelain-lined  cylinder  with  the  valves  located  in  a  separate 
chamber,  which  allows  the  liquid  to  pass  into  the  i  without 
coming  in  contact  with  the  plunger  of  the  pump.  The  operation  of 
the  machine  is  verj  simple.  W  is  pumped  into  the  receptacle  to  a 
re  of  ao  lh..  which  is  increased  by  pumping  in  the  liquid  to  a 

"i    ISO  Hi       I  lie   air   passes   il Igh    the   liquid,   thoroughly 

mixing  it.  ami  discharges  it  through  the  hose  and  special  nozzle  in 

■1  fine  spra  ni   is  designed  to  emit  spray 

automatical)]  il  ten  minutes  after  the  initial  pressure  has 

been  attained  without   further  operation  of  the  pump.     It  is  claimed 

that  one  man  can  q.   ft.   pet     In    and  the   work  will  be 

equal  to  hand  painting   in  appearance  and  much  more  durable.      Any 
of  the  mineral  or  red  oxide  oil  paints  can  be  used  in  the  machine. 
♦  '  » 

HAND  CARS. 


The   I'.uila   Foundry   &   Manufacturing   Co.,  of   Harvey,    111.   has 
issued  an  attract!  di  scribing  among  its  many  railway  pro- 

line of  hand  ears.  With  the  increasing  growth  of 
electric  railways  the  use  of  the  hand  car  has  become  essentia]  for 
the  inspection  of  tracks,  repair-,  etc.  These  cars  are  built  with  steel 
wheels  to  standard  gage  and  have  platforms  7  ft.  6  in.  long  by  4  ft. 
5  in.  wide.  They  maj  be  equipped  with  side  seats  or  with  tool 
boxes  under  the  platform  as  desired.  They  weigh  from  475  to  600 
lb.  each  and  they  may  In  also  equipped  as  inspection  cars  with  seats 
across  the  from  end. 

■ ■»  »  » 

COUPLERS  FOR    LONDON   UNDERGROUND 
ROADS. 


The  accompanying  drawings  show  the  couplers  which  have  been 
ordered   for  the  rolling  stock  of  the   Yerkes   underground   railway 

syste 1   London,   England.      The  contract    for  these  couplers  has 

been  awarded  to  the  \V.  T.  Van  Dorn  Co..  of  Chicago,  and  the 
first   lot   is  now  being  built  at  the  company*  shops. 

Fig.    1    -hows   the   draft    gear   for  the   motor   cars.      In   this  design 


,  the   normal  length  i-  5   k  ill.  and  the  length  closed  4  in. 

Fig.  j  1-  the  coupler  for  trad  cars.     It   will  be  noted  that  tl» 


a, I 


r  Sf       —         9 

lo    o    <r?   I   o    f>    r> 

my 


>:6l- 


1 


ae^F 


Bffffii£|> 


-tf-r-V-   "a- 


r            n             "'' 

_• 

- 

JM. 1 ... .:......  I1....M' 

POij©    Oi:0°:..0, 
tj j , — 

y 

CO 

•y ; 
- 

FIG.   1. 


vertical    offset    is    here    obtained    by    curving    the    drawbar   and    that 
prings  an-   located  on  of  the  car  bolster,  motion 

in    a    horizontal    plane    being    provided    for    by    making    the    bearing 
of  the   form   shown. 


IMPROVEMENTS  AT  KEOKUK. 


I  In  Keokuk  Electric  Railway  &  Power  Co.  is  planning  some 
extensive  improvements  among  which  will  be  a  new  power  house. 
I  he  plans  fur  tin-  are  all  drawn  up  and  the  material  has  all  been 
i.  Ihe  boiler  room  of  the  present  plant  will  be  left  stand- 
ing, but  the  engine  room  will  be  entirely  rebuilt.  A  new  switch- 
board and  considerable  electrical  apparatus  will  be  installed  in  the 
new    building. 


INCREASED   WAGES  AT  ATLANTA. 


The   Georgia   Railway   &    Electric   Co.,   of   Atlanta,   Ga.,   I 
nounced  the   following   schedule   for   wages  of  motormen  and  con- 
ductor-., effective  Dec    I.   1902: 

During  the  first  year.  14  cents  per  hour:  during  the  second  year. 
15  cents  per  hour;  during  the  third,  fourth  and  fifth  year*.  17  cents 
per  hour;  after  the  fifth  year.   [8  cents  per  hour. 

The  rates  heretofore  have  been   it  cents  fur  the  first  year.  14  cents 
for  (lie  second  year,  and   15  cents  thereafter. 
■»-•-• 

Ihe  Baker  City  (Ore.)  Rapid  Transit  Co.  has  been  incorporated 
with   a    capital   of  $500,000. 


PIG.  2. 


oik  of  the  drawhead  is  Short,  the  bearings  for  the  springs 
being  .m  a  malleable  iron  casting  riveted  to  the  outer  end  of  a 
Vjx8  in.  bar  which  is  pivoted  on  the  king  pin  of  the  motor  truck. 
Ihe    springs   are   helical    of    I'-i-in.    stock,    and   6"s    in.    external    di- 


\'e\v  York  Supreme  Court  has  held  that  the  conduits  for 
the  electric  wires  of  the  New  York  Rapid  Transit  Subway  con- 
stitute a  part  of  the  equipment  and  are  to  be  paid  for  as  such  and 
nut    as   a    part   of   the    subway   construction. 


Nov.  jo.  1902.] 


STREET  RAILWAY  REVIEW. 


861 


LONDON.  AYLMER  &   NORTH  SHORE   ELEC- 
TRIC RY. 


MERIT  SYSTEM  OPPOSED. 


This  road  will  be  a  single  track  line  about  45  miles  in  length, 
running  from  London  i"  Port  Burwell,  Out.,  through  the  counties 
of  Middlesex  and  Elgin.  The  road  will  run  through  one  of  the 
finest  fanning  sections  in  Canada  and  there  are  also  numerous 
factories  along  the  line.  The  harbor  at  Port  Burwell  1*  one  of 
the  finest  on  Lake  Erie,  and  it  1-  expected,  will  open  up  a  big 
freight  traffic  for  ibis  road.  h  is  proposed  later  to  put  on  a 
line  of  boats  between  Conneaut,  ()..  and  Port  Burwell  foi 
trade.  The  road  is  to  he  equipped  and  operated  in  a  thoroughly 
up-to-date  manner.  The  officers  of  the  company  are.  president, 
R.  M.  Luton,  vice-president  and  treasurer  M.  E.  Lyon,  secretary 
C.  R.  Luton,  assistant  secretary  N.  E.  Stevens.  The  engineer-  are 
Field  &  llinchman.  of  Detroit,  who  are  now  engaged  on 
the  profile.  The  road  will  be  built  by  the  Aylmer  Construction 
Co.,  Ltd..  of  Detroit,  whose  offices  are  in  the  Majestic  Bldg.  The 
officers  of  the  construction  company  are.  chairman  Frank  Hassler, 
treasurer  M.  E  Lyon,  secretary  C.  R.  Luton,  assistant  secretary 
and  purcchasing  agent  F.  M.  Hitchcock,  and  attorney  Paul  J.  Davis, 
The  company  is  preparing  specifications  which  will  he  ready  during 
December,  after  which  the  work  will  he  pushed  to  a  finish  as 
rapidly  as  possible.  If  possible  the  company  wishes  to  build  its 
power  bouses  and   sub  stations  tin-   winter. 


EXTENSION   OF    SOUTH    SIDE  ELEVATED. 


Plans  have  been  proposed  for  the  extension  of  the  South  Side 
Elevated  road  to  the  Chicago  Stock  Yards  which  include  the  ele- 
vation of  the  Chicago  Junction  Railway  Co.'s  track-  from  Emerald 
Ave.  to  the  Illinois  Central  Railroad  According  to  these  plans 
the  elevated  road  will  build  a  new  structure  extending  from  39th 
to  4jd  St.  at  which  point  it  will  turn  west,  enter  the  stock  yards 
district  and  make  a  loop  around  the  outer  edge  of  the  yards.  It 
will  extend  west  to  Ashland  Ave.,  south  to  47th  Si.,  east  to  llal- 
sted  St..  and  south  to  43d  St.  The  track-  of  the  Chicago  Junc- 
tion Ry.  will  he  elevated  to  the  same  plane  a-  the  Hack-  of  the 
elevated  road  now  m  40th  St.  I  he-e  track-  will  be  used  by  the 
Chicago  Junction  Ry.  to  a  point  where  they  turn  south  between 
Indiana  and  Calumet  Vves.  At  '1".  point  the  elevation  of  tin- 
Chicago  Junction  track-  will  hegin  again  and  continue  to  the  llli- 
entral   right    of   way    where  they   run   down    to   grade. 

To    accommodate    11-    growing    traffic    the    South     Side     Elevated 
to   run  a  third   track   from  40th   St.   to   Congress,   hut   the 
ordinance    will   a-k    for    the  to   20th    St.    only.      North    "f 

40th  St.  the  company  own-  the  entire  right  of  way.  hut  between 
40th  and  12th  St.  it  own-  only  it  '15  of  the  right  -of  way.  and  to 
Obtain  the  other  4  15  for  another  row  of  track  and  pillar-  the 
company   agri  11    and    pave    it-    right    of    way    for    use   a-    a 

street.  **♦ 

NO  TITLE  TO   FRANCHISE. 


Three  offers   have  been  made  to  the  of  1  1"    bj    differenl 

for  the  purchase  of  the  franchises  and  property  of  thi    1  ii 
coin   Rapid   Transit   Co.   and  the   Homi  Railway  Co.   in   that 

city,     ''in-   offer   1-    from   J.    I'..    Riley    ol    Omaha,    who   has    hid 
$10,500  for  the  franchise  and  pro  onstrucl   an  interurban 

r  lioih  passenger  ami  freight  between  Lincoh 1  Omaha, 

and    with    -■  ons    with    smaller    towi 

offer    was    made    by    I..    C     Hurd,    who   offered   $N,ooo   for    the    frau 
plan-    do    not     include    any    new     track    within    the 
city   In  William   J.    t  '     I 

who  offered  $7,000  for   a    franchise   and   al  0   offered   to  pay   one 
■    of  the  gr  .Hon  of  the  line  during   the 

il  •  ommittee 
..ion  that  it  will  iea 
11    that     loud-    thi'    city 

to  fun  med  thai  1 

upon  the  purchi 
ii  the  hid  of  w    1    '     1  ■  nj  on  iva     ti  ■  •  pti  d 
with   certain   modil  to   by    Mr,    Kenyon.     Hi 

ipl     i.,i 
and    -hall    within   Ivv, 

in   ten 


The   employes  of   the   Scranton    t  Pa.  1    Railway   Co.   object   verj 

-trough  to  the  Brown  system  of  discipline  which  has  been  in 
augurated  by  the  company,  and  caih  this  month  sent  an  ultimatum 
10  the  company  threatening  to  strike  if  this  system  of  discipline 
was  not  discontinued.  In  the  -v  -lein  adopted  by  the  Scranton 
coiupanv  go  diluent  marks  mean-  dismissal,  and  as  the  secretary 
of  the  union  was  discharged  under  this  condition  the  men  have 
determined  to  do  away  with  the  system  if  possible.  The  company. 
h,,vvc\cr,  has  fully  a-  many  non-union  as  union  men  in  its  employ 
and   will    he   able    I"   operate   its   cars   in   spite   of   a   strike. 


RECEIVER  FOR  SUPPLY  HOUSE. 


Frederick  K.  Day,  of  Elizabeth,  X.  J.,  was  on  October  31st  ap 

p, iniled  receiver  of  the  American  Electric  Supply  Co.,  which  was 
incorporated  last  June  with  a  capital  of  $7,000,000.  Among  the  con- 
cerns   acquired    by    tin-    company    were   the    following:      Union    Rail 

way,  Power  &  Electric  Co..  the  Morris  Electric  Co.,  the  Falcon 
Electric  Manufacturing  Co.,  the  Electric  Motor  Specialty  Co.,  the 
Fountain  .Manufacturing  Co.,  the  Metropolitan  Switchboard  Co., 
and  the  Federal  Manufacturing  X  Specialty  Co.,  all  ot  New  Yolk 
City. 

The  reason  given  for  the  embarrassment  o.f  the  company  is  that 
ill,  puce  of  raw  materials  has  so  increased  a-  to  make  it  impossible 
to  deliver  goods  on  long  time  contracts  taken  when  prices  were 
lower. 


SALE  OF  BROWNELL  CAR  PLANT. 


Ii  was  announced  early  in  November  that  the  Brownell  l  ar 
Works  located  in  North  St.  Louis  had  been  acquired  by  the  Vmeri 
cm  Car  &  Truck  Co.  This  company,  it  will  he  remembered,  i-  a 
reorganization  of  the  American  Cat  Co.,  which  was  purchased  a 
shorl  time  ago  by  the  Brill  interests  and  which  has  been  reorgan- 
ized   with   John   A.    Brill    as   president. 

■ ♦<-• 

ELECTRIC  STORAGE  BATTERY  CONVENTION. 


It  is  the  practice  of  the  Electric  Storage  Battery  Co.,  of  Philadel- 
phia, to  have  annual  conventions  of  ii-  sales  managers  and  engineers 
which  afford  opportunity  for  the  exchange  of  ideas  and  experi- 
ences, and  these  meetings  have  not  only  proved  valuable  to  the 
company  and  its  men  from  a  business  standpoint,  hut  are  also  most 
enjoyable  socially. 

This  year   the  convention   was  held   in    Philadelphia,   October    i.itli 

to  161I1  inclusive,  the  sessions  being  at  the  Colonnade  Hotel.  Al  the 

first  session  the  president  of  the  company,  Mr.   Ilerherl    I  loycl,  maih 

the  address  of  welcome,  and  paper-  wen-  read  bj    Charles  Blizard, 

;er  of  the  -ah-  department;  Walter  G.   Henderson,  secretary 

and  treasurer;  and  A.  D.  Stoiighlon,  general  counsel  foi  the  com 
piny.  \t  later  sessi.ins  technical  papers  were  read  hy  variou-  mem 
her-  of  tin-  engineering  and  sale-  stafl 

The  entertainment  features  of  the  convention  wen-  not  neglected, 
and   included   a    lour   of   the   works,   a    reception   at    the    1,    id "I 

Mr.  Lloyd,  a  theater  part)  on  Wednesday  evening,  and  a  banquet  ii 
the  Germantown  Cricket  Club. 


[*hi    Montgomery   <  Ma.)    Railwaj   Co    is  relaying  live  miles  of 

track   with  new    1 


rhi    Winnipeg    (Manitoba)    Streel    Railwaj    Co.   is  installing  an 

additional    1000  h.  p    boiler  in  it  -  powei    hoil 


I  he  1  ii"  inn. in    1  rai  t 0    ha     in  tituti  d  .1   ti  ial   board  com 

hrei   ol  11-  foremi  n,  ider  complainl    oi  1  mploye 

ind  1  pi  ,1 1  M    finding    to  thi    ■ ral  managei    foi   revision. 


1  hi    1  '  1 .1  no.    Met  haul'  sburg      1  lolumbu     Electri    Rj     hi     put 
1  tract  01  1,  in  1  blumbu  .  <  1 .  whii  h  w  ill  be  u  •  d  E01 

I  and    hop  purpo  1    ;  tl luml b    lal and  a  fn  ighl 

di  pot  v.  ill  also  bi  heri 


\  ■  a thi   I  al  •   Shori   1  It  •  trii    Rj    madi   thi   1  un  from  1  lleve 

land     to      I  ,,! edl  111      (     hoiii  |       ,m       10     inn, no     ,     leaving 

i 


STREET  RAILWAY  REVIEW. 


[Voi    XII,  No 


ACCIDENTS  OF  THE   MONTH. 

I  hicago 

Milwaukee 

i  -I  ,ii   U  right  WO  ■  >-ni>;. 

■  and  parti)  .l.m 

alll|  Hi.  railed.      I  he  motor  man 

were  injured.     Ii   i-  beliei  i 

which  ohstructed 
ill,    view   of  the  approachin) 

■ml   on   the    Hampshire   .\    Worccstei 
\'  In   i  ceiling  "i  (  Ictobi  i    i8th,  bj       < 

bcrtville  cai    slipping  on  a  heav)   grade  and  running   into  a    West 
.1,1  car.     I  iosed  to  have  caused  the 

injured    but    only    two 
isly  hurt. 

he  United  Powi  !         Liver 

came  unmanageable  while  di  a  hill  and  dashed 

ing     n  iylit  train  with  such  force  a*  t"  overthrow 
n  persons  were  more  ured. 

An  eli  stbrook  division  of  the   Portland  Rail 

n  im. i  the  side  of  two  freight  cars  crossing  the  track  al 
Cumberland   Mills,   Me.,  0  i  I  <  1 1  persons  i 

injured.      Iln-   electric   car  and   on  ear    were   considerably 

■ 
Ai  yonkers,  N.  Y.,  0  an  electric  car  collided  with  an 

I. ili,  upturning   the  latter  and  throwing   thi    car   on   it-   side 
against   the  sidewalk.      l"wenty-two  passengers  on  the  car  were  in 

In   motorman  es- 
without  injury.     The  fault  is  attributed  to  the  chauffeur,  who 
was  racing  with  the  car  and   had   several  times  crossed  the  tracks 
ahead  o 

irs  "ii  the  "in   "'  berland  Valley    fraction 

Co.  met  in  a  head  on  collision  near  Boiling  Springs,   Pa.,  oi 
bcr    mill.     Six  persons   were   repoi  injured  and 

ars  demolished.  Ihe  collision  i-  said  to  be  due  n>  a  misunder- 
standing of  orders  and  a  dense  fog  obstructing  the  view  of  the 
motorman. 

\  collision  between  a  rapid  transit  electric  car  and  a  belt  line  loco 
several    freight    cars    occurred    mar    Chattai 
Tenn.,  October  26th.     Seven  persoi  reported  injured.  two  of 

them   seriously.      I  'In-  rapid  transit  cat  1  rr  the  bell 

line  track.  It  i-  said  tliat  the  bell  road  engine  disregarded  a  signal 
which  gave  the  rapid  transit  car  the  righl  of  way.  The  deem,  cat 
was  demolished. 

\   heavy  electric  car  on  the   Broadway   line  of  the   Metropolitan 
Street   Railway  Co..  Kansas  City,  jumped  the  track  on  the  curve  at 
•roadway,  November  5th,  and  crashed  into  a  saloon, 
killing  a  pedestrian  and  the  d  on  and  injuring  six  oth- 

Don  from  and  the  car  were  badly  damaged      ["he  acci 
dent  was  caused  bj  the  motorman  losing  control  of  the  car  at  the  top 
nf  the  hill  two  blocks  away. 

tin   November  8th  a  simrlar  accident  occurred  at  the  same  place 
by  a  runaway  car  dashing  into  another  as  it  was  discharging  passen- 
11  the  fool  of  the  hill.     Both  car-  were  considerably  damaged 
and  t'r  ngers  were  injured. 

\  lw.  en  a  suburban  on  the  I  11  electt  ic 

line  and  a  si  ion  Co.  occurred  at   North 

Reading,  Pa.,  November  4th.     Both  cars  were  badlj   damaged.    The 
motorman  of  the  street  car  had  his  feet  crushed  bul  1-  expected  to 
.era!   passengers   were   slightly   injured.     The   ai 
tused  by  a  disregard  of  signals  pro  eavy  fog 

which  prevailed  at   the  time. 

8th  a  collision  occurred  between  a  train  of  the  St.  Louis 
Valley   R    R.  and  i-t   St.  Louis  &  Snlnirl.au  Electric 

Ry.  ai  the  terminal  Ry.  belt  crossing  of  the  Bellevilli  Ruck  road. 
Nine  persons  were  injured. 

During  a  heavy   fog  in   Battle  (reek.   Mich.   November  7th.  two 
street  car-  collided  head  on  at  the  corner  of  Easl  Main  and  Bi 
St-.,  fatally  injuring  one  of  the  motormen      One  woman  pa 
was  also  slightly  injui 

In  a  head-on  collision  between  tv  the  Union  Railw 

at    W  Kve.    and    Wesl     Farms    Road,    New     Vorl 

November  5th,  the  motormai  ir  was  killed  and  the  m r 

Si  -.in  of  the  passengers 
n  incurred  in  a  di  nse   fog 


DO  ATTRACTIONS  PAY  STREET  CAR  COM- 
PANIES? 


An  instance  of  the  practicability   of  the  1 

railwaj    tral  where, 

foi  a  iiuinli.  the  management  of  tl 

pany  hi  inner  theat- 

rical   entertainments    with    most 
Consolidated   Street    Ri 

mil  III.      Ml.      I-.       I'.      \\ 

vaudeville   and   musical   entertainments   at   Crump  irly   in 

September,  the  cost  of  which  ranged  from  $175  I 

1     in    cent-    was    1 

nulled  tn  the  theater  free  of  charge.  tue  (pun  tl 

..1  n  -.  1  main- 

taining the  theatrical  companies,  and  in  fact  it   was  only  in 
In  draw    upon   car    Ian  make   up   the   de 

1    the  purpose.     The  attendance  at   the  park  throughout   the 
was   from    lco  per   week,   winch   represents   from 

8.000  to   [2,1  -  It      riu-   :-  ■  ■  1  tain!) 

mirable  showing  for  a  cilj   of  only  25,000  inhabitants. 


NEW   PLANT  OF  THE  JOHN   DAVIS  CO. 


The   accompanying    illustration    shows   the    new    plain    and 
building  now   practically   completed  by  the  John   D  1  Chi 

■  concerns  in  the  country  1 
in  the  manufacture  mfitters'  and  plumbers' 

supplies.  In  1S114  the  business  was  located  at  Michigan  and  Wells 
St-,  the  plant  being  cntirch  destroyed  bj  the  great  fire  of  1871. 
After  the  lire  the  business   was  resumi  gan   St., 

where  continual  and  steady  growth  resulted  enlarge- 

ments nf  the  plant  until  it  extended  from  No.  45  to  No.  y>  Michi- 
gan St.     Recentlj   it  became  neci  ecure  inure  commodious 
quarters  and  the  factory  and  office  building  illustrated  were  1 
at   I  lalsted,  22d  and  Union  Si-, 

The  large  building  in  the  foreground  1-  the  -tuck  and  office  build- 
ing.    In  this  building  all  the  plumbing  supplies  will  be 
earned.      Ihe  office  will  lie  on  tin    second  floor.     One-half 
entire  lii  -1    floor,  80  x    165   Fl  .  will   be  devoted  I"  -hipping   room.     In 
the   rear  will   he  a  large  platform,  at    which   five  cars  may   he 

or  unloaded  al   the   same  tunc. 
The  one  storj  building  direct!)  it    tl  1-  the  pipe-bending  and 


JOHN   DAVIS  1  O'S.  NEW    PL  \\  1 

blacksmith  shop,  50  x  too  ft     i  he  brass  foundry  1-  also  in  tin*,  build- 
ing, 50  \  50  11. 

I  In    1  :  ii   of  tlie  largi  Ig    in   the   rear,    no  x    1511   ft., 

will  he  the  pipe-cutting  -hop.     The  rest  of  the  building,   too  \   [50 
ft.,  will  he  the  machine  -hop      Ihe  other  buildings  are  found! 
tern  -Imp    warehouse,  barn,  and  pipe  ward  1 

There  will  he  trackage  mi  the  propert)    for  twenty  car-.      I1 
lire  fmntage  on   Halsted,  22d  and  Union  St-.  1-  user  a  quarter  of  a 

mile. 

This  new    plant   i-  to  be  occupied   with  the  latest   and   nm-i 
date  machinery,  and  it  will  he  a  worthy  homi  >ld  am!  well- 

known   firm. 


lOJ.  ] 


STREET   RAILWAY  REVIEW. 


863 


EMERGENCY   BRAKE  FOR  STREET  RAILWAY 
CARS. 


Tin  accompanying  illustral  !  mergence   brake 

■'»;n  and  other  oars  is  the  invention  of  A.  II.  Morrow, 

Allegheny,    Pa.,   and   its  to   provide   :i   simple,   cheap   and 

effective   device   which   can   be  readily  applied   to   standard   electric 

street    railway   oars   without    in   any    way    interfering    with   the  ordi 

takes.     Ii  s         to  be  quickly  and  easily   operated   bj 

the  motorman  to  check  the  movement  of  the  oar  on   steep  grades 

at   such   times   and   places   as    the   oar 

lied  by  the  regular  brakes. 

ration   showing  the   door   framing  and   truck 

<>i  an  ordinary  electric  car  upon  which   the  improved   safety   brake 

i-  mounted.         -  an  view    of  the  same  and   Fig.  .;  shows 

nstruction  for  the  brake. 

The  running   from   right   to  left   :i>   shown 

by  the  arrow.     A  A   represents  t'  ■       ngiti  nbers  of   the  car 

and    TT   are   the   ordinary    traction    wheels   to    which   any    approved 

form   of   brakes  are  applied.      The   emergency   brake   wheel    \Y   has 

ke  V  winch  is  hinged  at  h.  some  convenient  point 

on   the  car   frame,  and   s,,  arranged  that    it   can   be   swung   from  the 

in    which  aii    at    the    rear   end    of   the   car   to   the 

n  in  which  a  duplicate  equipment  is  shown  at  the  front  end. 

f   the    wheel   are   brought    into   forcible 

ict   with  the  pavement   between  the  rail-. 


end  or  to  the  middle  of  the  car,  but  cars  making  return  trips  l>\ 
ging  end-"  should  he  equipped  ai  both  ends  as  shown.  The 
inventor  claims  that  this  device  will  stop  a  car  with  unfailing 
certainty,  regardless  of  slippery  rail-  or  an  ice-coated  surface  on 
the  -ireet.  and  that  the  stop  will  be  made  no  more  suddenly,,  and 
wiih  n.'  greatet  danger  i"  passengers  and  property  than  if  made 
with  the  regular  brakes  under  ordinan    circumstances. 


CHEAP  POWER  IN   CALIFORNIA. 


When  the  Riverside  >\  Arlington  Railway  Co.  buill  it-  electrii 
hue-  m  Riverside,  Cal.,  the  city  made  a  contract  with  the  com 
pany  o>  furnish  power  i"i  operating  the  road  for  $500  per  year  for 
the  tir-i  three  year-.  $1,500  f,n  the  next  two  yeat  $2,400  i"i  thl 
next  three  year-  and  $.;.7eo  per  year  I'm-  the  next  four  year-.  The 
citj   got  current   from  the  Redlands  Electric  Light  &   Power  Co. 

About  a  year  ago  the  citj  undertook  to  rescind  it.-  contract  with 
the  railwaj  company,  on  the  ground  that  it-  action  had  been  ulna 
.ire-,  and  charge  the  actual  cost  of  the  power,  Nov.  1.  iooj.  the 
United  States  District  Court  rendered  iis  decision  sustaining  the 
validity  of  the  contract. 


■»  » » 


NEW   QUARTERS  FOR  STEWART   HOWLAND. 

The  Stuart   Howland  To.  of   Boston,  announces  in  a  circular  let- 
ter tn  the  trade  that   owing  to  the  rapid   growth   of  u-  business  it 


DIAGRAM  SHOWING  ARRANGEMENT  of   EMERGEN!  V    DRAKES. 


I  111  eted     bj     a     dl 

-mall.  •  :  d  which  pi  '  friction  b 

d  to  the  yoke  Y  al  d  and  thi 
hain  or  cable  C  « ith 

Hi   the  I, rake   shaft   bj 

\\   I"   II      H"l      Ill     11-0 

p   by    two   light    chain-    B  B  cd    at    g. 

the  roller  \<  and 
■•   the  1  hain  1 
Her  revolvi     pro 
hain:    B  i; 

tact    with    the 

applied 

id  I-  produi  on  the 

proportion  to  thi 

ontrolled  01 

1   the  rollci 
hain     B  B 

d  1.,  tin  po 

p 


1  1    been  pelled  Fot   tin   third  time  in  i*  months  t"  materiall)  in 

101         If.    in.    1    additii  n ludi      thi    entin    1 

ises  until   r tlj    i|     d  l  '■  udi  ev     Co       ["hi     will 

..   floot     pai  1    «  nil  .1  frontage 
hire   St.  and   Winthrop  Si  1    ol   about    140   Ft.,  and   when 

n  1 leled  w  ill  maki    .1     and  "tin  e    1  in    1  qual  ol  anj    electrical 

upplj     tore  i"  the   1  Inilcd   Stati         I'ln      ■  imp  tnj    had   h   0111 

grown  '  ier  quartet      >nd  tin    added     paci     ■  1     badlj   111  edi  d. 

ock  is  1  in'  "i  1 1"   largi   1  to  In   found  anywhei  c,   tnd  i    carefullj 

d  and  includi      pi  .1,11  ical,     The  loi  al  ion 

i-   in   -I  ii    thi    I"'  ii   '    !•"  ii"        eclion   ol    Hosti hi,   m ithin 

all    "i   the  South  Terminal   station  and  convenicnl 

to  ih<  in  a       ell  as  fri  ini     tibut  ban 

1  hi    Stuai  1  I  low  land  Co  busim      le  -  than  three 

ih.  w hi'  h  ha    I" '  11  pin  1 nal      ! ■ 

iroughl;    up-to-dati     policj    a    thi    bttsi 

largest        ' tntrj      Wc  1  late  thi 

n   it      .  Mi-    pi 


i  '  1  Co.  was 

1    '  mix  1  inli    ii  1    ii pan     had   1 

eral   hundred   licki  unahli 

to    tie 


864 


STREET  RAILWAY   REVIEW. 


[Vol.  XII,  No.  n. 


EXPRESS  SERVICE  ON    LAKE  STREET  ELE- 
VATED. 

I  In  i  m  the  Lake  Streel   I  levatcd  which  had  been 

Nov.   i-'ili.     Ii   a  iim.il   iom< 

ii  thai  the  I  «rn  board 

from  the  storage  n.uk-  wed   oi 

ird  St.,  and  the  resumption  of  th<   express  service  was  made 

olution  passed  by  the  city  council,  granting  the 

company  the  right  to  store  its  surplus  cars  on  the  line  of  the  old 

.    Harlem   x    Batavia   Ky .   between   South   401I1    Ave.   and 

South  sad 


ROOT  TRACK  SCRAPER. 


With  the  approach  of  winter  th<  for  making  provision 

eaning  tracks  becomes  imperative  and  one  of  the  mosl  sue 
devices  for  this  purpose  which  ha-  been  put  upon  the 
market  is  a  track  cleaner  made  by  the  Root  Track  Scrapei  <  0 
of  Kalamazoo,  Mich.  1  In-  machine  is  built  not  only  with  a 
scraper,  bat  with  a  Banger  for  cleaning  out  the  grooves  of  the 
rails,  and  the  Bangers  and  scrapers  are  mounted  so  as  to  work 
independently.  One  of  the  most  important  details  of  this 
1-  the  method  of  fastening.  It  is  made  to  fasten  directly  to  the 
trucks  and  this  is  a  special  advantage  in  the  case  of  double  truck 
cars  as  it  i-  obvious  thai  bj  no  other  manner  of  fastening  it  can 
follow  the  rails  on  curve-.  I  he  scrapers  ma)  fasten  either  to  the 
bod)   01  truck-  as  desired. 

NEW  WESTON    INSTRUMENTS. 


The  accompanying  illustrations  shows  new  types  of  Weston  in- 
struments for  use  on  small  switchboards  which  have  been  designed 
to  meet  the  demand  for  good  but  low-priced  instruments.  Fig.  1 
shows  one  of  the  round  pattern  instruments,  known  as  type  K. 
which  are  similar  in  general  construction  and  appearance  to  the 
type  F  instrument,  which  is  extensively  used  for  switchboard  work 
in  all  kinds  of  stations. 

The  type  K  instruments  are.  however,  much  smaller  than  the 
type    1".   and   are   speciall)    Suited    for    small    switchboards,   or   where 


space  is  limited.  These  instruments  are  well  made  and  carefully 
designed,  so  as  to  secure  the  highest  grade  of  reliability  and  dura- 
bility. They  are  absolutely  dead-beat  and  their  indications  are  cor- 
rect to  within  one  per  cent. 


Pig,   _•   shows  a    small    switchboard   equipped   with   the   Weston 

instrument,  which  contain-  both  a  voltmeter  and  an  am- 
meter 111  oni  ca  ■  1 !"  •  instruments,  known  as  Models  R  and 
1    are  especially  useful  where  practically  simultaneoui  readings  of 

together 


both  mav  be  read  at  a  glance.  Type  R  is  built  with  a  water-proof 
aluminum  case,  closely  surrounding  the  operating  parts  of  the 
instrument,  thus  reducing  both  the  weight  and  the  size  to  the 
smallest  amount.  This  instrument  is  particularly  suitable  for  out- 
door use  where  water  or  dampness  would  affect  a  less  securely  en- 
closed instrument. 

Type  T  is  identical  in  design  with  type  R,  except  that  the  scale 
is  larger  and  can  be  read  to  smaller  divisions.  The  case  of  this 
instrument  is  made  of  wrought  iron,  and  is  larger  and  much 
heavier  than  type  R.  The  function  of  the  cast  iron  case  is  to 
shield  the  instrument  from  external  fields,  which  it  does  very 
effectively. 


WATER   TANKS  AND  TOWERS. 


It   has  probably   not  occurred  to  the  casual   visitor  to  an  office 

building  or  factory  thai  all  of  the  water  used  in  these  buildings 
1-  obtained  from  overhead  tank-,  and  m  looking  across  the  wilder- 
ness of  roofs  in  a  large  manufacturing  city  a  large  number  "i 
thesi  tanks  placed,  either  upon  the  roof-  or  independent  tower-, 
cannot  fail  to  attract  attention.  An  idea  of  the  extent  to  which 
tanks  and  tower-  are  manufactured  i-  afforded  by  the  figures  given 

b)    the   W.   1     Caldwell  Co.,  of  Louisville,  Ky.     These  tanks  are 

used  for  fire  protection    for  manufacturing  plants,   for  water  supply 
in  villages  and   for  private  ground-.     This  company  sends 
average  of  30  tank  and  tower  jobs  a  month,  of  this  class,  in  addi 
lion  to   from  50  to  200  a   month    for  ordinary   water    supply.      This 
output    calls    for    about    3.000,000    ft.    of    lumber,    mostly    Louisiana 

and   Georgia   pine,  and  300  tons  of   steel   band 
The  advertising  bureau  of  this  company   is  a  particularly  busy  one 
and  it  sends  out  between  50,000  and  60,000  catalogs  a  month. 


Not.  20,  1902.] 


STREET  RAILWAY  REVIEW. 


865 


NEW   PUBLICATIONS. 


ADVERTISING  LITERATURE. 


PROCEEDINGS,    Street-Railway    Association,   of    thi     5 
New  York.    The  proccdings  cover  the  twentieth  annual  meeting  of 
the  association,  held  at   Caldwell,   l^ike   George,   N.   V..   Sept.  9th 
and  10th.  1902.     The  volume  contains  220  pages  devoted  to  the  dis- 
cussions of  street  railroad  topics,  reports  of  committees,  list 
ficers  and  members,  and  constitution  and  by-laws  of  the  association. 


PROCEEDINGS  OF  THE  ILLINOIS  STATE  ELECTRICAL 
Association  convention,  held  at  Rock  Island,  111.  September  24, 
1001,  has  i ust  Keen  published.  The  book  is  chiefly  devoted  to  two 
subjects,  one  being  the  insurance  of  electrical  plants  and  the  other, 
the  method  of  heating  from  exhaust  steam  from  electric  light  plants. 
Extended  dis  I  both  of  these  subjects  arc  given  containing 

considerable   valuable   information. 


MACHINE  SIKH'  NUMBER  of  Cassier's  Magazine,  published 
by  the  Cassicr  Magazine  Co..  New  York,  price  50  cent-.  I  hi-  spe- 
cial number  contains  -7-  page-  of  choice  reading  matter  illustrated 
with  ->y>  half-tone  engravings.  There  are  twenty  articles  written 
by  men  well  known  in  engineering  circles  and  who  are  specialists 
in  their  lines  of  work.  The  subjects  include  compressed  air,  electric 
power,  crane-,  portable  tools,  foundry  appliance-,  milling  and  grind- 
ing machines,  tool  room,  shop  floors,  tool  design,  limit  gage-,  shop 
beating,  a  new  system  of  rewarding  labor,  piece  work,  progress  and 
education,  apprentices,   factory  depreciation,  and  tin    prevention. 


WnRK  DONE"  i-  the  title  of  a  handsomely  illustrated  pamphlet 
published  by  Westinghouse,  Church,  Kerr  &  Co..  and  contains. de- 
scriptions of  a  number  of  the  prominent  electrical  railways  and 
other  engineering  works  installed  by  this  company.  The  book  is 
excellently  illustrated  and  the  descriptions  of  the  various  plants 
are  given  in  great  detail.  In  includes  the  construction  nf  the 
Grand  Rapids,  Grand  Haven  &  Muskegon  Ry.,  the  Detroit  &  Port 
Huron  Ry.,  the  Detroit,  Ypsilanti,  Van  Arbor  &  Jackson  Ry.,  the 
Toledo.  Fremont  &  Norwalk  Ry.  and  the  plant  of  the  American 
Car  &  Foundry  Co. 


POSSIBILITIES    IN   AMERICAN    LOCOMOTIVE   DESIGN, 

reprinted  in  pamphlet  form  from  the  Railroad  Gazette  of  Oct.   17th. 

an  address  at  the  Deer  Park  convention  of  the  Baltimore  & 

Ohio  Railroad  officer-.  September  20th,  by  Prof.  \V.  F.  M.  Goss,  of 

Purdue  University,  Lafayette.  Ind.     In  the  address  Prof.  Go m 

merits  upon  changing  conditions  and  influences  at  work  in  tin  de 
velopment  of  the  American  locomotive.  He  calls  attention  to  a  very 
general  disposition  to  emploj  dard    based  upon  the  idea 

of  complication,  in  estimating  the  valui    of  proposed  improvement 

ign.      The   advantage-   and   di  -advantages  of  com- 
pound   I  an-    disci  ome    length,    particular    rcfer- 
■  tug    made   to   the   de   Glehn   type    which    1-    50   much   used    in 
France. 


\  MANUAL  OF  DRAWING,  bj   C  E.  Coolidg 

•  1  machini  null   I'm.  to  full-page 

paper,  $1.00.    V:  if  the  Manual  is  10  pm  into  perma- 

ndard  drafting  1.  .1  which  will 

tend    b  hi. I.  hi     n 

him  on  tern  will.  era  embodied  in  the  book  i 

d   t"   I"'   li.  the  ] 1    day   and   i- 

fully  IU  by  data  and  information   recei    ed    Horn  one  hun 

dred  and  thirty  of  '  manufacturing  coi 1    in  the  United 

1  in  detail  the  salii  m   pi  linl  1  in  the 
of  instruments  and  ■.  ommonlj 

I   drafting   room.      Each  attentat!    page   i     li  fl    blank    for 
the  purpose  of  not  dent,     I  be  lm.il  chaptei 

1  I 

•*-■*■ 

Hoboki  -  Railway  Co.   has 

'In   I)    (  rimmifl     and  John  J.  Waterbury  to  its  l>oard  of 


n  outlying   line  of  the   Mi  mphi     I  1  •  nn  I 

FoUl    111.11    who 
car  crew. 


"RECORD  OF  RECENT  CONSTRUCTION  NO.  38"  under 
the  title  of  "Motor  and  Trailer  Trucks"  issued  by  the  Baldwin 
Locomotive  Works,  of  Philadelphia,  treats  of  the  recent  devel- 
opment and  extension  of  electric  motor  car  service  and  shows 
how  the  Baldwin  work-  has  kept  pace  with  this  progress,  as  it 
has  built  both  motor  and  trailer  trucks  for  the  heaviest  electric 
cars  in  service  up  to  this  time.  A  large  number  of  trucks  are 
illustrated  and  a  list  of  detailed  information  given  concerning  each. 

"ELECTRIC  LOCOMOTIVES  FOR  SURFACE  HAULAGE" 
is  the  title  of  a  handsomely  illustrated  catalog  issued  jointly  by 
(he  Baldwin  Locomotive  Work-.  Philadelphia,  and  the  Westing- 
house  Electric  &  Manufacturing  Co..  Pittsburg.  The  catalog  pre- 
sents in  a  very  conclusive  manner  the  numerous  advantages  of 
electricity  as  a  motive  power  applied  to  locomotives  for  heavy 
surface  haulage  as  well  as  for  mining  service.  The  engravings 
show  a  number  of  electric  locomotives  in  use  at  some  of  the  lead- 
ing industrial  establishments  in  the  United  Slut.-.  The  standard 
types  and  classes  are  enumerated,  and  a  general  description  of 
their  construction  is  given,  together  with  tables  of  weights  and 
characteristics  of   each   class. 

"IT  BEATS  THE  SUN"  is  the  title  of  a  new  illustrated  catalog 
issued  by  the  Pittsburg  Blue  Print  Co.,  Pittsburg,  Pa.,  describing 
11-  patent  cylindrical  electric  copier.  The  machine  consists  of 
two  half  gla-s  cylinders  suitably  mounted  and  having  a  strong 
canvas  cover  to  hold  the  tracings  and  paper  in  place.  An  arc 
lamp  of  special  design  descends  in  the  cylinder  from  an  escape- 
ment mechanism  for  regulating  the  speed  of  the  lamp.  Among 
the  advantages  claimed  for  the  machine  arc  absolute  independence 
..I  weather  conditions  and  a  reduction  in  the  cost  of  prints.  The 
company  states  that  over  one  hundred  machines  have  been  in- 
stalled in  the  offices  of  some  of  the  largest  concerns  in  the  coun- 
try. The  catalog  also  describes  a  blue  print  wringer  placed  on 
the   market   by   the   company. 

THE  CHRISTENSEN  ENGINEERING  CO.,  Milwaukee.  Wis., 
has  issued  catalogs  Nos.  53,  54,  and  55.  Catalog  No.  53,  "Straight  Air 
Brake  Equipments,"  describes  the  various  devices  that  comprise  the 
Chrislensen  straight  air  brake  equipment  for  electric  cars  and  ex- 
plains the  function  of  each  part  of  the  apparatus  with  instruc- 
tions for  ils  operation  and  maintenance.  No.  54,  "Christensen  Air 
Brake,  Where  Made  and  Where  Used,"  is  a  handsome  souvenir 
issued    for  distribution   at   the  Detroit  convention   of   the   American 

Street    Railw.i.      N .ition,    and    shows    a    large    number    of    views 

of  the  company's  works,  together  with  illustrations  of  various 
typi  "f  cars  equipped  with  Christensen  brakes  and  a  list  nf  names 
and  addresses  of  roads  using  them.  "Ceco  Electrical  Machinery" 
is  the  title  of  No.  55  which  illustrates  and  describes  various  types 
of  electrical  machinery,  including  direct  current  motors  and  gen- 
.  alternating  current  generators  and  transformers.  Copies 
of    these    catalog-    will    be    sent    on    application. 

MESSRS.  DICK,  KERB  &  CO.,  Ltd.,  no  Cannon  Sheet,  Lon- 
don, E.  C,  are  distributing  the  following  handsomely  illustrated 
pamphlets:  "The  Engli  h  Electric  Manufacturing  Co.,  Ltd."  is 
the  title  of  a  d<  cription  of  that  company's  planl  and  is  illustrated 
by    IS    full    page    engravings.      Sunn     idea    of   the    si/c   of   the   works 

mo.   be  had  from  the  statement  thai  in  the  eighteen  months  since 
the   completion    of    the    works    electrical    generators    aggregating 

im.ooo    h.    p.    capacity    and    3.000    tramc.u     motors    with    all    their 

attendanl    equipment    have    been    sent    out,     "Continuous   Current 
101   "   illustrate     the   various   part     and   lb.'   1 oi   manu- 
facture of  the   Preston  generatoi    which  embodies  features  of  cx- 
11.  in.     implicit]    in   design  and  con  truction.     "Rolling  Stock  for 

lb. tii'  re] Hi.    ni. .I   in... I. in   practice  in  electric 

ear  building  in   England  bj    c  pagee  "i   illustrations  showing  the 
in.  it  I  'i      tage    "'   ". ' al  the  plant 

..1    ih.     Electric    Railway    &    Tramway    Carriage    Co.,    Preston,    Lan- 

'I    Rail    13       deal     principally   with 

ih.     advantage!    Oi    electricil      OVCI      nam    for    suburban    lines   due 
!•■  the  higher  acceleration  made  possible  by  the  former.    "Electric 

.■1    at    the    1      1.  1    de-.r  1  ipli.,11    .,1    Ih.     1    .nip.        Bay,    1  'ape 

Town  &  Sea   Point  Tramways  In  South  Africa    ind  points  out  the 
numerot  which  were  considerably  enhanced 

1    being  carried  out  during  the  progress  of 
war. 


El    RAILWAY   REVIEW. 


: 


Creaghead 
Flexible 


Brackets 


OVERHEAD    LINE    MATERIAL. 


I'nr  MiiRle 

uimI    Double 
wire. 


Went    Fiui    Cap 

.1  i"i  Cone  Mtid 
Solid  Types  of 

I  ii-ni -it  in  -. 


TroUej    BpUoers, 

11  rain     l,;»r-«.     Iniltr 

Bars.  etc. 


Ears  f..r  Bound  Figure   h, 

■  mi  Groove  Forma  of 

Trolley  Wire. 


Solid  Type 
Insulator*! 


Type  i>.    For  Single 
and  Doable  Wire* 


Complete  Equipment  for 

Overhead  Constrootloa* 


THE  CREAGHEAD  ENGINEERING  GO. 


ENGINEERS    AND 
MANUFACTURERS 


WRITE    FOR 
CATALOGUE 


CINCINNATI. 
OHIO. 


TRADE   NOTES. 


I  III    i  HAMPION    I  R(  HI  \-\    HA1 
i  irollc)   harps. 


I  III.    i      \\      IK  \l.\l  K     M  W'l  FACTURING    CO 
has  closed  .i  contracl  ring  all   itcam-hcated 

•  I  Hi.   new  power  plant  ..i  the  Berkshire  Suet   Railwa)  < '■■..  Pius 
Mass.,  described  on  page  813  of  iln*  ii 


I'HE  UNITED  STA1  ES  O  IAL  CO.   I  as   pui  mi  the 

ctric  &    Manufacturing  Co    Iwo   150-kw. 

.11   electric   mining   Ii 
Ft  coal  mines  at  I  (illon 


BILLINGS  S  SPENt  ER  CO.,  Hartford,  Conn.,  is  sending 
new  price  lis!  of  drop  forged  lathe  d.'n-  manufactured  bj   it 
These  dogs  arc  drop  forged   from   steel  and  fitted   with   hardened 
steel  sel   screws  and  an   espei  !'.r  heavj   work. 


Illl     STANLEY     ELECTRIC    MANUFACTURING    CO.    has 

recent)}   opened  a   sales  office  in    Ulan       G  take  care  of  the 

1  for  S.  K  tus  in  the  South.    The  office 

is  in  the  Empire  Building  and  is  in  charge  ol  Mi    '  Manly. 


HARTSHORN'S  ROLLER,  published  by  the  Stewart  Harl 
I         East    Newark,    N.   J.,   for   Oi  ntains  a   description   of 

some  new  brackets  to  be  used  in  connection  with  the  Hartshorn 
shades,  and  the  pages  are  also  well  filled  with  choice  liniii.irc.n~ 
matter. 


nil     1  ENTRAL    ELECTRIC    CO  Chicago,    has    recently 

issued  a  new  general  catalog  dated  1903,  and  lia-  distributed  it  to  the 
trade  throughout  the  country.  Any  buyer  of  electrical  supplies  who 
ha-  not  already  received  a  copj  can  do  so  bj  addressing  a  request  to 
the  ci  impan) 


ill    BILLINGS  &  SPENCER  CO.,  Hartford,  Conn.,  has  issued 
it*  Circular  A  illustrating  new  automobile  parts  which  the  companj 
carries  in  stock   for  filling  orders  promptly.     The  company  1-  pre- 
pared t..   furnish  drop   forgings  of  every  description   in  iron 
cappi  ■'  and  bronze, 


Mil-   GREEN   FUEL  ECONOMIZER  CO.  is  building  an  addi- 
tion to  11*  machim  •   150  ft.    Among  recent  orders  n 

economizers  are  equipments  for  the  Albany  St  plant  of  the 
B.  iton  Elevated,  and  for  the  Newark  and  Secausas  plants  of  the 
New   Jersey  Traction  Co. 


n  i;in    HODGES    of  B  1      es  that  owing  to  the  in- 

creased business  and  the  consequtnl  necessit]    fot   mori 
quarters  he  has  taken  offices  in  the  Board  of    rrade  Building,   131 
Slate  St.,  Boston,  where  he  will  have  charge  "f  the  business  of  the 
Pittsburg  Reduction  Co.  in  addition  to  his  regular  supply  bit 


Illl  01  IS  ELEVATOR  CO  has  recently  receive.!  the  contract 
i.'i  the  elevator  and  dumb-waiter  equipment  of  the  new  Astor  Hotel, 
1  Vcri    Square,  44th  to  451)1  St-..  New   York.     The  plant  con- 

sists of  seven  electric  passenger  elevators,  two  electric  servants'  ele- 
vators, ■  in.  dumb  "  ctric  sidewalk  lifts. 
Messrs.  Clinton  8  Russell  are  the  at  ind  John  Downej  is  the 
general  contract,  n 


\H\M  COOK'S  SONS,  313  West  St..  New  York  City,  the  only 
makers  of  "All. any"  grease,  receive  many  letter-  testifying  t..  the 
satisfactory  results  obtained  where  thi<  ideal  lubricant  is  used.  The 
J.   Sullivan  &   Sons   Mfg    1  Philadelphia,  write-:     "We  have 

our  engine  and  main  shafting  fitted  up  with  your  grease  cups;  they 
rkitiK  to  .nir  entire  satisfaction.     Albany  grease  1-  certainly 
more  economical   and  cleaner  than   oil." 


II.    P.   CAMERON    ELECTRIC  &    MAN1  FAt   rURING 

CO.  has  recently  b.  ized  under  the  laws  of  Connecticut  with 

1    $30,000.      This  company  has   purchased    111.'   inter 

hi    old   p  inj    w hich   was  •  inder   the   lav 

New  York  State  and  will  move  into  its  new  factory,  which  is  now 


STREET  RAILWAY  REVIEW. 


69 


--     i       ■    •        A 


JTANDARD 
17  YEAR/ 


P  &  B  Electrical  Compounds 

p  &  B  Armature   and    Field   Coil 

Varnish. 
P  &  B  Insulating  Tape. 

ALL  ARE  ACID  AND  ALKALI  PROOF. 
Writ*-  u«  ftbottl    H"-"'- 


Th«  Standard  Paint  Company 

NEW  YORK  CHICAGO  HAMBURG 

l<X»Mli.mSt.  18V  Fifth  Ave.  Dovenhof93. 

PARIS  LONDON 

SOBoul.Hauum.n  59  City  Road  S.  W. 


being  built,  about  the  first  of  December,  rhe  factorj  will  contain  , 
complete  line  oi  new  machinery  for  making  all  kinds  ol  motors 
armature  oils  and  electrical  supplies  in  general 

II    E.  OVERSTREET  is  meeting  with  grea  ;  in  introduc- 

ing  the  "Climax"  stock  guard  on  the  interurban  lines  throughout 
the  country.     Last   month  he  added  to  a  long  list  ol  customers     the 
Massachusetts  Construction  Co.,  75  guards;  the  <  hicago    Milwaukee 
X   Si.   Paul   Railway  Co.,   too  guards;  the  Chicago  &   South   in, 
Ry.,  50  guards. 

HIE  PITTSBURG  SPRING  &  STEE1  CO  which  was  men 
„..,iea  in  the  "Daily  Street  Railwaj  Review  a  organi  -I  with  Mr. 
H  C  Noble  as  president,  1-  progressing  rapidlj  with  its  new  works 
in  winch  elliptic  and  coil  springs  of  everj  varietj  will  be  manufac- 
tured. It  i-  expected  that  the  company  will  be  ...  a  position  to  till 
orders  for  delivery  after  January  1-1.  1903. 

[•HE  KENNICOT1  \\  KTER  SOI  rENER  CO.,  -1  3577  Butlei 
Si  Chicago,  has  found  the  demand  foi  its  wate.  softenci  0  greal 
,1k,!  it  ha-  been  obliged  to  secure  additional  manufacturing  space. 
The  main  building  of  .In-  new  plan,  is  126  x  50  "  ",  area  .....1  is 
equipped  with  all  the  modern  facilities  for  building  water  softeners 
The  equipment  includes  traveling  cane-,  pneumatic  hammers,  nvel 
ers,  drills,  etc..  and  will  enable  the  company  to  fill  future  orders  with 
£rcat  promptness. 

THERE  IS  PERHAPS  no  better  economy  to  the  steam  fitter  ami 
the  engineer  than  a  perfectly  tight  joint,  ye.  one  that  .....  1-  easilj 
taken  apart  if  desired,  ami  the  Joseph  Dixon  I  ."..hie  to,  claims 
that  11  1-  always  possible  to  have  such  ioinl  il  Dixon's  graphite 
;  ;,„,„  compound  is  used  Flake  graphite  is  impervious  0.  .he 
„-,„,„  oi  heat  or  cold,  acids  01  alkalies.  Hence  the  value  ..1  a 
graphite  compound  when  properly  prepared  Ch,  Dixon  companj 
».ll  send  booklet  ami  sample  fret   of  .  1 

[-HE   PENNSYLVAN1  \  SI  EEL  Co.  now   ha    al   it     offi.  .     no 
Western   Union   Building,  Chicago,  open   E01    in  pection  the  model 
0i  frogs    switches  ami  switch  stands,  etc.  that   wen    placed  01 

hibition   at    the    American   Street    Railway    \ :iation    Convention 

,„   Detroit,  October  last     These  models  are  both  typical  ...   intei 
urban,  citj  and  steam  railroad  work  and  it   would  espcciallj    repaj 
those  interested  to  .hop  in  their  office  to  1  wimine  .hem. 


Till-    1  INK  1:11.1     ENGINEERING    CO.,   oi    New    Vort    and 
Chicago,  report-  among  recent  sales  of  the  Renold  silent  chain,  nine 
line   shaft   drives   from   .........      foi    tin    new    works  oi    the    Pattern 

Paint  Co     Newark.  N.   I.;  eight  drives  from  motot     to  lin.     haft 

ind   elevators    in    the   new    plant    of   Crompton   &    Knowl.      1  

Works    Philadelphia;  eight  60-h.  p.  drives  for  induced  .hah   blow 
ers   in   the   new    Waterside   station   of   the    New    Vorl     I  .1.  on   I  0 

rher,    .„,    now  61   Renold  silent  chains  ...  use  in  the  new   building 
0f  u.  11.  Macj  8  Co  .  varying  in  capacity  from  one  I >  h.  p. 


I  in    \\  ESI  ERN   II  HI  RICAL  SI  PP1  V    CO.,  St    Loui  .  Iia 
recentlj    taken   th,    western   agency    for    the   "Parker'    ball  bearing 
trolley   stand.      I  he    stand    1-    simple    ...   con  tru.  tion     w,  igli     I. 

than  7S  lb.  .....1  embodies  a  number  of  new   fcatur.        Il   i    cla 1 

t0  be  ..."    ol  the  lighti   1.  cheap,   I  and  niosi     ...  itiv,     land  ....  .1"' 
market,  and  that    by   ,,-   use  trolley   wheel     will    wcai    about    foui 

times  as  long  as  usual      It  ,  in   1 1    i"d  quid  1;    adju  ted   foi 

tension    follows  curves  in  the  wire  easilj  and  n 11 1   •"'"   " 

bearing  catalog  giving  full   d,   cri| 1   will   b,     ent   on  appli 

.  al 


1  III     ADV  \N  I  \i,KS  of  Albanj   grcas,     th,       1     n   lubri 

rani     ,,,    well     tated  ...  a  leltei    recentl;    ved   bj     Vdi xiok's 

h,     ol.    ......... t ■■  ■  , . . ,  ■  ■       :.  I  W,   1   Si     ■-."    Vorl    I  itj     from 

\l    D    Rocl  ■ '■ '  '    '  '"'     Ma 

I,,     umming   up   I  ''"    "'""     a>        "'    '""'    V,bsnj 

to   1 ho  tbli     clcanet     cheaper   and     u r   ...  anj 

01   ...1  that   w,    .  and    hall  certainlj    1 ."1   H 

when     |.l. :      ' 


1  n|.    \;un\\  :   1  ORLISS   ENG v>  i 

...       1  .     .  '  tP'dl     rlurina   th. 


70 


STREET  RAILWAY  REVIEW. 


Superior  Graphite  paint"  $ 


ESPECIALLY  ADAPTED  FOR  USE  BY 
STREET  RAILWAYS  BECAUSE  IT 

offers  a  positive  protection  for  all  exposed 
surfaces.  Makes  Metal,  Brick  or  Wood  proof 
against  the  ravaging  effects  of  weather, 
smoke,  water,  steam,  etc.  We  manufacture 
special  paints  from  special  formulas  to  meet 

special  requirement*. 

Our  booklet  will  interest  you  -shall    we  send   it? 

DETROIT  GRAPHITE  MEG.   CO. 


NEW   1..KK 


Detroit,   Mich. 

BOSTON 


CHICAGO 


SSSiKkVfflEL!!!  ALBANY  GREASE 


m< -mils  thai  the  company  ha*  (ound  il  necessary  t"  erect  a  foundry 
which  it  is  expected  will  be  completed  within  .\<<  day*,  'I  In*  addi 
tion  to  the  plant  i*  an  entirely  modem  structure  with  concrete  foun 
dationi  and  steel  framework,  .150  ft  long  by  116  ft  wide.  The 
company  is  about  to  undertake  the  construction  "f  mining  machin- 
ery, hoisting  and  pumping  engines,  compn  and  rolling 
mill  work,  and  intends  to  increase  it!  agencies  throughout  the  South 
and  middle  West 


COLUMBIAN  CONSTRUCTION  CO..  winch  has  been 
engaged  in  making  extensive  improvements  on  the  Metropolitan 
in  Kansas  City,  completed  it*  work  in  the  latter  pari  of  the 
summer,  In  all  about  m  miles  "f  very  heavy  construction  was 
buill  for  the  Metropolitan  Streel  Railway  Co.,  including  the  rebuild 
ing  of  the  15th  St  and  Brooklyn  Ave,  line,  which  was  formerly  a 
cable  anil  now  an  electric  line;  the  rebuilding  of  tin  Prospect  Ave. 
line,  which  was  an  old  electric  line  with  light  rail*  laid  "ii  lie*,  ami 
i*  now  constructed  with  i)  in.  toS-Ib.  rail*  laid  on  concrete  beams; 
the  mill  St.  line,  which  wa*  an  old  cable  line,  was  also  rebuilt  wilh 
concrete  beams. 


\l     IIII-'   RECENT   Dusseldorf  exhibition   Anhnr   Koppel   was 
awarded    the    silver    medal    for    hi*    exhibit    of    industrial    railway 
equipment,   dump   car*,   inclined   plain*,    -elf  discharging   or. 
electric  railroads,  etc.      I  In*  1*  the  highest  medal  given  for  indus- 
trial  railway  equipment  at  this  exhibition.     It   will  he  remembered 
that    the   firm   of    Arthur    Koppel    also    received    the    gold   and    silver 
medal  at  the   Paris  exhibition,  which  was  the  highest  award 
there    for    similar    material.      Arthur    Koppel.    whose    offices    are    al 
66  68    Broad    St.,    New    York    City,    carries   a   large    stock 
standard   goods  ready    for  immediate   shipment,  and   will   he  glad  to 
send    catalogue*    to    all    interested    parties    mentioning    this    publica- 
tion. 


1111  LIBERTY  MANUFACTURING  CO..  of  Pittsburg,  has 
purchased  from  the  Sherwood  Manufacturing  Co.,  of  Buffalo,  X  Y.. 
all  of  its  patents  and  trade  marks  pertaining  to  the  manufacture  of 
the  turbine  type  of  machine  for  cleaning  boiler  tubes.  This  pur- 
chase settles  amicably  two  suit*  involving  patents  which  were  pend- 
ing in  the  United  Stales  courts.  The  Liberty  company  will  in  future 
manufacture  and  sell  the  "Niagara"  tube  cleaner  a*  well  as  its  stand- 
ard "Chicago"  tube  cleaner  which  has  been  its  specialty  for  several 
years  past.  This  purchase  was  made  to  give  the  company  control  of 
the  basic  patents  on  tube  cleaners  of  the  turbine  type,  and  the  com- 
pany's plant  will  be  greatly  enlarged.  There  are  now  over  8,000 
cleaners  of  this  type  in  successful   use. 


WESTINGHOUSE,  CHURCH,  KERR  &  CO.  report  extensive 
;ales  of  the  Roney  mechanical  stoker*  for  the  past  month  among 
which  are  mentioned  ihe  following:  Carnegie  Steel  Co.,  Home- 
stead works:  Juniata  Stele  &  Iron  Co..  Greencastle,  Ind. ;  Lacka- 
wanna  Steel  Co.,  Buffalo;  Continental  Tobacco  Co..  St.  Louis.  Mo.; 
Atlanta  Rolling  Mill  &  Tinplate  Co..  Atlanta.  Ind.;  Woodward  & 
Lothrop,  Washington,  I).  C. ;  Merchants  Heating  &  Light  Co.,  In- 
dianapolis. Ind.;  The  J.  L.  Mott  Iron  Work*.  Trenton.  X.  J.:  Ameri- 
can I  motive  Work*.  Schenectady,  N.  Y. ;  Pennsylvania  Railroad. 

Altoona,  Pa.;  United  Stales  Lighting  &  Bower  Co.,  Washington,  D. 
C  ;  National  'Tube  Co..  Pittsburg,  Pa.;  Pressed  Steel  Car  Co..  Pitts- 
burg. Pa. 


M  (.1  \l  MUNSELL  &  CO..  of  New  York  and  Chicago,  have 
recently  begun  the  manufacture  of  mica  chimneys  for  incandescent 
gas  burners  which  are  known  a*  Warren's  folding  intclcoking  chim- 
ney*. These  chimneys  are  packed  and  shipped  flat  like  sheets  of  pa- 
per. Inn  can  he  formed  into  cylinders  by  joining  the  interlocking 
which  are  provided.  This  make*  it  possible  to  clean  the  chim- 
ney easily  and  thoroughly,  which  can  not  be  so  easily  done  with  the 
ordinary  chimney.  It  is  claimed  that  it  will  transmit  more  light 
than  any  other  mica  chimney  and  in  addition  to  these  qualities  there 
is  a  further  advantage  to  the  dealer  as  their  shipping  weight  is  con- 
siderably  less  than  that  of  others  and  they  take  up  but  little  space 
on  the  shelf.  A  gross  of  these  chimneys  covers  less  space  than  two 
of  Hi.  ..Id  fashioned  kind.  A  descriptive  price  list  will  be 
sent    upon    application. 


Ill    BRIDGEPOB  I    BB  VSS  CO..  of  19  Murray  St..  New  York, 
and   Bridgeport.   Conn.,   is   issuing  a  dainty  brochure,  containing  a 


STREET  RAILWAY  REVIEW. 


71 


very  practical  talk  on  the  construction  of  telephone  and  telegraph 
line?  with  "Phono-electric"  wire.  The  little  pamphlet  is  more  than 
a  catalog,  and  gives  in  simple  and  concise  language  the  theory  and 
general  principles  upon  which  the  modern  telephone  is  constructed. 
The  story  begins  with  an  explanation  of  the  form  and  character 
of  sound  waves  produced  by  the  human  voice,  and  goes  on  to  tell 
how  these  waves  are  collected,  transmitted  and  impressed  upon  the 
receiver.  The  importance  of  the  transmission  line  in  the  opera- 
tion is  pointed  out.  and  the  advantages  of  "I'honoelectric"  wire 
nver  other  materials  is  demonstrated  by  numerous  statistics  and 
tables,  derived  from  actual  experiments  and  tests  made  on  this 
well-known  composition.  In  addition  t,.  its  qualifications  for  tele- 
phone line-  there  are  claimed  fur  "Phono-electric"  wire  many  ad- 
vantages for  electric   railway  work. 


THE  ELECTRIC  STORAGE  BATTERY  CO.  has  acquired  the 
business  of  the  Chloride  Electrical  Storage  Syndicate,  Ltd..  which 
was  formed  in  England  soon  after  the  incorporation  of  the  Electric 
Storage  Battery  Co.,  of  Philadelphia.  The  electrical  development  in 
this  field  has  been  very'  slow  in  Great  Britain  so  that  the  English 
company  only  recently  reached  a  paying  basis.  A  large  amount  of 
electrical  work  however  is  to  be  accomplished  in  Great  Britain  in 
the  next  few  years.  This  is  indicated  by  the  large  works  recently 
erected  by  the  British  Westtnghouse  Co.,  and  the  British  Thompson- 
Houston  Co.  The  Electric  Storage  Battery  Co..  seeing  the  oppor- 
tunity for  a  large  and  profitable  business  in  England  and  other 
countries,  decided  to  purchase  control  of  the  English  company  and 
will  now  be  able  to  sell  batteries  in  foreign  countries  and  have  ship- 
ments made  from  England.  It  will  thus  be  in  a  position  to  handle 
business  all  over  the  world. 


THE  LUDLOW  SUPPLY  CO.,  of  Cleveland,  states  that  it  has 
had  very  gratifying  results  from  is  exhibit  at  the  Detroit  conven- 
tion, especially  on  the  Johnson  trolley  retractor,  which  not  only 
catches  the  trolley  when  it  flies  off  the  wire,  but  pulls  it  down  15 
in.:  on  the  "Milwaukee"  trolley  pole,  the  Gore  track  drilling  machine 
and  the  Garry  pneumatic  car  and  pit  jacks.  These  articles  are  all 
new  and  were  exhibited  at  Detroit  for  the  first  time,  and  attracted 
a  great  deal  of  attention  at  the  convention.  The  Ludlow  Supply 
Co.  is  now  in  correspondence  with  some  of  the  largest  electric  rail- 
ways in  the  country,  with  a  view  of  equipping  their  lines  with 
these  various  devices.  The  company  has  had  such  a  demand  for 
re  drilling  machine  that  the  makers  have  been  unable  to  till 
all  orders  promptly:  arrangements  have  therefore  been  made  with 
II  Gore  X  Co.  and  hereafter  the  Ludlow  company  will  manufacture 
the  drills  and  carriages  complete  at  Cleveland,  which  will  enable  it 
to  make  prompt  shipment  in  every  instance. 


PAWLING  &•  HARNISCHFEGER,  Milwaukee,  Wis.,  report 
that  the  demand  for  cranes  and  hoists  is  excellent  and  advise  us 
of  the  following  orders  which  have  been  recently  booked:  Hill 
win  Locomotive  Works,  two  10-ton  cranes;  Manitowoc  Steam 
Work-.  Manitowoc.  Wis.,  one  35-ton  crane;  Consolidated 
Railway.  Light  &  Power  Co..  Wilmington,  N,  I'.,  one  10-ton  crane: 
Pennsylvania  Lines  West  of  Pittsburg,  Ft.  Wayne,  Ind.,  one  i'j 
ton  hoist;  Lorain  Steel  Co.,  Johnstown,  Pa.,  one  7-ton  crane; 
American  SI  Cambridge,  O.,  om    ;  'on  crane;   Berlin 

Machine    Works.    Beloit,    Wis.,    one    Ij/j-ton    hoist;     The     I 
Foundry    Co.,    Lorain,    O.,    one    5-ton    crane;    Allis-Chalnur      1  > 
Chicago   (for  export),  one  30-ton  crane  with  4  ton  auxiliar) 

Impleraei  Peoria,    111.,    one    10-ton    crane;     Allis. 

Chalmcr-    Co.,    Frasier  &   Chalmers   Works,   Chicago,    one   30-ton 
auxiliary  hoi  '  ;  Gru  on    [,,,,,   \\ , ,,1       E 'i'1 
■  'on  crane;   Isaai    G  Spuyten  Duyvil, 

1 
American  Bridge  Co.,  Milwauke  plant,  Milwaukee.  Wis., 
I  crane. 


I  III-:   CLIMAX    Si'  714   Marquett.     BIdg., 

bat    the  exhibit   'if  a    fuU-lize   rattle   guard 

main  extranet  of  the  Exhibition  Hall  at  tin    Detroit  Con 
.•'her  with  it-  imaller  Idc  tin  ball,  resulted  in 

numerous  inquiries   from  street  railway  men  who  oking  for 

p  and  effici<  guard.     The  company  during  th 

months   ending   Aug.    1.    \<//2,    soil  '"o  guardi,   and 


CHAI.  G.   ARMSTRONG 


WILLIAM   L.   FIRCUS 


Chas.  G.  Armstrong  &  Co. 

CONSULTING  ENGINEERS 
1510  Fisher  BIdg.  CHICAGO 


Edward  H-  Kjtfield, 

.  .  .  flDccbantcal  Engineer  .  .  . 


53  State  Street. 


BOSTON 


ELECTRIC  LIGHTING  AND  STREBT  RAILWAY  POWER 
STATIONS  AND  BUILDINGS. 


SHE  AFT  <£  JAASTAD. 

ENGINEERS, 

85  Water  Street,    BOSTON,  MASS. 


FREDERICK  SAtGENT. 


A.  D.  LUNDY 


SARGENT  &  LUNDY, 
ENGINEERS. 

1000-46  E.  Van  Burcn  St.  CHICAGO,  ILL. 


J.  G.  White  &  Company, 

INCORPORATED. 

ENGINEERS,  CONTRACTORS. 

29   BROADWAY, 
NEW  YORK,  N.Y. 

LONDON    CORRESPONDENTS 

J.  S.   WHITE  <V  COMPANY.  Limit«o. 

22A   COLLEGE   HILL.    CANNON  ST. 


H.  S.  Coopp.k, 
President. 


II.  Y.  1'r.nsT.  W.  S.  Guknki'.,  3hu. 

President,  Sec'j  ami  Treas. 


The  Electrical  Engineering 
^Development  Company 


Advisory,  Constructing,  Supervising  and  Operating  En- 
gineering of  Electric  Railways,  Lighting 
and  Power  Plants. 


29  BROADWAY, 


NEW  YORK. 


S'l  RKI'  I    K  \  1 1  W   \  .     K'l  \  II  \\ 


EDWARD  R.  BURCH. 

Member  Aintnciti  Institute  Electrical  Engineers. 


Consulting   Engineer. 


uisnd   Spc.iB.lln.ill  GUARANTY    BUILDING. 

Ilrj»,    Elrcirk    Ri.lw.ir-.  MINNEAPOLIS. 


PEPPER  &  REGISTER, 

GENERAL  CONTRACTORS. 

Complete  Construction  and  Equipment  of  Electric  Railways. 

1414  S.  PENN  SQUARE,     PHILADELPHIA.  PA. 


ESTABLISHED   1893. 


FRED  T.  LEY  &  CO. 

CONTRACTORS 

Electric  Railways  Built  and  Financed  Franchises  Purchased. 

Phoenix  Bldg.,  SPRINGFIELD,  MASS. 


FORD,  "BcACON  S  DeAVIS, 

EINGIINEERS 

149  BROADWAY,   NEW   YORK. 
BRANCH  OFFICES: 
■  Irerpool  <\  lainilon  &  i.l.il.e  Building,  Next  Orleans.  I.a., 
JIIH    Hrsl    Air,   lllrmlli|;lium.  A  Inliama. 

lfiDOt-rainl    \\...   Kansas  City.    Ho 


Columbia  Construction  Company 


INCORPORATED 


Engineers  and  General  Contractors 
Electric   Railways 

REPORTS    ON    PROPERTIES 


PRINCIPAL   OFFICE:    COLBY    AND   ABBOTT    BLDG. 

MILWAUKEE.  WIS. 

CLEMENT   C.    8MITH.    PRE3.    AND   QlN.    MNGfl. 


Civil,  Mechanical  and  Electrical 
ENGINEERS 

GENERAL  CONTRACTORS 

For  the  complete  design,  conatrnctlon 
and  equipment  of 

Electric  Railways 

■i  attention  given  to 

INTERURBAN   RAILWAY  PROJECTS 

Stcurlt  ii-    Loeaptedand  N«'n.>tiated,  Examination*.   KcportM,   Bftl- 
matet,  Plans,  Specifications  ami  Supervision. 

Electrical  Installation    Co. 


lucori 


Monadnock  Building,  Chicago. 


STREET   RAILWAY   PATENTS. 

\\  ashing 

Win.  II.  ■ 

Wm.   H.   Kii  R .    I. 

No.  710,536.    Oi 

No.  ;  Metterhau  III     Brake 

No.  711,051.    Oct.  14,  ig 

No.  711,084.    Oct.  14,  i'ii  j     Jos    I'oncr,  Pittsburg  brake. 

No.  711,10;  U.S.  Hill,  Hyde  I'ark.  Mass 

.mi.  Wilkin  Braki 

-  1    I  .   ;,   SI, 

railing 

No.  711,753.     Oct,  2t,  i'»;j     (ha-.   E.  Baltz,  Rahway,  N    .1 
tecting 

No.  ;  R.  1 1.  I  lornbn 

No.  711,878  1  rank  B.  Nims,  Lai                   Mich. 
1              ting  1 

No.  711.899  L.  C  Johnson,  Detroit,   Mich 
brake. 

No.   711,9          0  F.    W.    I'r. .. .ks.    Brooklyn,    N.    V. 

Automatic  pi  nger  car-. 

No.   ri_'.o:  J.   S    Sheets,    Pittsburg,    P; 

No.  ;  E.  W.  Keyes,  Syracuse,  N.  Y.     Rail- 
witch  shifting  mechani 

No.  pman,  Marlboro,  Mass.     \'I 

install1'  cars. 

No.  712,28]  102.    H.  l-'arr.  Winchester,  Mass.     Device 

for  lesseninj  ion  in  vehicles. 

11  ■               Chapman,   Mai  Iboro,   Mass. 

WHAT  TO  SEE  IN   NEW  YORK. 


The  New  York  Press  on  the  New  Show  Places  in  New  York. 


Whal  It  wi  mid  be  right  i 

Perhaps  the   following  question 

1       Resident  to  New  Arrival   -"Now 

pccially  like  to  see."     New    \rri\ 
ins!   show   1  rk."     I  think  thai  very  good.     But  it  is  no 

easy  matter  to  show  New  York.  I"  our  lisi  of  show  places,  what- 
ever they  may  lx  add  the  new  waiti  il  the  (Iran.! 
Central  they  cry  "Enchanting  I" 
"Grand!"  "Palatial!"  "Purtii  I  ever  saw!"  "Finest  thing  in 
the  world!"  "Ain'l  11  splendid!"  etc.  Mr.  Daniels  has  reason  for 
1   elasticity   in  hi                On  the  Ti  in  the 

N'ew     i 


The  Norlhci  !         Worth,    1 1 

plates  Worth   westward   to   Weatherfo 

miles;  northv  ird  to  Denton,  35  miles;  and  southward  to  Cleburne, 
28  mill 


The     Indi;  ulierii     Traction     Co.    which    is    obtaining 

rights  of  waj    foi  ed   road   from   Indianapolis   to   Nobles 

villc,  has  begun  condemnation  proceedin)  strip  ol   farm  land 

in  Washington   township. 


Dec  20,  1902.] 


STREET  RAILWAY  REVIEW. 


867 


PUBLISHED    ON    THE    20th    OF    EACH    MONTH. 

WINDSOR  &  KENF1ELD   PUBLISHING  CO., 

45-47  PLYMOUTH  PLACE,  CHICACO.  ILL. 


OilLI    ADDRESS:        WINPIILD.1 


LONG    DISTANCE  TELEPHONE.  HARRISON   754. 


BRANCH  OFFICES: 
New  York-39  Cortlandt  Street.  Cleveland    30a  Electric  Building. 

Boston    620  Atlantic  Avenue.  Philadelphia- The  Bourse. 

SUBSCRIPTION  AGENCIES: 
Austria,  Vienna     Lehmann  &  Wentzel,  Karntnerstrasse. 
France  Paris     Boyveau  &  Chevillet,  Librairie  Etrangere,  Ruedela  Banque. 
Italy,  Milan     Ulrico  Hoepli,  Librairie  Delia  Real  Casa. 

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


SUBSCRIPTION,         -        -        -         THREE  DOLLARS. 

Foreign  Subscription,       Four  Dollars  American  Money. 


AJJresi  all  Communication!  and  Remittances  to  Windsor  d  Kenfitld  Publishing  Co. 
Chicago,  III. 


CORRESPONDENCE. 

Wc  cordially  invite  correspondence  on  all  subjects  cf  interest  to  those 
engaged  in  any  branch  <A  Btreel  railway  work,  and  will  gratefully  appreciate 
any  marked  copies  ol  papers  or  news  items  nur  street  railway  friends  m.iy  Bend 
us,  pertaining  either  to  companies  or  officers. 


DOES  THE  MANAGER  WANT  ANYTHING? 

If  you  contemplate  the  purchase  of  any  supplies  or  material,  we  can  save 
yon  much  time  and  trouble.  Drop  a  line  to  THBRBVIBW,  statins;  what  yon  ire 
in  the  market  for,  and  yon  will  promptly  receive  bids  and  estimates  from  all  the 
best  dealers  in  that  line.  We  make  no  charge  for  publishing  such  notices  in  our 
Bulletin  of  Advance  News,  which  is  sent  to  all  manufacturers. 

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


VOL.  III. 


DECEMBER  20,  1902. 


NO.  12 


SUMMARY   OF  CONTENTS. 


New  Lighting  &  Power  Plant,  of  the  Galveston  Street  Ry.  Co.. 869 
I  he  Employing,  Training  and  Disciplining  of  Car  Service  Em- 
plojn                                   ated  Ry.— It.    By  Maj   Gen.  William 
A.    Bancroft     87S 

Molinc,  East  lioline  &  Watertown  Ry 875 

Street  Railway   Park  Development   880 

Shopa  for  the  Chicago  City  Ry 883 

Freight  &  1  Alton  D.  kkn 

Line  Car  at  Atlanta,  fja 890 

The  <  Bridge  at  Herkimer,   N,   Y.  over  Wi 

Mohawk  Valley 
Railway  Co     B  Phillips, ... 

.  I  'nion  Traction  1  .  .897 

racy    Case    in    Buffalo 

of   Providence,  pot 

on  903 

em  I  'in"  i 
1     Mitten 
System  of  Parks  of  the  Tri  City   Railv.  pia 

Multiple  Unit  V 

By  11    War. I  Leonard  

:n  London 

918 

•il    pip 


Under  a  law  passed  at  the  last  session  of  the  Massachusetts 
Legislature  savings  banks  in  that  slate  are  authorized  to  invest  in 
the  bonds  of  street  railway  companies  in  the  state  that  have  paid 
5  pur  cent  dividends  for  five  years  or  more.  This  action  will  give 
the  street  railway  securities  of  Massachusetts  a  wider  market  than 
they  have  heretofore  enjoyed  and  the  fact  that  such  investments 
are  authorized  by  the  state  cannot  fail  to  have  a  marked  effect 
the  attitude  of  the  public   towards    street    railways. 


The  plans  of  the  Indianapolis  Traction  &  Terminal  Co.  for  erect- 
ing a  huge  terminal  station  in  Indianapolis  may  be  considered  epoch- 
making.  It  is  the  intention  that  this  station  shall  serve  not  only  to 
bring  cars  of  all  of  the  many  interurban  electric  railways  entering 
that  city  to  a  common  meeting  point,  but  also  to  concentrate  the 
various  interests  allied  with  these  roads  in  an  office  building.  The 
advantages  of  such  an  arrangement  on  the  seme  of  convenience  and 
economy  of  time  are  readily  appreciated  and  the  effect  upon  electric 
railway  building  in  the  state  will  be  an  important  one. 


It  is  difficult  for  us  on  this  side  of  the  border  to  appreciate  the  re  1 
sonableness  of  that  deep-rooted  opposition  which  prevents  the  oper- 
ation of  street  railways  in  Canadian  cities  011  Sundays.  The  city  of 
Winnipeg  voted  upon  the  question  of  Sunday  street  cars  on  Decem- 
ber 9th,  ami  notwithstanding  the  company  bad  agreed  that  in  event 
of  being  permitted  to  operate  it  would  arrange  that  none  of  its  em- 
ploy   need  work  Sundays  save  of  their  free  will,  the  proposed  by- 
law was  defeated  by  a  narrow  margin.  Doubtless  the  result 
would  have  been  different  were  tin  territorial  ol  extent  oi  Winnipeg 
greater,  as  residents  of  larger  cities  belter  appreciate  the  boon  that  a 
trip  on  the  trolley  is  to  the  great  number  of  people  who  find  on  Sim- 
day  their  oiilj    opportunity  for  relaxation. 


The  announcement  has  just  been  made  by  the  management  of  the 
Louisiana  Purchase  Exposition  ol  the  organization  of  World's  Con- 
gresses  to  be  held  in  St.  Louis  during  1904.    I'hc  chief  of  the  Depart 
incut  of  education  will  be  director  of  Congresses,  assisted  by  an  ad- 
visory board  comprising   Nicholas   Murray    Butler,  president  of  Co- 
lumbia Universitj  ;  William  R.  Harper,  president  of  the  University  of 
Chicago;  R.  II.  Jesse,  president  of  the  University  of  Missouri,  Men 
ry  S.  Pritcheti.  president  of  the  Massachusetts  Institute  of   ["echnol 
Ogy,  and   Herbert   B.    Putnam,  Librarian  of  Congress,   It   is  the  inten- 
tion to  make  the  series  of  congresses  a  Co  ord  1 11,1 1  e  pall  of  I  he  exposi 

Hon,   its   work  supplementing  the  exhibits,  and  having  a  scientific 

value  that  will  attract  the  attention  of  scholars  and  practical  experts 
ill  all  parts  of  the  world,  making   the  congresses  truly   inlernation.il. 

It  is  to  be  hoped  thai  these  plans  will  be  fully  carried  out  and  in 
view  of  the  position  which  the  electric  railway  holds  in  America,  and 
1  thai  b)  reason  of  the  development  of  alternating-currenl 
apparatus  for  traction  purposi  we  are  mi  entering  upon  a  new 
held,  nothing  would  be  more  appropriate  and  opportune  than  an 
International  Congress  of  Electric  Railway  Engineers. 


We  believe  the  transfer  lav  en; 1  in  [903  by  the  Kln.de  Island 

Legislature  1  [ui  tion   better  than  the  transfer 

a  mosl  ..ihei   states,  and  is  just,  both  to  the  company  and 

the    public.       As    has    been    pointed    out    ,il    VI  nil.  hi    banquets    dlir 

i a]  ^ears,  the  word  transfer,  from  "trans"  meaning 

■  1  "fir"  1. .  "b.ai,"  .  1  ■  1 1 1 1 1 .  to  beat  aero  ,  and  the  trans- 
fer will  always  l.e  at  tin  t>i  1  .1  heat  |  .  ro  to  !»■  borne  by  the  gen- 
eral manage!    -long  with  hit  othei   troubli  1  and  tribulation       Bui 

'  1   1 hi.  eiii.ii  ion     .1     .11  .    1 . 1  .  .  v  id.  .1 

Rhode  Island  law  ought  to  be    tipulated  foi   the  protection 

of  the  o  imp  .  i ling  a  penalty  c t  1<    1  than 

(5  nor  mole  than  $30  to  be  ]  gives  or  sell 

01  pun  ha  es  or  receiv  | ■  gitimate  way 

within  thi     piril  ol  the  law,  i    admirabli  and    hould  opi  1  tti  to  pre 

..  ui  tram,  king  in  I 

The  .  ttrad  of  the  Rhodi    1  1 1  transfei  law  which    tpi 

another  page,  will  prob  to  a  numl 

ui  the  "Re 

view"  for  July,  1000,  ■  the  validity  of  an  ordinance 

isi   ol  itreel  1  ailvt ...   tran  teri  and  Im 

I        ' Ml 

111  the  1  ■  th  ,  01  both     In  the  Rhodi 

Island  itatute  can  ha  1  bet  ml  loose  phrasing  «t  hi.  h 


SI  Kill    RAILWAY  REVIEW. 


[V..i    XII.  No.  \2. 


,,,.i,lc  ,,  ouri  lo  read  ihe  words  "with  intent  thai 

ii  shall  be  u  ■  r  part}"  into  the  California  ordinance 

■i    Illi i,  d   hi   the  "B 

ided  that  the  Chicagi  ulwaya 

irdinary  duties  in  tin-  matter  -i  i - -m hk  transfers, 

and  having  in  mind  the  abuses  of  the  transfers  against  which  the 

mpanies  haye  had  t"  contend,  it  would  be  no  more  than 

r  tin-   Illinois   Legislature  t"  pass  an  act  similar  t"  thai  of 

Rhode  Island,  which  will  adequate!)   protect  tin'  companies. 


tin  one  point  all  successful  railway  park  manage) 
inments  must  be  devoid  ol  vulgarity. 


From  u-  first  issue  the  "Review"  has  urged  tin  advantagi  •  •! 
-tr.it  railway  parks  an. I  pleasure  rc-orts  a-  a  means  of  creating 
traffic,  ami  in  tin-  last  twelve  years  has  described  a  large  number 
of  successful  enterprises  "I"  tin-  nature,  but  tin  subject  of  park- 
has  by  no  means  lost  its  interest,  for  at  tin-  time  there  an-  m 
electric  railways  considering  tin-  question  than  ever  before.  The 
greater  proportion  of  new  companies  in  tin-  Geld  an-  operating 
interurban  Inn-  and  to  these  tin-  pleasure  rc-..rt  particularly  ap- 
peals '  the  longer  haul  to  tin-  park,  anil  the  higher  fare; 
anil  in  fait  we  know  a  number  of  instances  where  the  pn 
..I  roads  now  under  construction  have  taken  th  •  gel 
options  on  park  sites  at  the  same  nine  thej  secured  the  right  of 
i  the  road. 
In  manager-  who  are  contemplating  opening  park-  for  the  first 
time  next  season  the  experience  of  others  in  this  direction  will  be 
particularly  helpful,  ami  with  the  idea  of  assisting  the  newcomers 
and  at  the  -ame  tune  affording  an  exchange  of  information  among 
ihc.-e  who  already  operate  park-,  we  have  undertaken  to  collect  the 
most  recent  data  on  the  subject  On  anothei  page  will  be  found 
the  tir-t  installment  of  the  reports  from  park  manager-,  the  infor- 
mation being  especially  useful  in  indicating  what  attracn.ni-  have 
proved  to  be  most  popular  and  remunerative. 

An  important   point    for  the  consideration  of   those   who  intend 
to   open   a    park   is  thi  I    of   the   park   with    reference   to    the 

mum  rved      Other  things  being  equal  the  shorter  haul  to 

the  park,  the  Letter  for  the  company,  but  an  interurban  line  should 
...  close  t..  any  of  the  large  towns  on  its  route.  An  in- 
stance is  in  mind  where  a  city  council  extended  the  municipal  lim- 
it- to  within  a  block  or  two  ,.f  tin  railway's  amusement  park,  ami 
a-  the  franchise  provided  for  a  5-cenl  fare  within  the  city  limits, 
the  company's  receipts  from  park  travel  were  cut  practically  in  half. 
Ihe  operation  of  a  street  railway  pleasure  resort  falls  within  the 
maxim  that  "what  i-  worth  doing  is  worth  doing  well."  and  a 
great  many  companies  find  that  to  follow  this  course  leads  first  to 
the  employment  of  a  park  manager,  or  to  leasing  the  park  to  an 
amusement  company  or  park  specialist.  The  latter  plan  has  its  ad- 
vantage- for  roads  of  medium  size,  where  the  superintendent  of 
the  railway  has  too  much  to  do  to  take  the  park  management  ill 
addition,  ami  yet  the  company  feels  it  cannot  afford  to  employ  a 
manager  solely  for  the  park.  It  is,  however,  always  prudent  where 
ihe  park  i-  t"  he  operated  bj  1  le  ei  or  when  the  park  manager 
ha-  no  other  duties  during  the  resort  season,  to  incorporate  an 
independent  park  company.  This  would  relieve  the  street  railway 
..f  liability  that  might  arise  because  of  accidents  at  the  park,  and 
also  often  deprive  a  hostile  pre--  of  some  of  its  "talking  point-" 
Doubtless  many  of  our  readers  can  recall  instances  of  street  rail- 
way- which  entered  into  the  park  business  an. I  found  it  necessary 
later  to  sell  their   resorts   to  independent  companies. 

there  can  he  no  question  but  that  vaudeville  and  light  opera  are 
the  --fill   of   theatrical    entertainment-,   hut    smaller    roads 

may  find  an  entire  week  to  be  too  long  a  period  for  presenting  the 
same  hill;  in  such  cases  companies  favorably  situated  can  olve  the 
problem  by  building  a   second  theater  and  alt  the  attrac- 

tion- presented,  as  wa-  done  by  the  Indiana  Railway   Co.,  operating 
the    interurban    road   between    Goshen   and    South    Bend,    Ind.      Ex- 
perience al-o   indicates  that  band  concerts  are  always  good. 
the  fare  to  the  park  being  10  cents. 

For   ihe   younger   patrons   the   well-known    merry-go-round,    roller 
railway  anil  "chutes"  have  perennial  charm;    dancing 
1-  a  drawing  card  both  summer  and  winter  and  would  seem  to  be- 
in;    where  water  is  available  boating 
and   bathing    I  ually   insure  a  good   attendance,   and    1    . 

daily    i-   llii-   the   case   where   a    water   toboggan    is    erected,   and    in 
winter  skating  will  bring  out  large  crowds.     Athletic  contests,  ba 
hall  and   football  are  al-o  good  attractions  in  their  proper  seasons. 


1  luring  ihe  pa-t  few  months  we  have  made  n  •  the  atten- 
tion now  being  given  ihe  matter  of  discipline  by  street  railway  men. 
a-  shown  by  the  number  of  papers  on  tin-  1  at  the  recent 
-treet    railway    conventions    and    the    activity    of  the   committees   on 

standard  ml.-  ..1  ihe   American  ami  the  New  York  at  In 

the  "Review"  for  November  we  published  tin  tir-t  pan  ..i  an  inter- 
esting  article  by  General  Bancroft,  president  of  ihe  Boston  Elevated 

Railway  Co.,  which  described  111  detail  the  careful  method-  used  by 
that  company  in  examining  applicant-  for  employment  and  instruct- 
ing tin-  men  whom  u  wa-  considered  bad  the  making  of  competent 

-treet  railwa}  employe-,  and  ill  tin-  number  appear-  the  -.end  part 
ol  General  Bancroft's  article  in  which  the  author  elaborates  some  of 
tin  methods  of  instruction  am!  of  keeping  records.  The  "school  for 
employes,"  which  is  perhaps  further  developed  in  Boston  than  in 
the  other  cities  where  it  ha-  been  adopted.  1-  the  natural  re-uit  of  the 

oduction  .>i  re  complicated  apparatus,  and  will  be  r.     . 

a-  a  most  efficient  means  to  the  desired  end  the  practical  instruc- 
tion of  a  huge  numbi  1  ..1  men  in  their  duties.  A  school  of  this  char- 
acter and  especially  the  "manual  training  equipment  of  course  ap 
I.,  the  popular  interest  far  more  than  do  the  underlying  prin- 
ciples adopted  bj  ih.  company,  which  make  the  school  desirable,  and 
aside  from  the  practical  utility  of  tin  institution  it-  effect  upon  the 
public  i-  an  excellent  one.  Ihe  layman  i-  impressed  but  little  by  the 
statement  that  a  company  "uses  great  discrimination  in  selecting 
employes  ami  nun  must  he  familiar  with  the  rules  before  taking  out 
car-,"  and  re-peel  for  the  industry,  for  the  responsibility  confronting 
the  management,  and  for  the  trainmen  themselves  is  increased  by 
knowledge  of  what  the  niolorman  mu-1  know  and  do  in  order  to  fit 
himself  fot  th<  pi  sition. 

v  stated  the  principles  governing  the  system  of  discipline  of 
ihe  lloston  Elevated  Railway  train  service,  a-  may  be  gathered  from 
General  Bancroft's  article,  are  to  make  careful  preliminary  examina- 
tion before  a  man  i-  accepted  as  a  candidate;  to  give  thorough  dril- 
ling in  his  duties  before  letting  him  assume  responsibility;  to  try 
and  make  every  man  accepted  perfect  in  his  duties;  to  promote  the 
best  men  in  the  service  to  higher  positions;  to  keep  accurate  records 
and  to  discharge  only  for  ■_■  .  to  pay    wages  that  will  attract 

desirable  men  t..  the  service,  and  (.•  deal  justly  by  all. 

Ill  connection  with  the  concrete  statement  a-  to  the  practice  of  the 
Boston  Elevated  Railway  Co..  it  will  be  found  interesting  to  read  tin- 
paper  entitled  "Efficient  Discipline."  presented  before  the  New 
York  Railroad  Club  by  Mr.  Thomas  E.  Mitten,  general  manager  of 
the  International  Railway  Co.,  of  Buffalo,  and  published  in  this 
issue.  Mr.  Mitten  1-  a  member  of  the  committee  on  Standard  Rules 
for  the  Government  of  Employes,  appointed  by  the  A.  S.  R.  A.,  and 
also  a  similar  committee  of  the  New  York  state  association. 

Mr.  Mitten  in  addition  to  the  matters  of  careful  selection,  thorough 
in-truction  and  subsequent  training,  promotion  on  merit,  good  wa 
and  fair  dealing,  makes  three  other  points:  First,  a  new  man  who 
has  satisfactorily  passed  the  examination  and  instruction  period-. 
should  he  k.pt  ..11  probation  for  a  longer  term  than  i-  commonlj 
done,  and  in  event  hi-  record  i-  unfavorable  he  should  be  promptly 
removed  for  the  good  of  the  service;  this  on  the  theory  that  having 
been  given  an  opportunity  the  record  shows  In  cannot  or  will  not 
make  a  satisfactory  man.  Second,  that  the  system  of  merits  and  de- 
merit- ..n  a  pap.  1  record  is  preferable  to  one  under  which  men  are 
suspended  for  minor  breaches  of  discipline.  Third,  that  pen-ions  for 
superannuated  employes  would  give  a  most  satisfactory  solution  of  a 
perplexing  trouble,  lax  discipline  and  inefficiency  of  service  arising 
from  men  being  carried  on  the  active  list  when  infirmities  prevent 
then   from  performing  their  duties  properly. 

I  here  are  probably  many  managers  who  are  far  from  satisfied  with 
the  rule-  under  which  their  men  are  operating,  and  who  hesitate  to 
make  the  changes  which  they  consider  desirable  mainly  because  of 
llu  injustice  that  would  be  done  I.,  individual-  who  had  acquired 
d  rights,  -"  i"  -p.ak,  under  the  old  system. 
The  importance  of  a  satisfactory  system  of  discipline  is  constantly 
increasing,  Or  what  amounts  to  the  same  thing  the  need  for  a  per- 
-onnel  of  the  first  class  IS  Incoming  more  pressing,  and  we  believe 
that  the  means  to  accomplish  the  result  desired  may  be  put  in  two 
rule-— gel  the  right  kind  of  nun;  then  keep  them.  And  to  this  end 
we  believe  pru-i..n-  for  superanuated  employes  will  go  a  great  way. 


Dec  jo.  1900.] 


STREET  RAILWAY  REVIEW. 


869 


New  Lighting  and  Power  Plant  of  the  Galveston  City  Railway  Co, 


The  City  of  Galveston,  Vex.,  is  located  on  the  extreme  easterly 
end  of  Galveston    Island  and    G  Bay,   about    two   miles   in 

width,  separates  the  island  from  the  coast  of   FJexas. 

the  Galveston  City  Railway  Co.  operates  35-35  miles  of  track  laid 
to  standard  gage  with  40  and  60-lb.  Trails.  and  owns  63  motor 
cars  and  S  trailers.  The  officers  of  the  company  are:  President  and 
general  manager,  K.  B.  Baer;  vice-president.  W.  G.  Oakman ;  secre- 
tary and  treasurer.  A.  Drouilhet;  assistant  secretary  and  treasurer, 
1 ..  R.  Turnbull 

The  station  of  the  Galveston  City  Railway  Co.  descrihed  in  this 
article  was  built  to  replace  the  one  winch  was  complete!}  destroyed 
by  the  storm  of  Sept.  s.  1900,  which  also  damaged  other  property 
in  the  city  to  the  extent  of  $20,000,000  and  caused  the  death  of  from 
10,000  to  12,000  people.  An  interesting  account  of  the  damage  suf- 
fered by  the  Street  railway  was  given  in  the  "Review"  for  1  li 
1900,  page  610.  The  power  house  which  was  destroyed  was  a  sub- 
stantial and  handsome  building,  located  at  the  corner  of  Avenue  I 
and  Twentieth  St.,  and  coven  -  ft.  by  120  ft.     The  im- 

mediate cause  of  the  destruction  of  this  plant  was  the  collapse  of  the 
brick  stack,  which  was  153  ft.  high,  circular,  and  with  a  5- ft.  inside 
diameter.  The  firm  sand  foundation  on  which  it  stood,  carried  a 
weight  of  2,800  lb.  per  square  foot.  The  breeching  connection  was 
made  with  the  stack  about  14  ft.  from  the  floor  level,  the  opening 
for  which  weakened  the  stack  at  the  point  of  connection. 

During  the  storm,  the  wind  blew  in  gusts,  winch  attained  an  esti 
mated  velocity  of  120  miles  an  hour  at  times.  These  gusts,  it  is 
vibration  in  the  stack,  buck  crumbled  at  the  breech- 
ing opening,  and  the  stack  fell  diagonally  across  the  building,  crush- 
ing in  the  roof,  and  destroying  much  of  the  machinery  and  equip- 
ment. Later  the  walls  not  demolished  by  the  slack  were  toppled  over 
by  the  wind,  thus  completing  the  destruction  of  the  station. 

It  is  a  notable  fact  that  while,  in  general,  tin   (lull'  waters  created 
the  most  damage,  in  this  particular  instance  the  damagi    wai    en 
tirely  due  to  the  wind     The  illustration  herewith  gives  a    fair   idea 
of  the  destructii  tied. 

I'he  owner'  of  the  property  retained  Messt  Sandi  1  011  &  Porter 
of  No.  _v   Nassau  St..  New  York,  as  engineers,  to  make  an  cxamina- 


WREt  I  "j   01. u  POWER  BOUSE  MAR.  1.  1901. 

and  submit  a  report  in  reference   to 
port,  which  wa    adopti  d,  ad 
buildini  n  an. I  pole  hue  in  accordance  with  the 

modified  by   iui  li    pei 

I       •  l.llloll 

the  old  power  hou  le,  which  1    centrally 
for  both  thi  '  grade 

1.0   , 1,1  thi   high)    1 

on  Feb    1 -.. 
1901.  I   .11  began  on  J. 


Foundation. 

The  Innl. ling  and  machinery  were  placed  ^n  concrete  foundations; 
those  for  the  building  being  carried  to  a  depth  of  30  in.  and  protected 
around  the  outer  edge  by  4xio-in.  splined  piling  driven  to  a  depth 
of  14  ft.  below  the  surface,  at  which  point  clay  was  encountered. 
This  sheet  piling  forms  an  effectual  water-tight  bulkhead  and  will 
prevent  the  future  shifting  of  sand  from  under  the  foundations. 
Concrete   rests   on    top   of   this   piling   at    its   outer   edge.       I  he   earth 


EXTERIOR  of  GALVESTON  CITY  RAILWAY  POWER.HOUSE. 

formation  consists  of  a  firm  layer  of  sand  about  2  ft.  in  depth,  which 
is  underlaid  by  from  10  ft.  to  12  ft.  of  quicksand.  Square  sawed 
pill  .  14  ft.  in  length,  placed  2  ft.  oil  centers,  were  used  under  Un- 
building columns.  The  foundations  for  the  rest  of  the  building  and 
machinery  are  entirely  on  sand,  the  maximum  weigh!  pet  square 
Eool  being  about  2400  lb.  The  piling  was  driven  by  means  of  a  water 
jet. 

Engine   Foundations. 

III.  concrete  for  the  engine  foundations  was  composed  of  one 
pail  Atlas  Portland  cement,  three  parts  sharp  San  Jacinto  sand  and 
five  parts  broken  brick  to  a  size  that  would  pass  through  a  2j/j-in. 
ring,  mixed  to  a  consistency  which  after  thorough  ramming  showed 
...111.    water  on  the  surface.     After  removing  the  forms,  the  founda- 

lions  were  rubbed  with  board  and  water,  which  ground  the  irregu 
larities  down,  leaving  a  smooth  and  neat  appearance 

Boiler  Plant. 

Three  Bal k  8   Wilcox  vertical  header  boilers,  0  tubes  high  by 

14  tubes  wide,  were  installed,  each  boiler  containing  a35]  s(l    "■  "' 
urfaci       Ik.    fronts  of  the   boilers  are  supported   by   col 

mm      in.  1    .I  y  1 1  pocket.     I"he  boilers  are  equipped  with 

Rom       toket     supplied  f an  overhead  coal  bunker      Each  Cut 

J  ..  tin.. 1  1. 11  oil  burning,  oil  being  used  at  present,  it  hav- 
ing 1 1 n  trated  in  tl tallation  u  .1 plete  and  careful 

1    1.     1        H1.1I    I.,  .lb    ■  oal    and    oil    1 1 1 . 1  \     be    U!  1  .1    "i    the    Iui  id.  . 

simultaneously  or  thai  eithet    fuel  may  be  used    leparately  without 

any  cha  mi  the  furnace  construction  and  without  any 

Mi.. 1  Hi.  •  iii.  1. ...  1  ol  the  unit 

Economizer. 
i,<    boilet   pli luipped   with  1 en   E nizer,  K  tubes 

id    I  ■  ml..      I. .i.e    111   lb.    1.  .11    ol    Ibc  boilers  and   which    1     bj 

Feed  •■■■  itet     1  in   w«  te  ga  «    an  dia 
1  1.    duplii  ati   1  ;o  in   .lull  1. hi  .  .in.  1 1  1  onnecti  .1  to  Wi  ting 

1 1 i"  1    fan  1 "  1 ■ tgh  I.,  handle  the 

Mm  entire  boilei  planl    ["hi   Fan    a trolled  directly  by 

icon  pi.    in.  through  the  medium  ol   1  dampet  regulator  ami  bal 

inci  in  line  v.  hii  b    upplii      1.  .mm  to  the  fan  1  ti| 

' .mi. .11  by  lb.-  col lapi  e  ol  the  sta<  1. 

■    linn,  .il   .li. .11       I    I.  111    111    III.     11.  .',    pi. ml    impel. 1 

■   lie   po    ii.iin ',  oi  .,     mmI. 1    .  .li.,  trophe  and 

I.,  in.  1  ■  '     of  the  boilei   plant. 


STREET  RAILWAY  REVIEW. 


[Wi.  XII.  No.  12. 


Handling  Equipment 

Coal  d   iri'in  an  i   the  building,  and  by 

•  ■I  into 
a  bunl  ng  along   tl  ilers.     This 

bunkei  th  coal 

due  to  shortage  oi   i 


mi   \M  ill  .Mil  k  1 1\  BOILER  ROOM  FI R. 

Beaumont  oil  is  at  present  I  as  fuel,  a  storage  tank  and 

duplicate  pumps  being  provided  to  store  and  handle  the  oil  which 
is  passed  through  a  heating  chamber  and  raised  to  a  temperature 
of  120  or  130  degrees,  and  thence  through  a  special  Worthington 
meter  before  it  enters  the  furnace. 

Feed  \\  at 

The  pumps  are  in  duplicati  x  5  x  6  in.  outside  packed 

plunger  pressure  pattern,  provided   with  pot  valves  and  placed  on 


ously  and  receive  their  supply  from  and  discharge  their  contents  to 
The  water  may,  therefore,  be  taken  from  the  city 
main  and  di  ■   boiler  by  way  of  the  economizer,  and 

the  other  pump  may.  at  the  iter  (nun  the  arti 

tidal  v.  rn  and  deliver  t  1  boiler  or  place.    The 


igf^i^^^gffffv^^B 

NO.  1  and  Nil  :  FILER  i  STOWELL  ENGINE. 

water  from  the  pump  passes  through  a  Worthington  meter,  primary 
auxiliary   heater   and    an  1     before    entering    the 

boiler;  the  average  temperatures  being  from  the  pump  95  dcg..  from 
the  primary  heater  130  deg.,  from  the  auxiliary  heater  200  deg.,  and 
from  the  economizer  285  deg 

Piping. 
The  boilers  are  set  facing  the  engine  room  and  the  steam  header 
is  carried  along  the  boiler  room  floor  directly  in  front  of  the  boilers, 
so  arranged  that  any  boiler  may  be  cut  out  of  the  line  from  thi 


■ 

lr& 

1      1 

IrT 

iffl  I 1  f  r 

'"  Ja* 

ft~ffl' 

-  -        ^Bfciw 

Tfr"t 

vflHl  1    11 

C'cJ  1  "                                      _^^^  ■ 

L3J 

GENERAL  VIEW  OP  ENGINE  ROOM, 


brick   foundations  finished   ofT  with   lip 
collect  any  drip  from  the  pumps. 

The  pumps  are  connected  with  double  crosses,  both  in   the  suc- 
tion and  discharge  lines,  wihch  permit   them  to  be  used  simultanc- 


room  floor  and  am  engine  maj  be  cut  out  from  the  boiler  room  floor. 

1  the  illustrations  shows  the  header  mentioned.  Each  boiler  is 
provided  with  an  angle  stop  valve  and  each  engine  with  a  throttle 
valve  in  addition  to  the  valves  mentioned  above. 


Dec.  20,  1002.] 


STREET  RAILWAY  REVIEW. 


871 


372 


STREET   RAILWAY   REVIEW. 


[Va    xii.  No  !-•. 


Tin'  exhaust  header  is  parallel  t"  the  steam  header  bul 
iginc   room    basement.     Exhaust    from    each    en| 
through  tin-  header  to  a  primary  header  and  thence  to  a  Worthington 
central  Ml  steam  admissii  n  and  exhaust  valvt 

up  through  the  engine  room  tl- « ir  and  are  supported  by 
stand-  '    tin1  convenience  ol  the  engineer.     I 

ill  high  i"  mi  and 

water  piping,  and  I  dard  weight  fitting  and  flanges  I 


STATION,  with  INLET   PIPES 


hausl  steam  and  low  pressure  work     Brass  pipi   was  used  thi 
i  conveying  the  feed  water  from  the  pumps  to  the  boilers. 

Condensers. 

The  exhaust  from  all  the  engines  in  the  plant  is  condensed  by  a 
\\  Mtiliington  central  condenser,  having  a  capacity  of  40.000  lb.  of 
steam  per  hour,  which  requires  the  use  of  a  rotative  dry  vacuum 
pump,  to  remove  any  air  that  may  be  introduced  into  the  system. 
Circulating  water  may  lie  supplied  by  a  12  x  15  x  18-in  Dean  duplex 
pump,  located  in  the  boiler  room  or,  as  it  is  at  present,  by  a  10  k  i_- 
in.  triplex  Blake  pump,  located  at  the  Bay  wharf,  3,600  it  .distant, 
and  driven  by  a  30-h.  p.  2-speea,  2-phase,  Westinghouse  alternating 
current  motor.     The  triplex  pump  cylinders  are  also  provided  with 


two   by  pass    valves,    making    thercfon  adjustments 

available.    With  the  present  load,  the  pump  has  ordinari 
at  half  speed  and  supp  ent  water  at  86  degrei 

temperature   of    Il8   degrees   or    i-  pipe   and    a 

vacuum  of  24  in  lew. 

rculating  pump  i  room  "f  the 

p.. «er  house,  and  i  thei  pump  may  be  operated  direct- 

ly from  the  power  house  without  manipulating  val 

station  1-  designed  to  furnish  current  for  an  ag 

truck  can  and  for  lighting 
and  power  the  city  of  'ial\ • 

The  railway  uni  of  two  16  and  30  \  42-in 

compound,  improved  Filer  &  Stowell 
gines,  designed  to  operate  with  a  -team  pressure  of  150 
lb.  al  a  speed  of  100  r.p.m.,  each  directly  connected 
325-k.W.    SSO-volt,    direct    current    I  I  lectric    rail- 

way generator.    The  engim  ranteed  to  d< 

a  horse  powei  on  ir     lb.  ol  pet   i.h.p.  per  hour 

with  a  pressure  of  150  lb.  at  the  throttle  and  22  in.  of 
vacuum  at  the  exhaust  nutlet.  The  beds  have  a  continu- 
ous hearing  on  the  foundations  and  are  provided  with  a 
lipped  edge  i"  prevent  oil  drippings  to  the  floor,  and 
each  cylinder  i-  provided  with  a  sole  plate  or  pan  bolted 
ioard.  The  railway  generator  panel- 
to  the  bed.  thereby  making  the  bed  continuous  through- 
out the  entire  length  of  the  engine  and  cylinder. 

The  bi  il  the  bored  guide  type,  the  cross  head 

-hoe-  bring  adjustable  by  mean-  of  wedge-.  The  con- 
necting rods  an-  solid  with  side  wedge  adjustments.  The 
valves  of  both  high  and  low  pressure  cylinders  are  op- 
erated by  double  eccentric-,  one  for  the  admission  and 
one  for  the  exhaust  valves.  All  valves  are  of  the  double- 
ported  type  and  are  susceptible  of  adjustment  to  any 
-lb.  All  links  and  valve  rods  are  provided 
with  solid  end-  with  wedge  adjustment  instead  of  the 
usual  bush  and  set  screw  The  governor  is  of  the  fly- 
ball  type,  and  regulates  well  within  the  requirerai  1 

1  \  ice.  The  main  bearings  are  provided  with  wedge 
adjustment-  on  b<  md  under  the  bottom  of  the 

main   bearing   shells,   making   it   possible  to  adjust   the 
shaft    and    armature    centrally    in    relation    to    thi 

of  the  generator  regardless  of  the  wear  on  the 
bearing-.  Thi-  permits  the  removing  of  the  bearing 
shell-  without  raising  the  shaft. 

The  alternating  current  or  lighting  equipment  con- 
sists of  hi.  [_•  and  jj  x  14-in.  tandem  compound  stand- 
ard llarri-burg  engine,  operated  at  a  -peed  of  _>;-  r.p  m.. 
directly  connected  to  a  125-k.w.  General  Electric  revolv- 
ing field.  2300  phase  generator.  This  unit  was 
installed  lo  take  care  of  the  day  lighting  and  power  load. 
The  secii, 1  lighting  unit  i-  a  [3  and  26  x  2S-in.  Green- 
Wheelock  cross  compound  engine,  operating  at  150 
r.p.m.  and  directly  connected  to  a  JOO-k.w.  revolving 
held.  2300-VOlt,  2-phase  generator.  These  two  lighting 
units  can  be  successfully  operated  in  multiple  when  nec- 
essary. 

Switchboard. 

The  switchboard  panel-  are  of  blue  Vermont  marble, 
the    railway    and    lighting    board-    being    separated    by    a 

space  sufficiently  large  to  permit  the  addition  ,.f  pan 
el-  to  either  of  thi  i'  iards  a-  may  be  needed.  The  railway  generator 
panels  are  each  equipped  with  three  -ingle  pole  switches,  ammeter, 
voltmeter,  lighting  switch,  double  pole,  double  throw  voltmeter 
switch  and  laminated  type  carbon  circuit  breaker.  The  load  panel 
i-  equipped  with  an  illuminated  dial  ammeter,  illuminated  voltmeter. 

recording  wattmeter,  etc.      Bach   of   the   Six    feeder  panel-   is  equipped 
with  600  ampere,  -ingle  pole,  quick  break  switch,  ammeter  and  lain 
mated  type  carbon  brake  circuit  breaker.     The  general  arrangement 
of  the  rear  of  this  board  is  shown  in  an  accompanying  illustration. 

The  alternating  current  switchboard  consists  of  an  exciter  panel 
on  which  arc  mounted  a  triple  pole  double  throw  exciter  switch,  am- 
meter and  triple  pole  fu  Ei  each  exciter.  One  voltmeter,  supple. 
nieiited  with  a  double  p  throw  plug  device,  is  intended  to 


Dec.  20.  1902.] 


STREET  RAILWAY  REVIEW. 


873 


be  used  for  cither  exciter.  The  exciters  are  directly  connected  to 
General  Electric  vertical  engines  and  are  intended  to  be  operated  in 
multiple  if  desired,  or  the  idle  exciter  may  be  thrown  on  the  railway 
circuit  for  the  purpose  of  shifting  cars  in  the  car  barn  when  main 
railway  engines  are  shut  down  for  the  night. 

Each  lighting  panel  is  tilted  with  double  pole  oil  switches,  record- 
ing wattmeter,  indicating  wattmeter,  ammeter,  voltmeter  and  syn- 
chronizing devices.  The  field  resistance  is  located  in  the  basement 
and  controlled  through  a  separate  door  stand.  There  arc  three  dis- 
tributing panels,  each  of  which  is  controlled  by  a  double  pole  oil 
switch  and  two  of  the  panels  are  also  provided  with  double  pole  dou- 
ble throw   switches,   in  order  that    the   two  pin-,    load    may   be  bah 


ntONT  'if  ALTERNATING  CURRENT  SWITCHBOARD. 

anced  if  necessary.    The  front  and  rear  of  alternating  current  switch- 
board are  illustrated  herewith. 

Lighting. 
The  station  lighting  is  accomplished  by  30  incandescent  lamps, 
arranged  one  at  each  side  of  each  window  at  intervals  along  the 
center  wall.  These  lamps  may  be  supplied  with  current  either  from 
the  exciter  switchboard  or  from  the  112-volt  alternating  current, 
lighting  bus-bars  direct.  In  addition  to  these  incandescent  lamps, 
there  are  seven  arc  lamps  hung  on  brackets,  These  lamps  are  fur- 
nished with  alternating  current   at    iij  volts   from  the  lighting  bus- 


fUf  "I    M.I  Kf  NAT  inc.  '  URRENT  BWITl  III'-"  \ki>. 

.-  .  mounted  on  a  glazed  id.-  panel  built  in  the 

vail  of  tin-  engine  room,  direct!  1   dooi  

with  ti  oid  on  whirl)  are  carried  the  clock  and  re- 

ing  gages. 

Building. 
The  building  which  is  shown  herewitl  gned  with  special 

the  local  and  climatic  condil 


The  roof,  crane  run-way.  coal  bunker,  etc..  are  supported  by  a 
complete  steel  framework,  designed  10  carry  the  entire  weights,  irre- 
spective of  support  from  the  brick  work.  The  engine  room  is  38  ft. 
wide  by  no  ft.  long,  and  the  boiler  room  45  ft.  by  116  ft.  inside 
dimensions       flu    boiler  and  engine  rooms  are  separated  by  a  fire 


III' 

. 

mi  If  ■■ 

REAR  Hi-  DIRECT  CURRENT  SWITCHBOARD. 

v\all  extending  from  the  basement  Boor  to  the  lop  of  monitor.    A  15 
ton  hand  traveling  crane  is  installed  in  the  engine  loom 

'The  building  is  built  of  Elgin,  Texas,  brick  throughout,  the  first 
o  It  ^  in.  being  of  red  brick  laid  in  cement  mortar,  consisting  of  one 
pari  \lla-  Portland  cement  to  three  pails  of  sharp  San  Jacinto  sand. 
this  being  covered  with  a  coating  of  cement  S  in.  thick  and  molded. 


1    1  1  ING  ' T  POLES  l:Y    1  KT  svs'i  1  M 

["hi    cla      ol  work.    mil.     called  "stuccoing,"  1    well  suited  to 

the  Southern  climates  only,  and  in  this  particular  locality  i    1 1 

111"  I  101    lo    1  oil  1  1  1       lour 

1   111  a  poini  o  it    and  8  in,  from  the  base,  and  extending  up  to 

I  lir   top   o|    p    1     pel    wall,   the    wall      ,m    of    111"    run    Elgin   pics  ..  (J    oil 

brick,  fai  ed  on  the  out  id.-  will  1  Elgin  bufi  do.  pn  ised  brick,  pn  lenl 

ing  a  trerj   fini   appear and  which  with  tanda  ths  climatii    con 

ban  any  other  local  brick, 

There  wen-  no  hi  idini 1  1     laid,  bul  in  lieu  thcreol  ..  woven 

'■■■ii.  1 1    ol  '•"    14  galvanized  wire  netting  cut  2  in   x  6  in,  was 

om    tii    to   1  1.1 1. 1  . .  1  \    fourth 

I  In     wind...-       throughout    the    building    w.o     dl    i| I    I 

even     lorms.    The  window  opening    an    1 1  ft.  by  22  ft., 

1 d  I  1    •    0  i"i.  d  through  the 


874 


STREET  RAILWAY  REVIEW. 


[Vol.  XII,  No.  12. 


1  bar  an. I  0  in.  Ctending   down    virtually   through 

.in.l  riveti  o   channel  carried  fr..m  .-..I- 

umn  to  column  below  the  window  till  nonary, 

wjtn  |]  ngi      ind  are 

holding  device*.    The  sash  are  ex- 

■  Hiding  .1  wind  pi 

I  lie  window  1  l>  small  and 

in.  in  thickness.    All  glass,  except  thai 

in  ti,,   :  ribbed,  in  order  to  exclude  the  direct 

:  thi   sun  and  -■  n  of  light. 

i  I  beam  ai  (ruction  laid 

.,s  roll.  ■  '.I  under  the  I  beams  ani 

ered  with  a  layer  of  -miiK-  plj    tar  paper.     Three  inch  mesh  ex 
il   was  laid  over  this,  each  em!  extending  from  beam 
...  bottom  and  a  lap  made  at   tlic  beam.     This  was  covered   with   a 


layer  ol  t  in.  thick  and  thoroughly  tamped,  and  WS 

1   with  a  finishil  |  to   1   in.   in  thickness, 

ng  oi  "ii.    part   Atlas  Portland  cement  and  three  parts  sharp 
San  Ja.int.- 

I  lie    wainscoting,    which    is   5    ft.    high,   is    formed   by   using   buff 

nding  ..nt  _■' ..  in.  from  the  face  of  the  wall  proper, 

and   finished  ..IT  at   the  top  with  2'  I   in.  radius  round  nose  brick 

laid  ."i  top     The  interior  walls  above  the  wainscoting  are  laid  with 

1   kiln   run    Elgin  brick  and  are  painted   white   with  "Alalia-, 
tine"  water  paint. 

Ventilation  1-  provided  1  >   six  36-in.  pancoasl   venti- 

'    it  intervals  ..11  engine  and  boiler  room  roof;  in  addi- 
tion t..  winch  the  monitor,  which  is  K4  ft   long,  i-  provided  with  a 
continuous   row  of  swinging   windows  along  each  side;  th> 
controlled    froni    the   engine   and   boiler   room   floors.     The   present 


RESULT  OF  TESTS  Or    BABCOCB    v   Wli.ru x    noii.KR  WITH  coal  AND  WITH  BEAUMONT   PI  EL  I'll..  D9ING 
DIFFERENT  UURN4RS.  MADE   II Y   s\\t>i  R90N   i    PORTER,  A  I    THE    POWER   PLANT  OF  Til  1. 

GALVESTON  CITY  RAILWAY. 

The  boiler  ha. I  2,350  s.i.  ft.  of  beating  surface  and  was  rated  by  the  buil.t.-r  ...  28£  h.  p.;    .  !■«■  Brats  lurfat  e  m  <2:    r<|.  ft. 

The  fae:  used  la  teat  No.  I  was  Caraberlan.  ilorlflc  Value  of  12,0003.  i.  u.  per  lb.;  percent 

...  moisture,  and  tbedri  coall0.4per  cent  ash.  In  the  other  teats  Itcaumont  oil,  27 degrees, was used;  ibis  has  a  calorific  value  of 
rl.Otu  B.   t.  u.  per  lb. 


Date.    V01 

Doratloo ol  lost,  hours  

Burners, name  and  Dumber. 


July  21 

- 
Coal 


si.  am  pressors,  per p.iL.e,  lb 

Draft  in  llue.  In.  water 

Temperature  of  llue  cases  at  breeching-, 

dee.  F 

T.-mperatnre  ..f  feed  water,  deg.  F 

Total  fuel,   lb 

Fuel  (dry  coal  or  oil    per  hour,  lb 

Total   apparent  evaporation,  lb 

Total  actual    evaporation,  lb 

Steam  used   to    atomize  oil,  lb    

Portion  of  steam  used  to  atomize  oil 

Equivalent  evaporation  from  and  at  212 
degrees  per  lb.  dry  fuel,  lb   

Net  equivalent  evaporation  per  11>.  oil 
(deducting  steam  used  loalomize  oil   lbs 

Horse  power,  A.  S.  M.  E.  rating 

Horse  power,  deducting  steam  used  to 
atomize  oil 

Fuel,  per  h.  p.  h.,  lb 

Cost  of  fuel  per  h.  p.  h.,  cents 


212 

■1.200 

1.075 

77.K63 

76.140 


280.5 


.:  77 
1.01 


RESULTS    OF    ENGINE    TESTS    AT     GALVESTON    CITY     RAILWAY. 
POWER  STATION  CONDUCTED   BY  SANDERSON  &  PORTER. 

Engine  No. h  -Grcene-Wheelock,  cross-compound,  condensing,  gridiron  valve. 
Engine  No.  5     Harrishurg  Standard  tandem,  condensing,  special  piston   valve 
EoL'in.-  No.  1  -  Filer  ,v  Stowell,  cross-compound  condensing,  Corliss  valve. 


DIMENSIONS  AND  DATA. 


No.  6 

Green  e- 

Wheelock. 


Date 

Time,  honrs 

Cylinder  diameters,  inches 

Stroke,  inches    

Speed  at  no  load,  r.  p.  m 

Speed  at  full  load.  r.  p.  m 

Piston  speed,  It.  per  minute 

STEAM: 

Average   pressure   at  ihrottle,  lb 

Average  vacuum  ai  engine,  inches 

Total  steam   generated,  lb 

Dry  st. -ani  delivered   to  engines,  lb 

ELECTRICAL  DATA: 

Meao  output,  volt  and  ammeters,  kw 

Mean  output,  recording  wattmeter,  kw 

Mean  output,  indicating  wettmeter,  kw.. 

To  energize  fields,  kw 

c.il  ti.  p.  at  switchboard 

Max.  load  [for  2  hours]  kw 

Overload,  per  w attmeter,  ratio 

ENGINE    OUTPUT: 

High  pressure  cylinder,  h.  p 

Low  pressure  cylinder,  h.  p 

Total  i.  h.  p 

ECONOMY  AND  GENERAL  RESULTS: 

Part  of  i.  h.  p.  delivered  at  switchboard 

Ratio  of  overload  to  normal 

Steam  per  i.  h.  p.,  hour,  lb 

steam   per  kw.  hour  at  board,  lb 

Fuel  oil  per  I.  h.  p.,  11. 

Equivalent  coal  per  i.  h.  p.,  lb 

Cost  <>f  Steam  pcrkw.  h.  (engine  onlv   cts 
CONDENSER: 

Temperature,  entering  water,  deg.  P.... 

Temperature,  tail  pipe,  deg.  F   ., 


Aug.  1,1902 

8 

13  &  26 

28 
155 
ISO 
700 

152.0 

23 

45,600 
43,051 

2OT.0 

224.0 

8.5 

289  5 

292.0 

.460 

169.33 
17s  12 
347  4? 

.833 

16 

15.84 

26.0 

1  19 

1  S2 

.250 

Si. 

118 


Aug.?.  I'i02 
8 
12  &  22 
14 
259 
255 
595 


No.  S 

Harris- 
burg. 


151.4 

22 

33,676 

32.514 

134.6 

134.3 
lilt, 
(,  7 
180.0 
189.0 
.510 

90.0 
115.0 
205.0 

.88 

ins 

19.82 

3o  7 
1  48 
1  '>» 
302 

H 
121 


Aug.    23.1902 

8 

16  &  30 

42 

101.5 
100 
700 

153.3 

21. s 

62,190 

59,530 

310.6 
333.3 
260.7 


No.  1 
Filer  & 
Stowell. 


446.6 
506.4 
.558 

263.06 

255.3 

518.36 

.861 

.036 

14.36 

22  36 

1  03 

l  59 

211 

'10 
121.8 


A  practically  uniform  load  was  provided  throughout  the  tests  by  means  of 
water-cooled  resistance.    Condensation  was  removed  from  steam  lines  by  a  trap 
-  tm  used  in  the  calorimeter  was  also  weighed   and  deducted.    Indicator 
diagrams  and  readings  were  taken  every  20  minutes. 

The  steam  for  each  test  was  generated  by  a  separate  boiler,  no  steam  being 

auxiliary  purposes.    The  steam  pressure  and  vacuum  were  maintained 

■is  nearly  as  possible  at  the  contract  requirements  In  each   test.     Vacuum    was 

produced   by  means  of  a  central  condensing  system    which  carried  the  entire 

i :.!  consequently  the  cost  of  producing  the  vacuum  cannot  be  computed 

separately 


equipment  docs  not  occupy  the  entire  space  in  the  building,  there- 
being  room  fur  three  additional  boilers  and  one  large  engine  unit, 
should  the  future  requirements  demand  their  installation. 

The  entire  construction  was  accomplished  under  the  personal 
supervision  of  Mr.  W.  A.  Haller,  resident  engineer,  representing 
Messrs.  Sanderson  &  Porter. 


MONORAIL  CAR  SYSTEM. 


gperimental  monorail  system  invented  by  Howard  H:  Tunis 
has  been  in  operation  in  Baltimore,  Md.,  for  several  months.  The 
track,  which  is  about  one-fourth  mile  long,  is  of  30-lb.  rail  spiked  to 
short  ties.  There  is  a  light  framework  above  the  track  through 
which  the  car  passes  and  which  is  designed  to  maintain  its  equili- 
brium. The  car  has  a  capacity  of  24  persons.  The  motive  power  is 
supplied  by  a  small  steam  engine  geared  to  the  driving  axle  by  means 
of  a  chain  ami  sprocket  wheels.  The  engine  is  located  in  one  end 
of  the  car  and  is  about  4  h.  p.  capacity.  Oil  is  used  as  fuel.  The 
car  weighs  about  three  tons  and  attains  a  speed  of  8  or  10  miles 
an  hour  on  the  short  curved  track. 

An  important  feature  of  the  system  on  which  a  patent  has  been 
secured  is  the  device  which  maintains  the  vertical  position  of  the 
car.  Two  strips  ,,f  wood  extending  lengthwise  along  the  roof  of 
the  car  are  slightly  curved  toward-  each  other  at  the  ends  and  pass 
between  spring  blocks  placed  at  such  intervals  in  the  overhead 
framework  of  the  track  structure  that  at  least  two  pairs  of  blocks 
press  against  the  guide  strips  at  all  times.  Reduction  in  friction 
by  the  use  of  ball  bearings,  a  single  rail,  and  greased  spring  blocks 
arc  some  of  the  claims  of  the  inventor.  It  is  said  that  a  16-mile  road 
will  be  built  in  Virginia  embodying  the  features  of  the  experimental 

road. 

*-«-4> 

The  Delaware  County  &  Philadelphia  Electric  Railway  Co.,  Phila- 
delphia, Pa.,  has  placed  vestibules  on  the  fronts  of  its  open  cars. 


Dec  20,  1902.] 


STREET  RAILWAY  REVIEW. 


875 


The  Employing,  Training  and  Disciplining  of  Car  •Service  Employes  of 

the  Boston  Elevated  Ry.  —  IL 


11Y  MAJ.-GEN.  WILLIAM  A.  ];i\i  ROFT,  PRESIDENT  of  TUT.  BOSTON  ELEVATED  railway  CO. 


One  of  tlie  Boston  Elevated  Railway  Co's.  devices  for  the  in- 
struction of  men  for  the  elevated  service  is  a  trainmen's  school. 
The  little  establishment  has  excited  an  amazing  amount  of  popular 
interest.  It  has  been  talked  about,  written  about,  lectured  about, 
photographed  and  otherwise  portrayed  to  such  an  extent  that  the 
management  itself  is  now  and  again  in  danger  of  half  believing  that 
there  is  something  remarkable  about  it. 

It  apparently  strikes  most  persons  as  singular  that  men  of  ma- 
ture years,  of  at  least  average  intelligence  and  of  physical  sound- 
iiuld  be  sent  to  school  to  learn  the  A.  B,  C's  of  a  business 
before  they  are  permitted  to  engage  in   it     Such,  however,   is   the 


ous  object-  of  interest  that  are  intended  and  expected  to  teach  some 

extremely  practical  lessons  that  will  prove  useful  to  the  students 
later  in  life.  Along  one  side  of  the  long  narrow  room  in  the  Sulli- 
van Sq.  terminal,  in  which  the  school  1-  domiciled,  is  a  skeleton, 
tliree-car.  dummy  train  fully  equipped  with  every  piece  of  apparatus 
and  equipment  essential  to  the  running  of  an  electric  elevated  train, 
except  trucks.  It  is  no  toy  model,  but  is  to  all  practical  intents  and 
purposes,  an  anatomical  exhibition  of  a  train  with  the  skin  removed. 
The  controlling  apparatus,  motors,  air  and  hand  brakes,  couplings, 
uol  indeed,  every  piece  of  mechanism  used  on  an  actual  train,  is  in- 
stated and  is  in  working  order. 


SKELETON  TRAIN  IN  SCHOOLROOM 


practice  ompany  in  the  ca-e  of  men  who  enter  its  elevated 

train  service. 

The  course  of  instruction  for  an  quite  differ- 

ent  from  that  prescribed   for  a   surface-car  man   for  the  reason  that 
the  du"  neral  prim  ibed  in 

thorough  drill  on  the  rubs,  and  final  examination  and  demonstra 
Hon  before  full  appoint!  dike  in  boih  bra 

time  pr  and  finally  become  motormen.    Po 

of   tru  ing   of   examina 

inn       a 

graded  school  with  pu|  idvanccment,  and 

like  son  find  immediate  employment 

for  all 
lificatr   of    I 

The    school    is    •  in    a    ban-  looking    room,    lacking    the 

lommeni   ti  I  pari  of  thi 

equipn  bill   it  contains  numcr- 


1  this  train  new  men  and  candidates  for  promol an     down 

use  and  o]  devices.    1  he)  learn 

ind  put  a  train  in  ordei    0  tal t  of  tl 1   1 1 

i'  1  1  ipi  ral and  ho«  to  n  spond  to  thi         

nals,  what  io  do  iii  emergencies,  and  1  up  a  train  when 

it  is  hauled  ofl  thi   main  line     It  is  not  met  elj  .1  matter  1  if  going 
through  the  motion       rhen   1    no  make  belie vi   about  anythit 
cepl  the  motion  of  the  train,    Whi  1     an  cut  in,  the  electric 

in     \\  hi  n  the  pump    an  led 

into  tl  ■  hrown  into  the  braki  1  thi  \ 

N'o  man  1    pel mitti  ■!  to  n    thi    n   ponsibilil 

t mill  hi   ha    i"  1  n  ii ughl]   di illi  d  on  thi    1  ain,     Ii 

is  not  1  '  tl   a  man  1  novi     all  thi    dul  ii    .  ruli     and  | ral 

oh        orl     1 t  he  undei  itand 

their  api  n  the  si  hool  1  all  -  lamination 

ii..   trainma  ti  r,  who  1    hi  Id  a 

.1  ..ii  olutely 
on  mu  1  bi   pi    •  d  bi  fori   the  tra  0  rtifii 

thai  a  '  andid.it'-  1    qualifii  d  foi  thi   lei 

1  be  •  icamination    of  braki  men,  gi  motormen,  are  all  di(- 


876 


STREET  RAILWAY   REVIEW. 


[Vm   xil.  No  iz 


bed  questions  thai  are  answered  < -r.il !> 
,.i  b]  demonstration.     Hie  examination  blanks  now  in  use  ai 
stantiall)    those  adopted  at   the  opening  of  the  elevated   Iim«-~  last 

omewhal  unsatisfactory  and 
ised. 
■ 

M1NATION    OF  BRAKBMAN    NO 

:a  i     i:\  \.\ii\  ITION  i 
all  bell  cord  signals.      (306  to  HL) 
Where  are  Unlit  switches   located,   and   what 
Olve  all   wl 
Olve  .ill   hand,   Sag  and   lantern  signals,   and   where   you   are   liable 

m  displayed       (827  to 
Whai  found  red  flag  or  lantern  on  cab] 

K\i>i.iin  whai  Is  ni.Miii   i>>    ;i  yellow  Rag  or  lantern  placed  i"  right 

w  hat    i-    DANGI 
Whai   is  CAUTION  Bit 
w  l..it   is  -  . 

Whosi  ire  pul 

..n  i  pa  In  v  In  the  mi  irnlng '.' 

thai    mi  i. mi  lights  and  lanterns    i 
when  train  h<    night  ' 

iu  found  white  llghl  displayed  whai  would  II  slgnlfi   and  wbal 
would   you   do? 
in   case   of    in   ai  lowever  slight,    whai    Is   your  dutv"      <i:j 

"ii 
What  an    the  rul  rdlng   us<    ol   liquor?     (1) 

w  hal  -  i rdlng  us..  ..i   i..i I) 

When    shou  which    waj    passengers    should 

, 

n.l    bl  ik.ln.iM  II 

How  should  Information  !>•    given   to  the  j iul 

n..vv   many  persons  will  n  car  Beat? 

Whai  tall  lights  Bhould  I"    carried  on  s  train?    (211) 

Wbal  Instructions  have  you   received   n  civility  in  passen- 

gers? 

Whai   would   '•'■'!  .I"  with   articles  found  on  the  train  <>r  platform? 
(300) 

i'ti  what  part  ..f  train  are  passengers  forbidden  i"  rid 

Wbal  does  the  Board  of  Health  require  relative  i"  Bplttlng?  (121) 

Whai  action  would  you  take  it  passengers  spitting? 

Whei  .1  bundles  i"    carried  on  train?     (197) 

whit   duties   devolve   upon   the   guard   and   brakembn   ai    Bti ns? 

ill ;  and  ISO) 

\i-    dogs  allowed  on  train?    (176) 

ii    train   line   hose   burst,   what   effect    would   it    have   on    nun   and 
what   would  d   3 

When  Bhould  full  regulation  uniform  be  worn.'    (184) 

\i.    peddlers  allowed  to  Bel]  articles  on  train  «>r  platforms?    (201) 

How  long  shouiii  yon  continue  to  dag  s   train?    'iTi" 

What    is   a    tar.lv    miss?     B    ilir lay    miss'.'     i]s:,i 

ii. o\   Bhould  ind  destination  of  trains  be  announced?    (190) 

.  rvolr  hose  burst  what  effect  would  it  have  on  train  and 
would   you  do? 

I  low  should  chains  bel  weei    i  in   bi    bandied.? 

When  si"  iters  he  used  ? 

Where  Is  the  emergency  valve  ami  what  is  its  u 

Give  the  markers  for   all   routes? 

EXAMINATION   OF BRAKEMAN    NO 

(Fl  'I:    PKi  (Ml  'Tli  IN   Tl  I  GUARD  I 
If  train  line  hose  hurst,  what  would  you  do?     (302  and  BOS) 
it  reservoir  hose  burst,  what  would  you  do?    (302  and  303) 
Olve  all   hell  cord  signals.      (306   to 

Where  are  light  switches  located,  and  what  used  for'.'    (272) 
How  would  you  .ail  in  north  bound  flagman?    (817) 
W  hat   is  an  alarm'.'     (319 

ill   whistle  signals.     (812   to  319) 

ill    han. I.    flag    and    lantern    signals,    ami    where   liable    to    timi 
th.m  desplayed.     (321   to  330> 

w  hat    would  you  do  if  you  found  red  flag  or  lantern  on  cable  box 
between   tracks? 
Explain  wl  nt   by  yellow  Hag  or  lantern  displayed   to  right 

o|      It,,     k  (326) 

II. .w    would   you      ai   out  brake  if  triple  foiled    to  act?     (306) 
what   is   DANGER  signal?    ■  :_']  i 
What   is  CAUTION  Bignal?     (322). 
What   is  CLEAR  sign  il?     (328) 

difference    between    automatic    blink    ami    interlink    signals; 
position  ot   arms  and  color  of  lights,     (22  and  66) 
i"  cs  '    however  slight,  what  is  your  duty?    (204) 

would  you  do  it  block  signal  was  at  danger?    (66) 
wiiit   would  you  do  if  your  train  parted?    (33    \ 
wii'i'  at  a  station?    (67) 

When  should  Mm  announce  by  which   waj    passengers  should  leave 

train"      (G.    0 

Whai  i  brakeman's  positions  ""   train?    (207) 

Wbal   instructions  have  you  received  relative  to  civility   t"  passen- 

w  ii.n   would  you  do  with  articles   found  mi   nun  01    platform?  (200) 
1  oi  whit   pari  of  train  are  passengei     forbidden  to  rid."' 

W    hen     Should      11  In        M:-.,    ,|     ■ 

what  do.s  ihe  Board  "i  Health  require  relative  to  spitting?    (192) 

Whai  "I     I    lie       il      | 1. serve     |  .a  SS.  •  1 1  g .  ■  r  S    spitting" 

what   are   the  markers  for  the  different   routes?  ■    Inclu- 

sive) 
Where  can  panels  or  bundles  i-    carried  on  train':    iniTi 
ii. iw  should  chains  betv  be  handled? 

What     would    you    do    if    you    had     to    make    an    adverse    movement'.' 
(216) 
Where  Is  the  emergency  valve  and  what  is  Its 

EXAMINATION    OF  GUARD    NO 

PRI  'Mi  ITION  Tl  '   Ml  in  IRMAN) 
winre  is  platform  switch  and  what  Is  its  u 
If  train  starts  In  rocking  or  jerking   motion,   what    would   you  do? 

In    ease    main    motor    or    rev.rs.rs    1.  1,     what    would 

orm,  what  would  you  do?    (293  and  393) 
What   would  you  do  If  you  lost   conti  (296    ind    112) 

I r  air  compressor  fuse  blows  on  train,  what  would  T3) 

tailed    to   release   what    would    you     I  I  :•■  i) 

I    train  line   hose  burst,   what   would    you  do?     (803) 

ervolr  hose  burst,  what  would  you  do?    (SOS) 
Whei  i, --point   switch   and   whit    Is  its   use"     (266) 

svvii'.'i'i'' '' r'Vi,'"'  K,'N'XIN"';  "> "'  handle  of  platform 

How  would   you   prepare  a  train  ,,,l  278  t0  28i 

Inclusive) 


W  b.r.     and    what    ale    th"    time    Il]i].,.|l:tlil    switches    with    wldell    v.ei 
should    !*•    fnnilli 
When  t nor  ami   equaliser   by 

Where   is  train  line   fuse  located,   and  what  is  th.    effect   if  blown' 

Where     and     What      IS     pilot     motor     MWlteh     Used 

How  .1..  you  test  relays  and  controllers  on  oi r  tnon 

How     would    you    lav     up    a    n 

Gli  i  ird  signals 

In  what  position  must  i.r.ik.    valv.-s  be  In  ■ 

w  hat  is  LAP  i 

w  h.r.    la  Ci  'AST   position:     (864) 

Whi  '. 

W  ha  i  I    and    whi  ' 

w  here  are  light  switches  located  and  what 

Where    Is    train    line    switch 

II. vv    WOUld    you   '"II    III    north    bound    Itagn. 

What    is   an   alarm"     (819) 

i'.iv.    all  air  whisii.    signals  ■  Inclusive) 

ill     hand.     II.  iu     and     lantern     signals,     and     Where     liable     to     tlll.l 

When  ami  t..  whom  would  von  report  •  ny  unusual 

CI 

would    you    do   if   you    found    r.-.l    flan    or    lantern   on    cable    boa 
between   trai 

Explain    w  i  ml    bj    a    yellow    flag   or   lantern   displayed    to 

i  min   ot   trace 

I  low    WOUld    von   out    oul    brake    i  i 

If  EMERGENCY   valve  were  applied,   whit   would   you  do? 
w  rial   is  DANGER  si. 
Whai    Is   CAUTION    signal 
What    is    CLEAR    signal"      i 

Btate     meaning    of    din  i.ns    Of    signal    arms    and    different 

Of    signal    lights 

iii  approaching  junction  of  bridge,  bow  should  your  train  i-  mov- 
ing?   ' 

W  tea  e    Stops    OCI  B  hat     pr>  <  a  III  Ion  | 

(800) 

In  making  station   Bti  bl    proper  us.-  of  ail       (300) 

Whai  trains  automatic  stop  appllai 

How    do    you    distinguish    an    Interlocking    from    a    block    signal,    and 

will     should    v  oil    know     tli.     dill.  I  ,   ' 

what  are  the  speed  limits  allowed  at  different  points?    (370  to  178) 

Where      IS      tile      elll-rgeneV       Vlllve      lllld      Wllat      iS      its 

With  green   Hag  or  light   ahead.   hovv  would  you  '.131 

;.    found    whit,    llghl   displayed   what   would  it  signify,   and   what 
would    vou    flo? 

If    vou    f d    signal    light    out.    what    would    you    do"      (244) 

III     CaSe    ol     an     ae.l.l-   nl,     hnWeV.-r    slight.     What     |S    yoUTdllty?       I  .'"1  I 

What  should  vou  .1..  in  ordei   to  save  power? 

Ai.    you   allowed    t"    talk    with    am    one    while   running   your   train? 

Whai    are    the    rules   regarding    use   of   liquor?     (1) 

When  leaving  train  at  end  of  route  what  should  vou  do  with  ban- 
dies?    (292) 

What   would   vou  do  if  block  signal  was  at  danger 

What    would    v I..    11    ...ii    train    parted"     .. 

Whai    WOUld    | I"    ii     i    Signal    failed    at    a    station':      (67) 

What    are    the    markers    lor    the    different    ruin, 

When  the  "happy  school  day-"  arc  over  the  man  who  has  been 
■  I  a  diploma,  in  the  surface-car  service,  dons  a  blue  uniform 
and  becomes  a  part  nf  tile  regular  operating  force  of  the  company. 
lie  feels  very  sure  that  he  knows  how  In  perform  his  duties  I"  r 
fectly — ami  why  should  lie  not?  Ills  instructors,  his  examiners,  anil 
his  own  judgment  have  all  pronounced  him  competent  to  handle  a 
car.  and  yet  the  chances  arc  thai  as  between  his  clean  new  uniform 
and  his  clean  new  record  the  latter  will  undergo  the  earlier  dis- 
figurement By  the  lime  the  uniform  becomes  a  little  dingy  its 
owner  ordinarily  does  ia.it  need  I"  consult  a  plan  of  the  building  in 
order  to  locale  the  office  of  fi i s  division  superintendent,  and  when 
the  lime  comes  fur  the  purchase  of  a  second  uniform  we  -hall  have 
a  pretty  fair  railway  man  or  lie  will  have  no  need  of  a  uniform. 

When  a  man  has  passed  the  instruction  period  no  pains  are 
spared  by  his  superiors  to  make  him  of  the  greatest  possible  value 
In  himself  ami  the  company.  If  he  fails  to  he  successful  it  is  be- 
cause he  either  cannot  or  will  not  develop  into  one.  The  company 
due-  ii-  niiiiiist  in  thoroughly  instruct  new  men.  and  it  is  equally 
painstaking  in  then  subsequent  development  It  aims  to  perfect 
every  man  as  fully  as  possible  in  all  the  details  of  the  business,  not 
only  because  it  must  have  reliable  men  on  the  cars,  but  because  il 
must  find  its  future  superintendents,  inspectors  and  other  officers 
among  the  men  who  today  manipulate  the  controller  and  bell  cord. 

Every  man  bring-  a  new  problem  to  bis  superintendent.  The 
problem  is  to  make  a  capable  operative  out  of  the  particular  indi- 
vidual under  consideration.  The  superintendent  and  bis  a-si-i- 
ants  are  expected  I"  find  a  solution,  and  nol  to  ''give  up  the  an- 
swer" because  ii  presents  bard  questions.     It  is  their  duty  to  sec 

thai  all  accepted  men  arc  made  into  g 1  men.  to  see  that  good  men 

are  made  heller,  and  w  see  thai  the  best   men  are  recommended  for 
ition, 

N'n  two  men  arc  treated  alike,  except  that  they  arc  treated  fairly. 
Some  nun  mill  nub  P.  be  -hnwn  their  error,  others  require  severe 
lecturing,  while  still  others  need  tin  infliction  of  punishment  before 
they  completely  grasp  the  hard  facts  that  rules  are  not  mere  sug- 
_    -ii '.ns  but   are  ordo  ieyed   implicitly.   A   man   who  is  at 

fault  because  he  did  not  kimw  what  to  do  is  instructed.  A  man 
who  knows  what  lo  do  but  is  too  indifferent  to  do  it  has  his  duty 
impressed  upon  him  by  the  superintendent  in  language  calculated  to 


Dec.  20,  1902.] 


STREET  RAILWAY  REVIEW. 


877 


make  a  lasting  impression.     A  man  who  knows  what  the  company 
requires  in  a  given  situation  but  chooses  to  do  otherwise  for  rea- 

f   his  own   is   suspended   for  one   or   more   days    without    pay. 
Suspens  severe   form  of  discipline  anil  is  imposed  only    for 

grave  offer 

The  work  of  every  man  is  watched  and  studied  from  the  day  he 
begins  to  run  a  car  until  his  connection  with  the  company  is  severed. 
It  is  no  slight  task  to  keep  a  watchful  eye  upon  the  conduct  of  5,000 
men  who  are  performing  their  duties  far  from  the  observations  of 
those  who  are  held  responsible  for  what  they  do,  say,  or  omit,  and 
yet  the  company  manages  to  keep  itself  informed  of  what  is  going 
on  most  of  the  time.  This  is  accomplished  mainly  by  its  inspec- 
tion forces — in  the  surface  division  by  the  uniformed  division 
street  inspectors  and  the  uniformed  headquarters  inspectors. 

Each   division   is  mapped  off  into  districts   and  a   street    insp I 

gned  to  duty  in  each  district  and  is  held  responsible,  so  far 
-iblc,  for  the  correction  of  mistakes,  violations  of  rules  ami 
for  report  of  defects  that  occur  within  the  district.  Whenever  an 
inspector  observes  the  slightest  error  in  the  conduct  of  a  motor- 
man  or  conductor  he  is  required  to  board  the  car  at  once,  or  at  the 
earliest     possible     opportunity,    and     to    explain    exactly     what    was 


mistake  or  wrongful  act  pointed  out  and  explained  instantly,  while 
every  circumstance  is  in  the  mind  of  the  offender.  Inspectors  ex- 
plain, instruct,  correct  and  report,  but  all  nialtns  of  discipline  are 
decided  by  the  division  superintendents  and  their  superior  officers. 
Another  corps  of  inspectors,  who  wear  no  uniform,  supplements 
the  work  of  the  division  inspectors,  rhese  men  are  selected  and 
trained  with  the  greatest  possible  care  iii  observe  and  report  upon 
the  conduct  of  the  men  as  u  appears  from  inside  the  cars,  in  the 
same  manner  that  the  street  inspectors  observe  from  without.  The 
only  material  difference  in  the  work  of  the  two  classes  of  inspectors 
is  thai  uniformed  inspectors,  who  wear  a  badge  of  authority,  arc 
expected  In  instruct  as  well  as  report,  while  the  unnnifoi -med  in- 
spectors ire  expend  to  report  only.  The  reports  of  these  in 
ol  iii  greatest  possible  value  10  the  management  and 
10  the  men  wdio  perform  their  work  well.  The  same  system,  so  far 
as  feasible,  applies  to  the  elevated  division. 

These  two  sets  of  inspectors  furnish  much  of  the  information 
that  enables  the  superintendents  to  deal  with  every  man  in  accord- 
ance with  his  individual  requirements.  It  is  impossible  for  a  divi- 
sion superintendent  to  be  so  intimately  acquainted  with  every  man 
under   his  authority  as  to  know,  as  a   matter  of   memory,   the   tcin- 


GENERAL  VIEW  IN  TRAINING  SCHOOL  OF  BOSTON  ELEVATED  KY. 


wrong  and  what  would  have  been  right,  and  later  to  make  a   full  re- 
port of  the  occurrence  to  the  division  superintendent   for  his  infor 
and  guid 

■or    remains    in    any  I    for    many    days    at    a 

tune,  frequent  cha  made  to  1 

compare   ate'  the    different    n  1  tain    in 

•    habitually  finds  but  one  or  two  things   in  a   day  calling    for 
on  and   thi  ors   find   eight   or   ten   things   in  the 

tame  district,  superintendent  m  inquire,  and,  at  least,  sug 

other  men  havi    betti 

1..I  report  upon  . 
thing  affecting  tl  but  their  great*  I  effort   1    exerted  to 

due  to  negligent  or  improper  conduct 

on   the   part   of   tl 

giving  limn    10    have-    the    cat 

under  :  vol  when  ci  01  approaching  vehicles 

•  a  clear  -.  - 

i.oth  the  number 
and  pr  ttributable  tormi  n  and 

greatly  red 


pi  1  .inn  in    merit  .md  capability  ol  each,  and  for  this  rea  on,  among 

Others,  a  ledger  account  is  kepi  with  every  man  thai  makes  this 
information  available  whenever  an  employee  is  nuclei  consideration 
for  discipline  or  reward  Thi  e  record  ,  if  properly  kept,  arc-  of  the 
-oil'  1  value-  in  the  management  "I  a  large  company,  but  they  must 
be  both  enlightening  and  trustworthy  "i   they  will  do  more  harm 

than    good 

ihc  method  of  I k  keeping  followed  bj  this  c pany  is  as  fol- 

1    erj    n  poii   of  ' pi. inn   concerning  the  conduct   e,i   the 

.   mil  upon  .1  dailj    iournal  u  ith  a    tati  menl  ol  all 
hi    in  1     i.e  .0  ing  upon  ihc  incident      I  hese  item  1  an    thi  11 

po  i'  -I  hi the  ords  of  thi    me  11  in  cipher,     lln  e  1  n 

in.      tate  the    dati      ubsti thi    report,  1  infoi mation 

an. I  action  taken.     In  the  elevated  divi  ion  the  card       tern  is  em 

but  otl iin  practici  is  uniform  throughout 

rhc  accompanyir  the  1 1  oi  a  motorman  on  the  •  - 1  < 

rated  dii  1  ion    ■■•  hit  h  1     1  genuine    1 1  -    cepl  ...  to  m and 

number    illu  traics  the  form  used,    Th<   n   ' 1 hen  '     an 

II"- 1  1 .'. o  le  to  1  .    1  in  v  .He-  grouped 

niieie  1    general   head  ,  and   each  general   cla      ol    mi  deeds   1     1 
tl  column,  10  that  a  mere  glanci  .11  the  card,  be  fore 


STREET  RAILWAY  REVIEW. 


[Vol  XII,  No.  12. 


motonnan,     The  man  "Joi  ii>al>Ic  of  being  a  good 

have  bit  mind  on  his  business.     Had  he  not 
I   using   liquor   be  could   not 
much  long  he  bad  mended  his  « 

of  the  com- 
how  tin-  pains  taken  to 
ensun  arriving  at   important  decisions.     In  every  case 

ntemplated  the  matter  i-  ojtrricd  higher 
than  t!  mtendent.     Certain  offenses  have  fixed  pen 

mple  the  missing  of  fans  or  giving  of  quick  bells 
I    r  the  first  offer  ton  t<>r  one  day  is  im- 

•  >nd  offense  two  'lays,  ami  the  third  offense  brings 
discharge,  provided,  of  course,  that  these  all  occur  within  a  short 
time.     A   motonnan  on  the  surface  lini  0   days'  sus- 

r  a  first  collision  and  for  a  second  is  discharged. 
Whenever  a  man  is  charged  with  a  serious  offense  he  is 
before  the  division  superintendent  and  his  statement,  together   with 
that  of  witnesses  taken.     The  division  superintendent  recommends 


MOTORMEN 


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Jones.  Nathan  J..  July  16,  M01.      Promoted   from  Guard  1890. 
Discharged  April  11,  lrm2.     Using  Liquor. 

the  items  are  read,  conveys  a  rough  idea  of  the  character  of  the 
work  of  the  man  whose  record  is  being  considered.  Under  another 
head  check  marks  show  the  source  from  which  the  information  was 
received.  Under  the  last  head  upon  the  card  will  be  found  figures 
or  check  marks   showing  the  action  taken. 

The  card  of  the  so-called  motonnan  "Jones"  tells  at  a  superficial 
glance  that  it  is  the  record  of  a  heedless  man,  one  who  is  not  pains- 
taking in  his  work,  for  the  reason  that  most  of  the  items  are  in 
columns  1.  6  and  7.  Carelessness  is  a  dangerous  trait  and  not  to 
be  tolerated.  It  grows  on  a  man  like  any  other  bad  habit,  as  is 
well  illustrated  by  this  record.  During  the  first  six  months  "  I 
was  suspended  twice,  once  for  failing  to  report  an  accident  and  once 
for  releasing  the  air  and  allowing  the  train  to  start  at  a  station. 
During  the  last  three  months  he  was  suspended  four  times,  once 
rig  ahead  of  time,  once  for  starting  his  train  on  one  bell,  once 
for  showing  incorrect  markers,  and  once  for  running  past  a  signal 
on  the  main  line,  for  which  he  was  suspended  seven  days  He  was 
finally  discharged  for  using  liquor.  Two  months  previously  he  had 
been  charged  with  using  liquor  but  had  bun  given  the  benefit  of  a 

rd  has  been  selected  as  an  illustration  of  the  way 
the  records  are  kept  and  not  because  it  is  a  typical  record  of  an 


whatever  action  seems  to  him  to  1  -  all  papers 

with  his  recommendation  to  the  Superintendent  of  Transportation, 

0  calls  in  the  accused  and  listens  to  all  he  has  to  say.  lie  in 
turn  reports  to  the  Vice  -  i  'r.  >i.  lent  hi-  findings  in  the  case,  and,  if  a 
discharge    is    recommended,    the    '.  the    whole 

matter,  giving  his  views  to  the  President,  who  takes  final  action 
alter  reading  all  statements,  recommendations  and  investigations, 
and,  ill  somi  onal  hearing  to  the  man.     In  this 

way    full   justice   is   attempted   to  1„    di 

There  is  one  case,  however,  in  which  this  method  is  not  followed. 
When  a  conductor  fails  to  register  fares  which  he  has  collected,  he 
is  discharged  without  notice.  No  other  action  is  ever  taken.  lie  is 
inspected  ami  investigated  until  all  doubt  is  removed  and  is  never 
warned  or  otherwise  notified  that   he  is  under  suspicion.     Especial 

made  and  several  men 
are   in   turn  assigned   ti  rk   with   no  knowledge  that 

the  conductor  is  to  be  watched  with  more  than  ordinary  care;  in- 
the  inspector  has  no  reason  to  suppose  that  the  man's  work 
is  below  tli'  nilure  to  register  is  apt  to  happen 

now  and  then  under  the  closest  inspection  and  his  subsequent  con- 
duct governs  the  outcome.  If  the  failure  is  repeated,  he  is  dis- 
charged. 

Perhaps  what  has  already  been  said  will  give  a  general  idea  of 
the  maimer  in  which  the  company  deals  with  the  individual.  At 
best  it  can  be  no  more  than  suggestive  of  the  many  other  means 
adopted  to  establish  an  individual  relationship  between  every  em- 
ploye and  the  central  office.  The  aim  is  to  have  every  man  feel 
that  the  management  has  a  personal  interest  in  him,  that  it  is  anx- 
ious to  help  him  improve,  that  if  he  does  well  it  is  known  and  he 
receives  credit,  that  if  he  does  ill  it  is  also  known  and  he  must  take 
the  consequences. 

In  dealing  with  the  men  collectively  every  effort  is  made  to  bring 
about  an  atmosphere  of  sympathetic  and  harmonious  co-operation. 
One  of  the  most  successful  methods  employed  for  this  purpose  is  the 
holding  of  meetings  of  a  semi-formal  nature  for  the  discussion  of 
operating  problems.  Twice  each  month  Mr.  Rugg,  the  Superin- 
tendent of  Transportation,  holds  meetings  of  superintendents  of 
divisions  and  departments.  'These  meetings  are  opened  wuh  a  talk 
by  the  Superintendent  of  Transportation  upon  some  subject  relating 
to  division  management,  the  improvement  of  the  service,  the  inter- 
pretation of  rules  and  other  kindred  themes.  After  his  address  an 
"experience  meeting"  is  held  in  which  all  participate.  At  first  the 
discussion  usually  centers  upon  the  subject  presented  by  Mr.  Rugg, 
but  after  that  is  disposed  of  all  sorts  of  subjects  are  brought  up. 
Reports  are  made,  advice  is  asked  and  given  and  ideas  are  ex- 
changed. 

Once  a  month  a  similar  meeting  of  chief  inspectors,  and  such 
other  inspectors  as  choose  to  attend,  is  conducted  by  the  Superin- 
tendent of  Transportation  ami  thi  icral  programme  is  fol- 
lowed. Division  superintendents  also  conduct  meetings  of  inspect- 
ors and  starters  attached  to  their  division  and  explain  and  discuss 
the  affairs  of  the  division.  They  also  hold  meetings  of  the  car  men 
at  such   times  and   places  as    will  enable  e\cry  man  in  the  division 

to  attend  at  1     ting  each   month.     In  this    manner   the 

management,  through  its  direct  representatives,  talks  as  often  as 
once  a  month  to  every  man  directly  engaged  in  handling  traffic. 

The   o  to  show  its  interest   in  the   welfare  of  the 

men  in  many  ways  and  does  all  that  is  possible  for  their  well-being. 
Among  other  things  it  pays  among  the  highest  wages  in  the  coun- 
try. Conductors  and  motormen  on  the  surface  lines  receive  $225 
per  day  for  ten  hours'  work  and  are  paid  30  cents  per  hour  for 
overtime,  35  and  40  cents  for  snow-plow  work.  On  the  elevated 
lines  brakemen.  who  arc,  of  course,  beginners,  are  paid  $1.80;  guards 
arc  paid  $2.  and  motormen  $2.30  the  first  year,  $2.40  the  second  year 
and  $2.50  for  subsequent  service.  The  company  never  discharges  a 
man  except  for  cause,  and  endeavors  to  make  the  lot  and  life  of  its 
employes  as  comfortable  as  possible,  often  going  far  out  of  its 
way  to  do  so.  During  the  recent  coal  strike  the  company  pur- 
chased 8,000  tons  of  coal  to  be  distributed  among  its  employes  at 
cost,  and  many  a  house  is  warm  today  that  would  have  been  cold 
etched  but  for  this  ai 

The  lobbies  at  the  car  sheds  are  made  thoroughly  comfortable 
for  the  men.  They  are  supplied  with  papers,  magazines  and  other 
good  reading  matter  at  an  annual  expense  of  more  than  $1,500.  The 
toilet  and  sanitary  arrangements  are  adequate  and  convenient.    The 


Dec.  20,  1902.] 


STREET  RAILWAY  REVIEW. 


870 


car  sheds  are  business  establishments  and  not  clubhouses;  never- 
theless, the  company  endeavors  to  provide  wholesome,  attractive  and 
comfortable  quarters  for  its  employes.  The  company  pays  the  run- 
ning expenses  of  two  mutual  benefit  associations  organized  and  con- 
ducted by  employes.  One  of  these  associations  pays  to  its  members 
$7.00  a  week  during  sickness  not  exceeding  ten  weeks  in  a  year,  and 
$1,000  on  the  death  of  a  member.  All  of  the  payments  for  sickness 
and  a  portion  of  those  for  death  are  met  by  monthly  assessments  of 
50  cents,  and  the  remainder  is  raised  by  assessments  of  $1.00  as 
needed.  The  annual  cost  of  membership  is  about  $15.00.  The  other 
association  is  like  the  first,  except  that  the  payment  at  death  is  $100, 
and  there  are  no  assessments  except  the  monthly  dues.  The  com- 
pany assumes  the  cost  of  collecting  and  distributing  the  money,  of. 
keeping  the  books  and  other  incidental  expenses,  so  that  every  dol- 
lar contributed  by  the  men  is  available  for  distribution.  The  con- 
tribution of  the  company  for  this  purpose  amounts  to  nearly  $7,000 
annually.  A  very  good  band  of  music  has  been  organized  among 
the  men  and  this  is  also  supported  by  the  company.  Then,  too,  the 
company  comes  to  the  relief  of  men  in  individual  cases  of  hardship. 
Efforts  are  constantly  being  made  to  make  the  men  feel  that  the 
management  is  a  friend  and  helper  to  every  man  who  is  loyal  to  the 
service  and  faithful  in  the  performance  of  his  duties.  Tin 
dent  is  accessible  to  ever)-  individual  at  all  seasonable  hours,  and  no 
having  legitimate  business  to  present  is  ever  denied  an  au- 
dience. If,  for  example,  the  men  or  any  of  them,  conceive  that 
some  unnecessary  hardship  or  inconvenience  has  resulted  from  the 
making  of  time-tables  or  the  assignment  of  cars  the  President  is  al- 
ways ready  and  glad  to  discuss  the  matter  with  individuals  or  com- 
mittees, and  make  changes  or  adopt  suggestions  whenever  it  is  feas- 
ible to  do  so. 


MOLINE,   EAST   MOLINE  &  WATERTOWN   RY. 


The  Molinc,  East  Moline  &  Watertown  Ry.  was  formally  opened 
November  13th  when  an  invitation  trip  over  the  line  was  made  by  a 
party  of  150  persons,  including  the  officers  of  the  company,  the 
municipal  authorities  of  Moline,  Rock  Island  and  Davenport,  and 
representatives  of  the  Tri-City  Railway  Co,  The  party  was  con- 
veyed in  two  cars,  leaving  Moline  at  11  14$,  and  an  elaborate  lunch- 
eon was  served  at  the  end  of  the  route  in  the  offices  of  the  Union 
Malleable  Iron  Works. 

The  lunch  was  followed  by  speeches  from  the  three  mayors  pri 
cnt,   C.    M.   Stowe,   secretary   of   the   Union    Malleable    Iron    Works, 
J.   I).  Blood,  of  Blood  &  Hale,  of  Boston,  contractors  of  the  new 
interurban,   and   J.    F.    Lardner,   general   manager   oi    the   Tri-City 
Railway  Co. 
The  Moline,   East    Moline  &  Watertown  Railway  Co.  was  incor- 
.  U.  I'.  I  lord  and  Frank  Y.  Kea 
Aurora,  111.,  who  secured  the  franchises  for  the  six  miles  now  built, 
and  op:  mpbell  Island,  which  it  is  intended  to  make  a  pleas- 

ln  April.  1902,  tin   capital  -lock  of  thi  was  in- 

creased and  Joshua  II.  ted,  the  organ- 

retaining  their  holdings,  howi 
The  new  interurban  line  has  been  completed  for  a  dislanci 

and    will    be    extended   25    miles    further.      It    run      From    thi 
manufacturing  city  of   Moline,    III.,   directly  east,  along   thi 
jippi,  and  with  tl  lorth  and  high  bluffs  on  thi 

the  scenery  along  the  1  ry  attractive.     The  road   is  prac- 

tically level,  the  only  gi  ban  -■  per  ''in      Within  the 

city  limits,  -  ,im  Steel  Co.,  are 

here  the  t;  ight,  with  1  r »—  II,.  rail  The 

laid  with  75  lb.  T  rail-.      Ih.    road  i-  singli 
standard  gage,  with  bul  one  turnout     Whiti  .  x  8  in.  x  8 

ft.  are  laid   .  . 

ting  ih'    trai  1.  wa    begun  in 
July  and  has  been  delayed  by  thi 

difficulty  in 

'  r  wire 
furniihed   by   the  John  and   five   n, 

allium 

The  company  now  has  foul  I. mil  by  the  John  Stephen 

•on  Co  from  the  Jackson  &  Sharpc  works, 


and  a  snow  plow  made  by  the  Wasson  Manufacturing  Co.  The 
closed  cars,  one  of  winch  1-  lure  illustrated,  are  42  ft.  long, 
8'/2  ft.  wide  over  the  grip  rails,  and  have  a  seating  capacity  for  44 
passengers  each.  The  cars  are  mounted  on  McGuire  39  A  double 
trucks,  with  four  G.  E.  67  motors  per  car,  geared  for  25  miles  per 
hour.  Christensen  air  brakes  and  air  whistles  are  used.  The  seats 
are  of  the  Hale  &  Kilburn  walkover  type  of  rattan  cross  seats  ex- 
cept in  smoking  compartment  at  the  front  end  of  each  car.  where 
the  rattan  benches  are  placed  longitudinally  to  allow  a  greater  aisle 
space.  The  cars  arc  equipped  with  electric  push  buttons  and  incan- 
descent electric  lights,  and  arc  handsomely  finished  in  mahogany 
and  bird's-eye  maple.    The  exterior  is  painted  maroon  and  cream. 

The  Moline,  East  Moline  &  Watertown  Railway  Co.  rents  its 
it. .111  tin.'  People's  Power  Co.  of  Moline,  E01  the  present,  but 
is  preparing  to  erect  its  own  plant  this  winter.  Plans  and  specifica- 
tions have  been  completed  for  a  new  car  house  which  will  have  a 
capacity  for  storing  24  cars,  the  cars  being  housed  at  present  in  tem- 
porary quarters  on  2d  St.,  where  the  general  offices  are  also  located. 
Work  on  the  new  car  house  will  soon  be  under  way. 

The  company's  officers  are :  Charles  Deere,  proprietor  of  the 
Deere  Plow  Co.,  of  Moline,  president;  U.  P.  Hord,  of  Aurora,  111., 
vice-president;  Fred  W.  Rank,  secretary;  L.  D.  Taylor,  treasurer, 
and  Blake  A  Mapledoram,  ..i  New  York,  general  manager  ami 
chief  engineer.  The  contract  for  the  road  was  awarded  to  Blood 
&  Hale,  engineers,  of  Boston,  and  the  road  was  constructed  under 
the  supervision  of  Mr.  Mapledoram  as  chief  engineer,  who  will  con- 
tinue with  the  road  as  general  manager.  Jerome  Applequist,  of 
Rock   Island,   111.,   was  in   charge   of   the   engineering  corps;   F.   L. 


fr<L« 


STANDARD  I  COSED  I   \K.  Mm. INK.  EAST  MOLINE  &   WATER 

I  "\\  N   RY. 


ii.iam  was  general   foreman  in  chary.    ..1   construction,  and 
J.  c.  Hoffman,  master  mechanic. 

1  ampbell's  Island,  situated  in  the  Mississippi  Rivi  1  opposite  Watei 
town  and  contaiiuig    "m.    230  acres  ..1  oak  and  hickory  lands,  i- 
owned   by   the    railway    company,   an  1   extensivi    preparations   are 
being  made  to  improvi    thi     property   .1     .1     it.    foi   .1  popular     urn 
mer  resort.    The  island  will  be  rendered   ....     ibli   bj   a    teel  tn  rtli 
800  ft.  long  0  ivernment  dam,  which  latter  is  40  ft  in  width. 

iiipany  will  build  thi    tre  tli    6  ft.   above  the  present  dam 

oid  high  watei  and  will  thu    bi   abl nvej  crowds 

10  the  1  land  al  all    '  thi    ■■■  ••   wii  bout  dim.  nil \      A  sum 

.  1,1]  |..u  ilions,  an. 1  a  mil.  1...  ■   1 ....  1   .11.   proji  cted, 

as    well    as   1  Ctio  ■'<    link-.    I. II 1    . 

1., 1  eball  grounds,  .""I  iheatei       Chi    1 1 1    ha    alreadj     ed 

electrii    fountains  in  ui  1   al  the  1 1  Charli   lor  E    po 

in. .11  and  tin    will  I.,   installed  al  Campbell'    1  land  in  thi     pring 
.  oundi  .1  I.-.     I.,  i-.  mi...     indj   1..  u  hi      and  bathing 

ii..    1 ipal  an  1  a.  1 

'I  be  employed  this  wintei   in  clearing  the  island 

"i      E01   iii.    in  1. ill. 'i  1 f  the 

1  ii.    limi  ion.    1. .mi. 1   . .1.   iii.    1  land    1 
quality  for  ballast  in  track  con  truct and  ii pany  has  it s 

d    .'ii   lung    it '    for  llii      put  po  t 

1  hi   rapid  grow  ndustrial  centet  and  ihe  cor- 

il  ..I  the  •  ontiguou    ten  itoi  11 1.  nl  to 

assure  the  success  of  the  new  interurban  an. I  thi  ill  tin 

.|..iil.t.  d  n. an  ii..    in  .   1  hi.     1. .  a    pro 

posed  recreation  ground  at  Campbell'i  Island. 


880 


STREET  RAILWAY  REVIEW. 


(Vol.  XII,  No.  12. 


Street  Railway  Park  Development, 


Summary  of  Street  Railway    Park    Attractions    in  Various  Parts    of    the  Country.     Suggestions    to   Managers 
Who  Contemplate  Opening  Parks. — The   Most  Desirable   Kinds  of  Entertainment. 


rhere  is  no  longer  any  question  ;h  to  whether  street  railway  parka 
ami  special  entertainments  are  of  value  in  stimulating  street  rail 
way  traffic  as  the  desirabilit]  ishing  such  parks  is  affirmed 

b)  the  large  number  of  street  railway  companies  which  have  under 
taken  t lii --  branch  of  business  within  the  last  few  years  and  have  al 
most  invariably  found  it  to  be  satisfactory  from  a  financial  -.land 
point  The  questions,  however,  of  the  manner  in  which  such  re- 
hould  be  conducted,  what  style  of  entertainment  should  In' 
furnished,  whether  the  park  should  l»  managed  by  the  street  rail- 
by  an  independent  company,  etc.,  are  ones  not  so 
easily  answered  for  the  reason  that  conditions  vary  very  widely  in 
differen  With  a  view   of  answering  these  questions  the 

experience  of  a  large  number  of  managers  of  street  railway  parks 
is  given  herewith, 

In  the  following  paragraph  I   data  concerning 

the  p.nks  operated  bj  various  railway  companies,  which  will  provi 
o(  interest  and  value  I"  Others  who  operate  pleasure  parks  or  are 
contemplating   having   them   next   season. 


["HE   WESTERN    OHIO   RV. 

This  company  operates  McBeth  Fark,  located  three  miles  from 
Lima,  O.  the  headquarters  of  the  company.  At  this  park  there  are 
a  theater  with  seats  for  700  persons,  a  dancing  floor,  bowling  alleys 
and  boating  facilities,  The  manager  of  the  park.  Mr.  1'.  1).  Car- 
penter, lit  the  lust  paving  attractions  have  been  a  good 
id. Mile  and  inline  opera.  Besides  dancing,  boating  and 
bowling,  the  park  has  been  popular  for  societ]  and  church  picnics. 
For  the  coming   seas,, n  the  company  expects  t,,  add  other   features. 


GRAXD  RAPIDS,   HOLLAND  &  LAKE   MICHIGAN    RAFID 

RY. 

The  company  operates  a  park  which  is  in  charge  of  Mr.  Charles 
Floyd,  traffic  agent,  of  Holland,  Mich.  Mr.  Floyd  writes  us  that 
the  company  contemplates  furnishing  complete  attractions  for  the 
summer  months,  and  is  desirous  of  securing  remunerative  enter- 
tainments for  nexl  season,  Last  season  vaudeville,  boat  races  and 
yachting  carnivals  proved  in  be   very  popular. 


i.\S    ,-,    ELECTRIC   CO.,   DEFIANCE,    O. 

The  company  owns  Island  Fark.  two  miles  from  Defiance,  which 
ed  to  the  Island  Fark  Co.,  W.  P.  Engel,  manager.  There  is 
a  theater,  seating  (khi  people,  at  the  park,  and  also  a  merry-go- 
round,  a  I-.!  mile  track,  ball  grounds  and  facilities  for  bathing  and 
1  paying  attraction  is  vaudeville,  which  must  be 
of  the  first  class,  however.  The  Mamnee  Chautauqua  Ass... 
meets  at  the  park  July   loth  to  August  10th  each  year. 


CLEVELAND,   ELYRIA  &  WESTERN   RY. 

my  owns    Furitas    Springs    Park,    10  miles   from    1 
land,  which  is  based  to  J.  E.  Gooding.     This  park  is  some  30  acres 
in  area  and  has  been  Operated  for  two  years,  the  amusements  com 
pri-ing  dancing,   in  bulb  hall  and  grove,  merry-go-rounds   for  chil- 
dren, etc.     Xo  liquor  is  permitted  on  the  grounds. 


ELG1X.    U'RORA  &  SOUTHERN  TRACTION  CO. 

This  companj    operates    River   View   Fark,  three  miles   south   of 

.  III.,  tin    hi  oi   the  company.     The  park  manage 

nienl    is    iii    charge    of    the    traction    company.      While    the   park    has 

ting,"   swings,   tennis   courts   and   boating   facilities. 

Mr.    F.    M     Zimmerman,   manager   of   the   company,  advises   us   that 

dancing  and  base  ball  are  the  arrusements  that  have  proved  to  be 

st  remunerative. 


FOND  Dl    LAC  SI  Kb  11   R  \ll.\\  \Y  &  UGH  1   CO. 

COmpan]    has   on  its  railway   line  Lake    Fark.    i1..   miles  from 

titer  of  Fond  du  Lac,  Wis.,  which  is  a  city  park  under  the 

city    park    board.       \t    the    park    various    attractions    are    provided, 
such  as  moving  pictures,  band  concerts,  "chutes,"  swimming  school, 

fireworks,  etc.    When  there  1-  something  special  offered  at  the  i«irk 
the  railway  company  furnishes  a  2j4-minut<  ice. 


MADISON  tl.XD .  1  LIGH  1   &  RAILWAY   1  1  1 

The   company   owns   and   operates    Beech    Grove    Fark.    two   miles 

1   tin    center  of   Madison,  which  is  under  the  management 

of    Mi     C    K.  Johnson.  Jr.       Ilni.    is   .1   theatet    -eating  300  pi 
and   there  .are  arrangements   for  base  ball,   bowling  and  dancing. 


SAGINAW  VALLEY  TRACTION  CO. 

lb.     1  omp.ni.v     owns    and    operate-    Riverside    Fark.    three    miles 
from    Saginaw.    Mich.,    which    is    managed    by    Mr.    John    E.    Mac 
Carthy.     At   the  park   is  a  theater   seating   1,300;    other  attractions 
are   roller   coaster,   boating,   shooting  gallery,   merry-go-round,   zoo. 
Swings       Vaudeville    is    pronounced    to    be    the    most    remunerative 

special  attraction. 

CAMDEN   INTERSTATE  RAILWAY   CO. 

This   company,   with    hcadqua  Huntington,   W.    Va..   oper- 

ates three  parks  which  are  under  the  management  of  the  superin- 
tendent of  the  company.  These  parks  are:  Clyffeside  Park,  half 
way  between  Ashland  and  Catlettsburg,  in  Boyd  County,  Ky. ; 
Camden  Fark.  four  miles  from  Huntington,  W.  Va. ;  Becchwood 
Park,  in  Minton,  O.  At  Clyffeside,  which  has  been  described  in 
previous  issues  of  the  "Review,"  is  a  theater  seating  2.000  persons. 
Stock  companies  arc  reported  to  be  the  most  remunerative  theat- 
rical attractions.  In  addition  to  the  theater  there  are  at  the  parks 
boats,  swings,  picnic  and  ball  grounds.  Afternoons  and  evenings 
orchestras   are   provided. 


TRI-CITY   RAILWAY   CO. 

The  parks  owned  and  operated  by  the  Tri  City  Ky..  of  Daven- 
port, la.,  and  Rock  Island  and  Moline,  III.,  are  described  elsewhere 
in  this  issue.  The  restaurant  and  amusement  privileges  al  Watch 
rower  Fark,  3  miles  south  of  Rock  Island,  are  leased  to  John  F. 
\i  wluiig.  and  those  at  Prospect  Fark.  3'  ..  miles  south  of  Molme. 
are  leased  to  C  S.  Brown.  The  attractions  comprise  band  con- 
certs, dancing,  balloon  ascensions,  moving  pictures  and  other  free 
-how  s. 


CINCINNATI    TRACTION   CO. 

Mini  direct  lines  of  cars  of  the  Cincinnati  Traction  Co.  reach 
the  Zoological  Garden  in  that  city,  which  is  practical!}  1  1  unrolled 
mpany.  The  garden,  by  way  of  additional  enter- 
tainment, has  exhibits  of  trained  animals,  firework-  displays,  and  a 
concert  season  from  June  1st  to  September  15th.  concerts  being 
vmii  afternoon  and  evening  The  garden  1-  three  miles  front  the 
centt  1   "f  the  city. 

Mr.  Walter  A.  Draper,  secretary  and  business  agent  of  the  Cin- 
cinnati Zoological  Co.,  writes  as  follows  in  regard  to  the  operation 
of  the  garden:  "The  Zoological  Garden  of  Cincinnati,  operated  by 
the  Cincinnati  Zoological  Co.,  which  is  in  turn  controlled  by  the 
Cincinnati    fraction  Co.,  was  founded  in   1S73  and  opened  to  the 

public  in  1875.    The  garden  has  always  been  c lucted  as  a  public 

institution,    some   oi    thi    city's   best   and    foremost    men    having   been 
and  still  being  on  the  board  of  directors.     Even  though  it  is  now 
practically  owned  by  the  Cincinnati  Traction  I  o,  it  i-  operati 
for  profit,  a   bj  law    of  the  company   providing  that   no  dividends 
can  be  declared   from  the  net  earnings  of  the  company,  but  that  all 


Dec.  20,  1902.] 


STREET  RAILWAY  REVIEW. 


881 


made   must   be   expended   in   improvements   and   additional 

animals.  The  garden  has  always  ranked  foremost  among  zoological 
gardens  of  this  country  and  Europe  and  has  a  reputation  abroad 
that  is  quite  enviable.  Since  the  present  owners  took  control  111  the 
early  part  of   1002  a   large  sum  of   money   has  been  expended   in 

-miction  of  new  buildings,  the  addition  of  thousands  1 
lar>'  worth  of  animals  and  the  beautifying  of  the  grounds.  The 
plans  are  now  ready  for  the  building  of  a  new  herbivora  to  co-t  be- 
tween $50,000  and  $75,000.  The  garden  has  an  area  of  45  acres  and 
in  addition  to  the  animal  buildings  and  enclosures  the  landscape 
gardening  and  botanical  displays  are  notable,  while  there  are  in  the 
garden  specimens  of  practically  every  tree  native  to  this  country  or 
foreign  that  will  grow  in  this  climate.  11ns  last  feature  is  an  addi- 
tional cause  for  the  visit  to  the  garden  every  spring  of  all  the  children 
of  the  public  schools  of  Cincinnati  for  the  purpose  of  studying  the 
animals,  flowers  and  tree-  The  price-  "i  admission  to  the  garden 
arc  25  cent-  for  adults  and  to  cents  for  children." 

The  other  officers  of  the  company  are:    W.   Kelsey  Schoeff,  presi- 
dent,  and   S.    A.    Stephan,   manager. 


PENNSYLVANIA  &   MAHONING   VALLEY   KV. 

The  Pennsylvania  &  Mahoning  Valley  Railway  Co.,  of  .New- 
castle. Pa.,  operates  Cascade  Park,  three  miles  from  New  Castle, 
which  is  managed  by  Mr.  Perry  Barge.  There  is  a  theater  of  2,000 
capacity  at  this  park,  and  the  company  reports  that  high-class  van 
deville  is  the  most  remunerative  of  the  theatrical  attraction-.  There 
are  also  toboggan  slides,  a  "laughing  gallery."  merry-go-round,  etc.. 
and  facilities  for  dancing,  boating  and  bathing.  This  park  was  de- 
scribed at  considerable  length  in  the  "Review"  for  December,  1897. 
page  815. 


HIGHLAND  GROVE  TRACTION   CO. 

This  company,  which  has  headquarters  at  McKeesport,  Pa.,  owns 
and  operates  Highland  Grove  I'ark,  three  miles  from  McKeesport. 
This  is  managed  by  Mr.  T,  11.  Bowman.  The  car  ride  to  the  park 
is  attractive,  as  the  road  leads  most  of  the  way  around  the  brow  of 
the  hill  overlooking  on  one  side  the  Monongahela  River  and  on 
the  other  the  beautiful  Crooked  Run  Valley.  Prom  Observatory 
Point  at  the  park  one  can  see  for  miles  in  all  directions,  tin  i.  . 
including  the  Monongahela  Valley  from  McKeesport  almost  to 
Pittsburg.  Homestead,  Braddock,  Duqucsnc  and  McKeesport  lie 
just  beneath.  Other  scenic  attractions  at  this  park  are  what  arc 
known  as  the  Diamond  Cavern-.  Old  Mine-.  Brown's  Peak  and  East 
Duqucsne  Canyon.  Among  the  improvements  are  dancing  pavilions 
and  refreshment  stands. 


NASHVILLE  (TENN.)   RAILWAY  CO. 

The  company  operates  Glendale  Park,  six  miles  from  Nashville, 
which  is  under  the  management  of  Mr.  Ycattnan  C.  Alley.  The 
company  ha-  built  a  casino  theater  -eating  700  persons  ami  finds 
vaudeville  and  opera  to  be  the  mod  remun  tractions. 


DAYTON  (O.)  &  XENIA  TRANSIT  CO. 

The  company  owns  and  operated  1. 11  i'ark.  which  1-  lo 

11  th<-  company'-  mt<  rurhan  line,  13  mi  let  from  Dayton  anil  5 

from  Xenia.  'I  hi-  park  1-  under  tin  manage! 1  "t  Mr  A   W. 

\nd<  rson,  luperintendi  popu 

lar  attt  ■  n    found   to  be   Sunday  afternoon  band   con 

and  dancing  on  1  i.ings  of  thl 

Boat  popular. 


I  LEVELAND  ELE<   1  RI(    RY. 

ric    Railwa  i'.    park    or    Othl  1 

■n.    liming  the  past   lummcr  th'   company  adverti  ed 
itributing  liberally  t"  tl 
of  Stun  in  them,  and  by  meant 

of  elotl  on  tin-  fronl  M 1    1 1   J.  1 r 

lary  01 
for  public  ichool  picnici  in  tin-  park,,  provided  tickel 

when   travel    was 

light    He  1  probably  10  1  n    more  than 

we  re<  ■  t ly  a«  a  result  of  it,  but   we  hoped   ' 


habit  "ii  the  part  of  tin  people  to  \i-it  the  city's  parks  and  boule- 
vards, and  to  induce  the  people  residing  on  our  line-  to  get  up  little 
family  picnics,  school  picnics,  society  picnics,  etc..  in  the  parks,  any 
of  which  could  be  reached  for  a  single  fare.  The  hauls  were  short, 
and  we  tried  to  direct  the  business  into  the  dull  hours,  and  to  do  it 
without  running  extra  car-" 

For  the  purpose  of  working  up  this  business,  the  company  em- 
ployed for  six  months,  from  May  i-t  to  November  i-t.  Mr.  J.  W. 
Butler,  who  has  tor  many  years  done  an  excursion  business  for  the 
-team  railroad-.     No  plan-  have  been  made  for  next  year. 


MARSHALLTOWN  LIGHT,  POWER  &  RAILWAY  CO. 

I  he  Marshalltown  Light,  Power  &  Railway  Co.,  operating  a 
jt^-mile  electric  system  at  Marshalltown,  la.,  a  city  of  12,000  in- 
habitants, 1-  making  preparation-  lo  equip  and  improve  a  summer 
outing  park  located  a  mile  cast  of  the  present  terminal  of  its  lines. 
The  tract  of  60  acres  i-  practically  an  island  in  the  river,  being 
connected  to  the  mainland  by  a  narrow  neck  which  will  be  exca- 
vated so  that  the  river  will  he  navigable  on  either  side  of  the  park. 
The  park  is  not  owned  by  the  -licit  railway  company,  hut  by  a 
corporation  of  citizens  who  have  entered  into  a  contract  with  the 
management  of  the  electric  road  by  which  llie  latter  will  extend 
u-  line  to  accommodate  park  traffic,  and  will  furnish  attractions 
such  as  concert-,  vaudeville  shows,  etc.,  in  the  pavilion  which  it 
is  proposed  to  erect  on  the  park  site.  Communications  will  I"  made 
between  the  main  land  and  the  park  by  electric  boats;  bathing  will 
be  one  of  the  principal  attraction-,  the  island  being  surrounded  by 
-helving,  sandy  beaches,  and  it  is  also  proposed  to  lay  out  ball 
grounds  on  the  island,  which  during  the  season  should  attract 
many  people  to  the  game-.  The  company  ha-  practically  com 
pleted  a  mile  of  new  track  connecting  its  Imc-  wuh  the  island. 

\i  pr<  .in  the  streel  railway  lines  in  Marshalltown  arc  laid 
with  40-lb.  T-rail,  but  it  is  expected  to  double  track  a  pail  of  the 
line   ill  the   Spring   and   to   lay  ''U  II.     I    rail    for  a   distance  of   several 

city   blocks.     The   company   will   also   purchase   several   additional 
cars,      It    now    operates    eight    car-. 

The  company  operates  a  90-kw.  generator  which  has  inn  daily 
with  the  except ngle  day  for  the  la  1   10  years, 


URBANA  &  CHAMPAIGN   (ILL.)   RAILWAY,  GAS  .V 
ELECTRIC  CO. 

I  In-  company  operate-  West  End  Park,  located  about  a  mile  from 
ill.  inter  of  Champaign,  at  which  is  a  theater  with  capacity  for 
1,000  persons.      The   park    manager,    Mr.    II.    J.    Pepper,    states    that 

comedy  and  vaudeville  havi    proved  to  be  the  most  remunerative 
entertainments, 


DAYTON   ni.i.  SPRINGFIELD  &   URBANA   ELECTRIC  RY. 

lb.  company  own-  and  operates   fecumseh  Park,  which  1-  located 
1 -■  null      ii"in    Springfield  and    15   mill      El Dayton,     The  park   is 

iui'1'1  the  managemenl  of  Mr.  R.  Emery,  general  manager,  and 
Mr  R.  K  Howard,  general  superintendent,  of  the  railwa)  company. 
Mm    .in  thai   have  proved  most   popular  and  remunerative 

ire  dam  1  ball,  boating  and  bathing. 


oil  I  \l\\  A    I  RAC1  ION  &  I. Kill  I  INC  CO. 

Mr.  J,   l\  Springfield,  general  manager  of  the  Ottumwa    ["racl 

X-  Lighting  1  ",  "i   Ottumwa,   I.e.  who     1,1    date  of  Decembet 

nth  thai  tin-  compan)  ha    1 le    1 improvements  in  the  line  oi 

a  pail,  and  ii"i"    to  havi  one  in  operation  next  sea  ion.    No  d 

ha-  yet  been  111.0!'   ..    to  thi   attraction    that  will  !»■  provided 


WHE1         G  (W    \  \  1    1  R  \i   1  KiN  CO. 

In  n  I'  inquiry,    Mr.  I       I       FIj ""    gl  •"  '  9.]   1n.n1.11:'  1    "I    thl 

Wheeling  follows: 

"We  have  no  p|<  tnd  tl U  thing  that 

we  have   in   tht    way  of  an  attraction   ia  ii"    Mound  .ill.'   Camp 
Ground,  which  ii  I ted  on  the  Mound  .ill'  division  oi  the  Wheel 

1I.011I    a    mil'     Mid   .1    ball    to. in    Mounds 
-.ill.    and   about    On   niib      loan   thl    ''ill'  i    "i    Wheeling,       I  he  camp 

ground   ii  the  property  of  thi  ille  Camp  Ground  Co.,  which 


STREET    RAILWAY    REVIEW. 


[Vol.  XII,  No.  12. 


puliation,  and  during  tin-  lummer  months  revival 

In  Id,  .11  which  attendance,     1  he 

building  in  which  the  n  e  held. 

number  of  cottage*  which  are  used  by  the  member* 

of  their  company  and  others  during  the  months  thi  re  held. 

We  make  a  reduction  of  1  n  Wheeling,  Benwood,   Mc- 

nfoundsville,  the  camp  grounds  being  located  b 

wns. 

"The  different  railway  comp  I  d  with 

in  the  past  have  eithei  lerated  pleasure   resorts  to  .1 

stent.   M>  >  i'n  that  it  does  not  pay 

pleasure  resorts,  as  it  takes  all  or  more 

than  the  income  derived  from  it  t"  pay  operating  expenses  of  the 

and  all  there  is  left  i-  the  profit  from  transportation  of  pel 

vi niN  to  .mil  from  tlic  resorts.    The  two  resorts  owned  by  the  railway 

company  with  which   l   was   last   connected  gave  us  considerable 

trouble;    I    found   it   better  to   lease   the   pleasure    resort   property    lo 
some  outsider  for  a  nominal  amount,  and  let  him  reap  wl 
benefits  he  could,  and  in  that  way  we  were  rid  of  the  annoyance, 
disappointments   and    expense  of   that   work,  while   we   still   r. 
the  profits  accruing  from  transportation. 

"In  my  opinion  a  park  is  a  good  tiling  for  street  railway   

to  let  alone  as  far  .1-  the  operation  goes,  but  I  think  it  is  a 
good  plan  for  a  railway  company  to  own  property  somewhere  along 
its  lines  and  place  a  few  buildings  on  it.  such  as  a  dancing  pavilion, 
ice-cream  pavilion,  restaurant  and  possibly  tennis  courts  and  base- 
ball grounds,  if  the  property  is  large  enough.  A  merry-go-round  I 
consider  the  best  attraction,  but  these  can  lie  obtained  at  any  time 
from  people  who  own  them  and  want  to  place  them  on  the  grounds 
on  a  percentage  basis." 


I  HE  SI   \KK    II  Ml  RIC  R  Ml. WAY  CO. 

■stark  Electric  Ry..  with  headquarters  at  Alliance  O.,  has  just 
begun  operation  and  is  planning  to  open  next  season  a  park  j 
f  Alliance. 

«  ■  » 

PARADE  OF  ROLLING    STOCK  AT  EVANS- 
VILLE,  IND. 


The  Evansville  (Ind. )  Electric  Railway  Co.  celebrated  Thanks 
giving  Day  by  a  street  parade  of  its  rolling  stock,  making  a  display 
of  the  various  types  of  cars,  ancient  and  modern,  which  the  com- 
pany has  used  at  different  periods.  1  lie  object  of  the  parade  was 
two-fold,  first  to  give  the  public  a  forcible  demonstration  of  the 
improvements  that  have  been  effected  since  (892  when  the  road  was 
Ited  by  mules,  and  second,  to  increase  the  revenue. 
The  cars  appeared  in  the  following  order:  Closed  car  drawn  by 
a  single  mule,  5-bench  open  car  drawn  by  a  single  mule,  5-bench 
Open  car  with  team  of  two  mules,  7-hcnch  open  electric  car,  single- 
truck  closed  car,  open  and  closed  cars  of  later  equipment,  12-bench 
double-truck  open  car,  double-truck  closed  car  with  vestibules. 

parade  was  a  success  in  every  way.  and  Mr.  II.  D.  Moran, 
vice-president  and  general  manager  of  the  company,  writes  ns  that 
in   addition  lor   the   day   about   $200   the 

moral  effect   was  good,   giving  the  public  an  excellent  idea  of  the 
•  ■incuts   made   recently   and   augmenting   the  general   friendly 
1  in  which  the  company  is  held. 
1  he  parade  was  freely  advertised  for  several  days  before  Thanks- 
giving, only  one  street,  for  a  length  of  a  few  blocks,  being  indicated, 
and  despite  the   very   inclement    weather  at   least  5,000  persons  con- 
gregated  to   witness  the  display.      When   the   company   receives   the 
k   now    ordered,   it    will   probably   introduce  the  ad 
nal  equipment  to  the  public  in  another  parade. 


INDIANAPOLIS  TRACTION  &  TERMINAL  CO. 


It  is  considered  certain  that  on  December  29th  the  Indianapolis 
in  &  Terminal  Co.  and  the  Indianapolis  Railway  Co.  will 
act  favorably  upon  the  proposition  made  by  the  former  company  to 
y  of  the  latter  for  a  term  of  30  years.  The  agree- 
ment is  as  follows:  "When  the  agreement  is  signed  a  dividend  of 
1  per  cent,  will  be  paid,  and  after  July  1,  1903,  the  yearly  rental 
will  be  3,  4,  s  and  6  per  cent,  for  four  years  respectively  and  6  per 


cent  thereafter.  The  stockholders  will  receive  a  bonus  of  $1,500,000 
ch  of  the  new  corporation  The  new  company  will  have  an 
of  $5,000,000  stock  and  $5,000,000  bonds." 

11111.1l   Company   has  purchased  a  site  at  the 

tiorthv.  of    Market    and    Illinois    Sts.    (which    is   midway 

n  Monument  Place  and  the  state  capitol,  and  only  one  square 

and  will  expend  $1,000,000  in  erecting  a  building  which 
will  be  used  as  a  union  n   the  numerous  electric  intcrurban 

railway-  entiling  the  city,  with  waiting  rooms  and  freight  depot  and 
ilwaj   companies  and  others  interested  in  the  rail- 
railway   supply  business.     The  office  building  is  to  be  from 
0   in    1  in   height.     Adjoining  the   station   will   be   storage 

yards    for  cars. 


DENVER  CONTEMPT  CASE. 


The    conflict    between    the    executive    and    legislative    and    judicial 
authorities   in   Denver   has  assumed   a   serious   aspect    for  the   rcp- 
Itives  of  the  first  named  branches  of  the  local  government. 

November  14th  last  the  district  court  issued  an  injunction  to  re- 
strain the  city  council  and  mayor  of   Denver   from  passing  or  ap- 
proving   .1    Street   railway   franchise  ordinance  then   pending   "unless 
dified   in  cefl  nlars   fully  set  out   in  the  re- 

straining order  of  the  court." 

On  November  15th  the  board  of  aldermen  passed  the  ordinance, 
which  was  later  approved  by  the  mayor.  November  18th  the  eleven 
aldermen  voting  in  favor  of  the  ordinance,  and  on  November  201I1 
the  mayor  also,  were  cited  for  contempt  of  court.  I'.y  agrei 
the  only  answer  made  was  to  allege  the  want  of  jurisdiction  of  the 
court,  and  on  December  6th  the  twelve  defendants  were  sentenced 
to  four  months'  imprisonment.  A  stay  of  ten  days  was  granted  to 
permit  application  to  be  made  for  a  writ  of  supersedeas. 

Ibis  action  of  the  court  is  believed  to  be  contrary  to  all  prece- 
dents,  which  are  to  the  effect  that  the  judiciary  in  this  country  may 
ercise  control  over  legislative  bodies. 


OSKALOOSA  ,  IA.i  TRACTION  &  LIGHT  CO. 


The  Interurban  Construction  Co.,  Ottumwa,  la.,  is  engaged  in 
building  the  electric  road  and  power  plant  of  the  Oskaloosa  Traction 
&  Light  Co..  which  has  acquired  the  chief  interests  in  the  Oskaloosa 
Light,  Heat  &  Power  Co.  The  officers  of  the  new  company  have  not 
11  elected,  but  it  is  understood  that  the  officers  of  the  Inter- 
urban  Construction  Co.  are  principally  interested.  Since  October 
15th  4'4  miles  of  track  have  been  completed  and  engines  and  ell 
machinery  are  now  being  installed.  Boilers  have  been  installed  and 
the  city  wired  for  electric  lights.  The  alternating  system  will  be 
used.  A  heating  plant  is  also  being  installed.  It  is  expected  that  a 
part  of  the  system  will  be  in  operation  by  January  1st  The  offi- 
cers of  the  construction  company  are:  Harry  E.  O'Neill,  Omaha, 
president;  Samuel  Mahon,  Ottumwa,  vice-president;  Calvin  Man- 
ning, Ottumwa,  treasurer;  J.  B.  Sax,  Ottumwa,  Sumner  Wallace, 
Rochester,  N.  H.,  Gurdon  W.  Wattles,  Omaha,  directors.  John  F. 
Springfield,  secretary  and  general  manager,  Ottumwa,  la. 

*  »» 

MANHATTAN  ELEVATED   LEASED. 


It  was  announced  November  26th  that  the  Manhattan  Railway- 
Co.,  of  New  York  City,  had  arranged  to  lease  its  property  to  the 
Interhorough  Rapid  ["ransil  Co..,  which  is  to  operate  the  subway 
now  being  built.  The  lease  1-  for  099  years  beginning  April  I, 
1903.  The  rental  from  April  1,  1903,  to  Jan.  1,  1906,  will  be  the 
net  earnings  of  the  Manhattan  company,  not  exceeding,  however. 
7  per  cent  After  the  latter  date  the  rental  will  be  7  per  cent  per 
annum  on  the  stock  of  the  Manhattan  Railway  Co.,  guaranteed  by 
the  Interborougb  Rapid  Transit  Co.  The  Manhattan  company  will 
tock  at  once  from  $48,200,000  to  $55,200,000  for  the  com- 
pletion nt  improvements  The  ultimate  increase  will  be  to  $60,000,- 
000.  The  Interborougb  company  will  pay  $10,000  per  annum  to  keep 
up  the  organization  of  the  Manhattan  company  in  addition  to  the 
dividend  paid  to  the  stockholders. 


The  Cincinnati,  Mil  ford  &  Loveland  Traction  Co.  has  purchased 
the  Cincinnati.  Milford  &  Goshen  Traction  Co.  The  stock  of  the 
latter  road  will  be  retired. 


Dec.  20,  1902.] 


STREET  RAILWAY  REVIEW. 

New  Shops  for  the  Chicago  City  Ry. 


883 


In  the  "Review"  for  April,  1902,  page  207,  was  published  an  il- 
lustrated description  of  the  car  house  built  by  the  Chicago  City 
Railway  Co.  at  77th  St.  and  Wentwortfa  Ave.  Adjacent  to  this 
car  house  there  have  been  erected  extensive  shops  to  which  has 
been  transferred  the  equipment  formerly  at  the  J  1st  St.  shops  of  the 
company. 

When  fully  equipped  this  plant   will   constitute  one  of  the   finest 

Street    railway    shops   in   the   country.      We    are    indebted   to   Capt. 

McCulloch,  general   manager,  and   Mr.   Richard   McCulloch, 

assistant  general  manager,  for  data  and  the  accompanying  drawings. 

The  plant  is  in  charge  of  Mr    M    O'Brien,  master  mechanic,  who. 


being  enameled  brick  of  dark  color.  The  rooms  are  about  40  ft. 
high,  well  lighted  and  ventilated  and  very  attractive  in  appearance. 
">rs  of  both  rooms  are  on  the  same  level  and  are  of  cement. 
I  lie  roof  is  of  terra  colta  tile  and  is  supported  by  steel  trusses.  The 
chimney,  built  by  the  . \lphons  Custodis  Chimney  Construction 
Co.,  of  Chicago,  is  150  ft.  high  and  has  an  S-1't.  Hue.  The  brick  used 
in  the  construction  are  curved  to  a  radius  from  the  center  of  the 
chimney,  the  radii  changing  at  each  10  ft.  in  height. 

Power  is  generated  for  operating  the  shops  only,  but  by  suitable 

ncv    switches   may   be   turned   onto   the   car   lines,   or,   power 

from  the  lines  may  be  used  for  operating  the  shops.     The  equipment 


VIEW  GO  t  ITY   RAILWAY  Midi's. 


with   Mr.  II.  B.  Fleming,  was  responsible  for  many  of  the  features 
in  the  arrangement  of  the  tools  and  power  transmission  system. 

The  general  view  shown  herewith  is  of  the  southwest  corner  of 
the  shops  at  78th  St.  and  Vincenncs  Road.  The  shops  extend  east 
to  Wentworth  Ave.,  and  along  Wentworth  Ave.  to  77th  St.,  occu- 
pying the  whole  block  excepting  a  space  at  the  northwest  corner 
which  is  reserved  for  an  additional  car  house. 

The  buildings  are  all  substantially  constructed  of  red  brick  with 
structural  work  of  steel  and  timber,  and  are  of  the  mi 
modern  style;  they  are  of  pleasing  appearance  and   well   adapted  to 
the   purposes   for   which   they   were   built.     The   plan   of   thi 
shows  the  general  arrangement  of  the  shop  buildings  and  their  rcla- 


of  the  steam  plant  includes  the  latest  improvements  and  secures 
utmost  economy  of  operation.  There  arc  three  Habcock  &  Wilcox 
water-tube  I  h  having  144  4-in.  tubes  18  ft.  long  and  two 

4^-in.  drums  20  ft.  4  in.  long,  built  to  carry  i(So-lb.  pressure  and 
rated  at   300  h.   p.      ["hese  are   equipped    with    Babcock  &   Wilcox 

in atic   stokers.     The  coal   used   is   run   of   mine  and   is   received 

from  cars  into  a  storage  cellar  beneath  the  power  house,  from 
1  "  il  i  carried  by  a  conveyor  made  by  the  Link-Belt  Machinery 
Co.,  of  Chicago,  into  three  large  bins  having  a  total  capacity  of  140 
tons  located  near  the  top  of  the  boiler  room.  Il  is  then  delivered  to 
the  stokers  through  chutes  as  shown  In  the  sectional  view  herewith, 
Adjacent   to  the  coal  bins  is  a  large  -.havings  bin.  which  receives,  the 


orf.-cr  1     - 


- 


ir 


1* 


iir-Hii 


Batten* 


3 MOP 


Sf/LL 

; 

sz:o'*£asLG' 

j 
i 

•A  ■-' 


V 


-  M.    I'l.AN    (IK   I    IK    Hill   si.   AMI  sllnl's. 


rounding  lin- 
ear houv 

POWER  HOI 

The   power   honte,   a   longitudinal    lection   of   which    is    shown    in 

1  the  plant 

100  ft.  long.     1  he 

building  i»  a  fireproof  d  brick  and  d  by  •> 

wall  ii  ■  1   walls 

arc  finished  in  prosed  es  to  a  In 


ihavinga  from  the  wood    bop  through  a  join,  galvanized  iron  pipe. 

1  to  remi  tea  I he  .1  h  pil  to 

rack,   1  o.m   h in-  li  it  ia  loaded  inl 

1 

Watei  i      upplied  thi   boilei     from  the  city  maim  bj  meana  of  a 

piping   is  well   de  igni  d 

and  ii  will  I-  11  tl of  the  pi >wi  1  hou  1  thai 

0  .1  long  radii,     Eai  Ii  brani  h  It  iding  to  the 

ith  a  "Direct"    1 01 

if  two  300-h.  p, 
Ideal  ei  !      1 d  S01  ii  Id,   III.,  and 


SS4 


STREET    RAILWAY    REVIEW. 


XII.  No.  12. 


i    p   in.  under  .1  iteam  pn  120  lb. 

multipblai 
■    1  ■  1.  jty.      I  he  engine 
r  heating  feed  water,  or  supplying  heal  to 
lischarged  into  the  atmospl 


main  entrance  1-  on  \  •  the  matter 

ic  and  clerks  are  in  the  northwi  1  thia  building  on 

the  k' id  floor,     rhi 

Both  floors  of  ilii-  shop  arc   of  heav)  tongue  and  gi 
yellow  pine  spiked  to  beveled  floor  -i  r ij.-.  imbedded  in  six  inches 
of  1  indi  of  -ill 


s  »• 


LONGITUDINAL  SECTION  THROUGH  POWER  BOUSE. 


switchboard,  which  is  of  slate,  is  of  neat  design,  occupying 

one  end  of  the  generating  room.     The  voltmetei     are 1 

swinging   brackets.      The   three    panels   arc    supplied    with    tlic   usual 

,  circuit-breakers,  switches,  and  other  apparatus  for  the  com 

"irnl  of  the  current.       [Tie    feeder  panel   contains    12   double 

ipere  switches,     ["he  feeders,  which  are  all  duplex,  rub- 


thc  other  shops  and  ear  houses  arc  of  the  Kinnear  rolling  type,  fur- 
nished by  the  Kinnear  Manufacturing  Co.,  of  Columbus,  O. 

One  of  the  illustration-  shows  a  cross  section  through  the  cast 
end  of  the  shop.  The  roof  trusses  and  supporting  columns  are  all 
of  structural  steel.  The  second  floor  is  principally  of  1  beams  and 
concrete,   upon   which   the   flooring   of  yellow    pine   is   laid.      This 


VIEW  IN   i'.K'  \ss  FOUNDRY. 

iper,  and  encased  in  lead,  run  through  under  g 
buildings. 

HINE    \XD   REPAIR    S 

The  imposing  structure  in  the  foreground  of  the  general  view  of 
Ws  is  the  machine  and  repair  shop.  The  building  is  a  two- 
tructure  having  a  ground  area  238  ft.  5  in.  by  202  ft.     The 


WOOD-WORKING   DEPARTMENT  . 

floor  1-  designed  to  supp  d  of  250  lb.  per  sq.  ft.     The  shop 

consists  of  ti\r  bays  running  lengthwise  of  the  structure,  each  40 
ft.  in  width,  the  center  hay  being  open  through  the  second  floor 
and  providing  for  the  use  of  the  5  ton  electric  traveling  crane  in- 
stalled by  the  Whitney  Foundry  Equipment  Co..  of  Chicago.  The 
roof  over  this  hay  is  of  the  monitor  type  and  is  covered  with  heavy 
wire  glass.     The  roof  over  the  side  bays  consists  of  2  x  6-in.  tongue 


1902.] 


STREET  RAILWAY  REVIEW. 


885 


and  grooved  flooring  overlaid  with  rive  layers  of  "Cincinnati 
felt,  having  ioo  lb.  of  cement  to  100  so.  it.,  and  a  cap  sheet  covered 
with  tar  and   gravel.     The   coping   is   of   vitrified   tiles.     There   are 
numerous  skylights,  which,  together  with  the  large  window   space, 
make  it  a  remarkably  well-lighted  shop. 

Suspended  from  the  second  Boor  on  each  side  of  the  shop  is  a 
cement  sub-floor  about  to  ft.  wide  and  55  ft.  long  surrounded  bj  an 
iron  railing.  1  these  is  located  .1  row  of  water  closi 


needed.  An  axle  tack  worthy  of  note  is  constructed  of  a  framework 
of  wood,  having  iron  rods  across  for  the  support  of  the  rows  of 
axles  \  single  rack  contains  ,-,50  axles,  any  one  of  which  may  he 
removed  without  disturbing  the  others. 

On  the  second  floor  arc  located  the  tin  shop  and  the  armature 
department,  both  of  which  are  fully  equipped  with  the  usual  appli- 
ances necessary  for  the  expeditious  handling  of  these  lines  of  work. 
There  is  also  a  largi    fireproof  vault  for  the  safe  keeping  of  inflam- 


INTERIOR  OF  PAINT  SHOP. 

on  the  other  a  row  ,.|  enameled  iron  wash  stands  supplied  with  hot 
and  cold  water  for  the  u-e  of  the  men.  The  entrance  is  by  the 
main  stairways  at  the  side  of  the  building  or  by  the  winding  stairs 
shown   in  the   sectional   view.      This  arrangement    is   unique. 

On  the  ground  floor  is  located  the  hulk  of  the  machinery,  includ- 
ing axle  lathes,  boring  mills,  wheel  press,  etc.  In  addition  to  the 
equipment  transferred  from  the  20th  St.  shops  th,-  following  new 
machines  have  been  added:  One  26  \  48-in.  m  ft.  McCabe  double 
lathe;  one  22-in.  x  '1  ft.  l-'lather  lathe;  one  36-in.  Bennett  &  Miles 
%ertical  boring  null:  one  .f>  x  36-in.  x  to  ft.  Gray  planer;  one  i<>  in. 
W  E.  Gang  radial  drill.  These  machines  are  driven  by  counter 
from  three  line  shafts,  winch  are  driven  by  indepen- 
,-neral    Electric    motoi  near   the   ceiling   of   the    first 

tloor. 

The  tool  room,   where  all   small  tools  are  kept   in  repair  and  dealt 
located  near  the  center  of  the  shop.     A  new    14  in  x  -i  ft. 


i:a  v  in  MAI  hint.  SHOP. 

mable  materials.  Two  of  the  large  heating  units  to  be  mentioned 
later  are  installed  on  this  door. 

BLACKSMITH   AND  FROG  SHOPS. 

Vcross  -i  zo-fool  alley  from  the  machine  shop  is  a  large  building 

including  the  blacksmith  and  frog  shops  and  the  brass  foundry.     \.r\ 

1      .  ,    thi    general  structure  may  be  obtained   from  the   sectional 

vjew.      iin    rooi  trusses  and  other  structural  work  are  of  southern 

yellow  pine.     The  floors  are  of  cinder.     The  roof  covering  is  the 

1    that  of  the  machine  shop.    The  blacksmith  and  frog  shops 

have  three  hays  each;    those  of  One     hop  being  at  right  angles  to  the 

othei       I  In-  f  the  center  hays  is  oi  monitor  construction  and 

red  with  wire  glass.    The  wesl  end  of  the  blacksmith  shop  is 

given  up  i"  iron  stock  and  coal.  Corveniently  located  are  eight 
Buffalo  down-drafl  forges,  a  large  combined  shears  and  punch,  a 
500-lh.  steam  hammer,  a  small  helve  hammer;  in  addition  to  these 


,1 .,    1  [ON    1  1  ( w  <  1 1  < .  1 1  M  ll  BINE  SHOP 


the  former  equipi I 

1.     111   opt  1 

i  with  threi 

the    shop    •  in    making 

.1  thi  •    pil     1      hown  hen 

with      A  pn  "" '"  "f  ''" 

m  foi  the  handling  oi 

they  will  be 


Bi  nnetl  &  Mill      team  h mi  r;  a  t54-in    \m\  boll 

.,  \\  illiam    &  W  inn   puw  h 
hroal     and   an  8a  lb    Bradli  1    hi  I  1    hai ■>.  all 

III     idled 

."Mil.  .1    hi ...     and  puni  h,  a  1  old 

......      .,,,'.,.         6         1.1.         [7  ft.  I  iraj    planer. 

BRA!  '    (DRY. 

1  h,    .  idry,  win.  h  1    loi  ati  d  in  oni    angli    ol  the  black- 

Ulllh  and  1. .  1  """'' !   ' 


STREET  RAILWAY  REVIEW. 


[Vol.  XII,  No.  12. 


■    <    .4   the   production  of  a   large  amount   of 
Bi  tides  the  t-iniit  i 
furnaci  <  a  new  Stliu.ni/  metal  melting  and  re- 

fining furnace   supplied  by  the  Haw  ley  Down  Draft  Furnace  Co.,  of 
Chicago.  This  fun.  ■  n  in  an  accompanying  illustration   Heal 

is  supplied  by  ih.  I  and  ■  blast  of  air.    It  i-  found  to  be 

leal  and  efficient  in  its  operation      There  is  also  a  large 
Of   which   a   large  amount    i 

At  I:  hi    blacksmith  shop  and  under   the  same  roof 

op  4,i  ft  .1  in.  by  02  ft.,  which  is  used  exclusively  for  making 

to  wreck   wagons  and  other  horse  vehicles  used  by  the  com- 

S  IAI.LE. 

In  the  rear  of  the  power  house  already  described  is  the  stable 
and  wagon  room.  This  is  31  ft.  by  100  ft.  and  is  divided  into  three 
rooms.  At  the  east  end  is  the  wreck  wagon  room,  which  has  pro- 
vision for  two  wagons  and  the  necessary  horses  which  are  in  readi- 
all  times.  The  room  at  the  west  end  is  for  all  other  vehicles. 
The  center  room  is  the  stable,  having  12  stalls,  each  supplied  with 
a  window  and  otherwise  of  modern  style.  There  is  a  second  story 
over  the  stable,  where  hay  and  feed  may  be  stored  in  large  quanti- 
ties. 

WOOD  AND  PATTERN  SHOPS. 

At  the  southeastern  corner  of  the  works  is  located  the  wood  and 
pattern  shop.     The  building  has  a  ground  plan  of  273  ft.  6  in.  by  92 


length  to  the  cast  is  reserved  for  the  carpenter  shop;  the  remainder 
is  the  paint  shop.      I!  \   tracks,   14   ft    between  centers, 

extending  the  entire  length  of  the  (hop.  The  floors  arc  of  cement 
and  arc  slightly  raised  between  the  tracks  to  drain  off  water  used 
in  washing  the  cars.  The  west  end  of  the  paint  shop  for  a  length 
of  50  ft.   is  made  two  stories  high,   providing   two  fireproof  rooms 


j:s  re w/<»v 


so 


3-0- 


-2:Oi- 
-1  1   riOH    C UK'.  1  1. 11   MACHINE  SHOP  PIT  ROOM. 

one  for  varnish  and  oils,  the  other  for  stock.     The  building 
is  high  and  especially  well  lighted. 

CAR  HOUSES. 

North  of  the  paint  shop  and  only  indicated  on  the  general  plan 
is  the  car  house,  which  is  353  ft.  4  in.  long  and  348  ft.  8  in.  wide 
and  extends  along  Wentworth  Ave  to  771I1  St.,  covering  the  entire 
northeast  corner  of  the  lot. 


SECTION  THROUGH  BLACKSMITH  Mini-  AND  BRASS  KOfXDRV. 


ft.  and  is  one  story  high.  The  general  plan  of  construction  is  simi- 
lar to  that  of  the  blacksmith  shop  already  described,  the  floor  being 
of  yellow  pine.  The  general  details  of  this  shop  are  much  the  same 
as  prevail  in  the  shops  of  other  large  systems.  A  full  complement 
of  band  and  circular  saws,  planes,  lathes  and  other  woodworking 
machinery  is  in  operation.  The  power  is  furnished  by  two  motors 
driving  main  shafts  from  which  the  counter-shafts  of  the  several 
machines  are  driven.     An  illustration  of  one  corner  of  this  shop  is 


2'XP.r/oor 


ION  THROUGH  SE<  OND  FLOOR  MACHINE  SHOP. 

here  shown.     A  special  feature  is  the  fireproof  vault  32  ft.  by  48  ft. 
for  storing  patterns. 

CARPENTER  AND   PAINT   SHOPS. 

Situated  north  of  and  parallel  with  the  wood  shop  is  the  building 
comprising  the  carpenter  and  paint  shops.  The  accompanying 
illustration  of  the  interior  of  this  building  will  give  an  idea  of  its 
construction,  which  follows  the  general  lines  of  the  other  buildings. 
The  ground  plan  is  92  ft.  by  353  ft.  4  in.,  of  which   192  ft.  of  the 


A  structure  of  larger  capacity  is  in  contemplation  for  the  north- 
west corner  of  the  lot.  The  entrance  to  this  will  be  on  Vincennes 
Road  and  the  tracks  will  extend  through  from  the  present  structure. 

The  present  building,  which  was  described  in  greater  detail  in  the 
"Review"  for  April,  1901,  page  207,  is  divided  into  six  bays,  having 
five  tracks  in  each,  spaced  11  ft.  between  centers.  The  house  has  a 
capacity  of  204  of  the  large  double-truck  cars  used  on  the  Went- 
worth Ave.  line,  or  of  384  of  the  smaller  single-truck  cars.  The  roof 
is  of  tile  supported  by  steel  framework,  glass  tiles  being  used  for 
lighting.  The  doors,  which  arc  of  the  Kinnear  rolling  type,  are  27 
ft.  5  in.  wide  at  the  front  entrance,  requiring  two  for  each  bay;  one 
10-ft.  door  is  used  for  each  track  at  the  rear  of  the  building.  The 
floors  are  of  concrete.  In  the  pit  construction  the  track  rails,  which 
arc  of  loo-lh.  T-section,  are  supported  on  cast-iron  columns  spaced 
6  ft.  apart  longitudinally. 

There  arc  seven  units  throughout  the  plant  for  heating  and 
tilating,  installed  by  the  Buffalo  Forge  Co.  Four  of  these  have  li- 
ft, fans  and  three  have  9-ft.  All  are  operated  by  motors.  About 
50,000  ft.  of  t-in.  pipe  is  used  in  the  coils.  Three  units  are  supplied 
with  exhaust  steam  from  the  power  house,  the  remainder  using 
high-pressure  steam  delivered  through  a  reducing  valve. 

Protection  against  fire  is  afforded  by  three  fire  plugs  on  77th  St., 
four  on  78th  St.,  and  one  at  the  power  house,  tapped  into  6-in. 
pipes  leading  to  an  8-in.  city  main  on  Stewart  Ave.  one  block  west 
of  Vincennes  Road.  There  is  also  a  system  of  one-inch  pipes  with 
reel  and  hose  attachments  throughout  the  shops. 


Dec.  20,  1902.] 


STREET    RAILWAY    REVIEW. 


887 


B.   E.   SUNNY. 


Prominent  among  the  men  identified  with  the  practical  and  com- 
mercial development  of  electricity  to  whom  we  are  indebted  for 
the  present  commanding  position  of  America  in  this  industry,  is  Mr, 
B.  E.  Sunny,  of  Chicago,  western  manager  of  the  General  Electric 
Co.,  whose  connection  with  the  electric  field  began  at  a  time  when 
it  included  little  besides  telegraphy. 

Mr.  Sunny  was  born  in  Brooklyn.  X  V..  in  1856,  and  commenced 
his  business  career  as  a  telegraph  operator  for  the  Atlantic  &  Pa- 
cific Telegraph  Co.  in  New  York  City  where  he  was  located  from 
1875.  In  the  latter  year  he  came  to  Chicago  in  the  service 
of  the  same  company  and  was  made  successively  night  manager  and 
manager  of  the  Chicago  office  until  the  Atlantic  &  Pacific  company 
was  merged  by  the  Western  Union.  In  1878  Mr.  Sunny  was  ap- 
pointed superintendent  of  the  Bell  Telephone  Co.  in  Chicago,  and 
in  1882  was  made  superintendent  of  the  Chicago  Telephone  Co. 
which  was  a  consolidation  of  the  Bell  company  and  the  American 
District  Telegraph  &  Telephone  systems.  He  remained  in  the  serv- 
ice of  the  Chicago  Telephone  Co.  until  1887  when  he  resigned  to  ac- 
cept the  presidency  of  the  Chicago  Arc  Light  &  Power  Co.  in 
which  position  he  remained  for  three  years  during  which  time  the 
business  attained  a   very   satisfactory   growth.     He  then  became  the 


1:.  K.  BUNNY. 

western  manager  of  the  Thomson-Houston  Electric  Co.  and  in 
1892,  on  the  consolidation  of  the  Thomson-Houston  Electric  Co. 
with  the  Edison  General  Electric  Co.  he  became  western  manager 
of  the  new  company — the  General  Electric  Co,  I  he  territory  under 
his  management  now  indudl  'ates,  from  Lake  Superior  to 

the  Gulf  of  Mexico,  and  from  Michigan  to  Montana. 

During  his  connection  with  tt  lephone  work  Mr.  Sunny  was  closely 

identified  with  the  solving  of  tin    problem   of  underground  wires 

for  telephone  instrumental   in  establishing 

underground  wiring  for  arc  lighting.     Mr    Sunny  was  a  direi 
tl,.'  World's  Columbian  Expo  ition  am  idem  of  thi 

pany  that    installed   the    Intramural    railway   at   thl 

was  tb'  railway   in   this  country,  and   it  >   sue 

ill.   elevated 

in  Chicago,  and  later  in   .\ 

Mr.  Sunny  has  been  prominent  in  political  refon 

1  he  city  of  Chicago      In    180J    he   was   vice  p  1    the   Union 

League  Club  and  he  is  now  president  of  th<-  Civic  Federation,  which 

organii  ing  hard  work  in  the  direction  of  procuring  much 

titutional  modification  by  the   nexi   General  Assembly. 

been  identified  with  the  m  in  behalf  of  dependent 

and  delinqui  nig  the  necessary  legis- 

lation  I  foi   Delinquent*.     He  was  also 

aiMioneri  appointed  by  Gov.  Yates  to  select  a  site 
for  the  home. 

In  1878  Mr.  Sunny  was  married  to  M       Ellen  C  Rhue,  of  B 
lyn ;  :  1  children,  16  and   Arthur,  aged  11 


A  CONVENIENT  PORTABLE  CRANE. 

The  accompanying  illustration  shows  a  special  form  of  hoist 
which  was  recently  described  in  the  Railway  Age,  and  which  is 
stated  to  have  been  found  of  much  assistance  in  loading  and  un- 
loading car  wheels  from  box  cars  and  in  handling  material  of  vari- 
ous kinds  in  railroad  shops.  The  essential  parts  of  this  device  are 
the  swing  crane  and  the  air  hoists,  and  the  method  of  attachment 
is  simple  and  strong  and  at  the  same  time  quick  of  application. 
The  upright  part  of  the  swing  cimic  is  set  in  a  socket  which  is 
fastened  on  the  door  post  at  the  bottom  and  rests  directly  on  the 
floor.  The  upper  end  of  this  piece  is  held  in  position  by  the  com- 
pression exerted   by   a   turn   buckle  on   a   rod   extending  across  the 


a//   , 


i-erfj 


-  30"-     -+j  ^ 


£x  feoff  ?<T 


PORTABLE  CRANE  FOR   RAILWA1    stint's. 

doorway  and  pressing  against  the  opposite  door  post.  The  frame 
is  made  of  extra  heavy  pipe  and  fittings  and  round  iron.  The  hoist 
is  made  telescopic,  by  means  of  which  nearly  double  the  stroke  of 
a  single  length  hoist  is  secured.  The  view  herewith  gives  the 
general  dimensions  of  the  device.  A  special  hook  is  mad.  for 
picking  up  wheels,  the  application  of  which  is  apparent  from  an  in- 
spection of  the  drawings. 

*--* 

MUNICIPAL  OWNERSHIP   DEFEATED. 


],,     pecial  election  held  in  San  Francisco  on  1  December  2d,  which 

was  announced  -.'  770  of  the  Octobei  "Review,"  resulted  in  the 

,1   the  movement   toward    tin    municipal  ownership  ol   the 

Geary  Street   Railroad  by  its  acquirement  al   the  expirati f  its 

franchise  which  expires  on  Novembei  1 ["hi   1 ion  was 

m   bonds  to  thi    1 nil  of  $7<k),<xk)  for  ill.   i-iii  1 1  bettet 

equipm  11  rati f  the  road      1  hi    i/oti    ■  ■    15,1*0  foi  thi 

Hon  and  11,334  against  it,    A  two-thirda  cote  ws    nece  sarj 
adoption, 


ii  1    reported  thai  the  interurban  road    running  out  of  Columbus, 

o.,  in  wlncb  Mr    \    1      tppleyard  1    interi   ted,  havi    1 based  .1 

i;,,i/.  prop*  rl  ind  Broad  St      for  thi  purpo  ic  of  1  recting  a 

nrw  freight  station. 


S 1  K  E  E  I    K  A I LWA  Y  R  EV I EW. 


XII,  No.  12. 


FRKiGHT   AND  EXPRESS. 


■  i  %    \i  roN  D.   w  \M> 


«  i>    Muu. 

(tending  to  include  interstate  as 
interurbar  ■  Boston,  Mass .  one  ma] 

i„,w    travel  ipitala  of  three  other   states. 

north  to  and  along  the  valley  of  the  Merrimac, 
through   Manchester,  the  metropolis  of   New   Hampshire,  to 
cord,  its  capital  city,  .1  distance  of  mure  than  70  rnilea     Going  south 
from  B  ul  44  miles  brings  the  traveler  to  Providence,  the 

capital  of  Rhode  Island,  and  another  electric  tine  extends  some  25 
miles  further  t"  Newport,  passing  through  Fall  River  on  the  way 
\  stretch  of  100  miles  west  from  Boston  connects  that  city  with 
Springfield  in  tin-  same  state,  and  thence  a  run  of  nearly  30  miles  to 
the   south  brings  one  I  to   Hartford,  the   Connecticut 

capital.  From  this  point  the  journe]  bj  electric  line  may  be  con- 
tinued, one  or  two  short  breaks  excepted,  to  New  York  City, 

Outside  of  New  England,  the  story  of  long  electric  lines  extend- 
ing from  city  to  city,  and  state  to  state,  is  repeated.  In  New  York 
one  may  travel  by  electric  cars  from  Troy,  through  Albany,  to 
Hudson,  I  distance  of  over  40  miles.  Connecting  trolley  lines  in 
Ohio  offer  continuous  transit  from  Newark  through  Columbus, 
Springfield.  Dayton  and  Hamilton  to  Cincinnati,  a  trip  of  more  than 
ISO  miles.  On  other  electric  roads  passage  may  he  had  from  Cleve- 
land to  Toledo  over  a  route  above  too  miles  m  length.  These  ex- 
tensions of  electric  lines  have  carried  them  out  of  the  list  of  mere 
instruments  of  urban  transit,  like  the  horse  railway  which  they  dis 
placed,  and  entered  them  as  full  competitors  of  steam  railways  for 
local  passenger  traffic  As  long  as  electric  railways  were  confined 
to  city  streets,  almost  their  entire  income  was  derived  from  passen- 
ger fares,  and  this  condition  has  been  materially  changed  only  in 
special  cases  up  to  the  present  time. 

There  are  now  cogent  reasons  for  the  extension  of  electric  railway 
business  to  include  the  transportation  of  local  freight  and  express 
matter.  Firsl  among  these  may  be  put  the  general  public  interest 
and  welfare.  Steam  railways,  by  reason  of  the  infrequency  of  their 
stations  and  the  comparatively  long  distances  between  parallel  lines, 
have  necessarily  met  in  only  a  very  imperfect  degree  the  de- 
mands for  quick  and  cheap  transportation  of  freight  and  ex- 
press matter.  The  requirement  that  freight  must  be  hauled  several 
miles  over  poor  roads  to  reach  the  station  of  a  steam  railway  often 
holds  it  on  the  farm.  Keen  when  the  station  of  the  steam  road  is 
reached,  the  local  freight  rate  is  frequently  so  high  that  the  prod- 
ucts of  farms  and  gardens  cannot  with  profit  be  sent  to  market. 
With  local  freights,  especially  those  of  a  perishable  nature,  time  is 
an  all-important  element.  An  entire  day  is  often  consumed  in  the 
transportation  of  freight  from  outlying  towns  to  a  city  market  only 
a  few  miles  distant.  Again,  in  the  delivery  of  small  express  pack- 
ages to  short  distances  over  steam  railways  the  public  is  generally 
but  poorly  served.  As  a  rule  the  local  express  service  on  these  lines 
is  too  infrequent  and  the  rates  arc  too  high  to  encourage  the  traffic 
In  many  localities  the  electric  railways  are  in  a  position  to  change 
all  of  this.  Electric  cars  stop  anywhere  or  at  very  short  intervals, 
so  that  all  persons  along  the  line  have  equal  access  to  the  service 
Moreover,  virtually  parallel  electric  railways  arc  fequently  so  close 
together  that  a  very  short  haul  by  wagon  will  bring  freight  to  one 
of  them,  if  not  the  other.  Instead  of  a  single  transportation  of 
freight  each  way  per  day,  electric  cars  may  make  many  trips  in  a 
like  period. 

Express  matter  carried  on  interurban  lines  may  be  readily  trans- 
to  the  local  cars  in  any  of  the  connected  cities,  and  the  neces- 
wagon  collection  and  delivery  thus  largely  avoided      In  the 
nature  of  things  there  seems  to  be  no  good  reason  why  every  inter- 
urban car,  at  least,  should  not  have  a  large  express  box   111   which 
small   parcels   could  be   safely   transported      At    sufficient    intervals 
cars  intended   for  freight  alone  could  be  run  over  interurban   lines, 
and   often   to  the   original   points    where    freight   must    be    rei 
from  shippers   or   delivered    to   consignees,   over  city   tracks.     Elec- 
tric  railways  in  a   very   large   number  of   instances    have    put    the 
ger     rates    per    mile    at    not    more    than    one-half    of    the 
charges    made   by     steam    roads.     Power  houses,  tracks  and  the  en- 
tire   equipment     of    electric    railways,  except    the  cars,    are  already- 
adapted  to  the  transportation  of  freight  and  express.      There  is  good 
reason,   therefore,   to   hold   that   a   moderate    investment    in    rolling 


stock  would  enabll    many  electric  hues  to  engage  in  the  transport.-! 
tion  of  freight  and  express  with  mutual  advantage  to  the  public  and 

From  thi   ecoi lii   point  of  view  u  certain!) 

desirable  thai  existing  electric  lines  be  made  to  distribute  the  prod 
1    farms  and  factories      More  directly  interest,. I  than  the  gen- 
eral public  are  the  Owners  "t  electric  railways  in  tl 
their  freight  and  express  business      Since   the   historic  electric  road 
at   Richmond  went   into  operation,  the  position  ..f  street  railways  as 
to  the  transportation  of  freight  has  materially  changed      Considering 

for  a  moment  ■  single  achusetts,  the  length  of  street  rail 

way  tracks  has  been  multiplied  by  four  since  iXXN       These  extensions 

have  not  only  formed  interurban  systems,  as  already  noted,  but  have 

also  connected  each  city  with  ■  large  surrounding  area  of  farm  and 

village  territory.  Within  city  hums  local  express  companies  com 
peti  for  the  transportation  business  Between  cities  and  their  out- 
lying territory  the  carriage  of  both  express  and  freight  remains 
largely  in  the  hands  of  the  steam  road-.  I  his  business  is  now  large 
and  is  capable  of  material  expansion  when  such  service  is  offered 
as  only  the  electric  railways  can  give  Farm  products  arc  waiting 
for  more  rapid  and  frequent  transportation  into  cities.  Fuel  in  the 
form  of  wood  must  often  come  in  and  coal  go  out.  Suburban  freight 
like  suburban  passenger  traffic  will  turn  from  steam  to  electric  roads 
when  the  latter  are  read)  to  handle  it  Moreover,  in  many  instances 
electric  railways  reach  a  territory  where  there  is  little 
with  steam  roads  because  of  its  distance  from  their  stations. 

To  the  general  addition  of  the  freight  and  express  tiaffic  to  the 
passenger  business  of  electric  railways  there  is  a  single  important 
obstacle.  This  is  the  legal  one  In  some  cases  the  transportation  of 
freight  by  street  railways  is  expressly  forbidden  either  in  their  spe- 
cial charters  or  by  a  general  statute.  More  generally  the  charters 
and  the  statute  law  are  alike  silent  on  the  point.  In  either  event  the 
result  usually  is  that  electric  railways  have  no  authority  to  act  as 
common  carriers  of  freight.  Such  a  result  is  reached  by  the  general 
rule  of  construction  for  corporate  charters,  that  only  those  powers 
arc  granted  which  are  either  expressed  or  may  be  fairly  implied  as 
incident  to  the  expressed  powers.  Where  electric  railways  lack 
authority  to  engage  in  the  freight  and  express  business  an  appeal  to 
the  state  legislature  should  remedy  the  difficulty.  The  only  serious 
objection  to  the  extension  of  the  privileges  of  common  carrier-  to 
street  railways  may  be  expected  to  come  from  the  steam  roads.  Such 
opposition  may  delay  but  it  can  hardly  prevent  the  general  trans- 
portation of  local  freight  and  express  matter  by  electric  railways. 
The  great  importance  of  the  freight  business  may  be  gathered  from 
the  report  of  the  Interstate  Commerce  Commission  for  the  year  end- 
ing June  30,  iooi,  which  shows  that  the  steam  railways  of  the  United 
States  earned  $426,000,000  by  the  carriage  of  passengers  and  $1,114.- 
000,000  by  the  carriage  of  freight  in  that  year.  Of  course  a  large 
share  of  these  freight  earnings  are  derived  from  through  freight 
which  electric  roads  are  not  in  a  position  to  handle.  Another  large 
portion  of  freight  earnings  is  received  for  short  hauls  that  may  well 
be  made  by  electric  roads  Street  railway  companies  are  rapidly- 
coming  to  appreciate  the  possibilities  of  revenue  from  the  freight  and 
express  business  and  are  moving  to  secure  it  in  a  number  of  states. 
The  rapid  though  recent  growth  of  freight  and  express  business  on 
electric  railways  is  illustrated  by  the  increase  in  the  number  of  these 
railways  doing  such  business  in  Massachusetts  and  in  their  incomes 
from  it.  The  numbers  of  these  railways  in  each  year  and  their  in- 
comes from  freight  and  express  are  as  follows  : 

1808  Number  railways    8,  freight  income $  5,728.26 

1809  9,        "  "       7.04050 

1900  "  "  8,         "  "       14,796.49 

1901  "        12,         "  "       15,298.07 

Every  one  of  these  roads  is  partially  or  entirely  interurban,  con- 
meeting  small  cities  and  towns,  and  not  one  of  them  enters  a  city  of 
as  much  as  35,000  population  Of  the  twelve  roads  only  two  seem  to 
have  made  a  really  effective  effort  for  the  freight  and  express  busi- 
ness. The  names  of  these  two  electric  railways  and  their  incomes 
since  1898  are  as  follows: 

Conway  Electric  Street   Railway  Company. 
Near  Passenger.  Freight.  Express. 

1898    $2,398.33  $3424-96  $41986 

1899    2,744.77  3.63503  480.11 

1900   3.057 41  5.63831  57163 

1001   3.388.17  5.484-67  636.53 


Dec.  20.  1902.] 


STREET  RAILWAY  REVIEW. 


889 


These  statements  of  incomes  do  not  include  sums  received  for 
the  carriage  of  mails,  such  sums  being  obviously  capable  of  only 
very  moderate  expansion. 

Shelburne  Falls  &  Colrain  Street  Railway. 
Year.  Passenger.  Freight.  Express. 

1808    $6,88545  $4-472.31 

1809    7.>79-2S  ;)"4-T  N'"" 

1900    7.047-38  5.5°6.66 

1901    7.223-76  5.760.25 

Figures  are  for  fiscal  years  ending  on  September  30  111  each  case 
For  the  fiscal  year  of   1901   the  income  from  the  carriage  of  mails 
by   the   Conway   road   was  $369.39.   and   from   like   carriage   by   the 
Shelburne  Falls  line  $305.36.     Prior  to  1898,  the  carriage  of  freight 
and  express  by  electric  railways  was  of  such  small  importance  that 
the  sums  received   from  these  sources   were   included   with   the   in- 
comes for  carriage  of  mails  in  the  reports  of  the  Massachusetts  rail- 
road commissioners.     It  is  not,  therefore,  possible  to  state  the  exact 
incomes   from   freight   and  express   in   earlier  years.     The  Conway 
company  owns  and  operates  5.91  miles  of  electric  railway  line  from 
the  steam  railway  stations  to  the  several  villages  in  the  town  of  Con- 
way.    Between  1898  and  1901  the  income  of  this  company  from  pas- 
sengers increased  41,  from  express  51.  and  from  freight  60  per  cent. 
In  the  latter  year,  of  the  total  income  from  these  three  sources,  ex- 
press yielded  7.  passengers  35  and  freight  57  per  cent.     This  shows 
what  can  be  done  with  the  freight  and  express  business  in  a  small 
town  with  a  total  population  of  only  1458  persons.     The  Shelburne 
Falls  Street  Railway  extends  from  the  steam  railway  station  in  the 
lown  of  Shelburne  to  several  villages  in  the  town  of  Colrain,  and 
has  6.53  miles  of  line.    According  to  the  census  of  1000,  the  popula- 
tion of  Shelburne  was  1,508,  and  that  of  Colrain  1.749  persons.   Since 
1898  the  yearly  income  of  this  electric  line  from  passengers  had  in- 
creased 5  per  cent  and  the  income  from  freight  29  per  cent  in  1901. 
In  the  latter  year  passengers  yielded  56  and  freight  44  per  cent  of  tin 
sum  of  these  two  incomes.    On  the  Conway  line  freight  has  been  the 
largest  source  of  income  during  each  of  the  four  years.     The  She! 
burne  road  received  four-fifths  as  much  from  freight  as  from  pas- 
senger business  in  1901.    Neither  of  these  electric  lines  compete  with 
the  steam  railway,  but  act  to  a  large  extent  as  feeders  for  it.    When 
electric  railways  operating  in  only  one  or  two  small  towns  can  de- 
rive the  revenues  above  given  from  freight  and  express,  the  oppor- 
tunities for  longer  roads  connecting  large  cities  as  well  as  towns  arc- 
evident.     The  figures  show  that  while  the  express  business  is   1111 
portant  and  should  be  built  up,  freight  offers  the  great  prize  for 
which,  next  to  passengers,  the  efforts  of  electric  railways  should  be 
directed. 

In  Massachusetts  the  street  railways  are  waking  up  to  these  op- 
portunities. As  yet  the  majority  of  these  railways  lack  authority  to 
carry  freight  and  express,  but  they  are  rapidly  getting  it.  The  legis- 
lature of  that  state  during  its  recent  session  of  1902  granted  the 
right  to  act  as  common  carriers  of  small  parcils  or  express  matter 
.  .urteen  electric  railways.  It  is  significant  of  the  opposition  which 
legislation  along  this  line  encounters  that  only  five  of  these  railways 
were  authorized  to  carry  freight  or  goods  in  large  quantities.  Of 
these  five  electric  railways,  two  were  authorized  to  carry  freight  over 
only  small  portions  of  their  respective  lines,  and  on  another  two  the 
freight  that  might  be  transported  was  limited  to  fuel  and  farm  pro- 
duce. Of  the  fourteen  electric  lines  only  one  was  given  authority  to 
carry  freight  of  all  classes  over  its  entire  length.  Some  of  tl 
street  railways  pass  through  several  towns  and  cities  each.  Two 
have  entry  to  Worcester  and  two  pass  through  PitUfield  One  end 
lie  line  that  has  secured  authority  to  carry  all  kinds  of  freight  1 
1.1.  a  town  just  river  from  Springfield.  Evidently 

the    movement   of  electric    railways   in     Massachusetts   toward   the 
freight  and  express  business  is  well  under  way.     An  amendment  just 

I  general  law  permit!  any  electric  railway  to  Iran 

road   mat-rial    for   use  along   its  own   or   any  other   line,  or   on   the 

any  town  or  city,  and  to  contract  for  tins  iervio 

A  Itriking  advance  in  the  acquisition  of  freight  and  express  DUli 

made  by  the  electric  railways  of  Rhode  Island  during 

the  pa»t  year      On  May  27.  1001,  the  I  'inon  and  Suburban  Street  tail 

ways,  both  of  which  center  at  Providence,  began  a  freight  and 

pre*t  ter  "    I'lovidenee  and  outlying  town-,   making   two 

trip  Refitted  pa«enger  car»,  carh   17  ft    long,  were  used 

|ht  burinea*.    Since  the.  above  date  five  box-care,  each  40 


ft.  long,  have  been  added  to  the  equipment  tor  handling  freight.  This 
freight  service  has  now  been  extended  throughout  the  length  of  the 
state  from  Oakland  on  the  north  to  Narragansett  Pier  on  the  south. 
The  Union  electric  road  has  a  total  length  of  97-3  miles,  and  the 
Suburban  road  a  length  of  52  miles,  all  in  Rhode  Island. 

During  the  year  ending  June  30,  1001,  the  income  of  the  Union 
road  from  its  freight  business  was  $10,324.78.  In  the  same  year  the 
Suburban  road  earned  $3,582.19  by  the  carriage  of  freight.  This  is 
just  a  beginning.  Within  five  years  it  is  probable  that  the  greater 
part  of  freight  and  express  transportation  that  both  begins  and  ends 
in  Rhode  Island  will  be  done  by  electric  railways, 

Turning  to  Connecticut,  similar  conditions  are  presented.  Quite 
a  number  of  the  longer  street  railways  show  some  earnings  from 
freight  or  express.  One  system  centering  at  Hartford  derived  an 
income  of  $3,000.59  from  express  and  $8,777-89  from  freight  busi- 
ness in  tool.  Another  system  entering  Hartford  earned  $2,161.61  in 
the  same  year  by  carrying  express  matter  Figures  telling  the  same 
story,    though    perhaps    less    clearly,    might    be    quoted    from    other 

states. 

Given  the  low  cost  and  high  speed  attainable  With  electric  trac- 
tion the  expansion  of  street  railways  into  interurban  and  interstate 
systems  was  inevitable.  Given  this  expansion,  it  also  becomes  in- 
evitable that  the  great  bulk  of  local  freight  and  express  matter  must 
pass  over  the  electric  roads. 

In  all  this  the  general  public,  through  far  better  transportation 
facilities  and  lower  rates,  is  the  chief  and  ultimate  gainer. 

RECENT  ADVANCES  IN   WAGES. 

When  Mr.  E.  G.  Connette  became  general  manager  of  the  Syra- 
cuse (NY)  Rapid  Transit  Railway  Co.  about  two  and  a  half  years 
ago  he  me.  with  the  employes  and  stated  that  he  desired  the  hearty 
co-operation  of  every  man  and  assured  them  that  they  should  share 
in  the  success  of  the  company.  In  compliance  with  this  declaration 
he  advanced  their  wages  Jan.  1,  1901,  and  on  Christmas  of  that  year 
presented  each  employe  with  a  sum  in  cash  amounting  to  from 
$3  to  $5.  On  November  13th  last  Mr.  Connette  met  with  the  Em- 
ployes' Mutual  Benefit  Association  of  the  Rapid  Transist  Co.,  and 
after  the  usual  routine  business  announced  that  on  December  15th 
there  would  be  a  general  advance  in  wages.  The  announcement 
was  a  complete  surprise  and  entirely  unexpected  and  was  more 
fully  appreciated  on  that  account.  Men  who  have  heen  with  the 
company  a  year  will  receive  16  cents  per  hour;  those  in  service 
for  a  longer  period  will  receive  an  additional  cent  per  hour  for  each 
year  of  service  up  to  five  years,  which  will  be  20  cents  per  hour. 

President  W.  B.  McKinley  of  the  Danville  (111.)  Street  Railway 
&  Light  Co.  issued  a  bulletin  announcing  that  the  wages  of  motor- 
men  and  conductors  on  the  city  system  and  the  Danville,  Paxton  & 
Northern  R.  R.  would  be  increased  10  cents  per  day  beginning  No- 
vember 16th.  Along  with  the  notice  the  men  were  asked  to  send 
in  their  addresses  for  the  Thanksgiving  turkey.  A  few  months  ago 
company  presented  the  men  with  an  amount  equal  to  five  per 
rent  of  their  year's  wages.  About  100  men  are  employed.  In  send- 
ing out  the  bulletin  Mr.  McKinley  stated  that  the  company  realized 
that  the  cost  of  living  is  increasing  and  that  it  di   ired  to  keep  pace 

with  thes,    conditions. 

I  hi  management  of  the  Trenton  (N.  J.)  Street  Railway  Co.  vol- 
untarily increased  the  wages  of  its  employes  five  pel  cent  November 
M,|,  1  fndei  th(  increa  e  the  men  will  receive  $2.10  a  day,  or  17V2 
cents  per  hour.  This  is  the  fourth  increase  in  wages  since  Mr.  H. 
C.  Moore  has  been   p  ol  the  company. 

wages   of   conductors   and    motormen    on    the    Wilkes-Barrc 
(Pa.)  &  Wyoming  Valley  Traction  Co   were  increased  from  $1.70 

to  $1.75  per  day   November   ISth.     About   150  men   arc  affected. 

November  aoth  the  Portland  (Mi   1  Railroad  Co  gave  its  motor- 

met  du<  tot    an  im  1 6   '""  ""'"  i"v  :"  $'-8-> 

per  day.    About  |oo  men  are  benefited. 

1  be  Philadelphis  R  ipi  I  1  ranail  <  0  ral  ed  thi  »ag<  1  of  its  con- 
ductors and  mot n  from  rg  to  20  centt  an  bout   December  lat 

N,..,,ly  .     .  ,,1  to  i"    -ii"  ted  b]   thi    im  res  «.      Since 

[897,  wages  have  been  im  res  ed   I <   ■  ■  ■  ""s  to  20 

ii.i  how 
Thc  (  1,   tet    (Pa  1  Traction  Co    voluntarily  increased  the  wages 
of  ns  motormen  and  conductors  from  i6j4  to  17"$  cents  per  hour 

November    151I1. 


890 


STREET  RAILWAY  REVIEW. 


[Vol.  XII,  No.  12. 


LINE  CAR   AT  ATLANTA.   GA. 


Shortly   after   the   consolidation   of   electric   railway   interests   in 

Atlanta,   it   was  determined   lo  practically  reconstruct  the  line  and 

orerhi  nt     Iror  this  purpose  the  engineering 

pany,    known    as    the    Georgia    Railway 


EXTERIOR  OF  LINK  CAR. 

&  Electric  Co.,  designed  and  constructed  the  line  car  herewith 
described  and  illustrated.  In  preparing  the  plans,  it  was  desired 
to  have  a  car  that  would  stand  rough  usage  and  at  the  same  time 
particular  attention  has  been  paid  to  securing  simplicity  of  con- 
struction. 
The  plans  comprehend  a  straight-side  box  car,  24  ft.  long  over 


wise,  and  the  second  crosswise,  as  designated  in  the  plan  of  top 
framing  les   of   the   car   are  covered   with    I  x  3-in.   ceiling 

stuff.  Double  floors  arc  put  in,  in  loth  car  body  and  vestibules. 
Provision  i^  made  in  the  side  of  the  car  for  a  doorway,  7  ft.  high, 
and  5  ft.  wide,  provided  with  two  battened  sliding  doors  arranged 
lo  slid'  of  the  car.     There  arc  al  'ned  sliding 

doors  id   "f  the  car,   these  doors  being  7   ft.   high  and   1 

ft.  3  in.   wide,  and  al  On  the  inside. 


INTERIOR  c>K  LINK  i  AS. 

The  vestibules  are  supported  by  two  6x6-in.  platform  timbers 
bolted  to  the  bottom  framing.  The  vestibules  are  enclosed  with 
matched  ceiling  stuff  to  a  height  of  4  ft.  from  the  floor,  and  with 
glass  the  rest  of  the  way  to  the  roof.  The  roof  of  the  vestibules 
is  I  in.  stuff  put  on  with  as  few  joints  as  possible.  The  uprights 
supporting  the  roof  of  the  vestibules  are  of  wood  up  to  the  point 


24-.0, 
/a-o. 


-    -  v*/- -    ^jj--         S-O'         ->.  k-  Z-s£~  —. 2^' 


1  ,  St' 


' UDr/alr's  ■**>-** i-5'<7ir£///s  S'xS 


PLAN   AM)  ELEVATIONS  OF  LINK  i  A  R  FRAMING 


all  and  6  ft.  4  in.  wide  over  all.  The  body  is  18  ft.  long.  The 
bottom  framing  is  constructed  with  side  sills  of  5  x  8-in.  timbers 
and  cross  sills  of  the  same  size  stock,  as  shown  by  accompanying 
plan.  The  upright  timbers  are  4x4  in.,  and  braced  diagonally  with 
3  x  3-in.  timbers,  as  shown  in  the  side  elevation.  The  top  fram- 
ing is  formed  of  4  x  4-in.  timbers  covered  with  a  roof  consisting 
of  two  layers  of  1  x  3-in.  ceiling  stuff,  the  first  layer  put  on  length- 


where  the  glass  begins  and  i^-in.  iron  pipe  the  rest  of  the  way. 
Each  vestibule  has  one  doorway,  these  on  opposite  sides  of  the 
oar.  and   each   provided   with   a   stirrup   step. 

Above  the  top  of  the  car  near  one  end  is  a  platform  3  ft.  i  in. 
x  0  ft.  4  in.,  which  can  be  raised  and  lowered  by  an  arrangement 
of  sprocket  chain,  wheels  and  weights.  The  platform  is  made  of 
5  x  s-in.   timbers  covered    with    i-in.   flooring,   and   is   supported   on 


Dec.  20,  1902.] 


STREET  RAILWAY  REVIEW. 


891 


two  uprights  which  slide  up  and  down  by  tongue  and  groove 
arrangement,  in  two  stationary  uprights  bolted  to  either  side  of 
the  car  on  the  interior,  the  movable  tongued  uprights  being  6  x  8-in. 
timbers,  and  the  stationary  grooved  uprights  being  6  x  6-in.  timbers. 


plan  view  of  hoisting  apparatus,  these  wheels  being  4!^  in.  in 
diameter  and  each  has  five  teeth.  These  wheels  connect  by  sprocket 
chain  to  two  o'i-in.  sprocket  wheels  mounted  on  a  second  shaft 
placed    12  in.   to  one   side  of  the  first.     This   second   shaft  is  5   ft. 


Co//ari7Jz/Sd'f Screw 


ELEVATION  OF  RAISING  DEVICE. 


The  arrangement  for  raising  and  lowering  platform  on  top  of 
the  car  is  set  forth  in  one  set  of  the  accompanying  drawings. 

In  further  explanation  of  these  drawings  it  may  be  said  that 
the  platform  is  raised  or  lowered  from  the  interior  of  the  car  by 


\ff  r  FOR  CARRYING  I 

f  ■  2',  in.  handwheel.    'Ibis  wheel  i->  mounted  on  1  i'A-i"- 

iron  shaft  rx'n„[, 

the  floor  and   3   ft.    10  in.   from  one  end.      Ibis   shaft   i.  6  ft-   2  in. 

long,  and  on  it  are  mounted  two  sprocket   wheels  at  shown  in  the 


I'l.AN  OF  RAISING  DEVICE. 

6   in.    long  and   works   in   two  post  hangers   boiled   to  the  grooved 
upright  pieces  in  which  slide  the  movable  platform  supports. 

Mounted  on  the  second  shaft  in  addition  to  the  two  9^-in. 
sprocket  wheels  referred  to  are  two  smaller  sprocket  wheels,  each 
('_  111.  in  diameter.  Over  each  of  these  smaller  wheels  passes  a 
second  sprocket  chain,  one  end  of  which  is  bolted  by  three  !^-in. 
bolts  to  the  bottom  of  one  of  the  sliding  uprights  which  carry 
the    platform.      To    the    other    end    of    these    chains    are    attached 


-  /i'  - 


< 


■&h 


m. 


■■■■[■1  ;- 

,"U:,---      .-"' 


4-' 

i<  \T<  ill.  I    1  "i<   inn. him.  PLA'J  FORM, 

iii    11     Hi'  rbal ii"    ■• I ||<-  platform. 

[I   win  I  «■  thi    ii.ui.lv  h.  el  ii"    weights 

,.1,.  1,,  descend  and   thi    platform  to  rise,     Both  the  shafts 

which   cany    the   iprocket    wheels   arc    iel    Hat       'I    either   end 


STREET  RAILWAY  REVIHW. 


[Vol.  XII.  No.  12. 


ii   carrying  the  large  hand 
ti  ichmenl  bj  '   which  the 

ui,l  ii  held  ;u  am  deaired  elevi 

cket  whi  iranteed  t"  withstand  ■ 

•  0  II'. 
,  ■  .l:i-li  |>, .U--  up  t.,  .to  it.  long  can 
hown  in  one  of  the  engravings 

CAR  SIGN  SUGGESTIONS  AND  CRITICISMS. 

mportanl  question  of  equipping  with  designating 

thai  people  who  use  them  ma]  be  intelligently  informed  as 
destination  of  tin-  cars  has  always  been  ■  very   perplexing 
.  much  information  is  required  to  inform  the  public  in 
to  the  routes  and  destinations  "i   cars  ihat   it   requires  all   of  the 
ice  that  can  be  had  foi  signs,  and  yel  a  multiplii 
nly  tends  i"  make  the  situation  more  confusing.     People,  and 
llj    strangers,  who  an   able  to  detect   one  particular  sign  hi 
.,  cluster  of  eight  or  ten  while  the  car  i~  progressing  at   its  usual 
rale  of  speed  arc  very  much  in  the  minorit]    and  il  therefor, 

to  designate  bj   signs  all  of  the  streets  and  squares  that  the 
car  will  pass  eii  mule.     Ihe  purpose  of  such  a  scheme  is  well  meant, 
Km   us  object  is  never  attained  as  ii   is  almost   impossible    to 
all  ihe  mailer  upon  a  large  number  of  signs  in  the  short  time  thai 

while   the   signs  are   in    legible    sight    as   the   car   appn 
I  lie    public,    whose    patronage    makes    the    street    railway    a    success. 

ably  demands  that  the  street  railway  company  shall  label  it- 
cars  in  ihe  most  simple  manner  possible.  All  kinds  of  people  depend 
upon  tins,  signs  for  the  selection  of  ihe  car  they  require  ami.  as  in 
many  cases  this  selection  must  U  m  a  multitude  of  cars 
that  are  passing  in  an  almost   endless  process il   is  evident  that 

us  should  he  distinct  ami  legible;  otherwise  the  public  »ill 
l,e  put  to  much  inconvenience  ami  the  company  « ill  receive  numer- 
ous complaints. 

There  is  ei  [uite  a  waste  of  time  ami  material  expended 

on  the  roof  cars  tit   the   present   time.      These   signs,   which 

should    he   the   principal    mediums   of   information    in    regard   to    the 

ihe  car  is  pursuing,  are  often  rendered  almost  useless  either 
on  account  of  their  position,  or  the  style  of  lettering  which  is  fre- 
quently used.  Fancy  lettering  is  used  presumably  to  exhibit  certain 
artistic  accomplishments  on  the  part  of  the  designer,  and  he  is 
sometimes  liable  to  indulge  his  propensity  to  make  the  signs  appear 
ornamental  instead  of  making  them  useful  as  it  is  obvious  they 
should  be. 

The  most  reasonable  way  for  painting  signs  is  apparently  the  most 
economical,  for  using  expensive  leaf  and  color  for  this  purpose, 
producing  a  brilliant  effect,  only  contributes  to  make  the  signs,  under 
certain  conditions,  indistinct  and  illusive.  A  rational  and  sensible 
sign  can  be  produced  by  using  a  white  ground  and  lettering  it  in 
plain  black  block  letters  which  for  clear  and  easy  reading  cannot 
be  improved.     Moreover,  such  a  sign   shows  to  much  better  advan- 

iien  illuminated  at  night  owing  to  the  absolute  contrast  be- 
tween the  ground  and  the  lettering  which  gives  the  latter  prom- 
inence so  that  they  are  perceptible  at  the  necessary  distance  for  the 
proper  signalling  of  a  car. 

If  ordinary  window  glass  could  be  made  malleable,  similar  to 
iron,  without  losing  its  transparency,  then  the  illuminated  glass  top- 
sign  would  certainly  be  the  most  popular  one.  but  until  a  method 
of  molding  glass  in  semi-elastic  instead  of  an  absolutely  brittle 
form  is  devised,  the  glass  top  sign  mutt  be  condemned  because  of 
the  prohibitive  expense  involved  for  constant  repairs  can 
breakage  in  their  manipulation  by  the  car  men  when  changing  them. 
What,  yed   ill  adjusting  these  signs,  whether  by 

attachment  or  by  the  use  of  switch  bar.  makes  but  little 
difference,  for  the  result  is  the  same  when  the  sign  works  hard  as 
it  will  invariably  do  under  certain  conditions.  as  the  battered  con- 

of  many   signs  on  the  average   street  car  will  bear   v. 

dice  has   shown  that  a  long,   narrow  pane  of  glass  set   into 

ler  frame  will  not  stand  the  rough  treatment  that  car  men 

are  wont  to  give  signs  when  their  time  is  necessarily  limited.     But, 

if  the  breaking  of  the  glass  in  these   signs  could  be   avoided  they 

linly    be    universally    adopted,    for    their    legible   qualities 

and  night  would  insure  their  success. 

The   scriptural   reference   in   regard   to   the   arranging   of   a   light 

under  a  bushel  is  analogous  to  that  of  placing  a  roof  sign  on  the 


,,r  revolving  a  sign  thus  located 

cannot    be   read    from   tin    sidewalk    until    ibe   ear   is   nearly   opposite 
to   the   person    reading    it    wl  ding    to   the    rules    laid    down 

■    companies   i,,r   stopping  ears,   is  always  too  late  as  the  car 
would  generally   p  topping   point    by   the   time  the  would-be 

passenger  had  decided  that   ii   was  the  one   wanted,  and  before   he 
had  time  to  hail  it. 

ears  arc  operated  for  the  purpose  of  carrying  passen- 
gers and  not  for  show  it  does  not  require  that  the  vehicle  should 
be  decorated  with  a  showy  assortment  of  lettering.  It  is  impossible 
lor  any  fixed  sign  on  a  car  to  accurately  mark  its  destination  at  all 
times,  therefore  any  lettering  upon  the  car  body  such  as  the  general 

i   il in.    tie    ..,i    it   used   upon.  ,,r  any  name   whatever,   is 

not   only    supeilluous  and  costly,  but   it   compels  the  company  to  use 
clusively   on   the   route  designated  by  its  lettering,  which 

t  always  convenient  to  do. 

It  is  suggested  i hat  till  of  ihe  cars  of  one  company  be  painted 
one  color  and  without  any  lettering  whatever  on  the  car  bodies. 
I  in  I... ,nl  revolving  top  signs  which  can  be  rapidly  removed  should 
mis  of  the  car  only.  If  the  four  boards  on  one 
sign  are  not  sufficient  lo  mark  the  route  of  the  car  at  times  when 
it  is  used  on  special  runs  this  sign  can  be  easily  removed  and  port- 
able dasher  signs  be  used  for  this  temporary  work,  and  by  this 
scheme,  if  a  certain  car  is  required  on  some  route  other  than  that 
upon  which  it  is  ordinarily  used  it  can  be  made  ready  to  transfer 
in  a  short  time  by  simply  changing  ihe  top  sign.  Again,  it  is  clearly 
-,  .  i,  that  by  this  scheme  a  smaller  number  of  cars  would  be  required 
to  Operate  the  street  railway  system  than  where  the  different  color 
scheme  is  in  vogue.  The  latter  requires  a  number  of  cars  of  each 
color  should  be  idle  lo  replace  any  I li.it  may  be  rendered  useless  by 
ii.  or  any  that  may  be  sent  to  the  ivpair  shops  for  painting, 
repair,  etc.,  and  a  much  smaller  number  would  suffice  for  this  pur 
i  the  one-color  scheme  wen-  adopted.  In  this  ease  the  cars 
can  be  used  on  any  route. 

Years  of  experience  with  street  railways  makes  one  hesitate  be- 
fore suggesting  a  radical  departure,  as  the  one  here  mentioned 
would  be  to  many  roads  whose  cars  are  all  painted  distinctive  colors 
for  each  route.  The  principal  objector  to  changing  them  all  to  one 
color  would  probably  be  the  public,  who,  having  become  familiar 
with  the  different  colors  notes  them  instead  of  any  signs  for  the 
selection  of  the  car  required.  Vet  it  is  safe  to  say  that  patrons 
could  be  educated  to  the  one-color  innovation  in  a  short  time  if  the 
arrangement  of  the  top  signs  was  made  in  an  intelligent  and  legible 
manner.  These  should  state,  therefore,  with  great  distinctness,  in 
an  ingeniously  condensed  form,  the  course  and  destination  of  the 
cars  they  mark  for  the  benefit  not  only  of  the  inhabitants  of  the 
city  where  the  cars  are  operated,  but  also  the  stranger  within  its 
gates. 

*  >  » 

PUEBLO  &  SUBURBAN  TRACTION  &  LIGHT- 
ING CO. 


The  Pueblo  (Cal.)  &  Suburban  Traction  &  Lighting  Co.  is  the  out- 
come of  a  merger  of  the  Pike's  Peak  Power  Co.  and  the  Pueblo 
Traction  Co.  Ihe  new  company  has  been  incorporated  with  a  capi- 
tal stock  of  $3,500,000.  The  property  of  the  new  company  consists 
of  the  Beaver  Park  generating  plant,  the  lines  to  Victor,  Cripple 
Creek  and  through  the  mining  district,  and  the  light  and  power  plant 
of  Pueblo.  The  new  company  will  continue  to  furnish  electric  light 
and   traction  Pueblo  and   numerous  towns  in  the  Cripple 

Creek  district,  hut  the  power  will  he  generated  at  the  Beaver  Park 
plant  and  transmitcd  by  wires  now  under  construction.  The  Beaver 
Park  plant  is  50  miles  from  Pueblo  and  is  said  to  have  cost  nearly 
$1,000,000.  The  incorporators  of  the  company  arc:  M.  D.  Thatcher. 
John  F.  Vail,  Ward  Rice.  T.  H  Dcvinc  and  H.  F.  Woods,  all  of 
Pueblo. 


It  is  reported  that  F.  M.  Haines,  superintendent  of  the  Northern 
Texas  Traction  Co.,  has  had  a  survey  made  for  a  new  line  between 
Dallas  and  Oak  Cliff,  Tex. 


The  Lake  F.rie.  Rowling  Green  &  Napoleon  Electric  Railroad  Co. 
has  completed  its  line  into  Pembertonville  and  has  it  in  operation. 
The  road  is  owned  by  the  people  of  Bowling  Green  and  the  adja- 
cent country  and  many  of  its  stockholders  will  be  its  regular  patrons. 


Dec.  20.  1902.] 


STREET  RAILWAY  REVIEW. 


893 


The  Concrete  Bridge  at  Herkimer,  N.  Y„  Over  West  Canada  Creek,  Now 
Being  Constructed  by  the  Utica  &  Mohawk  Valley  Railway  Co, 


PREPARED  EXPRESSLY  FOR  Tin:  "REVIEW"  r.Y  MR.  K.  C.  PHILLIPS,  TIIK  COMPANY'S  RESIDENT  ENGINEER. 


That  division  of  the  Utica  &  Mohawk  Valley  Railway  Co's.  line 
known  3*  the  Little  Falls  Extension  is  a  continuation  of  the  com- 
pany's tracks  east  from  the  village  of  Herkimer  to  the  city  of  Little 
Falls,  ami  will  on  its  completion,  make  Little  Falls  the  eastern 
terminus  of  .1  system  which  now  extends  wesl  to  Rome.  X.  V.  The 
line  from  the  west  enters  Herkimer  from  the  direction  of  Mohawk, 
and  cars  now  run  to  the  intersection  of  Mohawk  and  South  Main 
St.  near  the  New  York  Central  R.  R  station  on  what  was  formerly 
the  Herkimer.  Mohawk,  (lion  &  Frankfort  Electric  Ry  .  a  single 
track  road  now  being  changed  to  one  having  double  tracks  hud 
with  95-lb.  o-in.  girder  rail.  Connection  has  alria.lv  been  made 
with  the  tracks  of  the  Little  Falls  Extension  which  is  well  on  its 
way  toward  completion. 

The  Herkimer  Bridge,  by  means  of  which  the  company's  car- 
are  to  cr.»s  the  West  Canada  Creek  and  the  right-of-way  .if  the 
New  York  Central  R.  R.  i>  a  very  important  pari  of  the  Little 
Falls  Extension  now  in  process  of  construction.  Particularly  in 
that  part  of  the  structure  which  -pans  the  waters  of  the  Creek,  this 
bridge  excel-   in   magnitude   anything  of   the   kind   yet    attempted   in 

luntry,    for    while   it    is   true   that   there   are   many   brid| 
concrete-Steel    construction,    and  them    with    one.    Iwo    ,,r 

even   three    -pin-   greater   than    any    at    Herkimer,    yet    the    boldness 

of  the  design  which  provides  for  a  seric ■- :oncrete  arches  with 

spans   from  62   ft.  to  fid'  _>    ft.,  and  in  addition  to  this,  continue-   the 
same    structure   with   a   225-ft.    steel    -pan.   o  the    viaduct 

with  three  55-ft.   steel    -pan-,  and   making  one   bridge    1212   ft.   long, 
put-    this    work    beyond    comparison    with    anything    which    1 
been  done  in  this  line. 

LOCATION. 

The  course  of  the  West  Canada  Creek  is  very  nearly  north  and 
south,  and  as  the  eastern  boundary  of  the  village  of  Herkimer 
passes  not   far  from  the  middle  of  the   stream,  the   bridge   will   he 


creek  overflows  its  banks.  Protection  Ave.  is  j.400  ft.  east  of  the 
New  York  Central  Station,  and  about  1,000  ft.  west  of  the  creek. 
to  reach  which  latter  it  i-  necessary  to  cross  a  strip  of  low  flat  land, 
which  in  times  of  fie-liet   1-  ..fun  several   feel   under  water. 


ARCH  FORMS  READY  FOR  CONCRETE. 

From  Protection  Ave.  east  the  line  of  the  electric  railway  is  on 
a  private  right  of  way  IOO  ft.  in  width.  Following  the  center  line, 
the  west  bank  of  the  creek  1-  reached  .11  a  poinl  about  230  11    south 


PLAN    v.  1.  1  LEVATION  OF  IIKKKIMI.K  iikiim.i. 


partly   within  the   limn  illage   and   partly   in   the   '■ 

of  rlerldc 

■  nti.il   K.  K.  and  ni-ai  limits 

of  the  villas  tiding  north  and  Protei 

..illy  a  dike, 

1  Herkimi  1  from  inundation  when  th( 


.'.  bridgi   now  building  by  the  New   1  B    R.  fot 

.  1  o  1  .1    ih.   1. 11.     ol  Hi.   •  I.  •  1 1 1.    railwaj  and  thi    it<  am 

p  '..I,  11   will  be  noted  ii   i   Fi 

1  th.   plan    bowing  thi   gi  ni  1  .1  layout  of  thi     tt  ui  lure,  thai 
when  tl  '      :  i.  from 

■  I"  - 1  1  rial  v.ii.  ri    iii. 


STREET  RAILWAY  REVIEW. 


[Vol  XII.  No.  12. 


cleclri  center   line    intersects   the    New    York 

Central's  right-of-way,   the   distant  Dm  the  Central's  bridge 

oi  the  Central,  the  electric 
.1  tangent,  while  the  Central's  curva- 
the  south,  the  angle  l> 
ngenl  and  the  chord  to  the  Central'*  curve  being 
The  tracks  of  the  Central  once  crossed,  the  corn- 
to  the  cast   with  an  easement  curve  and   is  soon 
ling  marly  parallel  to  the  Central's  line. 

\'iw  York  Central  requires  a  clearance  above 


hankment  has  been  provided  for  hv  what  is  known  as  the  "Dry 
Channel  Span"  which  corresponds  in  lize  and  location  t"  a  similar 
opening  in  tin  New  Y"rk  Central  embankment  to  the  north.  The 
concrete  abutments,  one  of  which  is  shown  in  an  accompanying  en- 
graving, are  of  the  wing  wall  type,  and  contain  together  about  6lo 
cubic  yards  "(  masonry.  They  are  now  ready  for  the  plate-girder 
bridge   which    i^  to  carry   the   electric   railway   track   COB 

ill.      I  In    length   of  this  span  is   to  be  84  ft.   from  center  to 
ti  r  of  end  pins. 
The  normal  bed  of  the  creek  ii  tined  by  a  series  of  10 


VIEW  1.1  ink  IM.  \V1  ST  SHOWING  FORMS  IN  l't.  Ai  E 


ii^  tracks  of  22  ft.,  and  to  attain  this  elevation,  it  was  necessary  to 
build  the  electric  railway  bridge  on  a  2  per  cent  grade  from  the 
street  surface  at  Protection  Ave.  to  the  north  side  of  the  Central, 
at  which  point  the  grade  breaks  to  0.9185  per  cent.,  which  is  then 
continued  for  several  hundred  feet  beyond  the  east  end  of  the  bridge. 
The  total  elevation  gained  from  the  street  surface  in  Herkimer  to 
the  east  end  of  the  structure  is  41  ft. 

FORM  OF  STRUCTURE. 

The  striking  design   from   which   Herkimer  Bridge  is  being  con- 
structed was  furnished  by  the   Oshorn   Engineering  Co.,  of  Cleve- 


arches  which  begins  where  the  earth  fill  ends,  a  point  distant  about 
100  ft.  from  the  bank  of  the  creek,  and  which  ends  at  a  point  about 
230  ft.  beyond  the  east  bank  of  the  creek.  During  the  ordinary 
stage  of  water  the  distance  between  banks  of  the  creek  is  400  ft., 
and  the  stream  would  he  included  by  six  spans.  The  reason  for 
taking  this  precaution  of  extending  the  bridge  beyond  the  banks  was 
to  insure  ample  room  for  the  passage  of  high  water  as  it  rises  above 
the  banks.  To  one  who  is  at  all  familiar  with  the  West  Canada 
Creek,  and  has  seen  it  in  times  of  freshet  with  the  ice  piled  up  in 
the  channel  and  on  the  banks,  checking  the  flow  of  water,  the  reason 
For  this  precaution  is  not  difficult  to  understand. 


AKi  MI'S  READY  FOR  CONCRETE. 


11  J.  Watson,  bridge  engineer.    The  lines  are  simple, 
m  before  the  forms  have  been  removed  the  graceful  pro- 
portions arc  quite  apparent  from  the  temporary  wooden  structures, 
and  as  the  lines  of  the  plans  are  carefully  brought  out  in  construc- 
tion, the  result  is  a  bridge  that  is  beautiful  as  well  as  useful. 

The  road  crosses  the  flat  land  west  of  the  creek  on  an  earth  fill, 
the  material  for  which  has  been  taken  from  a  piece  of  land  in  the 
vicinit]  ven  acres  in  extent,  purchased  by  the  electric  rail- 

way company   for  that  purpose.     An  opening  necessary  for  passing 
the  overflow  water  at  times  of  extreme  high  water  through  this  era- 


The  supports  for  the  arches  consist  of  two  abutment-piers  with 
nine  intermediate  piers.  One  of  the  features  of  the  desgn  provides 
that  the  intermediate  piers  shall  be  of  two  different  sizes,  the  third, 
sixth  and  eighth  being  larger,  so  that  they  may  act  as  abutments 
in  case  a  portion  of  the  bridge  should  fail.  The  second  to  the 
eighth  inclusive  are  so  constructed  at  the  up-stream  end  as  to  act 
as  ice  breakers.  The  faces  of  the  piers  have  a  batter  of  three- 
quarters  of  an  inch  per  foot,  and  are  provided  with  a  molding  at 
the  top,  having  a  depth  of  2  ft. 

The  arches  will  have  a  thickness  at  the  crown  of  21   in.,  this  in- 


Dec.  20,  1902.] 


STREET  RAILWAY  REVIEW. 


895 


creasing  to  4!  J  ft.  at  the  haunches,  and  each  will  contain  32  pairs  of 
i'i  in.  steel  rods  of  the  Thacher  patent,  which  are  to  be  placed  3  in. 
from  the  extrados  and  intrados  and  to  extend  down  into  the  piers. 
The  first  seven  arches  will  have  a  clear  span  of  62  ft.  with  a  rise 
of  12  ft.,  the  last  three,  a  span  of  66'.-  ft.  with  a  rise  of  14  ft.  The 
spandrel  walls  will  extend  2  ft.  9  in.  above  the  arches  and  will  be 
surmounted  by  a  coping  iS  in.  in  depth. 

The  pilasters  above  the  piers  will  project  1  ft.  beyond  the  span- 
drel walls,  and  those  of  the  larger  piers  will  he  extended  a  certain 
distance  above  the  coping.  Steel  poles  for  supporting  the  trolley 
wire  will  be  placed  one  in  each  pilaster. 

The  arches  will  be  covered  with  two  coau  of  cement  grout  to 
render  them  water-proof,  and  this  coating  will  lie  extended  part 
way  up  on  the  spandrel  walls ;  the  filling  over  the  arches  and  piers 
will  consist  of  sand  and  gravel  forming  a  good  roadbed  for  the 
electric  railway  track.  Drainage  i-  provided  for  by  4  in.  vitrified 
pipes  located  over  each  pier. 

The  cast  abutment  pier  is  to  serve  not  only  as  an  abutment  for 
the  arches  but  also  to  support  one  end  of  the  -'-'5  ft.  steel  through 
truss  which  is  to  span  the  tracks  of  the  New  York  Central,  thus 
making  the  steel  bridge  continuous  with  a  series  of  arches. 

That  part  of  the  structure  following  the  long  steel  *pan,  namely, 
the  three  55-ft.  girder   spans,   is   on  a   curve  to  the   right,  and   the 


were  carried  to  a  distance  of  12  ft.  below  the  surface,  not  to  secure 
a  good  bearing  soil,  for  that  was  excellent  at  all  times,  but  to  pro- 
vide against  any  cutting  out  of  the  loose  water  bearing  material 
which  possibly  might  occur  when  the  water  should  be  confined  to 
a  narrow  channel. 

In  all  other  cases  the  records  of  the  borings  showed  the  creek 
bed  to  be  made  up  of  coarse  sand,  gravel  and  boulders,  with  the 
upper  surface  of  the  clay  at  approximately  the  same  elevation,  ex- 
cept that  perhaps  in  the  main  channel  it  was  slightly  lower.  Noth- 
ing in  the  nature  of  quicksand  was  shown  by  the  records,  except 
in  case  of  one  of  the  piers,  hut  when  excavation  for  this  pier  was 
made,   no  trouble   was  experienced. 

Clay  having  been  readied,  piles  were  driven  for  the  reason  that 
the  bearing  power  of  the  clay  was  not  considered  sufficient  to  sup- 
port the  weight  of  the  structure  without  yielding.  These  piles  were 
30  ft.  in  length  and  were  driven  into  the  clay  from  12  to  16  ft.  In 
this  connection  it  may  be  said  that  it  was  calculated  that  under  cer- 
tain possible  conditions  the  pressure  on  the  foundations  under  cer- 
tain of  the  piers  would  reach  5.35  tons  per  sq.  ft.  In  addition  to 
iln  lulling  piles,  .1  layer  of  coarse  sand  and  gravel  was  rammed 
into  the  surface  of  the  clay  to  increase  its  bearing  power.  In  the 
case  of  the  smaller  piers  intended  to  support  the  55-ft.  girder  spans 
al  1  ho  east  end  of  the  bridge,  no  piles  were  used  in  the  foundations. 


III!  rill  to 

"  _  -,  ^      r  j 

TifeKw 

■ 

ST* 

'0/A  Hfc"""~ 

.11' 

EASTERN  TERMINUS,  HERKIMER  BRIDGE. 


piers  arc   set  radially  on   this  curve      The   curvature,   however,   is 
not  abrupt,  being  a  Searles  spiral  made  up  of  four  fiords. 

FOUNDATIONS. 

The  West  Canada  Creek  in  times  past  has  given  a  greal   di 
trouble  on  account  of  its  great  power  in  scouring  where  the  limits  of 
its  channel  arc  at  all  confined.     This  is   accounted   for   by  the   fact 
that  the  material  of  the  cr  nun   ol 

coarse  sand  and  gravel,  having  a  depth  in  mid  ■•  10  to  1-'  ft.. 

and  overlying  a  Stratum  of  him   1  lay.    Quite  recently  the  stream  gave 
evidence  of  its  power   when  iporl   the 

centering  which  had  been  driven   into   ih.    bed  of  tin-  creek  6  or  7 

undermini 
its  support 

The   Herkimer  liridge  will  essentially  !»■  a  hea  ire,  and 

111  addition   >  in     on 

ditions,  ver. 

to   take    extra    pre  paring    tin-    I 

piers  and  al  of  the 

.    . 

stratum  of  1                  ardingly  a  ■)   thi 
foundal                                 Deluding  tbi 

■  V,  infield,  N.  Y. 

:■  outfit,  11  11    drive 

if  tin-  Dry  '  hannel,  h 
to  the  depth  of  reveal  anything 

though!  th 
1  15  to  1*  idationi 


but  a  compacted  gravel  and  sand,  approximately  2  ft.  in  thickness, 

was  put  on  the  surface  of  the  clay  and  the  masonry  built   on  this. 

The    coffer    dams    employed    in    the    construction    of    the    footing 

•  in   1      win-  made  by  piling  up  bags  filled  with  sand  in  tiers  aboul 

tin   pit,  tin   thickness  of  the  dam  being  equal  to  the  length  of  four 

bag       Mm    work  was  greatly  facilitated  by  building  a  dam 

a  short  di  tano   up  stream  neat  tin   piei    ol  thi    New  Noil.  Central 

which  turned  the  water  to  the  east,   while  the  pin     neai 

the  west  side  were  being  built.    It  was  neces  ary,  however,  to  build 

on.   pier  amid  stream,  and  in  thi',  ii  -   iii-   bags  were  kept  together 

bj   being  placed  in  and  aboul  piles  which  bad  linn  driven  to  sup- 

porl  tin   centei  ing  foi  tin   .10  hi 

All  foundation  pits  were  sheeted  with  2  in.  spruce  and  tin-  sheet 
ing  left  in  place,    Thi    pumps  not  I g  able  to  keep  the  pits  en 

Hi-    1 1    water,    when    it    r ■    to    tin-    l.-iyinj      "I    eoncicte, 

Km.  vitrified  pip<   was  u  ed  to  1 lucl  ii"    watei  to  the  mil  when 

pump  was  operated, 

1  hi  11    the   woi  1.   at    diffi  1 1  in    I"- ' 

idway  built  on  pili       a    o ted  from  1  hi   wi   I  ban! 

io  tin  end  ot  iin     .1 archi   .  ami  the  wisdom  ol  putting  it  on 

idi lemon  1  rated   by   the   havoc 

bj   high  '■■  " othei    nearbj     trui nol     0    tubstan 

1  in    1 al  plan  of  thi      orl     vas  to  pul  in  all  the  foundations 

1    .mi  1  1 bovi    '"I'll    vatei   bi  foi  1    1 "  on 

with  iln     upi  1  11  n.  mi  1  1  in     plan  ii..     been  1 

out   with   tin-   1.  uli   ih.. 1    protection   from  ordinary   high    watei    1 

ii..     and  and  gravel  foi   the  .01 ,    have  been  obtained  from 


STREET  RAILWAY  REVIEW. 


XII,  No.  12. 


><i  wiih  bini  and  ■  graduated 
could   be  obtained   in 
an  island  in  mid  ind  for 

ibtained   from  the 
erj   I   ..   water   from  the  creek  bed     A  track  wa- 
the  island  and  car-  used  ti  the  material  from  the 

ili<-  crusher.    From  the  crusher  bint  it  wa 
taken  in  cars  and  distributed  from  the  roadway  mentioned  a(   vari 
irts  of  the  work.     Both  gravel  and   ".""I  obtained  from  the 
•  I  quality,  bul  on  account  of  the  dampness,  il  was 
difficull  to  separati  from  the  small  pebbles.     In  the  founda 

ixture  was  treated  as  sand,  tests  having  been  made  foi 

the  pen  !   voids  and  the  concrete  proporti '1  accordingly. 

I  lu-  supply  of  materials  in  the  creek  gave  out  when  the  work  was 
about  half  completed  and  the  crusher  plant  has  been  removed  i"  a 
neighboring  gravel  bed.    Sand  is  being  hauled  to  the  work  from  a 
little  over  half  a  mile  aw 

PIERS. 

In  the  construction  of  the  masonry  abovi  rigs  care  lias 

been  taken  to  have  the  sand  screened.     I  lie  concrete  has  beei 
tinued  up  to  a  point  where  the  steel  rods  of  the  arches  begin,  u  not 
having  been  possible  to  continue  them  furthtr  in  all  cases  for  the 
ii  that  the  rods  hav(  been  delayed  In  shipment 

ARCH  CEN  I  ERS, 

The  form  of  centering  adopted  was  the  Warren  truss  with  seven 
panels.     I  lie  upper  and  lower  chords  were  made  up  of  three  thick- 


PLATFORM  FOR  LAYING  OUT  FORMS. 

ol      i  [2  in.  stuff  mostly   spruce,  but  in  some  cases  of  hem 
lock,  and  in  the  first  ones  built,  the  diagonals  were  made  of  2x  to 
in.  timbers,  but  it  was  found  that  the  end-  sawed  from  the  bearing 
1  be  squared  at  the  mill,  and  utilized  for  the  diagonals, 
1  he  centering  for  each  arch  consists  of  seven  trussi  -  tied  tog 
and  well  braced,  the  trusses  being   supported  at  each  end  by  two 
nts,  spaced  about  4  it.,  this  method  not  allowing  any  weight  to 
come  upon  the  forms  for  the  skewbacks.    The  forms  wi 

as  trusses,  bul  to  render  them  rigid  and  to  prevent,  if  possible, 

ttlement,  two  pile  bents  were  driven  near  the  center  of  each 

is  additional   supports.     The  sections  of  the  chords  are  held 

together  by    I'.-in.  birch   pins,   no  bolts   being   used.     The   reason 

ior  tin-  is  to  facilitate  the  taking  down  of  a  centering,  whii 

be  done  bj  sawing  the  pins,     ["he  lagging  foi  the  ai  spruce, 

<  5  in.  dres  ed  nd  ji  lined  on  both  edges 

MASONRY. 

All  masonr)  is  of  concrete  and  thus  far  no  broki  has  been 

•    in    the   gravel, 
| 

of  i  ement  used  is  "Naza/eth  "  made  by  the  Nazareth 

Cemen  eth,  Pa.,  and  sold  by  the  Chat    Warner  Co., 

of    Wilmingti  ["he  cement   has   been   carefully   tested  at   the 

Iway  company's  laboratory  on  the  work. 

In  th  ns  and  in  the  piers  the  materials  have  been  mixed 


in  the  proportion  of  on<  part  c it  three  parti  of  -and  and 

pan-  gravel,  the  only  distinction  being  thai  in  the  foundations  leu 
attention  was  paid  to  :'  and  than  in  the  super- 

structure of  the  pier-.  In  the  arch  nun-  and  spandrel  walls  i 
proportion  of  i  ■■  is  being  u 

On  e\po„d  siir  ing  mortar  i '  .■  in   thick  has  hem  used 

I  his   mortar    was   first    made    I    to  a,   bul    wa-    afterward    chat 

i  i,,  _•' ...  I  he  facing  i  placed  bj  means  of  slip  boards  and  is 
rammed  at  the  same  tune  with  the  l»'dy  of  the  '  In  tin- 

up  stream  ends  of  those  pur-  which  have  been  sharpened  i" 

,kcr-.  a  nn  2  and  4  varying  in  thickness  from  <<  to 

8  111.  ha-  been  used  in  addition  to  the  ordinary  facing. 

I  he  proportioning  of  the  materials  in  the  concrete  is  on  the  basil 
of  packed  cement,  loose  sand  and  loose  gravel,  and  has  been  deter- 
mined by  test-  of  the  materials  combined  with  the  judgment  of  the 
tor  on  the  work. 

A  woid  with  reference  to  the  method  of  depositing  concn 
the  arches  may  be  of  interest.  The  arches  are  being  built  in  trans 
sections,  extending  the  full  width  of  jj  ft  The  rods  are 
first  placed  in  position  as  shown  by  one  of  the  engravings  and  the 
section  at  the  crown  deposited  tir-i.  This  section  may  be  in  width 
from  10  to  14  ft  I  be  sections  at  the  haunches  are  then  placed  and 
continued  up  toward  the  crown. 

By  November  ist  three  of  the  arches  were  completed,  with  por- 
tions of  the  Spandrel  wall-,  and  il  was  planned  that  the  re-I  of 
the  work  would  be  completed  December  15th.  of  the  present  year. 

Work  wa-  begun  on  the  earth  embankment  May  22,  1902;  on  the 
abutments  of  the  "Dry  Channel  Span"  June  22d,  and  on  the  main 
structure  the  latter  pan  of  June.  Messrs.  Beckwith  &  Quacken- 
lui-li.  of  Herkimer  and  Mohawk.  X.  V.,  are  contractors  for  the 
masonry,  and    Messrs.   Snare   &    Trest,  of  39  Cortlandl    St,    New 

York,  will  erect   the  steel    work. 

1  he  officers  of  the  Utica  >^   Mohawk  Valley  Railwa    I  1  which 

the  bridge  is  being  constructed,  are:  Horace  K.  Andrews,  of  Cleve- 
land, president;  J.  J.  Stanley,  of  Cleveland,  vice-president;  C. 
Loomis  Allen,  of  Utica,  general  manager;  Chas.  II.  Clark,  of  Utica, 
chief  engineer;  Frederick  C,  Phillips,  of  Little  Falls,  N.  Y.,  resi- 
dent engineer. 


NORTHERN   CALIFORNIA  POWER  CO. 


I'he  Northern  California  1'ower  Co.,  which  furnishes  power  to  a 
greai  variet]  of  industries  in  one  of  the  most  prosperous  sections 
of  California,  ha-  recently  installed  a  4.000  h.  p.  generating  plant  at 
11-  Con  t'reek  station,  which  is  situated  in  the  high  Sierras  and  is 
typical  of  the  many  transmission  plants  recently  installed  in  the 
state.  The  ultimate  capacity  of  the  station  will  be  8.000  h.  p.  The 
company  has  already  installed  3.0™  h.  p.  at  the-  Bailie  Creek  generat- 
ing station,  thus  making  the  present  total  capacity  of  the  company's 
electrical  installation  ;.ooo  h.  p.     Among  the  industries  supplied  with 

power  by  this  compart]    n   smelters,  the  city  water   works  at 

Red  Blufl  in  1  Redding,  and  the  operation  of  large  air  - 
at  the  Mountain  <  oppei  I  o's.  nunc  at  Iron  Mountain.  For  light- 
rrenl  i-  also  furnished  to  the  cities  of  Redding  B  Bluff,  and 
Willows,  and  the  towns  of  Keswick,  Cotonwood,  Anderson,  Corn- 
el Vina,  all  lying  along  the  Sacramento  River.  Irrigation  is 
r>  on  most  of  the  land  in  this  valley  and  electrically  driven 
centrifugal  pumps  are  employed  to  raise  water  to  the  irrigating 
ditches.  Many  thousand-  of  motors  are  already  in  operation  in 
California  dmuig  pump-  for  irrigation  work.  The  recent  installa- 
tion "i"  the  companj  in  its  Cow  Creek  station  consists  of  two  1,500- 
kv,  3-phase,  alternators,  which  will  he  driven  by  impact  water- 
wheels  supplied  with  water  under  a  head  of  approximately  000  feet. 
exeinrs.  switchboard  and  raising  transformers,  etc.  The  transmis- 
sion will  I"-  ai  .14,1x10  volts  Both  stations  are  equipped  with  West- 
inghouse  apparatus, 


Senatoi   G    B    Davis,  of  Di  idenl  of  the  Blue  Gra- 

1  I  taction  Co.,  and  a  party  of  capitalists  have  been  Ii 
ovei  1  he  proposed  routes  of  several  interurban  railways  to  be  built 
between  Lexington,  Ky.,  and  nearby  towns.  It  is  understood  that 
work  will  begin  befon  Januarj  tst,  as  otherwise  the  franchises  in 
some  of  the  counties  expire  at  that  lime.  Among  those  in  the  party 
were  A.  K.  Patterson,  C.  R.  Adams  and  W.  Eaton  of  Boston,  Mass., 
and  J.   P.   Clark,  Terrc    Haute,   Ind. 


Dec.  20.  1902.] 


STREET  RAILWAY  REVIEW. 


847 


CREOSOTING   POLES  AND  TIES. 


About  three  years  ago  the  Augusta  (Ga.)  Railway  &  Electric  Co. 
built  a  plant  for  creosoting  ties  and  poles  ami  is  now  not  only  treat- 
ing all  the  timber  used  in  its  own  construction  work  but  also  creo- 
sotes piling  and  poles  for  Government  construction. 

The  company  in  addition  to  the  electrie  railway  and  electric  light- 
ing business  of  the  city  controls  the  gas  lighting,  and  the  en 
plant  was  erected  on  the  property  of  tin  gas  light  company  as  it 
was  more  convenient  to  the  center  of  the  city  than  the  railw.n  prop 
erty.  The  creosoting  plant  comprises  a  steel  cylinder  102  ft  long, 
by  6  ft.  in  diameter,  made  of  '..-in.  steel  plates,  with  all  seams 
double  riveted  and  fitted  with  the  usual  doors,  safety  valves,  gages 
and  pipe  connections.  The  poles  to  be  treated  are  placed  in  this 
cylinder  and  after  being  subjected  to  a  steaming  process  for  a  period 
of  four  to  six  hours,  a  vacuum  is  created  in  the  cylinder  by  means 
of  a  pump,  and  the  temperature  within  the  cylinder  is  then  raised 
by  means  of  superheated  steam  coils  in  the  bottom  to  about  .550 
degrees  F.,  this  process  lasting  from  tour  to  six  hours. 

Connection  is  then  opened  with  a  creosote  oil  storage  tank,  and 
the  atmospheric  pressure  forces  the  oil  into  the  cylinder  until  it  is 
filled.  After  this  an  oil  pressure  pump  is  started,  and  a  pressun 
of  60  lb.  per  sq.  in.  maintained  for  a  period  ranging  from  two  to 
four  hours.  The  oil  is  then  drained  from  the  cylinder  into  the 
storage  tank  and  steam  is  left  circulating  in  the  superheating  coils 
in  the  cylinder  for  about  an  hour  in  order  to  decrease  oil  drippings 
from  the  timber. 

The  oil  storage  tanks  adjoin  the  main  cylinder  and  are  three  in 
number,  two  40  ft.  long  by  8  ft.  in  diameter,  and  one  14  ft.  long  by 
.1  ft.  in  diameter.     All  vacuum  and  oil  pumps  are  Dean  Bros.  make. 

'Ihe  poles  or  ties  to  be  treated  are  hauled  into  the  cylinder  mi  low 
cars  or  trucks  by  means  of  a  cable  and  drum.  There  are  two  com- 
plete sets  of  cars  so  that  one  train  may  be  loaded  and  under  treat- 
ment while  the  other  is  being  unloaded  and  reloaded.  For  con- 
venience in  handling  timbers,  poles  and  tics  there  is  a  second  set 
of  tracks  along  the  side  of  the  cylinder,  and  these  tracks  arc  equipped 
with  overhead  trolley.  As  connection  has  been  made  both  with  tin- 
steam  roads  and  the  street  railway  tracks  of  the  city,  trains  of  flat 
cars  loaded  with  timbers  and  poles  are  hauled  directly  into  the  creo- 
soting plant  by  motor  cars,  and  the  treated  material  is  similarly 
distributed  to  points  wherever  required. 

There  is  also  in  connection  with  the  plain  a  boiler  room  in  which 
has  been  installed  an  80-h.  p.  return  tubular  boiler  complete,  with 
stack  and  necessary  fittings.  This  is  placed  close  to  tin-  boiler  room 
of  the  gas  plant,  so  as  to  utilize  tin    coke  breeze  to  gem-rale  steam 

for  operating  thi  plant, 

In  order  to   utilize  the   surplus  tar   from   the   gas   plant,  a   lar   still 
nstructed  and  the  coal  tar  separated  into  pitch  and  en 
Adjoining  tin-  tar  still  is  thi  iparatus  lor  fur 

m  at   high   pressure  used    Fi  reatmen!   of 

ml  i-   shipped  in  by  a   local  linn  ai   a  cost   ol 
about    10  .  lion,  delivered 

isoting  is  stated  to  be  approximately  $20  per  thou 
sand   feet.  Ixiard  n  about   twice-  the  tirsi   cosl 

is  found  the  life  of  ere n-d  poles  ii  about  mes  thai 

-I  timber 

und  in  the  fai  1  that 
they  cause  some  inflammation  of  tin-  bands  of  tin-  workmen  when 
handling  them.     It  is  .  d  that  the  treatment  ini  reasi     thi 

conductivity  ol  1!  thai    linemen  can   not   always  de| I 

on   the   polls    f,,r    safety    from    shock    when    working    with    currents 
higher  than  1.000 


SEOUL   ELECTRIC  CO. 


The  plant  of  the  Seoul  I  erican  firm, 

Collbrau  &  Bostwick,  which  now  hold    the  property  uni 

ectrical  plain  in   \  is 

I  he  mile  . 

which  1     .md    iiiini   In      in.   uni,    cent    and 

•  i.iiiug  in.-ii  hinei 
■1  n  hi    Wi  whii  li     p 

1.     '1111. 

■     lighting        I  In-    railw.n    1      being 


CHICAGO  UNION  TRACTION   COS. 
SYSTEM. 


TRANSFER 


5    6  «  8   9  I0IMJI2 


EAST 


NORTH 


NOV  1 6 


SO©TH 


WEST 


Eearborn 


Siriston  St. 


Clark.  Else. 
Chicago  Atc 

Bote? 
ClrbournElec 
Oarteld  At. 
Larrabce 
Lincoln  Elcc 
Sheffield  At. 


in  compliance  with  the  recent   decision  of  the   Illinois   Supreme 

Court,  as  noted  in  the   November   "Review,"   relative  to  the  right 

of  the  Chicago    [   11     fraction   1 '•  >     mil    .'-.    1  !    .  ■■    ■   Consolidated 

fraction  Co.,  both  of  which  are  owned  and  controlled  by  the  same 
interests,  to  charge  more  than  one  fare  over  their  lines  from  the 
city  limits  to  the  downtown  districts,  or  to  refuse  transfers  between 
the  lines  of  the  North  Side  and  the  \\  est  Side,  a  new  transfer  sys- 
tem was  placed  in  operation  Sunday,  November  16th.  The  new 
system  gives  to  those  passengers   who  desire  it  a  ride  from  any  one 

point  to  any  other  point  on  the 
lines  of  cither  company  for  a  5- 
cenl  fare  and  any  number  of  trans 
(crs  lie  may  require  to  make  the 
trip,  provided  he  be  not  given 
transfers  which  will  allow-  liiiu  to 
return  in  the  direction  from  which 
he  started.  A  sample  transfer  is 
illustrated    herewith.       For    a    .ash 

fare  a  transfer  is  issued  with 
punch  marks  showing  the  direi 
tion  the  car  is  going,  the  time,  the 
name  of  the  line  by  which  it  is 
issued,  and  the  section  reading 
"for  cash.  I'o  any  intersecting 
line."  This  cash  transfer  will  be 
accepted  on  any  intersecting  or 
connecting  line  except  one  which 
would  cany  the  passenger  in  the 
direction  from  which  he  started. 
I  he  cash  transfer  may  then  be 
presented  on  another  car  and  in 
exchange  another  transfer  issued 
with  the  punch  marks  showing  the 
direction  the  car  is  going,  the 
nine,  the  issuing  line,  and  the  1  ■ 
lion  at  the  bottom  which  contains 
the  words  North,  South,  East  or 
West  only.  The  second  transfer 
show  -  two  directions  not  oppi  1  iite 
each  other,  and  each  transfer  is- 
sucii  thereafter  will  contain  these 
two  directions;  for  example, 
South,  and  West  onlj  ;  West,  and 
Si  in t  h  1  inl\ ,  ami  sii  1  in  alternately 
in  the  end  -  >l  the  13  item  I  In 
/ig  /ag  system  of  transfers  will  be 
allowed  E01  an}  direction  and 
from  any  starting  point 

For  the  purpose  of  taking  can 
of  .1   1 1.1      of  patrons  w hose   re 
quirements  do  not    eem  to  I"   provided  foi   in  ibis  general  system  a 

-■ii is  provided  aining  the  words  "Special      I"  next  cro 

line  onlj  "     1  hi    tran  in,  with  proper  punch  mat  -  .  allow     a  pa 

-" ling    ""ill  and  wi   I  to  1  id<   urn  1 1 ast  to  tl •  intet 

oi  around  threi     idi  1  of  a    quan    bui  no  tran  ifei   1 

issued  then  on      VII  transfci     an    1    tu  .1  at  thi   ti hi    fan    1    ci  il 

lected      1  1  in  ii ;   p. 1    ,  ne,  1     ii inn     receive  il 

kind  of  a  transfci   .1    thi    om    thej   pri  sent. 


Belnont 
and  Sosooc 


Eali*A 

m 


BU 


Hoitb,  Atc. 


State  St. 


Sedtjwick 


AeUaud  At. 


SPECIAL. 

To  next  crois 

line  only. 


c  °x  *  i. 

•a  1  ■   ja  O 

fills 

^=*f  O 
.  s  1  "  D 

3  Mo  ° 

2  g-o  3:  o 

ilifs 

W  *  *  q 

w  =  =  3 

C  fr> 
M  o  £*- 
H  ££  0 

I*  iu» 

*?  l"?  3 
S|  If 


Fullerton 

Z-:::'.;n 
Indiana  St. 


Lincoln  At. 


Southport 

On  Account 
of  Belay 


To  Iitemioc 


ros  CASH. 

To  'At: 

■eetuHte. 


Iccued  on  Transfer  for  ride  In  direction 
atamped  below. 


NORTH 
ONLY 


WEST 
ONLY 


EAST 

ONLY 


SOUTH 
ONLY 


-  I  (N  !  rO  I  «-  I  10  I  to 


1  \  n  i\  TRACTION 
1  1  RS. 


ST. 


THOMAS    1  CAN.  1    STREET    RAILWAY    CO. 
FORFEITS  ITS   FRANCHISE. 


\t  .1  -  thi   St    11 a    1  itj  1 cil.  Novembet  171I1,  the 

treel  railway  was  taken  ovet  in    ati  fad 1  tl aran 

tee  I I  given  b    the  ci  ing  faded  to  opi  rati    it 

1 .11     foi   .1  i"  riod  of  6b  da      then  ing  il     Fram  hi  11       1  In 

■  -  -I  ' al  '  tl ri  paii    and  pul 

ii   -.-.a     thought   that    1 la     oi 

$xoo  would  In-  11  rt  oidei  in  pul  ii"    road  pi  ration, 

■».»■ 

l  In-  -  1     i  :       Icee  hold    that  the  Mil    tukei    E  lecti  ic 

Railway  &  Light  Co  had  no  right  under  il    ft  haul  freight 


STREET  RAILWAY   REVIEW. 


[Vol.  XII,  Na  12. 


BRISBANE  TRAMWAYS   RECREATION   CLUB. 


\:\    1  II  «  \|. ..!.>•■ 


In  Ji  < ten  and 

Tramways   when   off   duty   suggested 

nt  and  the  nun  almost  simultaneously,  but 

by   whom  ii  broached  is  now   iiar.ll>    remembered 

m  and  on  August 
Bth,  thi  perfected    The 

ffii  ial     of  ,v.     To   this   the   man- 

ling   that   to  attain   the  pur- 
u  the  club  should  be  "of  the  nun.  for  the 
men  and  by  the  nun."     Mr.   Hadgcr,  however,  consented  to  accept 
the  purely  honorary  office  of  "Patron"  and  at  a  subsequent  elec- 
tion officers  were  chosen  from  among  the  men. 

Recn  !       ading  rooms  supplied 

with  current  literature,  illustrated,  technical  and  daily,  bad  pre- 
provided  at  the  different  depots,  but  as  the  member- 
ship and  interest  increased,  the  necessity  of  larger  and  more  central 
quarters  Incline  apparent  and  the  company  offered  the  use  of  a 
building  on  one  of  the  principal  tram  Inns  for  the  use  of  the  club. 
The  front  part  of  the  building  was  thrown  into  one  large  room 
$4x18  ft.  and  electric  light  was  installed  and  the  room  furnished 
with  punching  bag,  Indi  dumb  bells,  quoits,  boxing  gloves, 

draughts,  etc.  The  ball  is  open  all  day  and  to  a  seasonable 
hour  at  night,  and  the  men  are  encouraged  when  off  duty  to  avail 
themselves  of  the  privileges  of  the  club.  The  rear  of  the  build- 
ing was  tendered  to  one  of  the  married  men  for  living  rooms,  who 
assumes  the  care  of  the  hall  in  consideration  of  his  rent. 

The  present  membership  is  about  200  and  includes  nearly  two- 
thirds  of  the  conductors  and  motormen.  all  of  those  employed 
being  eligible  for  membership. 

The  necessary  expenses  of  the  club  are  small,  there  being  noth- 
ing for  rent  or  lighting.  However,  the  small  monthly  due  of  6d. 
(12  cents)  is  paid  by  each  member  from  which  funds  are  always 
available  for  an  occasional  "spread." 

The  government  i-  vested  in  a  committee  of  twelve,  who  hold 
regular  monthly  meetings,  business  meetings  of  the  club  propel 
being  held  annually  or  upon  call  of  the  committee.  Frequent 
formal  meetings  arc  held  at  which  guests  are  entertained,  the 
programmes  varying  from  literary  and  musical  efforts  of  no  mean 
order,  to  banquets,  at  which  after  dinner  speakers  are  developed. 
At  the  latter,  the  members  are  their  own  caterers.  No  intoxicants 
nor  gambling  are  permitted  under  any  circumstances.  Addresses 
on  topics  pertaining  particularly  to  tramway  equipment  and  opera- 
tion are  also  presented  from  time  to  time.  Frequent  matches  in 
draughts  and  chess  arc  arranged,  also  boxing  and  fencing  matches. 
Annually  a  tournament  is  held  at  one  of  the  public  recreation 
grounds,  at  which  all  forms  of  outdoor  sports  (of  which  Australians 
are  very  fond)  arc  contested,  medals  and  prizes  being  offered  by 
the  company,  officers  and  outside  parties.  The  tournaments  are 
usually  graced  by  the  presence  of  state  and  municipal  officials, 
who  have  exhibited  genuine  interest  in  the  club. 

As  an  offshoot  of  the  Recreation  Club,  a  Rifle  Club  was  organ- 
ized something  over  a  year  ago,  having  now  a  membership  of  about 
seventy.  Members  of  this  club  arc  required  to  take  the  oath  of 
allegiance   to  the   sovereign,   when  slate  equips  the  club 

with  rifles,  furnishes  instructors  in  rifle  practice  and  the  manual  of 
arms,  as  well  as  range  facilities.  Target  practice  takes  place  once 
a  week  and  drills  are  held  twice  a  week.  The  Rifle  Club  by  its 
organization  in  arm  of  the  State  Defence  Force  and  the 

ghness  and  ness  of  the   drill   is  shown  by  the  fact 

il    nun    volunteered   for   service   in   the    Australian 
10    the    Home    Government    for    service    in 
South  Africa. 

The  club  has  parlicip  eral  target  matches  in  which  the 

members  acquitted  themselves  with  particular  credit. 

of  Tramway  employes,  not  exactly  an  off- 

n  Club,  however,  is  the  Tramway  Hand.     It 

numbers  about  twenty  members,  the  company  furnishing  the  instru- 

and   the   services   of  a   proficient   bandmaster   as   leader   and 

instructor.      Regular    practice    is    held    once    or    twice    a    week    and 

night  during  the  summer,   weather  permitting,  an 

open  air  concert  is  given  at  a  small  park  on  one  of  the  lines  where 

.-  purpose  of  control  of  the  premises  the  company  has  leased 


some  ground  and  erected  a  bandstand.  I  hat  these  concerts  are 
popular  with  the  public  is  attested  by  the  fact  that  an  audience 
of  a  couple  of  thousand  is  not  unusual,  nearly  all  of  whom  use 
the  trams  in  going  to  and  returning  from  the  concert.  The  play- 
ers arc  allowed  a  half  day's  "time"  for  each  evening's  playing  at  a 
concert. 

recently,  a  benefit  fund  has  been  established,  by  means  of 
which  employes  who  arc  incapacitated  through  illness  receive  sick 
pay  while  absent  from  their  duties.  As  a  small  weekly  subscrip- 
tion is  all  that  is  required,  the  majority  of  the  employes  are  mem- 
bers of  this  institution,  and  each  branch  has  been  so  well  man- 
aged as  to  pay  all  claims  in  full  and  have  a  comfortable  fund  in 
bank. 

As  a  result  of  these  organizations  the  mutual  interest  of  com- 
pany and  men  is  increased  and  on  the  part  of  the  latter  has  devel- 
oped the  feeling  that  even  a  soulless  corporation  has  a  desire  for 
the  pleasure  and  contentment  of  its  employes  when  off  duty,  as 
well  as  for  their  best  service  when  on  duty.  A  community  of 
interest  has  thereby  been  aroused  to  which  may  partially  be  at- 
tributable the  fact  that  there  never  has  been  any  question  between 
the  management  and  employes  which  has  not  been  readily  settled 
without  the  slightest  friction. 


ABOUT  AN   ACCIDENT. 


The  following  claim,  it  is  said,  was  presented  by  a  farmer  living 
at  Ararat  Summit,  Pa.,  to  the  N'ew  York,  Ontario  &  Western  Ry  , 
and  the  reply  is  from  the  pen  of  the  railroad's  claim  agent: 

THE  CLAIM. 


My  razor-back  strolled  down  your  track 

A  week  ago  today, 
Your  Twenty-nine  came  down  the  line 

And  snuffed  his  life  away. 

You  can't  blame  me.  the  hog  you  see 
Slipped  through  the  cattle  gate, 

So  kindly  pen  a  check  for  Ten, 
The  debt  to  liquidate. 


THE  ANSWER. 


Old  Twenty-nine  came  down  the  line 

And  killed  your  hog,  we  know, 
But  razor-backs  on  railroad  tracks 

Quite  often  meet  with  woe. 

Therefore,  my  friend,  we  cannot  send 

The  check  for  which  you  pine. 
Just  plant  the  dead,  place  o'er  his  head, 

"Here  lies  a  foolish  swine." 

Ararat  Summit  is  of  interest  to  street  railway  men  as  being  the 
scene  of  the  fight  between  officers  and  six  burglars  who  had  robbed 
the  Carbondale  Traction  Co's.  power  house  at  Mayfield,  Mar.  26, 
1899.    An  account  of  this  was  given  in  the  "Review"  for  April,  1899. 


BLUE  GRASS  TRACTION  CO 


The  Blue  Grass  Traction  Co.,  Lexington,  Ky.,  has  filed  amended 
articles  of  incorporation  which  are  designed  to  widen  the  field  of 
its  operation.  The  articles  provide  for  an  increase  in  capital  stock 
from  $10,000  to  $350,000,  and  authorize  the  company  to  furnish  heat, 
light  and  power,  to  purchase  and  improve  real  estate  at  or  near  the 
line  of  its  railway  for  the  purpose  of  establishing  hotels,  summer 
resorts,  or  parks  for  the  entertainment  of  its  patrons,  and  to  carry 
passenger-,  express,  freight  and  the  United  States  mail. 


The  Metropolitan  Street  Railway  Co.,  of  Dallas,  Tex.,  has  been 
incorporated  with  a  capital  of  $4,500,000  to  build  and  operate  street 
railway  and  interurban  lines  within  and  near  the  city  of  Dallas. 
This  is  believed  to  mean  a  consolidation  of  all  the  street  railway 
companies  of  Dallas. 


Dec.  20,  1902.] 


STREET  RAILWAY  REVIEW. 


899 


CONSPIRACY   CASE  AT  BUFFALO. 


it  the  middle  of  May,  1902,  the  claim  agent  of  the  Interna- 
tional  Railway   Co.   of   Buffalo,  discovered   that   .1   plot    was  being 
formed   t"   obtain   a    large   sum   of   money    from   the   companj    bj 
means  of  a   fraudulent   accident.     Mr.   A.  J.   Farrell.   general   claim 
of  the  company,  informed  Mr.  T.  K.  Mitten,  the  general  man- 

1  what  he  had  discovered  regarding  the  plot,  and  Mr.  Mitten 
instructed  him  to  give  the  matter  his  personal  supervision  and  to  lay 
his  plans  to  unearth  the  guilty  parties,  if  posi 

Mr.    Farrell   started   an   investigation  at   once  and    found   that   the 
conspirators  were   Henry  Cobb,   Adam   Willis  and   George    Leonard. 


ANDREW  J.  PARREL, 

Claim  Agent. 


FREDERICK  HALLER, 
Assistant  District  Attorney. 


\-    Mr.    Farrell    had   known    Leonard  time,    he    was   ap- 

proached  and  made  a  party  to  the  scheme  and  was   instructed  to 
bb  and   Willi -.  to  carry   it  out.      Leonard   was  to  assist   them 
and    to    keep    Mr.    Farrell    informed    of   all    thi  of    the    plot. 

Cobb  and  Willis  were  invited  to  Leonard'-  house  and  the  plan  was 
talked  over  several  times. 

The  night  of  June  _M-t  was  the  time  selected  for  the  fake  acci 
dent  to  occur.  Before  it  was  put  into  execution,  however,  it  was 
planned  to  have  a  final  rehearsal  at  Leonard's  house  at  eight 
.  that  night.  Three  witnesses  from  the  claim  department 
i  whom  wa-  a  stenographer)  arrived  at  Leonard's  house 
about  an  hour  before  the  conspirators.  They  were  placed  in  an  ad 
joining  room  wdu-re  they  could  -■ .  everything  thai  was  going  on 
and  hear  the  conversation.     Cobb  and  Willis  arrived  at   Leoi 

lock  as  agreed  upon,  and  the  linal  rehearsal  was 

0       PUI        'll'    i 


Willis  and  Leonard  stopped  u  the  corner  of  Spruce  and  Syca- 
more Sts.  Willis  stood  on  the  northwest  crossing  or  proper  stop- 
ping place  for  a  westbound  car.  Leonard  -t.>.>d  on  the  opposite  side 
of  the  street.  Cobb  walked  one  block  further  east  and  as  a  wesl 
bound  car  approached,  he  walked  out  from  the  crosswalk,  hailed  it, 
look  his  handkerchief  out  of  his  pocket,  and  wiped  Ins  face  I  In- 
was  a  signal  agreed  upon  between  them  that  everything  was  Favor- 
able foi  their  scheme.  Cobb  walked  to  the  forward  end  of  the 
car.  The  conductor  followed  bun  to  gel  the  fare  and  Cobb  com 
menced  to  unbutton  his  overcoat,  which  was  worn  for  the  occasion, 
lie  drew  the  conductor'-  attention  by  asking  him  which  route  he 
would  take  to  get  to  the  depot.  As  the  ear  approached  Spruce  St. 
it  was  hailed  by  Willis  who  was  -lauding  at  the  propel  -lopping 
11..  Ilk  car  came  to  a  -lop,  Willis  stepped  Onto  the  car.  got  up 
onto  the  platform  and  into  ihe  dooi  Leonard  who  wa-  on  the  oppo- 
-ite  side  of  the  Street,  crossed  back  of  the  car  and  just  as  11  was 
about  ready  to  start,  caught  hold  of  it  with  his  left  band  on  the 
dash,  his  right  hand  on  the  body  oi  the  car  and  one  fool  on  the 
Step.     As   the  car  started,   he   fell   to  the  pavement.      Willis,   who  al 

this  lime  had  got  to  the  d -  of  the  car,  notified  the  conductor  thai 

a  man  had  fallen  off.  Ihe  signal  w.i-  given  b)  the  conductor  but 
the  ear  reached  ihe  next  Street  before  11  could  he  -lopped.  Willi-. 
Cobb  .ind  the  conductor  gol  off  and  wem  back  and  found  Leonard 
lying  in  the  street,  groaning  ami  moaning.  He  was  picked  up  and 
,i  -1  0,1  1,:  ilh  side  of  the  street  and  hi-  name  taken  by  the  con 
ductor.  The  conductor  asked  him  if  he  was  hurl  and  he  com- 
plained of  bis  back  and  the  back  of  bis  bead  being  injured.  Cobb 
.ni.l  Willi-  gave  their  name-  to  the  conductor  but  gave  fictitious 
addresses.  Leonard  wa-  assisted  tO  the  police  Station  nearby  and 
taken  from  there  lo  his  home  in  the  patrol  wagon.  He  was  car- 
ried  up  two  (light:-  of  stairs  and   put    lo  bed       ,\   physician   was   sent 

for  and  when  he  arrived,  made-  an  examination.  Leonard,  accord- 
ing to  instructions,  deceived  the  doctoi  by  claiming  a  severe  pain 

111    the    -mall    of    the    back    ami   also    in    the    back    of    (lie    bead        I  In 

lull   made  several  visits  but  the  improvement  in  In-  patient  was 

1101  noticeable. 
Mr    Millard  F.  Brown  wa-  the  attorney  employed  by  Cobb  and 

Willis  lo  look  after  Leonard-  ea-e  Mr  Brown  called  on  the  claim 
agent  and  made  a  demand  for  $500.00  for  ihe  injury  lo  bis  client. 
fhe  claim  agent  requested  bun  to  submit  this  in  writing  so  thai  it 
could  be  taken  up  with  the  management;  be  also  requested  a  stale 

mem    from  ihe  doctor  in  regard  to  his  client's  injuries,   winch   state- 

iiu  in  -  were  furnished. 

Ihe  time  consumed  by  Leonard's  supposed  dines-  was  three 
Weel  .  and  during  thi^  tune  Cobb  and  Willis  were  almost  nightly 
\  isiiors  at   Leonard's  house. 

fhe  n \  received  fi the  railway  company  was  to  be  divided 


11. 1. is.  ALIAS  HAWKINS. 
m.    Weight,  I  1  1 

■lit  r  Is .     o,  cap  IM0T. 

arnci  of 

not  appropriate  for  the  purpose      I  h<  y 

on  1 


I    .   1  OBB, 

Age,  44      11   Ighl      11.  11  in.    Weight,  160  ib,    1: Balr,  dark  and  graj 

Complex sallow,     htnatacbe,  gray,    Occupation   rakli 

1  .ml  1  .in   li.di    on    pay  In     doctoi    lull 

( '..bb.  Willi-  ami  the  attorni       en   to  d    idi   I  hi  othei  hall 

I'''  La      lie      ,11  I.     I     o|     l]| , 

I..  '■  1 .-..a.     oul    a    wai  rant    and    in 

■  ompany  with  two  deti  to  1        ird     I Ii  bad  al 

irranged  that  Cobb  and  Willi    wen   to  bi    there     The 


901  • 


SI  KM  I    R All. WAY  REVIEW. 


I  V,o    Ml.  No   13 


Hi   \t     III' Hll 

ii. I   jury   .ui.l 
nd  iurj   -hi. I 

her  171I1  their  trial  1 

given  to  tin-  jury  whii 
the  indictment,  after  being 

.11.11.1  inrn  1  1  made 

arrived  .11    Leonard's  hou 
I,   mini   the   fake  accident   occurred  anil   Leonard 
I  wagon,  ilu>  win  never  lost  -mln  of  by  the 
men  from  tin-  claim  department  of  the  compa 

iduced  at  the  trial  showed  that  these  men  wen 
nut  new  at  tin.'  business  ami  that  they  had  received  money  from  dif 
street  railway  companies  throughout  the  country  fur  similai 
fake  accidents      \fttr  thej  mej    foi   th 

Cleveland  and  in  that  citj  thej   «  en 

□uble  fall,  that  is,  I  eonard  and  Willi-  wen    1-  fall  ami 

Cobb  ■■  'in'  niiiii.-.     Fro      1  ind  thej   were  t"  go  to 

Detroit  ami  from  city  t"  city  < I •  •  1 1 1 1^  tin-  kind  of  work.     This  was 

I  upon  before  tin-  rehearsal  of  Jinn-  21  si  took  place. 

Hawkins  ami   Adams  were  each   sentenced 
tn  mir  year's  imprisonment  at  hard  labor, 


KANSAS  CITY   NOTES. 


ELECTRIC   POWER  ON   GERMAN   CANAL. 


riu-  Tetlow  Canal  connects  tin-  Havel  ami  Spree  River-  nol   far 
from   Berlin.     It  1-  33  miles  long  ami  lias  one  luck.     The  annual 

.  11   bids  were 

invited  fur  tin-  insl  ic  equipment  fur  traction  pur 

poses.      fwenty  bids   wi  ■ -1       ["he  proposed   installation  of 

Messrs.  Gar         '  pccial  interest.     It  proposes  in  build  a 

one  bank  of  the  canal,  although  both  could  In-  used  if 

1    with  tin  1  Hi    « here  some  special 

arrangement  would  have  tn  Ik-  made.     Power  1-  in  In  supplied  in 

in  ni"  a  three-phase  current  al  8,000  volts  ami  50  periods      1  he 

company  claims  that,  although  it-  locomotive  is  very  light,  it   will 

have  a  high  tractive  power  din-  to  the  two  whei      ol  each  pair  In 

nig  inclined  at  an  angle  tn  each  other  ami  running  on  a    singli    rail 

The  locomotive  will  maintain  u-  balance  bj  means  of  another  wheel 

running  .  n  the  roadway.     The  greatet  pari  of  the  weight,  however, 

i-  thrown  mi  the  inclined  wheels.     I  In   locomotive  1-  equipped  with 

a  three-phase  motor  having  it-  axle  parallel  tn  the  rail.     Tin    effi 

al  full  loads  for  the  motors  1-  90  per  cent,  for  t!. 

ital  of  68  per 
ir   iln'   locomotive       Hie   current   i-   supplied   to  a  two 
line  at  a  pi  rail  sen ing  a-  a 

conductor,  ami  i-  taken  from  these  wire-  by  a  double  trolley  at 
mint.     For  through  a  lake,  where 

electric  tugs  are   used   to  tow    the  boats.      They  are   driven   by    two 

li.     Current  i-  supplied 
them  by  mi  d  lines  supported   by  transverse  wires. 

Sis  tug-  and  53  locoi  red   tor  the  servici 

01   two  of  175  tons  each.     The 
1  lipment  was  $248,400. 
•  •  » 
'  "     ha   Street   Railway   Co.   lias  secured   franchises  and   will 

1      tO     Mnl'illCr.     : 


ni  with  two 
current,  tn 
&   Mohawk  Valley  Ry. 

A  similar  a.  irred  on  the  same  line  about  two  years  ago 

when  a  cat   short-circuited   the  current. 


All    electric   cars   in    East    Si.    1.  1 

been   run  over  the   Mads  bi  November    15th 

Relay   depot,   will   al 
over  tl  completed.     They 

nt  of  lack  of  power. 


I  In  City,  Mo.,   ha- 

the  old  1 1 1 1  in  Line  in 
nil  the  North  East  Division     li-  'In  Pullman  tjrpt 

ami  are  particularly  handsome  in  appearance,  being  finished  in  ma 
hogan) .  « nli  plat  ther  upholstering, 

ompany  w 
and  tin  company  has  offered  the  city  8  pet  cent  ni  1 

100  acre  park   for  their   renewal       ll 
that  the  proposition  was  favorablj   considered  by  most 
officials  ami  citizens,  hut  certain  political  aspirants   urged  amend- 
ments demanding  so  much  that  the  company   ha-  stopped  wnrk  mi 
important   improvements  until  there  i-  -..me  assurance  "i  a  -ati- 
factorj    adjustment.      I  In  city    officials   have   made  trip-   with   the 
of  the  companj  ovet  the  proposei  the  park  referred 

to.     I  he  Swi.pi    Park  limits      Pi 

owner-   have  offered   the   nght   of   way    for  a  boulevard  to  the   park 
1  ;n  it.   111  width.      Ih.    proposed   plan  1-   for  p   20   ft 

ei    130  fi    tn  contain  a  driveway,  bicycle 
path  and  sidewalks 

It  1-  reported  that  union  or)  in  the  city  for  the 

purpose  of  forming  a  street  railway  employes'  union.    Tl:.-ir 

iiiule--   a-   the   men    have   been    induced    to   leave   their    p.. -1 
timi-   several   tune-   ami   go  mi   strike  and   have   lost      The  men  are 
-all-tied  with   the  treatment   1  pan)    and  are  not   willing  to 

assume  anj   risk  bj  joining  the  union. 

in    company   ha-   under   consideration   a   plan   10   abandon   the 
Ave.  and  the  Ninth  St.  cable  lines,  which  are  parallel 
and   close   together,  and   build   an   electric   line   mi   a    -treet    bi 
them,   which    it   1-   believed    will    give   a   much    more    satisfactory 

scr\  ice. 

Mr.    S.    M.    Ian  ntendenl    of   the    18th    Street 

Division,  ami  later  general  superintendent,  has  been  promoted  in  be 
assistant  general  manager.     Mr.  James  1-  yel  a  young  man  ami  has 

achieved  success   in  tile   street   railway    i 

1  In     company    1-    experimenting    with    an    electrically    opi 

-witch  winch,  if  satisfactory,  will  In  adopted  for  the  entire  system. 

A  man  ha-  -ued  the  company  for  $1,000  for  being  put  nfi 
by  a  conductor  who  refused  to  accept  a  smooth  nickel.  Another 
has  brought  suit  for  $20,000  for  being  arrested  and  removed  from 
a  car  by  an  officei  fol  refusal  In  pax  In-  fare.  He  was  one  of  a 
numbet  who  refused  in  paj  fan  until  a  lire  was  made  in  the  stove 
of  the  car.      The  others  wen  induced  by  the  officer  to  pay   their 

I  he    I  rnosi    Ave.   Line  ha-  had  the  old  cable  Hack  replaced  by   a 
lectric  track  of  heavy  construction.     This  line  ha-  also  new 
doubli   nil,;,  car-  and  other  modern  equipment.     The  changes  have 
been  made  tinder  the  direction  of  Mr.  G.  I',,    futweiler. 


ELECTRIC   RAILWAY   EXPRESS   SERVICE  AT 
UTICA.   N.   Y. 


1  hi  December  t-t  the  Utica  &  Mohawk  Valley  Railway  Cm  estab- 
lished hi  express  service  between  Utica,  New  York  Mills,  York- 
ville,    Vx  New     Hartford,     Clinton.     (  iri-kany,     Rome    and 

Frankfort     Two  car-  will  In  operated  at  the  outset  and  other-  will 
the  increase  of  business   demands.      At   least  two  t rips 
a  day  will  be  made  to  each  place  and  possibly  three  or  four  to  some 
of  them.      The  central  office  .it   the   Mam  St.  car  barns  in 

\  package  of  anj   si  e  that  can  be  put  into  the  car-  will  be 
01    Man-inn tation  vagons  draw n  bj 

''I   in   I Clinton,  and   Romi       ["hi    cars  and  express  wagons 

have  been  painted  a   conspicui  or.      The  new   service  is 

convenience  to  persons   from  the  villages  shopping  in  the 
city,  as  they  can  have  package-  sent  to  the  Mam  St.  depot  and  they 
will  be  promptly  delivered  to  the  address  of  the  purchaser. 
—  * «  » 
i      con  truction  of  the   Rockford  &   Freeport   Electric  Railway 
egun   in    November.  for   the   entire  road   was 

awarded  tn  the  Northern  Construction  I  0  I  In  price  is  reported 
to  have  been  about  $750,000.  Contracts  for  various  portions  of  the 
work  will  be  sublet.  The  contract  calls  for  the  completion  of  the 
line  by  July  1,  1903. 


Dec.  >o.  1902.] 


STREET  RAILWAY  REVIEW. 


901 


TRANSFER  SYSTEM   AT  PROVIDENCE. 


At  its  January  session,  of  the  year  1002,  the  Genera]  Assembly  of 

the  State  of  Rhode  Island  passed  an  act  providing  lor  free  transfers 
on  street  railways  in  the  state.  The  act  which  was  passed  under  date 
of  March  28,  1902,  forms  Chapter  965  of  the  Public  Laws,  and  is  in 
part  as  follows  : 

Section  I.     Every  corporation  operating  lines  of  Street   railwa]    in 
this  state,  accepting  the  provisions  of  tin-  act,  shall.  "ii  or  before 
the  tenth  day  of  July,  iooj,  provide  a  system  of  free  transfer  tickets 
on    its    lines,    which    shall    enable 
any  passenger,  paying  the  regular 
fare  of  5  cents  on  any  car  operal 
ed    by    such    corporation,    to    ride 
from  the  point  in  any  city  or  town 
where  he  enters   such  cars  to  any 
other  point   in   such    city   or   town 
reached  by  a  second  car  operated 
by  the   same  corporation  upi 
track    which    physically    intersects 
or   connects,    at    a    point    toward 
which    the    passenger    tir-t    took 
>■ — the  purpose  of  this  pro- 
vision being  to  make   it    possible 
for  "He  passenger  to  go.  by  means 
transfer,   from  any   point 
within   the  present     limits    of  any 
such  city  or  town  reached  by  any 
line    of     car-     as     the     same    may 
from  time  to  tune  Ik     established 
by    any     such     corporation,     by     a 
continuous    trip,    a-    near    a-    may 
he.    in    the    car    in    which    he    fir-t 
take-   pa— age.    and    by    a    second 
car  running  on  any  track  connei  1 
ing   or    intersecting   as   aforesaid, 
and  used  or  operated  by  the  same 
corporation,   to   any    point    within 
-aid    limits    reached   by    such 
ond  car,  upon  payment  of  a    sin- 
gle fare    of    S    cents,   which    fan 
-aid  corporation  is  hereby  author- 
ized   to   charge:      Provided,    how- 
ever  (  1  ),  that  no  passenger  shall 
entitled  to  a  transfer  ticket  tin- 
he  demand-  the  same  at  the 
time  of  paying  a  cash   fare;    ( -•  1 . 
that  a  transfer  ticket  -hall  not  en 
title  a  passenger  to  he  transport- 
ed  upon  any   intersecting  or  con 
nccting  track,  unle- 
ger  take-  pa-sage,  at   the  pom' 
intersection  or  connection,  or  the 
car    which    pa  point 

r  the  passenger  arrive     then 
at,  and    which    1-    being  operated 

'    the  connecting   or 
mg  track  in  the  direction  in  which 
the  passenger  di  ; '. 

that    such    corporation    shall    nol 
b< 

fcr     ticket     which     will     enable 
a  passenger  to  return  towards  the  point  when 

by  a  line  running  parallel  with  or  in  substantially  the    ame  general 
from  which  he  \),  thai  no  pet 

hi  1  .in  n  ai  h  In 
point  of  destination  on  the  lini  !  company,  from  the  poini 

whi  •."-.  withoul  fer,  upon  paymenl  ol 

hall  nol  bi 
ii,l<-  or  transferable  to  any  othei  pel  on,  hut  shall  be  u  icd  only 
|,y  ■  to  whom  ill   bi 

Hid  such 
or   from  lh<-  car  in  which 
he  begins   his   journey  to  a    second   car.   bul    nol    furllui  ;    <  7 )    tli.it 
11  may  designate  upon  such  tickets  the  rout- 


upon  which,  and  the  direction  in  winch,  such  tickets  will  be  received 
in  lieu  of  fare,  and  the  point  of  intersection  or  connection  at  which, 
and  the  time  withm  winch,  such  tickets  must  be  presented  in  order 
to  be  so  received.  And  no  such  ticket  -hall  be  valid  unless  pre- 
sented  at  the  point  and  within  the  time  designated  upon  a  car  of  such 
corporation  operated  over  the  route  and  in  the  direction  indicated 
upon  such  icket,  and  by  the  passenger  to  whom  such  ticket  has  been 
issued  1  > >  the  company  or  its  agent  at  the  tune  of  receiving  from 
such  a  pas  engei  a  regular  fare;  and  such  corporation  may  establish 
and  print  on  such  tickets  all  such  other  reasonable  rules  and  regula 


troufy/b/ni 


RAILWAY   LINES  OF  PROVIDENCE,  R,  1. 

nun    ,1    ma)  i"  1  ■  quit  ed  to  pro  em  ft  aud  in  thi  is  u ic  pi  such 

1  i.m  fer  tickets,    o  thai  thi     ame  tnaj   nol  be  u  ed  •  ontrat  \  to  the 
purpose  and  inti  nl  ol  thi      ection. 

[1   11     pet  thet  ih. in  iin   pa    1  ng<  1  to  w  1 .1  1 1  an 

hi  ticket  ha    bei  n  i    ucd    hall  pi  1   1  nl    iui  h  tii  ki  1  to  the  luctor 

1  1 nt  ol  Eare,  01  if  an    1 n    hall  pn  enl 

uch  1  such  1  ondui  I lii  u  ol  paj  mi  nl  ol  Eare  .11  .1  1 

■    a  in  11  01  .,1  .1  plai  1   othi  1  than  the  plat  <    where 

tern Ii    .  alid,    ui  h  c Iui  1 .1 1  take  up 

demand  fro h  pet  on  ii"   paymenl  ol  a  regular 

■  used    ch  person  from 

put  porting  to  give  the  righl 


!    I     NAII.U.W    RE\  II. U 


[Vol  XII.  No.  ia 


w  hen  a  rcg 

i  othei 

li  .I,  thai 

ll  livcruig  ili 
rporalion  acting  in  the 

shall  purch 

the  righl  of  transfer  from  one  car  to  an 
other,  m  a  conductor  to  whom  such  person  lias  paid  a  reg- 

i  passenger  who  has  n 
4ii  upon  paytnci  l  or  offer  any 

such  ticket  to  the  conductor  of  an  l.  how 

lion  shall  not  apply  to  conductors  "r  other  agents 
of  any  such  corporation  wh  regular  dis 

.  ii  duties. 

!    violating 
hall  be  fined  not 
'   more  than  twen- 
ty doll 
At   the   same    session    il 

intended     I  ">o8  of 

the  Public  i  ide  that 

no  transfer   ticket   should   entitle 
to  ride  in  the  second 
iter   distance   from   the 
point  of  ii"  '  connection 

than  he  would  be  cm 
upon  such   second  car 
men!  nl    fare,  am 

g    further   ll 
panj 

:    of    transfers     herein    re- 
ef July.  1902,  it  shall  be  the  duty 
general  to  enforce 
with  the  provisions  of 
t  tins  act  by  mandam- 


ta|m|io|ia!io|io|io|io|aftHtt|o 
«l«l«l»i»|«|«i«|«|«l«|« 
w'ni  wfwwiwiwiwiwiwmin 
w|ci|cHci.«M|oi:ci|cs|ciicilci|ei 
-l-l-i-l-l-l-l-l-l-l-l- 

Hci|co|»iio|<oiN|co[o>lfltl5 


<!  =  *: 
5>§'  - 

Pill 

CO" 


OS: 

c 

I 

1 902 

o 


gj 

z  ^ 


NORTH 
EAST 

"IT 


fla^tias. 


HK.-BrooK 

abj.- Brown 

ABS.-ElDlZr. 

Bi.A.-Cnat 

Br. 4 -N.I'd 

Br.A-Snu. 

Broad-Wint. 

BrooK-Water 

BrooH-Wick. 

Brown-Wjter 

Cbaii^utn 

sdmles- Band 
05  snui.-s.iiii 

"  Craus-Paiade 
Don. -Wait. 
Don  west. 
Oorr.  -We?0 
Easi  -wick. 

Ian  A-RlT  A 

BSrlcet  Sq    . 

Main.  -wash. 

MaUL-Weyo 

Hiii-N.ian 

Orms-Cbarles 

Olieyiilltsq. 

Prosp-Water 

s.iaia-wici 

thus  Heal 

Onion  siat. 

Wman-Wayl 

Wtti.-winur 

EME8CEICY 


by    other    appropriate  pro- 

In  accordance  with  the  provis- 
t   this  act,  the  several  com- 
panies controlled  by  the  Rhode  Is- 
land Co.  instituted  general  trans- 
in  the  cities  in  which 
the  tines  are  located. 

The    arranging    of    a    fair    and 
factory  transfer  system  in  tlte 
city  of  Providence    pn 

an     exceedingly      difficult     matter. 
The    P  system    includes 

iparatively   short   lines 
ng      from     practically     one 
common      center         to      virtually 
all      the      points      of     the     corn- 
situation     was     ren- 
omplicated      l>y 
the    fact    that    many   of   these    lines   converged    near   their 
outer  terminals,  and  there  are  numerous  instances  in  which  two  or 

ire  not  more  than  three  or  four  blocks  apart  111  thi 
dential  ity.     It  will  thus  be  seen  thai  anything  like  a 

univei  tem  from  one  line  to  another  would  permit  a 

1    ween  two  lines  to  n  on  on<   line,  obtain  a 

transfer,  transact  considerable  business  within  the  transfer  time  limit 
and  return. home  on  the  other  line  by  the  payment  of  but 

ire,  a  privili  requiring  transfers, 

trict  circuit  <  thin  the  pro, 

of  the  transfer  law,   the   company  designated   some  30   Intel 

points,  and  a  transfi  r  ticki 

d  which  by  means  of  the  conductors'  punch  marks,  restricts 

I    privileges  to  a  prescribed   intersecting  point,   direction, 

destination,  and  time.    The  form  of  ticket  adopted  is  unusually  com- 

n  its  scope,  and  at  the  same  time  is  designed  to  reduce 

e  transfer  privileges  to  a   minimum.      But   one    form   of 


ii  RANSFER. 


iily  simplifying  the  work  ol 
distribution,  issuing  and  checking  transfers,  and  also  reducing  the 

I  printing  tickets      \-  will  i"   seen  from  a  sample  repn 
the  tii  1 

1  all  the  lines  to  and   from  which  tran 
sued,  and  the  conditions  under  winch  the  ticket   i(  g I  are  11 

by  punch  ra  tance,  the  sample  shown  1-  punched  to 

read,    ir North    Main    St.   to  ( llncy  ville  at    Market   Squari 

ind  must  be  used  before  50  minutes  after  10  in  the  morning. 
I  In-  distinction  between  a.  m   and  p.  in.,  is  made  by  punching  the 
name  of  the  line  in  either  the  light  portion  or  the  shaded  portion,  as 
1    ma)   l><      It  will  be  noted  thai  although  the  Mam  St.  line 
and    the   Olneyville    hue   may    intei  everal   additional    points 

than  Market  Sip.  this  particular  ticket  would  not  lie  good  at  the  Other 
intersections.    It  will  also  be  noted  that  the  principles  on  which  the 

di  tired  combination  to  be  indicated, 
and  by  pun  the  possibility  of  using  the  ticket 

in  any  other  combination  is  prohibited.    The  company  uses  but  one 
How,  and  the  date  is  indicated  in  advance  in  the 
printing.      I  his  of  course  gives   rise  1.,  some  waste  inasmuch  as  all 
■  is  printed   for  any  particular  day  may  not  be  used,  hut  the 
waste  tickets  is  very  trilling,  and  is  offset  by  the  greater 
convenience  secured.     The  design  i-  open  to  one  objection  inasmuch 
as  the  conductor  has  to  make  at  least  four  separate  punches  in  issu- 
ing a  ticket,  hut  no  other  scheme  could  lie  devised  without  requiring 
a  multiplicity  of   forms,  and  consequent   difficulties   in  printing,  dis- 
tributing and  checking  1  my  is  now  issuing  on  the  lines  in 
Providence  about  2.200  transfer  tickets  on  week  days  and  about  4.200 
on  Sunday. 


MANSFIELD  &  EASTERN  TRACTION  CO. 


I  In-    Mansfield   &   Eastern    Traction   Co.   of   Mansfield,   O.,   was 
recently  incorporated  with  the  object  of  building  two  lines  of  1 
railway,  our   from    Mansfield    to    Ishland,  via    MifHn.  and   another 
from  Mansfield  to  Woostcr  via   Hayesville.     The  president  of  the 
company  is  W.  J    Pentz,  of  Cleveland;  secretary   Joseph   \\     I 
braith,    Mansfield;    treasurer   James    J.    McGuire    and    vice-pr 
in  1   general   manager,  Charles   Meily,   Mansfield.      The  total   mileage 
of  the   road  contemplated   is   about   40  miles  of  single  track   1 
as  follows:    From  Mansfield  10  Ashland  16  miles;  from  Mansfield  to 
Wooster  22  miles;  from  Mifflin  to  the  company's  summer  resort  one 
mile.      The  total  mileage  to  be  built  this  season  is   17  miles  and  the 
company  is  now  ready  to  undertake  construction  work  and  will  take 
advantage  of  any  open  weather  during  the  winter.    It  is  desired  to 
haw    the   line   from   Mansfield   to   Ashland   ready   for  operation   by 
June    1st   if  possible,  and   no   work   will  be  done  on  the   Mansfield- 
Wooster   line   until    the   Ashland    line   is   in   operation.      Eight    miles 
of  the  Mansfield  and  Ashland  line  will  be  used  for  the  Mansfield  and 
Wooster.  and   both    lines   run   through   a    territory   not   traversed   b) 
steam  or  electric  1 

I  In-  route  between   Mansfield  and    vshland  i-  two  miles  shorter 

than  b)    the   Erie   Railroad,  am]   from   Mansfield  to  Wooster  is   11 

hortet    1  ban  by  the   Pennsylvania   Railroad.     The  towns  en 

route    iiu  Imli     Mifflin,    with    a    population    of    300.    Hayesville    600, 

Steamtown   too  and   East   Mansfield  500     The  population  along  the 

route  i-  estimated  al  about    [,580  per  mile. 

I  he  company  has  also  purchased  what  is  known  as  the  Petersburg 
Lake  Farm  which  is  located  midway  between  Mansfield  and  Ash- 
land, ami  it  is  the  intention  to  make  a  first  class  summer  resort  of 
Ibis  property.  There  are  no  other  amusement  resorts  near  either  of 
these  cities  and  it  is  expected  this  feature  will  induce  a  targe  patron 
age.  I  he  farm  covers  163  acres  and  includes  three  lakes  of  deep 
'.  7,  and  6  acres  respectively,  all  of  which  are  con- 
nected by  channels  The  large  lake  has  its  outlet  into  the  Mohican 
River  which   skin  if  the  property. 


Tin-  Houston  1  1 .  --.  '  Electric  Co.  began  the  operation  of  an  ob- 
servation car  November  17th.  A  fare  of  25  cents  is  charged  to  view 
all  the  interesting  points  about  the  city,  which  are  pointed  out  by  a 
guide.  

J.  B.  Dunn  has  brought  suit  against  the  Memphis  (Tcnn.)  Street 
Railway  Co.  for  $10,000  on  account  of  the  alleged  failure  of  a  con- 
ductor in  the  employ  of  the  company  10  return  20  cents  change  due 
him,  and  for  abuse  by  the  conductor. 


Dec  jo,  1902.] 


STREET  RAILWAY  REVIEW. 

RECENT  STREET  RAILWAY  DECISIONS. 


()03 


EDITED  BY  J.  L.  ROSENBERGER, ATTORNEY  AT  LAW,  CHICAGO. 


BOTH   LESSOR  AND  LESSEE  COMPANIES   LIABLE  FOR 
INJURIES. 


West  Chicago  Street  Railway  Co.  v.  Home  (111.).  "4  N.  E  Rep. 
331.  June  19,  1902. 
The  law  is  well  settled,  the  supreme  court  of  Illinois  says,  that 
when  an  injury  results  from  the  negligence  or  unlawful  opi 
of  a  railway,  whether  by  the  corporation  to  which  the  franchise 
is  granted  or  by  another  corporation  which  the  proprietary  company 
authorizes  or  permits  to  use  its  tracks,  both  the  lessor  ami  lessee 
are  liable  to  respond  in  damages  to  tin   party  injured. 


No  INJUNCTION  AGAINST  DISP0SA1    OF  MATERIAL  BY 
CONTRACTOR  FOR  Re  IAD 


Orleans   &   Jefferson    Railway    Co.,   Limited,    v.    International    Con- 
struction Co.   (La.),  32  So.  Rep.  218.     Mar.  31,   1902.     Rehear- 
ing denied  May  26,  1902. 
The  mere  fact  that  a  contractor  who  has  undertaken  to  build  and 
equip  a  street  railroad  has  assembled  certain  material   with  the  in- 
tention of  using  it  for  the  purposes  of  the  contract  gives  the  other 
contracting  party  no  proprietary  interest   in  such   material,  nor  does 
it  give  him  the  right  to  control  the   disposition   of   ii.     Hence,  the 
supreme  court  of  Louisiana  holds,  an  injunction  will  not  lie  at  the 
suit  of  the  other  contracting  party   to  prohibit    >!'.-  contractor   from 
removing  such  material  or  otherwise  disposing  of  it. 


FAILURE  TO  APPREHEND   III  \  1    BOY  WILL  JUMP  FROM 

BACK  or  WAGON  AND  RUN  UNDER  I   ^R— DUTY 

IX   PASSIM,  LOADED   \\  \GON. 


I'.aier   v.    Camden   \    Suburban    Railway   Co.    (N.   J     Sup  1,    52    All. 

Rep.  215.     June  9.  1902. 

A  motorman  is  not  chargeable  with  m  the  supremi    o 

of  New  Jersey  holds,  becausi  pprehend  thai  a  hoy  who 

is  riding  on  the  back  of  a  wagon  will  jump  from  the  wagon  and  run 

under  his  car  while  he  is  engaged  in  looking  at   thi  in  order 

to  pass  it  without  a  collision.      The  car  in  thi  iwed  up  as  it 

approached    the    wagon,    which    w  with    about    100    sugar 

and   flour  barrels   .giving   it    the   appeal  ms,   like 

that  of  a   wagon   loaded   with   hay   or   straw.     The   motorman,   the 

court   say-,  was  under  no  dll  p  the  car.      He  had  a   right  to 

the  wagon,  using  due  1  triking  it. 


UNEXPLAINED    FALL    FROM    STREET    CAR— DOCTRINE 

I  .1    RES  IPS  -   1  I  IQU1  I  IP  NOI    \ITI 


Paynter  >..  Bridgeton  &  Millvillc  Traction  (',,,   iN.   I  1,  52  Ail.  Rep 
367.     June   16,   1902 
A  mere  fall  from  a  street  car,  without  an} 
I  In     fall    was   occasioned,    thi 

■upturn  ..f  negligence  on  thi   pari  "t  the 
1  a  fall  while  alighting  from 
in  authorize  the 
application  of  the  docti  loquitur,  "r  the  mattei    peal 

■  !f.    'I  Ii.-  doctrim  1  lir|iiitnr  1    applicabli   only  when 

the  tin:  the   negligence  of  the  defendant,  not 

1  i  u  had  I"  ■  'i  proved  that 

Cat    had    produced    the    fall,    thai     fail,    1111.  \ 

i,  might  b<-  •   di  i'  ii'I.h  nee,  although 

at  might  furnish  ation  of  ii   which  would  re 

ility. 


FALL  Ol    - 

DEN<  E  OF  : 


(N.  Y    Sup.),  76  N.  Y. 
Supp  832-    J"' 

■  I.  1 ,  id.   in  1 
appellal 

me  when  he  wai  struck. 


No  accurate  law  of  physics  can  lie  invoked  to  determine  just  how 
...  boih  ought  to  fall  or  will  fall  when  struck  under  such  circum 
stances.  There  is  tlu  action  of  the  car,  the  life  and  movement  of 
tin-  person,  .111. 1  very  strange  results  may  ami  do  flow  from  the 
..pei ation  of  I.. >tli  forces.  They  ate  not  to  be  accounted  for  upon 
any  rule  which  might  find  application  to  an  inanimate  body.  The 
question  of  this  party's  position  when  he  was  struck,  whether,  as 
lie  testified,  lie  was  just  leaving  the  track  on  which  the  car  was  run- 
ning at  the  time  he  was  struck,  or  whether,  as  the  company  sought 
to  make  1. 111,  he  could  not  in  any  event  have  gotten  further  than  the 
center  of  the  track,  was  therefore  for  the  jury. 


$2,000  POR  INTERNAL  INJURY  CAUSM  I    ["0    PASSENGER 

HOLDING  TO  STRAP  BY  SUDDEN  STOPPING 

OF  CAR. 


Chicago  City  Railway  Co.  v.  Morse  (III.),  64  N.  E.  Rep.  304.    June 
19,  1902. 
The   evidence   in   this  case    showed  that   the   car   upon   which   the 
latter-named    party    was    riding   was    greatly    crowded,    and    he    was 
compelled  to  stand  in  the  aisle,  and  hold  to  one  of  the  straps  sus- 
pended    from    tin-    ceiling,   provided    for   that    purpose,    and    thai  or 
i;    the  car  came  to  a   sudden   and   violent   Stop,   throwing 
the  pa  w:in!  who  were  standing,  and  some  of  them  were 

violently  thrown  against  him.  lie  testified  that,  in  order  to  prevent 
in  being  thrown  off  his  feet,  he  held  onto  the  strap,  and  at  the 
lime  felt  a  sharp  pain  in  his  right  groin,  ami  that  after  getting 
off  the  car  and  proceeding  to  the  place  of  his  employment  he  dis- 
covered that  hernia  had  been  developed.  This  evidence  was  cor- 
robi  1  ited,  and  clearly  tended  to  support  the  declaration.  The  ques- 
tion  was  therefore,  the  supreme  court  of  Illinois  holds,  one  of  fact, 
which  wa  properly  submitted  to  the  jury.  As  to  the  contention 
that  the  $2,000  damages  allowed  were  excessive,  the  .supreme  court 
n\  thai  likewise  was  .1  question  of  fact  settled  by  the  judgment  '.1 
affirmance  in  the  appellate  court,  which  judgment  the  supreme  court 
affirms. 


CARE    REQUIRED   OF   STREET   RAILWAY   AS   COMMON 

CARRIER  OF  PASSENGERS— TO  GIVE  WARNING 

II'  STOPPING  PLACE  IS  UNSAFE. 


Montgomery  Streel  Railway  v.  Mason  (Ala.),  32  So,  Rep   261,    Apr. 
o.  1002.    1  denied  June  2.  1902 

mnol    i"    doubted,  the  supreme  courl   of    Mabaraa   says,  thai 

railwaj    -  ompanii   .   n arriei       •'<    pi >      Eoi 

Iim.  ,  an    mi. 1.  1    Hi.    dutj    "i  1  ■■  1  rcising  tin-  highe  1    degn  e  ol   dili 

mi   1 1 erving   the  safely  of  their  passengers,  and 

are  respon  ibli    Eoi  thi     light.   I  n<  gh  cl      ["hi    dutj  ai  1  1     when  thi 

relation   of  carrier  and   passengei    begin  .   and   tinues  until  that 

relatii nded      ["hi      :  duty  of  exerci  thi    highi   1   degrd 

genci   and  can   in  thi   carriagi   0 1 tion  ol  pa    1 

in  law  and  reason  extends  i"  and  includi     thi      if    landing  of  the 

ouri and  this  duly 

1    not  i»  1  formi  .1  w  hen  the  cat  its  | gi  1  .11  .1  1 and 

;  ,  nvironmi  nl  to  him  that,  in  hi     fit  1   1  Ffoi  1 

to  depart  after  alighting  onto  thi    ground,  he  is  tripped  .."'l  thrown 

by  an  unseen  pile  >.f  lumbei  and  debri       Vnd  the  courl  holds  thai 

1    un  ii.  o  alight,  it  1    thi 

duly  ol  warning. 


,'     in    ONE    PASSENGI  R     1:  .  0THE1 

UPON  HER  IN  CAR  KuUNDING  CURVE 


v    Metropolitan   Streel    Railwaj   Co    <  N.   Y.  Sup.),  77  N. 

Y.  Supp.    '   !  -       I 13     i'i"  ' 

I,,  thii  •  -i  .-,  whi  1  -  a  pa    ■  ngi  1  on  1  1  able  - 11  wai   Injured  by  an 
othi  1   1.  1  het       hii  h  fall  wa    1  au  -  .1  by  .1  jerk  In 

thi   in  I    ippi  llati   di .  1  ion  ol  tl 

thai  thi    1  uli    vould    eem  to  bi   applii  ibli 

whi.  h   wot  quii  1  'i   bj    an       dinary 


•iii4 


STREET  RAILWAY  REVIEW. 


[Vol.  XII,  No.  12. 


lothiruj  heri 
niiriiiK   the  car   when   he   did,   would 
.111   injury  li  In  the 

iry   to 

then    would  certain!)    be  no  evidence  1  ■  ■  justify 
it  tin   companj  nd,  the  jury 

verdict.     The  Fact  thai  the  person  who  was 

ihrown  nductor  while  the 

.     •  ^  through  the  street  from  which  it  turned  al  the  curve 

1    immaterial,  ;i»   tins  conversation   with  the 

.•■mil  i  ident. 


LIABILITY    FOB   NEW    l'\\ 


ler  v.  Wesl  1  ty  Co.  I  Pa.  1 

1 1    Rep.  -■.=;-•.    June  4,  tgoa 
\n  accepted  ordinance  provided  thai   the  company   should 
tinu-s  keep  the     !'  en   its   tracks  and  eighteen   inches  out 

side  thereof  in  g 1   repair  and  to  conform  to  the  macadamizing 

it   paving   in   the   borough,   and    that    whenever   the    borough 
thereafter  pave  or  macadamize  any  stn  eets  along  the  line 

railway,    with   asphalt    blocks,   asphalt    shei   ing    01    broken 

the  company  should  at  the  same  time  pave  ami  macadamize 
the  street  occupied  by  the  railway,  that  is  to  say,  between  the  tracks 
and  eighteen  inches  outside  thereof,  on  each  side  of  the  railway. 
with  the  same  kind  of  block  or  material  with  which  the  borough 
paved  and  macadamized  the  street  or  streets.  A  relief  resolution 
provided  that  by  way  of  encouraging   I  ruction  of  an  effi- 

treet  railway  in  the  borough  the  company  he  relieved  from 
the  obligation  of  keeping  in   repair  tin 

by   its   tracks,   until    such   time   as    it    should   either 
earn  or  pay  a  dividend  to  its  stockhohh  II  he 

supreme  court  of  Pennsylvania  holds  that,  under  this  contract,  the 
company  was  liable  for  pavinu  between  the  rails  of  its  road.  .111. 1 
eighteen  inches  outside  each  rail  where  a  macadam  pavement  which 
moved  from  the  stints  in  the  business  portion  of 
the  borough  and  one  of  asphalt  laid  in  its  place. 


LIABILITY    FOR    PAVING    PROPORTIONAT]      rO    SPAO 
BY  ROADBED     R<  >  UT.l  l>  DEFINED 
INJURY  TO  PAVEMENT  IX  STRENGTH- 
ENING TK\CK. 


it   \.   Shrevepotl   Belt   Railway  Co.    (La.),  32  So. 

Rep.  180.     May  12.  1002. 

Under  a   statute  making  a   street   railway   company   liable   for  that 

inn  of  the  cost   of  paving  a  street   in  which  it  has  its  track 

1  univalent  1.1  the  space  occupied  by  its  roadbed,  the  supreme  court 

1,    which   has   held   that   when   cross-ties    were    used   that 

extended    to    a    width    of    >nnl    fei  t,   thl 

measui  feet,  now  holds  that  when  girders  or  sleepers  an 

ed,   which   consists   of   the   foundation  on 

winch  tin   superstructun    1  iken  as  the  width  in 

tion  of  costs.     The  rails  are  the  super- 
oadbed  dues  not  include  pan  of  the  adjacent  road 
n   which  rails  do  not  rest.     'I  tie  pi 
limited  !<•  tl  d,  the  court  is  without   authorit]    to  take  the 

of  the  track  into  account  on  the  ground  that  the  road  is 
benefited  by  the  adjacent  pavement.  With  regard  to  tin  tatemenl 
in   the  argument    for   the  city  that    there    was   already    troubli 

perstructure    of   the    track    and    that    in    order    to   build    and 
Strengthen  the  concrete  cubes  it  would  disturb  and   weaken  at    least 
of  the  street  on  the  outside  of  each  bed,  the  curt   says  that 
it   inferred  that  the  necessity  of  these  changes  or  repail 

if   it   should  arise,   in   its   view   it    would   devolve 
upon   the   railway  company  to  make  the   repairs  at   its  costs. 


SS  \BLE  FOR  PAVING  AS  I IWNEK  OF  I." 
PARCEL  OF  LAN] 


North  Jersey  Street  Railway  Co.  v.  Mayor,  Etc..  of  .In 
I    Sup.),  52  Atl.  Rep.  300.    June  9,  1002. 
Where  a  city  street  had  been  paved  and   improved  under 
ute  authorizing  the  board  or  body  having  control  of  the 
highways  of  any  city  of  the  first  class  of  the  state  to  pave  or  other- 


mprove  am.  or  puhlu   high.'  ch  city, 

ami  t"  cause  -<•  much  thereof  a-  should  equal  the  amount  of  bene- 
fits i"  bj  it-  proper  officers  upon  the  property  -1 

the    supreme  ei.urt    of    N.  Ids   that    an 

made  upon  a  street  railway  constructed 
and  operated  along  the  street  in  question  under  the  authorit 
municipal  ordinance  was  unauthorized,  and  should  be 

in  upon  the  ground  that  the  right  of  the  railway 
company  t"  locate  its  tracks  111  the  street  and  operate  it-  railway 
therein  was  not  a  l"t  or  parcel  of  land,  within  the  meaning  of  il" 
statute,  which,  among  other  things,  directed  the  commissioni 
making  their  assessment,  t"  make  therewith  a  report  and  map  thou 
ing  the  benefit  to  each  lot  or  parcel  of  land  specially  benefited  by 
the  improvement  An  ordinance  of  tin  city  requiring  the  railway 
compaiq   to  pave  the  -pace   within  its  tracks  ami  two  feet  1 

nrt    further    holds,    gave    no    authority    in    support 

of   such  an  as  t     1    made  against   the  company    under   the   above 

statute. 


STARTING!   Ul  BEFORE  INFIRM  OR  Ol  HER  PASSENGER 
IS  SEATED. 


Herbicrt  v.   North  Jersey   Street  Railway  Co.   (N.  J.),  52  Atl.  Rep 
357.    June  16,  1 
In   the   case  of   a   plaintiff   two   years   and    nine   months   old.    who 
was  thrown   down  by  the  starting  of  a  street  car,  which  she  had 
1,  before   she  had  time  to  be   seated,  and  while  she  was  for 
incut  out  of  the  reach  of  her  attendant,  who  was  also  board- 
ing  the  car,  the  court   of  errors  and  appeals  of   New   Jersey  holds 
that  it  was  not  error  to  refuse  to  charge  the  jury  "that  the  starting 
of  a  car  bet  enger   1-   seated   is  not   negligence."     It   says 

that,  as  applied  to  the  circumstances  for  which  the  plaintiff  con- 
the  proposition  was  untrue,  or  at  least  it  was  for  the  jury. 
not  the  judge,  to  say  whether  it  was  true.  While  usually  the 
proposition  may  be  accepted  as  true,  yet  the  passenger  may  be  so 
infirm,  by  reason  of  infancy  or  old  age  or  sickness  or  lameni 
other  cause,  that  even  the  ordinary  movement  of  a  street  car  in 
starting  before  he  is  seated  would  be  likely  to  throw  him  down. 
In  such  cases,  if  the  carrier  is  chargeable  with  notice  of  the  in- 
firmity, it  cannot  be  the  duty  of  the  court  to  instruct  the  jury  that 
the  starting  of  the  car  is  not  a  breach  of  the  carrier's  obligation 
t"  exercise  a  high  degree  of  care  for  the  safety  of  the  passenger. 
In  the  present  case  the  infirmity  of  the  plaintiff  was  evident,  and 
must  have  been  observed  by  the  conductor,  who,  according  to  his 
own  testimony,  had  the  mother  and  child  in  view  from  the  time 
when  tin  v    began  to  board  the  car  until  the  accident  happened. 


WHEN      INTERURBAN      RAILROAD      AN      ADDITION  \I. 
BURDEN  ON   PUBLIC  HIGHWAY  AND  ELECTRIC 
PLANT  ANOTHER  ADDITIONAL  BURDEN- 
RIGHT  OF  ABUTTERS  TO  INJUNC1  1'  IN 


Schaaf   V.   Cleveland,    Medina   &    Southern   Railway    Co.    (Ohi 
N.  E.  Rep.  145.     Apr.  22,  1902. 

The  construction  and  operation  of  an  interurban  railroad  laid 
with  Trails,  entirely  on  the  side  of  a  public  highway  next  to  the 
abutting  improved  farms  owned  ami  occupied  by  tin.  plaintifl 
entirely  between  their  lands  and  the  traveled  part  of  the  highway,— 
the  company  having  authority  t"  run  an  unlimited  number  of  cars 
and  trains  for  the  carrying  of  passengers,  and  the  transportation 
of  freight,  express  matter,  and  government  mail. — the  supremi 
of  Ohio  holds,  is  an  additional  burden  on  the  public  highway,  and 
obstruction  to  and  interference  with  the  plaintiffs'  easements  and 
rights  therein,  not  substantially  different  from  those  that  are  im- 
posed by  the  construction  and  operation  of  steam  railroads  under 
like  conditions. 

The  construction  and  operation  of  an  electric  plant  in  conncc- 
1 11  hi  with  such  railway,  and  on  the  same  side  of  the  traveled  pub- 
lic roadway,  for  supplying  heat,  power,  and  light  to  consumers  for 
profit,  constitutes  another  additional  burden,  which  is  an  invasion 
of  the  plaintiffs'  property  rights. 

The  plaintiffs  are  entitled  to  injunction,  in  such  case,  to  prevent 

the  construction  and  operation  of  such  railroad  and  of  such  electric 

plant,  or  either,  until  compensation  and  damages  shall  be  assessed 

them  in  a  proper  appropriation  proceeding,  and  paid,  or  secured  to 

nd. 


Dec  20,  1902.] 


STREET  RAILWAY  REVIEW. 


905 


WHEX   DUTY   AS   COMMON   CARRIER   ENDS— RISKS    \.S 
SUMED  BY  PERSON  W  VLKING  BACK  ON   RAIL- 
ROAD AFTER   ALIGHTING   FROM   CAR. 


Ma\ 


Indiana  Railway  Co.  v.   Feirick    On, I  1.  04   X     E.   Rep.  221. 
27,  1902. 

■ding  to  the  complaint  in  tin-  case,  a  passenger  on  an  inter 
urban  line  »a-  put  off  at  the  wrong  road  crossing,  on  a  cold,  •lark 
and  stormy  niglu.  He  did  not  know  where  he  was,  except  thai  he 
was  east  of  the  point  where  he  wanted  to  stop,  and  did  not  know 
of  any  other  route  to  that  point.  But  all  of  his  averment-  con 
cerning  his  taking  passage  on  the  ear.  his  place  of  destination,  his 
want  of  knowledge  of  the  route,  the  circumstances  o{  his  leaving 
the  car.  the  supreme  court  of  Indiana  -ays.  were  merely  recitals, 
as  matter  of  inducement,  to  show  that  lie  was  rightfully  on  the 
railroad,  when,  while  proceeding  with  all  due  care  and  prudence, 
he  struck  his  foot  again>t  a  -lake  that  the  company's  agents  01 
employes  had  carelessly  and  negligently  left  sticking  above  the 
ground  four  or  five  inches,  and  was  thrown  to  the  ground,  and 
greatly  injured.  Under  the  complaint,  as  it  stood,  the  court  must 
assume  that  his  discharge  from  the  car  was  satisfactory  to  him  or 
justifiable.  If  satisfactory  or  justifiable,  then  the  company's  duly 
to  him  as  a  common  carrier  was  performed  when  he  left  the  car 
safely.  And  as  he  stood  upon  the  crossing,  after  the  departure  of 
the  car.  in  the  absence  of  any  showing  to  the  contrary,  his  relation 
to  the  company  was  the  same  as  that  of  a  stranger.  This  being  so, 
when  he  took  up  his  journey  on  the  company's  private  railroad 
without  invitation  he  did  SO  with  no  greater  rights  than  an  ordi- 
nary licensee,  taking  upon  himself  all  the  perils  that  were  incident 
thereto. 


No  IMPLIED  CONDI  1  U  >X  OB  ROAD  BEING   AUTHORIZED 

OUi  rOW  \     VOLUNT  \KY  DEP0S1  I    OF 

MONEY  CON  I  RARY  TO  PUBLIC  POLICY 

NOT  Ki  (  m\  i.k  ABLE. 


Springfield   &    Agawam     Street     Railway    Co.    v.    Bodurtha 
(Mass.),  64  N.  E  Rep   414.    June  18,  1902. 
Where  a  street  railway  company  h  the  selecl 

nun  of  a  town,  to  be  turned  over  to  the  town  treasurer  if  10  miles 
of  road  was  not  in  operation  within  a  year,  and  under  ihe  loca- 
tion more  than  10  miles  of  railway  could  have  been  buill  in  that 
town  alone,  the  supreme  judicial  court   of  M 

there   was   no   ground    for   implying   a   c lition    thai    the   company 

should  be  authorized  to  build  outside  of  dial   town.     Furthermore, 
that  it   was  plain   from   thi  ma  tei    thai 

the  obligation  to  pay  over  the  $2,000  was  nol   oni    im] 1  by  the 

selectmen  at  their  own  instance,  and  that  such  a  payment  wa  In  1 
suggested  and  offered  by  tin  C panj  itself,  in  asking  for  a  loca- 
tion, and  that  the  condition,  a-  in  d  in  the  grant  of  loca- 
tion, was  one  drafted  by  11-  own  attorney,  and  wa  mor<  than  once 
accepted  by  the  company       I  the  payment 

il   involuntary  01  tied  his  pi 

lion:     If  the  condition  I ason  why 

■npany  should  have  the  mofl  igainsl  public 

the  company  could   no  BIO  1    of   the   1  1 

..   than  10  bribe.    Il  did  nol  acl  undt  1 

any    necessity,   bul  11    voluntary    chi  in    declining 

in  the  r<  1  money   voluntarily   paid   against    public 

•    the  plaintiff  where  il   has  seen  fit  to  place 


1  TO   I'l'i.'.  1  "i  m  n  n'i  1  5 

ELECTRIC  ROAD 
1  VBOREB   \n  G  RAIL  COM- 

1   1    Wl  I  II  IRON  I'oi  1 


Thome  0  I  arrollton   Railro:  d  Co    (1 

177.     Apr.  27,  1902, 

There   being   great    dangei 

■■'.  .1  V     I  |.,i    ' 

n  handling  I 

d  polei 
and  forming  ding  the  n 

of  an   •  I   holdi  that 

it  imnofei  a  high  the  company,  in  order, 


erj  reasonable  means,  to  prevent  injury  to  its  employes,  Here 
rer,  engaged  with  others  in  carrying  a  heavy  rail,  which 
came  into  contact  with  an  iron  trolley  pole,  received  an  electric 
shock  which  killed  him.  The  court,  which  affirms  a  judgment  for 
damages  13  '•  al  il  was  led  to  believi  from  the  facts  that  there 
was  a  live  wire  uninsulated,  or  defectively  insulated,  resting  on  the 
pole  in  question,  and  that  companies  arc  liable  foi  accidents  due 
ective  insulation,  or  to  failure  to  lake  proper  precautions  to 
prevent  conductors  of  electricity  from  coming  into  contact  with  their 
wires.  It  further  considers  it  specially  requisite  to  warn  the 
employe-  of  ihe  danger  when  it  is  as  great  as  it  was  ill  this  case. 
That  those  in  charge  expressed  some  apprehension  lest  accident,  in 
view  of  the  danger,  would  occur,  could  nol  have  the  effeel  Ol 
releasing  the  company  from  all  responsibility.  In  this  case,  al 
though  the  plan  of  general  operations  may  have  been  good  enough, 
and  the  Officers  mindful  of  their  trust,  it  did  not  relieve  the  com 
pany  from  indebtedness  for  injury  due  to  some  oversight  or  neg- 
ligence resulting  in  a  fatal  accident  to  one  of  a  gang  of  20  labor- 
er-. \\  hatever  special  patrol  or  warning  party  there  maj  ha\  e  1"  en 
nol  sho«n  that  ii  sought  to  warn  him  of  the  danger  by 
which  he  was  surrounded.  The  risk  was  not  one  assumed  bj  the 
employes. 


1  NICKY    TO    CONDUCTOR    FROM    OVEREXERTION    ON 
1   i;\  I  ABLE   OUT  OF  REPAIR. 


Roberts  v.  Indianapolis  Street  Railway  Co.  (Ind.),  64  N.  E.  Rep. 
217.  May  27,  1902. 
It  was  the  duly  of  the  conductor  and  motorman  in  charge  of 
each  car  to  run  it  onto  a  turntable  and  turn  it  around  at  the  end 
of  the  line.  The  turntable  became  out  of  repair,  and  a  conductor 
in  trying  with  the  motorman  to  turn  it  strained  and  severely  in- 
jured himself  internally.  But  conceding  that  the  company,  undei 
the  alleged  facts,  was  guilty  of  negligence  in  failing  to  keep  the 
turntable  in  propei  repair,  the  supreme  court  of  Indiana  holds  that 
nevertheli  the  complaint,  under  its  averments,  clearly  established 
thai  thi  conductor,  in  exerting  or  straining  himself  in  turning  the 
table,    wa-   also   guilty  of  negligence   which   contributed   as  a    proxi- 

au  e  to  the  injuries  which  he  sustained;  hence  the  casi    wa 

ruled  by  the  maxim  of  "Damnum  absque  injuria."  a  loss  without 
.,  wrong,  and  he  could  nol  recover  in  this  action.  It  says  that  the 
conductoi  was  under  no  obligation  to  the  company  to  overexerl  or 
strain  himself  in  bis  effort  to  turn  the  table,  and  certainly,  under 
the  circumstances,  the  companj  could  nol  anticipate  or  fore  • 
I,,  ,,.,  on  of  it!  failun  to  repair  the  table  there  was  any  necessity 
to  protect  him  againsl  his  own  voluntary  action  in   subjecting  him 

elf  p,  lb.  overexertion  or  strain  which  resulted  in  the  injury  of 
winch  he  complained.  He  wa  shown  to  have  known  of  the  con- 
dition  of  the  table,  and.  from  his  previous  experience  in  the  opera 

1 hereof,  he  certainly  wa     ivi  an    ol   the  1    tra  effort   or   force 

n  quii    1  to  opi  1  tti   the  table.     1  le  wa    pre  1  d  to  havi 

.    .i,   and  in  faj  1  In    him  1  If  waa  the  only  one 

■  ho    undi  '   th urn  tani  1      1  ould  measun    the  e>  tenl   to  «  hii  h 

ill     afel bun  ell   in  hii    1  fforl   to  nun  the  table,     The 

company  m  ithi  1    1    acted   not    had  the  righl   to  exacl   ol   bun  anj 

iven    eri ngth  in  turning  the  table;  hence  he  a    timed 

.1 lui    :"     ltd I I     nam  to  which 

b 1   h II      If  the  complain!   could  be   said 

ci   on  the  pari  ol  the  1  ompanj .  ii  also, 
he  fad  1  defensi    in  il     favor,  and  then  fore, 

under  a  well    1  (tied  1  iih-  of  pli  ad  n  b  id  on  di  mui  rei 


\.,\r.    1      1     11  '. '.     PENDING    L \i  ION     o\  ER 

1  1   1  SE  OF  ROAD 


1  onti  ui  el  al,  v.  Metropolitan  Co.  etal.  (N.  Y.  Sup.), 

..  Y   Snpp  ;|o     1 6,  1902 

. .,  1  holdi  >     ol    thi    Mi  tropolil  in   Streel    Rail 

1 1 1 1    ai  1 to  i"  rpi  tuallj  1  nj and  n  train  the  di 

■      ■■  01   1 ffi  1 [    po  11  d  lease 

■  ■  1  tl  1    Mi  tropolitan  Streel    Railwaj   I  panj    ind  the   1 

urban  Streel  Railw  13  '  ompan;       Vn  injunction  wa    granted  pend 

di  r  to    1 bv  thi     ami     hould  nol 

1    pi  ndi  n.  .    ol    the  Bul    upon   the 

11  ,1  d,  and  thi   fii  <    ippi  I 
late  division  me  1  our!   of   Nev     fori    bold     thai   thi 


906 


STREET   RAILWAY  REVIEW. 


[Voi   Xli,  No.  12. 


tinue  the  injuncti 

companies,  and  w  by  unanimoui  vote  "i  the  stockholders 

[nterarban  Street   Railway  Company,  and  b)   over  80  per 
'  [etropolitan  Street  Railwa} 

and  whether  1I1  tier  company 

had  thi  ■   large 

.  .MK*1 1    not    I"    ! 

davits   from  or   upon  one  side,   but   rather 
1]  where  all  of  the  qui 
could  ~  I  upon,  when  all  of  the 

.    m  relation  il  oted.     Mori  it   was 

stated  upon  the  oral  argument,  am!  the  statement  ».i-  not  d 
that  tl  ■  been  delivered  and  thai   possession  of 

■  i  I1.1. 1  I. nil  taken,  the  court  says  thai  if  the  order 
d,  it  would  nut  result  in  an>   possible  advantage 
to  tin'  plaintiffs,  but   might  eal   injury  i"  tin-  defeni 

ami  that   therefore  it    .  opinion   thai    the  partus   should 

remain  in  the  condition  they   were   until  the  trial  ami  dctermina- 
I  the  merits  of  thi  rsy,  and  if,  upon  a  trial,  it  should 

ultimately  be  determined  thai  the  defendants  had  no  authority  to 
enter  upon  the  lease,  then  the  same  would  !><•  set  aside,  and  the 
property  restored  to*  the  lessor,  and  the  plaintiffs'  rights  thereby 
would  be  fully  protected. 


DUTY   OF  MOTORMAN   WHEN    \MMA1.S  ON    HIGHWAY 
COME    UNEASY— TAKING   CERTAIN    HORSES 
ON   STREET-CAR   STR] 


I).. ran  \    Cedar  Rapids  &  Mi  ;   ti      ty  C     1  fa.),  90  X.  W. 

Rep.  St 5.  June  .1.  190.2. 
The  injury  complained  of  by  the  party  suing  was  received  while 
be  was  ruling  on  horseback,  leading  a  stallion.  An  instruction  was 
asked  stating  as  a  matter  of  law  that  it  was  not  the  duty  of  the 
motorman  to  stop  the  car  or  check  il*  speed  unless  he  saw  the 
horses  -bowing  sign-  of  uneasiness  or  fright,  but  that  it  was  only 
his  duly  to  Stop  the  car  a>  quickly  as  he  could,  in  the  exercise  of 
ordinary  can,  as  - as  he  saw  the  party's  peril.     This,  however. 

iireme  court  of  Iowa  thinks   was  not   a  correct   proposition  of 
law.     [I  thai  much  must  depend  on  the  rate  of  speed  al  which 

the  car  is  going,  the  extent  in  charge  of  the 

animals  appears  to  have  lost  control  thereof,  and  the  imminence  of 
the  danger  that  they  will  get  upon  the  track,  in  the  way  of  the 
car.  so  as  to  imperil  their  own  safety  and  that  of  the  person  in 
control  of  them.  In  other  words,  the  supreme  court  dot  i" 
understand  il  to  he  the  rule  that  the  motorman  ol  a  Street  car  may 
run  his  car  at  a  high  rale  of  speed,  even  though  such  speed  would 
not  in  itself  he  unlawful,  notwithstanding  he  sees  ilia:  a  person  on 
the  street  is  liable  to  be  dragged  or  taken  upon  the  track,  and  is 
under  110  obligation  to  check  hi-  car  or  prepare  to  avoid  a  collision 
mini  u  becomes  certain  that  a  collision  will  lake  place  unless  the 
car  is  stopped  According  to  the  instruction  asked,  there  1-  no  dutj 
on  the  part  of  the  motorman  to  do  anything  until  the  anint 
such  a  case  actually  obstruct  the  passage  of  the  ear.  Hut  the  rule 
requiring  the  motorman  of  an  electric  car  to  do  what  he  reason- 
ably can  to  avoid  a  danger  which  i-  reasonabl)  ap  ems  i" 
the  co:                                 to   require  elaborate  citation   of  authori- 

II    would  certainly   not   he   mcc-.arv    in  all   cases   that    t! 

:   I iih  -  evident  that  animals  on  the  high 

way    I  uneasy    and    even    frightened,    but    it    certainly    is 

his  dut  reasonable  steps  by  way  of  reducing  tin-  -peed  of 

o  avoid  an  injury  which  hi  .         is  likel)   to  result 

from  the   fri  ondition  1  in   the   street.     Persons 

who   are   using   the   pub  on    which    a   car   line 

riglu    to   the   use   of  the   whole   of   -nch    street,   and  are   not 
and    of    itself,    in    being   on    or   near    to    the 
11   track,  and  it  plainly  is  the  duty  of  the  motorman  to 
the  lookout  for  the  purpose  of  avoi  ion  with  and  injury  to 

ns  using  the  street. 

n,  the  supreme  court  say-  that  it  docs  not  think  that  it  con 
stitutes  negligence  per  se  to  take  horses  along  a  street  on  which  a 
street  car  line  is  opera''  0  what  will  be  the 

probable  conduct  of  the  horses  on  the  of  a  car.     It  cer- 

tainly cannot  be  true  as  a   matter  of  law  that  one  taking  animals 
upon  a  street  upon  which  an  electric  car  will  pass  should  have  first 


-I   made  inquiry  11  to  tl"   probabU   conduct  of  the  animals 
on  tin-  ippn  lor  the 

jury.       I  ben  the   duty 

going    upon   a    stri  I   a    known   danger,   ami   the   court   cor- 

'   the  parly   -uing  knew  that   it   would  be  dai  . 
along    lln-    -Heel.   lb.  lid    with"' 

taken   another    Street,   ll    was   hi-  duty   to  dp 

supreme  court  think 

law,  ill  lb' 
1   knowledge  ..11  the   pari   of  the  pan 
would    probably    be    frightened    by   an    electric    car.    that    il    v. 
duty    to   know    whether   they    were    likely    to   l»     frightened,   and    to 
lake  am  I    if  be  did  not   have  thai    knowli 


DERAILMEN1    A I     POIN1    WHERE    I  l<  \<  KS    RUN    FROM 
MAIN    LINE    INTO    CAR    STABLES    DUTY     In    si  1 
THAI     CARS    AK1      PROPERLY    MANAGED    AND 
T1IA  I     1  R  VCKS    VRE  REASONABLE    SA1 


Hollahan  v.  Metropolitan  Street  Railwa)  Co.  (N.  Y.  Sup.),  ;<>  X    Y. 
Supp.  751.    .linn-  6,  1902. 
Where  a  passenger  on  a   horse  car   was  thrown   from  thi 
platform  and  it  was  established  by  the  evidence  thai  the  car  jumped 

the  track  and  left  the  rails  at  a  time  when  it  was  going  at  a  "pretty 
Ite"  at  a  place  opposite  the  car  stables,  and  at  a  point  where 
there  were  track-  leading  out  from  the  main  track  into  the  doors 
of  the  stable,  the  tir-i  appellate  division  of  the  supreme  court  of  New 
Yoik  bold-  thai,  although  it  might  be  -aid  that  the  evidence  v 

and  highly  satisfactory  in  support  of  the    ;  I  negli- 

gence which  it  was  within  the  province  of  the  jury  to  draw  from  the 
h.  -till  it  was  sufficient.     It  iays  that  it  is  true  that  the 
railroad  has  not  a  monopoly  of  that  pai  tree!   upon  which 

the  rails  are  laid,  nor  the  right  to  exclude  others  from  the  use 
I  yet  it  has  the  paramount  right  and  the  exclusive  management 
of  its  own  cars,  and  control  for  the  purpose  of  laying  and  keeping  in 
repair  its  own  rail-,  an. I  the  corresponding  duty  rests  upon  it  of  see- 
ing that  the  cars  an  properly  managed  and  that  the  tracks  arc  at  all 
times  reasonably  safe.  Ibis  duty  involves  the  obligation,  further,  of 
operating  the  car-  with  reasonable  can  so  a-  to  avoid  at  daiu. 
points,  such  as  at  curves  or  intersections  with  other  track-,  accidents 
which  are  likely  to  happen  from  the  negligent  operation  of  thi 
The  tracks  are  constructed  for  the  purpose  of  having  the  car-  remain 
upon  them,  and  experience  proves  that  they  are  well  adapted  for 
that  purpose;  and  it  would  not  only  be  unusual  and  extraordinary, 
but  highly  improbable,  that  a  derailment  would  occur  without  some 
intervening  cause.     It  could   I  timed,  therefore,  with 

to  this  accident,  that  in  the  ordinary  operation  of  the  ear  over  the 
tracks  it  would   leave  them   without   the  car  having  met    will 

the  track,  or  being  dragged  or  thrown  therefrom  by  some 

1    force.     The  proof  eliminated  the  latter,  and  tl 

ion  in  the  record  that  there  was  any  stone  or  any  obstruction 

which  impeded  the  car's  progress,  Other  than  the  switch  rail-,  winch. 

at  the  point  of  the  accident,  as  before  stated,  ran  from  the  main  track 

into  the  car  stable-.     The  care  of  these  switches  was  a-  much  under 

npany's  ci  ml  n  ■!  a  -  any  pi  irtion  of  the  tracks ;  and  if  the  further 

fact  had  been  established  thai  the  accident  was  actually  caused  by  the 

switch  bung  open  ...  ,1  e  the  direction  of  the  car  from  the 

main   1..   the   branch    Hack,   there    would   lie   no   room    for   discussion 

but  that   with  this  additional  evidence  it  would  be  clearly  a  question 

for  the  jury  t..  determine  a-  to  whether  or  not  the  accident  wa-  due 

negligence  of  the  company  in  not  properly  looking  after  the 

-witch  track   so  as   i"  prevent    such  accident.     With  that  fa. 

i.  and  witli  no  evidence  to  -how  that  the  accident  was  caused 
in    any   other   way    than    b)    contact    with    thi  which    there 

existed,  was  not  the  company's  negligence  properly  a  question  for  the 
determination  of  the  jury-  Though  close,  the  curt  is  inclined  to 
think  it  was.  and  for  the  reason  that,  regard  being  bad  to  the  cir- 
cumstances and  the  character  of  the  occurrence,  the  inference  that 
cidenl  was  due  t..  the  -witch  track,  a-  the  intervening  cause. 
was  both  a  direct  and  natural  one. 


\l.Urman    Foreman,    of  Chii  law    providing   for 

a    commission    to   control    and    regulate    the    suburban    electric    lines 
of  city  limits  in  the  same  way  that  the  interstate  commerce 
commission   regulates  steam   railroads. 


Dec.  20,  1902.] 


STREET  RAILWAY  REVIEW. 


907 


Engineering  Features  of  the  Western  Ohio  Railway, 


r.Y  n.  \Y.  I'KI.I..  SUPERINTENDENT  OF  CONSTRUCTION. 


The  Western  Ohio  Railway  Co,  of  I. una.  0.,  was  incorporated 
her,  looo.  with  a  capital  stock  of  $1,000,000  for  the  purpose 
of  building  an  electric  line  from  Lima  to  Wapakoneta,  and  event- 
ually to  form  a  link  connecting  the  cities  of  foledo,  I. una.  Spring- 
field. Dayton  and  Cincinnati.  Early  in  1901  the  company  secured 
rights  to  construct  additional  lines  from  Wapakoneta  to  Shelby, 
from  St.  Marys  to  Celina  and  from  the  latter  city  to  a  point  on  the 
west  line  of  Mercer  County.  Its  capital  was  later  increased  from 
$1,000,000  to  $3,000,000.  Mr.  A.  ]■'..  Akins  is  president  of  the  com 
pane.  L.  .1.  Wolf,  first  vice-president,  I.  R.  Xutt,  second  vice-presi- 
dent: H.  C  Lang,  secretary;  M  J.  Mandelbaum,  treasurer;  C.  N. 
Wilcoxen,  superintendent;  C  S.  Thrasher,  auditor;  F.  D.  Carpenter, 
general  manager  and  D.   W.    Tell   chief   electrician. 

The  company  operates  at  the  present  time  47  miles  of  road  ami 
has  under  construction  64.5  miles  more.  The  portion  of  the  line 
now  in  operation  begins  at  Lima,  in  Allen  County,  Ohio,  runs  south 
from  Lima  to  Cridcrsville  and  Wapakoneta;  thence  west  to  St. 
Marys;  south  from  St.  Marys  to  New  Bremen  and  Minster,  and 
finally  west  from  St.   Marys  to  Celina. 

POWER  HOUSE. 

The  main  power  house  is  I. .rated  at  St.  Marys  and  is  indicated 
011  the  accompanying  map  by  a  rectangle  It  i-  of  brick  and  con- 
crete, no-building  stone  whatever  being  used  in  its  construction. 
The  building  is  104  ft.  wide,  anil  248  ft.  long;  the  boiler  room  is 
45  ft.  wide  and  the  engine  room  5-'  ft  wide  l'hc  floor  level  of  the 
boiler  room  is  i_>  ft.  lower  than  thai  of  the  engine  room  and  under 
the  latter  there  is  a  I2-ft.  basement.  This  basement  is  to  be  used, 
when  the  plant  is  completed,  as  a  stationary  transformer  room.  The 
engine  room  floor  consists  of  steel  I-beams  with  brick  arches  filled 
in  between  with  concrete.  The  roof  over  the  entire  building  consists 
of  flat  steel  trus-i  |  ill    tile,  with  a   four-ply  asphalt   ami 

gravel  covering.     The  engine  room  is   supplied   with  a  25-ton  Chis- 
holm  &  Moore  hand-power  traveling  crane. 

The  maximum  capacity  of  this  station,  according  to  the  present 
plans,  will  be  4,000  kw.  At  present,  however,  only  two  400-kw.  111.1 
chines  are  installed  ami  foundations  have  been  completed   for  two 


signed    for    parallel    operation    on    alternating    current    three  phase 
work,  with  a  guaranteed  regulation  within  one  per  cent. 

The  boiler  equipment   consists  of  eight  Stirling  boilers,  of  a  total 
capacity  of  6,000  h.   p.      These  boilers  are  equipped   with   Hat  grates 


FIHuUI    10    RlUlFtOH 

16  4  MX 

10 1   !0   urn*    ■ 

IS 

UN*   TO    »>  MKONI  It 

IS 

WAPM01EU   10  SlDlll 

to 

SIDNE)   10   PIQU*.    -      ■ 

12  a 

•  ii'lmism   10  51    M1MIS 

10  « 

SI     MMYS   TO  HUM 

10 

•       MARTI   10   "iv.ii" 

tot 

Mlll-aCf  IN  MuNICIPHIIIIS 

JO  4 

POPULATION.  lOOO 

rininj            

.  tJ.ii  1 

■1,  c*n  , 

j 

1,111 

■*H*r  Dm- 

HI 

UM  ... 

Cni.rt.HI.            

».,•.>■■■■.'. 

■oftlni 

«SI 

S<«**)   ...,., 

..     S.I.  «M 

SI     M.r,i 

,         1,111 

*■<■    BroMH 

I.HH 

WESTERN  OHIO  RAILWAY. 

and  are  each  supplied  with  independent  guyed,  steel  stacks,  each 
stack  being  4X  in.  in  diameter  and  80  ft.  high.  The  boilers  arc  all 
hand  fired,  coal  being  supplied  directly  in  front  of  the  fire  doors  by 


1  .  .!■      1  ■.    1  111    row  BH  urn  si. 


on  be  erecte.  ced  in  opera 

I  |ir    ,-ngin.  I    :ir.     of   the    I  I  OriKMlUl, 

id    ■ 


,1   1 1 11111    in. in  .1  mil  railway        tern      1  in    coal   ii    hovi  [1 .1  direi  1  ly 

■  1     boiler  I   I  in   ,-i ..I,-  ban  arc  all  oi 

ell  known  lo  1 1 1 1  ii- 1 type,  with   !  i  In,  opening.    The  fuel 


STREET  RAILWAY  REVIEW. 


[Vol.  XII,  No,  12. 


li-bituminous  "run   .1  mine"  which  has 
i..r  tins  particular  plant. 
in  tin-  plant  1-  located  in  the  cen- 
.ill  of  the  feed  pomp 
dilating  pumps,  vacuum  pumps  and  conden 
n  plan)      Hie  water  supply  1-  taken  from  the  feeder  of  the 
ii  and  is  brought  about  3,800  it    through  a  24-in. 
Worthington  elevated  injector  condenser  includes 


GENERATORS. 
The  electrical  apparatus  is  furnished  by  the  Westinghouse  Electric 
S  Manufacturing  Co.  The  main  generating  units  are  direct 
nected  to  their  several  engines  and  each  of  the  two  units  now  in 
operation  is  of  400  kw  capacity  I  he  machines  are  of  the  revolving 
armature  type,  and  since  they  run  at  too  r.  p.  m.  and  have  30  pores, 
they  deliver  current  at  3,000  alternations.  The  armatures  have 
windings    for  a   normal  out  put   of  400-kw.,  and  are 


I'l.AN  OF  I'dWK.R   BOUSE. 


an  8x  f' x  i-  ive  drj    vacuum  pump  and  two  Worthington 

circulating  pumps,  either  of  which  will  be  of  sufficient  capacity  to 
operate  the  entire  plant.  The  main  steam  header  is  of  16-in.  heavy 
lap-welded  steel  pipe  made  up  in  sections,  with  pressed  steel  flanges 
shrunk  on  and  then  turned  and  faced.  The  feed  and  blow-off  pipes, 
including  fittings,  are  all  of  extra  heavy  Crane  pattern,  as  arc  all 
the  valves.  Valves  over  8  in.  in  diameter  are  by-passed.  All  valves 
and  lutings  over  3  in.  in  diameter  are  flanged,  the  flanges  being 
tongued  and  grooved  The  main  steam  header  is  carried  on  a  spe- 
cially designed,  cast-iron  roller  frame,  one  end  resting  on  the  rear 
of  the  upper  walls  of  the  boiler  setting,  and  the  other  being  built 


J  0'  Ytnt.alO' 


guaranteed  to  deliver  577  amperes  each  per  terminal  at  400  volts. 
with  a  non-inductive  load.  These  generators  are  separately  excited 
and  require  for  excitation  when  the  armature  is  delivering  its  full 
rated  current,  90  amperes  at  100  volts.  The  750-kw.  generators  arc 
designed  for  a  speed  of  94  r.  p.  m.  being  32-pole  machines  of  the 
revolving  field  type.  The  normal  output  of  these  machines  at  750 
kw.  will  be  1,083  amperes  per  terminal  at  400  volts  three-phase  with 
a  non-inductive  load,  and  at  this  load  they  will  require  150  amperes 
at  100  volts  for  excitation.  Throughout  the  armature  spider,  core 
and  winding,  large  ventilating  ducts  have  been  provided  which  per- 
mit a   free  circulation   of  air   during   operation.      For   exciting   the 


Jfaf  rf  o'  •  lOO '  0' 


G**Ol . 


TRANSVERSE  SECTION  THROUGH  POWER  HOUSE. 


into  the  brick-work  of  the  division  wall  between  the  boiler  and  en- 
gine rooms.  The  feed  piping  is  suspended  from  the  roof  trusses 
l>ars  having  turn  buckles  in  them  to  allow  for  adjust- 
ment and  variations  of  height.  All  feed  valves  are  arranged  to  be 
lied  from  the  boiler  floor  line,  as  are,  also,  all  drips,  gage- 
cocks,  water  gages,  water  columns,  blow-off  pipes  and  drains  around 
the  boilers. 


main  generators  there  will  be  two  units,  both  steam  driven  and  of 
the  Westinghouse  type,  the  generators  of  100-kw.  capacity  and  oper- 
ating at  125  volts  and  200  r.  p.  m.,  being  direct  connected  to  two 
i!  ami  22XI3-in.   Westinghouse  compound  engines. 

lhe  main  power  house  contains,  also,  a  substation,  that  is,  a  por- 
tion of  the  low  potential  current  from  the  main  generators  is  car- 
ried to  two  400-kw.   rotary   converters   supplying  approximately  25 


Dec.  20,  1902.] 


STREET  RAILWAY  REVIEW. 


()09 


mile?  of  the  feeder  system  of:  the  line.  Mu  rotar)  converters  in 
the  other  sub-stations  are  all  of  the  Westinghouse  type  and  of  200- 
k\v.  capacity.  The  armature  winding  of  the  rotary  converters  is 
similar  to  that  of  ordinary  direct  current  generators,  but  it  is  tapped 
at  certain  points  from  which  leads  are  carried  to  collector  rings  at 
one  end  of  the  shaft,  while  the  ordinary  direct  current  commutator 
is  at  the  other  end.  The  ratio  of  conversion,  alternating  to  direct 
current  is  about  o.6j.  These  rotary  converters  operate  at  a  speed 
of  500  r.  p.  m..  and  deliver  .;;,.?  amperes  at  600  volts  For  starting  .1 
small  induction  motor  is  permanently  mounted  on  the  same  shaft 
with  the  armature. 


SECTION  OF  SOB-STATION. 


SWITCHBOARDS. 


The  engine  room  at  the  power  house  will  contain  two  switch- 
boards, a  main  generating  board  containing  11  panels  and  an  alter 
nating  current  board  of  nine  panels,  upon  which  will  he  mounted 
the  high  tension  switches  for  all  outgoing  transmission  lines.  These 
switchboards  are  all  of  blue  Vermont  marble  and  are  equipped  with 
the  bus-bars  and  cables  necessary  for  the  proper  handling  of  the 
apparatus  in  the  station  All  instruments  on  the  hoards  are  of  the 
Wotinghouse,  long  scale,  dead-beat   typi 

The  step-up  stationary  transformers,   which   are   located   in   the 
basement,  are  of  the  Westinghou  ed  typi       1  here  will  be 

seven  of  400  kw.  capacity,  transforming   tin-  current    from  390  to 
33,000  volts.     From  the  transformers  lead-covered  single-conductor 


drawing.     They  will  he  of  brick,  with   13-iu.  walls  above  the  foiinda 

tion  line,  the  coping  being  covered  \\uli   cement.      I  lie   floors   in  all 

nli  stations  are  to  be  of  concrete,  as  are  also  the  transformer  pits. 

ddition  to  the  sub-Stations  mentioned,  there  will  he  a  portable 

1 1  ion  mounted  on  a  car.      This  car  will  he  -7  ft.  long.  8  ft.   10 

111    wide  and  10  ft.  6  in.  high  from  the  top  of  the  rail.     The  equip 

inent    includes    one    200-kw.    rotary    converter;    three    150-kw.    step 

do«n     transformers;     three     ■•low-equivalent"     lightning     arresters; 


FLOOR  PLAN  OF  SUB-STATION. 

three  fuse  switch  circuit-breakers  with  barriers,  and  one  thru  panel 
switchboard,  including  an  a.  c.  rotary  converter  panel,  d,  c.  rotary 
Converter  panel  and  d.  C  feeder  panel. 

TRANSMISSION  LINE 
The  high  tension  line  from  Wapakoneta  to  St.  Marys  is  carried 
on  45-ft.  poles,  the  top  of  the  poles  being  arranged  lor  three  sets 
of  33,000-volt  lines.  At  Wapakoneta  one  set  turns  off  south  and 
supplies  the-  sub-Stations  at  Anna,  Sidney  and  Lockington.  The 
other  two  sets  continue  north  as  far  as  Lima,  one  set  supplying 
Wapakoneta  and  Lima  and  the  second  set  supplying  Beaver  Dam 
and  Rawson,      The  transmission  cables  themselves  are  all  carried 


1 1 1  u .  •  1  •  ■  ■ 

,    ■  1     :      building  to  tin-  high 

■.•.hi'  h  tin  re  will  i«   in t  the  We  1 

inghou  work. 

0 

routi  will  b  iui  ibi     ind  will 

•  .11,  I. mi. 1,  Wapal 

Anna,   Sidle 

•   tin-  map  I 
ings  will  be  of  tie  .  n  by  tin  accompanying 


\  1 . 1 1  ,\    I  K  1 1    RAILWAY, 

iodci    to] 1   Locki    No     ;o,    1 lain  in  iu 

- ion,,  ir  ,,i  ,, ,  Ho  ■    1 ' 1  to  the 

;,  two           ta-in.  carri  igi   boll        \  II  thi   hi  [h  ten  lion  lines 
mpli  telj     piralli  d  every  mile,  eai  h    el   1 r    pirallcd  on  a 

ppo  iti  to  thi     ■  ■■   i"'    1 1 1 1 1  thi    wie  phase 

...  is  r     t  to  1 1"   pol  on  ,  .,,  h    idi 

C  VRS, 

1  hi  1  road     en   buill  bj  thi   '  ■   C    1  uhlman 

CO.,    Of    I  ' " ■•■  bl  mil     three 


910 


SI  KM    I     R  Ml. WAN'   REVIEW. 


[Vol   Nil,  No.  12. 


. 

wide.     I  he  cai  bodii  -  are  mounted  on 

\  with  -i «■  .K«-  wheel-  .n  in.  in  diameter, 

.  with  i  x  i  in  flange      1 he  electrical  equipment  consists 

No.  j'>  railway  motora  with  K  u  controllers. 

d  for  a  maximum  speed  of  i*  miles  per  hour  with 

\ll  axles  are  5  in  in  diameter  and  the  r 

are    mounted    with    nose    suspension      Christensen     -t raisin     ;nr 

nd  each  car  is  supplied  with  an  independent  motor- 


POLES  i  IRRYING  TROLLEY  AND  TRANSMISSION  LINKS. 

driven  compressor  mounted  in  a  dusl  proof  !i"\  on  the  under  side  of 

i:    8    Manufacturing  Co.,  Nilcs,  O.,  now  has 

an  order   from   the   Western   Ohio   Railway   Co.   for  24  passenger 

!i  44  ft.    10  in.  long  over  all  and  S  ft.  <;  in.  wide.      These 

will  have  standard  "1"  beam  framing  for  the  floor  sills  and 

equipped  and  mounted  on  the  same  trucks  and  with  the  same 

equipments  as  those  furnished  by  the  Kuhlman  company. 


1  NTERLOC  KING   PLANT. 
ROADB1 

1  the  first  47  miles  of  this  property  is  of  standard 

interurban    railway    construction,    with   60-lb.    steel    rails    in    30-ft. 

laid  on  5x7  in.   x7-ft.  ties.     The  bonds  are  thi 

I  Wire  Co's.  "Crown"  type     The  roadbed  is  heavily  ballasted 

throughout    with    rock    crushed   to    pass   a    Ipa-in   ring   gage  and 

screened,  and  is  from  8  to  12  in.  in  thickness  under  the  ties.    This 


beyond  the  end  and  carefully 

shouldered   and   sloped    ]..   provide  ample   dm 

built   upon   private   right   of   way.     The 
maximum  grades  on  the  hue  now  operating  will  ■  1  2  per 

it   point-  where  the  line  m  the  mam   1 

e,  which  is  now  being  constructed, 

will   l»    laid  with  70  lb    Trails  in  30-ft  length-.     The  bond]  are  to 

be  the  American  Steel  S  Wii  - ; i « 1  terminal  type,  which  are 

to  be  placed  by  .1  hydraulic  compressor.  The  grades  on  extensions, 
as   well  to  be  carefully  looked   after  and   eliminated 

wherever  and    whenever    it    1  making   the    route 

practically  an  air  line. 

OVERHEAD  CONSTRl  H   1  [{ i\ 

The  poles  on  this  line  arc  all  of  Michigan  cedar,  35  and  45-ft. 
lengths  with  7-in.  tops.  All  cross-arms  have  been  deeply  gained  in 
the  pole  and  fastened  by  machine  and  carriage  bolts  instead  of  the 
customary  lag  screws  The  brackets  used  are  of  the  rigid  type  with 
Ohio  Brass  Co's.  hanger  \ll  ears  are  of  the  12-in.  semi-cylinder 
oldered  in  position.  The  poles  are  all  thoroughly  guyed  and 
braced  on  all  curves  and  it  i  1  to  make  the  overhead 

line  substantial  in  order  to  stand  the  high  speed  of  heavy  railway 
cars.  The  trolley  wires  are  circular  in  section,  there  being  two  each 
No.  00.  Above  the  trolley  is  strung  a  211,000-c.  in.  feeder,  carried 
on  a  cross  arm  12  in.  above  the  trolley  bracket.  I  In  these  same 
cross  arms  over  the  entire  route  are  carried  the  telephone  lines,  there 
being  an  iroi  ephone  in  a  wooden  booth  at  each  turn-out, 

where  all  cars  must  report  This  telephone  system  i-  carried  into 
the  general  offices  of  the  company  at  Lima,  where  the  despatchcr  is 
located,  so  that  he  is  constantly  in  communication  with  all  of  the 
cars  on  the  system,  as  well  as  with  the  power  house  and  substations. 

The  portion  of  the  road  now  in  operation  <]ie  Lima-St. 

Marys  oil  fields,  which  are  among  the  heaviest  oil  producing  dis- 
tricts in  the  country.  It  also  traverses  a  rich  farming  territory  and 
the  prospects  for  freight  on  this  road  are  very  bright.  The  rate  of 
fare  charged  i-  approximately  two  rem-  per  mile  an. I  the  run  from 
Lima  to  Minster,  a  distance  of  3618  miles,  is  being  made  in  I  hr.  and 
46  min.,  including  all  stops. 


TROLLEY  EXCURSIONS  ACROSS  MASSACHU- 
SETTS. 


\  uniqui   pleasure  trip  planned  by  Mr.  John  \\     i  '  uperin 

tendent  of  the  Concord.  Maynard  &  Hudson  Street  Railway  Co.. 
was  participated  in  by  about  forty  railway  officials  and  newspaper 
men,  Saturday.  November  22d.  The  handsome  parlor  car  "Con- 
cord,"  owned  by  the  company,  was  used  by  the  party  over  the  1 
from  Maynard,  Ma--,  to  Hudson.  Marlboro,  Northboro,  Westboro, 
Hopkinton,  South  Framingham,  Milford,  I  lope. lib.  Woonsocket,  K. 
I.,  and  return,  covering  a  distance  of  about  130  nub-  The  party 
left  Maynard  at  7:.10a.  m.  and  returned  at  0:40  p.  m.,  having  stopped 

al   Milford  two  hour-  and  at   \Y i-oeket   half  an  hour.     The  object 

of  the  trip  was  to  -bow  the  practicability  and  ea-e  of  running  an 
excursion  over  connecting  lines  of  electric  roads  without  changi 
ears.  The  road-  traversed  were  the  following:  The  Concord,  M;i) 
nard  &  Hudson  Ry.,  Marlboro  Streel  Ry.,  Worcester  Consolidated 
Street  Ry.,  Westborough  &  Hopkinton  Sireet  Ry.,  South  Middlesex 
.  Street  Ry..  Milford  &•  Uxbridge  Street  Ry..  Milford.  Attlcboro  & 
Woonsocket  Street  Ry  ,  ami  Woonsocket  Street  Ry.  A  pilot  was 
furnished  by  each  of  the  systems  travelled  over  in  order  i"  avoid 
p — ible  accidents  or  delays,  and  it  was  with  perfect  ease  that  the 
.■nil it  \  was  made.  All  participants  were  highly  pleased  with  the 
success  of  the  trip.  I  he  parlor  ear  "Concord"  is  --aid  to  be  one  of 
the  finest  and  bc-i  equipped  electric  cars  in  Ne«  England  and  the 
success  of  this  trip  augur-  well  for  future  excursions  of  this  char- 
acter. It  is  understood  that  the  company  contemplates  placing  two 
other  simi  the  disposal  of  pleasure  parties.     The  "Concord" 

has  already  been  chartered  by  private  parlies  for  a  number  of  trips 
and  will  undoubtedly    I  demand  during  the  coming  summer  sea- 

-011.  An  illustrated  description  of  the  Concord.  Maynard  &  Hud- 
son Street  Ry.  and  a  brief  biography  of  Mr.  Ogden  appeared  on 
page  11  of  the  February  "Review." 


Dec.  jo.  1902.] 


STREE  f  R  \U.\W\N    REVIEW. 


911 


EFFICIENT  DISCIPLINE.* 


MY    THOMAS    E.  MITTEN,   GENERAL    MANAGES    INTERNATIONAL 
RAILWAY  COMPANY,  BUFFALO,  N.  Y. 


Railroad  service  requires  men  who  are  steady  and  reliable  in 
habits.     Efficient  discipline  demands  that  they  l>e  well-trained  and 

prompt  in  obedience  to  orders. 

In  addition  to  a  carefully  prepared  book  of  rules  u  1-  essential  that 
there  be  a  well-defined  policy  covering  the  method  by  which  dis- 
cipline is  to  be  maintained,  the  underlying  principles  of  which  must 
be  thoroughly  understood  by  those  to  whom  its  enforcement  is  en 
trusted. 

All  matters  oi  discipline  should  be  under  the  general  direction  ol 
a  chief  operating  head  with  whom  all  subordinate  officials  should 
be  in  close  touch  and  accord,  and  to  whom  all  employes  should 
have  the  right  of  appeal. 

Much  depends  upon  the  selection  of  new  men,  and  in  order  that 
the  employment  shall  be  sufficiently  attractive  to  interest  the  bet- 
ter class  of  wage-earners,  a  fair  wage,  at  least  equal  to  that  paid 
for  like  class  of  men  in  other  lines  of  work,  should  be  assured  to 
applicants  as  soon  after  they  have  entered  the  service  as  is  prac- 
ticable. The  acceptance  or  rejection  of  applicants  should  be  en 
trusted  only  to  those  who  from  their  experience  have  become  good 
judges  of  human  nature  and  are  thoroughly  conversant  with  the  re- 
quirements of  the  position  for  which  application  is  made. 

The  habits  and  history  of  each  applicant  should  he  carefully  in- 
quired into,  his  physical  condition  determined  and  a  conclusion  as 
to  his  fitness  for  the  service  arrived  at  independent  of  any  outside 
influence. 

Instruction  should  be  given  to  new  appointees  only  by  the  most 
competent  men  in  each  branch  of  the  service,  who  should  believe 
in  and  be  fully  familiar  with  the  policy  of  the  management.  It 
should  be  thorough  and  systematic  in  character,  and  subject  to 
careful  review  before  the  final  acceptance  of  applicant  is  decided 
upon. 

Men  who  are  undesirable  do  at  times  secure  employment  even 
ireful  scrutiny  of  their  history  and  personal  ap- 
pearance, and  being  on  good  luring  instruction  are  passed 
as  satisfactory,  but  prove  later  to  he  an  actual  detriment  to  the 
service.  Such  men  should  not  be  allowed  the  latitude  and  consid- 
eration given  to  old  employes,  hut  should  1  d  by  prompt 
discharge  as  soon  as  their  unfits                ured. 

Other  men,  during  the  early  stages  of  their  employment,  make 
mistakes  which  arc  due  largely  to  an  insufficient  understanding  oi 
what  is  required  of  them;  such  errors  are  best  corrected  bj  lib 
jeeting  the  offender  to  further  instruction,  the  logical  conclusion 
being  that  under  these  circumstances  punishment  administered  ed 
.ally  will   ultima:  :    the    man  of   In  nogs   or 

him   unfit   for  the   si ■: 

Men  employed  for  a  sufficient  length  of  timi  -  mi   thoi 

oughly  familiar  with  thi  vhich  Ihey  are  required  to  perfom 

rule   acquired    a    certain    pride    in    their    knowledge    and 
skill,  and  also  m  the  fad  of  their  extended  P 

any  character,  inflicted  upon  lucti  men,  almost  in  imiliates 

■   in  their  n  ■  .    ■   ■  ntment, 

implished,  generally  speaking,  bj  traight- 

forward  tall  will  appeal  to  their  manlini 

hould  I"   kept  covering  the  history  of  each  em 

luring  the  period  of  his  employment,  in  which  propel   entry 

should   lif   made   regarding   all    111  bearing    upon 

red 
When  men  ihould  In-  notified  by  writ 

ting  forth  theii  detail,  to  which 

•  ni.  1  ..11  . 
- 
ed,  and 
make  a  in  the 

uld  be  duly  madi 

1 1 1. 1.  nt, 

fi  ir<    the  offii  ei   by 

•■'    ■   ■  "  d,  who  in  rcndi  rinj  hould 


take  into  consideration  the  gravity  of  the  offense  with  which  the 
parly  is  charged,  the  length  of  time  in  service  and  his  previous 
record.  In  case  of  a  man's  discharge  being  necccssary,  the  record 
will  ■•how  that  he  has  practically  discharged  himself,  having  been 
given  every  opportunity  to  mend  his  ways  before  being  dismissed. 
As  every  effort  is  made  to  reclaim  erring  employes  before  their 
services  are  dispensed  with,  consistency  demands  that  when  once 
discharged   they   be   never   again   re-employed. 

I  nder  this  method  the  number  of  discharges  are  reduced  to  the 
minimum  consistent  with  the  maintenance  of  good  discipline.  F.m- 
to  feel  that  after  having  served  a  company  suffi- 
ciently long  to  have  hecomc  identified  with  its  practice  they  become 
a  part  of  its  system  and  are  not  to  be  divorced  therefrom  unless 
absolutely  necessary  for  the  good  of  the  whole.  It  should  be  im- 
pressed upon  them  that  their  employment  is  of  a  fixed  and  per- 
manent character,  promotion  being  open  to  all,  dependent  solely 
upon  the  faithful  performance  of  duty  and  fitness  for  increased  re- 
sponsibility. 

I  lie  right  of  appeal  to  the  chief  operating  head  is  considered  to 
he  of  the  utmost  importance,  in  that  it  insures  to  each  employe  a  re- 
view of  his  case  before  an  unprejudiced  judge,  who  should  possess 
the  absolute  confidence  of  his  men.  Without  such  a  court  of  ap- 
peal employes  who  feel  that  they  have  been  dealt  with  unjustly, 
having  no  means  of  redress,  are  in  some  instances  almost  forced 
into  forming  associations  for  their  own  protection. 

Those  entrusted  with  the  enforcement  of  discipline  are  also  by 
this  method  made  to  be  more  careful  in  their  rulings,  and  when  in 
any  doubt,  will  be  found  to  almost  invariably  submit  the  question 
to  the  chief  operating  head  for  decision  before  taking  definite  action, 
realizing  that  by  so  doing  they  avoid  the  possibility  of  being  ovei 
ruled. 

Subordinate  officials  should,  wherever  possible,  be  selected  from 
the  ranks,  preference  being  given  to  those  who  have  served  as  in 
Structors.  They  should  be  calm  and  considerate  in  their  treatment  of 
men,  and  consistent  in  the  enforcement  of  rules. 

Discipline  sometimes  becomes  lax  ind  inefficient  owing  to  super 
annuated  employes  being  retained  in  the  service,  who  From  no  lack 
of  willingness  but  entirely  owing  to  their  infirmities,  are  unable 
to  properly  perform  their  duties.  A  most  satisfactory  solution  ol 
this  question  seems  to  have  been  found  by  some  of  the  larger  com 
panies  who  have  set  aside  a  fund  for  the  pensioning  of  such  em- 
ployes as  hecoiui  incapacitated  after  long  years  of  faithful  service; 
this  not  only  permits  the  retirement  of  those  who  have  outlived  theii 
usefulness,  but  also  serves  to  instill  in  the  minds  <>f  all  employes  a 
feeling  of  security  and  confidence 

Suspension  from  duty  and  from  pay,   which   was  at   one   nine  the 

generally   recognized   punishment    administered    for   minoi    offenses, 

1-    rapidly    falling    into    disuse,    having    proven    mischievous    in    ils 

not  only  by  its  having  the  man  so  punished   111  a  disgruntled 

1  iti  "i  mind  but  in  addition  often  resulting  in  his  family  being  sub 
jected  i"    evere  hardship  by  the  loss  of  revenue  incident  thereto, 
Arbitrarily  discharging  employes  guilty  of  violating  certain    ipeci 

Red  rule- ..  thi    without  reference  to  previous  1 1,  was  at  one  time 

1 h  nd  absolute!)    ary  in  order  to  prevent  the  increase  oi 

cla    •     -I  accidenl       While  the  fear  of  di  charge  seemed 

1 e  instances  to  make  men  more  can  nil,  irerj   g 1  men  were 

•  ''   1 ilj     .1.  nil.  i-i I  to  maintain  this  principle,  the  result 

.1  a  whole  being  found  generally  un  iti  factory.  The  feeling  seemed 
I-  prevail  that  a    th<   lx  1  and  ra  isi  careful  oi  mi  n  were  liable  to 

accidenl  casion  no  man  could  he  absolutely    un   ol  retaining 

In     po  il 

Within  thi    past   fe«   real     over  57  railroad     havi    abandoned  the 

method    ol  punishment   forraerlj   u  ed  and  arc  now   relying  al si 

entirelj   upon  thi    Brown    >  tem  of  di  cipline  bj   d,  eithei   in 

lifii  d   form,   il    ha   ing   1 pparenl 

'I"    ■'  quin  un  nis  of  the  ai  ting,  mafc 

1   oi   .,    bighi  1    di  gn  e  ol    inti  Hi 1  - 

men  wiiii  minds  capabli   oi    uch  trai a  an    nol   to  bi   trolled 

by  the  arbiti  u     mi  thod     foi Ij   u  ed  bnl   re  pond  1 adily 

to  moral    us  ion  and  appeal    to  thi  bi  tti  1    idi  oi  their  natui 


a   Y..rw  Railroad  1  lub,  N 


A   wedding    el    (01  (\To  embei    27th  al   Wheaton,   ill.   rvaa  posl 

ported                  ri  of  a  colli  ion  between  an  electrii    train  and  a 

wagon  di  Itch   bj   thi    inti  tided   groon I  0     ■  1  ure  the 

iirarnag'    III  •  '•  I 


912 


STREE1    RAILWAY    Kl-A  II- W.  [V«    \n   K< 

System  and   Parks  of  the  TrivCity  Railway  Co. 


I  lu    In  City  Railway  Co.,  which  operates  .1  50-mile  electric  rail 
item  in  Davenport,  la.,  and  Rock  Island  and  Moline,  III,  ia 
11  present  accomplishing  much  towards  the  improvement  ol  il 
erties  and  the  betterment  of  us  service,  in  the  fa  mewhal 

adverse  municipal  government  and  difficult  physical  conditions.  The 
company  serves  three  thriving  industrial  cities  with  an  aggregate 
population  of  100.000,  its  cars  running  from  Davenport  across  the 
■  !  bridge  which  1*  owned  by  the  federal  government  and  the 
Chicago,  Rock  Island  S  Pacifii  K'v  .  to  Rock  Island,  and  in  an  cast 
<il>-  direction  to  the  manufacturing  citj  oi  Moline  between  foui  and 
five  miles  distant,     rhree  years  ag  pan)  obtained  a  --?  yeai 

franchise  in  the  three  1 

upon  is  built  upon  a  blulT  rising  from  the  shore  of  the 
Mississippi  River,  and  the  street  railway  lines  in  traversing  its  main 
business  and  residence  districts  contend  against  a  grade  "f  7'.>  per 
cent,  Owing  to  the  occupancy  of  the  down  town  streets  by  some 
three   steam    railroads,   the   grade   crossing    problem    in    Davi 

een  a  most  serious  one.  especially  as  ilu-  prii  sing  is 

made  al  the  foot  of  .1  steep  incline  on  a  thoroughfare  which  1-  al 
ways  crowded  with  vehicles  and  pedestrians.     It  may  be  noted  t" 
•  In  of  the  Tri-City  company  that  but  two  grade  crossing  acci 
dents  have  occurred  on  its  system  in   Davenport  in  the  last 
that   neither  of  these   resulted    fatally.     Al    the   p 
lime,  1I1.   1  hicago,  Rock  Island  &  Pacific  Ry.  1-  elevating 
through  the  city,  and  this  work   when  completed  will  obviate  to  a 
extent  the  danger  and  difficulty  ol  the  down  town  crossings 
W'uli  the  exception  of  tlic  line  from  Rock  Island  to  the  resort  al 
the   Watch   Tower,  y ..   miles   distant,   and   two   branch    lines,   the 
company's    system    is   double-tracked    for   marly    its   entire 
At  present  old  rails  ..re  being  replaced  with  78  II,,  60  11    girdei   rail 
and  the  Columbia  bond,  which  has  long 
given  satisfactory  service,  will  be  main- 
tained    Winn-  oak  lies.  6x8  In.  are  used 
throughout,  hems  laid  24  in.  c.  to  c.    In 
the    experience    of    ihe    company,    while 
oak  ties  have  excelled    all    others,    and 

ed    I,.    particular     adi  om- 

pared  w  ith  yellow   pine  or  cedar,    Some 
of   the    white    oak    ties     thai    have   bi 
down  for   15  years  ar  estill  in  servi 
able  condition,   but   are   being    replac 
with  new  ones  for  the  sake  of  uniformi 
ly.     In  Davenport,  ( ialesburg  brick  pa-i 
ing  is  used  extensively,  the  brick  hem- 
laid  in  t'r, ,111  6  to  8  iii.  of  concrete     II 
the  intention  of  the  company  eventually 
to  al  ouble  track  on  the  line  to 

the   Watch    lower.     An   ordinance   was 
d    granting    the   company 
the  right   to  build    an    additional   four- 
mile  loop  in  Rock  Island,  and  the  con 
st ruction  of  the  loop,  which  will  costap- 

imatelj    $75,000.    will    be  begun  in 
spring.     Ihe  extensions  and 
tracking   propo  [903    will    1 

about  $210,000. 

tin    fraud.:  ions    have   made    11    necessary    for    the 

maintain  it <  machine   shops  on  the  Davenport  side  of 

the   river,    while   the   power   house,   car   house   and   repair   and   car- 

■ |!  in  Rock  Island      \  new  car  house  with  a 

nd  ready  for 
occupancy  at  a  point  two  mi  1   land,  and  about  half 

way  between  that  citj   and   Mol 

new  car  house  is  ihe  building  which  was  formerly 
used  for  storing  cars,  and  which  has  now  been  converted  into  a 
shop.  The  company  has  begun  the  manufacture  of  its  own  cars, 
and  has  constructed  since  May.  when  the  first  plans  were  drawn, 
three  new  cars  which  have  just  been  put  in  service.    Thirty  more  of 


w  ill  be  built  .1-  rapid  in  bt   turned  out 

Ihe  shop  ha  :i  one  time      Ilu-.   cars  are 

..1  the  semi  convertible  type,  .41  ft.  over  all  with  a  body  .to  ft  9  in 

long,  and  K   It    6   111     wide  ..\.i   ihe   grip   rails.      Yellow    pine   i 


§  "Strop  Sotf/o^os? 


CAR  TRUSSES,  TRI-CITV  KY. 

for  the  side  rails;  the  end  sills  and  platform  sill-  are  of  whi 
I  In  posts,  carlines  and  r i  1  >-  are  of  Indiana  while  ash;  the  sashes  are 
..f  cherry,  and  ihe  doors  are  of  cherry  with  mahogany  panels.  I  lu- 
lling and  sides  are  of  poplar,  and  the  ceiling  of  the  hood  is 
white  pme.  White  ash  1-  used  f..r  the  vestibules,  with  red  gum 
panels. 
tars   for  the  bridge  run  .,  een,  and  othi 


uroi  p  of  buildings  at  watch  tower,  davenport,  ia. 


light  yellow.  I  In  numbering  and  lettering  and  the  interior  decor- 
ation  is  done  in  aluminum  and  gold  leaf,  a  combination  which,  while 
slightly  inni,  than  the  usual  practice,  gives  a  brilliant  and 

rich  effect 

The   cars    have   an    appearance    ol  length    owing   to   their 

height  being  only  11  ft.  from  the  bottom  of  the  sill  to  the  roof  of  the 
trolley  hoard  Tins  dimension  was  determined  by  the  clearance  of 
the  lowest  viaduct  on  the  lines,  which  is  only  12  ft.  2  in.  from  the 
rail  to  the  trolley  wire.  Mr.  J.  D.  Fish,  chief  electrician  of  the 
Tri-City  Railway  Co.,  who  has  had  charge  of  designing  these  cars 
and  superintending  the  construction,  has  strengthened  the  bodies  to 
meet  local  grade  contingencies  bj  the  introduction  of  a  vertical  truss 


Dec.  20,  1902.] 


STREET  RAILWAY  REVIEW. 


913 


mortised   to   the   sill   and   secured   by   strap   bolts   as   shown   in   the 
accompanying  diagram. 

The  windows  of  the  cars  are  designed  to  be  removed  entirely  in 
clement  weather,  when  protection  to  passengers  will  be  given  bj 
pamasote  curtains. 

There  are  between  60  and  70  now  in  service,  none  of  which  is  less 
than  10  years  old,  and  some  have  been  in  use  for  25  years;  these 
range  in  size  from  27  ft.  to  30  ft.  6  in.  over  all. 

The  new  cars  are  mounted  on  Brill  No.  27  G  double  trucks  ami 
equipment  includes  four  motors,  G.  E.  52,  54  or  67,  Providence  fend- 
ers and  Christensen  air  brakes  and  "Consolidated"  electric  heaters. 

Sixty  nun  are  employed  in  the  shops,  hall  of  thai  number 
lietng  engaged  on  the  new  cars,  exclusively.  The  equipment 
of  the  -hops  comprises  some  20  wood-working  machines,  the 
principal  among  them  being  mortising  and  gaining  machines, 
planers  and  shapers. 

The  machine  shops,  paint  -hops  and  storerooms  are  li 
in  Davenport.  The  equipment  comprises  one  large  wheel 
pre--,  six  grinders,  three  lathes,  drill-,  polishers,  shapers  anil 
auxiliary  apparatus.  The  company  is  considering  installing 
.1  boring  machine  which  it  is  estimated  would  effect  an  econo- 
my of  Si. 50  for  each  replacement;  at  present  lathes  are  used 
for  l>oring  machines.  The  axle  straightener  is  an  important 
feature  of  the  apparatus.  The  company  makes  its  own  axle-, 
using  low  carbon  crucible  steel  for  the  purpose,  and  there 
have  not  been  half  a  dozen  crooked  axle-  in  the  shop  in  a 
year.  In  the  last  four  years  there  have  been  but  eight  bro- 
ken axles  reported,  and  tin-  1-  the  more  remarkable  in  con 
side-ration  of  the  fact  that  prior  to  four  year-  ago,  when  the 
company  was  using  cold  rolled  steel  or  hammered  iron  in  the 
manufacture  of  its  axles,  there  were  on  an  average  of  1  j 
broken  axles   reported   each   month. 

The  power  house  at  Rock  Island  contains  -even  I .  II.  75  kw. 
and  one  T.  H.  80-kw.  machines  driven  by  "Ideal"  engines. 
This  equipment  has  thus   fa  I  quale  to  the  demand-  of 

-vice,  but  as  traffic  1-  steadily  increasing,  the  company 
now  contemplates  incn  city    of  the  power  sta 

Hon      It   is  also  proposed  to  arrange   for  the   removal  of  the 
machine  shops  to  Rock  Island  so  that  all  the  mechanical  'I' 
partments  may  he  operated   in  conjunction.     The  store  rooms 
and  business   offices  of  the  company   will,   however,   be   main 
tained  permanently   in    Davenport. 

The  Tri-City  Railway  Co.  owns  two  parks  at   which   it   has 

maintained  various  atti  01    several     asl   with 

results.    The   principal   of   these   resorts   i- 
called  Black  Hawk's  Watch    Tower  .111. 1  comprises  -■-•  . 
oak  forest  at  the  summit  of  a  high  bluff  overlooking  the  R01  1 
River.  al>out  3;  '.  miles  south  of  Rock  Island.    The  view  from 
tin-   promontory   includes    Illinois    farm-  ami    forests  20  miles 

1   thi    beautiful   Rock   River 
from   an  easterly   dire.  with   the    M 

sippi     The  windows  and  the  broad  verandahs  of  the  Watch 
Tower  pavilion  command  [prospect,  and  here  in 

summer  ll  the  three  cil  ently  give 

exclusive  dinners,  dancing  parties   and   other   entertainment-. 

During  thi  isually  from  April  15th  to  Octobet   15th 

eral  thousand-  of  p.  ton,  are  served  daily  at  the  pavilion  re 

which  is  in  charge  of  an  expert  ih<  f.     0 '  'I"    attractions  in  the 

pavilion  is  a  museum  of  Indian  relics  and  iwo  antique  paintings  of 
exceptional  merit  irating  the  Sac  chief   Black   Hawk,  who 

in  the  early  part  of  the  last  century  made  his  headquarters  on  the 
site  of  the  present  park  during  the  war  of  the  Saci  ami  Poxi  I  hi 
resort  was  named  in  honoi  of  him. 

Across  a   small    ravine    from   the    mam    building    1     anothei    two 

iructurc,  also  used   for   dancing,   and   .1     a   bowling  alley       In 

the  rear  of  it  1.  I  water  toboggan  down  the  lull   side   for  thi 

bathers.     The   slide  is  400  ft.   long.      After   .1   plunge   into  the   river 

the  occupants  of  the  coasting   cars   retain  then     .at  .  and   are   drawn 

.•am  to  the  top  of  the  incline,  1 1 « •   apparatus  i.emg  operated 
by  an  elect:  I    10  1     p 

There  is  an  open  air   theater  in  the  valley,  and  700  persons  may 
witness  the  pctfoi  inances   from   I  rranged  in  ■ 

»emi-circle   on    the   hillsides    fronting    the    stage,    which    latter   is   40 
'"    by    15    ft     deep   and    equipped    with    all    the   essentials    for 


quite  an  elaborate  comic  opera  production.  With  the  one  restriction 
that  the  entertainments  shall  be  of  a  kind  which  could  not  offend 
the  most  fastidious,  the  management  of  the  theater  is  now  entirely 
in  the  hands  of  the  lessee  who  is  meeting  with  a  fair  degree  of 
success  despite  the  fickleness  of  taste  which  is  characteristic  of  a 
cosmopolitan  attendance.  Public  opinion  has  been  unanimous  in 
endorsing  the  management's  efforts  to  make  the  other  attractions 
pleasing.  A  crowd  of  10,000  people  i-  not  an  unusual  one  at  the 
Watch  lower,  although  a  [0-cent  fare  is  charged  from  Rock  I -land 
The  bathing  facilities,  bowling  alley,  dance  hall,  etc..  are  well 
patronized,  and  the  afternoon  and  evening  concerts  by  an  excellent 


rOH \N  at  uah  11  TOWER,  DAVENPORT,  l.\. 

'    ire  fully  appreciated     Often  there  are   special  amusemenl 

features  such  a-  balloon   >,  moving  picture    hows,  and  the 

Id  1.     Everything  on  the  grounds  is  free  and  th ipanj   ha     evei 

■  i    1  ieli  1 1  and  hitching  fat  ilitii  1  i"i   tho  1    w  ho  1 .  at 

1     to  enjoj  Hi.  plea  1 1  the  park  withoul  1 ["he  bicycle 

ridei   has,  however,  1 debarred  from  lh<    Watch    Towei    n  ort, 

a-  several     ea  on     ago   when  thi    bicycle   "■>     more   popular,  the 

whi  el  tool    1  "ii  id.  1.1I.1.    1 ■  ,     11 id,    ro  id      At   the  en 

I  rat >  -I"   p."  1   1    .1    torage  tank  with   1  1  apai  n  n.i    -  < ,,«,  gallons, 

lupplied  bj  electrii   pumping  apparatu  .  and  from  thii   1    Eurni  hed 

.hi  abundance  of  watei   foi   various  ires  to  all  pan-  of  the  ground 

an    1  mi  -it   in  mi  nut  1    intt  1  \  ala  to  ami  from  the 

i  "'■■■  1 1 .    nid  in  addil 0  the  regulai   sei  ■  ii  e  many  "  pe 

11  ■    In r •  A  bj   e  ■■■  hi  ion  partii  ,     I  luring  the  wintei    mi  ml  h 
i.o    run  to  the  park  on  a  one  bom   schedule  to  accomodi  ti    tho  e 

wl an'  t"  1  n|oy  skating  ami  coasting  on  tin  company     property 

1  be  p.i'.  1 1 1011  1    wanned  and  lighted  for  this  purpose,  and  a  delectabli 

meal  l.e     I.  iiud  by  giving  previous  notice 

Prospect    Park,   two  nub      south   of   Mobile,    111  ,   is   also  owned   by 


914 


STREET  RAILWAY   REVIEW. 


[Vou  XII,  No.  12. 


■  m,  .111.1  draws  ibotll  thl  "i  patronage 

I  at  the  Watch    rowei      I  In-  park  comprises  24  acres 

located  j  11st  off  the  Rock  River  and   surrounded  by  wooded  hills. 

An   artificial    lake,  400x900  ft   4  tt    deep,   is    supplied    from    an 

ii  well  which  is  Mink  to  a  depth  of  2,700  ft  and  cost  $4,000. 

The  bottom  of  the  lake  is  sand  and   gravel,  and  ample  bathing 

facilities  are  provided.     There  are  two  buildings  on  the  grounds  al 

'ark,  one  of  which  is  used  as  .1  dancing  paMln.11.  and  the 

other  a  switch-back  railroad  which  has  proved 

ing  attraction,  and  .1   portable  theater      The  latter   1^  60 

ft.  long.  40  ft.  wide  and  jo  ft  high,  constructed  of  wire  mesh  sec- 

...  huh    may    he    taken    apart    a-    expeditiously    and    shipped    as 
compactly  as  the  stage  scenery.     Even  the  stage  and  its  equipments 

irtable  I  In  rool  and  sides  of  the  theatei  may  be  quickly 
covered  with  boards  for  the  protection  of  patrons  in  the  t\ 
unexpected  showers.  Hie  management  ..i  the  playhouse  here  is 
also  m  the  hands  of  a  lessee,  and  the  company  is  relieved  of  all  the 
business  of  organizing  and  maintaining  theatrical  aiiraetic.ii>,  h 
provides  excellent  music,  however,  Vnother  imp.. nam  feature  is 
the  "'/.<"'"  where   several  docile  and   well-bel  r,  elk.  black 

hear  and  alligators  are  kept       There  are  also  a   number  of  burros 


OHIO   NOTES. 


PAVILION    Si    PROSPECT  PARK,  MOLINE. 

on  winch  children  ride  through  the  equestrian  paths  of  the  park.    An 
.'    crowd  at  this  resort  on  an  afternoon  ur  evening  in  sum- 

6,000,  and  greater  crowd  often    attracted  b)   the  Chau- 

tauqua meetings  and  the  gatherings  of  fraternal  and  social  organiza- 

1  a  there  was  a  large  attendance  of  the  Chautauqua 

society  whose  occupancy  of  Prospect  Park  lasted  rise  weeks.  Cars 
run  on  a  similar  schedule  to  that  in  effect  at  the  Watch  Tower 
Both  parks  arc  advertised  b]  the  company  in  the  to  newspapers 
of  the  three  cities  and  in  other  minor  ways.  1  'he  expense  of  main- 
taining the  Watch  Tower,  inclusive  of  advertising  and  music  and 
exclusive  of  theatrical  entertainments,   w  i   year  $.t..?4o.  and 

that  of  Prospect  Park  was  $1,562. 

Schuetzen  Park,  at  Davenport,  though  not  owned  by  the  In 
City  company,  is  a  considerable  factor  in  inducing  traffic  over  the 
street  railway  lines.  The  tract  of  45  acres  is  owned  by  a  German 
tion,  and  the  principal  attractions  are  the  shooting  tourna- 
ments of  frequent  occurrence,  and  the  regular  weekly  concerts 
which  are  attended  by  the  most  fashionable  society  in  the  three 
1  enport  City  Park,  a  suburban  resort  owned  by  the 
municipality,  also  attracts  large  crowds  over  the  company's  lines. 


I  he  Cincinnati,  Georgetown  it  Portsmouth    fraction  Co.  having 

a  route  42  miles  in  length  and  extending  from  Cincinnati 

town,   recently    ran   Us   tir-l    electric  car  over  the   line,   breaking   the 

outhern  Ohio;  seven  miles  of  the  stretch  being  o 
in    eight    minutes.       I  he    road    was    formerly    a    narrow    gage    steam 
road.  Inn  was  converted  int..  an  electrii  11     It  taps 

tion   untouched  by   other   roads  and   will   pn  due  to 

Cincinnati  merchants. 

ill.   Columbus  1  ,1  Association  held  its 

mi.  ,  1  ing   Deci  mi. n   1  -1  .mil  eli  1  ti  .1  th<    follow  ing 
the  ensuing  year;  president,   Harry    P    Lawson;  lent,  .1 

u     Powell;   secretary  ami  treasurer,  L    \    Hambleton;  phj 

nk  S.  I. ..ii.     Fourteen  new  members  were  admitted  to  mem 
licrslnp 

Local  street  car  service  has  been  opened  at  Iiellefontaine  by  the 
Urbana,  Bellefontaine  &  Northern  fraction  Co.,  one  of  the  Apple- 
yard  syndicate  lines.  I  his  is  the  line  that  will  furnish  the  connect- 
ing link  between  Columbus  and  Toledo,  when  completed.  In  the 
spring  the  line  will  be  pushed  t..  Kenton  and  L'rbana. 

The  Appleyard  syndicate  of  interurban  roads  has  promised 
within  a  short  time  to  establish  a  sleeping  car  service  out  of 
Columbus,  that  will  equal  if  not  surpass  that  of  any  of  the 
steam  roads.  Of  course  this  is  taken  as  an  indication  that  it 
oon  to  gel  an  entranci  into  '  incinnati,  and  to  complete 
its  other  lines  to  reach  all  of  the  important  cities  0 
The  plans  for  the  new  sleepers  provide  tor  cars  -2  ft.  in 
length,  weighing  about  ,w>  tons,  and  to  cost  about  $25,000 
each.  They  will  be  geared  up  to  an  average  speed  of  about 
45  miles  an  hour  It  is  also  stated  thai  this  syndicate  i- 
after  the  Toledo.  Bowling  Green  &  Southern  road,  which 
would  give  two  lines  across  the  state,  one  from  Cincinnati  to 
Toledo  bj  waj  of  Springfield  and  the  other  from  Cincinnati 
10  Cleveland  by  way  of  Columbus. 

A  meeting  of  the  officers  of  the  Scioto  Valley  Traction  Co. 
was  held  ill  Columbus  recently  to  hear  the  report  of  the  en- 
gineers a-  to  the  plans  and  specifications  for  the  electrical 
equipment  of  the  road.  This  company  is  building  from 
iinibus  to  Lancaster,  a  distance  of  33  miles  and  from  Colum- 
bus in  Circleville,  a  distance  of  _'5  miles.  The  roadbei 
ready  for  the  rails  and  the  work  will  be  pushed  as  rapidly  as 
possible.  The  track  will  be  double  for  eight  miles  out  from 
Columbus  ami  the  power  house  will  be  built  at  Reese's  sta- 
tion. The  equipment  will  he  of  the  very  best  and  a  speed  of 
50  miles  an  hour  between  stops  will  he  maintained  when 
necessary,  so  the  officer-  say. 


ROCKFORD  &  INTERURBAN  RAILWAY  CO. 


I  In-  Rockford  &  Interurban  Railway  Co.  winch  i>  a  consolidation 
of  the  Rockford  Railway.  Light  &  Lower  Co.,  of  Rockford,  111.,  and 
!ln  Rockford  &  Belviden  Electric  Railway  Co.,  ha-  established  . 
fasl  express  service  which  1-  meeting  with  greai  success.  Mr.  J.  R. 
Groneman  1-  the  general  passenger  and  express  agent  of  the  company 
and  he  1-  advertising  the  company's  express  service  in  various  ways. 
One  advertiseemnt  recently  distributed  consists  of  a  card  illustrat- 
ing one  "t  the  company's  new  cxprcs-  cars,  ami  another  is  an  at- 
tractive calendar  giving  a   view   along  the  route  and  calling  attention 

to  the  electric  passenger  and  express  service.     The  road  is  also  espi 
cially  equipped  f..r  excursion  and  outing  parties. 


REWARD  FOR  CAREFUL  EMPLOYES. 


The  line  of  the  Lake  Shore  Electric  Railway  Co.  was  completed 
from  Lorain  to  Sandusky.  O.,  and  opened  for  traffic  November  15th. 


On  June  1st  the  Pittsburg  Railways  Co.  advanced  the  wag 
its  motornicn  and  conductor-  one  cent  an  hour  and  at  the  same  time 
announced  that  an  experiment  would  he  tried  for  at  least  six  months 
at  the  end  of  which  the  company  would  give  a  bonus  of  one  cent 
an  hour  to  every  nioioiinan  and  conductor  wdio  did  not  have  an 
ii  during  that  period.  About  one  half  of  the  men  have  clean 
and  will  receive  an  average  of  about  $20  each  on  December 
20th,  The  company  is  said  to  be  satisfied  with  the  plan  and  will 
continue  it  indefinitely. 


STREET  RAILWAY  REVIEW. 


*)15 


MULTIPLE   UNIT.  VOLTAGE  SPEED  CONTROL 
FOR  TRUNK  LINE  SERVICE.* 


BY  H.  \vaki>  LEONARD. 


In  February,  iS«j4.  I  read  a  paper  before  tins  Institute  describing 

a  system  which  I  considered  applicable  to  the  operation  of  a  trunk 
line  electric  railway.     The  essential  features  01  this  system  were: 

im.  The  generation  and  transmission  of  a  high  tension  single 
phase  alternating  current,  the  power  houses  being  placed  as  far  apart 
as  the  insulation  of  an  alternating  current  transmission  would 
permit. 

M.     The  entire  elimination  of  sub-Stations. 

3<L    A  transformation  of  the  eni  he  locomotive  so  as  to 

secure  a  voltage  speed  control  for  the  electric  motors,  thereby  ob- 
taining smooth  acceleration  and  efficient  control  of  the  locomotive 
at  any  desired  speed  and  in  either  direction. 

At  that  time  there  were  no  egineers,  50  far  as  I  know,  who    , 
with  me  that  these   features   were   essential   for  the  operation  of  a 
trunk  line  railway  by  electric  motors. 

In  the  recent  past,  however,  many  prominent  engineers  both 
abroad  and  in  this  country  have  declared  themselves  in  Eavoi  > 
these  essential  features,  and  I  therefore  feel  warranted  in  describ 
ing  an  improvement  upon  the  system  I  originally  proposed,  by  which 
I  can  secure  the  important  and  now  well  understood  advantages  of 
a  multiple  control  of  any  desired  number  of  locomotive  units. 


FC 


L        T«USilO»*£8 


Fig.  1 


~^cz>4^|oJ]c.@C 


Fig.   i  illustrates  diagramatically  one  form  of  my  multiple  unit 
voltage  speed  control  as  applied  to  motive  units  for  trunk 

line  service. 

The  current  is  generated  in  the  form  of  a  ternal 

ing  current  at  as  high  an  electromotive  fori  practicable  to 

ay  20,000  volts.     A   moving   contact    leads   the   single   phase 
alternating  current  upon  the  locomotive.     If  dee  trans 

formers  can  be  placed  at   suitable  points  along   the   line  of  the   rail 
way  which  will  reduce  the  initial  1  ired  lower  e    in    1 

upon  tin-  contact  condtl 

In  many  instances  it   may  bi    dc  irab  upon   tin 

..  transformer  1'  for  reducing  the  tension  of  the  alternating 
current  led  to  thi  V 

\   tingle  i  'tor  on  ti' 

•■mating  current  and  1-  driven  by  it  continuously  at  a  poli- 
tically con, taut  -|.  ing  through  the  motor, 
Iwing  led  to  ground  through  a  moving  contact       l"hi 

-  1    I-'.1   and  also  a   large 
continuous  currenl  dynamo  D  cited  by 

I  1  in  mi  i.it   R1 

i.r . .j».  1  linn  motor    an   connected  in  multiple 

dynamo  l>' 
■  parately  and 
1 

'     K1.     lie     - 

10  obtain  the  r< 
lesired 
1   to  tin-  full  md  in  .  ithcr  dirci  tion 

rid    rapid 
with  11  'I'l'ly 

unit  . 


1-  obtained  by  means  of  the  four  small  wires.   1.  2,  3,  4,  which  arc 
lead  along  the  train. 

In  Fig.  1  the  operator  is  supposed  to  be  upon  the  locomotive  I 
I  he  exciter  E1,  which  is  producing  a  constant  e.  m.  f.,  has  its  ter- 
minals connected  to  the  wires  1  and  2.  Across  these  wires  1  and 
2  are  connected  the  field  windings  of  all  of  the  propelling  motors 
on  the  two  locomotives,  SO  that  they  are  all  constantly  and  fully 
excited. 

The  wires  3  and  4  are  also  supplied  bj    a   current    from   the  ex 
citer   E1,  but   the   reversing  field    rheostat    R'   is   in   the    path   of   this 
current.       The  fields  of   the  two   dynamos   1  >'    and    D1  are  connected 
in    multiple   across    these    wires    3    and    4    which    extend    along    the 
train. 

It  will  be  evident  that  by  manipulating  the  reversing  field  rheostat 
R  the  operator  can  vary  simultaneously  and  similarly  the  field  ex- 
citing currents  supplied  to  D1  and  D"  and  that  therefore  he  can 
cause  the  voltage  of  these  two  dynamos  to  vary  in  exacl  unison 
from  0  to  the  maximum  voltage  in  either  sense.  Thus,  the  operator 
can  cause  flic  two  locomotives  to  start,  accelerate,  run  at  full  speed, 
retard,  and  reverse  in  perfect  unison,  always  dividing  the  load  per- 
fectly  under  these  various  conditions 

By  placing  the  controller  R'  in  its  open  position  and  going  to 
tin-  Other  locomotives,  the  operator  can  similarly  control  the  two 
locomotives  simultaneously  by  means  ,,f  the  controller  R*. 

Bj  the  use  of  this  system  1  expect  to  he  able  to  secure  the  fol- 
lowing advantageous  features: 

1st.  The  haulage  over  existing  roadbeds,  grades,  bridges,  etc.. 
of  very  much  heavier  trains  than  can  be  hauled  by  any  steam  loco- 
motive. 

_»d.  A  material  reduction  in  tin  cosl  of  maintenance  of  the  loco- 
motives as  compared  with  steam   locomotives. 

,?d.      A   material   saving   in   the    maintenance   ol    the    road    bed    I" 
cause  of  the  absence  of  hammer  blow,   shouldering,   rocking  and 
skidding. 

4th.     A  material  increase   in   the  weight  of  the  train   which  could 
be  hauled  around  a  certain  curve  by  a  locomotive  having  a  certain 
ht  on  drivers. 

5th.  A  material  increase  111  the  load  which  could  be  tarted  upon 
1  certain  gradi   bj  a  locomotive  having  a  certain  weight  on  drivers, 

6th     A  material  reduction  in  the  dead  load  necessarily   hauled  by 
a  steam  locomotive,  represented  bj   the  part  of  the     team   locomo- 
iinl  tender  nol  on  drivers. 

7th.  A  very  large  mi  lea-,,  in  the  number  of  trains  of  given 
weigh!  and  speed  which  could  be  operated  from  a  given  power 
house  compared  with  the  erie  .  parallel  01  cascade  systems.  Or, 
to  state  this  another  way:  a  very  much  highei   rati   ol  acceleration 

with   the    same   maximum   output    from    the   power   house,    the    sami 

conductors,  the  same  weight  per  train  and  the  same  wati   hout 
per  ton   mile,   than   is   possible   with    the    parallel   or   cascadi 

'  HIS. 

8th.  As  each  locomotive  unil  can  be  equipped  with  any  desired 
number  of  driving  axles  and  any  desired  number  of  locomotives 
hi  i"   operated  under  multiple  control,  the  amounl  of  powei   which 

can  be  applied  to  a   single  Irani  and  controlled  by  a  single  operator 

is  practically  unlimited. 
9th.     Fifty  per  cenl    ol  thi   energ]  now   wasted  on  friction  brakes 

in  bi     aved  in  the  form  of  useful  electrical  enei tored  to  the 

)  tern. 

101I1.  1  lie  tn  1  ,0  1  oi  equipment  will  In  verj  much  less  than 
thai   --I    ,ip     J  foi   ,  quiva  li  nl     -o  ii  e,  which  im  olvi     the  u  1 

of    sill,      I. ,l|o|| 

iiih      Me  .0  1  ,,1  haulage  i"  1  ton  mile  will  be  greatl)  reduced  as 

I'.o  1  <l   wiili     iram   lo, .  11.  itivi      •    pi    1  ill     because  ol   the   1 

increase  in  the  weight  of  tin-  nam  which  can  be  hauled, 

i-'ili     D  due  to  electrol    1       ould  1 in-  ed  to  a  mini 

mum 


ric  Co.  ha    annoum  ed    rei 

"i       i-  1        -  -  hi    .mi r  effectivi    lanuai  1   1  1 


I    '..I  .     i  .  1  -  1 1.1  n  i-   11..  iii.    Railway  Co    lias 

■  '  I ad  between  Li  mai  oning  and  Frostbui  g, 

Md  .  from  lie   '  ontrai  toi        rhi     1    8  pan  of  thi    1 1  mile        tern 
ad,  Md  ,  and  Pit  d t,  vv.  Va ,  whi  h  i     ibi  ml 


916 


STREET  RAILWAY  REVIEW. 


[Vol    Ml,  No.  12. 


l-.LECTRIC    TRACTION   IN   LONDON. 

in  now  re  than  evei   pr< 

nil   tin-   rules 
1    l.i   an 

Mi     \  erki  I  "in   "check"   t"   Mi 

ment,  Km  thi   interested  spectators  in  railway  and 
usi  wail  nil  ili<  nexl  Parliament  to  find 

..ni   whethei   il   is  "check-mate"  or  whether   Mi     Morgan   has  onl) 
!  himsell  to  I"-  surprised  into  wh 
•in  which  li>-  will  em<  il  another  b 

it  i-  as  well  in  recall  tin-  incidents  which  led  up  t"  the  i 

nflict    which   has   broken   out   over   the   transit   of 

I. ..In! 

Picadilly,  '  irth   East   London   Railway  bill,  seeking 

powers  from  Hammersmith  to  the  citj  and  thence  to  Palmer's 
Green  »as  in  the  last  session  of  the  Committee  which 

-.a  to  consider  the  tub  his  bill  was  the  result  of  an 

amalgai  interests  oi  the  London  United   Electric  railways 

bill  from  Hammersmith  to  Hyde  Park  Corner,  with  Mr  Morgan's 
scheme  from  thence  to  Palmi  providing  by  means  of  this 

alliance  i  complete  through  route  linking  at  Hammersmith  with 
the   I  ed    tramways,   and   having   a    system   oi   cheap 

through  rah-      I  lu-  lull  passed  thi  I  ords  and  through  the 

tirsi  at  the  House  oi  Commons      li   contained 

. ! til o  of  through  and  verj   cheap  fares,  and  in  a 
nrc  it  ■-  to  the  principal  recommendation  of  the  Joint  Com- 

mittee on  London 

Commons,  in  fact,  as  an  amalgamated  and  complete  scheme  fot  a 
through  route,  with  a  preamble  otherwise  meaningless.  In  the 
House  of  Commons  it  was  saddled  with  an  "Instruction"  intended 
to  emphasise  this  point  and  to  secure  by  guarantees  that  it  should 
be  sanctioned  only  as  a  complete  and  amalgamated  scheme  for  giv- 
ing London  a  through  route.  After  the  bill  had  been  before  the 
committi  Lords,   the   two  companies   hopelessly  disagreed 

about  the  working  of  the  lines,  and  .luring  the  recess.  Messrs.  Speyer 
Lothbun  (the  proprietors  of  the  Underground  Electric 
Railway  Co.,  of  London,  Limited,  controlling  the  Yerkes  Tubes), 
having  the  opportunity,  obtained  the  control  of  the  London  United 
Electric  Railways  bill  (Hammersmith  to  Hyde  Park  Corner).  The 
transfer  negi  pleted  within  twenty-four  hours  and 

u .  re  I 

next  act  in  the  drama  was  the  action  of  Sir  Edward  Clarke 
who  before  the  committee  formally  withdrew  the  London  United 
bill.     This  bill  having   passed  into  the  hand-  of  the  company  in- 

l  in  the  District  Railwaj  and  the  Brompton  &  Piccadilly  Ry. 
the  hill    for   which    latter  had   passed    its   third   reading  hut   the   day 

and   happei  mtain   also   the   expensive   section   from 

Sloane  St.  to  Hyde  Park  Corner,  the  promoters  found  they  could  no 

undertake  I"  carry  out  the  hill  to  the  full  extent  sanctioned, 
and  they  had  no  alternative,  therefore,  hut  to  withdraw   it.   since  it 

ntered    inti  competition    with   other   railways   be- 

g  t..  their  group. 
The  committee  thereupon   found  thai   under  these  circumstances 
the  preamble  of  the  Piccadilly    <  itj   .\   North  Eastern  London  Rail- 
way bill  was  not  proved,  the  conditions  imposed  by  the  instruction 
of  the  Housi   oi  Commons  not  having  been  complied  with.     Mi 

their  syndii  secured  the  United 

Iramv.  thej   believed  il   to  be  a  splendid  property  and 

that  at  the  tun.    the   I'  Citj   lull   had  become  practically 

n  of  the  irreconcilable  disagreement  of  the  Eormei 
allies.  Mr.  Morgan's  scheme,  which  would  have  established  a  line 
parallel  owned  by  tin    same  syndicate  was 

The  proceeding   strike-  one  a-  a   very   pretty   and  clever   pieo 
manouvering  ..n  tin-  pari  ..i  the  Yerkes  combination,  inspired  by  the 

i  the  enemy's  camp      Mr.  Yerkes  intends  to 
Parliament  m  heme  for  a  tube  railwa) 

in  Lorn  er  not  onlj  ground  that  the  defunct  bills 

intende  U    more,   and  which   will   bi 

structed  more  rapidly  and  at  less  cosl  than  the  other  schemes  Mr 
Morgan'-  syndicati  n    and  indignant   at   thi 

lapse  of  their   scheme   and    declare   their    intention   of   presenting  a 
1  for  the  whole  route.      The  umpire  will  thus  he  called  upon 
next  session  to  decide  on  the  "check  move." 


\  greal  deal  of  feeling  was  created  by  the  incident  in  Parliament 

and   a   motion    was  brought    forward   in   the    I  Ion-,    ,.i   ('..inn 
Mi     \  the  ri  committal  ..i  the   Piccadilly  \  City  bill,  but 

on  but  animated  debate  the  motion  was  withdrawn. 
I  his  fresh  outbreak  of  thi   battle  ..i  the  iul..s  ,,nh  bi 
us  will  i  permanent  Board 

in. I  to  sii'i  thoroughly  and  regulate  the  question  of  transit  for  Lon- 
don. A  body  of  nun  would  be  required  compri  rl  engi- 
neers, eli                                                                  I  ni  the  I'm 

legal  and  ecoi cal  aspeel  question,  and  not  po 

interest  in  any  of  the  sanctioned  nor  in  London's    Irani 

I  he  duties  of  tin-  hoard  would  not  i»  to  decide  on  the  re- 

merits  of  various  schemes  promoted,  bul  t..  reconstitute  and 

complete  the  map  of  the  "  ["ransil  of  London"  front  the  point  of  view 

of  the  convenience  of  passengers,  inhabitants  and  workers.    That 

being  done,  the  plan-,  subject  to  amendments  would  be  published, 

invited  and  the  hoard  would  be  required  to  hear  all  parties 

and  local  authorities,  railway,  omnibus  compai  entitled  to  a 

hearing  on  the  subject. 

I  low  necessary  such  a  hoard  of  control  has  become  may  be  gath- 
ered from  the  fact  that  although  it  is  now  nearly  13  year-  since  the 
South  London— thi  pioneer  electric  railway  of  the  motropo- 
lis  was  opened.  London's  railways  have  only  been  increased  since 
by  two  more  tubes,  the  Waterloo  >\  Citj  and  thi  Central  London. 
I  he  other  railway-  sanctioned  have  either  been  abandoned  or  are 
-till  incompleti   or  not  begun  even.     In  on  of  1902,  18  tube 

bills  wi   1    depo    ti      agg  egating  aboul  82  miles  of  new    lini 

that    Mr.    Morgan's    combination   has   collapsed,    not    a 
new  undertaking  has  survived  the  Parliamentary  committees 
of   two   sessions;    extensions    t..   existing   railways   alone   wer. 
Honed.      Such    a    situation    would    he    impossible    with    a   board   of 
control. 

1  low  ever.  111  -pile  of  this  future  of  the  crop  of  tubes,  in  a  few 
years'  time  London's  needs  of  rap  nient   and  cheap  transit 

will  be  considerably  better  supplied  when  the  lines  of  the  Under- 
ground Electric  Railway  Co.  of  London— the  Yerkes  tubes — are 
opened  for  traffic. 

Mr.  Bryce  bj  his  question  in  the  House  of  Commons  as  to  the 
urgent  need  of  a  Royal  Commission  1..  investigate  the  state  of  Lon- 
don's transit,  appears  to  have  brought  matters  to  a  crises.  The 
Government  has  practically  d  appoint  a  royal  commission 

to  consider  the  improvement  of  London  traffic.  It  is  to  be  hoped 
that   the   royal   commission   may   prove  bul  stone  to  a 

permanent  hoard  of  control;  it  is  some  consolation  at  least  to  find 
that  the  crying  need  of  Londoners  has  at  last  been  recognised  to 
some  extent  by  the  legislative  body  D.  N.  D. 


NEW  BENEFIT  ASSOCIATION  AT  MOBILE,  ALA. 


The  Mobile  Light  &  Railroad  Co    Employes'  Athletic  ,\    1 
iation  was  recently  organi/ed  for  thi    promotion  of  edi 
and  a    fraternal   spirit    among   it-  members  and   to  provide  a  benefit 
fund    f.i    -nk   or  disabled  members.       The  membership  is   limited  to 
white  male  employes  of  the  company  in    sound  health.     The  officers 
of  the   company   may   become    honorary   members.     The   officers   are 

i  annually,  <U^-  notice  having  l.eeti  posted  previous  to  ,] 
Mm    board  of  trustees  ha-  general  supervi  ion  of  the  work  of  the 
association,  but  the  action  of  the  hoard  is  subject  t<>  appeal  at  any 
inn.-      The  relief  committee  ■  president  anil  three 

members  chosen  alphabetical!}    from  the  roll  each  month.     An   in- 
1011  committee  of  threi    1-  appointed  by  the  president  to  in- 
quire into  tin   fitness  of  applicants  for  membership.     The  initiation 
fee  is  ;o  cent-  and  .In.  per  month,  with  an  assessment  of 

$1  on  lli.  death  of  a  member.  The  monthly  dues  are  deducted  by 
ill.  auditor  from  the  wage-  of  each  member  and  paid  I"  the  secre- 
tary, l'he  sick  benefits  are  $1  pei  1  between  the  fifth  and  fiftieth 
daj  i  illness.  Medicine  is  supplied  to  membei  Frei  oi  charge.  The 
'  is  the  necessary  funeral  expenses  ,,f  the  deceased  mem- 
ber. The  railway  company  furnishes  the  hall,  light,  heat  and  bath 
oftheassoi  1        V  Maloney,  president; 

Thomas  McCowan,  vice-president;  Jas,  W.  Scouyers,  secretary; 
R.  P.  I'riester.  treasurer;  \V.  E.  Prcnnelt,  sergcant-at-arms;  S.  M. 
Coffin,  J.  W.  Barnett  and  R.  A.  Savage,  trustees. 


Dec  jo,  1902.] 


STREET  RAILWAY  REVIEW. 


917 


IMPROVEMENTS  ON   OLD   COLONY  SYSTEM. 


TRANSFER  CONCLUSIVE  BETWEEN   PASSEN- 
GER AND  CONDUCTOR. 


l:V  JAMES  II.  CREEDON,  MIDDLEBORO,  MASS 


The  Old  Colony  Street  Ky  .  which  constitutes  the  southern  divi 
sion  of  the  linos  controlled  by  the   Mas  ctric  Cos.,  is 

busy  making  several  improvements  for  the  betterment  of  the  service 

on  its  lines. 

Chief  among  these  are  the  additions  to  rolling  stock.  At  the 
Campello  car  house,  where  is  the  main  work  shop  of  the  system, 
the  new  open  cars  have  been  arriving  all  summer  from  the  works 
of  the  J.  G.  Brill  Co.  The  new  open  rolling  stock  has  K  o  control 
ier>.  G.  K.  67  motors  am]  Christensen  air  brakes.  fin-  motors  an 
geared  to  give  a  maximum   speed  of  35  miles  an  hour. 

The  winter  cars  which  have  already  arrived,  are  of  two  types. 
One  kind,  built  by  the  John  Stephenson  Co.,  measures  _to  ft.  over 
all  and  is  extra  heavy,  folio'.  [eneral  lines  of  steam  r 

coaches.     The  windows  raise  hist'  r  and  the  fare  register 

gnal  c.rd  depend  from  the  center  of  the  ceiling.  I  lie  cars 
are  mounted  on  Peckham  14  11.  .!  double  trucks  and  are  lined  with 
four  G.  E.  07  motors.  K.  6  controllers,  and  Christensen  air  brakes. 
The  seats  which  are  of  the  Wheeler  type  are  arranged 
each  side  of  the  aisle  and  one  long  scat  at  each  end  with  accom- 
modations for  four  passengers  each.  It  is  believed  this  arrange 
meat  will  give  more  room  for  standing  passengers  ["he  cars  have 
double  trolley  bases  on  monitor  roofs.  I'hcy  will  be  used  on  the 
Plymouth.  Milton,  Neponset  and  Taunton  lines  running  out  of 
Brockton. 

The  other  closed  cars  were  built  by  the  l.aconia  Car  Co.  They 
are  mounted  on  St.  Louis  trucks  with  two  G.  E.  0;  motors  to 
each  car.  They  are  lilted  with  longitudinal  seating,  covered  with 
red  plush.  The  cars  will  1"  .1  ..I  ,,11  the  East  Bridgeware!  and 
Brockton  lines  and  also  111  Fall  Kiver.  (,0111  heaters  have  been 
placed  in  all  these  closed  ca 

During    the    past    summer    n-'    box    cars    were    vc-lihulcd    in    the 

Campello   car   house,   men    working   night    and    day    1 mplete    the 

work    before    November    1st,    to    conform    with    the    Ma    iachu  ell 
state  law        \boiit  20  car-  wire  practically   rebuilt. 

It   1-  of  interest  to  note  that  the  old   Colony  management    has 

1    uniform   colors    for   all    rolling    stock.       The    summer   cars 

will  be  yellow  and  white  ami  the  winter  cars  will  be  red  and  white 

A  new  illuminated  sign  has  been  adopted.  On  winter  cars  this 
is  placed  on  the  outside  of  the  vestibule  just  above  the  motorman's 
window.  It  i-  of  metal,  with  black  background  ami  while  letter 
ing.  and  is  illuminated  by  two  8-C  p.,  55  volt  lamps. 

The  company   is   testing  the    I'    S.   automatic   bio,  1,      ignal 
on  two  single  track  sections  with  the  end  in  view  of  demonstrating 
racticability   for  the  company's  particular  traffic  conditions. 

The  1  putting  ui'  E  in  ulated  win 

for  the  private  telephone  dispatching  system.     Tl  ed  wire 

will  be  used  chiefly  when'  the  line  rum  through   trei      and   11    is  l« 

sill  do  away  with  the  "noisy"  line  which  ofl 
where  tin-  bare  wires  chafe  against  ii'1 

A  new  4  ton  Christensen  compri  I 

in  the  work  shop  at  the  Campello  barn  and  will  ex 

pedite  the  handling  of  trucks  and  moto 

•  ring    up   tl  vesl  'lulling 

and    rebuild  llati >f    'be    an 

equipment  ha-  I. 'en  under  tin  chargi  ol  Frank 

Randlett,  of  the  Campello  bam 


•COMMUNITY   OF  INTEREST"   IN   OHIO. 

published  recentlj    regarding  the 
community  1    plan    between    the    Mandclba 

icople  have  bt 

foi    publil  alion   furll 

i  tndelbaura  Pomcro)  1  no  rpi 

and  tin   Miami 
porialion    I  I       that    thl 

non  ii  ■•  ill  l»-  hat 

monii 


In  the  c.is,  ol  Garrison  vs.  United  Railways  &  Electric  Co.,  of 
Baltimore,  the  Court  of  Common  Pleas  of  Baltimore  City  made  a 
ruling  upon  transfers  which  is  of  interest  10  the  public  The  action 
was  m  ion  ior  wrongful  ejection  from  a  street  car  and  for  assault 
and  batter] 

I  he  plaintiff  testified  that  he  boarded  a  car  oi  the  defendant  about 
3:43  p.  m.  and  the  conductor  gave  I11111  a  transfer  punched  ,1:50; 
that  be  rode  several  squares  I"  the  transfer  point  mk\  wailed  n>  "i 
15  minutes  for  a  car.  and  took  the  first  car  that  came;  thai  when  lie 
presented  the  transfer  it  was  after  4  o'clock.  The  transfer  read 
"not  good  after  the  hour  punched  ill  the  margin,"  and  had  therefore 
expired  I  lie  c  oil  I  ruled  that  the  transfer  was  conclusive  evidence 
as  between  the  passenger  and  the  conductor  as  l"  the  passenger's 
right  i"  ride  and  that  inasmuch  as  the  transfer  was  bad  on  ils  lace 
the  conductor  had  the  right  to  demand  that  the  passenger  pay  his 
fare  or  gel  off  the  car  and  in  the  event  of  his  refusal  that  he  then 
iiad  the  right  to  use  all  reasonable  and  necessary  force  to  expel  him. 

Council  for  the  defendant  argued  that  the  transfer  was  conclusive 
evidence  as  between  the  passenger  and  the  conductor  I"  whom  the 
transfer  was  presented,  and  that  if  there  had  been  any  error  by  any 
agent  of  the  company  by  which  the  plaintiff  had  been  injuriously 
ffected,  the  plaintiff's  rights  were  111  an  action  for  breach  "i  con 
tract;  that  it  was  the  duty  of  the  passenger  under  the  circumstances, 
111  the  interest  of  public  policy  to  pay  his  Fare,  postpone  Ins  claim 

and  not  I"  compel  the  Conductor  tO  eject  him.  Thai  any  Other  rul- 
ing would  either  compel  a  conductor  to  accept  the  word  of  every 
passenger  who  had  a  transfer  bad  upon  its  face,  which  would  open 
the  door  to  continuous  frauds,  or  else  he  would  be  obliged  to  ejeel 
every  passenger  who  had  a  bail  transfer  and  who,  relying  upon  Ilu 
ruling  of  the  court,  would  compel  the  conductor  to  eject  him.  In 
other   words  such  a   ruling   would   present   an  alternative   between 

extensive   frauds  or  breaches  of  the  peace  upon   the  car,   which  alter 

native,  in  the  interest  of  public  policy  should  not  be  presented  to 
the  defendant. 
Counsel  for  the  plaintiff  cited  the  Act  of   tgoo,  chaptei   313,  re 

quiring  the  defendant  to  give  free  transfers  in  the  city  which  should 
bl    !   foi   a  continuous  ride,"  but   it  was  argued  and  so  ruled  thai 

Ibis    did    not    prevent    the   company    from    making    n.i  "liable    regula 
for  its  own  protection,  compelling  passengers  lo  produce  proper 

evidence  ol  then   rights  so  to  ride. 

The    plaintiff    also    testified    that    after    the    car    bad    gone    7    or    S 

squares  from  the  place  where  the  conductor  demanded  that  the  pi. on 

tiff  pay  Ins  fare  or  get  "IT,  that  ilu-  car  was  stopped  and  the  

ductor   called   a    policeman,   that    thereupon   one   of   the    plaintiff's 

friends   Willi   whom   In    was   ruling  offered  lo  pay   his   tare,   which   the 

,  on. in.  1.  .i   o  1  ii  .  .1  .Hid  attempted  i"  ejeel  him. 

11 irt  held  that  if  after  the  demand  by  tl nducloi   i"i  paj 

incut    of    fare   a    reasonable    1 1 1 1 1 .     had    been    given    by    him    lo   comply 

therewith  and  the  ear  bad  been  slopped  for  the  purpose  of  ejecting 
thi  pa  enger,  the  conductor  was  not  ai  that  lime  obliged  to  accepl 
1  tender  "i  (an-  by  the  passenger,  bin  nil  li.nl  the  right  i"  eject 
him. 

II"     plaintifl     tl    I  1  to  .  I.    however,    thai    alo  I     lie    bad    offered    I"    gel 

ofl    and      ill-     "   doing,   the  conductor   pushed   him    from   behind 

against    the  eonlmllei    of  thl    cat     which    injured   hi-    .0  in        Ilu      ,11 

dii  o  'I  bj   w  itni    11   .  bul  thi    1  a  1    « 1  "i  to  the  jury 

on  tin'  question  of  whether  u ices  arj  01  exce  sivi    force  had  been 

won  the  plaintifl 
I  he  jury  found  in  lav 1  1I1.   'I'  i'  ndanl  1  ompan; 

STARK   ELECTRIC   RAILWAY  CO. 

!    '''11,    I',,,."  a     Co     '.'■  I'"  i'  "i"  rati     tl il  railway 

1  '    .11,, 1  .in  mi.  1  urban  bin-  to  Si  in  ing    ha    al 1 

1,    n ill,, 111    Inn     1,,  1 1 Ml' iu,l    1 1.      The 

ui,   tatioi    h      1 mpli  ted  and  mai  1 r;     rill  1 ailed  al 

■   compan;    ha    al  Ii     ur vej     E01   an  1    I from 

.'  1 ■    ■        lent      H '   '  1    I Ii '  idi  'I  "i !  ■  1 :• 

11, 1  .,  .  1 1    '    eral  routi     « ill    1 adi   fi n  the 

di    I. in,  ,         \\  oil      w  ill    I ,     ,       po      ibl I  I" 

ion 


STREET  RAILWAY  REVII.W 


[Vol.  XII,  No.  12. 


NEW   PUBLICATIONS. 


IF  I    i  IF    I  III    BOARD  ni- 
SMI  I  HSON1  \\"    INSTITUTN 

1  In-  volume  i"i 

i    them   illustrated,   marly  all    pri 

"Bodies  Smaller  than 

Vtonu  il    Nature,"  "The  Greatest   Flying   Creature," 

.mil  "1  ony  al    I  .ihm"  an-  among  the  subjects 

included  in  the  Ki |.<-n      I  In-  Smithsonian  Reports  may  In-  hail  by 

price    from    the    Superintendent  intents, 

ami  may   also  generally   In-  obtained   free   from 

pplicant's  representative  In  ' 


iR'S    MAN!   \1.    "I      RAILROADS   OF    Mil-.    UNITED 

S  1  \  1  IS.  thirty-fifth  annual  volume,  1902     Royal  octavo,  cloth,  1900 

and  group  maps  and  50  railroad  map-. 

Published  bj   II    V   &  II    W.  Poor,  New  York.    Price 

. 

-   Manual  i  the  most  importanl  work  of  the  kind 

published  and  with  the  newl)  added  features  and  thoroughly  relia- 

Ins  interesting  data  regarding  tin-  historj 
lion,  i'i  nd  financial  condition,  etc,  of  every  rail 

<  nited   States  and  Canada,  and  the  leading 

ds  of  Mexico.     Every  statement  was  officially  revised  before 
publication,    which   adds   greatly   to   the   value   of   the    volume.      The 
Manual   shows  the  total   length  of  railroads  of  the  United   State-  at 
the  time  of  publication  to  he  about  201.000  miles.      The  average  earn- 
r  mile  of  mad   for   igoi   are  given  a-   -  and  $2,668 

net.  the  average  interest  paiil  on  bonded  debt  as  4.24  per  cent,  and 
average  dividend  on  total  -hare  capital  2.62  per  cent.  A  compara- 
tive statement  shows  also  the  mileage,  equipment,  liabilities  and 
as,  earnings,  interest  and  dividend  payments, 
iic.  of  all  -team  railroads  each  year  from  1894  to  1901  inclusive. 
The  chief  features  ol  Poor's  Directory  of  Railway  Officials  and  Man- 
ual of  American  Street  Railway-  have  of  recent  year-  been  included 
in  the  Manual  ami  240  pages  are  given  to  information  and  statistics 
for  the-e  roads  similar  to  those  of  the  steam  railroads.  Another 
department  1-  devoted  to  miscellaneous  industrial  i-nrp.Taii.iii-.  na 
n.'ii.il.  -late  ami  municipal  finances,  and  fills   no  pages.      There  are 

Mes  of  dividend-  paid  by  the  railroad  .01. 1  -treet  railway  com- 
panies. In, nd   li-t-  of  leading   railroads  and  finally,  a  list  of  railroad 


R  AMVt  AY  ACCOl  1         ;(   Moorgate  St.,   Lon- 

don, proprietor-  .mi.  and  publishers  oi  numerous 

work-    ...  accountancy    subjects,  have  announced  a  volume  .mi  Trani- 
I  Ins  will  be,  we  believe,  the  first  work  on  this  sub 
nd   will  doubtless   be   widelj    welcomed.     Ii    1-  based  on  the 

11  Tramways 

Department,  and  will  contain   facsimiles  of  all  the   forms  ami  1 k- 

lemleil.  tin-  being  a  valuable  feature.     The  entire  system  of 
its,  from  the  commencement  to  the  published  results,  will  be 
fully   described,   the   difficulties  of   those   inexperienced    in   the  work 
being  kept   specially  in   view.     The  standardization  of  1, -am way  ac- 
count- 1-  a   subject    now  under  consideration  by  a  committee  of  the 
■lion  of  Municipal    Tramway  Manager-  of  Great    Britain,  ami 
this  fact  make-  the  honk  a  timely  one.      The  author  1-   Mr    Donald 
chief  I kkeeper,  Glasgow   Corporation  'Train. 


PROCEEDINGS   of   the    1'urdue   Society   of   Civil    Engineering 

ii      Published  by  ilu 
at   Purdue  University,  LaFayette,   Ind.     Price  50  cent-       The   I'm 
ceedings  contains  a  number  of  the  most  important  papers  t" 
10    tin-    society    during    the    year,    among    which    are    the    following: 
Foundations,  translated  by  the  sophomon   class  from  "Der  Grund 
Brennecke,   Imperial    Engineer   for  the  German   <  i< . v 
eminent;     I  011.  .graphic   Map-  of  the  U.   S    Geological   Survey;    1. 11 
rs;     Water    Purification   by   the    Use  of 
I  uork    Estimates       A    li-t    of    tin- 
instructors    in    the    School    of    Civil    F.ngneering   ami    a    li-t    of    the 

given, 


Brown  ••!    the    North   of    England    Institute   of    Mining 

and   Mechanical    1  and   published  by   the   Institute,   New 

castli  u|Hin   I  land.     ^^^  The 

Milium'   contain:    an   alphabetical   list    of   the   publications   it 
wlneb  includi  .1  trade  paper  in  the  world 

I  he  table  ol  -  divided  and  subdivided  in  such  a  manner 

thai    11   1-   possible   10  I. .eaii-  an)  .ml   b) 

turning  to  tin    page   reference  the  headlines  of  every   article  per 
tabling    I"    that    subject    may    he    found    with    the    page    and    number 
of  the  publication  containing  it.  ami  also  the  name  of  11-  author 
An  alphabetical  list  of  authors  1-  given  with  reference  to  tin-  page 
mi   which   the   name   may   be    found   in  the   index 


REPOR1     "f    the     I  vvcutv -l-'ir-t     Annual    meeting  \11nr 

ican    Street    kail  ciation,  held  at   Detroit,   Mich.  0 

8  10.   1902      Published  by  the    Association,  at  I  fiicago, 

HI.    'The  volume  contains  344  pagi  ission  of  the 

street    railway   topics    presented   at    tht  with 

the   report     ol   committees,   lists  and   members  and  the 

const iution  and    bt  iation      Secretarj    Penington 

1     to  h  dated  on  thi    promptness   with  which  he  ha-  pub 

lishl  .1  oil    report. 


1  ill  ANNUAL  REPORT  for  1901  made  by  the  board  of  re- 
gents  of  the  Smithsonian  Institution  at  Washington  i-  now-  being 
distributed.  It  is  a  volume  of  several  hundred  pages,  containing, 
in  addition  to  a  short  sketch  of  the  history  and  work  of  the  Smith 
sonian  Institution,  over  50  articles,  many  of  them  illustrate.: 
ing  in  language  "understanded  of  the  people"  with  the  mosl  inter- 
esting  event-  and  discoveries  of  the  scientific  year.  The  articles 
are  nearly  all  prepared  by  masters  of  the  respective  subjects,  and 
olume    ha-     '  ed    "the    best    popular    scientific    animal 

published  in  the  world"  I  In  subjects  treated  are  diversified  ill 
character  ami  includ'  11  Law  of  Nature";  the  "Greatest  hiving 
Creature";  "'The  Fire  Walk  Ceremony  at  Tahita";  and  reviews 
of  the  year1  ments  in  living  machine-,  wireless  telegraphy. 

trans-atlantic  telephoning,  the  telephonograph,  automobiles,  sun 
engines,  etc  Phi  Smithsonian  Reports  are  distributed  by  the 
Institution  to  libraries  throughout  the  world  and  may  be  had  by 
purchase  at  cost  from  the  Superintendent  of  Documents,  Wash- 
ington City,  and  inav  l.iained  free  of  charge 
gh  the  applicant'-  member  of  congress. 


PROCEEDINGS  of  the  Convention  of  tht    Street   Railway  Ac- 
countants    Association  ..1    America,  held  at  Detroit  in  0 
have    been    issued    ill    book    form   and    include   a    verbatim    repO 
the  papers,  1  he  last   convention,  together  with 

a  li-i  of  attendant-,  the  constitution  and  by-laws  of  tin-  Association 
ami  H-t  of  members  for  the  present  year.  'The  secretary  and  treas 
urer  of  the  Association,  Mr.  W.  Pi.  Brockway,  1-  1.,  be  congratu- 
lated up. hi  tin-  prompt  publication  of  the  pro.  n  book  form, 
and  upon  the  handsome  appearance  of  the  work  typographically. 


R    INDEX  of  Mining.  Mechanical  and   Mel 
ire    for    the    year    1900.       Edited     by    M.    Walton 


CAR  WASHING  AND    PAINTING. 

Editor  "Review":      I  In-  article  on   "Car   Washing     versu 

Painting"  in  the  "Review"    for   November  20th   we  are   ready  to  ap 
plaud.  as  in  1  on  it  hits  the  nail  on   the  head,  only   w. 

the  writer  might  go  further  if  he  could  look  into  the  material  some 
manufacturers  sell  under  the  name  of  "Compounds  for  Washing 
Car-."  One  in  particular  which  we  have  in  mind  is  composed  of  an 
alkali  soap  ami  a  mineral  oil,  and  when  car-  are  washed  with  this 
compound   tl  1  vet  washed  off  entirely,  and  as   soon  as  lin- 

ear has  run  for  a  few  hours,  it  is  just  a-  dusty  and  dirty  a-  before, 
.1-    lb.    ..il    lilt    ..11    -hit,  .-  all   the  dust   that   is   Hying.      We 

manufacture  a  dust  proof  car  cleaner  that  contain-  no  alkali  or 
other  injurious  substances  that  will  eat  into  tin-  lusu-r  of  the  var- 
iii-h.     In  fact,  out  mi-li  protector  and  hardener.     We 

claim  for  them  economy  of  money  and  time.     While  0111   car 
1-  mori-  expensive  per  pound  than  others  there  are  but  25  to  32  lbs. 
tnakt    1  barrel  "i"  the  liquid  wash.    Yours  truly. 
Delaney   Oil   &   Lubricant   Co. 
Milwaukee,  \\  i 


Dec  2o,  1902.] 


STREET  RAILWAY  REVIEW. 


919 


PERSONAL. 


MR.  HENRY  WINF1ELD  SMITH, general  manager  of  the  liar 
risburg  (Pa.)  &  Lewisberry  Street  Railway, Co.,  is  a  native  of  Lan- 
caster County.  Pa.,  and  is  the  son  of  Joseph  Smith,  a  tanner.  1 1  is 
mother  is  a  sister  of  Mr  Collins,  a  well-known  Pennsylvania  Rail- 
road contractor.  Mr  Smith  received  a  good  common  school  edu- 
cation, and  early  in  life  gave  Ins  attention  to  railroad  construction, 
and  t'or  some  year-  served  in  the  construction  department  of  the 
Pennsylvania    Railroad.       He    also    held    the     position     of     foreman 

in  the  machine  department  of  the 
Pennsylvania     Steel      Co.'s    works 
at  Steelton.     After  spending 
eral     years     in    railway    construc- 
tion   work    in    Illinois    and     I  '< -vi- 
lli-   returned    to    his    native    state 
and    gave    his      attention     to     the 
building   of   electric   railways.    His 
first    work    in    this    line     was    the 
building    of     an     electric    railway 
track     across     the     Susquehanna 
River   at    1  larrishurg.      Later    Mr. 
Smith       built       the       Grccnshurg. 
JeannettC  &    Pittsburg   Street    Ry., 
with    its    park    and    famous    dam. 
making    what    is    said    to    be    the 
artificial  lake  in  the  state. 
In  thi-  enterprise  Mr.  Smith  won 
for    himself    a    high    reputation    as    an    electric    railroad    contractor 
Since  then  he  has  been   actively  engaged  in  the   work  of  promoting 
and   building   electric   lines,   among    which    may    be   named   the    Citi- 
R      1  i   Harrisburg,  Pa.;    the  Carlisle  &  Mt.  Holly 
Ry. ;   the  Cumberland  Valley    fraction  Co.,  Carlisle,  Pa.;    the  Har- 
risburg &   Mechanicsburg   Electric    Ry.,   crossing   the   Susquehanna 
River  from   Harrisburg  to  Bridgeport;    the  Greensburg,  Jeannette 
&    Pittsburg    Street    Ry..    already    mentioned;     the    railway    now    in 
of  construction  at  Mechanicsburg;   the  Harrisburg  &  Lewis- 
berry    Street    Ry. ;     the    projected    interurban    between    Harrisburg 
and   Lewisburg;    tin-    Elizabeth   &   Middleton   Ry. ;    the    Hummels- 
town  &  Palmyra  Ry. ;   the  Womelsdorf  Electric  Ry. ;   and  the  Boil- 
,V  Mt.   1  lolly  Ry.     Mr.  Smith  is  also  building  the  Steel 
ton  and  New  Cumberland  bridgi  Susquehanna   River, 


II.  W.  SMITH. 


MR.    RICHARD  STO(  K  I  <  i.\.   assistant    to   the  president,   and 

Mr.  Frank  D                  hief  engineer  of  the  Sot       I  Gas,  Elec 

trie  &    Traction    '                     ed   on    November    1st    to  embark    in   an 

in  New   York  City. 


MR.    I"      I  A.l-    elected    president     of    the     Moline     (111    I. 

'Johnc  &•  Watertown  Railway  Co.  at  a  recent  meeting  of  the 

bier-.    The  other  officers  are:    George  \\     \\ 1 

1     \V.   Rn  I  1  reasurer.     Thi    offi 

r  with  F.  Y.  K-  i hi    board  of  dil 


MR.  -  M    COLE,  of  Plattsburg,  N    Y.  bei 

Railway 

id    o\,r     |J 


MR    J    BEYERS  HOLBRI  1  1  tted  to  partnei  hip  in 

D  d  .if  In 

N.  Y.,  Dei  Mr    I  loll I,  1     ili, 

he   firm   b 
■  I  Philadelphia. 


K   I-    U  ELLS,  emplo 

Plymouth 
1  laute,   1 1 1  •  1 .   1 1"  •  mi 

\l '     I 
Clark  will  1  but   hi 

1  nil. .111 


MR    C.  A.  TAYLOR,  assistant  secretary  of  the  Northern    Texas 

Traction  Co..  Fort  Worth,   Tex.,  has  been  elected  secretary  and  treas- 
urer, succeeding  Mr.  Ceo.  F.  McKay,  "i  Cleveland,  0. 


MR.  FRED  NEWMAN,  foreman  of  the  Citizens  Electric  Street 
Railway.   Newburyport,  Mass..  retired   from  the  service  of  the  com 
pany    November    loth   and   was   presented   with   a   line    Masonic   ring 
a-  a  token  of  good  will  from  the  employes. 


MR.  J.  S.  MACKENZIE,  of  the  Toronto   (Can.)    Railwaj    I  0 
ffici  S,    has  taken   charge  of  the   Winnipeg    Electric    Power  &    Light 
Co.'s  works     Previous  to  his  departure  from    Toronto  Mr.  Macken- 
zie was  presented  with  .1  gold  chain  and  lockel  a-  .1  gifl   from  the 
office  staff. 


MR.  JOHN  G  WEBB,  vice-presidenl  of  the  Central  Markel 
Street  Railwaj  Co.,  Columbus,  0.,  tendered  his  resignation  to  the 
directors  November  1Mb.  R.  M  Emery,  superintendent  of  the  Co- 
lumbus, London  X  Springfield  Railway  Co.,  will  succeed  him.  and 
has  also  been  made  a  member  "t  the  board  of  directors. 


MR.  ELLIS  BURNETT,  superintendent  of  the  Citizens  Railway. 
Light  &  Power  Co.,  Newport  News,  Va.,  has  tendered  bis  resigns 
tion  to  accept  a  responsible  position  in  a  confidential  capacity  with 
\\  I  Payne,  president  of  the  Newport  News  &  Old  Point  Railway 
and  Electric  Co.,  and  vice-president  "i  the  Norfolk.  Portsmouth 
and  Newport  News  Co.,  recently  organized. 


MR.  R.  S,  IVES,  formerlj  superintendent  of  the  Chicago  &  Mil- 
waukee Electric  Railway  Co.,  resigned  that  position  Novcml"  1  1  1 
A  few  evenings  afterward  he  was  SUiprised  by  a  band  of  bis  former 
employes,  who  presented  him  with  a  diamond  ring  in  apprecia- 
tion of  Ins  kindly  regard  for  them  during  his  management.  It  is 
understood  that  Mr.  J.  \Y.  Mauck,  treasurer,  will  serve  as  acting 
superintendent  for  the  present. 


MB  CHABLES  CARROLL  BENSON,  who  for  over  three 
years  was  superintendent  of  the  Citizens  Electric  Street  Railway 
t",  Newburyport,  Mass.,  sailed  for  PortO  Rico,  November  1  illi, 
irhen  lie  entered  the  employ  of  the  San  Juan  Light  &  Trail  I  I 
San  Juan,  as  announced  in  the  Novembei  "Beview."  Mr  Benson 
was  born  in  Manchester.  Me.. 
June  4,  1866.  His  father  was  a 
contractor      and      builder.       After 

-  ompleting     the      public      scl 1 

course  he  took  a  business  college 
curse  at  Augusta,  Me.  In  1886 
I"  'in-  red  the  employ  of  the  West 
End  Street  Railway  Co.  of  Bos- 
mi, I  was  soon  promoted  to 
foreman  of  the  construction  gang 

"i  thai  road      Hi   afterward    en 
I'l'd  the  fir 1    Woodbridge  & 

I  in  in  i    .  win.,.  i"i  \fler  a  short 

stay    with    that    linn,    in     t888,    he 

1  tin-  emplo)  "i  ii"    1  bom 

•.on  I  i"ii  ton   Co    ■'     ' 

'  ngi and  in  thai  ca| <  1  h  \s.  .  .  benson, 

1  ted  1 stalling  ■  quip 

mi  in    On     1    In  I mil"  1    "I    hi"       hi     '■■■  •:      I    ii'.-l.iii'l    .mil    also    111    the 

South     Hi    •.-,  1    i"'    mi   with  iii'    T,"  ton  Electrii    1  ighl  Co, 

ind  I"  ft  thai  position  to  be ■   luperintendenl  ol  thi   I  iti  en    Elei 

trie  Stn       '  tort.    Hi    found  thi    n  id  in  poor 

condition  bul    eded  in  putting  ii  in  fit  I    La     ordei    tnd  giving 

the   publii    an  entirelj      itisfai He  lefl    w  itli   thi    Ln 

-.    In     ..tin    fella  ,,,,1  1 1 11    "i  Newbury 

j".n      Hi     ■■■'     ,i  in'  ml 1   a   iniin!"  1   ',i     ■"  1.1I  and   fraternal  01 

ganizalion     "i   il"-  town,      \    few    ■    ening     1 hi    .1    1   hi 

■iiinoiied  t,  is  presented       ha  hand 

..in 1  1 10  iki  n  "i  the  •  teem  in  w  hit  h  he  wa  1  held 

by  In    loim.  1  emplo 


STR1-  I-  1    K All. WAV   RE\  IKVY. 


[Vet  XII,  No.  12. 


MR    \\     M    i.KSA    has  beer  ippointed  managei  ol  ihe  Indianap 

hich  now  has  -7  miles 

Ition 


MR    WILLIAM   BROWN,  who  has  been  with  tin-  Metropolitan 
for  several  years,  has  been  appointed 
.!  superintendent  of  a  new  company  which  has  secured 
control  ol  the  Guelph  I   Railwa 


MR     R.   S    MASSON    has   been   appointed   consulting   electrical 

ingeles  Railway   1  -  ,  Los    Vng< i.  -.  I  .il      1 he 

duties  "i   Mi     Masson   in   this  capacity   will   be  i"  pass  .iii<lwiii>-iii 

upon  .ill  plan  clrical  machinery  and  apparatus  ami  outline 

1  installation.    IK-  will  reporl  to  Mr    I-  A    Muir, 

manager. 


MR.   HERBER1     11     VREELAND,   for  years  the  head  -1    iln 
Metropolitan   Streel    Railwaj    Co.,  of   New   York,  has   resigi 

of  the   Metropolitan   Securities   Co.,   the  holding 
ny  of  the  Metropolitan  interests.     He  1  idenl  of  the 

I  in.,  i  in  li  in  Rapid    I  1:111-11  i'h..  which  "i"  il   orbed  in 

the  recenl   Metropolitan  merger.     Mr.  William  I..  Klkins  is  his  sue 
the  Metropolitan  Streel  Railw a)  I  1 


MR.  W.  C.  SMITH  has  been  a  general  manager  oi  the 

Pennsylvania   &    Mahoning   Valley   Railway   Co.,   Youngstown,   0., 
Mr.    \     \     Anderson.     Mr    Smith  was  born  mar  Saxon 
Station,  Butler  County,  Pa.     He  was  associated  with  thi 

1  Pittsburg  for  20  years,  ami  wa-  assistant  superin- 
tendent of  the  Citizen's  Traction  Co.  when  it  wa-  ,1  cable  line,  and 
wa-  later  general  superintendent  of  the  Central  Traction  Co.  When 
this  line  wa  by  the  Consolidated    Traction  Co.  in  1896  he 

w  ;i -  Rppointi  ul    of   transportation   of   that   company, 

.  Mr   Smith  was  appointed  assistant  general  man- 
insylvania    &    Mahoning    Valley    Railway    Co.   at 
Youngstown,  and  on  the  resignation  of  Mr.   Anderson  last   month 
le  was  appointed  general  manager. 


MR  IT  C.  REAGAN,  Jr.,  who  is  at  present  engaged  m  the 
construction  "f  several  Ohio  iiuerurhan  railway-,  was  born  at 
Pughtown,  Chester  Co.,  Pa.,  Aug.  19.  1864  He  received  a  high 
school    education  iwn,    Pa.      Inheriting    mechanical    tastes 

from  I  1  irs,  who  were  en- 

gaged in  the  in 'ii  ami  machine 
business,  in-  began  hi-  career  as 
fireman  on  the  New  York  Divi- 
sion of  the  Pennsylvania  Railroad 
and  was  promoted  t"  engineer. 
I  laving  given  some  attention  t" 
the  study  of  electric  light  and 
plants  In  entered  the  sen 
ice  of  the  1  le-tniiville,  Mantua  & 
Fairmount  Parle  Passenger  Rail- 
way Co.,  having  charge  of  tin 
transportation  department.  Since 
Mr.  Reagan  entered  iln  electrii 
railway  field  he  has  held  the  po- 
sition of  chief  engineer  on  the 
Quake  1  stow  11  1  I'. 1  1  1  1, 11  tiori  I  0 
arrytown  I  N.  Y  1.  \\  hiti 
Plain-  &  Mamaroneck  Rail-,-  New 

Rochelle,   N.   Y..  the   Easton   (Pa.)   Consolidated   1  c  Co.,  ami 

il    constructing   engineer  of  the   new    power   housi    and 
equipment  on  the  Columbus,  London  &   Springfield,  and  tin    Daj 

I   Urbana  Electric  Railroads,  and  a!-..  ,,f  th. 
plant   in  tin  Philadelphia,   fur  the   Pennsylvania 

He  is  the  inventor  of  a  number  of  mechanical  and 
ilcctrical    device,    among    which    i-    a    third-rail    system     for    winch 
1  treth  medal   bj     I  lu-   Franklin    In- 

been  thoroughly  tested  by  experts  in  this 
m-  have  been  granted  on  it 
alone.  in  is  the  author  of  a  book  under  the  title  ol  "I  0 

"motive-,    Simple.   Compound    and    Elei 


RE  VI.  AN.     IK. 


MR      U.I'.I-.RI      \.     ANDERSON    . 
manager  of    the   Pennsylvania  \   Mahoning   Valley    Railw 

YoungStOWn,  0.,  after  eight 

Mr    Anderson    went  to 
Youngstown     from     Indianapolis, 

where    he    had     already     achieved 
in     the     electric     railway 
field,  taking  chargl    ul   the  Malum 
nig    Valley    Railway     Ian     I,    1894. 

\t  thai  tune  the  business  "f  the 
company    wa-    less    than   one-third 

.1-  largi  .1-  at  present  I  he  lines 
have  Keen  extended  from  the 
Youngstown    system    b 

and  internrhan  system  over  90 
miles  111  length  and  extending  1" 
Leavittsburg  011  the  west  and 
.Newcastle  on  the  east.  Mr.  An- 
derson's retirement  » a-  made  the 
11  of  a  vers  flattering  dem- 
onstration by  -Hi'  tployes,  who,  headed  bj  a  hrass  hand, 
called  at  Mr.  Anderson's  n  2  a.  m.  Nov.  -'4lh  and  pre 
'  1 1 1 . 1 1  a  handsome  "grandfather1  inscribed  a-  follow-: 
'Presented  t"  Mr.  and  Mrs.  A.  A.  Anderson  by  the  emplo 
the  Pennsylvania  &  Mahoning  Valley  Railway  Co.,  Youngstown, 
1  1..  \'"\    j|,   [902  " 


ANDERSON. 


MR.  JOHN  1.  BEGGS  president  and  general  manager  of  the 
Milwaukee  Electric  Railway  &  Light  Co..  was  thrown  from  his 
huggy  December  "th  and  received  painful  hut  not  serious  injuries. 
The  accident  resulted  from  the  horses  becoming  frightened  and 
bringing  the  vehicli    in  collision  with  a  telegraph  i 


MR.  J.   IT   VAN    BRUNT  has  been  appointed  general  manager 
of  the   St.  Jo-eph    1  Jin  )    Railway.  Light.    Heat   &    Powt 


MR.  C.  \V.  SIMONDSOX.  formerly  with  the  Dayton.  Spring- 
field X  Urbana  Ry.,  has  been  appointed  general  passenger  agent  of 
the  Columbus,  Delaware  &  Marion  Ry.,  of  Columbus,  O. 


MR.    FRANK    H     BROWN   ha-   been  appointed   superintendent 

of  the   Plainfield  division  of  the  Elizabeth    1  X.   J.),    Plainfii 
Central  Jersey   Railway   Co.     Me  has   been   employed   for  the   last 

ten    years    as    conductor    and    inspector    mi    the    Worcester    1 
Consolidated  Street   Ry. 


MR    S.  S.  NEFF,  who  »a-  formerly  superintendent  of  the  Chi- 
cago Union  Elevated  R.  R..  and  later  of  the  Boston  elevated  lines. 

has   I"-  li    W      I      Baker  &   Co..    N.    Y.,  as   superintendent 

of  construction  and  operation  of  their  street  railway  enterprises. 
Mr.  Xetf  has  been  successfully  associated  with  numerous  steam  and 
electric  raill 


MR     GILBER1     F.    BROWN,   general    manager   of   the   J. 
1  Miss.)   Electric  Railway.  Light  &  Power  Co.,  died  November  trth 
at  his  old  home  in   Philadelphia.  Miss. 


In   order   to  make  the   new   schedule  .1    thl     Winnebago   Traction 
1  likiish.  Wis.,  a  success  ,nid  to  avoid  the  danger  of  pi 
accidents  the  company  has  established  a  block  system.     Iln 

considered  necessary  because  cars  on  certain  branch  lines  are 
expected  to  sandwich  their  trips  with  those  of  the  regular  cars  mi 
the   main   line 


A  bridge  spanning  both   the  Lake  Shore  &   Michigan   Southern 

and  the  Michigan  Central  railroads  and  the  Kalamazoo  river  has 
been  completed  for  the  Jackson.  Albion  &  Battle  Creek  Electric 
Railway  Co.  by  the  American  Bridge  Co..  of  New  York.  I  he 
bridge  is  nearly  900  ft.  in  length.  'The  two  girders  over  the  river 
Ii  75  ft.  long.  The  cost  of  the  bridge  is  said  to  approximate 
$50,000. 


Dec.  20,  1902.] 


STREET    RAILWAY    REVIEW. 


92  L 


BIRMINGHAM   NOTES. 


In  order  that  the  claim  department  of  the  Birmingham  Railway, 
Light  &  Power  Co.  may  make  prompt  investigation  of  accidents  on 
the  lines  of  the  company  without  waiting  for  a  crew  to  come  in  off 
its  regular  run  there  lias  been  prepared  an  emergency  accident  re- 
port which  is  designed  to  bring  the  important  facts  of  each  accident 
promptly  to  the  head  of  the  department  in  order  that  such  action 
may  be  taken  as  is  necessary.  Each  conductor  and  motorman  is  re- 
quired to  have  a  blank  report  in  his  pocket  at  all  times  when  on 
duty  and  to  fill  it  out  in  case  of  an  accident  and  hand  it  to  the  Brst 
dispatcher  seen  alter  the  accident.  This  blank  is  on  heavy  manila 
cardboard,  size  4'jxo'4  in.  The  face  of  the  card  contains  the 
name  of  the  company,  the  department,  and  the  name  of  the  report 
followed  by  blank  spaces  for  the  Hate.  Car  No.,  Line.  lime.  Place. 
Direction  of  Car.  Number  of  Passengers,  Kind  of  Accident.  Name 
of  Party  Injured  or  Owner  of  Animal  or  Vehicle,  Description  of 
Accident,  Names  of  Motorman  and  Conductor  with  their  respective 
numbers.  The  back  of  the  card  contains  blank  spaces  for  the  name 
and  addresses  of  nine  witnesses,  and  the  following  instructions: 

ductors  will  fill  out  this  card  when  there  is  an  accident  of 
any  kind  in  connection  with  their  car  and  hand  to  first  dispatcher 
they  see  after  accident.  Motorman  and  conductor  will  both  sign 
this  report.  When  crew  get  off  their  run  they  will  make  out  reg- 
ular accident  report.  Form  106,  and  turn  it  in  as  usual.  Dispatcher 
on  receipt  of  this  will  bring  to  manager's  office  immediately.'' 

The  freight  business  on  this  company's  suburban  roads  has  so 
materially  increased  during  the  past  few  months  that  it  was  found 
try  for  the  company  to  move  its  freight  office  from  the  heart 
of  the  city  to  a  point  further  out  in  order  to  obtain  more  yard  room. 
Plans  are  now  being  prepared  by  Messrs.  Ford,  Bacon  &  Davis  for 
a  large  freight  depot  into  which  the  freight  cars  may  be  run  and 
loaded  or  unloaded  from  both  sides  on  a  platform  and  into  a  ware- 
house. 

Until  a  few  weeks  ago  the  freight  for  Gate  City  and  East  Lake 
has  been  handled  by  a  freight  car  attached  to  a  passenger  car,  but 
owing  to  the  increase  of  business  along  the  line  a  special  freight 
train  is  run  twice  daily  in  each  direction  between  the  city  and  those 
towns. 


ACCIDENTS. 


The   evening   of    November    l6th   a    freight    train   on   the    CI 
Burlington  &  Quincy    K.    R.    parted,  and   after  the  fir-t    section    had 
the  gateman  at  I    St    and  Western  Ave.,  Chicago, 

not  knowing  that  the  train  had  parted,   raised  lb'  I   Street 

car  to  pass,  and  the  conductor  signalled  the  motorman 

the   motor   car    with    its   trailer    were    111  of    the 

Ig  the  rear  section  of  the  freight  came  in  sight  and  '1'  I1'1' 
tin'  motorman-  effort  to  cross  by  putting  on  full  power  the  freight 
struck  the  trailer,  which   broke  loose   from   tl  car  and   was 

crushed  to  piece-,  being  carried  more  than  200  fl.     Ol 
I'd  and  a  number  injured. 
In  an  accident  on  the  Wilmington   (Del.)   &   New  Castle  Electric 
Ky„  November  18th,  one  person  was  killed  and  several  oil,. 
jurcd.  eaking  of  the   rear  axle, 

which  overturned  the  car.     1  Otl  the  car  at  the 

time.     The  man  who  wai  killed  was  riding  on  tin-  platform  and  was 
thrown  under  thl  rued 

In  a  collision  between  a  lire  engine  and  street  car  in  St.  Louis 
.  the  engii  rturned  and  completely  wrei 

•  n  Railway  Co'     line  -it  Scranton,  Pa.,  Novembei 
.■id-    I  I  killed  and  injured. 

il  ,  f.i  1   running  in  an  effort 
lo  mal  • 

tppTOaching    car    that    the    turnout     was 

■o,ni  the  d 

of  |I  ling  car  and  on  ■]■ 

fatally 

collision 
which  is  -aid  to  i  broken  brake,  allowii 

if  1  mile  "g  into 


An  accident  occurred  on  the  Northwestern  Elevated  Railroad, 
Chicago,  about  9  p.  m..  December  2d,  in  which  the  motorman  was 
-lightly  burned  and  the  body  of  the  motor  car  almost  entirely 
destroyed,  rhrough  some  unknown  cause  the  current  was  short- 
circuited,  and  blowing  out  a  fuse  in  the  circuit  breaker  set  fire  to 
the  woodwork  of  the  car. 

An  accident  occurred  on  the  Philadelphia  &  Lehigh  Valley  Trac- 

tion   Co'-    line  at    Hatfield.   Pa.,  on   Thanksgiving  day   in  which   two 

were    killed    and    ,1    -core    of    others    are    reported    injured. 

aid  that  in  descending  a  grade  a  bolt  in  the  brake  mechanism 

broke   and   the   car   gained   such   velocity   that   it   overturned   on   a 

curve  at  the  foot  of  the  hill. 

A  car  on  the  line  of  the  Pottstown  (Pa.)  Passenger  Street  Rail- 
n.o  Co.  jumped  the  track  on  a  steep  grade  November  27th  and 
ran  into  a  stone  wall,  fatally  injuring  one  passenger. 

\i  Reading,  Pa.,  a  young  man  riding  on  the  front  step  of  a 
crowded  car  was  caught  by  a  car  passing  in  the  opposite  direction 
and  lulled  between  the  two  cars  their  entire  length.  He  lived  only 
a    few   minutes. 


THE   "NATIONAL''  TROLLEY. 


The  National  Trolley  Manufacturing  Co.  is  the  name  of  a  new 
corporation  recently  organized  at  Rochester,  N.  Y.,  for  the  pur- 
pose of  placing  on  the  market  roller  bearing  trolley  wheels,  bearings 
for  ear  axles  on  both  steam  and  street  railways,  and  other  special- 
lie-;. 

I  he  "National"  trolley  wheel  differs  from  the  ordinary  types  in 
I  particulars.  Instead  of  being  the  ordinary  4-in.  or  4'/2-in. 
wheel  it  is  5-in.  and  5'j-in.,  giving  a  larger  contact  surface,  while 
1I1.  weight  is  but  slightly  more  than  the  ordinary  wheel,  because 
of  the  open  construction  as  shown  in  the  accompanying  illustration. 
The  extra  weight  is  also  reduced  by  the  use  of  silicon  bronze  ma- 
terial well  known  for  its  rigidity  and  strength.     The  bearing  of  the 


"NATIONAL"  TROLLEY  WHEEL. 


wheel,  wiii.  1 pha     ..1  ..    thi    main   feature,  is  entirely  inde 

it  in  its  construction,  being  a  roller  bearing  and  of  such  me 

m  that  each    ingli    roller  must  be  worn  almost  to  a  thread 

befon    tin'  bearing  gives  out.     Each  roller  n  in  a     eparate 

poi  1  1 1  .111.1  1    n.. 1  hung  ..11    '".il  pivol    01   1   li        1  hi  bearing  is  so 

plai .  -I  that  .1  1    !-"  1   w  "h  the  axle  on  one  Bide  and  p 

,,,,  il.,     .Hi... .    ..1  il..    wheel  or  hub  which  is  incased  within  the 

1  in    i.n  lung  is  of  brass  ami  is  pn      d   the  main 

bub  of  the  whi .  1.  bo  ..ining  a  pan  ..f  it.    Back  of  lb,-  bushing  there 
1    :,    pace  in  il..    hub  foi  an  ..il  box  which  answei    two  purpo  • 

lubrication  and  ,  1   '01-  tin    bu  thi    el ■'! 

cum  11'        1  II   I-  .0  ing  '  "  ""' 

axle,  which  >    hollow  allow  lation  ..1  ait   which  tends  to 

keep  . 

1 1,,  ,    ....  i,,  ,11,.  ..11  high    pi .  .1  !  111     h  '  h  in  the 

I   ...  ids    in. I  in  one  it  i     repot  ted 

thai  had  run  foi  0.000  mill     ivhi  n  1 
...in. 1  to  hi    in  perfect  1  ondition,  the  only  wear  ap 
thi   surface  of  thi    whi  el  itsi  II     1  he  whi  •  1    bv  1 

1    .I.. 1  .11.     1 1  to  I"-  partii  id. 11  lv  adapted  to 

1  be  National    1  rolli  v  Mat  ig  Co.  will  be 

glad  to  furnish  any  number  of  whi  el    tot  test. 


STREET  RAILWAY  REVIEW. 


[Vol  xii.  No.  12. 


A  CLEAN   ACCIDENT   RECORD. 


ELECTRIC   RAILWAY   ADVERTISING. 


In  .11  ■-■  ii ii    ■  in  England  and  the  United 

which  w.i-  recently  published  in 
lowing  statement  in  regard  to  accidental 
Kingdom  was  n 
i  ration  in  the  United  Kingdom  for  the 

menal,  tor  on  a  mileage  of  n  per  cent  of  the  mile 
i  ii. I  aboul  1O0  I"  i  cent  more  passengers  and 
killed     I  believe  this  record  «.i-  made  possible  by  the  com- 
img  and  interlocking  coupled  with  discipline 
iroti     ing  traffic  by  block  signaling  and  interlocking 
!-  nol  lefl  in  the  il  the  railroad  officials.    It  must  be  pro- 

ud pass  the  inspecb'oi  Board  of  Trade.     Automatic 

block  working  b.i-  just  been  inaugurated  and  owing  to  the  con 

the  quicker  movement  of  trains  by  means  of  the  automatic 
block  will  greatly  increase  the  capacity  of  the  railroads  and  at  the 
same  tune  reduce  the  cos)  of  operating  and  maintaining  signals." 


NEW   CARS   FOR   WESTCHESTER,   PA. 


Five  handsome  semi-convertible  cars  recently  built  by  the  J.  G. 
ISnll  Co.,  of  Philadelphia,  for  the  Westchester  Street  Railwa 

are  particularly  fine  specimens  of  the  car  builders'  art.  The  struc- 
tural features  include  an  extra  number  of  steel  rafters  in  the  roof, 
and  heavy  12-in.  plates,  bolted  to  the  inside  of  the  side  sills  and 
to   the    bases   of   the   posts,   add   to   the   longitudinal    and   vertical 


"Nickel    ["rolley  Rides  in  and  Aboul  Ohio  is  the 

i  an  attract  I  leveland  Electrii 

■..  which  maintains  an  outing  department  under  the  manage 
mi  nt  ni  Mr    I    u     Butler      Mr    Butlt I 

lished  a  number  of  attractive  advertising  announcement!  and  this 
[older  I-  fully  in  keeping  with  the  excellent  advertising  matter 
which  ha-  previously  appeared.     1  In   folder  gives   i  list  of  all  the 
principal  points  of  interest  in  and  aboul  the  city  and 

point    of    mi  d    is   a    brief    ill 

and  thi  n  aching  the  same  by  the  electric  • 

it  printed  in  red  and  green  and  comprises  a  very  attractive  adver 
ni  nt 


RECENT  STORAGE  BATTERY  INSTALLATIONS 


I  he  Electric  St  .  of  Philadelphia,  has 

with  the  Cleveland  Electric  Railv  ir  the  installation  of  a 

of  chloride  accumulators  consisting  of  264  elements  capable 
1  barging  at  the  rate  of  1.200  amperes  for  regulating  the  fluc- 
tuations and  maintaining  the  voltage  during  the  hours  of  peak  load 
Iln  Lattery  will  also  assist  in  carrying  the  load  on  the  Euclid 
line  during  the  heavy  traffic  of  the  summer  months.  The  installs 
tinn  will  be  at  Windemere,  a  point  five  miles  from  the  power  house, 
I  In-  company  has  also  closed  a  contract  with  the  Baltimore  &  Ohio 
Railroad  Co.   for  the  installation  of  a   second  battery  of  chloride 


BRILL  CAR  FOR  WESTrHF.STF.R.   PA. 


stiffness.  The  interiors  are  finished  in  natural  cherry  with  ceil- 
•  decorated  birch.  The  ears  are  28  ft.  lung  over  the  end 
panels,  and  37  ft.  5  in.  over  the  vestibules.  The  width  over  the 
sills  is  7  ft  ioJ/2  in.,  and  over  the  posts  at  the  belt  8  ft.  2  in.  Each 
car  is  equipped  with  Brill  rocking  sand  boxes,  angle  iron  bumpers, 
"Dedenda"  gongs,  Brill  radial  draw-bars  and  ratchet  brake  handles. 
The  trucks  are  Brill  27G. 


GREEN    BAY-KAUKAUNA  INTERURBAN. 


1  he  Knox  Construction  Co.,  which  was  recently  incorporated  un- 
der the   laws  of  Wisconsin,   with   G.   W.   Knox,   of  Chicago,  presi- 
dent, and  K.  M.  Haskett  resid  will  begin  the  construc- 
if  an  interurban  line  between  Green  Bay  and  Kaukauna,  Wis., 
which                                                1  he  end  of  1903.    The  preliminary 
work  is  well  under  way  and  construction  will  begin  as  soon  as  pos- 
I'he  new   road  will  be  equipped   in  a   first-class   manner  and 
ears  will  be  used  capable  of  maintaining  a  speed  of  50  miles  an 
hour.       The   power   house   will   he  built    near    the  center  of  the   line, 
will  be  made  with  the   Fox  River  Electric   Railwa}    & 
for  terminal  facilities  in  Green  Bay.     If  these  1 
lions  are  not  successful  the  new  company  will  apply  for  a  franchise 
n  line  into  the  city. 
Knox  is  also  president  of  the  Knox  Engineering  Co..  of  Chi- 
cago, which   has  under  construction  the   interurban   lines   between 
id.   111.,  and  Janesville,  Wii         Uliance   and   Canton.   <>..  and 
Hues  in  southern  Illinois  and  in  Oklahoma  Term 

«  ■» 

Founders'   Day  were   held   at   the   Thomas   S.   Clarkson 

Memorial    School    of   Technology,    Potsdam,   New   York,    Monday 
evening,  December  1st. 


accumulators  to  he  operated  at  the  Mt.  Royal  entrance  of  the  Balti- 
more tunnel.  The  first  battery  was  installed  in  November,  1900. 
The  railroad  company  has  complete. 1  its  plant  for  the  electric  haul- 
igi  through  the  tunnel  of  both  freight  and  passenger  traffic,  and 
for  this  purpose  has  contracted  For  two  electric  locomotives  of  ap- 
proximately double  tin  now  in  service.  The 
increased  service  necessitates  a  corresponding  increase  in  power 
equipment,  which  will  be  supplied  by  the  installation  of  this  second 
battery.  Previous  to  the  installation  of  the  first  battery  the  load 
al  times  required  the  operation  of  three  500  k.w.  generators.  After 
this  installation  only  one  was  required.  It  is  estimated  that  even 
with  the  increased  service  the  larger  capacity  in  battery  output  will 
require  only  one  generator.  The  total  battery  output  will  be  2500 
amperes,  there  being  added  to  the  first   battery  ,vo  type  G-25  cells. 


A  fire  recently  destroyed  the  new  car  shed  of  the  Elizabeth.  Plain- 
field  &  Central  Jersey  Railway  Co.  Eight  cars  were  burned.  The 
building  was  40x125  ft.  and  supposed  to  he  fireproof,  being  built  of 
steel  girders  with  corrugated  iron  roof  and  sides.  The  loss  is 
fully  covered  by  $21,000  insurance. 


It  1-  rumored  that  II.  ]•"..  Huntington,  formerly  president  of  the 
Pacific  Electric  Railway  Co.,  contemplates  spending  several  millions 
of  dollars  in  southern  California  building  a  system  of  interurban 
railways. 


The  Winnebago  Traction  Co.,  Oshkosh,  Wis.,  has  adopted  a 
block  signal  system.  Red  light  signals  are  operated  by  the  car  con- 
ductors on  passing  certain  points. 


Dec  20,  1902.] 


STREET  RAILWAY   REVIEW. 


923 


A  SOLID   RAIL  BOLT  JOINT. 


CEDAR     RAPIDS-IOWA     CITY 
TERURBAN. 


PROPOSED    IN- 


The  illustrations  herewith  show   a  general  vim   and  ci 
of  a  rail  joint  invented  by  Dr.  Idell,  of   McKeesport,  Pa., 

that  uses  bolts  having  a  -  n  each  end,  dispensing  entirely 

with  nuts  and  threads.     The  angle   bars  of  this  joint  are   securely 

fastened  by  means  of  special   shape!  s,   which,  after   being 

inserted  through  the  bars  and  rail  webs,  are  tightened  my   moving 
the   angle    bars    longitudinally    along    the    rails,    which    wedges    the 
heads  of  the  bolts  against  inclined  faces  on  the  angle  bars. 
These  joints  may  be  C  '  of  rolled,  which  permits 

able  features  which  would  be  impossible  in  a  rolled  joint     In- 
stead of  round  bolt   holes   in   the  angle   bars,   there  are   inclined   re- 
which  are  oblong  openings.     These  openings  are  enlarged 
-  to  permit  the  square  shank  of  the  bolts  to  be  turned.     Rib- 
on  the  sides  of  the  bars  for  the  purpose  of  giving  them  addi- 
-.   and   the   lower  parts   of   the   bar   nearly   meet   under 
■  the  rails.   Tan  of  this  ween 


SOLID  RAIL  BOLT  Ji 

the   lies   and   contains   the   inclined    recesses   and   oblong   opi 
which  contain  the  bolts  beneath  the  rails.     Both  of  the  angle  bars  arc 
exactly  alike.     The  boll  th   a     quan      hank  or 

body  and  a  T-shaped  head  op  re  flat  and  of 

the  same  thickness  as  the   shank   ol    thi    boll    and    ibout   ifjj  in.  in 

diameter.     The  holes  in  the  web  of  thi    ra  I      1 

large  to  admit  the  head  of  the  bolt. 

In  applying  this  joint  to  the  rails,  bars  an    placed   ach  side 

of  the  rail  so  that  the  enlarged  portion  oi  the  opi  rtings  in  each  bar 
is  opposite  the  holes  in  the  rail-.  The  bolts  may  be  inserted  from 
either  side,  both  those  through  the  web  of  the  rail  and  those  beneath 
it.     The  bolts  are  then  given  a  quartet   turn  so  that  their  heads  will 


1  ii|v..i  .,11   IOIKT. 

stand  perpendicularly  and  tl  en  moved  in  oppo 

»ite  din  motion  the  square  -bank  of  ihe 

1  :     trill  p 
them    from   turning  of   the 

of  thi 
to  the 

drawn  from 

1  up  tight  again 

d  for  by  fin 


1  edai  Rapids,  Iowa  City  &  Southern  Railway  Co.  obtained 
a  charter  a  year  ago  to  build  a  25-mile  electric  inlerurban  between 
the  cities  named  in  the  title.     This   will   be  pre-eminently   a    freight 

foi    through   traffic  being  made  at  Cedar   6 

with  the  Chicago  iv  Northwestern  and  the  Chicago,  Milwaukee  & 

St.    Paul    and    at    Iowa    City    with    the    Rock    Island    system.      It    is 

pectation   of  the   promoters  to  bill   stock  and   grain   through 

direct   to  their  market  destination  by  special  arrangement  with   the 

steam  roads.     The  company  will  own  stockyards  along  the  route  of 

the   interurban,   where   the   freight   consignments    will   be   collected 

[lent 

Powei    for  the  operation  of  the  electric  line  will  be  furnished  by 

O  dar   Rapids   Electric  Light   &   Power   Co..   which,   though  a 

impany,    is   allied    with    the    interurban    interests.      Three 

ars  and  baggage  and  express  cars  will  be  run  between 

ermini.      More    definite    details    of    the    service    have    not    been 

arranged   as   yet.     The   company   is   in   course   of  organization  and 

is   financing   its   project.     It   was   chartered   under   the  general   rail- 

aws,  and  has  secured  a  perpetual  franchise  in  Iowa  City  and 

all   right!   of   way.     A    franchise  in  Cedar  Rapids  for  25  years  has 

en  obtained,      ["he  officers  of  the  Cedar  Rapids,  Iowa  City 

&    Southwestern    company    are:      \Y.    G.    Dows,    president;     W.    J. 

lent;    and  T.  B.   Smith,  secretary  and  tr- 
ail of  Cedar  Rapids. 


LAMPREY  PROTECTIVE  ARCH   PLATE. 


device,  which  is  shown  in  the  accompanying  illustration,  is 
madi  b)  thi  Lamprey  Co.,  of  Westfield,  Mass.,  and  is  designed 
to  protect  the  brickwork  and  the  boiler  front  from  the  intense  heat 
of  the  furnace  and  lo  utilize  the  heat  thus  diverted.     By  this  means 

nncd  to  avoid  burned  out  door  plates,  cracked  boiler  fronts, 
etc.    The  system  of  pipes  around  the  sides  and  tops  of  the  openings 

ii  the  brickwork  of  the  boilei    sellings  may  be  connected  into  a 


I.  \  Ml-I.'l   \.     PRI  n  El    I  I  VI.    \  Rl   II. 

.11,  ulation  .01."  hmenl  to  thi   h  ii 

on  tin id  the  feed  watei    1     hi  ated  b  I adn 

1  while  with  the  lattei  a  continuous  circulation  of  water 
to  and  from  1  aintained,  the  pipi     in  eil  bi  1  cs  e  di  li> 

..ii.  1 .  win.  h  would  othei  wiai    01     ■  bi  1II3   1  u 

portiallj  lost,     I  In-  al pi 1  heal   which  1    u  u  llj    illowed  i" 

i  1  ■  dm  inj  the  boilei   n  om  tern 

' abll      blod .  in.  nlly     I...  .ih  .1     to     1 

ipplicabli   to  all  typi     of  bricl 
piping  o ii ".  .1   to 

—      —•*■ 

on  Co       nil   -  .  apita!  oi  !  

I  om   '■■'■  to  1  .  iniu ..1  th,  '  1. 


STREET  RAILWAY   REVIEW 


POWER   DISTRIBUTION    NEAR    GLASGOW. 
SCOTLAND. 


inctioned  by  Parliament,  giving  author- 
distribution  sen  tnplatiiuj  the 
the  industrial  rej 

b)  the  bill  includes  thai  p 
ding  about  ten  miles  on  each 

m  from  Gla 
-  ven  hundi  miles,  and  : 

-  w ill  be  erected  to  n  mand  fur  p 

been  promoted  by.  a  group  oi  manufacturers  who 
in  cheap  electrical  power  and  who  realize  that  tin* 

oining  in  a  common  system  than  by  each  putting 
own  generating  plant. 
is  the  busii  industrial  Scotland  and  contains  about 

twelve  hundred  industrial  plants,  many  of  which  arc  large  iron  and 
steel  works,  coal  mines,  shipbuilding  yank  and  chemical  works, 
of  these  will  alone  require  mure  power  than  many  of  the  local 
municipalities  now  provide  for  lighting  purposes,  and  it  was  easily 
shown  thai  It  would  lie  inadvisable  for  the  separate  boroughs  to 
attempl  ilj   an  amount  of  power  involving  so  large  an  ex- 

penditure "i  capital. 

The  three  generating  stations  are  t"  lie  built  at  Motherwell, 
and  Crookston.     The  Motherwell  station  is  located  in  the  nei| 
hood  of  a  large  number  of  manufacturing  works  and  in  the  center 
extensive  coal  field  and  i  tn  I nnected  with  thi 


CLvmiv.vi  ii  \ 

Ki.la-THU'M.  rnu'K.li 


ELECTRICAL  DISTRIBUTION  NEAR  GLASGOW 

the  Caledonia  Railway.     It  t~,  also,  in  close  proximity  to  the 
river  Clyde,  from  which  wai  am  and  condensing  purposes 

may  be  i 

The  Yoker  state  ted  on  the  Clyde,  near  the  line  of 

the  Lanarkshire  &  Dumbartonshire  Railway,  and  is  in  close  prox- 
imity to  a  large  number  of  shipbuilding  yards,  works  and  docks. 
Authority  has  been  obtained  to  lay  cables  across  the  Clyde   from 

to   Renfrew,   which    will    enable   the   works  at    Renfrew,   and 
other  works  on  the  south  side  of  the  river,  to  bi     applied  1  this 

n   11  ill  be  sil uated  mar  Cn ioksti in,  i in 
&  Southwestern  Railway  (.'anal  line;  but,  owing  to  thi 
arrangement  allov  the  river,  it  will  not  he 

station  immediab 
works  from  which  the  most  urgent  demands  for  power  have 
been  received  are  situated  in  the  areas  immediately  surrounding  the 
d    it    is    intended,    therefore,    to    proceed    witl 
first  and  to  install  in  each  a  plant  of  about  4,500-kw 

hey  will  be  d  that  thi  j  n  nun 

to  timi  demand  requi  ,  miles  from  these 

stations  covers  practically  the  whi  111  which   the  company 

ower,  hut  a  large  proportion  of  the 
d  within  a  1  miles  of  the  sta- 

When  thi  ration  thej    will   probably  be 

together  electrically,  enabling  them  to   share  the   loai 

r   factors  or  to  supplement  or  aid  each   other 
in   any   erne-  .      .     .  tations    will 

uttimal  mt  10.000  kw.  each  at  Motherwell  and  Yokei 

n.     By  utilizing  cheap  tations 


.    It     Will     In 

1'.  only    1.;  upplied  with  electricity. 

1  tnufacturei  of  the 

and  it  is  thought  that  many  of  the  remainder  petitioned 

1  oi  the  rival  Caledonian  scheme  which  was  turned  down. 
this  mammoth   system, of  power  distril 

will    place    the    inanufa.  iw    on    a    !• 

American  m  -o  fortunati 

'  in  range  of  our  .  hi  ap  wati 
authorized   capital    of    the    Clyde    Valle)    Electrical 
00,000,   with  1   $1,500,000 

1    plain    on    the    tl 

electrical  apparatus,  winch  will  comprise  polyphase 
alternating-current    generators    and    transformers    for    high-voltage 

distribution,   rotary   converters   tor  the   supplying  of  direct 
current,  etc,  has  ted  for  with  the  British  Wcstinghouse 

Electric  X  Manufacturing  Co  Messrs.  Strain  &  Robertson  are  the 
engineers  of  the  CImU  \  alley  Electrical  l'ower  Company.  Mr.  Rob- 
ert Robertson  has  recently    pent  a  considerable  period  in  the  United 

investigating  systems  and  methods  of  power  transmission  and 
distribution,  particularly  in  the  larg  nd  in  such  local 

Niagara.  SnOqualmie   Palls,  Wash,  Canyon    Ferry,   Mont.,  and  other 


ADVERTISING  LITERATURE. 


1111'.  RODGER  BALLAS1    CAR  CO..  of  Chicago,  has  issued  a 
ig    under   the   title   "Multi-Service   Car-."    describing 
anil  illr  types  of  the   Rodger  ballast  car  and  the 

Hart  convertible  car  built  by  the  company.      The  catalog  coin 
o\  12  in.  page-.     The  illustration-  iplete  a-  to  require  very- 

little  reading   matter,  as   the   following   preface   will   indicate: 
6  minutes  are  required  to  read  the  punted  pages — it  is  worth  your 
time."     The    cars    are   all    classified    and    the    illustrations    show    the 
operation  of  each.     A  list  of  74  of  the  leading  railroads 
in   the   I'nited   States   using   the   Rodger  ears   is   given. 

nil    WHITING  FOUNDRY    EQUIPMEN1    CO.,  Harvey,  III, 

has    issued  a  new  catalog   X.  .  \  0-111  ,    124  pag. 

ing    \'i-.   -'i    and  32.      The   catalog    illustrate-  ano  1   large 

oi  'inn-  and  traveler-  l.iult  by  the  c paiiy  and  operated 

by  hand,  compressed  air  and  electric  power,  up  to  capacity. 

Mild. in'    STEEL     I  I    BE    CO.,   Pi  .    has    issued 

miller  dale  of  November   1st  a  new    price  h-t   i.f  Shelb]    cold  drawn 
seamles-    steel   tubing. 

I  111      \  I  I.  \S  CAR  ,\    MANUF  \CI  URING   CO.,  Cleveland,  O.. 
in  distributing  catalogs  No.  too8,  1  48  6  x  o-ia  pages,  de- 

scribing some  of  the  ears  recently  built   by  the  company   for  use  in 

and  about  brick  yards  and  cement  plants,  and  No 

somi    -1   the   industrial    railroad  equipments,   such 
as  cars,  trucks,  switches,  turntables,  etc..  made  by   the  company. 
GRAPHITE,  published  by  the  Joseph  Dixon  Crucible  Co.,  Jer- 

sej  City,  N.  J.,  for  December,  contains  a ng  other- an  interesting 

Feed  Lubrication,"  ami  also  leriments 

fit  the  Use  of  Dixon's  Graphite  in    Vir  Brake  Equipment,"  by  Pro! 
U.I     \l    Goss,  of  Purdue  University.    "Dixon's  Graphite  I 
is    the    title    "f   a    booklet,    published    by    the    same    company,    which 
gives   some   useful   information  about    the   usi  in   the 

foundry. 

L  \\  AL  STEAM    I  URBINE   CO.,  74  Cortlandl   St.. 
New   York  City,  I  bulletin  No.  -■  illustrating  and  describ- 

ing   the    direct    current    turb  111    capacity    from 

I'    .;ix>  h.  p.  Ii  -I  for  these  machine's  that  the  tin 

11  vibration,  occupy  an  exceeding- 
ly small  space,  and  have  an  economy  as  good  or  better  than  the  best 
compound  condensing  engine.  1'he  bulletin  contains  much  informa- 
tion lor  persons  interested  in  thi  in  of  the  steam  turbine 
to  dining   electrical   machinery. 

"STEE1    1    ^STINGS"  is  the  title  of  an  illustrat 

in.,  to  pages   issue  Brake  Shoe  ami  Found] 

1  ork  and  Chicago.     !  he  ad>  i  E  thi      [ropem 

of  making  cast  steel  are  set  forth  ami  several  hundred  castings  more 
or   less  complex  arc  illustrated     The   company's   plant   is  at   Chi- 
[eights,  III. 


Dec.  20.  1902. 


STREET  RAILWAY  REVIEW. 


925 


NEWS  OF  THE   MONTH. 


Through  car  sen-ice  was  established  between  Boston  and  Lowell, 
mber  17th,  by  running  the  yestibuled  cars  of  il 
ington  .\  Street  Railway  Co,  from  the  Sullivan  Square  Ele- 

vated Railway  Station,  Charli  ttt  the  surface  tracks  of  ilu 

Arlington  Heights  Lex    !  dford,  Billerica  and  Lowell,  a  dis- 

tance of  22  miles.     A  30-minute  schedule  lias  been  established  at 

0  miles  per  hour.    The  fare  between  Boston  and 
is  25  cents.     Crews  are  changed  at  the  end  of  the  line  of  the   B 
Elevated  Railwa 

The  plans  originally  outlined  by  the  Massachusetts  railroad  corn- 
gating  the  street   railways   111   other    Stat 
lerably  changed  because  of  the  illness  of  Mr.  White  and 
the  demands  of  the  regular  business  of  the  hoard  on    Mr.  Jackson, 
the  chairman.     Accordingly.  Mr.   Bishop  has  visited  St.  Louis,  De- 
I  hicago   and   other   western    cities  alone.      It    is   the    intention 
of  the  three  members  of  thi  make  another  trip  of  inspec- 

tion, if  it  is  possible  for  them  to  do  so  before  their  report  to  the 
ire.  which  is  due  about  the  middle  of  January.  It  is  gener- 
ally believed  that  this  year  the  hoard  will  ask  Ower  of 
supervis  street  railways  and  will  also  take  up  the  matter 
of  workingmens'  tickets   for  street   railway-. 

On  December  5th  the  Rhode  Island  Senate  passed  an  amendment 
to  the  10-hour  law.  enacted  at  the  last  General  Assembly,  which 
allows  all  employe-  of  street  railways  in  the  state  to  contract  with 
the  officials  for  as  many  hours  of  work  daily  as  they  desire.  The 
10-hour  law  took  from  the  street  railway  employes  the  right  to  con- 
tract for  work  la-ting  more  than  10  out  of  u  consecutive  hours. 
The  law  was  vigorou-  d   by   the   street    railway   corpora- 

as  being  unconstitutional. 
The  boycott  instigated  by  the  Trades'  Assembly  of  Scheni 
X.  V..  against  the  Schenectady  Railway  Co.  for  the  purpose  of  forc- 
ing the  250  employes  of  the  company  to  form  a  union  has  proved  an 
utter  failure. 

The  New  Jersey  &  Hudson  River  Railway  X   Ferry  Co.  ha 
cured  control  of  the   Newark   8:    Hackensack    Traction   Co.   by   the 
purchase  of  a  majority  of  the  stock  and  bonds  oi  the  company, 

-eriou-ly  affected   the  operation  ctric   inn-   "i    the 

Manhattan  Elevated.  New  York,  on  December  51I1  and  nth. 

While  sleeping  car-  are  reported  to  have  bi  '  by  at  least 

two  interurhan  roads,  the  record    for  births  in   street  cars   lii 

Gty,  N.  J.,  one  having  occurred  in  thai  cirj  on  December  tst. 
Rioting  occurred  in  V.  r,  Pa.,  and  the  street  railway  cars 

ipathctii 
strike. 

Citizens  of  Chester  County,  Pennsylvania,  are  much  alive  to  the 
advantages  of  trolley  freight   service  and  thi  of  the  Leg- 

islature from  that  county  have  pledged  then 

.■  consolidation   of   the   t  I  lyria  8    V, 

Railway  Co.  and    the    Cleveland  &  Southern   Railroad    Co,  were 

patq   will  be  iln 
land  ,\  ".   with  a  capital   -lock  of  $5,000,- 

■  inpany  will  also  purchase  tin-  Norualk  Gas  .N.    I 

A.  1 1  ■.  ill  probably  !»■  president  1 

I  he  Cleveland  Railway   Co.   will    build   a  $40,000   car 

near  Woodlawn  Hill-  Ave  ami  Kinsman  St.  to  hold  20 
I  he  I  &   Marion   Electric  Railroad  Co. 

The  books 
.  any  of  the  traction  '  of  < lolumbui ; 

1  frbana   1  ! 

for  $6.25. 
mouth  R.  1 
hanged   lot 

.    ■ 

d  I  .t  ■    I  ,inden,  Mil  h  .  on  I  lei  1  mbi  1   1  1 

,■••'.• 

quiring 

ill.'     II     lo    I  I. 


•  ir  lilk  ovei   its  lini      I  in   o  1st  is  <  gallon,  in- 

■_■   the  return  oi  empty    cm-. 

go.    Rurlinglon    \    Cjuincy    R.    R,    has    discontinue. 1    its 
ian  service  between   Moline  and   Ea  1    Moline,    111.  -nice  the 
Moline.  East  Moline  &  Watertown  electric  line  commenced  opera- 
Oxer  2,ooo  persons  from  Urbana  and  Champaign,  HI.,  made  use 

of  the   new    lillcrurhan    line   between    those   cities    and    Si     Joseph,    111.. 

Sunday.  November  23,  though  only  two  motor  cars  and  one  trailer 
were  available   fot    >en 

A  -Hike  of  trainmen  oi  the  Bloomington  (111.)  &  Normal  Rail- 
way 1  inn  c  .v  Heating  <  0  was  declared  November  16th  and  com- 
promised on  the  20th. 

It  1-  announced  that  the  Metropolitan  Street  Railway  Co.,  of  Kan- 
I  ity,  will  spend  $3,000,000  in  improvements  next  year.  New- 
rails   are   SOOn    lo   be   ordered    I'm    proposed    extensions   and    100   new 

cars  will  be  ordered  for  delivery  next  summer. 

The  stockholders  of  the  old  Chicago  South  Side  Rapid  Transit 
Co    have  tendered  theii    stock   to  the  city,      ["heir  attorney,  C.  A. 

Monroe,  claim-  that  while  the   Supreme  Court   has  decided  that  the 

present  companj  i-  the  rightful  owner  of  the  property,  it  is  n 

titled  to  the  franchise  and  that  the  oily  should  receive  $200,000  a  year 
[oi  i he  u-  of  the  streets  and  alleys  used  bj  the  company, 

\  rehearing  in  the  Illinois  Supreme  (  ourt  ol  the  cast  of  the  Citj 

V.  the  Chicago  Union    Traction   (',,.,  wherein  il    was   held 

that  it  was  the  duty  of  the  companj  to  clean  the  streets  on  winch  it 
had  a  frani  denied  Deo  mber  3d. 

\  verdict  of  $223  damages  was  awarded  a  passengei   for  the  loss 

of  a  tele-cope  by   theft    from    ihe   rear    platform  of   a   car   .if   tin     I   Oil 

solidated    I"i  .   of   Chicago,     In    a    former    suit    sh<    was 

awarded  $100       ["hi    company  has  made  a  moii. ni   for  a  third  trial. 
Sixteen  street   cai    men   implicated   in   the  recent   strike   in    New 

1  or]    the    charge   oi    interfering    with    the 

1  mi.  .1    States    mail. 

The  Beloit  (Wis.),  Delavan  Lake  &  Janesville  Electric  Railway 
Co.  ran  11-  liio  car  into  Janesville  December  8th. 

lb.-  "Jim  Crow"  law  recently  enacted  in  Louisiana  has  been  de- 
clared unconstitutional  on  the  ground  that  none  but  judicial  1 

may  determine  whether  a  person  1-  a  negro,  ami  also  that  the  law 
failed  i"  fij   a  maximum  penalty  for  it-  violation 

1      il  the  electrical  workers  and  linemen  of  the  San  Aulmiio 

1  lex.  i    1  rai  tion  Co     va    declai  ed  I  lea  mber  4th,  but  settled 
bitrati.ui  ..u  the  foil  iw  Ing  da  1 

December    ist   the  trainmen    ..i    the     Houston     i  rex.)     Electrii 

Street   Ry.  struck  for  an  increa  .   ..i  one-third  in  wag.-  and  1 

1  Hi.   iii-i,  -I. ;  .oil,   t .  mi-  ,iay-  a  compromise  was  effected  ami 
call    of  18,   10  ami  zo  cent-,  according   1.1  length  .0    lervice,  in- 

nts. 
h  1    announced  that  the  wages  oi  the  street  railway  employi     ol 

I  '  will    1"      "T    1     !■ .111      11 

The  coming  1    La  Fit   ta  de  la-  Floi  1     nil... 

I  .il  .  will  have  a  magnificent  trollej  paradi  Fifteen  special 
ftoai  ' '  1 '"  i'i,"  ■' in  '■■ '  '  'i 1  incandi  i  eni  out- 
line w ill  I.,    oni    ni  iln    1.  inn  1 

\i  ..  "    v\  innipeg    Man.,  I  he  in.  ipi  sal  ol  1  unning 

1  Sunday  wa    defeated  bj      ma  n  11  il  |  ol   p  o  ■  oti     in  a  total  oi 
l.7-'s 

THE   KOERTING   GAS  ENGINE. 


1    -,i  low  thei  ma!  i  alue  i  ould  be  u  ed 

1      '  ulted g  demand,  particulai  ly 

1  ■  1  ■  1,000  h.  p.  and  up 

,i.,i  in  con  great  dea  on  ha    beei 

if  pi  mi.   mover.     I  he  ga-  engine  is 

ing   more   i  on  idei  ation    in    Amerii  a,   and    1 1  rangemenl 

have  lal  to  manufai  1  country  a  m 

invi  no  d  b      vi      lii,-       Koerting  Koerting  gas 

old  by  the  D     I  Rel  al  ing 

Machine  <  lo  .  whii  h  is  thi     ■  ill    lii  en  ee  foi  thi    I 

I  he  Koerting  engim  from  the  ga 

with  « In.  h  ii>. ,     1  .  in  thai   il   is 

-  11 

1  ol    111       "i  lati  1   of  ib. 
id  air,  to  1  dci      hik    thi 


STREET  RAILWAY  REVIEW. 


mixture  i  '  through  two  d 

tli.it  theii  •  tion  i-  intended  to  introdu 

iper  mixtun 

and  ;ii r  to  about  ■)  lb. 
i   in 
The  illustration  shows  .1  hi  with  the  piston  at  the 

outer  dead  point,  and  that  the  exhaust  pi  the  head 

inder.    Winn  the  piston  begins  t"  uncover  the  exhaust  ports,  the 
lidual  prod 


THE  KOERTINi.  GAS  ENGINE. 

rapidly  to  that  of  thi  1  n  tion  of  the 

the  cylinder;  after  this  has  taken  place,  the  inlet  valve  is 
opened  and  a  fresh  charge  admitted  by  the  pumps.    Thi 
of  thesi  nlj   is  supplied  at  first  (this  being 

rate  the  but  ing  mixture)  and  after- 

gas  and  air,  mixed  it  ions. 

The  I  air  1-  produced  only  at  the 

inlet  of  the  cylinder.    There 
mixed  and  b 

of  the  air  fu  ed  with  the  burnt  residue  gases,  or  with  the 

hng  cliary.>  itible  mixture,  is  designed 

d.    This  a!  loss  of  the  mixture  through  the  exhaust 

which  are  open  during  this  period. 
Un  the  return  stroke,  short  ports  are  again  cov- 

,  the  air  and  ga  1  at  the 

if  their  respectivi    strokes,  and  th  of  mixture 

he  inlet  val 
inder  until  al  tion  takes  ..    .  work- 

and  expansion  then   succi 
taking  place  when  the  piston  again  uncovers  the  exhaust  ports. 
In  order  to  secure  the  separating  layer  "t  air  abovi    rerert 

n  the  hot  consult  ih  charge,  the  gas  pump 

delivered  until  after  a  definite  point  in 

hat  piston  valves  with  the  valve 

that   the  maximum  capacity  of  the  pump  cannot 

piston   displacement.     This  is 

11   during  a   port 

0   that   the   gas  can  escape.     The 

thus  madi  to  the  maxi- 

n  the  load  on  the  engine  is  the  gas  pump  begin-  to 

:i  gas  at  a  dingly  later  period,  thus  discharging   a 

rking  cylinder. 


lid  and 

11  the  main 

cylinder.      The   thi  under  the 

I  inder. 
The   idl  while 

li   mil 
cylinder,  which 

nig  from  '  jnitei    shaft 

■  Itcally 

around  the  shaft  .  el  the 

may  be  M't  behind  01  it.  and 

the  time  of  ignition  can 
to  suit  the  kind  of  gas  hung  used. 

The  engine  is  started  will  .    admitted  at 

both  ends  of  the  cylindi 

ted  from  the  cam  shaft  which  may 

lie  thrown  in  ■  i  ,r.    Filling  the  cylinder  with 

air  twice  is  gen. rail;  g  up. 

r  cylindi  r  and  p  ulat- 

ing   water,   which   in  tl  rs    the 

pin  in  the  h 
piston  i  :mc  way.  hut  on  the  outside 

of  the  tube.  The  stuffing  boxes  in  tlu  cylinder  heads 
are  surrounded  by  water.  The  cylinder  walls  arc  cooled 
ihroughn-.it    except    at    the    middle    where    the    exhaust 


REMOVAL   NOTICE. 


On  and  after  Feb.   i-t.   1903,  thi    Stewart  liar- 
■ill  have  its  New  York  •  No.  7  La- 

fayette Place.  New  York,  one  block  east  of  Broadway, 
between  Great  Jones  St.  and  East  Fourth  St..  a  central 
.11  for  all  interested.     For  :  years  Hart- 

sflQrn    shad,    rollers   have  been   carried   in    st..ck   at   jS*> 
lway.  a  location  well  the  trade,  and  al- 

ii is  a  rare  thing  1  e  old  firms  move,  1:  -.a-  deemed  best 
by  the  company  in  this  case.  Trade  has  been  increasing,  and  also 
the  demands  for  the  many  improvements  winch  the  Stewart  Hart- 
shorn Co.  has  brought  into  the  construction  of  the  shade  rollers  and 
and  in  order  to  carry  the  stock  needed  for  immediate 
shipment   in    Xew   York   it    was    found  cquire   much 

111s. 
\i    No.  -   I  the  ground 

which   the  company   will  1    basement, 

which   is  light,  dry.  well    ventilated  and   equal    in   aria   to  the  main 
gives  more  than  double  till 
B         In  ay.  and   here  will  be  carried  a   lull   li 
tin  and  improv.  -   the  older 

styles  "t   1  lartshi  an  shai 

.1  full  line  of  shai  ackets,  pin  ends, 

catch   pulleys,  etc..  will  he  found, 
dels    showing  the  various  nulla  hades   prop- 

erly in  position. 

To   the*c   new    -  rdially 

us    friends.      With    more    r n    and    fuller    stock,   quick    dc- 

imptly  met.  In  future,  a-  in  the  past,  large  ship- 
ment will  he  made  directly  from  the  company's  -i  East 
Newark. 


The  Consolidated  Railway  &  Tower  (  City.  Utah. 

for  the  purpose  of 

■  '.  in  cleaning  cars  and  other  work  at  the  East 
Second  St.  car  barns.  The  company  has 

1  ■  quipped  with  air 

1. rake-,  fenders,  trolley  catch'  Seven  hundred  t"ii-  of  60  lb. 

ads   have   also  been    received   and    will   he   put    down   as   soon 

ie    weather    permit-. 


3  1812  04298 


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